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The concept of interestingness has been investigated in several management disciplines but studies mobilizing such concept in supply chain management (SCM) to develop strategies for the field's advancement are relatively scarce. This research paper aims to investigate how SCM scholars rank attributes of interestingness and the strategies to harness interestingness in the field of SCM.

The authors adopt a mixed methods research design in which a survey on SCM researchers' ranking of interestingness' attributes and qualitative interviews with selected academics are conducted.

The findings highlight the importance given by SCM scholars to attributes such as rigor, relevance, novelty and communication and how they are interrelated. Also, other interestingness attributes are underlined by scholars during the qualitative interviews including inquisitiveness, engaging the reader, imaginativeness and entertainment. Furthermore, a research agenda to synthesize the propositions to develop interesting research is also proposed.

Interestingness attributes such as rigor, relevance and novelty are discussed. Recommendations for interesting research are suggested which can be useful to scholars and journal editors. The findings of this research are also relevant for practitioners for a better understanding of academic/practice relationships to develop high impact collaboration.

This paper is among the few studies that focus on interestingness in SCM research from the perspective of scholars. In doing so, the authors seek to contribute to the classic debate in SCM field about “relevance-rigour” duality by providing a broader outlook based on interestingness and proposing a research agenda for prospective studies in the field.

The purpose of this paper is to examine an issue of critical importance to America’s national security. The Civil Reserve Air Fleet (CRAF) is a public/private partnership between US air carriers and the Department of Defense (DOD) for the provision of contingency airlift services to the military in times of national need. Formed in 1951, the CRAF has only been activated twice, but it has continued to be a source of emergency air transportation should the nation require resources beyond those available from the US Air Force. Sweeping changes occurring in global trade, commercial aviation, national defense policy and foreign relations suggest that changes will be needed to maintain the CRAF as a strategic defense transportation resource.

This paper examines the long-standing national policy of relying on commercial interests to provide contingency transportation to the DOD in wartime. The CRAF will be singled out for closer examination in light of environmental changes occurring in the airline industry, international trade and global threats to the nation. The purpose of this analysis is to then assess the partnership’s ability to remain relevant in an uncertain future.

First, commercial cargo aircraft are downsizing thereby becoming less useful to the DOD. Second, there is no new wide-body military airlifter on the horizon. Third, threats from hostile nations are becoming more indirect and subtle, requiring planners to think “outside the box” when assessing the need for strategic airlift over the next 20-50 years.

The CRAF has not fundamentally changed since its inception in 1951. The time has come to reexamine the partnership to ensure that it remains America’s emergency lifeline.

As American firms formulate competitive strategies for the 1990s and beyond they are realising that significant profit opportunities exist outside the United States. As managers deal with globalising their logistics systems to support overseas marketing efforts transportation becomes an extremely important factor. The readiness of the US transportation system to support the growing global logistics needs of American business is examined. The authors conclude that with few exceptions the US international freight transport industry cannot meet the challenges presented by the rapid globalisation of the marketplace.

The purpose of this paper is to utilize quality function deployment (QFD), Benchmarking analyses and other innovative quality tools to develop a new customer‐centered undergraduate curriculum in supply chain management (SCM).

The researchers used potential employers as the source for data collection. Then, they used QFD and benchmarking to develop a Voice of Customer matrix. Using information from the matrix, a new customer‐oriented SCM undergraduate programme was designed.

The researchers outline a practical solution to the problem of designing academic programmes which satisfy the main expectations of potential employers (customers).

The study is specifically concerned with the design of an SCM curriculum, but the researchers argue that the design methodology could be applied in other academic contexts.

The application of QFD and benchmarking as a joint analysis tool is an interesting approach in education because the information is analysed from different perspectives simultaneously. The new programme successfully meets customer/employer expectations and requirements.

This study demonstrates the effective application of quality design tools to enhance academic programmes. The approach can clearly be extended to other areas for the design of specific courses and programmes. The most important needs in programme design are those of identifying the programme's main customers and of clarifying their expectations.

Examines the difference in perceptions of 18 carrier selections factors between import shippers, export shippers, and international containership carriers. MANOVA was used to determine differences between the three groups. Suggests that there are significant differences between import shippers and carriers; export shippers and carriers; and import shippers and export shippers. Significant differences between the import shipper and carrier groups were found on the loss and damage and equipment availability factors. Significant differences between the export shipper and carrier groups were found on the rate changes, service frequency, financial stability, service changes, and equipment availability factors. The only significant difference between the import shipper and export shipper groups was found on the door‐to‐door transportation rates factor.