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The business model plays a key role in the survival and success of any business. In the family business context, the business model includes more than purely economic variables, and it is vital to recognise and identify these for sound business decision-making. This empirical and grounded research clarifies the nature of the business model for small family wineries and, for the first time, specifies four key non-economic or socio-emotional wealth dimensions of the business models for these enterprises.

The nature of business models is identified by analysing qualitative data from in-depth interviews with decision-makers in small family wineries in Australia. This was done using an abductive approach that produces maps identifying the key dimensions of their business models.

This research supports the construct of socio-emotional wealth by clarifying the non-economic sources of value in these businesses, while not ignoring economic sources of value. In particular, this grounded study identifies “being special”, “tradition”, “relationships” and “control” as key dimensions of socio-emotional value.

This research provides empirical support for the emerging view that non-economic value should be incorporated into the business model construct. In particular, it specifies four key dimensions of socio-emotional wealth in the firm that are incorporated in a proposed empirical model of the business model of family wine businesses that is appropriate for further study. This research was carried out with cases in one industry that were as similar as possible to obtain robust findings and provides the basis for generalisation through replication in other industries and in other categories of family businesses.

This research has significant practical implications associated with the concept of value. The particular dimensions of value as perceived by business owners need to be considered explicitly by business owners and advisors in their strategic and operational decision-making.

Small family wineries represent most enterprises operating in the global wine industry. This research study provides empirical support for the role of socio-emotional wealth, or the non-economic components, in their business models. In particular, this study specifies key dimensions for socio-emotional wealth, and the findings have conceptual as well as practical value.

Despite large bodies of research related to the impacts of e-commerce on last-mile logistics and sustainability, there has been limited effort to evaluate urban freight using an equity lens. Therefore, this study proposes a modeling framework that enables researchers and planners to estimate the baseline equity performance of a major e-commerce platform and evaluate equity impacts of possible urban freight management strategies. The study also analyzes the sensitivity of various operational decisions to mitigate bias in the analysis.

The model adapts empirical methodologies from activity-based modeling, transport equity evaluation, and residential freight trip generation (RFTG) to estimate person- and household-level delivery demand and cargo van traffic exposure in 41 U.S. Metropolitan Statistical Areas (MSAs).

Evaluating 12 measurements across varying population segments and spatial units, the study finds robust evidence for racial and socio-economic inequities in last-mile delivery for low-income and, especially, populations of color (POC). By the most conservative measurement, POC are exposed to roughly 35% more cargo van traffic than white populations on average, despite ordering less than half as many packages. The study explores the model’s utility by evaluating a simple scenario that finds marginal equity gains for urban freight management strategies that prioritize line-haul efficiency improvements over those improving intra-neighborhood circulations.

Presents a first effort in building a modeling framework for more equitable decision-making in last-mile delivery operations and broader city planning.

The market for logistics services in Europe is undergoing unprecedented change. Not only is it being affected by world‐ scale developments, such as the globalization of manufacturing industry and the genesis of internationalisation in retailing, but there are major impacts within Europe itself. Numbered amongst these are; the effects of 1992 and the Single European Market on logistics users (e.g. manufacturers and retailers); deregulation of international road haulage within the European Community (EC) deregulation of domestic road haulage within many EC countries: increased specialisation of service for road freight companies; and the adoption of logistics concepts to give a unified view of the flow of goods from input sources to the delivery of final products to customers. To speak of a coming revolution in European logistics would not be overstating the case.

The purpose of this paper is to investigate and quantify the impact of delivery restrictions on costs and environmental performance for a distribution operation.

Data were gathered from a company and several scenarios with varying delivery restrictions were investigated.

The results show significant reductions in cost and environmental impacts are achieved when restrictions are relaxed. However, the research also highlighted the importance of adopting a supply chain (SC) approach to the removal of restrictions and the need for public/private sector cooperation.

The case study is based on one company only. However, the company performs many trips each day to many different customers.

The paper provides insight into the scope for change in the SC decision‐making processes in order to reduce environmental impacts (and identifies limitations).

The paper is a contribution to better understanding the importance of logistics decisions and not only transport when considering urban freight problems.