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Factors driving the spatial layout of distribution channels

Research statementOur study analyses the factors that drive decision-making on distribution structures, including the layout of distribution channels and the locations of distribution centres. Distribution is a primary firm activity, which strongly influences logistics costs and logistics performance. Distribution is a challenging activity as customer demand is often volatile and unpredictable. Consumers continuously expect higher service related to distribution, e.g., same day delivery and more flexibility in delivery locations. Therefore, it is of strategic importance to shippers and Logistics Service Providers (LSPs) to decide which distribution channel layout to use and, accordingly, plan distribution centre location(s). Distribution structure selection concerns the number and locations of distribution centres, as part of the larger corporate planning process. The main questions we strive to answer in this paper are: (1) what are the main criteria that determine the spatial layout of distribution structures? and (2) how important are these criteria, relative to each other?Methodology The literature on distribution channel design mostly revolves around optimization methods; we are not aware of literature that takes a descriptive approach. We therefore develop a descriptive conceptual model that includes these factors, developed from the contextual literature around this decision. The second part of the study concerns the measurement of the relative importance of these factors. We implemented an elaborate survey and used the Best-Worst Method (BWM) to identify these weights. The survey considers different experts (e.g., logistics managers versus logistics professors) and population segments (e.g., in-house versus outsourced distribution).Data and resultsCurrently we are completing the survey dedicated to evaluating the above factors. We have received sufficient response to estimate a first model. These first estimations already provide useful results. Final estimations will be completed and reported in June 2017. At the I-NUF conference we will be able to present the results and analysis of all factors when comparing respondents and parameters.Preliminary conclusionsBased on literature review, eight main factors – divided into 33 sub factors – are included in our research: 1) Demand factors, 2) Service level factors, 3) Product Characteristics factors, 4) Logistics costs factors, 5) Proximity-related location factors, 6) Accessibility-related location factors, 7) Resources-related location factors and 8) Institutional factors. A number of hypotheses were built from the literature analysis relating, for example, to the relative importance of service- and cost- related factors within different industries. We will revisit these hypotheses and provide the quantitative results of the importance of the individual factors in our paper and at the conference.

Workplace innovation and organizational performance in the hospitality industry

Change has become continuous, and innovation is a primary approach for hospitality, i.e., hotel companies, to become or remain economically viable and sustainable. An increasing number of management researchers are paying more attention to workplace rather than technological innovation. This study investigates workplace innovation in the Dutch hotel industry, in three- and four-star hotels in the Netherlands, by comparing them to other industries. Two samples were questioned using the Workplace Innovation survey created by the Dutch Network of Social Innovation (NSI). The first was conducted in the hospitality industry, and these data were compared with data collected in a sample of other industries. Results suggest that greater strategic orientation on workplace innovation and talent development has a positive influence on four factors of organizational performance. Greater internal rates of change, the ability to self-organize, and investment in knowledge also had positive influences on three of the factors—growth in revenue, sustainability, and absenteeism. Results also suggest that the hospitality industry has lower workplace innovation than other industries. However, no recent research has assessed to what degree the hospitality industry fosters workplace innovation, especially in the Netherlands. Next to that, only few studies have examined management in the Dutch hotel industry, how workplace innovation is used there, and whether it improves practices.

Critical review of safety performance metrics

Various tools for safety performance measurement have been introduced in order to fulfil the need for safety monitoring in organisations, which is tightly related to their overall performance and achievement of their business goals. Such tools include accident rates, benchmarking, safety culture and climate assessments, cost-effectiveness studies, etc. The current work reviews the most representative methods for safety performance evaluation that have been suggested and applied by a variety of organisations, safety authorities and agencies. This paper discusses several viewpoints of the applicability, feasibility and appropriateness of such tools, based on the viewpoints of managers and safety experts involved in a relevant research that was conducted in a large aviation organisation. The extensive literature cited, the discussion topics, along with the conclusions and recommendations derived, might be considered by any organisation that seeks a realistic safety performance assessment and establishment of effective measurement tools.

Adverse effects of anxiety on attentional control differ as a function of experience

The corporate sustainability performance

USE conference paper.Ever since the mid-1970s a multitude of studies linking corporate sustainability performance (CSP) measures and financial performance measures have been conducted. Until today a plethora of corporate sustainability performance measures heve been developed. A universally accepted CSP definition of construct does not (yet) exist. Since we don't exactley know what CSP entails, CSP measures should (at least) be considered conceptually flawed for that matter. These measures may measure CSP, but it cannot e excluded that other (overarching) phenomena are measured. There are leads suggesting that CSP measures are reflections or representations of corporate culture, suggesting that corporate culture drives FP. If so, managers should not focus on increasing CSP to boost FP, but create a high culture for sustainability If corporate culture drives financial performance, the investment community can also benefit through improving its decision making processes by including CSP measures that reflect corporate culture.

Driving Performance in Patients With Idiopathic Cervical Dystonia; A Driving Simulator Pilot Study

Objective: To explore driving performance and driving safety in patients with cervical dystonia (CD) on a simulated lane tracking, intersections and highway ride and to compare it to healthy controls. Design: This study was performed as an explorative between groups comparison. Participants: Ten CD patients with idiopathic CD, 30 years or older, stable on botulinum toxin treatment for over a year, holding a valid driver's license and being an active driver were compared with 10 healthy controls, matched for age and gender. Main outcome measures: Driving performance and safety, measured by various outcomes from the simulator, such as the standard deviation of the lateral position on the road, rule violations, percentage of line crossings, gap distance, and number of collisions. Fatigue and driving effort were measured with the Borg CR-10 scale and self-perceived fitness to drive was assessed with Fitness to Drive Screening. Results: Except for a higher percentage of line crossings on the right side of the road by controls (median percentage 2.30, range 0.00-37.00 vs. 0.00, range 0.00-9.20, p = 0.043), no differences were found in driving performance and driving safety during the simulator rides. Fatigue levels were significantly higher in CD patients just before (p = 0.005) and after (p = 0.033) the lane tracking ride (patients median fatigue levels before 1.5 (range 0.00-6.00) and after 1.5 (range 0.00-7.00) vs. controls median fatigue levels before and after 0.00 (no range). No significant differences were found on self-perceived fitness to drive. Conclusion: In patients with CD there were no indications that driving performance or driving safety were significant different from healthy controls in a simulator. Patients reported higher levels of fatigue both before and after driving compared to controls in accordance with the non-motor symptoms known in CD.