Qian Li

Global manufacturing economies have faced logistics performance challenges in recent decades. This study investigates the influence of industrialization, environmental technology, trade openness, foreign direct investment, and economic growth on the logistics performance index in the top 20 manufacturing economies from 2007 to 2023. This study used an advanced panel approach to obtain robust results, cross-section dependency, a unit root test and a panel cointegration test. The panel quantile regression (PQL) and panel quantile estimates based on income methods were employed to analyze long-run and short-run estimations. The empirical results show that industrialization accelerated across all the quantiles except at the 10th quantile, while environmental technology had a significantly positive impact on logistics performance across all quantiles (10th–90th). Moreover, our baseline model was further supported by the fact that we used Driscoll–Kraay and Prais–Winsten’s estimates and a panel causality test. Our findings reveal that in manufacturing countries, industrialization, environmental technology, and economic growth have a positive impact on logistics performance. This study proposes several recommendations to improve industrialization and environmental technology in manufacturing countries to promote logistics performance. At the same time, more resources should be allocated for industrialization as well as environmental technologies to promote logistics performance.

In light of increasingly prominent environmental issues, inspiring green supply chain (GSC) members to engage in collaborative innovation is crucial to improve environmental performance. In this paper, in relation to a two-level GSC consisting of manufacturers and suppliers, differential equations involving the greenness of intermediate and final products as state variables are constructed considering the effect of digital capability on green innovation. Subsequently, designs for three incentive mechanisms—the greenness reward, the R&D effort reward, and the digital construction reward—are presented, and their long-term dynamic effects on the economic, environmental, and social benefits are compared and analyzed. Finally, the impacts of consumer green preference and the contribution of digital capability to the advancement of green innovation are explored. The findings show that all these incentives can boost economic, environmental, and social benefits while motivating the supplier. To achieve the best incentive effect, the reward coefficient should fall within a specific range. The digital construction reward mechanism is the most favourable in the initial stage, while the R&D effort reward mechanism is the most appropriate in the long term. The promotion effects of digital capability on green innovation and consumer green preference have the potential to enhance economic, environmental, and social performance.

Under the fierce business competition and sustainable development pressure, the pattern of enterprise innovation has gradually changed from independent innovation to cooperative innovation. As a collection of multi-type innovation actors, the innovation ecosystem provides opportunities and platforms for cooperative innovation among government–industry–university–research institutions. While the present studies on innovation ecosystems are mostly from the perspective of the system level, few studies pay attention to the innovation mechanism of small and medium-sized manufacturing enterprises (SMMEs) in the innovation ecosystem. Therefore, this study takes SMMEs embedded in innovation ecosystems as research objects and explores the factors affecting green innovation. We constructed a theoretical model to explain the effect of innovation eco-embeddedness on green innovation performance based on ecosystem theory and network embeddedness theory; we then collected 363 samples of SMMEs in China through surveys and further tested the data empirically. The results show that the innovation eco-embeddedness (IEE) of SMMEs has a positive effect on their green innovation performance (GIP), and their green value co-creation practices (GVCCPs) partially mediate the relationship between IEE and GIP. Moreover, ecological norms (ENs) in the innovation ecosystem not only positively moderate the impact of IEE on GVCCPs but also positively moderate the mediating role of GVCCPs. This study enriches the relevant research on innovation ecosystems from the perspective of non-core enterprises and provides a theoretical basis and practical reference for SMMEs to implement green innovation practices and realize growth through innovation ecosystems.

The risk of frequent disasters is becoming a huge challenge for enterprises and their supply chains. In particular, sudden global public health events have brought a great test to the supply chain. How to make sustainable planning and preparedness and smoothly carry out supply chain operations and obtain sustainable firm performance in the complex market environment requires urgent attention from industries and academia. The different effects of supply chain operational capability and dynamic capability on the long-term performance and short-term performance of enterprises are still unclear; therefore, a model was established to discuss this. Based on the theory of dynamic capability, a relational model between supply chain dynamic capability, supply chain operational capability, and firm performance was constructed, a hypothesis testing method and Amos software were used to verify the set model, and the mechanisms of supply chain dynamic capability and supply chain operational capability on firm performance were discussed. The empirical results show that supply chain operational capability has a mediating effect on supply chain dynamic capability and firm performance, and supply chain dynamic capability has a moderating impact on supply chain operational capability and firm performance. The supply chain and its enterprises should cultivate and continuously improve the supply chain dynamic capability as soon as possible, so that in the face of emergencies, the supply chain operation capability can be reasonably configured to avoid damage, improve firm performance, and gain competitive advantages.

The green supply chain (GSC) has become a major trend that advocates for the sustainability of supply chains. To seek optimal strategies for the GSC, the competition between green and nongreen supply chains (NGSCs), along with the impacts of government subsidies and tax policies and the green preferences of consumers, are discussed in this study. A pricing-strategy model of an NGSC and a GSC was conducted by considering the cross-price effects. The equilibrium strategies (the optimal green-technology level, the pricing, and the profits) were achieved and were comparatively analyzed with backward induction. For more in-depth research, a robust sensitivity analysis was conducted, and the Taguchi method was used to identify the main factors that affect the revenues of NGSCs and GSCs. The results show that the vertical collaboration between manufacturers and retailers can help to improve the greenness of products and bring more benefits to consumers. The government interventions have an effect, and when the government sets a premeditated threshold for subsidies and taxation, GSC members can earn more, and the green products obtain more competitiveness. The green preferences of consumers are the primarily conducive factor to the sustainability and profit increases of GSCs. However, the green-technology-investment cost will not have a significant influence on the equilibrium strategies.

Studying the linkage between manufacturing industry and logistics industry is conducive to explore and improve the efficiency of the common development of them. In order to study the interaction of logistics industry on the development of manufacturing industry and the development of two-industry-linkage, it first calculates the high-quality development level of logistics industry and manufacturing industry, then uses the coupling coordination model to theoretically analyze and empirically test the coupling and coordinated development level of high-quality development of logistics industry and manufacturing industry from three aspects: coupling degree, coordination degree and coupling coordination degree, and based on the perspective of integration field theory, it takes the three basic synthetic fields of logistics integrator, logistics base-nuclear and logistics connection-key as the analysis dimension, PVAR model was introduced for in-depth analysis the impact of logistics industry on manufacturing industry and the level of the two-industry-linkage. It was found that the high-quality development of China’s logistics industry and manufacturing industry is close on the whole, and the development trend is consistent, the high-quality development of them is mainly caused by the change of scale, but there is no obvious change in technical efficiency, which also provides a way for the high-quality development of the two-industry-linkage in the future. The two-industry-linkage mostly belongs to the situation of low-level mutual restriction, which has not yet reached a high level of mutual promotion, resulting in the overall coupling coordination degree basically in a state of barely coordination. The development of logistics industry and manufacturing industry need to go through certain practice and running in, when there is an error matching between the two, the logistics industry will inhibit the two-industry-linkage. When the economy develops to a certain extent, the expansion of the logistics system scale to the level of the two-industry-linkage is not necessarily beneficial, blindly exceeding the demand for logistics investment will cause a waste of resources, which is not conducive to the high-quality development of the logistics industry and the coupling and coordinated development of the two industries. In the long run, the change of the logistics basic-nuclear capacity, the logistics integrator scale and logistics connection-key level will have a positive impact on the change of green total factor productivity in manufacturing industry.

International trade can be severely disrupted by failures in international logistics processes. Therefore, an understanding of international logistics risk is imperative for the smooth operation of international trade, systematically studying the causes, responsible parties, and possible consequences of international logistics risk. On this basis, international logistics risk is classified from the perspective of the consequences caused by logistics risk, combined with the influencing factors and types of risk, establishing the index system and evaluation model of international logistics risk; Fuzzy Comprehensive Evaluation (FCE) and Analytic Hierarchy Process (AHP) methods were used to evaluate international logistics risk, and the international logistics risk in the international trade of the Regional Comprehensive Economic Partnership (RCEP) is also discussed. The results show that generally, international logistics risks are mainly logistics loss risk, logistics cost risk, and logistics timeliness risk. The logistics risks in the transaction with RCEP mainly include logistics loss risk, logistics cost risk, logistics timeliness risk, environmental risk, and logistics information risk. The risk causes include five risks: general causes, accidents, bankruptcy or ultra vires of logistics companies, customs clearance problems, and cargo characteristics. By establishing the international logistics risk measurement index system, it can hopefully play a preventive and guiding role in the research of international logistics risk assessment and the international logistics risk management of RCEP enterprises.

China’s economy has stepped up from the high-speed growth stage to the high-quality development stage. With the high-quality development of the economy, the logistics industry is bound to move towards high-quality development. By establishing the index system of high-quality economic development and logistics, this work has measured their high-quality development level and analyzed their coupling coordination degree by using the coupling coordination model. The results show that there are great regional differences in high-quality economic development, high-quality logistics development and their coupling coordination degree in China. In the areas with high-quality economic development, the logistics industry is not necessarily high quality, and the coupling coordination degree between the logistics industry and high-quality economic development is generally not high. The main reason for this is that the coordination between the logistics industry and high-quality economic development is poor. While vigorously improving the high-quality level of the logistics industry, it should strengthen the high-quality connection between the logistics industry and the economy, so as to form a situation of mutual promotion and common development.

Purpose: The importance of international dry port integration in the supply chain has received a great deal of attention and been widely discussed in the literature. This study empirically examines the relationship among dry port logistics supply chain integration (DPLSCI), its operational performance (OP) and dry port competitiveness (DPC) in the context of China.Design/methodology/approach: The authors developed a structured questionnaire based on the supply chain integration (SCI) theory and resource-based view, and collected data from the dry port operation enterprises and their stakeholders in central and western China. A structural equation model (SEM) is used to test the research hypotheses.Findings: The results demonstrate that DPLSCI has a positive effect on logistics cost performance (LCP) and service quality performance (SQP), which further improves DPC. Meanwhile, OP (LCP and SQP) is a full mediator between DPLSCI and DPC.Practical implications: This paper provides guidelines for dry port operators and their stakeholders to integrate supply chain resources and develop the OP for improving the overall competitiveness of an international dry port. The government could also invest in physical infrastructure and system platform to strengthen the OP of a dry port and further enhance its competitiveness.Originality/value: The authors emphasise that the international dry port is a proactive and integrated system in providing a supply chain logistics service. This study fills up a research gap in the extant literature on theoretically proposing and empirically testing a new theoretical model. It also contributes to dry port stakeholders by providing useful guidelines to enhance OP and dry port competitiveness.

The Internet of Things (IoT) has brought many benefits to the development of industries, from manufacturing to services. In the context of IoT, the network freight transport platform is equivalent to an integrator, integrating the scattered resources such as carriers and shippers in the supply chain, providing a solution, improving the use efficiency of vehicles, effectively reducing logistics cost, and creating value for the freight transport platform and bilateral customers. The purpose of this research is to explain the influence mechanism of transport demand subjects’ participation in value cocreation (VCC) under the service‐dominant logic (SDL). We proposed a conceptual framework and 10 hypotheses and used SEM to measure the direct and mediating relationship among SDL, transport demand subject (TDS) participation, relational embeddedness (RE), platform VCC, and TDS value in the online business environment. The findings show that (1) SDL, TDS participation, and RE do not directly affect the TDS value, but indirectly through platform VCC; (2) SDL affects platform VCC not only directly but also indirectly through TDS participation and RE; (3) TDS participation affects platform VCC not only directly but also indirectly through RE; (4) RE indirectly affects TDS value by affecting platform VCC; and (5) platform VCC plays a mediating role in SDL, TDS participation, RE, and TDS value. Hence, transport enterprises should pay attention to the innovation concept, guide TDS participation, jointly improve platform VCC, give play to the network effect of the freight transport platform, and achieve TDS value through the deepening of TDS relationship embedding.