PurposeThis study explores the influencing factors of smart logistics ecological chain's (SLEC's) organizational collaboration and designs a corresponding conceptual framework.Design/methodology/approachThe multi-case study is applied to this paper. Specifically, this study is a combination of exploratory and explanatory case studies.FindingsThe findings are threefold. First, empowerment capability and the information-sharing level are unique factors that affect SLEC's organizational collaboration. Second, greater empowerment capability stimulates the increase of information-sharing level. Third, emerging digital technology, personalized demand and peer competition affect the degree of SLEC's organizational collaboration through an intermediary variable – empowerment capability. Specifically, the emerging digital technology application and peer competition degrees have positive effects on empowerment capability, while the demand personalization degree negatively (positively) affects empowerment capability in the short (long) term.Originality/valueAs an important part of supply chain performance, organizational collaboration is receiving more attention. However, in the smart economy context, no theoretical framework exists for analyzing factors that affect the organizational collaboration degree of SLEC. This study fills this gap.

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A set of experiments was conducted for the local scour around bridge abutments under ice cover in non‐uniform sediments. By taking into account of the grain size of the armour layer and ice cover roughness, the dimensionless maximum scour depth is analysed. With an increase in grain size of the armour layer, the dimensionless maximum scour depth decreases. With the increase in ice cover roughness, the dimensionless maximum scour depth increases correspondingly. By using dimensional analysis, a regression relationship supports this conclusion. The conclusions drawn from this study provide crucial evidence for the protection of bridge foundations in winter time. Copyright © 2014 John Wiley & Sons, Ltd.

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While the number of highway tunnels is increasing, the current Chinese criteria and Uniform Traffic Control Equipment Manual (MUTCD) 2009 guidelines provide no clear method for setting exit advance guide signs in highway tunnels. To solve this problem, this paper proposes separate guide signs, consisting of location and distance signs. Location signs on the tops of tunnels use Chinese characters with a height of 40 cm and a width 20 cm. The distance signs are 62.6 m from the location signs with a character height and width of 1.5 m and a total sign length of 22.5 m. Four schemes were tested, in which the distance sign was on the left or right wall of the tunnel and the vehicle was in the left or right lane. At the "Perception" and "Recognition" stages, the pupil area change rate of the four schemes had a slight difference to no sign but were always less than the 20% threshold line. A Markov chain was employed to analyze the driver's eye movement characteristics to evaluate the effect of separate guide signs. The results are the following. In the left lane, when a distance sign on the left wall of the tunnel appeared, the driver's fixation points were relatively balanced, except in the left area. After the sign disappeared, the driver's fixation points were no different than before, except in the front area. However, when a distance sign appeared on the right wall, 77.84% of the driver's fixation points were concentrated in the front and right areas, which decreased the driving safety. Similar results were obtained in the right lane. Therefore, distance signs should be placed on the left wall of the highway tunnel. This study can forewarn a driver in a tunnel of the exit location and distance and help the driver to exit the highway safely.INDEX TERMS exit advance guide sign, highway sign recommendations, driver's eye movement, highwaytunnel safety, Markov chain