Hub and Spoke Research Papers (original) (raw)

After the Airline Deregulation Act was enacted in 1978, the airline industry had many changes. More specifically, the hub and spoke system has emerged. This system is used as an air transportation network, which consists of hub and spoke... more

After the Airline Deregulation Act was enacted in 1978, the airline industry had many changes. More specifically, the hub and spoke system has emerged. This system is used as an air transportation network, which consists of hub and spoke airports. In particular, there is a key airport, which is called "hub", and many small regional airports, which are called "spoke". Every spokes connect to at least one hub as a center but usually not spoke to spoke. In this model, travelers need to change the aircraft at hub airport, and take another flight to the destination. Normally, there are only few airlines which serve a direct flight from spoke to spoke. Although Zwier (2010) believed that the hub and spoke system causes many problems, the advantages of this system outweigh greatly the disadvantages. This is because this system provides lower fare, more alternative routes, and shopping facilities.

McDonald‟s is the world leader in QSR. Their presence in 118 countries with 33,000 restaurants glorifies its position as world leader and as fast food giant. This huge network is not easy to manage where guest expectations are clean,... more

McDonald‟s is the world leader in QSR. Their presence in 118 countries with 33,000 restaurants glorifies its position as world leader and as fast food giant. This huge network is not easy to manage where guest expectations are clean, hygienic, tasty and quick food every time. The credit of this successful availability goes to the unique supply chain management and control over this entire huge network. McDonald‟s is present in more than 40 cities of India with 250 eating outlets and adding more every now and then. This huge supply chain is entirely outsourced without any legal contact with them. Some unique features of this supply chain managements are lean management, multi-layered supply-chain, cold chain, Hub and Spoke system. For training their staff company takes all its measure through intensive programmes like Supplier Quality Management Systems (SQMS) and the Distributor Quality Maintenance Program (DQMP). The explained model will help to understand the flow of supply chain....

McDonald‟s is the world leader in QSR. Their presence in 118 countries with 33,000 restaurants glorifies its position as world leader and as fast food giant. This huge network is not easy to manage where guest expectations are clean,... more

McDonald‟s is the world leader in QSR. Their presence in 118 countries with 33,000 restaurants glorifies its position as world leader and as fast food giant. This huge network is not easy to manage where guest expectations are clean, hygienic, tasty and quick food every time. The credit of this successful availability goes to the unique supply chain management and control over this entire huge network. McDonald‟s is present in more than 40 cities of India with 250 eating outlets and adding more every now and then. This huge supply chain is entirely outsourced without any legal contact with them. Some unique features of this supply chain managements are lean management, multi-layered supply-chain, cold chain, Hub and Spoke system. For training their staff company takes all its measure through intensive programmes like Supplier Quality Management Systems (SQMS) and the Distributor Quality Maintenance Program (DQMP). The explained model will help to understand the flow of supply chain....

Biden needs a war to maybe reconquer some legitimacy in his next mid-term elections. Without a war, by proxy, of course, he won't be able to get a few extra senators and a dozen or so more representatives. Putin and Zelenski, the latter... more

Biden needs a war to maybe reconquer some legitimacy in his next mid-term elections. Without a war, by proxy, of course, he won't be able to get a few extra senators and a dozen or so more representatives. Putin and Zelenski, the latter in the driver’s seat even under Trump who could not stand him, offered him the best Mardi Gras present: a real war but with no American GIs on the battlefield, not even a US drone. The worst part of this scenario is that a ceasefire would be the best supporting event for Biden, but he is not able to get it, he is not even trying. He has been taken over by his fear and his angst, and he wants to destroy Russia, at least economically. But he has not even the slightest concern about what or who will still be alive in Ukraine if this deadly warfare goes on for another four weeks. ASIN : B01AY2H0JC

Airport hubs and the networks linking them have an important bearing on the formation of modern identities in world politics. The argument is that an airport connects individual experience – movement through the hub-and-spoke structure –... more

Airport hubs and the networks linking them have an important bearing on the formation of modern identities in world politics. The argument is that an airport connects individual experience – movement through the hub-and-spoke structure – and the world order’s transformation towards progressively more imperial forms. It can be hypothesized that airports teach people the central rituals of acknowledgement that are needed to navigate in the Byzantine structures of the modern hierarchical world order. The aviopolis provides places where appropriate imperial categories are produced – such as Westerner, Third-Worlder and terrorist – where modern virtues are measured and constant vigilance is directed to the political totality of the imagined imperial community. The striking reminders – suspicious strangers, auditory and visual warnings, memories of past terror attacks, metal detectors and security checks – placed throughout the airport frame are meant to drive home the fact that the survival is at stake in the post-September 11th world. The affirmation of political health takes place against the declinist images of weakening imperial hierarchies and the failure to follow their central norms.

AbstractThis paper presents a methodology able to compare road and rail-road intermodal market areas that takes the network structures, the operation costs and the location of the rail-road terminals into account. A particular way to... more

AbstractThis paper presents a methodology able to compare road and rail-road intermodal market areas that takes the network structures, the operation costs and the location of the rail-road terminals into account. A particular way to model rail-road transport on hub-and-spoke networks is outlined and illustrated on the trans-European networks. The market area of an optimal eight hubs network configuration is presented both for the p-hub median and the p-hub centre problem. This is followed by a discussion about the evolution of the market area according to the number and locations of the implemented hubs.This paper presents a methodology able to compare road and rail-road intermodal market areas that takes the network structures, the operation costs and the location of the rail-road terminals into account. A particular way to model rail-road transport on hub-and-spoke networks is outlined and illustrated on the trans-European networks. The market area of an optimal eight hubs network configuration is presented both for the p-hub median and the p-hub centre problem. This is followed by a discussion about the evolution of the market area according to the number and locations of the implemented hubs.ResumenEste artículo presenta una metodología capaz de comparar áreas de mercado por carretera o intermodales carretera-ferrocarril y que tiene en cuenta las estructuras de la red, los costos operativos y la ubicación de los terminales de ferrocarril-carretera. Se esboza e ilustra un modo en particular de modelizar el transporte por ferrocarril-carretera en redes estrella de eje y radios. Se muestra el área de mercado de una configuración de red óptima de ocho ejes tanto para la mediana del eje-p como para el problema de centro de eje-p. Le sigue una discusión sobre la evolución del área de mercado de acuerdo al número y localización de los ejes implementados.Este artículo presenta una metodología capaz de comparar áreas de mercado por carretera o intermodales carretera-ferrocarril y que tiene en cuenta las estructuras de la red, los costos operativos y la ubicación de los terminales de ferrocarril-carretera. Se esboza e ilustra un modo en particular de modelizar el transporte por ferrocarril-carretera en redes estrella de eje y radios. Se muestra el área de mercado de una configuración de red óptima de ocho ejes tanto para la mediana del eje-p como para el problema de centro de eje-p. Le sigue una discusión sobre la evolución del área de mercado de acuerdo al número y localización de los ejes implementados.

Okinawa is a cornerstone of the US-Japan alliance. However, it has been marginalised in East Asian international relations whereby a state-centric view of international relations predominates. In an era of power transitions and increasing... more

Okinawa is a cornerstone of the US-Japan alliance. However, it has been marginalised in East Asian international relations whereby a state-centric view of international relations predominates. In an era of power transitions and increasing importance of non-traditional security concerns, Washington and Tokyo need to recognise Okinawa's contribution as a non-state actor in upholding human security values for the alliance to stay attuned to shifting regional and global needs.

Using flight data for the period 2000–2004 we find that four significant variables in explaining delays at European airports are market concentration, slot coordination, hub airports and hub airlines. We find evidence for the hypothesis... more

Using flight data for the period 2000–2004 we find that four significant variables in explaining delays at European airports are market concentration, slot coordination, hub airports and hub airlines. We find evidence for the hypothesis that airlines internalize the effects of self-imposed congestion, but the results for the hub variables are somewhat puzzling. While delays are higher at hub airports, hub airlines experience lower delays than non-hub airlines. This may be at least partly explained by the special characteristics of the hub-and-spoke system in Europe, which is less extensive and more constrained, relative to the US. If introduced in Europe, efficient airport congestion tolls should be carrier-specific to account for the differences in internalization of delays.

This book was published when Mahinda Rajapaksa was president of Sri Lanka but now Gotabaya Rajapaksa has been elected president by a landslide result it is getting particularly hot and to the point, because the five lost years from 2015... more

This book was published when Mahinda Rajapaksa was president of Sri Lanka but now Gotabaya Rajapaksa has been elected president by a landslide result it is getting particularly hot and to the point, because the five lost years from 2015 to 2020 can be repaired and pushed aside. Sri Lanka and the Indian Ocean are more than ever the center of the world's maritime commerce and those who will not be there in due time will be the losers. Europe is well-positioned to be present but the USA are not and there is no alternative that could make the US great again in the Indian Ocean, except if they want to be the military gendarme if not colonizer of this ocean. Some may think or dream about this, and they will have a very painful awakening with some political and economic hangover. They should prepare their magic potion with Alka Selzer and other sobering substances.

Semantic cognition is thought to involve the interaction of heteromodal conceptual representations with control processes that (i) focus retrieval on currently-relevant information, and (ii) suppress dominant yet irrelevant features and... more

Semantic cognition is thought to involve the interaction of heteromodal conceptual representations with control
processes that (i) focus retrieval on currently-relevant information, and (ii) suppress dominant yet irrelevant features
and associations. Research suggests that semantic control demands are higher when retrieving a link between
weakly-associated word pairs, since there is a mismatch between the pattern of semantic retrieval required
by the task and the dominant associations of individual words. In addition, given that heteromodal concepts are
thought to reflect the integration of vision, audition, valence and other features, the control demands of semantic
tasks should be higher when there is less consistency between these features. In the present study, 62 volunteers
completed a semantic decision task, where association strength and semantic-affective congruence were manipulated.
We used diffusion tensor magnetic resonance imaging to obtain fractional anisotropy (FA) measures of
white matter tracts hypothesized to be part of the semantic network. The behavioural data revealed an interaction
between semantic-affective congruence and strength of association, suggesting these manipulations both
contribute to semantic control demands. Next we considered how individual differences in these markers of semantic
control relate to the microstructure of canonical white matter tracts, complementing previous studies that
have largely focused on measures of intrinsic functional connectivity. Repeated-measures analysis of covariance
showed opposing interactions between semantic control markers and FA of two tracts: left inferior longitudinal
fasciculus (ILF) and right inferior fronto-occipital fasciculus (IFOF). Participants with higher FA in left ILF
showed more efficient retrieval of weak associations, and more accurate performance for weak associations when
meaning and valence were incongruent, consistent with the hypothesis that this left hemisphere tract supports
semantic control. In contrast, participants with higher FA in right IFOF were more accurate for trials in which
meaning and valence were congruent, and consequently when semantic control demands were minimised. These
findings are consistent with recent studies showing that semantic control processes are strongly left-lateralised. In
contrast, long-range connections from vision to semantic regions in the right hemisphere might support relatively
automatic patterns of semantic retrieval

This paper studies a mixed truck delivery system that allows both hub-and-spoke and direct shipment delivery modes. A heuristic algorithm is developed to determine the mode of delivery for each demand and to perform vehicle routing in... more

This paper studies a mixed truck delivery system that allows both hub-and-spoke and direct shipment delivery modes. A heuristic algorithm is developed to determine the mode of delivery for each demand and to perform vehicle routing in both modes of deliveries. Computational experiments are carried out on a large set of randomly generated problem instances to compare the mixed system

Six principles for operation of the rail part of intermodal rail freight transport systems are described: direct link, corridor, hub-and-spoke, connected hubs, static routes, and dynamic routes. The first part is a theoretical discussion... more

Six principles for operation of the rail part of intermodal rail freight transport systems are described: direct link, corridor, hub-and-spoke, connected hubs, static routes, and dynamic routes. The first part is a theoretical discussion of the characteristics of the transport network designs. The theory is then applied to intermodal freight transport by analysing how each transport network design affects the need for terminal performance. The discussion includes a classification of existing transfer technologies and an analysis of how well developed technologies meet the demands. It is concluded that there is a sufficient supply of technologies, but some need to be taken further than the current blueprint phase and prove their viability in technical and economic terms.

This document is part of a project I am working on with Jimmy Stef from Côte d'Azur University. We start from our fieldwork in two major international higher education destinations, Malaysia and North Cyprus, to discuss the need to review... more

This document is part of a project I am working on with Jimmy Stef from Côte d'Azur University. We start from our fieldwork in two major international higher education destinations, Malaysia and North Cyprus, to discuss the need to review and deepen our view of non-traditional destinations as "regional hubs". After deploying our different approaches and cases, we suggest alternatives for the label "regional hubs".

AbstractThis paper presents a methodology able to compare road and rail-road intermodal market areas that takes the network structures, the operation costs and the location of the rail-road terminals into account. A particular way to... more

AbstractThis paper presents a methodology able to compare road and rail-road intermodal market areas that takes the network structures, the operation costs and the location of the rail-road terminals into account. A particular way to model rail-road transport on hub-and-spoke networks is outlined and illustrated on the trans-European networks. The market area of an optimal eight hubs network configuration is presented both for the p-hub median and the p-hub centre problem. This is followed by a discussion about the evolution of the market area according to the number and locations of the implemented hubs.This paper presents a methodology able to compare road and rail-road intermodal market areas that takes the network structures, the operation costs and the location of the rail-road terminals into account. A particular way to model rail-road transport on hub-and-spoke networks is outlined and illustrated on the trans-European networks. The market area of an optimal eight hubs network configuration is presented both for the p-hub median and the p-hub centre problem. This is followed by a discussion about the evolution of the market area according to the number and locations of the implemented hubs.ResumenEste artículo presenta una metodología capaz de comparar áreas de mercado por carretera o intermodales carretera-ferrocarril y que tiene en cuenta las estructuras de la red, los costos operativos y la ubicación de los terminales de ferrocarril-carretera. Se esboza e ilustra un modo en particular de modelizar el transporte por ferrocarril-carretera en redes estrella de eje y radios. Se muestra el área de mercado de una configuración de red óptima de ocho ejes tanto para la mediana del eje-p como para el problema de centro de eje-p. Le sigue una discusión sobre la evolución del área de mercado de acuerdo al número y localización de los ejes implementados.Este artículo presenta una metodología capaz de comparar áreas de mercado por carretera o intermodales carretera-ferrocarril y que tiene en cuenta las estructuras de la red, los costos operativos y la ubicación de los terminales de ferrocarril-carretera. Se esboza e ilustra un modo en particular de modelizar el transporte por ferrocarril-carretera en redes estrella de eje y radios. Se muestra el área de mercado de una configuración de red óptima de ocho ejes tanto para la mediana del eje-p como para el problema de centro de eje-p. Le sigue una discusión sobre la evolución del área de mercado de acuerdo al número y localización de los ejes implementados.

This paper studies a mixed truck delivery system that allows both hub-and-spoke and direct shipment delivery modes. A heuristic algorithm is developed to determine the mode of delivery for each demand and to perform vehicle routing in... more

This paper studies a mixed truck delivery system that allows both hub-and-spoke and direct shipment delivery modes. A heuristic algorithm is developed to determine the mode of delivery for each demand and to perform vehicle routing in both modes of deliveries. Computational ...

The global industrial needs strongly urge for better product management and deliveries. This requires a robust structure and planning for better risk estimation, cost calculation and catering market demands. Harnessing this is... more

The global industrial needs strongly urge for better product management and deliveries. This requires a robust structure and planning for better risk estimation, cost calculation and catering market demands. Harnessing this is significantly dependent on the challenge undertook by efficient and skilled product managers with improved team participation, promoting better change practices and ultimately achieving incremental growth. Previous researches conducted on Fortune 500s suggest that 50% of corporate programmers find it difficult to work in an agile software development model. This research document intends to provide structure and personalization to every aspiring and experienced Product Manager's learning journey. The existing product managers sometimes find it difficult to adapt to the market changes and demands. This leads to PMs wasting a lot of time in finding relevant material and organizing it to serve their needs. This document intends to utilize years of experience of seasoned PMs who can guide the aspirants in their quest by suggesting and curating tons of resources available online. I.

McDonald‟s is the world leader in QSR. Their presence in 118 countries with 33,000 restaurants glorifies its position as world leader and as fast food giant. This huge network is not easy to manage where guest expectations are clean,... more

McDonald‟s is the world leader in QSR. Their presence in 118 countries with 33,000 restaurants glorifies its position as world leader and as fast food giant. This huge network is not easy to manage where guest expectations are clean, hygienic, tasty and quick food every time. The credit of this successful availability goes to the unique supply chain management and control over this entire huge network. McDonald‟s is present in more than 40 cities of India with 250 eating outlets and adding more every now and then. This huge supply chain is entirely outsourced without any legal contact with them. Some unique features of this supply chain managements are lean management, multi-layered supply-chain, cold chain, Hub and Spoke system. For training their staff company takes all its measure through intensive programmes like Supplier Quality Management Systems (SQMS) and the Distributor Quality Maintenance Program (DQMP). The explained model will help to understand the flow of supply chain....

This paper aims to analyse the contribution of virtual communities in fostering innovation process by aggregating into an innovation-hub. Acting as centre of knowledge integration and value creation, the innovation-hub is a... more

This paper aims to analyse the contribution of virtual communities in fostering innovation process by aggregating into an innovation-hub. Acting as centre of knowledge integration and value creation, the innovation-hub is a meta-organisation, parallel to the traditional R&D labs. We believe that this innovation system operates according to a hub-and-spoke model in which employees communicate informally on the web and openly collaborate on innovation to strengthen the firm competitiveness. Despite its strategic role, relatively little is known about the hub’s effectiveness in supporting innovation process, connectivity, operational and motivational mechanisms. In order to gain insights to build a theory, we study in-depth the case of IBM innovation-hub and define some propositions. The research contributes to fill the theoretical gap related to the hub model and to provide suggestions for managers about innovation strategies, by maximising the value created by the innovation-hub.