Organization, Supply Chain and Logistics of the Ottoman Army (1300-1566) | Chapter 9 | New Advances in Business, Management and Economics Vol. 8

 

The Ottoman Empire developed from a frontier principality to become the most powerful empire in the world by 1566. Many historians regard the reign of Süleyman the Magnificent as the peak of Ottoman power. A key factor in the empire’s military success was its highly organized supply chain and logistics systems, which enabled the Ottoman army to conduct extended campaigns across vast territories. The Ottoman Empire conquered lands and countries on three continents, covering an area of approximately 978,000 square miles at the time of Süleyman the Magnificent. The most significant conquest, without a doubt, was the capture of Constantinople in 1453 by Mehmet the Conqueror, which marked the end of the Eastern Roman Empire. Historians characterize this event as the end of the Middle Ages. Research suggests that the Ottomans’ success depended to a large extent on their ability to amply supply provisions and weapons to their soldiers. They also provided plentiful food for their animals which served as the primary means of transport. To the best of the knowledge of the author of this manuscript, there is very little research on how militaries of the Middle Ages supplied and logistically supported their soldiers and animals. This paper provides an example of how one of those militaries accomplished it. It bridges the disciplines of military history and supply chain and logistics management by analyzing the efficiency of the Ottoman army supply chain between 1300 to 1566, an often-overlooked but crucial factor behind imperial success. This work fills a historical research gap and also offers a compelling case study for scholars in operations research and strategic planning. This research is based on published books and articles by prominent historians and covers the period of 1300 to 1566. It concludes that the basic principles used by the Ottoman Army for their supply chain and logistical activities are still valid today and used by excellent modern supply and logistics systems.

 

 

Author(s) Details

Cengiz Haksever
Department of Information Systems, Analytics, & Supply Chain Management, Norm Brodsky College of Business, Rider University, 2083 Lawrenceville Road, Lawrenceville, NJ 08648, USA.

 

Please see the book here:- https://doi.org/10.9734/bpi/nabme/v8/5782

The Unified Theory of Acceptance and Use of Technology Applied in Preparation for the Workforce to Embrace Technological Change in a Logistics Company | Chapter 11 | Information Management and Technology: The Proceedings of the 10 th International Conference on Business and Management Dynamics (ICBMD), Edition 1

The purpose of the study was to investigate how a logistics company prepared for the transition from a manual to a systems-guided process leveraging the implementation of digital technology at the study site in Durban, South Africa, to efficiently controlling the short shelf-life of products in the logistics environment. The legacy manual and labour-intensive process required the warehouse personnel to physically check each storage location, each pallet of product for their expiry date which had to be manually documented. This was time-consuming, and prone to human error. The Unified Theory of Acceptance and Use of Technology (UTAUT) was utilised in conducting this study and the qualitative research approach was applied due to the exploratory nature of the research. Interviews and focus groups were conducted, and data were analysed using thematic analysis. The study findings contribute to broadening the understanding of the emerging development opportunities to enhance the capabilities of the logistics workforce. Based on the findings of the study, a change management model was proposed, one which is adapted to the South African context and is applicable to transitioning from a manual to a system-guided process within the logistics environment. Future research should include reverse logistics, real-time visibility of Proof of delivery (POD), and future digitalisation through the perspective of the Fifth Industrial Revolution (5IR).

 

Author (s) Details

Neville Chinniah
Graduate School of Business and Leadership, University of KwaZulu-Natal, South Africa.

 

Cecile Gerwel Proches
Graduate School of Business and Leadership, University of KwaZulu-Natal, South Africa

 

Simon Taylor
Graduate School of Business and Leadership, University of KwaZulu-Natal, South Africa.

 

Please see the book here:- https://doi.org/10.9734/bpi/mono/978-93-49238-37-4/CH11

 

Developing Capabilities for the Workforce to Embrace Technological Change at a Logistics Company in Durban, South Africa | Chapter 4 | Current Topics on Business, Economics and Finance Vol. 3

 The purpose concerning this study was to analyze how the trained workers in a logistics party in Durban, South Africa, transitioned from a manual to an automated process, to  survive short shelf-history inventory stock. The earlier implemented manual stock control system to monitor jutting-life was having another in one's place with the Systems Applications and Products in Data Processing (SAP), that automatically stated stock approaching jutting-life end dates. To understand the process of change, Kotter’s 8-step model of change was utilised in administering this study.  A qualitative research approach was used due to the preliminary nature of the research. Interviews and focus groups were administered, and data were analysed utilizing thematic study. The study findings enhance broadening the understanding of the emerging incident opportunities to embellish the capabilities of the management workforce.

Author(s) Details:

Neville Chinniah,
Graduate School of Business and Leadership, University of KwaZulu-Natal, Durban, South Africa.

Simon Taylor,
Graduate School of Business and Leadership, University of KwaZulu-Natal, Durban, South Africa.

Cecile Gerwel Proches,
Graduate School of Business and Leadership, University of KwaZulu-Natal, Durban, South Africa.

Please see the link here: https://stm.bookpi.org/CTBEF-V3/article/view/10010

Modern Perspectives of Logistics Transport in Economics. Empirical Studies in Ho Chi Minh, Vietnam Vol. 2 | Book Publisher International

 The second volume of the book contains a series of empirical research on logistics transportation in Ho Chi Minh City, Vietnam. The study purpose is to examine which characteristics of institutions effect on logistics transport productivity and how they impact. There are ten chapters in all. People's participation at the grassroots level and the impact of public service supply on products productivity calculated on labour, passenger productivity calculated on labour, and passenger productivity calculated on capital are two of the most notable discoveries. People's accountability and public administrative procedures have an impact on goods productivity based on labour. The governmental sector's transparency and control of corruption have an impact on passenger productivity as measured by labour. Controlling corruption in the public sector has an impact on capital-based passenger productivity. (Chapter 2) examines the impact of physical infrastructure on logistics transportation development in Ho Chi Minh City, Vietnam (HCM). To assess using separable MR models, the author utilises multivariate regression (MR). The main conclusions are that road length, road quality, railway line length, and airway quality all have an impact on freight productivity/total labour. The length of the road, the quality of the road, the length of the railway line, the number of aircraft units departing internationally, the quality of the airway, and the connectivity between domestic and international airports all have an impact on passenger productivity / total labour. The length of the road, the quality of the road, the length of the railway line, the number of aircraft units departing internationally, the quality of the airway, and the link between domestic and international airports all have an impact on cargo productivity / total capital. The length of the road, the length of the railway line, the quality of the railway, the quality of the airway, and the link between domestic and international airports all have an impact on passenger productivity / total capital. PI1, PI2, PI3, PI4, PI5, PI6, PI7, and PI8 are all independent factors that have an impact on the GDP of logistics transport in HCM. (Chapter 3) assesses the influence of six independent variables of ITI on logistics transport development using multivariate regression to measure the function of information technology infrastructure (ITI) in the growth of logistics transport (MR). The major findings are that the quantity of broadband subscriptions and international internet traffic have an impact on labour productivity. The quantity of secure Internet connections and broadband subscriptions have an impact on passenger productivity. The amount of secure Internet connections and ADSL internet subscribers have an impact on capital goods productivity. The number of ADSL internet customers, international internet traffic, and mobile network subscriptions all have an impact on GDP. (Chapter 4) The key conclusions are that while government spending and foreign investment have an impact on labour productivity, the openness of the economy has little effect. While government spending and foreign investment have an impact on labour productivity, the openness of the economy has no effect. While foreign investment has an impact, government budget investment and the openness of the economy have little effect on capital goods productivity. While foreign investment has an impact, government budget investment and economic openness have no effect on capital passenger productivity. While government budget investments and foreign investment have an impact on GDP, the openness of the economy has little effect. CO2, methane, and other emission variables produce air pollution, which has an impact on labour goods production (Chapter 5). The impact of methane on passenger productivity in Labour is significant. Impact of CO2 and Methane on Gross Domestic Product. Total number of labour force, total number of female labour force, total number of labour force who have been career trained, and total number of labour force who have completed high school impact on products productivity estimated on total number of employees are some of the key results in Chapter 6. While the total number of employees and the total number of employees who have completed high school have an impact on passenger productivity, the total number of female employees and the total number of employees who have completed career training have no impact. While the total number of female workers, total number of career workers, and total number of high school graduates have an impact on goods productivity calculated on total capital, the overall number of workers has no impact on goods productivity calculated on total capital. While the total labour force and the total labour force who have completed high school have an impact on GDP, the total female labour force and the total labour force who have completed career training have no impact. (1) While total number of firms, fixed assets, and long-term investment capital have an impact, total capital for yearly company operations has no impact on products productivity, which is calculated on labour (Chapter 7). (2) While the total number of businesses and total capital for yearly business operations have an impact on passenger productivity, fixed assets and long-term investment capital have no impact on labour productivity. (3) While the total number of businesses, fixed assets, and long-term investment capital have an impact on goods productivity, total capital for yearly business operations has no impact. (4) While the total number of businesses, fixed assets, and long-term investment capital have an impact on passenger productivity, total capital for yearly business operations has no impact. (5) The impact on GDP of the total number of businesses, total capital for yearly company operations, fixed assets, and long-term investment capital. (Chapter 8) The key conclusions are that while population in rural and urban areas have an impact, female and male population have no impact on cargo productivity as measured by labour in the Logistics Transport Industry (LTI). While residents in rural and urban areas have no effect on passenger productivity, female and male passengers have an impact on LTI labour productivity. While the genders of the population have an impact on GDP, the genders of the population in rural and urban areas have no impact. The key conclusions of Chapter 9 are that, while registered FDI capital and the number of FDI projects have an impact on freight productivity calculated on labour in the logistics transport business, operating FDI capital has no impact (LTI). While the quantity of FDI projects and operating FDI capital have an influence, registered FDI capital has no impact on passenger productivity as measured by labour in LTI. While registered FDI capital and the quantity of FDI projects have an impact on freight productivity, which is computed using capital in LTI, operating FDI capital has no impact. While both registered and running FDI have an impact on GDP, the number of FDI projects has no impact. The cumulative percent of impact of the labour force on the state sector, the labour force on the outside state sector, and the labour force on the foreign investing sector ranges from 14 percent to 100 percent (Chapter 10). The lowest percentage was 10% in 2005. The greatest level in 2019 is 100 percent. Between 2006 and 2015, the cumulative percent of logistics transit development that will be impacted increased, with the lowest level being 7% and the greatest level being 100%. The cumulative percent of influence of the labour force on the state sector, the outside state sector, the foreign investment sector, and the cumulative percent of logistics transport development to be impacted are all at different levels.

Author(s) Details

Vu Thi Kim Hanh
University of Economics and Law, Vietnam National University Ho Chi Minh City, Vietnam.

View Book:- https://stm.bookpi.org/MPLTEESHCMV-V2/article/view/4257

A Brief Study Discussing Competitiveness of Vietnam Logistics Industry| Chapter 6| Modern Perspectives in Economics, Business and Management Vol. 4

 Vietnam is undergoing both a deep and broad integration with the global economy. For Vietnamese commodities, the world market is wide open, and vice versa. The logistics business is becoming increasingly crucial in the process of economic integration and opening up. Logistics, according to Porter [1,] is a functional area that contributes to value development. For economic operations, logistics is a tool that connects activities in the global value chain such as supply, production, distribution, and market expansion. The Council of Supply Chain Management Professionals claims that (CSCMP, 2013).Although the importance of logistics to the economy is recognised, the capability and contribution of logistics to the Vietnamese economy is still limited. According to the World Bank's publicly released numbers, the Vietnam LPI fluctuated from 39 to 64 from 2007 to 2018. The author, who teaches logistics supply chain management at Van Lang University in Ho Chi Minh City, is motivated by the reasons stated above. Take a pen and write down this research in Ho Chi Minh, Vietnam.The goal is to determine the impact of six sub-factors on the competitiveness of logistics, namely Customs, Infrastructure, International shipments, Logistics competence, Tracking and Tracing, and Timeliness; the case of Vietnam by analysing the current situation, related issues, and difficulties related to the competitiveness of Vietnam's logistics industry. Pepper is used to measure the competitiveness of Vietnam's logistics industry and uses qualitative methodologies, analysis, comparison, synthesis, and description tools to elucidate the theoretical underpinning of the industry's competitiveness and identify indicators. Quantitative research approaches are used.Establish the present situation of Vietnam's logistics service industry capacity from 2007 to 2018, utilising data collecting, data analysis, and statistical methodologies, and determine what factors affect the logistics service sector's competitiveness. Proposing essential viewpoints and ideas to increase the logistics service industry's competitiveness in Vietnam.

Author (S) Details

Vu Thi Kim Hanh
Faculty of Commerce, Van Lang University, 69/68 Dang Thuy Tram Street, Ward 13, BinhThanh District, Ho Chi Minh City, Vietnam.

View Book :-https://stm.bookpi.org/MPEBM-V4/article/view/2644

The Hub Status and Transportation Network of Kribi Port | Chapter 1 | New Ideas Concerning Science and Technology Vol. 2

In order to determine an appropriate port to act as a hub port in the Central African region, an evaluation of four Cental African ports is performed. The study uses the method of port indexing to measure the four ports. The Port of Kribi, the Port of Bata, the Port of Libreville and the Port of Pointe-Noire are the ports assessed. Other models are also used, including linear regression and linear programming, to provide the port's final results with the most effective ability to act as a hub port. The results show that the port of Pointe-Noire is the most fitting port to act as a hub port for the Central African region.

Author(s) Details

Che Kingsley Chenikwi
Institute of Scientific Research, Shanghai Maritime University, Shanghai, China.

Xuefeng Wang
College of Logistics Engineering, Shanghai Maritime University, Shanghai, China.

View Book :- https://bp.bookpi.org/index.php/bpi/catalog/book/320 

Using Logistic Growth Model to Analyze Pig Pen Productivity | Chapter 15 | New Ideas Concerning Science and Technology Vol. 1

There is no gainsaying that in Nigeria, particularly in the South-East region of the country, the pig pen is rapidly becoming a very lucrative farming method. Before anyone goes into it, this method of animal farming is very cost-effective and does not require much preparation, as pigs are a very unique breed of animals that can eat almost any type of food, and as compared to chicken poultry or fish poultry company, they do not fall sick easily. That was why this paper then explored how pig breeding could help fix environmental waste pollution, since much of the waste produced from the food we eat that would make the environment contaminated could be turned into feed for the pigs, which indirectly helps to address the problem of waste generation. This research uses the growth and decay model of logistics to examine the breeding process of pigs in a given area. Octave 4.2.1 was used to graph the population of the pig against time in years and to also control waste against the population of the pig. Over a certain proposed time, we then examined the growth pattern of the pigs in the pen. We came up with some policies from the study that sustain the pig population in the pen without having to over-shoot the pen's carrying capacity. It is appropriate for the government to come up with policies that would direct pig farmers on the number of pigs that would / should be in a given pen size. Since pig farming has the potential to make a positive contribution to Nigeria 's GDP, if the government truly focuses its resources on promoting it. In order to make the analysis a little more complicated, more research can be performed with stiffer restrictions, in order to add further enhancement to the current report.

Author(s) Details

Abang I. S. S.
National Centre for Technology Management, An Agency of the Federal Ministry of Science & Technology, PRODA Training Institute, Independence Layout, Enugu State, Nigeria.

Dr. O. N. Nze
National Centre for Technology Management, An Agency of the Federal Ministry of Science & Technology, PRODA Training Institute, Independence Layout, Enugu State, Nigeria.

O. A. Oriola
National Centre for Technology Management, An Agency of the Federal Ministry of Science & Technology, PRODA Training Institute, Independence Layout, Enugu State, Nigeria.

Dr. I. S. Amasiatu

National Centre for Technology Management, An Agency of the Federal Ministry of Science & Technology, PRODA Training Institute, Independence Layout, Enugu State, Nigeria.

View Book :- https://bp.bookpi.org/index.php/bpi/catalog/book/308