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The International Symposium on Logistics (ISL) has been a significant platform for discussing and shaping the field of logistics and supply chain management for the past 25 years. Initially launched in Nottingham, UK, in 1993, ISL has since been held in various countries across Europe and outside of Europe. The symposium has evolved to address major themes such as globalization, sustainability, digitalization, and the impact of technology on logistics and supply chain operations. The symposium has a strong relationship with the International Journal of Logistics Management (IJLM), which regularly publishes special issues featuring papers from ISL. The current special issue focuses on submissions from the 25th ISL Conference held in 2021, highlighting research on information sharing in South African supply chains, the role of technology in humanitarian logistics, green supply chain management in a Chinese electronics manufacturer, and resilience in the Indonesian tea supply chain. [Extracted from the article]

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In Europe, very large distribution centres (XXL DCs) are increasingly appearing on planning agendas due to their growing spatial footprint and environmental impacts. Although the emergence of XXL DCs has gained traction in academic research, empirical knowledge about the process that leads to their oft-debated location choice, geometry and landscape integration is still scarce. This paper aims to improve our understanding of this process, analysing the decisions of key stakeholders in the planning-development dialectic behind four exemplary XXL DC transactions, in the Netherlands. Our analyses shed light on the motivations of public and private actors as well as the (lack of) planning rules that shape these transactions. We find that specific incentives in the Dutch decentralized planning and legal-financial system contribute to logistics sprawl. Existing planning instruments that could steer logistics developments, such as environmental and employment quality regulations, are largely left unused. Our study suggests that multilevel planning competencies and international market standards are important variables in explaining XXL DC outcomes. Unlike often assumed in the literature, internationalization has – next to stimulating the growth of XXL DCs – contributed to more sustainable location choices and landscape integration. [ABSTRACT FROM AUTHOR]

Purpose: The purpose of this paper is to elaborate on how perspectives and assumptions embedded in the complexity paradigm contribute to make logistics management research better aligned with real-life logistics. This is necessary, due to increasing supply chain complexity caused by an increasing request for sustainable development (SD). Design/methodology/approach: The research is exploratory and based on a narrative literature review of logistics and supply chain management (SCM) from a complexity science perspective. Qualitative research interviews have been conducted with 12 logistics and supply chain managers in international companies and have focussed on their daily experiences and the underlying assumptions related to their actual work. Findings: Logistics and SCM research is embedded in the functionalistic paradigm with reductionistic assumptions as the dominant logic. These do not sufficiently align with the complexity related, for example, to the daily work of SD in logistics management practice. Research limitations/implications: It is proposed that the inclusion of complexity-based assumptions in logistics management research can increase realism in the advancement of the discipline. A key result is that the recognition of logistics as complex means inclusion of human and social aspects – which is apparent in any logistics process or phenomenon – in logistics knowledge creation processes. Practical implications: Increased realism in logistics management research by addressing complexity, instead of merely reducing it, will provide logistics and supply chain managers with increased understanding and appropriate knowledge when they deal with emerging challenges such as SD. Originality/value: Based on Boulding's levels of complexity, this paper challenges the underlying assumptions of logistics management in research and practice, and provides reflective frameworks for advancing the discipline and aligning it to the complexity of contemporary challenges in logistics management. [ABSTRACT FROM AUTHOR]

Copyright of Economy & Market Communication Review / Casopis za Ekonomiju i Trzisne Komunikacije is the property of Pan-European University Apeiron and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The paper presents a new model for trade flows in Europe that is integrated with a logistics model for transport chain choice through Logsum variables. Logsums measures accessibility across an entire multi-modal logistical chain, and are calculated from a logistics model that has been estimated on disaggregated micro data and then used as an input variable in the trade model. Using Logsums in a trade model is new in applied large-scale freight models, where previous models have simply relied on the distance (e.g. crow-fly) between zones. This linkage of accessibility to the trade model makes it possible to evaluate how changes in policies on transport costs and changes in multi-modal networks will influence trade patterns. As an example the paper presents outcomes for a European-wide truck tolling scenario, which showcases to which extent trade is influenced by such a policy. The paper discusses how such a complex model can be estimated and considers the choice of mathematical formulation and the link between the trade model and logistics model. In the outcomes for the tolling scenario we decompose the total effects into effects from the trade model and effects from the logistics model. [ABSTRACT FROM AUTHOR]

This paper studies the relationship between logistics, intermodality and airport efficiency. To this end, using Data Envelopment Analysis (DEA), the efficiency of the 21 largest European airports has been estimated over the 2009–2014 period. In a second stage, this research analyses the effect of Logistics and Modal Integration on airport efficiency. The airport's ability to compete globally depends, greatly, on the passengers and cargo' access to efficient networks. The results show evidence of the positive impact of the quality of the national logistics system on Airport efficiency. The effect of Logistics on overall airport efficiency is estimated at 0.15% for every 1% increase in the Logistic Performance (LPI), ceteris paribus. Furthermore, airports that have a direct link to a High-Speed Rail (HSR) network are expected to perform, on average, 27 per cent above the rest of the airports. Finally, airports that offer more facilities to optimise the interface between airport and aircraft are expected to achieve higher efficiency levels. • Airport's ability to compete globally depends on the access to efficient networks. • This paper find evidence of the positive impact of the quality of the national logistics system on Airport efficiency. • The effect of Logistics on airport efficiency is estimated at 0.15% for every 1% increase in the Logistic Performance. • Having Direct link to a High-Speed Rail (HSR) is crucial for hub airports efficiency. [ABSTRACT FROM AUTHOR]

Purpose - This paper aims to measure carbon footprints (CFs) of products at the sectoral levels. The paper also aims to provide potential solutions to adopt greener supply chains to minimise CFs. Design/methodology/approach - The assessment of CFs uses a data set for nine sectors and environmental extended input output tables, as well as other six models. The analysis uses modules for regional economy, freight, logistics and mode choice, among other modules. The output of these modules includes increases or cuts in carbon dioxide (CO[sub 2]) emissions following a shift in supply chains. Findings - The authors identify five supply chains that are closely connected to the growth of CFs. The highest CF is found for the electronics and textiles products. Offshoring manufacturing capacity produces an increase of emissions (production and freight transport sectors) of 42 million tonnes of CO[sub 2] emissions, or 12 per cent of the Kyoto target of 341 million tonnes of CO[sub 2]. Using a different metric to measure emissions, offshoring the same volume of production appears as a reduction in European Union (EU)-wide CO[sub 2] emissions. To reduce CO[sub 2] emissions, the authors propose a carbon tax on imports, increasing R&D subsidies to industry and freight sectors and on-shoring a greater volume of production into the EU economies, among other measures. Research limitations/implications - This paper only measures CFs at the sectoral level. Further work should include survey data on CFs, longer historical data series and larger set of products for assessment. Another limitation is the lack of analysis of freight transport flows of non-EU regions, (i.e. China and Latin America). Practical implications - The authors propose the following measures: at least five policies to offset offshoring of production, several measures to reduce carbon emissions, propose introducing mandatory audits for CFs and mandatory labelling. This work has implications for carbon taxation of exports and imports in an effort to decarbonise European and global supply chains. Social implications - Social implications include the need to lower personal goods consumption in the EU to minimise the impact of supply chains on carbon emissions; the need to tax exports/imports may have an impact on jobs in the EU, among other effects. Originality/value - This paper is the only study that uses the TRANS-TOOLS model and the only study to measure CFs of products within the context of freight transport flows within the EU. The analysis relies on inputs from several modules that apply data on 24 EU economies. [ABSTRACT FROM AUTHOR]

Simple Summary: Insects have been identified as an alternative in the development of food systems and as a response to the growing demand for protein in the world. Edible insects have been recognized as an important innovation in the food sector. In the past, insects have been consumed in many cultures, and they are presently being introduced to Europe as a novel food and livestock. This article comprehensively reviews the use of edible insects in relation to their breeding, production technology, legal and socio-economic aspects. The role of food safety and legislation in implementing insects as food and feed is discussed. Moreover, the article introduces the breeding of edible insects as a developing and future-oriented business sector. In conclusion, the consumption of insects by humans and animals can significantly contribute to better diversification and security of the global food chain. The low acceptance of insect-based foods, in particular in Western societies, is an important problem that has been identified in this article. Consumer acceptance of insects as a rich source of nutrients is required for the further development of the sector. Consumer education and appropriate marketing strategies are required to promote the growth of the edible insect industry. Insects are increasingly being considered as an attractive source of protein that can cater to the growing demand for food around the world and promote the development of sustainable food systems. Commercial insect farms have been established in various countries, mainly in Asia, but in Europe, edible insects have not yet emerged as a viable alternative to traditional plant- and animal-based sources of protein. In this paper, we present an interdisciplinary overview of the technological aspects of edible insect farming in the context of the EU regulations and marketing. Based on a review of the literature, we have concluded that edible insect farming can be a viable business sector that significantly contributes to the overall sustainability of food systems if the appropriate regulations are introduced and food safety standards are guaranteed. However, the success of the edible insect industry also requires consumer acceptance of entomophagy, which is rather low in Western societies. Therefore, targeted marketing strategies are indispensable to support the implementation of edible insect programs. [ABSTRACT FROM AUTHOR]

Purpose This research proposes ideal interaction patterns for structural dimensions (buyer and supplier representatives involved in the interaction and buyer and supplier critical capabilities) for transport service outsourcing. The purpose of this paper is to establish whether those ideal interaction patterns are determinants of success of the interaction. In this paper, the latter is measured against the corresponding process success and outcome success.Design/methodology/approach This paper proposes a conceptual model based on the prior literature and adapted to this specific case of transport services. The proposed model is approached using the partial least squares simultaneous equation models. For this, the result of a survey to senior management at European machinery, electronics and automotive sector manufacturing plants has been used.Findings When companies possess the proposed ideal patterns for the structural dimensions, this brings with it positive effects on both the process success and the outcome success obtained by the outsourcing plant. Therefore, buyer-supplier relationships have been recognized to play a key role in the outcomes of this interaction and that the design and management of interfaces between companies and their logistics providers are critical.Practical implications Managers can use the present research findings to produce an appropriate interaction design that includes the representatives and capabilities required to make transport service outsourcing a success.Originality/value This paper contributes to the literature on transport research by specifically establishing ideal interaction patterns for the structural dimensions that buyer and supplier’s companies need to consider for achieving successful transport services outsourcing. Besides, the present research proposes a multidimensional measure of outcome success that combines major strategic, operational and financial outputs. Finally, this research represents the first survey-based empirical evidence on the topic, having used a sample of 93 plants belonging to many different companies in five European countries. [ABSTRACT FROM AUTHOR]

The aim of this paper is to investigate whether and which specific, distinctive characteristics of European cycle logistics projects and the corresponding supporting policies have an impact on their economic performances in terms of profit and profitability. First, we identify project success factors by geographic area and project-specific characteristics; then, we statistically test possible dependence relationships with supporting policies and economic results. Finally, we provide a value-based identification of those characteristics and policies which more commonly lead to better economic results. This way, our work may serve as a basis for the prioritization and contextualization of those project functionalities and public policies to be implemented in a European context. We found that cycle logistics projects in Europe achieve high profit and profitability levels, and the current policies are generally working well and supporting them. We also found that profit and profitability vary across the bike model utilized: mixing cargo bikes and tricycles generates the highest profit and profitability, whilst a trailer–tricycle–cargo bike mix paves the way for high volumes and market shares. [ABSTRACT FROM AUTHOR]

The emerging changes in the Organization and structure of industrial and commercial operations in Europe and the increasing application of advanced Telematics, is having a profound impact on Logistics. This paper examines the role that Telematics are playing in advanced Logistics and the factors that will influence the final outcome as regards new logistics concepts and services in Europe in the near future. First, a concise description of the basic Telematics applications is given with a reference to their content and potential benefits. Then the area of advanced Logistics is explored with reference to functions and hierarchies so that basic notions are defined. The impacts of Telematics on advanced Logistics are then examined and analyzed. These impacts are seen as filling in three main categories: a) Impacts towards greater logistics integration, i.e. systems of logistics support, that encompass many or even all levels of activities from manufacturing to transportation, and distribution. b) Impacts towards enabling the re-engineering of logistics processes and, most importantly, within the overall business process re-engineering. c) Impacts towards greater inter-company optimization and liaison with users, i.e. between suppliers and users or between transporters and shippers, etc. In the final section, the paper discusses the constraints that exist in the materialization of the above impacts, and the policy implications for European governments and the EU. [ABSTRACT FROM AUTHOR]

Transportation is essential for the functioning of the economy since mobility greatly supports growth and job creation. The transport sector in the EU employs about 10 million people and provides approximately 5% of the GDP. The efficiency of the transport systems is a prerequisite for competitiveness and significantly affects the quality of life of people. Logistics plays a key role in terms of sustainable and competitive mobility in Europe and other objectives, such as a cleaner environment, security of energy supply, and widely available transport facilities. The use of safe and environmentally friendly vehicles is the main priority of all modes of transportation. The key changes include alternative fuels, new materials, new propulsion systems as well as information technology and traffic management techniques. The organization of the transportation of raw materials and finished products within and outside the EU depends on the efficient operation of logistic networks. This is primarily an industrial activity and creating the right framework conditions is the responsibility of the relevant authorities. In my study I analysed the situation of logistics in Europe and in Hungary. In order to exploit the benefits and to avoid the disadvantages of globalization the European Union implements structural changes which I describe and analyse. Considering the EU and Hungary this paper covers the following areas: -- The effects of globalisation, -- The climate-, energy-, and environment protection policy of the EU and their connection to logistics, -- Tendencies in the changes of the transport sector, -- The possible changes in passenger and freight transport, -- The characteristics of the infrastructure and the requirements for its development, -- Future prospects of logistics. On the basis of my examinations I will draw conclusions and offer suggestions regarding modifications in areas I consider most problematic. [ABSTRACT FROM AUTHOR]

Background: literature on last mile logistic electrification has primarily focused either on the stakeholder interactions defining urban rules and policies for urban freight or on the technical aspects of the logistic EVs. Methods: the article incorporates energy sourcing, vehicles, logistics operation, and digital cloud environment, aiming at economic and functional viability. Using a combination of engineering and business modeling combined with the unique opportunity of the actual insights from Europe's largest tender in the automotive aftermarket electrification. Results: the Last Mile Logistics (LML) electrification is possible and profitable without jeopardizing the high-tempo deliveries. Critical asset identification for a viable transition to EVs leads to open new lines of research for future logistic dynamics rendered possible by the digital dimensions of the logistic ecosystem. Conclusions: beyond the unquestionable benefits for the environment, the electrification of the LML constitutes an opportunity to enhance revenue and diversify income. [ABSTRACT FROM AUTHOR]

The past decade has seen many new freight transport models for use in transport planning by public authorities. Some of these models have developed new concepts, such as logistics modules, inclusion of transshipments, storage and sourcing and the determination of shipment size. This paper provides a review of the European literature on freight transport models that operate at the national or international level and have been developed since 2004. The introduction of elements of logistics thinking is identified as a common theme in recently developed models, and further worked out. Furthermore, ideas on what might be the next key developments in freight transport modelling are presented. [ABSTRACT FROM AUTHOR]

Outsourcing of manufacturing leaves two options for the structuring of the supply network: either complete outsourcing of an item or process, or combining external sourcing and in-house manufacturing. The objective of this paper is to explain the effect on performance of various strategies of combining in-house manufacturing and outsourced manufacturing. The analysis is based on a case study of a European manufacturer (EM) that has outsourced part of its casting processes to Chinese suppliers. The strategies were tested by means of a simulation study and compared in terms of their effects on inventory performance. The study showed at significance level p<0.01 that inventory levels in China decreased 23% and inventory levels in Europe decreased 6% with a so-called base-surge strategy, sourcing predictable and stable demand in China and uncertain demand in-house in Europe. [ABSTRACT FROM AUTHOR]

This paper analyses the feasibility of incorporating electric or hybrid vehicles in intermodal transport for the transportation of containers in the pre- and post haulage (PPH) operation. In Europe, the intermodal transport market is being strongly supported, as it is seen as one of the keystones of a sustainable mobility system policy. The introduction of environmentally friendly electric/hybrid vehicles for the pre- and post haulage operation would mean a further enhancement leading to a more complete ecological intermodal transport chain. PPH operations are usually no longer than 30 km, and, hence, could possibly be handled by electric or hybrid vehicles. Hybrid electric vehicles (HEV) combine electric and other drive systems, such as internal combustion engines, gas turbines and fuel cells. Hybrid electric vehicles merge the zero pollution and high efficiency benefits of electric traction with the high fuel energy density benefits of an energy source or thermal engine. The use of electrically driven vehicles for goods distribution has already been successfully proven in international demonstration projects, such as ELCIDIS. Transport of intermodal units (such as ISO containers), however, requires electric/hybrid heavy-duty goods vehicles, which are not readily available on the market, but for which the technology exists. Different possibilities are assessed as to their technical, financial, organizational and environmental feasibility and suitability. This analysis is based on a typical mission for pre-and post haulage operations, such as type of trips, distance, frequency, urban/suburban, etc. [ABSTRACT FROM AUTHOR]

The location of logistics facilities significantly affects not only the activities of urban goods movement, but also the urban environment as these facilities represent major originators and receivers of freight. Recently, the phenomenon of logistics sprawl, i.e. the relocation of logistics facilities away from inner urban areas to suburban areas has received an increasing level of attention from both academics and policy makers. In this paper, a literature review of the various impacts of logistics sprawl is provided with a detailed taxonomy of the impacts. It has been observed that logistics sprawl contributed changes in geography of urban freight, increasing trucks' travelled distance and consequent emissions and impacting the commuting of logistics employment. The paper presents a summary of the empirical findings illustrating the additional distance trucks travel due to logistics sprawl in several European and North American cities. Furthermore, the paper provides an overview of the measures and policies implemented in various metropolitan areas to reintegrate small-scale logistics facilities within inner urban areas to act as consolidation centres. [ABSTRACT FROM AUTHOR]

The companies are taking action in response to the increasing number of regulations related to the climate change, but also in anticipation to the future developments of public actions in this domain. For the operating companies, the fight against the climate change can also result in investments and business opportunities through, among others, in a more efficient use of the natural resources and the energy, less waste, streamlining logistics, diversification of energy sources, acquisition of advantageous positions on the market and introduction of new means of participation of the consumer and the provider. This article examines the steps taken by EU companies in the current context, conditioned by the public objectives regarding the climate change. The paper concludes that the efforts in eco innovation are led by developed small and medium enterprises and are still mainly concentrated in correction measures of environmental damagers than preventive ones. [ABSTRACT FROM AUTHOR]

The Danube River is the longest navigable river corridor in Europe. Connects the Black Sea to the North Sea, through Channel "Rhine-Main-Danube" and reduce transportation distances from the Black Sea, through channel "Danube-Black Sea". Romania is not yet used to its maximum capacity of the Danube river transport. No multi-modal linkages created the necessary development of this type of transport. In this paper is an analysis of the current situation, strategies and prospects for the coming years. [ABSTRACT FROM AUTHOR]

The field of logistics education is rather colorful. The range of possible topics is huge and so each curriculum has unique approach towards which topic areas to emphasize and which to treat briefly or even omit. There is only little effective standardization in logistics education. This study examines the content of 42 undergraduate logistics curricula in Europe via cluster analysis, with a goal to propose a typology of logistics curricula. The findings define the spectrum of logistics education in four clusters, ranging from „business administration" with little focus on most specific logistics topics, through „interdisciplinary logistics management" and „modern transport management" to „logistics engineering" with a strong quantitative and technology approach. However, a problem remains that curriculum title does not always reflect actual profile. A typical title "logistics management" might in one case contain various engineering elements, but in another none at all. Such findings point out the need for curricula boards to decide, if trying to cover the entire scope by „one-size-fits-all" program is the best option or if more distinct focus is needed. In both cases this decision needs to be intentional, agreed and clearly communicated to avoid confusing students and society. Furthermore, the study points out the need to refine standards of competences in logistics, especially for logistics engineering. [ABSTRACT FROM AUTHOR]

Abstract: This paper analyses the extent to which an open access rail freight market has enabled new pan European rail freight services, using a case study within the context of policy. Methodology was: desk top analysis of European Union freight policy, from the Railway Directives, through successive White Papers, to the recent 2011 White Paper; review of rail freight market performance; semi-structured interviews with rail regulators; operational records from a novel, cross-border rail freight service from Western Europe to the Black Sea. Evidence to date is mixed. The research finds that new entrants can operate within imperfect open access environment, facing many barriers from incumbents, infrastructure managers, rail regulators, and terminal operators. Examples of issues are: infrastructure discrimination; non-transparent or liberalised energy supply; monopolistic shunting services; safety certification; terminal access restricting trade; weak or discriminatory regulatory authorities. The research identified key barriers: trust between partners, wagon availability, lack of single European driver certification and access to non-path infrastructure and services. The pilot was successful and is commercially viable, and succeeded in a hybrid block and single wagon-load train service, integrating new private entrants and Eastern state railways. The research identified a research agenda and implications for practitioners and policy makers. [Copyright &y& Elsevier]

The increase in traffic, freight and passengers has led to an overload of road routes that were no longer able to absorb the growing amount of traffic, and this resulted in unexpected problems related to traffic jams, increased costs and environmental pollution. It was very important to find a suitable alternative that would fully meet all users' criteria and would be able to follow current and future economic expansions, increase in trade and population growth. As a possible solution, the European Union proposed a program of short sea shipping connections, which represents a certain type of innovation. Its aim is to unburden the overloaded road routes and offer sea routes as an alternative. On its path of development the implementation of the program meets many obstacles. Firstly, it is necessary to identify these obstacles, and then to remove them, in order to enable faster and better progress. Therefore, this paper gives a special attention to identifying obstacles that impede the implementation of short sea shipping connection in developed countries of the European Union, and also in the Republic of Croatia. The paper also presents a part of the 'Motorways of the Sea' program, which refers to the introduction of a new intermodal logistics chain, based on ship transport, which should bring structural changes into the organization of European transport. Thus allow for successful functioning of the short sea shipping connections and overcoming the obstacles which impede its implementation. [ABSTRACT FROM AUTHOR]

Abstract: The European container port system features a unique blend of different port types and sizes combined with a vast economic hinterland. This paper provides an update of the detailed container traffic analysis developed by by extending it to the period 1985–2008 and to 78 container ports. The paper also aims at identifying key trends and issues underlying recent developments in the European container port system. These trends include the formation of multi-port gateway regions, changes in the hinterland orientation of ports and port regionalization processes. While the local hinterland remains the backbone of ports’ traffic positions, a growing demand for routing flexibility fuels competition for distant hinterlands between multi-port gateway regions. The prevailing assumption that containerisation would lead to further port concentration is not a confirmed fact in Europe: the European port system and most of its multi-port gateway regions witness a gradual cargo deconcentration process. Still, the container handling market remains far more concentrated than other cargo handling segments in the European port system, as there are strong market-related factors supporting a relatively high cargo concentration level in the container sector. [Copyright &y& Elsevier]

During the current enlargement process, the issues surrounding the Third Pillar of the European Union, with the exception of elements of the asylum and immigration acquis (which were subsequently transferred to the European Community pillar at Amsterdam), have been relatively marginalised. At one stage, it was even suggested that a partial accession could take place, with entrance to Pillars Two and Three considered of little difficulty to the applicant states from central and eastern Europe, while the more complex elements of the Community acquis would be postponed to a later date. This paper, by critically examining the likely solutions offered by two of the original 'first wave' candidates, Poland and Estonia, will suggest that accession to the internal security agenda of the European Union will be a far greater obstacle than originally imagined. Through a detailed empirical assessment of the administrative and logistic capacities required for full implementation of the 'Tampere agenda' - the latest development to the internal security acquis, agreed at the Tampere European Council of October 1999 - it will be demonstrated that neither of them is within reach of successfully completing the Justice and Home Affairs acquis within the timetable currently being suggested. [ABSTRACT FROM AUTHOR]

According to the statistic office of the European Union (Eurostat), Germany is the main producer of waste wood in Europe followed by France, United Kingdom, Italy and Finland. Based on the characteristics of the waste wood, it can be classified in four (4) categories: A I, A II, A III and A IV. This paper focuses in the A I waste wood since is the only category able to be used directly for both material and energy purposes without a previously pre-treatment. Currently, most of this waste wood is used for direct energy production due to the previous government legislation that promoted its use directly in incineration facilities. However, the newest Renewable Energy Act (EEG 2017) may promote the cascade-use of A I waste wood prior to be intended for energy purposes. Nonetheless, the government incentives to the energy sector is not the only bottleneck that the use of A I waste wood as raw material in the wood-based industry has to overcome. The peak availability, collection logistics (collection centers and transportation) and recycling facility location are some of the parameters that must be considered in order to design the “best” supply chain network for A I waste wood. This work presents a detailed description of the effect of the hierarchical strategic decision in the proper design of the waste wood supply chain. Additionally, the global picture of waste wood recycling in different European countries (UK, Italy and Finland) is briefly presented. [ABSTRACT FROM AUTHOR]

The research is focused on the role of big data analytics in logistics of transportation in multinational companies across the world. It shows new opportunities for current supply chain practices, while adding operational excellence and value. A survey was carried out among staff members of multinational companies from the Americas, and Europe. For the statistical investigation of survey data, an equation modeling was used. Results reveal that demand management, seller rating, and vendor satisfaction are the most important factors. The study also found that analytics affect efficiency, operational excellence, customer service, and cost savings in the supply chain industry. The goal is to reduce the gap between demand management and supply chain management by improving customer satisfaction, visibility, and visibility. The big data can produce substantial value-added and monetary gains for companies and will quickly become common throughout the industry. [ABSTRACT FROM AUTHOR]

The aim of the paper is to highlight mainly the connection between innovation performance and logistics performance, based on Eurostat data regarding the Summary Innovation Index for 2012 (SII 2012), logistic performance index (LPI). We analyzed data from 24 European countries (22 EU members) for which SII 2012 and LPI data were available. We expected to find a relevant influence of innovation on the logistic performance and quantify the effects of that influence (volume of goods transported by each transport mode, transport prices and motorization rate). [ABSTRACT FROM AUTHOR]

Objective: Previous studies have suggested an upward growth trend in low density, high value (LDHV) goods in Europe. Such goods require time sensitive, reliable services and currently, most LDHV goods are transported by road. The paper presents the findings of four case studies which detail the barriers and enablers to intermodal rail services for transporting LDHV goods.Methodology: We applied a methodological pluralism, quantitative and qualitative, on an inductive basis. Using a case study approach, the research investigates the requirements of shippers, identifies key barriers to intermodal rail service offerings and, based on the findings, suggests enablers for intermodal rail freight transport. The current research applies parallel top down and bottom up streams, with a final integration synthesis.Findings: Terminals may appear as an important barrier or enabler towards achieving a competitive intermodal rail service. By making rail terminal as an enabler, the research suggests that it is possible to carry LDHV goods by intermodal rail in a cost-efficient manner. The research attempts to seek a potential innovative solution to the barriers identified. The research compares road with an intermodal rail-road solution, in terms of cost and time, for a door-to-door service along the selected routes/corridors.Recommendation: The research recommends that technical solutions, such as automated transhipment and temperature controlled systems, are required for rail freight services for LDHV goods, but that they must be complemented by collaborative operational solutions and viable service planning for an intermodal rail transport service to be reliable and competitive with road transport. [ABSTRACT FROM AUTHOR]

Abstract: This paper presents eight research projects developed during an intensive rail programme. The projects are as follows: Comparative Assessment of the Impacts of Rail Deregulation on Rail Transport Performance; Overcoming the intermodal transport barriers; Standing seats for high-capacity trains; Logistics principals for efficient rail systems; Access charge systems in European countries; Efficient energy use for sustainable rail transport; Analysis of Rail Yard and Terminal Performances; and Urban freight movement by rail. For each project a short description is provided covering the project key components, including the aims, objectives, methodology, results and the conclusions. [Copyright &y& Elsevier]

Abstract: The emergence of inland ports took place in several regions around the world, notably where the growth of inland freight distribution required a massification of flows. Yet, there is no definitive consensus about how such inland facilities should be labeled, with terms such as dry ports being advocated. It is suggested in the paper that the term inland port is a more appropriate construct since it considers terminal activities as well as the crucial logistics activities taking place in co-location or in proximity of inland terminals. This perspective requires the investigation of how transport and supply chain functions and the various actors involved in their setting and operations are taking shape in inland ports. Case studies pertaining to European and North American inland ports are presented. Although inland ports are planned, set and operated by a wide variety of actors, ranging from public to private interests, transport and supply chain functions tend to label them as satellite terminals, load centers or transmodal centers. [Copyright &y& Elsevier]

Abstract: The global freight distribution system has been impacted by convergence in terms of technology, infrastructure, modes and terminals. Still, in spite of strong converging forces, it can be argued that logistical practices are far from being uniform. This paper analyses the regionalism in freight transport systems by providing a comparative analysis of gateway logistics practices in North America and Europe. It is demonstrated that Europe and North America are not walking the same paths when it comes to the configuration of transport and logistics networks, via operational decisions and the setting of a regulatory framework. The attributes of gateways, corridors, hinterlands, regulation, governance, value chains and labor provide an analytical framework to understand the regionalism of freight distribution in the North American and European contexts, as well as anywhere else. [Copyright &y& Elsevier]

Abstract: This paper addresses a hub-and-spoke network problem for railroad freight, where a central planner is to find transport routes, frequency of service, length of trains to be used, and transportation volume. Hub-and-spoke networks, often found in air freight, have not been favoured by railways in the past. Such a structure could be profitable, however, if there exist concentrated freight flows on some service links. We formulate a linear integer programming model whose objective function includes not only the typical operational cost, but also cost due to the transit time spent by freight in the network. We then develop heuristic algorithms to solve large scale instances occurring in rail freight systems in France plus Italy; Germany; and a 10-country European network. By assuming that every node is equipped with consolidation capability, we let the final solution naturally reveal potential hub locations, the impact of several of which is studied by sensitivity analysis. [Copyright &y& Elsevier]

Purpose - To investigate the status of third party logistics (3PL) in Mexico and the feasibility of 3PL as a global, uniform strategy. Design/methodology/approach - A survey among firms located in the central part of Mexico, followed by a comparison of the results with data from existing 3PL studies of Europe and the USA. Findings - 3PL seems a common but "low profile" practice among large Mexican firms. Only a third outsources more than three functions, which are mostly supportive and operational. Compared to Mexico, 3PL use is higher in Europe and USA. Firms in Europe and USA focus more on tactical, integrated functions and cost reduction when using 3PL while Mexican firms aim for improved customer service and concentration on core activities. The lack of competitive local providers makes 3PL expensive and may favour larger, international providers. Research limitations/implications - The results warrant additional surveys of Mexico and other developing regions, preferably using a unique survey design and covering more SME's. Case studies are needed to further investigate how multinational firms manage the 3PL decision process on different organizational and regional levels. Practical implications - Uniform, global 3PL strategies should be considered with care: what may work in Europe may not work in Mexico or the USA. Outsourcing should be seen as a means and not as an end. Mexican firms can use 3PL successfully yet achieve different ends than European firms. Mexico's large SME market offers opportunities for providers of 3PL services. Originality/value - This is the first thorough study about outsourcing logistics practices in Mexico, which adds a Latin-American perspective to the very few 3PL studies conducted in developing regions. In addition, the comparison of Mexican outsourcing practice with practices across the US A and Europe offers a cross-cultural view on 3PL and identifies the need for further mapping of expectations and conditions related to effective outsourcing of logistics in other regions. [ABSTRACT FROM AUTHOR]

The COVID-19 epidemic appeared in the first quarter of 2020 and spread to a significant part of European countries. Later, this epidemic took on a global dimension. Following the first quarter of 2020, various measures have been taken by European countries to address the COVID-19 epidemic, which have fundamentally affected the functioning of supply chains in Europe and around the world. Problems in the operation of supply chains have had a significant impact on the activities of various sectors of industry, trade and services. Disruptions in logistics supply chains have generally led to a decline in industrial production. Restrictive measures on border crossings have meant a slowdown and disruption of passenger and transport traffic. Demand for the population for several product structures has increased rapidly and significantly, which has also disrupted the supply to the population. [ABSTRACT FROM AUTHOR]

The article discusses European business logistics. The objectives of the paper are, to understand the nature and importance of the changes taking place in the European business environment and describe the effects of these changes on logistics systems, to analyze various logistics strategies being adopted by leading companies in Europe and to propose a methodology for classification of companies according to stages of logistical maturity. Companies entering the European market have to realize that Europe still consists of a number of heterogeneous countries with different cultures, languages, preferences and distribution channels. To treat the 15 members of the EU as one homogeneous market would be a serious mistake. The use of third party operators is rapidly increasing in Europe. Industries with high service requirements and widespread customers have started a third party logistics strategy. Expansion of international retail chains in Europe will further hasten the development of third party logistics.

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A special kind of freight train connects China to Europe: the YuXinOu express. Contrasting blockchain technologies with the YuXinOu block train, this article examines how the concept and technolegal operation of the block intersects with the geopolitics of China’s Belt and Road Initiative. [ABSTRACT FROM AUTHOR]

The Globalization and World City Research Network classifies global cities according to their connectivity through advanced producer service activities. Recent studies have suggested there is scope to develop a new classification of cities based on advanced logistics services. Within this framework, the aim of this paper is twofold: (i) to develop an interlocking Logistics Global Network for advanced logistics in Europe and measure the Logistics Global Network Connectivity (LGNC) of the host cities; (ii) to explore the variables explaining each the cities' score on the LGNC. The aim is achieved by means of a mixed methodological approach based on Taylor's Interlocking Network Model and via econometric analysis through Ordinary Least Square regression (OLS). [ABSTRACT FROM AUTHOR]

This article discusses the outsourcing of materials handling activities and investigates different options for its implementation. The article uses descriptive case studies found in literature from the Western European automotive industry to map out differences in current practice and to evaluate frameworks found in the literature. These frameworks appear to be limited to decision making at a strategic level. In addition, they only allow decisions relating to the outsourcing of the logistics function in general, not of materials handling in particular. Based on this study and other descriptions of materials handling practice in the literature, a new conceptual framework for outsourcing of materials handling is proposed, which facilitates decision making at a tactical/operational level. The functionality of the framework is tested in a series of cases at a major production and logistics facility of Scania. [ABSTRACT FROM AUTHOR]

This article posits four key challenges to address the question as to why logistics reform in Communist-legacy defense institutions has been so slow. First, what is the conceptual foundation for logistics in these countries? Second, what is the general state of national logistics capabilities in these countries? Third, why has the reform of logistics in these post-Communist legacy defense institutions been so slow and superficial? Fourth, in an attempt to understand the problem better, what do legacy defense institutions need to do themselves in order to be able to adopt modern Western logistics concepts? Conversely, what do donor nations need to understand about these legacy logistics organizations the better to enable them to understand the immense gap that divides Communist from Western logistics concepts? In addressing these questions, the author will argue two points. First, logistics reform has been impeded to date by a lack of appreciation on the part of particularly Western officials that legacy logistics concepts could not be more antithetical to their Western counterparts. Second, reform of legacy logistics organizations will not follow from attention and resources directed at tactical-level formations and importing the expeditionary logistics concept. Rather, the causation of the continued inability to adopt Western logistics concepts can be found in nationallevel policy, financing, laws, and regulations that continue to enable the operation of legacy concepts. [ABSTRACT FROM AUTHOR]

Purpose: The year-round supply of fresh fruit and vegetables in Europe requires a complex logistics system. In this study, the most common European fruit and vegetable transport packaging systems, namely single-use wooden and cardboard boxes and re-useable plastic crates, are analyzed and compared considering environmental, economic, and social impacts. Methods: The environmental, economic, and social potentials of the three transport packaging systems are examined and compared from a life cycle perspective using Life Cycle Assessment (LCA), Life Cycle Costing (LCC) and Life Cycle Working Environment (LCWE) methodologies. Relevant parameters influencing the results are analyzed in different scenarios, and their impacts are quantified. The underlying environmental analysis is an ISO 14040 and 14044 comparative Life Cycle Assessment that was critically reviewed by an independent expert panel. Results and discussion: The results show that wooden boxes and plastic crates perform very similarly in the Global Warming Potential, Acidification Potential, and Photochemical Ozone Creation Potential categories; while plastic crates have a lower impact in the Eutrophication Potential and Abiotic Resource Depletion Potential categories. Cardboard boxes show the highest impacts in all assessed categories. The analysis of the life cycle costs show that the re-usable system is the most cost effective over its entire life cycle. For the production of a single crate, the plastic crates require the most human labor. The share of female employment for the cardboard boxes is the lowest. All three systems require a relatively large share of low-qualified employees. The plastic crate system shows a much lower lethal accident rate. The higher rate for the wooden and cardboard boxes arises mainly from wood logging. In addition, the sustainability consequences due to the influence of packaging in preventing food losses are discussed, and future research combining aspects both from food LCAs and transport packing/packaging LCAs is recommended. Conclusions: For all three systems, optimization potentials regarding their environmental life cycle performance were identified. Wooden boxes (single use) and plastic crates (re-usable) show preferable environmental performance. The calibration of the system parameters, such as end-of-life treatment, showed environmental optimization potentials in all transport packaging systems. The assessment of the economic and the social dimensions in parallel is important in order to avoid trade-offs between the three sustainability dimensions. Merging economic and social aspects into a Life Cycle Assessment is becoming more and more important, and their integration into one model ensures a consistent modeling approach for a manageable effort. [ABSTRACT FROM AUTHOR]