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Supplier performance assessment: Empirical evidence in Indonesian freight forwarding companies

This research aimed to assess the results of two vendors used by the company in the shipping process of export goods. Two leading suppliers for one similar activity had caused more difficulties in the monitoring and controlling activities of DHL Global Forwarding Indonesia. This research used qualitative and quantitative methods, with the Analytic Hierarchy Process decision-making method using 36 internal staff members as the sample. Through a qualitative calculation method by distributing questionnaires to the existing suppliers, namely Monang Sianipar Kargo and Andima Transportindo, it was found that the weighted score for Monang Sianipar Kargo was 22.84 and for Andima Transportindo was 10.66. Subcriteria and indicators should be prioritized in the criteria of Price and service, significantly to improve the performance of problematic suppliers. This research recommended using the Analytic Hierarchy Process for assessment since it facilitated the research development by the opinion of the company’s experts. Such a finding implied that a policy from the management was needed in the assessment of suppliers. As an implication, it was necessary to assess all suppliers cooperating with DHL Global Forwarding Indonesia by using actual data from the current month.

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The effect of internal and information integration on Oman container ports’ operational performance: The mediating role of supply chain management practices

This study aims to investigate the relationship between internal and information integration within the supply chain (SCI-INTI and SCI-INFI), supply chain management (SCM) practices, and port operational performance (POP) in Oman’s container ports. Additionally, it explores the mediating role of SCM practices in the relationship between SCI-INTI, SCI-INFI, and POP in Oman. To meet the study’s objectives, a quantitative cross-sectional survey method was used. A total of 377 questionnaires were distributed to managers responsible for supply chain operations in the main departments at Sohar and Salalah ports, yielding 331 usable responses, with a response rate of 88 percent. The data collected were analyzed using partial least squares structural equation modeling (PLS-SEM). The results show that both internal and information integration within the supply chain have positive and statistically significant effects on the operational performance of Oman’s container ports (POP). Specifically, Supply Chain Integration with Internal Integration (SCI-INTI) significantly impacts POP (β = 0.249, t = 5.039, p < 0.001), and Supply Chain Integration with Information Integration (SCI-INFI) also significantly affects POP (β = 0.259, t = 4.966, p < 0.001). Additionally, SCI-INTI positively influences Supply Chain Management Practices (SCMP) (β = 0.381, t = 7.674, p < 0.001), as does SCI-INFI (β = 0.484, t = 9.878, p < 0.001). Furthermore, SCMP positively and significantly influences the operational performance of Oman’s container ports (β = 0.424, t = 7.643, p < 0.001). These findings contribute to the literature by emphasizing the significance of internal and information integration within the supply chain and SCM practices as strategic internal resources and capabilities that enhance operational performance in container ports. Understanding these elements enables decision-makers and policymakers within government port authorities and port operating companies to optimize internal resources and capabilities to improve port operational performance.

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Research on retailer’s pricing and stocking strategy in two-stage green supply chain considering bounded rationality and non-green product

Due to the bounded rationality of decision-makers and the substitution effect of non-green products, retailers are not always profitable when selling green products. To assist retailers who may be disadvantaged in the game, this study constructs a two-stage green supply chain game model, considering the bounded rationality of decision-makers and the substitution effect of non-green products, and analyzes the impacts of two operational strategies that retailers can adopt—price-cutting strategy and early replenishment strategy. The research reveals that retailers tend to lower prices in the second stage when price reductions stimulate consumer purchases, enhancing their profitability. However, strategic retailers may raise prices in the first stage to create room for discounts later, potentially harming consumer interests. Contrary to expectations, anticipating future demand does not always improve supply chain profitability in the early replenishment strategy, which mainly depends on the market environment. Early replenishment deprives retailers of negotiation leverage in the second stage, and bulk orders may lead manufacturers to over-invest in green innovation. Therefore, this strategy is effective only when green innovation costs are low, consumer environmental awareness is high, or price sensitivity is low.

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An overview of the dynamic and complex regulatory landscape of cargo transportation in the United Arab Emirates

This article explores the dynamic and complex regulatory landscape of cargo transportation in the United Arab Emirates (UAE). As a critical hub in global trade, the UAE’s approach to cargo transportation not only impacts its economic landscape but also has broader implications for international logistics and trade. When the authors speak about air cargo, a very prominent characteristic comes to mind, that is, the ‘speed’ at which goods are transported from one point to another in a world which is fueled by time-based competition which connects leading suppliers, smaller businesses to consumers within a complicated global supply chain operating within networks. The authors aim to examine the current regulatory framework governing cargo operations, highlighting key events contributing to the growth of cargo transportation in recent years within the UAE, shedding light on the central regulatory bodies and key players in the UAE which contribute to the chain of transporting cargo and shipments in the UAE. This study will also briefly compare the standards applied in the UAE with international norms. It delves into the implications of existing regulations on various facets of trade and logistics, including compliance challenges faced by businesses. The article identifies specific challenges in the regulatory setting, such as safety, environmental considerations and the integration of emerging technologies. Furthermore, it distinguishes between the flexible and rigid aspects of these regulations, analyzing their impact on the industry. Looking ahead, the article forecasts emerging trends and potential shifts in regulatory policies, emphasizing the need for adaptability and forward-thinking in policymaking. The aim is to provide a comprehensive overview of the UAE’s regulation of the cargo transportation landscape. The present study offers insights into its current status, challenges, and future directions, thereby contributing to policy development in this vital sector. New research examining the UAE’s cargo regulations reveals significant gaps that could stall its ambitions of becoming a leading cargo transportation global hub. The study identifies shortcomings in regulations related to cargo transportation in the UAE and its efficiency. These areas, along with potential inflexibility in the current system, pose challenges to the UAE to compete effectively in the time-sensitive world of cargo shipments.

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Evaluating how and why the Government of Rwanda failed to achieve middle-income status (MICS) in 2020: Lessons for other African countries

In the 1960s, many East Asian Tiger countries, such as Taiwan, Malaysia, China, etc., faced unfavourable socio-economic conditions like those facing many African countries such as Rwanda. For example, in the 1960s, Singapore was classified as an undeveloped country, with its GDP per capita standing at less than $320. However, all these countries managed to reach a development level like that of Western and North American countries (such as the U.S. and Canada), within a space of less than 15 years. Today, Singapore’s GDP per capita has risen to an incredible $84,501, making it the sixth highest GDP per capita in the world. With Vision 2020, President Kagame promised that Rwanda, which he referred to as “the African lion”, would cruise faster to the middle-income country status faster than Singapore and other middle income status countries, most of which are in East-Asia in less than 20 years. Thirteen years after the introduction of Rwanda’s Vision 2020, President Kagame dashed off the Wall Street Journal and other western media which often referred to Rwanda’s economic development as “the economic tiger of Africa” in his 2013 famous statement as follows: “There is a view that development is a marathon, not a sprint. We do not agree. Development is a marathon that must be run at a sprint. In our pursuit of progress, we have, of course, looked to East Asia’s so-called “tiger” economies for inspiration. But Africa’s experience is unique, and we must now define our own destiny. So, while being described as an “African tiger” is a welcome recognition of how far Rwanda has come, perhaps it isn’t quite right. After all, our continent has its own big cat. Step forward, the new lions of Africa.”. To achieve this objective between 2000 and 2020, Rwanda’s GDP per capita needed to increase from 254.94 USD (2000) to $1240 (in 2020), and the GDP growth rate was to grow consistently between 7% and 10% for a period of 20 years (2000–2020). The objective of this article is to critically analyse how the Government of Rwanda failed to achieve its promise of achieving a middle-income status (MICS) between 2000 and 2020. In 2000 the Rwandan president Paul Kagame launched Rwanda’s Vision 2020. This was a long-term framework for Rwanda’s development in 20 (i.e., 2000–2020). The idea behind Rwanda’s leadership was to imitate whatever Singapore did to become a developed country in just 15 years after its independence in 1965. Blatantly stated, President Paul Kagame wanted to turn his country into the Singapore of Africa. The IMF states that “Vision 2020 was the longer-term socio-economic development framework that sought to transform Rwanda into a middle-income country by 2020”. There is no doubt that Rwanda has made some developmental strides through the implementation of Vision 2020 as an instrument for operationalisation for the Singaporean-modelled developmental state over the past 20 years and has succeeded in some areas. However, the Government of Rwanda has failed in many areas and has failed to achieve the prestigious MICS in 2020. Therefore, among the many gaps in the current literature that this research seeks close is to find out what were some of the accomplishments that Rwanda’s Vision 2020 was unable to achieve? Why did the Government of Rwanda fail to achieve middle-income status within 20 years? What insights can other developing countries gain from Rwanda’s Vision 2020 experience? This study is a significant contribution to the current theoretical knowledge as it sheds light on the reasons behind the Government of Rwanda’s failure to achieve middle-income country status in 2020, a topic that has been largely ignored by the Government’s documents and the media. Despite Rwanda’s Vision 2020, there has been no scientific study to date that has attempted to deal with this topic. Therefore, this study, titled “Why the Government of Rwanda failed to achieve middle-income status (MICS) in 2020” is likely the first of its kind. By addressing

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