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For many years, struggles over value capture have been taking place between different actors in the logistics sector, creating ever more pressure for workers in traditional activities of logistics. New actors, in the form of digital business-to-business (B2B) platforms, which are proliferating especially in the freight transport sector, are further challenging the already contested field. Based on the Global Production Networks (GPN) approach, this study addresses the question of how B2B platforms affect labour in production networks of logistics, and what labour agency practices are emerging in the face of advancing platformisation. The study draws on interviews with various actors operating in the road freight transport sector in Germany. The results show that digital B2B platforms, due to their intermediary function, have a direct impact on the inclusion and exclusion of actors involved in production networks of logistics, and induce not only a race to the bottom in terms of labour conditions, but also produce increasingly contingent geographies of logistics. This paper contributes to the literature on platforms by examining previously neglected B2B platforms and shedding light on the different ways that labour in global production networks can be affected by new agents, such as digital platforms. [ABSTRACT FROM AUTHOR]

This paper aims to outline appropriate measures for generating positive effects resulting from the synergy-oriented management of freight villages (FVs). An exploratory study was conducted to investigate the development and management of FVs in Germany. This paper provides an overview of the most important empirical results regarding the development and synergy-oriented operation of FVs. Furthermore, it identifies the need for comprehensive and well-coordinated management to increase synergy for the companies involved. In conclusion, the most crucial implications for FV management are highlighted. Our recommendations for action, if implemented, could lead to greater efficiency and lower costs due to improved logistical performance. [ABSTRACT FROM AUTHOR]

The paper presents various factors explaining the rise of road freight, which is put in the context of a mass consumption society. With the mass consumption society a new kind of cargo arose: manufactured goods which are delivered as packaged goods. The limits of railway logistics to handle the increasing stream of packaged goods are explained with six considerations. Two of them can be understood as being strategic: the price system and the marshalling yards as infrastructure. Four considerations are concerned with logistic processes and show the slow and complex operations. The paper shows how these limits gave rise to road freight logistics. [ABSTRACT FROM AUTHOR]

The upgrade of JT-60U to JT-60 Super Advanced (JT-60SA), a fully superconducting tokamak, will be performed in the framework of the Broader Approach (BA) agreement between Europe (EU) and Japan. In particular, the Toroidal Field (TF) system, which includes 18 coils, is foreseen to be procured by France, Italy and Germany. This work covers activities from design and manufacturing to shipping to Japan. The present paper is mainly devoted to the analyses that lead to the conductor design and to the technical specifications of the joints for the JT-60SA TF coils. The conductor geometry is described, which is derived from Cable-In-Conduit concept and adapted to the actual JT-60SA tokamak operating conditions, principally the ITER-like scenario. The reported simulations and calculations are particularly dealing with the stability analysis and the power deposition during normal and off-normal conditions (AC losses, nuclear heating). The final conductor solution was selected through a trade-off between scientific approach and industrial technical orientation. Besides, the TF system connections layout is shown, derived from the industrially assessed twin-box concept, together with the associated thermo-hydraulic calculations ensuring a proper temperature margin. [ABSTRACT FROM AUTHOR]

Future transport systems will rely on new electrified drives utilizing batteries and hydrogen-powered fuel cells or combustion engines with sustainable fuels. These systems must complement each other and should not be viewed as competing. Properties such as efficiency, range, as well as transport and storage properties will determine their use cases. This article looks at the usability of liquid electro-fuels in freight transport and analyzes the production capacities that will be necessary through 2050 in Germany. Different scenarios with varying market shares of electro-fuels are considered. A scenario with a focus on fuel cells foresees a quantity of 220 PJ of electro-fuels, i.e., 5.1 million tons, which reduces 80% of carbon dioxide emissions in LDV and HDV transport. A further scenario achieves carbon-neutrality and leads to a demand for nearly 17 million tons of e-fuel, corresponding to 640 PJ. Considering a final production rate of 5.1 million tons of electro-fuels per year leads to maximum investment costs of around EUR 350 million/year in 2036 during the ramp-up phase. The total investment costs for synthesis plants amount to EUR 4.02 billion. A carbon-neutrality scenario requires more than a factor 3 for investment for the production facilities of electro-fuels alone. [ABSTRACT FROM AUTHOR]

Highlights • A multi-scale multi-regional input–output (MSMRIO) model is made dynamic. • It is applied to the German food supply system and based on comprehensive data. • The modelled spatial interactions are calibrated on official data. • It determines the additionally needed transport capacity in case of a disruption. • The transparency of supply system is increased and vulnerabilities uncovered. Abstract This paper presents a calibrated dynamic multi-scale multi-regional input–output (MSMRIO) model of the German food supply system based on real data. The model comprises 51 commodity groups from farm to fork differentiating three different temperature ranges as well as living animals. Spatially, it works on an aggregate level of 402 regions within Germany as well as its 50 most important trading nations. It determines the commodity flows and the additionally needed transport capacity in case of disruptions. Showing how changes in production, inventories, sourcing, and consumption affect commodity flows, the model uncovers vulnerabilities and makes risk evaluation possible. [ABSTRACT FROM AUTHOR]

While several European and national studies have dealt with the acceptability of road pricing schemes for passenger transport, only sparse research is available on this issue for freight transport. Against this background, the paper deals with the acceptability of the German road user-charging scheme for heavy goods vehicles by the road haulage industry. It presents the findings of an internet-based survey with German road freight operators from which responses on a variety of attitude questions and on a stated-preference exercise regarding the use of revenues were collected. The study shows that the German transport industry recognizes the severity of transport-related problems such as neglected road maintenance and congestion. The general idea of distance-related road user charging is accepted but the scheme is not considered to be effective in reducing traffic on motorways or increasing efficiency of transports. Using the charging revenues within the road sector, e.g. without any form of cross-subsidising other modes of transport, is decisive for making the charging scheme acceptable for German road hauliers. This is reinforced by the responses on the stated preference exercise where a trade-off between charge level and use of revenues has been revealed. German hauliers would even accept higher charges than currently raised if revenues were used for road maintenance and relief of bottlenecks. [ABSTRACT FROM AUTHOR]

Purpose - In the German automotive industry the supplier park concept is one of the new concepts in procurement logistics, evolved in the last years. To understand the spreading of supplier parks, it is necessary to look at actual requirements in procurement logistics in the German automotive industry and find out how supplier parks can be an answer to those requirements. For this purpose it is necessary to identify indicators describing this logistics platform. The objective of this paper is the demarcation of the supplier park concept against the concept of a freight traffic center and the concept of a distribution center. Thus, suggestions for improvements of supplier parks and first impacts for new concepts in procurement logistics can be dedicated. Design/methodology/approach - The approach of this paper is to develop a descriptive model of supplier parks. The description of concepts with specific indicators has to be always the first step in dealing scientifically with new concepts emerging in practice. The paper outlines the supplier park concept in the German automotive industry with these indicators. First recommendations for the practical application of this concept are made by designing the indicators. The findings of this paper are based on an empirical investigation of the years 2000-2002. Findings - The findings are indicators which are useful for a description and demarcation of the supplier park concept With these indicators the supplier park concept can be characterized and demarcated against the concept of a freight traffic center and distribution center. The description model of a supplier park delivers the theoretical framework for the development of explanation and decision models. Originality/value - The indicators "objectives, participant, location, formation and operation" allow one to describe the features of supplier parks. Thus, the decision field for introducing and improving the supplier park concept is found. [ABSTRACT FROM AUTHOR]

As a result of the globalization, express cargo volume is rising every year. On the one hand, time-critical and highly valuable goods need to be delivered as quickly as possible. On the other hand, cities are facing multiple problems regarding their transportation system, such as increasing congestion on the roads, and air pollution. To serve the demand of express parcels and at the same time oppose these emerging challenges, an airborne "green" supply chain with low-emission vehicles can be a solution. This paper outlines the conceptual requirements of an airborne-supplied city hub that are related to urban integration, road traffic access and flight operations. First, we identified existing city hub and drone concepts in the literature. The findings were organized into a process chain. A concept for an airborne-supplied city hub was developed where the city hub serves as a transshipment center in the supply chain. For this specific research framework and the legal situation in Germany, we examined a list of mandatory and favorable requirements that may serve as a guideline for developers and providers of this new type of airborne express cargo services. • The concept for airborne-supplied city hubs is derived from ground-based supplied city hubs. • It is recommended to set up the city hub as a "white label" solution. • The development of each city hub depends on the integration into the according supply chain. • To date, the legal framework for drone landing pads at city hubs is based on helicopter guidelines. • Airborne-supplied city hubs help improve air quality in cities by supporting electric vehicles. [ABSTRACT FROM AUTHOR]

As recent years have shown, inland waterways are prone to hydroclimatic impacts. Dry spells, such as in 2003, 2015 or 2018, significantly affected freight transport as well as passenger shipping along Central Europe's major inland waterways, such as the River Rhine. At the same time, heavy rainfall and the proceeding sea-level rise increasingly hamper the management of numerous inland waterways, such as the Kiel Canal. As prognostic information enables waterway stakeholders to take preventive measures regarding hydroclimatic impacts, the demand for extended-range hydrological forecasts tailored to the management and use of waterways is significantly increasing. Based on preliminary studies, the Federal Institute of Hydrology started developing preliminary extended-range forecast products for relevant gauges at the German waterways since 2015. Step-by-step operational services supplying these new forecast products have been set-up. For the River Rhine, a ten-day forecast has been publicly available since 2019. In 2022, a six-week forecast for Rhine and Elbe will further extend the waterway-related forecasting services in Germany. This article provides insight into the setting of these extended navigation-related forecasting services, where the communication of forecast uncertainties is still a major challenge. [ABSTRACT FROM AUTHOR]

Freight transport demand models are generally based on administrative commodity type segmentation which are usually not tailored to behavioral freight transport demand modelling. Recent literature has explored new approaches to segment freight transport demand, notably based on latent class analysis, with promising results. In particular, empirical evidence from road freight transport modelling in Germany hints at the importance of conditioning and handling constraints as a sound basis for segmentation. However, this literature is currently sparse and based on small samples. Before it can be accepted that conditioning should be integrated in the state-of-the-art doctrine of freight data collection and model specification, more evidence is required. The objective of this article is to contribute to the issue. Using detailed data on shipments transported in France, a model of choice of shipment size with latent classes is estimated. The choice of shipment size is modelled as a process of total logistic cost minimization. Latent class analysis leverages the wide range of variables available in the dataset, to provide five categories of shipments which are both contrasted, internally homogenous, and directly usable to update freight collection protocols. The groups are: "'standard temperature-controlled food products"', "'special transports"', "'bulk cargo"', "'miscellaneous standard cargo in bags"', "'palletised standard cargo"'. This segmentation is highly consistent with the empirical evidence from Germany and also leads to better estimates of shipment size choices than administrative segmentation. As a conclusion, the finding that conditioning and handling information is essential to understanding and modelling freight transport can be regarded as more robust. [ABSTRACT FROM AUTHOR]

The importance of a flexible and comprehensive vehicle fuel consumption model cannot be understated for understanding the implications of the modal changes currently occurring in the transportation sector. In this study, a model is developed to determine the tank-to-wheel energy demand for passenger and freight transportation within Germany for different modes of transport. These modes include light-duty vehicles (LDVs), heavy-duty vehicles (HDVs), airplanes, trains, ships, and unmanned aviation. The model further estimates future development through 2050. Utilizing standard driving cycles, backward-looking longitudinal vehicle models are employed to determine the energy demand for all on-road vehicle modes. For non-road vehicle modes, energy demand from the literature is drawn upon to develop the model. It is found that various vehicle parameters exert different effects on vehicle energy demand, depending on the driving scenario. Public transportation offers the most energy-efficient means of travel in the forms of battery electric buses (33.9 MJ/100 pkm), battery electric coaches (21.3 MJ/100 pkm), fuel cell electric coaches (32.9 MJ/100 pkm), trams (43.3 MJ/100 pkm), and long-distance electric trains (31.8 MJ/100 pkm). International shipping (9.9 MJ/100 tkm) is the most energy-efficient means of freight transport. The electrification of drivetrains and the implementation of regenerative braking show large potential for fuel consumption reduction, especially in urban areas. Occupancy and loading rates for vehicles play a critical role in determining the energy demand per passenger-kilometer for passenger modes, and tonne-kilometer for freight modes. [ABSTRACT FROM AUTHOR]

Abstract: Germany is one of the most liberalised countries in Europe for rail freight. Since the market became deregulated in 1991, 299 companies have obtained licences to haul freight of these approximately 130 actively engage in providing traction, but 85% of the market is still dominated by Railion, the freight arm of DB. Many obstacles to market entry have been identified in the literature since liberalisation. The goal of this paper is to assess if these obstacles persist and what new challenges have arisen. The study, based on a survey of new rail traction providers, suggests that several of the challenges identified in the literature have been overcome, but major problems persist because of the dominance of DB through its control of infrastructure and its market power. [Copyright &y& Elsevier]

As a consequence of global production networks (GPNs), the associated network of freight distribution has gained increasing significance. Whereas the volume of freight transport is expected to increase further, the supply of infrastructure for the movement and handling of consignments appears limited. Particularly at the interfaces, infrastructure capacity for coping with rising throughput is extremely scarce. Any attempt to widen bottlenecks seems to be risky because it happens at some cost and in a contested political and urban environment. This problem will be discussed in the case of the German North Range, with the Port of Hamburg as the traditional gateway and main port, and a scattered system of secondary interfaces and supporting logistics areas. Local constraints, port competition, and the network logic of global distribution systems are challenging the former monopoly of the port, as are plans for establishing a new deep-sea port at Wilhelmshaven, 150 km west of Hamburg. At the same time, the traditional policy approach of adapting to the needs of the distribution system is coming to an end, owing to fiscal limits, infrastructure constraints, and the generic logic of the global supply chain. In accordance with the emerging global division of labor, various actors and institutions are involved in the management of the chain, with very different powers and interests. Under these circumstances, the attempt to ensure the main port's position by infrastructure expansion is becoming open to question. This could also be a starting point for rethinking how local and regional places could better respond to the new imperative of logistics and distribution. In this respect, it is the network paradigm that could lead the way to a more balanced, cooperative and competitive regional distribution system. [ABSTRACT FROM AUTHOR]

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