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National logistics cost can be used as a key indicator to reflect a country's overall logistics performance and monitor their respective logistics policies. However, not all countries have developed this indicator, and some have used differing methodologies. This paper provides an approach for calculating national logistics cost per gross domestic product (NLC/GDP) in the context of Thailand and demonstrates its veracity and validity using an action research methodology with key stakeholders. The approach utilizes easily obtainable macro level data combined with survey data. The calculation method has progressively improved in its accuracy and efficacy to reflect Thailand's logistic context. The proposed approach contributes to the national logistics cost debate and can inform academics, managers, and policy makers not just in Thailand but, in other countries when developing their own NLC/GDP to evaluate their respective logistics development activities.

This perspective paper considers the current state of retail and retail logistics and supply chain management to discuss what the future may hold for it through four important issues: changing consumer expectations, the impact of e-commerce, and the relationship with the natural environment all of which are influenced by the economic environment. These issues apply to retailing globally and have been exacerbated by events such as the global COVID-19 pandemic, and examples are provided from various retail markets to illustrate them. Retailers will need to think strategically how to adapt their business models to address these issues by recognising the needs of new consumer segments, focussing on niche service and products to avoid direct clashes with larger physical store and Internet retailers, embracing more fully opportunities in e-commerce, and ensuring their activities are sustainable economically, socially and ecologically.

The purpose of this paper is to investigate strength of supply chain integration based on social exchange theory and its resultant impact on supply chain cost and responsiveness. The study surveyed...

The purpose of this paper is to assess the logistics performance of national trade corridors in Myanmar based on a theoretical portrayal of multimodal transport in logistics chains combined with the real-time operation of such chains. A cost-time-distance model was used as the core theoretical framework for the discussion. Empirical data related to cost, time and distance was obtained to evaluate national trade corridors in Myanmar. The study explored the performance of trade corridor in the pulses and beans sector from the largest sown and harvest areas to the main seaports in Myanmar. The pulses and beans sector was selected because the country is the 2nd highest exporter in the world and would benefit from improved access to its national seaports. Under the cost-time-distance model used, it was observed that physical infrastructure, institutional environment as well as limited capability of local providers hindered the overall performance of the trade corridors under study.

Purpose An understanding of the “AS-IS” stage of a relief operation is the basis for further action in humanitarian supply chain management. The purpose of this paper is to develop a toolbox called the Humanitarian Supply Chain Assessment Tool (HumSCAT). This toolbox is comprised of a set of basic tools which can be classified into each phase of disaster relief. Design/methodology/approach The HumSCAT is proposed by paralleling frequently used tools in commercial supply chains with the objectives and characteristics of relief phases. A case study was used to validate the HumSCAT along with six tools provided in the preparation phase. Findings The HumSCAT consists of seven tools in the preparation phase, nine tools in the response phase and ten tools in the recovery phase. The case study illustrates how to use the HumSCAT and the six tools. The latter were found to be useful for improving the relief chain. Research limitations/implications The list of tools is not exclusive. Other tools might be applicable as long as they meet the objectives and characteristics of the phase. A tool should be adjusted accordingly to the contexts. Tools in other phases should be validated in future research. Practical implications The HumSCAT may serve as a reference toolbox for practitioners. Its output can be used for further designing of the “TO-BE” status of humanitarian relief chains. Originality/value The HumSCAT is proposed as a toolbox for academics and practitioners involved in humanitarian supply chains.

PurposeThis “thought paper” is written by the special issue editors as a part of the five papers accepted and published in response to the special issue call for papers on logistics and SCM in the context of relief for refugees and internally displaced persons (IDPs) in theJournal of Humanitarian Logistics and Supply Chain Management. The purpose of this paper is to introduce the special issue on “refugee logistics” and analyse the nature and challenges of displacement from a displaced person’s perspective. The paper also argues for a more critical appreciation of the role and value that research in logistics, operations and supply chain management (LOSCM) can play in the delivery of services and care for refugees and IDPs from the perspective of preparedness and logistics planning of humanitarian organisations. The paper further outlines basic challenges to undertaking innovative, boundary pushing valuable and impactful research on “refugee logistics” given the difficult ideological, political and policy context in which “refugee logistics research” will be undertaken. The paper also advocates for more critical research in humanitarian logistics (HL), that explicitly acknowledges its ontological, epistemological and methodological limitations even when ethically sound. The paper concludes by suggesting a future research agenda for this new sub-field of humanitarian logistics research.Design/methodology/approachConceptual paper utilising viewpoints, literature reviews as well as original ideas and thoughts of the authors.FindingsThe new field of “refugee logistics research” is important. It has been neglected in humanitarian logistics research for too long. Hence, there needs to be more research in this sub-field of humanitarian logistics.Research limitations/implicationsThis is a “thought paper”. It is the basic conceptual ideas of the authors. While it is not based on empirical work or data collection, it is based on a comprehensive literature research and analysis.Social implicationsThis paper advocates for the universal human rights of IDPs and refugees and their dignity, and how LOSCM can contribute to upholding such dignity.Originality/valueIt contributes indirectly to logistics policy and refugee policy as well as logistics service quality and advocacy for human rights and human dignity.

This study explores how individuals construed as ‘young’ for their managerial positions seek to mitigate their youth in order to gain and maintain legitimacy in an Asian socio-cultural context whic...

Carpooling brings benefits to carpool participants and the environment and society. Literature has called for a better understanding of psychological factors encouraging people to carpool however current research does not provide an in-depth psychological understanding of carpooling behaviour. This paper provides a review of psychological factors motivating drivers and passengers to carpool and identifies psychological theories appropriate for carpooling research. The Theory of Planned Behaviour and Norm-Activation Model were used as a priori theoretical frameworks to undertake a systematic literature review to identify important factors and relevant theories. Eighteen psychological factors were identified and classified as either common for drivers and passengers or specific to each group. In addition to the a priori frameworks, Consumer Perceived Value, Social Capital, and Technology Acceptance Model are considered the most appropriate for carpooling research. A conceptual framework and six research propositions were developed. Further, eight additional directions for future research were suggested including employing a variety of data collection methods to ensure rigour; collecting more data from non-Western countries for contextual veracity; exploring and testing psychological factors more deeply; and investigating the impact of COVID-19 on carpooling decisions. This paper contributes to theory through the development of the conceptual framework, identifying research propositions and providing additional research directions. The identified factors can be considered by researchers, matching agencies, and policy-makers to better promote carpooling.

Purpose The purpose of this paper is to provide a framework on how strategic philanthropy can be included in humanitarian supply chains delivery. This framework explains the modalities where strategic philanthropy can be successful when collaborating with key humanitarian supply chain actors. Design/methodology/approach A philanthropy delivery framework is developed based on the literature related to strategic philanthropy and humanitarian supply chains. The delivery framework is further validated with the real-life case study of a multinational firm during the 2011 Thai floods. Findings Procter and Gamble (P&G) was involved in the Thailand flood 2011 relief efforts in three phases: preparation, immediate response, and reconstruction phase. The company supported and distributed a water purifier through a non-governmental relief agency, the Princess Pa Foundation, under the Thai Red Cross Society, that enabled P&G to not only gain the trust of the targeted community during all the phases but in the continued usage of their water purifier after the event. Community leaders and P&G’s modern trade retailers played an important role in collaborating in this humanitarian supply chain to enable the successful delivery and usage of the donated water purifier. Research limitations/implications This proposed delivery framework is appropriate for in-kind products and services philanthropy. The case study describes how strategic philanthropy can be implemented in a specific case, i.e. flood disaster. Practical implications Academia, practitioners, and companies who are involved in humanitarian reliefs may adopt and adapt this framework in order to enable a win-win situation for all stakeholders in the humanitarian supply chain. Originality/value The delivery framework suggests that firms can develop successful strategic philanthropy through systematic humanitarian supply chain collaboration. It explains how a company can operate its philanthropic programs through collaboration with others as well as describes how these different actors can work together.

The purpose of this paper is to present a rigorous and critical review of an established cost/time-distance model. The model offers a perspective on the inter-relationships between transport modes, nodes, methods and cargo volumes, types and forms. Organisations can review their door to door supply chain costs by applying the model described in the paper. The reviewed multimodal transport cost model is based on a relatively simple framework but demonstrates that other existing models of modal choice, multimodal transport and inventory location all oversimplify the transport process. The critical components of the model are the transport from origin to destination, consignment loading/unloading, intermodal transfer and performance variability. Other activities such as storage, value addition and customs clearance can be added into the model as required. Several findings emerge from the development of the model and provide much greater clarity concerning the cost-structure of door-to-door multimodal transport services along economic corridors. The model is shown to be a useful tool for identifying theoretical alternative locations for facilities such as inland terminals. The relative unit costs of operating respective freight transport modes lead to a series of classic door-to-door cost profiles stemming from the modal mix, which varies according to shipment distance, volume, cargo value-density and other variables.

This paper investigates how collaboration between stakeholders can help make supply chains more resilient. It explores innovative ways to operate supply chains and reinforce their resilience, for instance through crowd shipping or gainsharing. The paper also includes a case study on how multi-stakeholder initiatives and public-private partnership can help foster collaboration in supply chains for increased efficiency.

Most reverse logistics researches have not incorporated marketing concept or customer orientation into their frameworks. This study proposes that it is imperative to take customer point of view in reverse logistics process to improve customer satisfaction. Therefore, the purpose of this paper is to conceptualize and operationalize customer- oriented reverse logistics. It also examines the relationship between the developed construct and its impact on customer satisfaction. In this regard, a literature review was carried out to identify customer- oriented reverse logistics. Based on customer orientation, service quality and service recovery literature, the new construct was developed. A pilot study was subsequently conducted using the questionnaire survey with managers and employees of a particular company in the mobile telecommunications industry and its customers who have experience in product returns. The findings showed that the dimensions of the proposed construct comprised tangibility, reliability, assurance, empathy, responsiveness, information availability and employee?s empowerment. Path analysis indicated that customer-oriented reverse logistics perceived by both employees and customers positively related to customer satisfaction of product returns service. The developed construct based upon cross disciplinary in marketing and logistics could facilitate future empirical studies in reverse logistics area. The proposed framework will also be useful for practitioners to implement their product returns strategies accordingly.

PurposeThe purpose of this paper is to examine the uptake of supply chain integration (SCI) principles internationally and the resultant integration maturity.Design/methodology/approachA rigorous supply chain diagnostics methodology called the Quick Scan is used to assess the integration maturity of 72 value streams located in New Zealand, Thailand and the UK.FindingsThe majority of the organisations studied are struggling to turn the SCI concept into reality. Supply chains on average are poorly integrated. However, there exist a handful of exemplar cases that provide guidance; levels of integration maturity appear not to differ internationally.Research limitations/implicationsOnly three nations are compared, hence the sample is not fully representative of all countries and industries. There is a significant gap between supply chain rhetoric and practice; clear guidance on how to enable effective integration is required. National settings do not appear to affect the extent of application of supply chain management concepts.Practical implicationsSCI is a very difficult undertaking. Indifferent practice is the norm. If organisations can attain even the middle ground of internal integration they will outperform many of their competitors.Originality/valueThe paper presents an international benchmark of SCI maturity involving three triangulated measures of supply chain performance.

PurposeThe purpose of this research is to identify key attributes of freight logistics service quality and to examine how these attributes impact shippers' selection of third‐party logistics service providers (3PLs). The knowledge and understanding of these attributes can be of great value to 3PLs when developing marketing strategies to attract and retain clients.Design/methodology/approachA literature review was carried out to identify the main attributes of freight logistics service quality. In‐depth interviews were subsequently undertaken to validate and refine the freight logistics service attributes. A questionnaire was then developed and a survey conducted. Logistics regression analyses were performed to examine the impact of freight logistics service attributes on shippers' decision to select 3PLs.FindingsA total of 24 freight logistics service attributes were identified and categorised based on the SERVQUAL model into six dimensions: reliability, assurance, tangibility, empathy, responsiveness, and cost. Freight logistics service quality was found to impact shippers' selection of 3PLs significantly. In the assessment of the impact of each individual service attribute it was observed that accuracy of documents; EDI and E‐commerce services; customer relationship management; customer care; updated freight rates; and consolidation provision significantly influenced how shippers selected 3PLs.Research limitations/implicationsThe focus of the study is limited to international freight logistics services, while other logistics services, such as inventory management or warehouse management, were not included. The context of the study is related to Thailand and the provision of international freight service in the country.Practical implicationsAn understanding of key attributes based on key freight logistics service quality can help 3PLs in developing marketing strategies that provide services that are considered to be critically important to their customers.Originality/valueThe purpose of the study is to define key freight logistics service quality attributes and their respective impact on shippers' decision‐making process when choosing a 3PL.

PurposeThis paper aims to present a supply chain performance assessment tool that measures the performance of key supply chain activities of a firm under different performance dimensions.Design/methodology/approachThe tool was developed based on an extensive literature review. The nine key internal supply chain activities, as proposed by Grant et al. in 2006, constituted the backbone of the assessment framework, while performance was measured based on three dimensions: cost, time, and reliability. The tool was pilot‐tested on 44 local SMEs. The results were then compared with existing performance benchmark as well as within the benchmarked group itself and a high performing Thai multinational in order to see whether the developed tool could identify performance gaps in the trial group.FindingsThe results obtained from the tool provide a description of a firm's internal supply chain activity. The utilised supply chain performance framework can isolate each individual supply chain activity. The results are therefore precise enough for firms to identify individual areas of strengths and weaknesses. The tool is relatively simple and easy to use and understand.Research limitations/implicationsLimitation is related to the availability of the required assessment data. The availability of data is a reflection of systematic data collection and storage procedures of the respondent firms.Originality/valueThe tool was developed on clearly defined theoretical foundations. The three dimensions of cost, time and reliability can balance both financial and non‐financial characteristics of supply chain performance. The data required are simple and objective.

This study analyses the development of the Lao freight logistics sector with a special focus on factors influencing freight logistics services efficiency after the processes of liberalization and deregulation of the economy. Based on empirical data, the study focuses on two main dimensions of the Lao freight logistics sector: (i) the development of a private freight logistics sector since the formulation of the New Economic Mechanism (NEM) that progressively opened the Lao economy to the world; (ii) the Lao freight logistics sector's awareness of opportunities and challenges arising from Lao PDR's participation in ASEAN, GMS and hopefully the WTO in the near future.

PurposeThe purpose of this paper is to qualitatively investigate how product recovery management (PRM) activities affected the strategic design and implementation of a closed‐loop supply chain for a fast‐moving consumer good.Design/methodology/approachThe paper employs a case study approach with in‐depth interviews and structured observation of PRM processes at the focal company.FindingsThe focal company was able to design an efficient and effective product recovery and recycle manufacturing system by standardizing high‐quality raw materials, using a modular structure for the product and maintaining control over the entire process and bypassing the temptation to use third‐party collectors and processors.Research limitations/implicationsPrimary research relates to the single case study and the focal company; however, the findings may not generally apply to other fast‐moving consumer goods (FMCG).Practical implicationsThe comparison of the focal company's processes to an extant product recovery model provides firms with a structured way of implementing product recovery and recycling.Originality/valueThis paper adds to our knowledge of PRM and closed‐loop supply chain design by investigating its practical application to a fast‐moving consumer good; this topic has not previously received much attention by academics and practitioners.

The Association of South East Asian Nations (ASEAN) is a regional economic grouping that is composed of Brunei, Cambodia, Indonesia, Lao PDR, Malaysia, Myanmar, Philippines, Singapore, Thailand, and Vietnam. An ASEAN-wide logistics development policy has been developed and endorsed by ASEAN in August 2007. This logistics development policy is based on the work done by the authors as requested by the ASEAN Secretariat. The authors provided the guiding principles, the six major policy areas as well as the draft of the logistics sector integration roadmap that was finalised and endorsed by ASEAN. It is hoped that the formal endorsement of this important sector for ASEAN economic integration will support logistics liberalisation and development within ASEAN. The purpose of this paper is to explain the methodology utilised in the formulation of the ASEAN logistics development policy that was endorsed by ASEAN member countries.

The importance of the topic of reverse logistics has increased gradually over the past few years. This paper primarily focuses on one facet of reverse logistics, which involves the return of damaged products to be repaired by a manufacturer. The application of the ‘leagile’ paradigm in the reverse logistics process and its expected outcome, in terms of costs and lead-time reduction to consumers and to the manufacturer itself, is presented. The case study of an electrical appliance manufacturer based in Bangkok, Thailand, is used as an example to illustrate the possible impact of the ‘leagile’ concept on its repair and replacement services. It was discovered, with the application of the ‘leagile’ concept in the reverse logistics process, that lead-time for product repairs and returns, as well as costs involved with reverse logistics, have been drastically reduced while customer satisfaction has increased significantly.

The purpose of this research is to present and analyse the current situation regarding the capability of the national logistics system in Vietnam. A national assessment framework for macro-logistics is utilised in combination with semi-structured interviews of key Vietnamese stakeholders to reflect on the current situation in the country. There are still numerous shortcomings in the Vietnamese logistics system. These shortcomings are not purely infrastructure based but also from a regulatory and commercial perspective. The presented national logistics system assessment framework can be replicated in other countries or regions when assessing national logistics capability. The findings can help foreign investors, international logistics providers wanting to provide their services in Vietnam to understand the logistics context within the country. These findings are also helpful for policy makers in Vietnam on how to improve their national logistics system. This study proposes a template to assess national logistics systems and provides an in-depth understanding of logistics in Vietnam, a country that has not been much studied in the literature. Published version

Maquiladoras operations along the Mexico‐US border are an oft‐studied example of a lean supply chain strategy that allows US manufacturers to benefit from lower labour costs in Mexico while being able to supply to assembly plants in the industrial US Midwest, with a minimum of safety stock. This study examines an alternative strategy of the subsidiary of a North American automotive parts producer, which purchases raw and semi‐finished materials from approved North American automotive 2nd tier suppliers, manages the shipment of the materials to a plant in Thailand where the semi‐finished materials are converted in a labour‐intensive process into higher‐value sub‐assemblies. These sub‐assemblies are then shipped back to the US for installation into automobiles at an assembly plant in the Detroit area. The additional logistics costs of using Thailand as a production base are overcome by demonstrable quality advantages and lower wages, as compared to competitors performing similar operations in Mexican maquiladoras. This case study illustrates that international logistics management strategies must also incorporate product characteristics in addition to customer requirements for meeting optimum logistical performance.

The fundamental objective of the Container Security Initiative (CSI) is to engage both so-called ‘mega-ports’ (ports sending the highest volume of ocean going container traffic into the US) and the national governments where these ports are located in a way that will facilitate the pre-screening of outbound containers destined to the US. The emerging issue of security as a key factor in global supply chains can be perceived as inconsistent with the objective of facilitating international trade (Dulbecco and Laporte, 2003). However, this perception does not stand up to analysis. Security is an evident part of the mainstream supply-chain paradigm while security can also become a driver for trade facilitation. The purpose of this paper is therefore to discuss the impact of the US CSI on maritime supply chains. The first section will mostly be related to the issue of security and supply chains while the second section will investigate CSI and its impact while exploring some of the financing implications of th...

Lao PDR, as the sole land‐locked country in South East Asia, is dependent upon available infrastructure in neighbouring countries for fast and efficient import of goods. The validity of a cost model for multimodal transport, which was originally proposed by Beresford and Dubey (1990) and developed by Beresford (1999), is tested against a real case in international logistics, namely the import of wine from Marseilles in France to Vientiane in Lao PDR. The main elements of the model are as follows: cost, time, distance, transport mode and intermodal transfer. The model is tested using real data over a series of alternative routes between Marseilles and Vientiane. The selection of appropriate international logistics system will have a direct impact on the efficiency of Lao PDR import channels. The research findings clearly demonstrate that the “sea‐road” combination via Danang Port in Vietnam is the most competitive in terms of costs while the “sea‐rail‐road” option via port Klang in Malaysia and through Thailand offers the fastest transit time.

This paper explores the various alternative routes and methods available to garment exporters in Lao PDR, a land-locked country in South East Asia, when exporting to the European Union. Lao exporters are dependent on the transport systems in place in neighbouring countries (i.e. Vietnam, Thailand, Malaysia and Singapore) for transit purposes. A multimodal transport cost-model is used to illustrate and clarify multimodal transport routeing alternatives. A confidence index is also introduced for each route, transport modes and nodal links. Five routeing alternatives are presented in this paper and it is shown that the most frequently utilised route via Bangkok (Thailand) is not necessarily the most competitive in terms of time and cost, while the route via Port Klang (Malaysia) potentially offers a better alternative for Lao garment exporters.

Traders in the Greater Mekong Sub-region (GMS) require efficient logistics services that can move their goods to the proper place, at the promised time, in the right condition, and at a suitable price. The GMS in Southeast Asia is composed of Cambodia, Lao People’s Democratic Republic, Myanmar, Thailand, Vietnam, as well as Yunnan Province and the Guangxi Zhuang Autonomous Region of the People’s Republic of China. It is, therefore, of great importance that regional linkages among neighbouring countries be enhanced, in order to facilitate trade and develop logistics for better access to the “global” market. The purpose of this chapter is to provide a description and rating of the GMS logistics system. The Greater Mekong Sub-region has focused on an “economic corridor” approach to economic integration; assessment of the logistics performance of these corridors is thus needed. Even though there is a GMS agreement that was ratified to facilitate the crossing of borders, it was still observed during our study that the weakest links in the various economic corridors remain the border crossings.

Supply chain integration has been theoretically posited as a key requirement that enhances supply chain competitiveness and innovation. However, there has been a lack of empirical evidence related to the level of supply chain integration and its benefit. This chapter provides an illustration of the level of integration observed in the Thai textile and garment supply chain. The supply chain integration analysis was done through the use of the quick scan audit methodology and it was observed that there was no integrated supply chain in the Thai textile and garment industry. The majority of the existing textile and garment supply chain relationship in Thailand was mostly limited to internal functions within member firms with some dyadic relationships. This means that most Thai textile and garment firms are still struggling with internal integration and are still not able to integrate their respective supply chain thus affecting innovation capability of Thai textile and garment supply chain. Governmental support may be needed to develop the facilitating environment for supply chain integration.

The purpose of this chapter is to provide a framework for the development of relief supply chain systems. An illustrative case study is presented in order to help relief supply chain decision makers in their relief supply chain planning process. Developing simulation models to test proposed relief supply chain response plans is much less risky than actually waiting for another disaster to happen and test the proposed relief supply chain model in a real life situation. The simulated outcome can then be used to refine the developed relief supply chain response model.

Supply chain management in Asia is a relatively novel topic but a key challenge for all Asian based manufacturers and traders when trying to integrate into the "global market". The purpose of the paper is to describe key supply chain issues faced in Asia. These issues are related to supply chain security that forces Asian firms to comply with numerous requirements as well as the importance of a properly managed supply chain in enhancing firms' competitiveness. The critical role played by Asian based logistics providers in facilitating supply chain integration is explored. Logistics providers must be able to design effective and efficient supply chains for the clients. A case study is presented to illustrate how supply chain dynamics affects supplier selection. This paper was presented at The Fifth LAEBA Annual Meeting, Singapore, July 15th, 2009.

Over the past decade, the concepts of supply chain risk and supply chain risk management (SCRM) have grown in importance. These concepts have become prerequisite to the development of sustainable supply chain. Managing risks effectively in today’s complicated and long supply networks requires well focused efforts as disruption in the supply chain needs to be avoided or at least mitigated. Risk distribution is a risk management strategy which has been used to manage risks in other fields such as finance and law. However, a review of the supply chain literature observed that there is a lack of references related to risk distribution strategy in supply chains. This paper therefore tries to address this significant gap by defining the risk distribution concept, and by positioning risk distribution as part of supply chain strategy. A description of the risk distribution concept in other academic fields as well as an understanding of its characteristics derived from the literature is presented. These characteristics form the main elements of risk distribution that can be applied to supply chain management and enable the supply chain to become more sustainable.

The purpose of this paper is to present a supply chain performance assessment tool to measure the performance of firm’s key supply chain activities under different performance dimensions. Although some assessment tools have been utilised in Thailand, such as the SCOR model, they were discovered as too complicated and too difficult to use, especially when dealing with SMEs. This tool was developed based on an extensive literature review related to logistics and supply chain performance measurement. The nine key internal supply chain activities as proposed by Grant et al. in 2006 constituted the backbone of the assessment framework while performance was measured based on three dimensions; cost, time and reliability. The tool was pilot tested on 25 local SMEs. The results were then compared to existing performance benchmark as well as with a top Thai company in order to see if there were any gaps in the supply chain performance of the trial group.

Hazardous materials (HAZMAT) transport is a vital logistic activity from the supply of raw materials to production units. However, there are risks associated with trucks being involved in accidents during HAZMAT shipment. It is essential that all criteria and factors involved need to be considered prior to HAZMAT transport decision making. The main purpose of this paper is to present a HAZMAT transport framework based on the sustainability paradigm by the application of a multi criteria decision analysis (MCDA) and geographic information system (GIS) for optimum HAZMAT transport route planning. A number of criteria and factors are proposed and categorised into three main groups: economic, environment and social issues. An explanation of the framework development processes: goal, method and tool are described. The proposed framework can be useful in the planning process of policy makers and carriers and/or shippers when they plan and evaluate possible routes for HAZMAT transport.

The purpose of this paper is to examine the circumstances surrounding the Asian tsunami emergency of 2004 and to propose a relief logistics model that suggests an alternative response mechanism to those which are currently in place. The tsunami waves that hit Thailand on December 26th 2004 and the chaos that followed highlighted the very low level of preparedness on the part of the Thai authorities to deal with such an event. This has led the Thai Government to concentrate on preparation for relief operation activities in order to be better prepared if a similar event were to occur. The proposed logistics response model is based within a 72-hour time frame should a tsunami hit Thailand again. This model also clearly indicates the jurisdiction and job description of each agency involved in the relief operations. It is shown that horizontal and vertical linkages between departments represent the vital parts of successful overall emergency response.