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318	wp.i18n.setLocaleData( localeData, domain );
319} )( "default", {"translation-revision-date":"2025-12-30 11:47:57+0000","generator":"GlotPress\/4.1.0","domain":"messages","locale_data":{"messages":{"":{"domain":"messages","plural-forms":"nplurals=2; plural=n != 1;","lang":"en_GB"},"Select Color":["Select Colour"],"Color value":["Colour value"],"Select default color":["Select default colour"],"Clear color":["Clear colour"],"Clear":["Clear"],"Default":["Default"]}},"comment":{"reference":"wp-admin\/js\/color-picker.js"}} );
320//# sourceURL=wp-color-picker-js-translations
321/* ]]> */
322</script>
vendor: 1 bytes, line 322
322
323<script type="text/javascript" src="https://futuresupplychains.org/wp-admin/js/color-picker.min.js?ver=6.9.9" id="wp-color-picker-js"></script>
vendor: 1 bytes, line 323
323
324<script type="text/javascript" src="https://futuresupplychains.org/wp-content/plugins/advanced-custom-fields-pro/assets/inc/color-picker-alpha/wp-color-picker-alpha.js?ver=3.0.0" id="acf-color-picker-alpha-js"></script>
324
325<link rel="https://api.w.org/" href="https://futuresupplychains.org/wp-json/" /><link rel="alternate" title="JSON" type="application/json" href="https://futuresupplychains.org/wp-json/wp/v2/categories/40" />	<noscript><style>.woocommerce-product-gallery{ opacity: 1 !important; }</style></noscript>
326	<link rel='stylesheet' id='wc-blocks-style-css' href='https://futuresupplychains.org/wp-content/plugins/woocommerce/assets/client/blocks/wc-blocks.css?ver=wc-10.6.2' type='text/css' media='all' />
327<link rel='stylesheet' id='flexbox-grid-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/flexboxgrid.css?ver=6.9.9' type='text/css' media='all' />
328<link rel='stylesheet' id='grid-layout-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/grid-layout.css?ver=1' type='text/css' media='all' />
329<link rel='stylesheet' id='owlcarousel_css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/owl.carousel.min.css?ver=6.9.9' type='text/css' media='all' />
330<link rel='stylesheet' id='owlcarousel-theme-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/owl.theme.default.min.css?ver=6.9.9' type='text/css' media='all' />
331<link rel='stylesheet' id='magnific-popup-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/magnific-popup.css?ver=6.9.9' type='text/css' media='all' />
332<link rel='stylesheet' id='autosearch-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/reactive-autosearch.css?ver=6.9.9' type='text/css' media='all' />
333<link rel='stylesheet' id='gridavada-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/gridavada.css?ver=6.9.9' type='text/css' media='all' />
334<link rel='stylesheet' id='gridginie-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/gridginie.css?ver=6.9.9' type='text/css' media='all' />
335<link rel='stylesheet' id='gridUncode-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/gridUncode.css?ver=6.9.9' type='text/css' media='all' />
336<link rel='stylesheet' id='gridUncodeAlt-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/gridUncodeAlt.css?ver=6.9.9' type='text/css' media='all' />
337<link rel='stylesheet' id='gridproduct-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/gridproduct.css?ver=6.9.9' type='text/css' media='all' />
338<link rel='stylesheet' id='gridsimple-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/gridsimple.css?ver=6.9.9' type='text/css' media='all' />
339<link rel='stylesheet' id='userGrid-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/userGrid.css?ver=6.9.9' type='text/css' media='all' />
340<link rel='stylesheet' id='reviewGrid-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/reviewGrid.css?ver=6.9.9' type='text/css' media='all' />
341<link rel='stylesheet' id='bbGroupGrid-css-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven/bbGroupGrid.css?ver=6.9.9' type='text/css' media='all' />
342<link rel='stylesheet' id='reactive-front-one-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/css//reactive-front.css?ver=6.9.9' type='text/css' media='all' />
343<link rel='stylesheet' id='reactive-front-two-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/css//reactive-front-two.css?ver=6.9.9' type='text/css' media='all' />
344<link rel='stylesheet' id='reactive-popover-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/ven//reactive-popover.css?ver=6.9.9' type='text/css' media='all' />
345<link rel='stylesheet' id='ionicons-css' href='https://cdnjs.cloudflare.com/ajax/libs/ionicons/2.0.1/css/ionicons.min.css?ver=6.9.9' type='text/css' media='all' />
346<link rel='stylesheet' id='reuse-form-two-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/reuse-form-css/reuse-form-two.css?ver=6.9.9' type='text/css' media='all' />
347<link rel='stylesheet' id='reuse-form-css' href='https://futuresupplychains.org/wp-content/plugins/reactivepro/assets/dist/reuse-form-css/reuse-form.css?ver=6.9.9' type='text/css' media='all' />
348<link rel='stylesheet' id='forminator-module-css-267-css' href='https://futuresupplychains.org/wp-content/uploads/forminator/267_af53f980d3d627f4d1587e7be82d95b0/css/style-267.css?ver=1668979902' type='text/css' media='all' />
349<link rel='stylesheet' id='forminator-icons-css' href='https://futuresupplychains.org/wp-content/plugins/forminator/assets/forminator-ui/css/forminator-icons.min.css?ver=1.52.0' type='text/css' media='all' />
350<link rel='stylesheet' id='forminator-utilities-css' href='https://futuresupplychains.org/wp-content/plugins/forminator/assets/forminator-ui/css/sr
350c/forminator-utilities.min.css?ver=1.52.0' type='text/css' media='all' />
351<link rel='stylesheet' id='forminator-grid-default-css' href='https://futuresupplychains.org/wp-content/plugins/forminator/assets/forminator-ui/css/src/grid/forminator-grid.open.min.css?ver=1.52.0' type='text/css' media='all' />
352<link rel='stylesheet' id='forminator-forms-default-base-css' href='https://futuresupplychains.org/wp-content/plugins/forminator/assets/forminator-ui/css/src/form/forminator-form-default.base.min.css?ver=1.52.0' type='text/css' media='all' />
353<link rel='stylesheet' id='forminator-authentication-css' href='https://futuresupplychains.org/wp-content/plugins/forminator/assets/forminator-ui/css/src/form/forminator-authentication.min.css?ver=1.52.0' type='text/css' media='all' />
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355<link rel='stylesheet' id='forminator-module-css-414-css' href='https://futuresupplychains.org/wp-content/uploads/forminator/414_f288bbf711488b22d4dfef645bb838c4/css/style-414.css?ver=1668980110' type='text/css' media='all' />
356
357</head>
358
359<body class="archive category category-analysis-blog category-40 wp-theme-ffsc theme-ffsc woocommerce-no-js">
360<!-- Google Tag Manager (noscript) -->
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360
361<noscript><iframe src="https://www.googletagmanager.com/ns.html?id=
361GTM-PT7N8SF
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363<!-- End Google Tag Manager (noscript) -->
364	<div class="off-canvas-wrapper">
365
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368	
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371
372		<div class="off-canvas-content" data-off-canvas-content>
373			<!-- Homepage Header -->
374							
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376    <header class="internalHeader" role="banner">
377        <div class="grid-x">
378                                
379            <span data-responsive-toggle="main-menu" data-hide-for="medium" class="hide-for-medium">
380                <button class="menu-icon" type="button" data-toggle="main-menu"></button>
381                
382<!-- <div class="top-bar" id="main-menu">
383	<div class="top-bar-left">
384		<ul class="menu">
385			<li><a href="https://futuresupplychains.org">The Foundation For Future Supply Chain | FFSC</a></li>
386		</ul>
387	</div>
388	<div class="top-bar-right">
389			</div>
390</div> -->
391<div class="top-bar cell small-12 large-3" id="main-menu">
392	<ul id="menu-main-menu" class="drilldown menu vertical" data-dropdown-menu><li id="menu-item-29" class="menu-item menu-item-type-post_type menu-item-object-page menu-item-has-children menu-item-29"><a href="https://futuresupplychains.org/who-we-are/">Who we are</a>
393<ul class="vertical menu">
394	<li id="menu-item-30" class="menu-item menu-item-type-post_type menu-item-object-page menu-item-30"><a href="https://futuresupplychains.org/who-we-are/about-fscf/">About the Foundation</a></li>
395	<li id="menu-item-696" class="menu-item menu-item-type-post_type menu-item-object-page menu-item-696"><a href="https://futuresupplychains.org/who-we-are/meet-the-fffsc-advisory-board/">Meet the Advisory Board</a></li>
396	<li id="menu-item-1131" class="menu-item menu-item-type-post_type menu-item-object-page menu-item-1131"><a href="https://futuresupplychains.org/media-partnership-page/">Partnership Page</a></li>
397</ul>
398</li>
399<li id="menu-item-49" class="menu-item menu-item-type-post_type menu-item-object-page menu-item-49"><a href="https://futuresupplychains.org/what-we-do/">What we do</a></li>
400<li id="menu-item-47" class="menu-item menu-item-type-post_type menu-item-object-page menu-item-47"><a href="https://futuresupplychains.org/join-us/">Join Us</a></li>
401<li id="menu-item-1201" class="menu-item menu-item-type-custom menu-item-object-custom menu-item-1201"><a href="https://futuresupplychains.org/shop-2/">Shop</a></li>
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403<ul class="vertical menu">
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406	<li id="menu-item-980" class="menu-item menu-item-type-taxonomy menu-item-object-category menu-item-980"><a href="https://futuresupplychains.org/category/sustainability/">Sustainability</a></li>
407	<li id="menu-item-981" class="menu-item menu-item-type-taxonomy menu-item-object-category menu-item-981"><a href="https://futuresupplychains.org/category/public-policy/">Public Policy</a></li>
408	<li id="menu-item-983" class="menu-item menu-item-type-taxonomy menu-item-object-category menu-item-983"><a href="https://futuresupplychains.org/category/future-mobility/">Future Mobility</a></li>
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410</ul>
411</li>
412<li id="menu-item-2445" class="menu-item menu-item-type-post_type menu-item-object-post menu-item-2445"><a href="https://futuresupplychains.org/annual-report-2022/">Annual Report 2022</a></li>
413</ul></div>            </span>
414                
415<div class="headerIcons cell small-12 medium-8 large-3">
416    <ul>
417        <li>
418            <a onclick="Search();" href="#">
419                <img src="https://futuresupplychains.org/wp-content/themes/ffsc/assets/homepage/icon-search-green.png" alt="">
420            </a>
421        </li>
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423            <a onclick="LoginRegister();" href="#">
424                <img src="https://futuresupplychains.org/wp-content/themes/ffsc/assets/homepage/icon-login-user-green.png" alt="">
425            </a>
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428            <a href="#" onclick="miniCart();">
429                            <img src="https://futuresupplychains.org/wp-content/themes/ffsc/assets/homepage/icon-basket-green.png" alt="shopping-basket">
430                <div class="numberCircle">0</div>
431            </a>
432        </li>
433    </ul>
434</div>            <div class="cell small-12 medium-12 large-4 site-search">
435                	<div id="reactive-root" data-key="150" style="margin-bottom: 100px;"></div>
436
437	
438	<div id="reactiveqgridtemplates">
439			
439<script type="text/html" id="tmpl-grid_tisearch-template">
440		<div class="reactive-container-fluid">
441<h1 style="color: #082b3d">Whitepapers</h1><br /><br />
442<# if(data.view == 'list') { #>
443<div class="reactive-row reactiveGridBlock {{ data.listClass }}">
444<# } else { #>
445<div class="reactive-row reactiveGridBlock">
446<# } #>
447      	<# _.each(data.posts, function( post ) { #>
448        	<#
449                var isPreviewEnable = data.gridSettings.previewPopUp;
450                var postLink = post.post_link;
451                if(isPreviewEnable == 'true')
452                  postLink = '#';
453
454                var restrict_post = false;
455                  _.each(post.terms.category, function(cat) {
456                  if(["fffsc-advisory-board-member"].indexOf(cat.slug) != -1) {
457                      restrict_post = true;
458                  }
459                  })
460                  if(!restrict_post && post.post_type == 'whitepaper') { #>
461                      <!-- Grid -->
462                      <# if(data.view == 'list') { #>
463                          <div key=src={{ post.ID }} data-uid={{ post.ID }} 
464                          class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridType-Simple fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
465                      <# } else { #>
466                          <div key=src={{ post.ID }} data-uid={{ post.ID }} 
467                          class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-Simple fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
468                      <# } #>
469                          <div class="reactiveGridImage">
470                              <a class="overlay" href="{{postLink}}"></a>
471                      <# if(post.thumb_url) { #>
472                              <img src={{ post.thumb_url }} alt="Image">
473                      <# } else {#>
474                              <img src={{ data.gridPlaceHolder }} alt="Image">
475                      <# } #>
476                              <span class="reactiveDate">{{post.post_formated_date}}</span>
477                          </div>
478                          <h3 class="reactiveTitle">{{ post.post_title }}</h3>
479                          <!--<p class="reactiveExcerpt">{{ post.post_excerpt }}</p>-->
480                          </div>
481                      <!-- Grid End -->
482
483              	  <# } #>
484   		 <# }) #>
485</div>
486
487<h1 style="color: #082b3d">Products</h1><br /><br />
488<# if(data.view == 'list') { #>
489<div class="reactive-row reactiveGridBlock {{ data.listClass }}">
490<# } else { #>
491<div class="reactive-row reactiveGridBlock">
492<# } #>
493      	<# _.each(data.posts, function( post ) { #>
494        	<#
495                var isPreviewEnable = data.gridSettings.previewPopUp;
496                var postLink = post.post_link;
497                if(isPreviewEnable == 'true')
498                  postLink = '#';
499
500                var restrict_post = false;
501                  _.each(post.terms.category, function(cat) {
502                  if(["fffsc-advisory-board-member"].indexOf(cat.slug) != -1) {
503                      restrict_post = true;
504                  }
505                  })
506                  if(!restrict_post && post.post_type == 'product') { #>
507                      <!-- Grid -->
508                      <# if(data.view == 'list') { #>
509                          <div key=src={{ post.ID }} data-uid={{ post.ID }} 
510                          class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridType-Simple fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
511                      <# } else { #>
512                          <div key=src={{ post.ID }} data-uid={{ post.ID }} 
513                          class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-Simple fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
514                      <# } #>
515                          <div class="reactiveGridImage">
516                              <a class="overlay" href="{{postLink}}"></a>
517                      <# if(post.thumb_url) { #>
518                              <img src={{ post.thumb_url }} alt="Image">
519                      <# } else {#>
520                              <img src={{ data.gridPlaceHolder }} alt="Image">
521                      <# } #>
522                              <span class="reactiveDate">{{post.post_formated_date}}</span>
523                          </div>
524                          <h3 class="reactiveTitle">{{ post.post_title }}</h3>
525                          <!--<p class="reactiveExcerpt">{{ post.post_excerpt }}</p>-->
526                          </div>
527                      <!-- Grid End -->
528
529              	  <# } #>
530   		 <# }) #>
531</div>
532
533<h1 style="color: #082b3d">News</h1><br /><br />
534<# if(data.view == 'list') { #>
535<div class="reactive-row reactiveGridBlock {{ data.listClass }}">
536<# } else { #>
537<div class="reactive-row reactiveGridBlock">
538<# } #>
539      	<# _.each(data.posts, function( post ) { #>
540        	<#
541                var isPreviewEnable = data.gridSettings.previewPopUp;
542                var postLink = post.post_link;
543                if(isPreviewEnable == 'true')
544                  postLink = '#';
545
546                var restrict_post = false;
547                  _.each(post.terms.category, function(cat) {
548                  if(["fffsc-advisory-board-member"].indexOf(cat.slug) != -1) {
549                      restrict_post = true;
550                  }
551                  })
552                  if(!restrict_post && post.post_type == 'post') { #>
553                      <!-- Grid -->
554                      <# if(data.view == 'list') { #>
555                          <div key=src={{ post.ID }} data-uid={{ post.ID }} 
556                          class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridType-Simple fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
557                      <# } else { #>
558                          <div key=src={{ post.ID }} data-uid={{ post.ID }} 
559                          class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-Simple fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
560                      <# } #>
561                          <div class="reactiveGridImage">
562                              <a class="overlay" href="{{postLink}}"></a>
563                      <# if(post.thumb_url) { #>
564                              <img src={{ post.thumb_url }} alt="Image">
565                      <# } else {#>
566                              <img src={{ data.gridPlaceHolder }} alt="Image">
567                      <# } #>
568                              <span class="reactiveDate">{{post.post_formated_date}}</span>
569                          </div>
570                          <h3 class="reactiveTitle">{{ post.post_title }}</h3>
571                          <p class="reactiveExcerpt">{{ post.post_excerpt }}</p>
572                          </div>
573                      <!-- Grid End -->
574
575              	  <# } #>
576   		 <# }) #>
577</div>
578</div>	</script>
578
579		
579<script type="text/html" id="tmpl-grid_tishop-template">
580		                                                     <div class="reactive-container-fluid">
581			<# if(data.view == 'list') { #>
582			<div class="reactive-row   {{ data.listClass }}">
583			<# } else { #>
584			<div class="reactive-row  ">
585			<# } #>
586				<# _.each(data.posts, function( post ) { #>
587                <#
588                  var isPreviewEnable = data.gridSettings.previewPopUp;
589                  var postLink = post.post_link;
590                  if(isPreviewEnable == 'true')
591                    postLink = '#';
592                #>
593					<!-- Grid -->
594        <# if(data.view == 'list') { #>
595	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridType-product fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
596	    <# } else { #>
597	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-product fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
598	    <# } #>
599						<# if(post.meta._product_image_gallery_links && post.meta._product_image_gallery_links.length > 1) { #>
600							<div class="reactive-lightbox-gallery reactiveGridImage owl-carousel owl-theme">
601								<# _.each(post.meta._product_image_gallery_links, function( image ) { #>
602                                    <a class="reactiveImagePopup" href={{post.post_link}}>
603                                    <# if(image) { #>
604                                      <img class="item" src={{post.thumb_url}}>
605                                    <# } else {#>
606                                      <img class="item" src={{ data.gridPlaceHolder }} alt="Image">
607                                    <# } #>
608									</a>
609								<# }) #>
610							</div>
611							<!-- </div> -->
612						<# } else { #>
613
614							<div class="reactiveGridImage">
615								<div class="overlay"></div>
616
617                    <# if(post.thumb_url) { #>
618                      <img src={{ post.thumb_url }} alt="Image">
619                    <# } else {#>
620                      <img src='https://dummyimage.com/390x390.png' alt=''/>
621                    <# } #>
622
623                              <div class="overlay-links reactivePostLink">
624                                  <a href="{{post.post_link}}" />FULL DETAILS</a>
625                                  <hr>
626                                  <a href="#" />QUICK LINK</a>
627                              </div>
628							</div>
629							<# } #>
630	            <div class="reactiveGridContents">
631	              <div class="reactiveFlex">
632	                <h3 class="reactiveProductTitle">
633	                  <a href="{{post.post_link}}">{{post.post_title}}
634	                </h3>
635
636	              </div><!-- /.reactiveFlex -->
637	              <span class="reactiveProductPrice">£{{post.meta._price}}</span>
638					</a>
639	            </div>
640					</div>
641					<!-- Grid End -->
642				<# }) #>
643			</div>
644		</div>	</script>
644
645		
645<script type="text/html" id="tmpl-grid_propertylistingtemplate-template">
646		 <div class="reactive-container-fluid">
647  <# if(data.view == 'list') { #>
648  <div class="reactive-row reactiveGridBlock {{ data.listClass }}">
649    <# } else { #>
650    <div class="reactive-row reactiveGridBlock">
651      <# } #>
652      <# _.each(data.posts, function( post ) { #>
653      <#
654          var isPreviewEnable = data.gridSettings.previewPopUp;
655          var postLink = post.post_link;
656          if(isPreviewEnable == 'true')
657            postLink = '#';
658
659        #>
660        <!-- Grid -->
661        <# if(data.view == 'list') { #>
662	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
663	    <# } else { #>
664	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
665	    <# } #>
666          	<div class="reactive-property-listing-item ">
667              <div class="property-image-wrapper">
668                <a href="{{postLink}}">
669                  <# if(post.thumb_url) { #>
670                    <img src={{ post.thumb_url }} alt="Image">
671                  <# } else {#>
672                    <img src={{ data.gridPlaceHolder }} alt="Image">
673                  <# } #>
674                </a>
675              </div>
676
677              <div class="property-short-details">
678                <div class="property-title-section">
679                  <# if(post.meta.property_price) { #>
680                    <p class="price">${{ post.meta.property_price }}</p>
681                  <# } #>
682                  <h3 class="title"><a href="{{postLink}}">{{ post.post_title }}</a></h3>
683                  <# if(post.meta.formattedAddress) { #>
684                    <p class="address">{{ post.meta.formattedAddress }}</p>
685                  <# } #>
686                </div>
687
688                <div class="reactive-property-meta">
689                  <# if(post.meta.bedroom) { #>
690                  <div class="bed">
691                    <p><strong>Beds: </strong> {{post.meta.bedroom}}</p>
692                  </div>
693                  <# } #>
694
695                  <# if(post.meta.bathroom) { #>
696                  <div class="bath">
697                    <p><strong>Bath: </strong> {{post.meta.bathroom}}</p>
698                  </div>
699                  <# } #>
700
701                  <# if(post.meta.property_size) { #>
702                  <div class="area">
703                    <p><strong>Area: </strong> {{post.meta.property_size}}</p>
704                  </div>
705                  <# } #>
706                </div>
707              </div>
708			</div>
709		</div>
710		<!-- Grid End -->
711	<# }) #>
712   </div>
713</div>	</script>
713
714		
714<script type="text/html" id="tmpl-grid_electronicsproduct-template">
715		  <div class="reactive-container-fluid">
716    <# if(data.view == 'list') { #>
717    <div class="reactive-row   {{ data.listClass }}">
718    <# } else { #>
719    <div class="reactive-row  ">
720    <# } #>
721        <# _.each(data.posts, function( post ) { #>
722        <#
723          var isPreviewEnable = data.gridSettings.previewPopUp;
724          var postLink = post.post_link;
725          if(isPreviewEnable == 'true')
726            postLink = '#';
727
728        #>
729
730        <!-- Grid -->
731
732        <# if(data.view == 'list') { #>
733	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactive-product-listing-list-item fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
734              <# if(post.meta._product_image_gallery_links && post.meta._product_image_gallery_links.length > 1) { #>
735              <div class="reactive-lightbox-gallery product-image-wrapper owl-carousel owl-theme">
736                  <# _.each(post.meta._product_image_gallery_links, function( image ) { #>
737                      <a class="reactiveImagePopup" href={{postLink}}>
738                      <# if(image) { #>
739                        <img class="item" src={{ image }}>
740                      <# } else {#>
741                        <img class="item" src={{ data.gridPlaceHolder }} alt="Image">
742                      <# } #>
743                      </a>
744                  <# }) #>
745              </div>
746              <# } else { #>
747
748              <div class="product-image-wrapper">
749                  <a class="reactiveImagePopup" href={{postLink}}>
750                    <# if(post.thumb_url) { #>
751                      <img class="item" src={{ post.thumb_url }}>
752                    <# } else {#>
753                      <img class="item" src={{ data.gridPlaceHolder }}>
754                    <# } #>
755                  </a>
756              </div>
757              <# } #>
758
759              <div class="product-short-details">
760				<div class="title-area">
761                  <h3 class="title">
762                    <a href="{{postLink}}">{{post.post_title}}</a>
763                  </h3>
764                  <div class="product-price">
765                    <span>${{post.meta.electronic_price}}</span>
766                  </div>
767                </div>
768
769				<div class="product-description">
770                  <p>Ut enim ad minim veniam, quis nostrud exercitation ullamco ommodo consequat. Duis aute irure dolor in reprehenderit dolore eu fugiat...</p>
771                </div>
772                <div class="product-link">
773                  <a class="reactive-text-link" href="{{postLink}}">View Details</a>
774                </div>
775             </div>
776          </div>
777
778
779	    <# } else { #>
780
781
782	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactive-product-listing-item text-center fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
783
784              <# if(post.meta._product_image_gallery_links && post.meta._product_image_gallery_links.length > 1) { #>
785                  <div class="reactive-lightbox-gallery product-image-wrapper owl-carousel owl-theme">
786                      <# _.each(post.meta._product_image_gallery_links, function( image ) { #>
787                          <a class="reactiveImagePopup" href={{post.post_link}}>
788                          <# if(image) { #>
789                            <img class="item" src={{ image }}>
790                          <# } else {#>
791                            <img class="item" src={{ data.gridPlaceHolder }} alt="Image">
792                          <# } #>
793                          </a>
794                      <# }) #>
795                  </div>
796              <# } else { #>
797
798                  <div class="product-image-wrapper">
799                      <a class="reactiveImagePopup" href={{postLink}}>
800                        <# if(post.thumb_url) { #>
801                          <img class="item" src={{ post.thumb_url }}>
802                        <# } else {#>
803                          <img class="item" src={{ data.gridPlaceHolder }}>
804                        <# } #>
805                          <# if(isPreviewEnable == 'true') { #>
806                              <button>Quick View</button>
807                          <# } #>
808                      </a>
809                  </div>
810                  <# } #>
811
812                  <div class="product-short-details">
813                    <h3 class="title">
814                      <a href="{{postLink}}">{{post.post_title}}</a>
815                    </h3>
816					<div class="product-price">
817                      <span>${{post.meta.electronic_price}}</span>
818                    </div>
819                  </div>
820             </div>
821          <# } #>
822          <!-- Grid End -->
823      <# }) #>
824    </div>
825</div>	</script>
825
826		
826<script type="text/html" id="tmpl-grid_groceryproduct-template">
827		        <div class="reactive-container-fluid">
828    <# if(data.view == 'list') { #>
829    <div class="reactive-row   {{ data.listClass }}">
830    <# } else { #>
831    <div class="reactive-row  ">
832    <# } #>
833        <# _.each(data.posts, function( post ) { #>
834        <#
835          var isPreviewEnable = data.gridSettings.previewPopUp;
836          var postLink = post.post_link;
837          if(isPreviewEnable == 'true')
838            postLink = '#';
839
840        #>
841
842        <!-- Grid -->
843
844        <# if(data.view == 'list') { #>
845	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactive-product-listing-list-item fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
846              <# if(post.meta._product_image_gallery_links && post.meta._product_image_gallery_links.length > 1) { #>
847              <div class="reactive-lightbox-gallery product-image-wrapper owl-carousel owl-theme">
848                  <# _.each(post.meta._product_image_gallery_links, function( image ) { #>
849                      <a class="reactiveImagePopup" href={{postLink}}>
850                      <# if(image) { #>
851                        <img class="item" src={{ image }}>
852                      <# } else {#>
853                        <img class="item" src={{ data.gridPlaceHolder }} alt="Image">
854                      <# } #>
855                      </a>
856                  <# }) #>
857              </div>
858              <# } else { #>
859
860              <div class="product-image-wrapper">
861                  <a class="reactiveImagePopup" href={{postLink}}>
862                    <# if(post.thumb_url) { #>
863                      <img class="item" src={{ post.thumb_url }}>
864                    <# } else {#>
865                      <img class="item" src={{ data.gridPlaceHolder }}>
866                    <# } #>
867                  </a>
868              </div>
869              <# } #>
870
871              <div class="product-short-details">
872				<div class="title-area">
873                  <h3 class="title">
874                    <a href="{{postLink}}">{{post.post_title}}</a>
875                  </h3>
876                  <div class="product-price">
877                    <span>${{post.meta.grossary_price}}</span>
878                  </div>
879                </div>
880
881				<div class="product-description">
882                  <p>Ut enim ad minim veniam, quis nostrud exercitation ullamco ommodo consequat. Duis aute irure dolor in reprehenderit dolore eu fugiat...</p>
883                </div>
884                <div class="product-link">
885                  <a class="reactive-text-link" href="{{postLink}}">View Details</a>
886                </div>
887             </div>
888          </div>
889
890
891	    <# } else { #>
892
893
894	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactive-product-listing-item text-center fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
895
896              <# if(post.meta._product_image_gallery_links && post.meta._product_image_gallery_links.length > 1) { #>
897                  <div class="reactive-lightbox-gallery product-image-wrapper owl-carousel owl-theme">
898                      <# _.each(post.meta._product_image_gallery_links, function( image ) { #>
899                          <a class="reactiveImagePopup" href={{post.post_link}}>
900                          <# if(image) { #>
901                            <img class="item" src={{ image }}>
902                          <# } else {#>
903                            <img class="item" src={{ data.gridPlaceHolder }} alt="Image">
904                          <# } #>
905                          </a>
906                      <# }) #>
907                  </div>
908              <# } else { #>
909
910                  <div class="product-image-wrapper">
911                      <a class="reactiveImagePopup" href={{postLink}}>
912                        <# if(post.thumb_url) { #>
913                          <img class="item" src={{ post.thumb_url }}>
914                        <# } else {#>
915                          <img class="item" src={{ data.gridPlaceHolder }}>
916                        <# } #>
917                          <# if(isPreviewEnable == 'true') { #>
918                              <button>Quick View</button>
919                          <# } #>
920                      </a>
921                  </div>
922                  <# } #>
923
924                  <div class="product-short-details">
925                    <h3 class="title">
926                      <a href="{{postLink}}">{{post.post_title}}</a>
927                    </h3>
928					<div class="product-price">
929                      <span>${{post.meta.grossary_price}}</span>
930                    </div>
931                  </div>
932             </div>
933          <# } #>
934          <!-- Grid End -->
935      <# }) #>
936    </div>
937</div>	</script>
937
938		
938<script type="text/html" id="tmpl-grid_completeecommercetemplate-template">
939		                      <div class="reactive-container-fluid">
940    <# if(data.view == 'list') { #>
941    <div class="reactive-row   {{ data.listClass }}">
942    <# } else { #>
943    <div class="reactive-row  ">
944    <# } #>
945        <# _.each(data.posts, function( post ) { #>
946        <#
947          var isPreviewEnable = data.gridSettings.previewPopUp;
948          var postLink = post.post_link;
949          if(isPreviewEnable == 'true')
950            postLink = '#';
951
952        #>
953
954        <!-- Grid -->
955
956        <# if(data.view == 'list') { #>
957	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactive-product-listing-list-item fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
958              <# if(post.meta._product_image_gallery_links && post.meta._product_image_gallery_links.length > 1) { #>
959              <div class="reactive-lightbox-gallery product-image-wrapper owl-carousel owl-theme">
960                  <# _.each(post.meta._product_image_gallery_links, function( image ) { #>
961                      <a class="reactiveImagePopup" href={{postLink}}>
962                      <# if(image) { #>
963                        <img class="item" src={{ image }}>
964                      <# } else {#>
965                        <img class="item" src={{ data.gridPlaceHolder }} alt="Image">
966                      <# } #>
967                      </a>
968                  <# }) #>
969              </div>
970              <# } else { #>
971
972              <div class="product-image-wrapper">
973                  <a class="reactiveImagePopup" href={{postLink}}>
974                    <# if(post.thumb_url) { #>
975                      <img class="item" src={{ post.thumb_url }}>
976                    <# } else {#>
977                      <img class="item" src={{ data.gridPlaceHolder }}>
978                    <# } #>
979                  </a>
980              </div>
981              <# } #>
982
983              <div class="product-short-details">
984				<div class="title-area">
985                  <h3 class="title">
986                    <a href="{{postLink}}">{{post.post_title}}</a>
987                  </h3>
988                  <div class="product-price">
989                    <span>${{post.meta._price}}</span>
990                  </div>
991                </div>
992
993                <div class="product-rating">
994                  <span>
995                    <# _.each([1,2,3,4,5], function( num ) { #>
996                    <# if(num <= parseFloat(post.meta._wc_average_rating, 10)) { #>
997                      <i class="fa fa-star" aria-hidden="true"></i>
998                    <# } else if((num > parseFloat(post.meta._wc_average_rating, 10)) && ((num-1 < parseFloat(post.meta._wc_average_rating, 10)))) { #>
999                      <i class="fa fa-star-half-o" aria-hidden="true"></i>
1000                    <# } else { #>
1001                      <i class="fa fa-star-o" aria-hidden="true"></i>
1002                    <# } #>
1003                    <# }) #>
1004                  </span>
1005                </div>
1006
1007				<div class="product-description">
1008                  <p>Ut enim ad minim veniam, quis nostrud exercitation ullamco ommodo consequat. Duis aute irure dolor in reprehenderit dolore eu fugiat...</p>
1009                </div>
1010                <div class="product-link">
1011                  <a class="reactive-text-link" href="{{postLink}}">View Details</a>
1012                </div>
1013             </div>
1014          </div>
1015
1016
1017	    <# } else { #>
1018
1019
1020	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactive-product-listing-item text-center fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1021
1022              <# if(post.meta._product_image_gallery_links && post.meta._product_image_gallery_links.length > 1) { #>
1023                  <div class="reactive-lightbox-gallery product-image-wrapper owl-carousel owl-theme">
1024                      <# _.each(post.meta._product_image_gallery_links, function( image ) { #>
1025                          <a class="reactiveImagePopup" href={{postLink}}>
1026                          <# if(image) { #>
1027                            <img class="item" src={{ image }}>
1028                          <# } else {#>
1029                            <img class="item" src={{ data.gridPlaceHolder }} alt="Image">
1030                          <# } #>
1031                          </a>
1032                      <# }) #>
1033                  </div>
1034              <# } else { #>
1035
1036                  <div class="product-image-wrapper">
1037                      <a class="reactiveImagePopup" href={{postLink}}>
1038                        <# if(post.thumb_url) { #>
1039                          <img class="item" src={{ post.thumb_url }}>
1040                        <# } else {#>
1041                          <img class="item" src={{ data.gridPlaceHolder }}>
1042                        <# } #>
1043                          <# if(isPreviewEnable == 'true') { #>
1044                              <button>Quick View</button>
1045                          <# } #>
1046                      </a>
1047                  </div>
1048                  <# } #>
1049
1050                  <div class="product-short-details">
1051                    <h3 class="title">
1052                      <a href="{{postLink}}">{{post.post_title}}</a>
1053                    </h3>
1054
1055					<div class="product-price">
1056                      <span>${{post.meta._price}}</span>
1057                    </div>
1058                    <div class="product-rating">
1059                      <span>
1060                        <# _.each([1,2,3,4,5], function( num ) { #>
1061                        <# if(num <= parseFloat(post.meta._wc_average_rating, 10)) { #>
1062                          <i class="fa fa-star" aria-hidden="true"></i>
1063                        <# } else if((num > parseFloat(post.meta._wc_average_rating, 10)) && ((num-1 < parseFloat(post.meta._wc_average_rating, 10)))) { #>
1064                          <i class="fa fa-star-half-o" aria-hidden="true"></i>
1065                        <# } else { #>
1066                          <i class="fa fa-star-o" aria-hidden="true"></i>
1067                        <# } #>
1068                        <# }) #>
1069                      </span>
1070                    </div>
1071                  </div>
1072             </div>
1073          <# } #>
1074          <!-- Grid End -->
1075      <# }) #>
1076    </div>
1077</div>	</script>
1077
1078		
1078<script type="text/html" id="tmpl-grid_photography-template">
1079		                  <div class="reactive-container-fluid">
1080  <# if(data.view == 'list') { #>
1081  <div class="reactive-row reactiveGridBlock {{ data.listClass }}">
1082    <# } else { #>
1083    <div class="reactive-row reactiveGridBlock">
1084      <# } #>
1085      <# _.each(data.posts, function( post ) { #>
1086        <!-- Grid -->
1087        <# if(data.view == 'list') { #>
1088	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridType-Simple fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1089	    <# } else { #>
1090	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-Simple fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1091	    <# } #>
1092          <div class="reactiveGridImage">
1093					<# if(post.thumb_url) { #>
1094                      <img src={{ post.thumb_url }} alt="Image">
1095                    <# } else {#>
1096                      <img src={{ data.gridPlaceHolder }} alt="Image">
1097                    <# } #>
1098              <h3 class="reactiveTitle">{{ post.post_title }}</h3>
1099			<span class="reactiveDate">{{post.post_formated_date}}</span>
1100         </div>
1101		</div>
1102		<!-- Grid End -->
1103	<# }) #>
1104   </div>
1105</div>	</script>
1105
1106		
1106<script type="text/html" id="tmpl-grid_propertylightbox-template">
1107		                          <div class="reactive-container-fluid">
1108			<# if(data.view == 'list') { #>
1109			<div class="reactive-row   {{ data.listClass }}">
1110			<# } else { #>
1111			<div class="reactive-row  ">
1112			<# } #>
1113				<# _.each(data.posts, function( post ) { #>
1114					<!-- Grid -->
1115        <# if(data.view == 'list') { #>
1116	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridType-product fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1117	    <# } else { #>
1118	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-product fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1119	    <# } #>
1120						<# if(post.meta._product_image_gallery_links && post.meta._product_image_gallery_links.length > 1) { #>
1121							<div class="reactive-lightbox-gallery reactiveGridImage owl-carousel owl-theme">
1122								<# _.each(post.meta._product_image_gallery_links, function( image ) { #>
1123                                    <# if(image) { #>
1124                                      <img class="item" src={{ image }}>
1125                                    <# } else {#>
1126                                      <img class="item" src={{ data.gridPlaceHolder }} alt="Image">
1127                                    <# } #>
1128								<# }) #>
1129							</div>
1130							<!-- </div> -->
1131						<# } else { #>
1132
1133							<div class="reactiveGridImage">
1134                    <# if(post.thumb_url) { #>
1135                      <img class="item" src={{ post.thumb_url }}>
1136                    <# } else {#>
1137                      <img class="item" src={{ data.gridPlaceHolder }}>
1138                    <# } #>
1139
1140							</div>
1141							<# } #>
1142
1143	            <div class="reactiveGridContents">
1144	              <div class="reactiveFlex">
1145	                <h3 class="reactiveProductTitle">
1146	                  <a href="{{post.post_link}}">{{post.post_title}}</a>
1147	                </h3>
1148	                <span class="productRating">
1149        <# _.each([1,2,3,4,5], function( num ) { #>
1150        <# if(num <= parseFloat(post.meta._wc_average_rating, 10)) { #>
1151          <i class="fa fa-star" aria-hidden="true"></i>
1152      	<# } else if((num > parseFloat(post.meta._wc_average_rating, 10)) && ((num-1 < parseFloat(post.meta._wc_average_rating, 10)))) { #>
1153          <i class="fa fa-star-half-o" aria-hidden="true"></i>
1154      	<# } else { #>
1155          <i class="fa fa-star-o" aria-hidden="true"></i>
1156      	<# } #>
1157      	<# }) #>
1158	                </span>
1159	              </div><!-- /.reactiveFlex -->
1160	              <p class="reactivePrice">${{post.meta.property_price}} USD/pcm</p>
1161	            </div>
1162					</div>
1163					<!-- Grid End -->
1164				<# }) #>
1165			</div>
1166		</div>	</script>
1166
1167		
1167<script type="text/html" id="tmpl-grid_buddypressgroup-template">
1168		    <div class="reactive-container-fluid">
1169  <# if(data.view == 'list') { #>
1170  <div class="reactive-row reactiveGridBlock {{ data.listClass }}">
1171    <# } else { #>
1172    <div class="reactive-row reactiveGridBlock">
1173      <# } #>
1174      <# _.each(data.posts, function( post ) { #>
1175        <!-- Grid -->
1176        <# if(data.view == 'list') { #>
1177          <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reactive-group-user-list reactive-group-user-listView fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1178            <a href="{{post.post_link}}">
1179        <# } else { #>
1180          <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reactive-group-user-list reactive-group-user-gridView fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1181            <a href="{{post.post_link}}">
1182        <# } #>
1183            <div class="reactiveUserGroupInfo">
1184              <div class="avatar-wrap">
1185                <div class="avatar-image" >
1186                <img src="http://1.gravatar.com/avatar/424dad6e95ec5a376d2c193a2b86ec9c?s=96&d=mm&r=g" class="avatar user-avatar" alt="User Avatar">
1187                  </div>
1188                <# if (post.status) { #>
1189                    <span class="status">{{ post.status }}</span>
1190                <# } #>
1191              </div>
1192              <div class="user-group-info">
1193                <# if (post.name) { #>
1194                    <h4 class="group-name">{{ post.name }}</h4>
1195                <# } #>
1196
1197                <# if (post.post_formated_date) { #>
1198                    <h5 class="group-created-date">{{ post.post_formated_date }}</h5>
1199                <# } #>
1200
1201                <# if (post.description) { #>
1202                    <p class="group-description">{{post.description}}</p>
1203                <# } #>
1204              </div>
1205            </div>
1206          </a>
1207        </div>
1208        <!-- Grid End -->
1209    <# }) #>
1210   </div>
1211</div>	</script>
1211
1212		
1212<script type="text/html" id="tmpl-grid_usertemplate-template">
1213		  <div class="reactive-container-fluid">
1214  <# if(data.view == 'list') { #>
1215  <div class="reactive-row reactiveGridBlock {{ data.listClass }}">
1216    <# } else { #>
1217    <div class="reactive-row reactiveGridBlock">
1218      <# } #>
1219      <# _.each(data.posts, function( post ) { #>
1220        <!-- Grid -->
1221        <# if(data.view == 'list') { #>
1222          <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reactive-user-list reactive-user-listView fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1223            <a href="{{post.post_link}}">
1224        <# } else { #>
1225          <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reactive-user-list reactive-user-gridView fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1226        <# } #>
1227            <div class="reactiveUserInfo">
1228              <div class="avatar-wrap">
1229                <# var avatar =  post.meta.user_propic ? post.meta.user_propic[0].url : post.gravatar; #>
1230                <a href="http://35.165.162.141/members/{{post.user_login}}/profile/"><img src="{{avatar}}" class="avatar user-avatar" alt="User Avatar"></a>
1231              </div>
1232              <div class="user-info">
1233                <# if(post.display_name) { #>
1234                    <a href="http://35.165.162.141/members/{{post.user_login}}/profile/"><h4 class="user-name">{{ post.display_name }}</h4></a>
1235                <# } #>
1236
1237                <# if(post.meta.occupation) { #>
1238                    <p class="user-occupation">{{post.meta.occupation}} (age: {{post.meta.age}})</p>
1239                <# } #>
1240              </div>
1241            </div>
1242        </div>
1243        <!-- Grid End -->
1244    <# }) #>
1245   </div>
1246</div>	</script>
1246
1247		
1247<script type="text/html" id="tmpl-grid_reviewtemplate-template">
1248		<div class="reactive-container-fluid">
1249  <# if(data.view == 'list') { #>
1250  <div class="reactive-row reactiveGridBlock {{ data.listClass }}">
1251    <# } else { #>
1252    <div class="reactive-row reactiveGridBlock">
1253      <# } #>
1254      <# _.each(data.posts, function( post ) { #>
1255        <!-- Grid -->
1256        <# if(data.view == 'list') { #>
1257          <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reactive-product-review-list reactive-product-review-listView fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1258            <a href="{{post.post_link}}">
1259        <# } else { #>
1260          <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reactive-product-review-list reactive-product-review-gridView fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1261            <a href="{{post.post_link}}">
1262        <# } #>
1263            <div class="reactiveProductReviewInfo">
1264              <div class="product-review-info">
1265                <# if(post.post_title) { #>
1266                    <h4 class="post-title">{{ post.post_title }}</h4>
1267                <# } #>
1268
1269                <# if(post.comment_author || post.comment_date) { #>
1270                    <div class="product-meta">
1271                    <# if(post.comment_author) { #>
1272                        <h5><strong>Author: </strong> {{ post.comment_author }}</h5>
1273                    <# } #>
1274
1275                    <# if(post.comment_date) { #>
1276                          <h5><strong>Date: </strong> {{ post.comment_date }}</h5>
1277                    <# } #>
1278                   </div>
1279                 <# } #>
1280
1281                <# if(post.comment_content) { #>
1282                    <p class="comment-data">{{ post.comment_content }}</p>
1283                <# } #>
1284              </div>
1285            </div>
1286          </a>
1287        </div>
1288        <!-- Grid End -->
1289    <# }) #>
1290   </div>
1291</div>	</script>
1291
1292		
1292<script type="text/html" id="tmpl-grid_product-template">
1293		                                                		<div class="reactive-container-fluid">
1294			<# if(data.view == 'list') { #>
1295			<div class="reactive-row   {{ data.listClass }}">
1296			<# } else { #>
1297			<div class="reactive-row  ">
1298			<# } #>
1299				<# _.each(data.posts, function( post ) { #>
1300					<!-- Grid -->
1301        <# if(data.view == 'list') { #>
1302	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridType-product fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1303	    <# } else { #>
1304	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-product fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1305	    <# } #>
1306						<# if(post.meta._product_image_gallery_links && post.meta._product_image_gallery_links.length > 1) { #>
1307							<div class="reactiveGridImage owl-carousel owl-theme">
1308								<# _.each(post.meta._product_image_gallery_links, function( image ) { #>
1309                                    <a class="reactiveImagePopup" href={{image}}>
1310                                    <# if(image) { #>
1311                                      <img class="item" src={{ image }}>
1312                                    <# } else {#>
1313                                      <img class="item" src={{ data.gridPlaceHolder }} alt="Image">
1314                                    <# } #>
1315									</a>
1316								<# }) #>
1317							</div>
1318							<!-- </div> -->
1319						<# } else { #>
1320
1321							<div class="reactiveGridImage">
1322								<div class="overlay"></div>
1323								<a class="reactiveImagePopup" href={{post.thumb_url}}>
1324                    <# if(post.thumb_url) { #>
1325                      <img class="item" src={{ post.thumb_url }}>
1326                    <# } else {#>
1327                      <img class="item" src={{ data.gridPlaceHolder }}>
1328                    <# } #>
1329									<a href="{{post.post_link}}" class="reactivePostLink">
1330										<i class="ion-link"></i>
1331									</a>
1332								</a>
1333							</div>
1334							<# } #>
1335
1336	            <div class="reactiveGridContents">
1337	              <div class="reactiveFlex">
1338	                <h3 class="reactiveProductTitle">
1339	                  <a href="{{post.post_link}}">{{post.post_title}}</a>
1340	                </h3>
1341	                <span class="productRating">
1342        <# _.each([1,2,3,4,5], function( num ) { #>
1343        <# if(num <= parseFloat(post.meta._wc_average_rating, 10)) { #>
1344          <i class="fa fa-star" aria-hidden="true"></i>
1345      	<# } else if((num > parseFloat(post.meta._wc_average_rating, 10)) && ((num-1 < parseFloat(post.meta._wc_average_rating, 10)))) { #>
1346          <i class="fa fa-star-half-o" aria-hidden="true"></i>
1347      	<# } else { #>
1348          <i class="fa fa-star-o" aria-hidden="true"></i>
1349      	<# } #>
1350      	<# }) #>
1351	                </span>
1352	              </div><!-- /.reactiveFlex -->
1353	              <p class="reactivePrice">${{post.meta._price}}</p>
1354	            </div>
1355					</div>
1356					<!-- Grid End -->
1357				<# }) #>
1358			</div>
1359		</div>	</script>
1359
1360		
1360<script type="text/html" id="tmpl-grid_realestatecategory-template">
1361		        <div class="reactive-container-fluid">
1362  <# if(data.view == 'list') { #>
1363  <div class="rq-category-result {{ data.listClass }}">
1364    <# } else { #>
1365    <div class="rq-category-result">
1366      <# } #>
1367      <# _.each(data.posts, function( post ) { #>
1368        <!-- Grid -->
1369        <# if(data.view == 'list') { #>
1370	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} rq-category-result-single fadeIn reativeinfoWindowPopUp" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1371	    <# } else { #>
1372	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} rq-grid-category-result-single fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1373	    <# } #>
1374              <div class="rq-result-img">
1375                  <# if(post.thumb_url) { #>
1376                    <img src={{ post.thumb_url }} alt="Image">
1377                  <# } else {#>
1378                    <img src={{ data.gridPlaceHolder }} alt="Image">
1379                  <# } #>
1380              </div>
1381
1382              <div class="rq-result-text">
1383                  <h4>{{ post.post_title }}</h4>
1384                  <p class="rq-listing-item-address">{{post.meta.formattedAddress}}</p>
1385                  <h3><span class="new-price">${{post.meta.price}}</span></h3>
1386              </div>
1387		</div>
1388		<!-- Grid End -->
1389	<# }) #>
1390   </div>
1391</div>	</script>
1391
1392		
1392<script type="text/html" id="tmpl-grid_productgallerylightbox-template">
1393		                      <div class="reactive-container-fluid">
1394			<# if(data.view == 'list') { #>
1395			<div class="reactive-row   {{ data.listClass }}">
1396			<# } else { #>
1397			<div class="reactive-row  ">
1398			<# } #>
1399				<# _.each(data.posts, function( post ) { #>
1400                <#
1401                  var isPreviewEnable = data.gridSettings.previewPopUp;
1402                  var postLink = post.post_link;
1403                  if(isPreviewEnable == 'true')
1404                    postLink = '#';
1405
1406                #>
1407					<!-- Grid -->
1408        <# if(data.view == 'list') { #>
1409	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridType-product fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1410	    <# } else { #>
1411	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-product fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1412	    <# } #>
1413						<# if(post.meta._product_image_gallery_links && post.meta._product_image_gallery_links.length > 1) { #>
1414							<div class="reactive-lightbox-gallery reactiveGridImage owl-carousel owl-theme">
1415								<# _.each(post.meta._product_image_gallery_links, function( image ) { #>
1416                                    <a class="reactiveImagePopup" href={{post.post_link}}>
1417                                    <# if(image) { #>
1418                                      <img class="item" src={{ image }}>
1419                                    <# } else {#>
1420                                      <img class="item" src={{ data.gridPlaceHolder }} alt="Image">
1421                                    <# } #>
1422									</a>
1423								<# }) #>
1424							</div>
1425							<!-- </div> -->
1426						<# } else { #>
1427
1428							<div class="reactiveGridImage">
1429								<a href="{{ postLink }}" class="reactive-lightbox overlay"></a>
1430								<a class=" reactiveImagePopup" href={{postLink}}>
1431                    <# if(post.thumb_url) { #>
1432                      <img class="item" src={{ post.thumb_url }}>
1433                    <# } else {#>
1434                      <img class="item" src={{ data.gridPlaceHolder }}>
1435                    <# } #>
1436
1437								</a>
1438							</div>
1439							<# } #>
1440
1441	            <div class="reactiveGridContents">
1442	              <div class="reactiveFlex">
1443	                <h3 class="reactiveProductTitle">
1444	                  <a href="{{post.post_link}}">{{post.post_title}}</a>
1445	                </h3>
1446	                <span class="productRating">
1447        <# _.each([1,2,3,4,5], function( num ) { #>
1448        <# if(num <= parseFloat(post.meta._wc_average_rating, 10)) { #>
1449          <i class="fa fa-star" aria-hidden="true"></i>
1450      	<# } else if((num > parseFloat(post.meta._wc_average_rating, 10)) && ((num-1 < parseFloat(post.meta._wc_average_rating, 10)))) { #>
1451          <i class="fa fa-star-half-o" aria-hidden="true"></i>
1452      	<# } else { #>
1453          <i class="fa fa-star-o" aria-hidden="true"></i>
1454      	<# } #>
1455      	<# }) #>
1456	                </span>
1457	              </div><!-- /.reactiveFlex -->
1458	              <p class="reactivePrice">${{post.meta._price}}</p>
1459	            </div>
1460					</div>
1461					<!-- Grid End -->
1462				<# }) #>
1463			</div>
1464		</div>	</script>
1464
1465		
1465<script type="text/html" id="tmpl-grid_lightbox-template">
1466		      <div class="reactive-container-fluid">
1467  <# if(data.view == 'list') { #>
1468  <div class="reactive-row reactiveGridBlock {{ data.listClass }}">
1469    <# } else { #>
1470    <div class="reactive-row reactiveGridBlock">
1471      <# } #>
1472      <# _.each(data.posts, function( post ) { #>
1473        <!-- Grid -->
1474        <# if(data.view == 'list') { #>
1475	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridType-Simple fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1476	    <# } else { #>
1477	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-Simple fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1478	    <# } #>
1479          <div class="reactiveGridImage">
1480            <a href="{{ post.post_link }}" class="reactive-lightbox overlay"></a>
1481					<# if(post.thumb_url) { #>
1482                      <img src={{ post.thumb_url }} alt="Image">
1483                    <# } else {#>
1484                      <img src={{ data.gridPlaceHolder }} alt="Image">
1485                    <# } #>
1486              <h3 class="reactiveTitle">{{ post.post_title }}</h3>
1487			<span class="reactiveDate">{{post.post_formated_date}}</span>
1488         </div>
1489		</div>
1490		<!-- Grid End -->
1491	<# }) #>
1492   </div>
1493</div>	</script>
1493
1494		
1494<script type="text/html" id="tmpl-grid_avadawoocommerce-template">
1495		                          	  <div class="reactive-container-fluid">
1496	    <# if(data.view == 'list') { #>
1497	      <div class="reactive-row {{ data.listClass }}">
1498	    <# } else { #>
1499	      <div class="reactive-row">
1500	    <# } #>
1501
1502	            <# _.each(data.posts, function( post ) { #>
1503	                <!-- Grid -->
1504              <# if(data.view == 'list') { #>
1505                <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridType-basic fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1506              <# } else { #>
1507                <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-basic fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1508              <# } #>
1509	                    <div id="results" class="reactiveGridImage">
1510	                <# if(post.thumb_url) { #>
1511                      <img src={{ post.thumb_url }} alt="Image">
1512                    <# } else {#>
1513                      <img src={{ data.gridPlaceHolder }} alt="Image">
1514                    <# } #>
1515	                        <!-- <a href="" class="reactiveViewDetails">VIEW DETAILS</a> -->
1516	                    </div>
1517
1518	                    <div class="reactiveGridContents">
1519	                        <div class="reactiveGridContentTop">
1520	                            <h3 class="reactiveProductTitle">
1521	                                <a href="{{post.post_link}}">{{post.post_title}}</a>
1522	                            </h3>
1523	                            <div class="reactiveMetaWrapper">
1524		                            <span class="reactiveProductPrice">${{post.meta._price}}</span>
1525		                            <div class="reactiveRatingPro">
1526		                            <# _.each([1,2,3,4,5], function( num ) { #>
1527		                                <# if(num <= parseFloat(post.meta._wc_average_rating, 10)) { #>
1528		                                    <span class="star ratingOne"></span>
1529		                                <# } else if((num > parseFloat(post.meta._wc_average_rating, 10)) && ((num-1 < parseFloat(post.meta._wc_average_rating, 10)))) { #>
1530		                                    <span class="star ratingHalf"></span>
1531		                                <# } else { #>
1532		                                    <span class="star ratingNone"></span>
1533		                                <# } #>
1534		                            <# }) #>
1535		                            </div><!-- /.reactiveRatingPro -->
1536		                           </div>
1537	                        </div>
1538
1539	                        <div class="reactiveGridContentBottom">
1540	                            <a data-id={{post.ID}} href="#" class="reactiveAddToCart reactiveAddToCartAjax">Add to cart</a>
1541	                            <a href="{{post.post_link}}" class="reactiveDetails">Details</a>
1542	                        </div>
1543	                    </div>
1544	                </div>
1545	                <!-- Grid End -->
1546	            <# }) #>
1547	            </div>
1548	  </div>	</script>
1548
1549		
1549<script type="text/html" id="tmpl-grid_uncodebasic-template">
1550		                            		<div class="reactive-container-fluid">
1551			<# if(data.view == 'list') { #>
1552			<div class="reactive-row reactiveGridBlock {{ data.listClass }}">
1553			<# } else { #>
1554			<div class="reactive-row reactiveGridBlock">
1555			<# } #>
1556			<# _.each(data.posts, function( post ) { #>
1557				<!-- Grid -->
1558        <# if(data.view == 'list') { #>
1559	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridTypeNcode fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1560	    <# } else { #>
1561	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridTypeNcode fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1562	    <# } #>
1563					<div class="reactiveGridImage">
1564						<div class="overlay"></div>
1565					<# if(post.thumb_url) { #>
1566                      <img src={{ post.thumb_url }} alt="Image">
1567                    <# } else {#>
1568                      <img src={{ data.gridPlaceHolder }} alt="Image">
1569                    <# } #>
1570
1571						<a data-id={{post.ID}} href="#" class="reactiveAddToCart reactiveAddToCartAjax">Add to cart</a>
1572					</div>
1573
1574					<div class="reactiveGridContents">
1575						<h3 class="reactiveProductTitle">
1576							<a href="{{post.post_link}}">{{post.post_title}}</a>
1577						</h3>
1578						<span class="reactiveProductPrice">${{post.meta._price}}</span>
1579					</div>
1580				</div>
1581				<!-- Grid End -->
1582				<# }) #>
1583			</div>
1584		</div>	</script>
1584
1585		
1585<script type="text/html" id="tmpl-grid_ginie-template">
1586		                        <div class="reactive-container-fluid">
1587  <# if(data.view == 'list') { #>
1588  <div class="reactive-row reactiveGridBlock {{ data.listClass }}">
1589  <# } else { #>
1590  <div class="reactive-row reactiveGridBlock">
1591  <# } #>
1592    <# _.each(data.posts, function( post ) { #>
1593    <!-- Grid -->
1594    <# if(data.view == 'list') { #>
1595      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridTypeGinie fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1596    <# } else { #>
1597      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridTypeGinie fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1598    <# } #>
1599      <a href="{{post.post_link}}">
1600        <div class="reactiveGridDetails">
1601          <div class="reactiveGridImage">
1602            <div class="overlay"></div>
1603              <# if(post.thumb_url) { #>
1604              	<img src={{ post.thumb_url }} alt="Grid Image">
1605              <# } else {#>
1606                <img src={{ data.gridPlaceHolder }} alt="Image">
1607              <# } #>
1608          </div>
1609
1610          <div class="reactiveGridContents">
1611            <h3 class="reactiveProductTitle">{{post.post_title}}</h3>
1612            <p class="reactiveProductDetails">{{post.post_content.substr(0, 70)}}</p>
1613          </div>
1614        </div>
1615      </a>
1616    </div>
1617    <!-- Grid End -->
1618  <# }) #>
1619  </div>
1620</div>
1621	</script>
1621
1622		
1622<script type="text/html" id="tmpl-grid_simple-template">
1623		                                <div class="reactive-container-fluid">
1624  <# if(data.view == 'list') { #>
1625  <div class="reactive-row reactiveGridBlock {{ data.listClass }}">
1626    <# } else { #>
1627    <div class="reactive-row reactiveGridBlock">
1628      <# } #>
1629      <# _.each(data.posts, function( post ) { #>
1630      <#
1631                  var isPreviewEnable = data.gridSettings.previewPopUp;
1632                  var postLink = post.post_link;
1633                  if(isPreviewEnable == 'true')
1634                    postLink = '#';
1635			if(["178", "179"].indexOf(post.ID) == -1) { #>
1636        <!-- Grid -->
1637        <# if(data.view == 'list') { #>
1638	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.listColumnClass}} reativeinfoWindowPopUp reactiveGridType-Simple fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1639	    <# } else { #>
1640	      <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-Simple fadeIn" data-wow-duration=".5s" data-wow-delay={{ post.delay}} >
1641	    <# } #>
1642          <div class="reactiveGridImage">
1643            <a class="overlay" href="{{postLink}}"></a>
1644					<# if(post.thumb_url) { #>
1645                      <img src={{ post.thumb_url }} alt="Image">
1646                    <# } else {#>
1647                      <img src={{ data.gridPlaceHolder }} alt="Image">
1648                    <# } #>
1649			<span class="reactiveDate">{{post.post_formated_date}}</span>
1650         </div>
1651        <h3 class="reactiveTitle">{{ post.post_title }}</h3>
1652        <p class="reactiveExcerpt">{{ post.post_excerpt }}</p>
1653		</div>
1654		<!-- Grid End -->
1655<# } #>
1656	<# }) #>
1657   </div>
1658</div>	</script>
1658
1659	
1660<!-- 	
1660<script type="text/html" id="tmpl-gridbasic-template">
1661	  <div class="reactive-container-fluid">
1662      <# if(data.view == 'list') { #>
1663          <div class="reactive-row {{ data.listClass }}">
1664      <# } else { #>
1665          <div class="reactive-row">
1666      <# } #>
1667      <# _.each(data.posts, function( post ) { #>
1668        <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-basic">
1669          <div id="results" class="reactiveGridImage">
1670          	<div class="fusionRollover">
1671            <div class="rolloverContent">
1672                   <div class="flexLink">
1673                  <a href="{{post.post_link}}" class="link">
1674                  	<i class="ion-link"></i>
1675                  </a>
1676                  <a href="#" class="gallery">
1677                  	<i class="ion-ios-search-strong"></i>
1678                  </a>
1679                </div>
1680              <h4><a href="#"> Blog Image Post </a></h4>
1681              <p><a href="#">Creative, </a><a href="#">Wordpress</a></p>
1682            </div>
1683          	</div>
1684            <img src={{ post.thumb_url }}>
1685        	</div>
1686	        <div class="reactiveGridContents">
1687	          <div class="reactiveGridContentTop">
1688	              <h3 class="reactiveProductTitle">
1689	                  <a href="{{post.post_link}}">{{post.post_title}}</a>
1690	              </h3>
1691	              <span class="reactiveProductPrice">${{post.meta._price}}</span>
1692	          </div>
1693	          <div class="reactiveGridContentBottom">
1694	              <a data-id={{post.ID}} href="#" class="reactiveAddToCart">Add to cart</a>
1695	              <div class="reactiveRatingPro">
1696	              <# _.each([1,2,3,4,5], function( num ) { #>
1697	                  <# if(num <= parseFloat(post.meta._wc_average_rating, 10)) { #>
1698	                      <span class="star ratingOne"></span>
1699	                  <# } else if((num > parseFloat(post.meta._wc_average_rating, 10)) && ((num-1 < parseFloat(post.meta._wc_average_rating, 10)))) { #>
1700	                      <span class="star ratingHalf"></span>
1701	                  <# } else { #>
1702	                      <span class="star ratingNone"></span>
1703	                  <# } #>
1704	              <# }) #>
1705	              </div>
1706	          </div>
1707	        </div>
1708    		</div>
1709				<# }) #>
1710      </div>
1711	  </div>
1712	</script>
1712
1713
1714 	
1714<script type="text/html" id="tmpl-gridwoocommerce-template">
1715		<div class="reactive-container-fluid">
1716			<# if(data.view == 'list') { #>
1717			<div class="reactive-row {{ data.listClass }}">
1718			<# } else { #>
1719			<div class="reactive-row">
1720			<# } #>
1721			<# _.each(data.posts, function( post ) { #>
1722				<div key=src={{ post.ID }} data-uid={{ post.ID }} class=" reactiveHoverClass reativeinfoWindowPopUp {{data.columnClass}} reactiveGridType-wooCommerce">
1723					<# if(post.meta._product_image_gallery_links && post.meta._product_image_gallery_links.length) { #>
1724						<div class="reactiveGridImage owl-carousel owl-theme">
1725							<# _.each(post.meta._product_image_gallery_links, function( image ) { #>
1726								<div class="overlay"></div>
1727								<a class="reactiveImagePopup" href={{image}}>
1728									<img class="item" src={{ image }}>
1729								</a>
1730								<span class="productRating">
1731	                <i class="ion-android-star-outline" aria-hidden="true"></i>
1732	                <i class="ion-android-star-outline" aria-hidden="true"></i>
1733	                <i class="ion-android-star-outline" aria-hidden="true"></i>
1734	                <i class="ion-android-star-outline" aria-hidden="true"></i>
1735	                <i class="ion-android-star-outline" aria-hidden="true"></i>
1736	              </span>
1737							<# }) #>
1738						</div>
1739					<# } else { #>
1740						<div class="reactiveGridImage">
1741							<div class="overlay"></div>
1742							<a class="reactiveImagePopup" href={{post.thumb_url}}>
1743								<img class="item" src={{ post.thumb_url }}>
1744								<span>
1745									<i class="ion-plus-round"></i>
1746								</span>
1747							</a>
1748	            <span class="productRating">
1749	              <i class="ion-android-star-outline" aria-hidden="true"></i>
1750	              <i class="ion-android-star-outline" aria-hidden="true"></i>
1751	              <i class="ion-android-star-outline" aria-hidden="true"></i>
1752	              <i class="ion-android-star-outline" aria-hidden="true"></i>
1753	              <i class="ion-android-star-outline" aria-hidden="true"></i>
1754	            </span>
1755	          </div>
1756					<# } #>
1757
1758	        <div class="reactiveGridContents">
1759	          <h3 class="reactiveProductTitle">
1760	            <a href="#">Levi's Muscle Tank</a>
1761	          </h3>
1762	          <p class="reactivePrice">$57.80</p>
1763	        </div>
1764				</div>
1765			<# }) #>
1766			</div>
1767		</div>
1768	</script>
1768
1769
1770	
1770<script type="text/html" id="tmpl-gridproduct-template">
1771		<div class="reactive-container-fluid">
1772			<# if(data.view == 'list') { #>
1773			<div class="reactive-row   {{ data.listClass }}">
1774			<# } else { #>
1775			<div class="reactive-row  ">
1776			<# } #>
1777				<# _.each(data.posts, function( post ) { #>
1778					<div key=src={{ post.ID }} data-uid={{ post.ID }} class=" reactiveHoverClass reativeinfoWindowPopUp {{data.columnClass}} reactiveGridType-product">
1779						<# if(post.meta._product_image_gallery_links && post.meta._product_image_gallery_links.length) { #>
1780
1781							<div class="reactiveGridImage owl-carousel owl-theme">
1782								<div class="overlay"></div>
1783								<# _.each(post.meta._product_image_gallery_links, function( image ) { #>
1784									<a class="reactiveImagePopup" href={{image}}>
1785										<img class="item" src={{ image }}>
1786										<a href="{{post.post_link}}" class="reactivePostLink">
1787											<i class="ion-link"></i>
1788										</a>
1789									</a>
1790								<# }) #>
1791							</div>
1792						<# } else { #>
1793
1794							<div class="reactiveGridImage">
1795								<div class="overlay"></div>
1796								<a class="reactiveImagePopup" href={{post.thumb_url}}>
1797									<img class="item" src={{ post.thumb_url }}>
1798									<a href="{{post.post_link}}" class="reactivePostLink">
1799										<i class="ion-link"></i>
1800									</a>
1801								</a>
1802							</div>
1803							<# } #>
1804
1805	            <div class="reactiveGridContents">
1806	              <div class="reactiveFlex">
1807	                <h3 class="reactiveProductTitle">
1808	                  <a href="#">Levi's Muscle Tank</a>
1809	                </h3>
1810	                <span class="productRating">
1811	                  <i class="fa fa-star-o" aria-hidden="true"></i>
1812	                  <i class="fa fa-star-o" aria-hidden="true"></i>
1813	                  <i class="fa fa-star-o" aria-hidden="true"></i>
1814	                  <i class="fa fa-star-o" aria-hidden="true"></i>
1815	                  <i class="fa fa-star-o" aria-hidden="true"></i>
1816	                </span>
1817	              </div>
1818	              <p class="reactivePrice">$57.80</p>
1819	            </div>
1820					</div>
1821				<# }) #>
1822			</div>
1823		</div>
1824	</script>
1824
1825
1826	
1826<script type="text/html" id="tmpl-gridncode-template">
1827		<div class="reactive-container-fluid">
1828			<# if(data.view == 'list') { #>
1829			<div class="reactive-row reactiveGridBlock {{ data.listClass }}">
1830			<# } else { #>
1831			<div class="reactive-row reactiveGridBlock">
1832			<# } #>
1833			<# _.each(data.posts, function( post ) { #>
1834				<div data-uid={{ post.ID }}  class="{{data.columnClass}} reativeinfoWindowPopUp  reactiveGridTypeNcode">
1835					<div class="reactiveGridImage">
1836						<div class="overlay"></div>
1837						<img src={{ post.thumb_url }} alt="Grid Image">
1838
1839						<a href="#" class="addToCart">Add to cart</a>
1840					</div>
1841
1842					<div class="reactiveGridContents">
1843						<h3 class="reactiveProductTitle">
1844							<a href="{{post.post_link}}">{{post.post_title}}</a>
1845						</h3>
1846						<span class="reactiveProductPrice">${{post.meta._price}}</span>
1847						<a href="#" class="addToCart">Add to cart</a>
1848					</div>
1849				</div>
1850				<# }) #>
1851			</div>
1852		</div>
1853	</script>
1853
1854
1855	
1855<script type="text/html" id="tmpl-gridavada-template">
1856	  <div class="reactive-container-fluid">
1857	    <# if(data.view == 'list') { #>
1858	      <div class="reactive-row {{ data.listClass }}">
1859	    <# } else { #>
1860	      <div class="reactive-row">
1861	    <# } #>
1862      <# _.each(data.posts, function( post ) { #>
1863        <div key=src={{ post.ID }} data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-basic">
1864          <div id="results" class="reactiveGridImage">
1865            <div class="fusionRollover">
1866              <div class="rolloverContent">
1867                <div class="flexLink">
1868                  <a href="{{post.post_link}}" class="link">
1869                  	<i class="ion-link"></i>
1870                  </a>
1871                  <a href="#" class="gallery">
1872                  	<i class="ion-ios-search-strong"></i>
1873                  </a>
1874                </div>
1875                <h4><a href="#"> Blog Image Post </a></h4>
1876                <p><a href="#">Creative, </a><a href="#">Wordpress</a></p>
1877              </div>
1878            </div>
1879            <img src={{ post.thumb_url }}>
1880         	</div>
1881          <div class="reactiveGridContents">
1882              <div class="reactiveGridContentTop">
1883                  <h3 class="reactiveProductTitle">
1884                      <a href="{{post.post_link}}">{{post.post_title}}</a>
1885                  </h3>
1886                  <div class="reactiveMetaWrapper">
1887                    <span class="reactiveProductPrice">${{post.meta._price}}</span>
1888                    <div class="reactiveRatingPro">
1889                    <# _.each([1,2,3,4,5], function( num ) { #>
1890                        <# if(num <= parseFloat(post.meta._wc_average_rating, 10)) { #>
1891                            <span class="star ratingOne"></span>
1892                        <# } else if((num > parseFloat(post.meta._wc_average_rating, 10)) && ((num-1 < parseFloat(post.meta._wc_average_rating, 10)))) { #>
1893                            <span class="star ratingHalf"></span>
1894                        <# } else { #>
1895                            <span class="star ratingNone"></span>
1896                        <# } #>
1897                    <# }) #>
1898                    </div>
1899                   </div>
1900              </div>
1901
1902              <div class="reactiveGridContentBottom">
1903                  <a data-id={{post.ID}} href="#" class="reactiveAddToCart">Add to cart</a>
1904                  <a href="{{post.post_link}}" class="reactiveDetails">Details</a>
1905              </div>
1906          </div>
1907        </div>
1908        <# }) #>
1909      </div>
1910	  </div>
1911	</script>
1911
1912
1913	
1913<script type="text/html" id="tmpl-gridsimple-template">
1914	  <div class="reactive-container-fluid">
1915			<# if(data.view == 'list') { #>
1916				<div class="reactive-row reactiveGridBlock {{ data.listClass }}">
1917			<# } else { #>
1918				<div class="reactive-row reactiveGridBlock">
1919			<# } #>
1920			<# _.each(data.posts, function( post ) { #>
1921				<div data-uid={{ post.ID }} class="{{data.columnClass}} reativeinfoWindowPopUp reactiveGridType-Simple">
1922					<div class="reactiveGridImage">
1923						<img src={{ post.thumb_url }} alt="Grid Image">
1924	          <div class="overlay">
1925	          	<h3 class="reactiveTitle">Tesla Model X</h3>
1926	          </div>
1927	          <span class="reactiveDate">JUL 2016</span>
1928					</div>
1929				</div>
1930			<# }) #>
1931			</div>
1932		</div>
1933	</script>
1933 -->
1934
1935	</div>
1936	<div id="reactiveqcategorytemplates">
1937			
1937<script type="text/html" id="tmpl-category_woocommercecategory-template">
1938		              <div class="reactive-container-fluid">
1939  <# if(data.view == 'list') { #>
1940  <div class="reactive-row reactiveGridBlock {{ data.listClass }}">
1941    <# } else { #>
1942    <div class="reactive-row reactiveGridBlock">
1943      <# } #>
1944      <# _.each(data.categories, function( category ) { #>
1945        <!-- Grid -->
1946        <# if(data.view == 'list') { #>
1947	      <div key=src={{ category.ID }} data-uid={{ category.ID }} class="{{data.listColumnClass}} reactiveGridType-Simple fadeIn">
1948	    <# } else { #>
1949	      <div key=src={{ category.ID }} data-uid={{ category.ID }} class="{{data.columnClass}} reactiveGridType-Simple fadeIn">
1950	    <# } #>
1951          <div class="reactiveGridImage">
1952            <a href="{{category.link}}" class="overlay"></a>
1953					<# if(category.term_meta && category.term_meta.image) { #>
1954                      <img src={{ category.term_meta.image }}>
1955                    <# } else {#>
1956                      <img src={{ data.gridPlaceHolder }}>
1957                    <# } #>
1958              <h3 class="reactiveTitle">{{ category.name }}</h3>
1959         </div>
1960		</div>
1961		<!-- Grid End -->
1962	<# }) #>
1963   </div>
1964</div>	</script>
1964
1965		
1965<script type="text/html" id="tmpl-category_moderncategory-template">
1966		          <div class="reactive-container-fluid">
1967  <# if(data.view == 'list') { #>
1968  <div class="reactive-row reactiveGridBlock {{ data.listClass }}">
1969    <# } else { #>
1970    <div class="reactive-row reactiveGridBlock">
1971      <# } #>
1972      <# _.each(data.categories, function( category ) { #>
1973        <!-- Grid -->
1974        <# if(data.view == 'list') { #>
1975	      <div key=src={{ category.ID }} data-uid={{ category.ID }} class="{{data.listColumnClass}} reactiveGridType-Simple fadeIn">
1976	    <# } else { #>
1977	      <div key=src={{ category.ID }} data-uid={{ category.ID }} class="{{data.columnClass}} reactiveGridType-Simple fadeIn">
1978	    <# } #>
1979          <div class="reactiveGridImage">
1980            <a href="{{category.link}}" class="overlay"></a>
1981					<# if(category.term_meta && category.term_meta.image) { #>
1982                      <img src={{ category.term_meta.image }}>
1983                    <# } else {#>
1984                      <img src={{ data.gridPlaceHolder }}>
1985                    <# } #>
1986              <h3 class="reactiveTitle">{{ category.name }}</h3>
1987         </div>
1988		</div>
1989		<!-- Grid End -->
1990	<# }) #>
1991   </div>
1992</div>	</script>
1992
1993	
1994	</div>
1995	<div id="reactiveqmapicontemplates">
1996			
1996<script type="text/html" id="tmpl-map_marker_sample-template">
1997		    <div class="marker-icon map-marker {{data.customClass}}" data-uid={{data.ID}}>
1998    <div class="marker-icon-wrapper">
1999      <i class="{{data.iconClass}}"></i>
2000    </div>
2001  </div>	</script>
2001
2002	
2003	</div>
2004	<div id="reactiveqmapinfotemplates">
2005			
2005<script type="text/html" id="tmpl-map_info_window_companybuilder-template">
2006		            `<div class="reactiveInfoWindowWrapper">
2007  <div class="reactiveInfoWindowImage">
2008    <img src={{data.thumb_url}} alt="Image">
2009  </div>
2010
2011  <div class="reactiveInfoWindowContents">
2012    <h4>{{data.post_title}}</h4>
2013    <p class="reactiveAddressText">{{data.meta.formattedAddress}}</p>
2014    <p class="">{{data.meta.phone}}</p>
2015  </div>
2016</div>`	</script>
2016
2017	
2018	</div>
2019	<div id="reactiveqpreviewpopuptemplates">
2020			
2020<script type="text/html" id="tmpl-preview_popup_shop-template">
2021		  <div class="reactive-popOver woocommerce-product-popover-wrapper">
2022   <# if(data.meta._product_image_gallery_links && data.meta._product_image_gallery_links.length > 1) { #>
2023     <div class="rq-popover-carousel owl-carousel">
2024       <# _.each(data.meta._product_image_gallery_links, function( image ) { #>
2025             <# if(image) { #>
2026                 <div class="rq-popover-carousel-item" style="background:url({{ image }}) top center no-repeat; background-size:cover;"></div>
2027            <# } else {#>
2028                <div class="rq-popover-carousel-item" style="background:url({{ data.gridPlaceHolder }}) top center no-repeat; background-size:cover;"></div>
2029            <# } #>
2030       <# }) #>
2031     </div>
2032   <# } else { #>
2033     <div class="reactiveGridImage">
2034        <a class=" reactiveImagePopup" target="_blank" href={{data.post_link}}>
2035          <# if(data.thumb_url) { #>
2036          <img class="item" src={{ data.thumb_url }}>
2037          <# } else {#>
2038          <img class="item" src={{ data.gridPlaceHolder }}>
2039          <# } #>
2040        </a>
2041      </div>
2042   <# } #>
2043  <div class="rq-property-details rq-product-details">
2044    <div class="property-title">
2045        <h3><a href="{{data.post_link}}">{{data.post_title}}</a></h3>
2046        <p class="time"><i class="icon ion-ios-time-outline"></i>1st January 2018</p>   
2047    </div>
2048    <div class="property-info product-description">
2049        <p>It is a long established fact that a reader will be distracted by the readable content of a page when looking at its layout. The point of using Lorem Ipsum is that it has a more-or-less normal distribution of letters, as opposed to using 'Content here, content here', making it look like readable English.</p>
2050    </div>
2051    <div class="property-btns">
2052        <a href="{{data.post_link}}" class="popover-content-btn">View Details</a>
2053    </div>
2054</div>
2055</div>	</script>
2055
2056		
2056<script type="text/html" id="tmpl-preview_popup_popover-template">
2057		<div class="reactive-popOver woocommerce-product-popover-wrapper">
2058   <# if(data.meta._product_image_gallery_links && data.meta._product_image_gallery_links.length > 1) { #>
2059     <div class="rq-popover-carousel owl-carousel">
2060       <# _.each(data.meta._product_image_gallery_links, function( image ) { #>
2061             <# if(image) { #>
2062                 <div class="rq-popover-carousel-item" style="background:url({{ image }}) top center no-repeat; background-size:cover;"></div>
2063            <# } else {#>
2064                <div class="rq-popover-carousel-item" style="background:url({{ data.gridPlaceHolder }}) top center no-repeat; background-size:cover;"></div>
2065            <# } #>
2066       <# }) #>
2067     </div>
2068   <# } else { #>
2069     <div class="reactiveGridImage">
2070        <a class=" reactiveImagePopup" target="_blank" href={{data.post_link}}>
2071          <# if(data.thumb_url) { #>
2072          <img class="item" src={{ data.thumb_url }}>
2073          <# } else {#>
2074          <img class="item" src={{ data.gridPlaceHolder }}>
2075          <# } #>
2076        </a>
2077      </div>
2078   <# } #>
2079  <div class="rq-property-details rq-product-details">
2080    <div class="property-title">
2081        <h3><a href="{{data.post_link}}">{{data.post_title}}</a></h3>
2082        <p class="time"><i class="icon ion-ios-time-outline"></i>1st January 2018</p>   
2083    </div>
2084    <div class="property-info product-description">
2085        <p>It is a long established fact that a reader will be distracted by the readable content of a page when looking at its layout. The point of using Lorem Ipsum is that it has a more-or-less normal distribution of letters, as opposed to using 'Content here, content here', making it look like readable English.</p>
2086    </div>
2087    <div class="property-btns">
2088        <a href="{{data.post_link}}" class="popover-content-btn">View Details</a>
2089    </div>
2090</div>
2091</div>	</script>
2091
2092	
2093	</div>
2094	<div id="reactiveautosearchtemplates">
2095			
2095<script type="text/html" id="tmpl-autosearch_categorygroup-template">
2096		<div class="reactive-auto-search">
2097  <div class="rq-auto-search-group-result">
2098    <div class="rq-group-search-item">
2099      <# Object.keys(data.groupData).forEach(function(key) { #>
2100        <div class="rq-group-label">{{key}}</div>
2101          <div class="rq-group-items">
2102            <# _.each(data.groupData[key], function( option ) { #>
2103              <# if (option.root) { #>
2104                <a data-id={{option.id}} class="rq-single-group-itme ReactiveAutoSelect">
2105                  <div class="rq-meta-img">
2106                    <i class="fa fa-align-left" aria-hidden="true"></i>
2107                  </div>
2108                  <div class="rq-meta-info">
2109                    <h4>{{ option.label }}</h4>
2110                    <span class="rq-post-type-meta">{{option.allPosts.length}} items</span>
2111                  </div>
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2283								
2284												<h1>Analysis Blogs</h1>
2285				<div class="archivefeed grid-x grid-margin-x grid-padding-x">
2286										
2287<article id="post-24246" class="cell small-12 medium-6 xlarge-4 xxlarge-3 archive-article" role="article">					
2288						
2289	<section class="entry-content box text-center" itemprop="text">
2290		<a href="https://futuresupplychains.org/trump-tariffs-fentanyl-supplychains/"><img width="390" height="260" src="https://futuresupplychains.org/wp-content/uploads/2025/01/iStock-1154438278-scaled-3-390x260.jpg" class="attachment-390x260 size-390x260 wp-post-image" alt="" decoding="async" fetchpriority="high" /></a>
2291		<br><br>
2292		<div class="box-title">
2293			<h3><a href="https://futuresupplychains.org/trump-tariffs-fentanyl-supplychains/" rel="bookmark" title="Trump, tariffs and fentanyl supply chains">Trump, tariffs and fentanyl supply chains</a></h3>
2294		</div>
2295		<div class="box-content">
2296			<p></p>
2297		</div>
2298	</section>
2299</article>										
2300<article id="post-24226" class="cell small-12 medium-6 xlarge-4 xxlarge-3 archive-article" role="article">					
2301						
2302	<section class="entry-content box text-center" itemprop="text">
2303		<a href="https://futuresupplychains.org/middle-easts-manufacturing-renaissance/"><img width="390" height="260" src="https://futuresupplychains.org/wp-content/uploads/2024/12/logistics-port-1-390x260.png" class="attachment-390x260 size-390x260 wp-post-image" alt="" decoding="async" /></a>
2304		<br><br>
2305		<div class="box-title">
2306			<h3><a href="https://futuresupplychains.org/middle-easts-manufacturing-renaissance/" rel="bookmark" title="Middle East’s manufacturing renaissance">Middle East’s manufacturing renaissance</a></h3>
2307		</div>
2308		<div class="box-content">
2309			<p></p>
2310		</div>
2311	</section>
2312</article>										
2313<article id="post-24223" class="cell small-12 medium-6 xlarge-4 xxlarge-3 archive-article" role="article">					
2314						
2315	<section class="entry-content box text-center" itemprop="text">
2316		<a href="https://futuresupplychains.org/romania-and-bulgaria-join-schengen-a-major-boost-for-road-freight/"><img width="390" height="260" src="https://futuresupplychains.org/wp-content/uploads/2021/09/Global-ecommerce-2020-3-390x260.png" class="attachment-390x260 size-390x260 wp-post-image" alt="" decoding="async" /></a>
2317		<br><br>
2318		<div class="box-title">
2319			<h3><a href="https://futuresupplychains.org/romania-and-bulgaria-join-schengen-a-major-boost-for-road-freight/" rel="bookmark" title="Romania and Bulgaria Join Schengen: A Major Boost for Road Freight">Romania and Bulgaria Join Schengen: A Major Boost for Road Freight</a></h3>
2320		</div>
2321		<div class="box-content">
2322			<p></p>
2323		</div>
2324	</section>
2325</article>										
2326<article id="post-24220" class="cell small-12 medium-6 xlarge-4 xxlarge-3 archive-article" role="article">					
2327						
2328	<section class="entry-content box text-center" itemprop="text">
2329		<a href="https://futuresupplychains.org/gaza-truce-may-yet-affect-container-shipping-market/"><img width="390" height="260" src="https://futuresupplychains.org/wp-content/uploads/2024/02/GFF-CONTAINER-SHIP-1024x1024-1-390x260.png" class="attachment-390x260 size-390x260 wp-post-image" alt="" decoding="async" /></a>
2330		<br><br>
2331		<div class="box-title">
2332			<h3><a href="https://futuresupplychains.org/gaza-truce-may-yet-affect-container-shipping-market/" rel="bookmark" title="Gaza truce may yet affect container shipping market">Gaza truce may yet affect container shipping market</a></h3>
2333		</div>
2334		<div class="box-content">
2335			<p></p>
2336		</div>
2337	</section>
2338</article>										
2339<article id="post-24217" class="cell small-12 medium-6 xlarge-4 xxlarge-3 archive-article" role="article">					
2340						
2341	<section class="entry-content box text-center" itemprop="text">
2342		<a href="https://futuresupplychains.org/huawei-continues-to-localise-its-supply-chain/"><img width="345" height="260" src="https://futuresupplychains.org/wp-content/uploads/2021/04/semiconductor-345x260.png" class="attachment-390x260 size-390x260 wp-post-image" alt="" decoding="async" /></a>
2343		<br><br>
2344		<div class="box-title">
2345			<h3><a href="https://futuresupplychains.org/huawei-continues-to-localise-its-supply-chain/" rel="bookmark" title="Huawei continues to localise its supply chain">Huawei continues to localise its supply chain</a></h3>
2346		</div>
2347		<div class="box-content">
2348			<p></p>
2349		</div>
2350	</section>
2351</article>										
2352<article id="post-24213" class="cell small-12 medium-6 xlarge-4 xxlarge-3 archive-article" role="article">					
2353						
2354	<section class="entry-content box text-center" itemprop="text">
2355		<a href="https://futuresupplychains.org/decarbonisation-resilience-and-connectivity-a-freight-transport-policy-trinity/"><img width="390" height="260" src="https://futuresupplychains.org/wp-content/uploads/2023/10/iStock-1277730997-1024x576-2-390x260.jpg" class="attachment-390x260 size-390x260 wp-post-image" alt="" decoding="async" /></a>
2356		<br><br>
2357		<div class="box-title">
2358			<h3><a href="https://futuresupplychains.org/decarbonisation-resilience-and-connectivity-a-freight-transport-policy-trinity/" rel="bookmark" title="Decarbonisation, resilience and connectivity: A freight transport policy trinity">Decarbonisation, resilience and connectivity: A freight transport policy trinity</a></h3>
2359		</div>
2360		<div class="box-content">
2361			<p></p>
2362		</div>
2363	</section>
2364</article>										
2365<article id="post-24239" class="cell small-12 medium-6 xlarge-4 xxlarge-3 archive-article" role="article">					
2366						
2367	<section class="entry-content box text-center" itemprop="text">
2368		<a href="https://futuresupplychains.org/trump-moves-into-the-oval-office-and-supply-chains-enter-unchartered-waters/"><img width="390" height="260" src="https://futuresupplychains.org/wp-content/uploads/2023/05/Agility-Emerging-Markets-Logistics-Index-2023-390x260.png" class="attachment-390x260 size-390x260 wp-post-image" alt="" decoding="async" /></a>
2369		<br><br>
2370		<div class="box-title">
2371			<h3><a href="https://futuresupplychains.org/trump-moves-into-the-oval-office-and-supply-chains-enter-unchartered-waters/" rel="bookmark" title="Trump moves into the Oval Office and supply chains enter unchartered waters">Trump moves into the Oval Office and supply chains enter unchartered waters</a></h3>
2372		</div>
2373		<div class="box-content">
2374			<p></p>
2375		</div>
2376	</section>
2377</article>										
2378<article id="post-24229" class="cell small-12 medium-6 xlarge-4 xxlarge-3 archive-article" role="article">					
2379						
2380	<section class="entry-content box text-center" itemprop="text">
2381		<a href="https://futuresupplychains.org/trump-eyes-panama-canal/"><img width="305" height="260" src="https://futuresupplychains.org/wp-content/uploads/2021/04/US-305x260.png" class="attachment-390x260 size-390x260 wp-post-image" alt="" decoding="async" /></a>
2382		<br><br>
2383		<div class="box-title">
2384			<h3><a href="https://futuresupplychains.org/trump-eyes-panama-canal/" rel="bookmark" title="Trump eyes Panama Canal">Trump eyes Panama Canal</a></h3>
2385		</div>
2386		<div class="box-content">
2387			<p></p>
2388		</div>
2389	</section>
2390</article>										
2391<article id="post-24163" class="cell small-12 medium-6 xlarge-4 xxlarge-3 archive-article" role="article">					
2392						
2393	<section class="entry-content box text-center" itemprop="text">
2394		<a href="https://futuresupplychains.org/mexicos-new-rules-end-border-skipping-loophole/"><img width="390" height="260" src="https://futuresupplychains.org/wp-content/uploads/2024/12/iStock-622286446-1-1-390x260.jpg" class="attachment-390x260 size-390x260 wp-post-image" alt="" decoding="async" /></a>
2395		<br><br>
2396		<div class="box-title">
2397			<h3><a href="https://futuresupplychains.org/mexicos-new-rules-end-border-skipping-loophole/" rel="bookmark" title="Mexico’s new rules end border skipping loophole">Mexico’s new rules end border skipping loophole</a></h3>
2398		</div>
2399		<div class="box-content">
2400			<p></p>
2401		</div>
2402	</section>
2403</article>										
2404<article id="post-24155" class="cell small-12 medium-6 xlarge-4 xxlarge-3 archive-article" role="article">					
2405						
2406	<section class="entry-content box text-center" itemprop="text">
2407		<a href="https://futuresupplychains.org/volta-trucks-bounces-back/"><img width="390" height="260" src="https://futuresupplychains.org/wp-content/uploads/2022/01/VoltaTruckslogo-390x260.png" class="attachment-390x260 size-390x260 wp-post-image" alt="Volta Trucks Logo zero emission transport" decoding="async" /></a>
2408		<br><br>
2409		<div class="box-title">
2410			<h3><a href="https://futuresupplychains.org/volta-trucks-bounces-back/" rel="bookmark" title="Volta Trucks bounces back">Volta Trucks bounces back</a></h3>
2411		</div>
2412		<div class="box-content">
2413			<p></p>
2414		</div>
2415	</section>
2416</article>										
2417<article id="post-24152" class="cell small-12 medium-6 xlarge-4 xxlarge-3 archive-article" role="article">					
2418						
2419	<section class="entry-content box text-center" itemprop="text">
2420		<a href="https://futuresupplychains.org/a-new-trade-war-with-us-would-threaten-chinas-historic-air-freight-boom/"><img width="390" height="260" src="https://futuresupplychains.org/wp-content/uploads/2024/07/GSCi-insights-weekly-update-iStock-636036276-390x260.jpg" class="attachment-390x260 size-390x260 wp-post-image" alt="" decoding="async" /></a>
2421		<br><br>
2422		<div class="box-title">
2423			<h3><a href="https://futuresupplychains.org/a-new-trade-war-with-us-would-threaten-chinas-historic-air-freight-boom/" rel="bookmark" title="A new trade war with US would threaten China’s &#8216;historic&#8217; air freight boom">A new trade war with US would threaten China’s &#8216;historic&#8217;
2423 air freight boom</a></h3>
2424		</div>
2425		<div class="box-content">
2426			<p></p>
2427		</div>
2428	</section>
2429</article>										
2430<article id="post-24149" class="cell small-12 medium-6 xlarge-4 xxlarge-3 archive-article" role="article">					
2431						
2432	<section class="entry-content box text-center" itemprop="text">
2433		<a href="https://futuresupplychains.org/shippers-breathe-again-as-threat-of-indian-port-strikes-eases/"><img width="390" height="260" src="https://futuresupplychains.org/wp-content/uploads/2024/12/logistics-port-1-390x260.png" class="attachment-390x260 size-390x260 wp-post-image" alt="" decoding="async" /></a>
2434		<br><br>
2435		<div class="box-title">
2436			<h3><a href="https://futuresupplychains.org/shippers-breathe-again-as-threat-of-indian-port-strikes-eases/" rel="bookmark" title="Shippers breathe again as threat of Indian port strikes eases">Shippers breathe again as threat of Indian port strikes eases</a></h3>
2437		</div>
2438		<div class="box-content">
2439			<p></p>
2440		</div>
2441	</section>
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2608port Forum/OECD, the World Bank, UNCTAD and the Intergovernmental Panel on Climate Change. He was chairman of the World Economic Forum\u2019s Logistics and Supply Chain Council and of the Transport Advisory Group of the EU\u2019s Horizon 2020 Research Programme. In 2018 he published a book on \u2018Decarbonizing Logistics\u2019.","post_title":"Alan McKinnon","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"alan-mckinnon","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:00","post_modified_gmt":"2021-05-17 17:59:00","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=886","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"556","productGallery":null,"woo_quick_view":"[woosq id= 886]","postGallery":"","post_type_name":"Post"},{"ID":"889","post_author":"2","post_date":"2021-04-26 21:17:03","post_date_gmt":"2021-04-26 20:17:03","post_content":"Business intelligence director with more than 20 years experience of both military and civilian intelligence and strategic analysis.\r\n\r\nResponsible for global and long term Business Intelligence supporting our strategies at AB Volvo in co-operation with our business areas/units.\r\n\r\nResponsible for transport industry analysis and segmentation in product planning within the Volvo product development organization.\r\n\r\nLiving in Gothenburg with my family. Outside of working and family my main interests are skiing, diving and hunting.","post_title":"Anders Petersson","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"anders-petersson","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:00","post_modified_gmt":"2021-05-17 17:59:00","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=889","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"838","productGallery":null,"woo_quick_view":"[woosq id= 889]","postGallery":"","post_type_name":"Post"},{"ID":"892","post_author":"2","post_date":"2021-04-26 21:19:53","post_date_gmt":"2021-04-26 20:19:53","post_content":"Anne Miroux is Faculty Fellow at the Emerging Markets Institute (EMI), S.C. Johnson School of Management at Cornell University. She is a former Director of the Division on Technology and Logistics in the United Nations Conference on Trade and Development (UNCTAD) and Head of the Secretariat of the UN Commission on Science and Technology for Development.\r\n\r\nAnne Miroux has an MBA from HEC, \u00c9cole des Hautes \u00c9tudes Commerciales, and a PHD in Economics Paris I - Sorbonne. She has over 30 years of experience in international trade, finance and technology and innovation policies. For several years she directed the World Investment Reports (WIR) - the United Nations flagship report on FDI and transnational corporations - that received the Academy of International Business (AIB) Presidential Award in 2020. She has published extensively and led many research and technical assistance projects on debt, FDI and transnational corporations, and technology and innovation policies. Her latest books include \u201cThe Era of Chinese Multinationals\u201d (2020) with Lourdes Casanova, and \u201cInnovation from Developing Countries: from copycats to leaders\u201d (Cahen, Casanova and Miroux, eds., 2021). She is also the co-author with Lourdes Casanova of the EMI Reports on Emerging Markets Multinationals (https://ecommons.cornell.edu/handle/1813/66953).\r\n\r\nAnne Miroux is a member of the Advisory Board of the \u201cSanjaya Lall Programme for Technology and Management (SLPTMD)\u201d of the Department of International Development at Oxford University\u00a0 and of the Editorial Board of the \u201cTransnational Corporations Review\u201d (TNCR), Canada. She is also an Associate Editor of the Revista de Gestao (REGE), (USP, Brasil). She was a member of the Global Agenda Council on Logistics and Supply Chain of the World Economic Forum (2009-2015
2608).","post_title":"Anne Miroux","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"anne-miroux","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:00","post_modified_gmt":"2021-05-17 17:59:00","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=892","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"759","productGallery":null,"woo_quick_view":"[woosq id= 892]","postGallery":"","post_type_name":"Post"},{"ID":"896","post_author":"2","post_date":"2021-04-26 21:22:24","post_date_gmt":"2021-04-26 20:22:24","post_content":"Cecilia has more then 25 years of experience in supply chain management, logistics and transport.\r\n\r\nShe has worked with business development, sales, leadership &amp; change management, innovation, projects and pilots, best practice, white papers and education. Being an experienced leader in several industries, she has had had great opportunities to collaborate with both large and SME companies and organisations in Sweden, European Comission and globally.\r\n\r\nCecilia has been involved in European large innovative projects e.g operational excellence, digitalisation, sustainability, traceability, efficient logistics, transparent transportation, inventory, process development, lean projects, Internet of Logistics, circular economy and circular\u00a0 logistics, procurement, improvement (KPI\u2019s) and food banks.\r\nShe finds it very inspiring and collaboration with stakeholders and organisations opens up for innovative ideas, new techniques, methods, best practice, new business opportunities. The goals are often to create a more efficient, seamless and optimized supply chains with sustainable and transparent processes within transport and logistics. Low hanging fruits and results such as cost savings, environmental goals traceability are often the targets.\r\n\r\nThroughout the years she has been a board member of the European Logistics Association (ELA), ELA BestLog (Best Practise), the Swedish National Certification Board of Logistics &amp; Purchasing (SNCB), the European Certification Board of Logistics (ECBL), Technology and Climate Committee in Norrt\u00e4lje Mu
2608nicipality, member of Swedish and global Transport &amp; Logistics organisations and institutes, global cross boarder functional team, aviation and logistics network.\r\n\r\nCecilia specialities: Logistics, Supply Chain Management, Warehouse-, Transportation- and Inventory Management, Project Management, MSc in Economics Business Administration with specialization Retail Management, Digitalisation and Traceability.","post_title":"Cecilia Strokirk","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"cecilia-strokirk","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:00","post_modified_gmt":"2021-05-17 17:59:00","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=896","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"569","productGallery":null,"woo_quick_view":"[woosq id= 896]","postGallery":"","post_type_name":"Post"},{"ID":"898","post_author":"2","post_date":"2021-04-26 21:24:29","post_date_gmt":"2021-04-26 20:24:29","post_content":"C\u00e9line is a driver of change with 20 years of experience in international environment, mainly in the aviation industry.\r\n\r\n&nbsp;\r\n\r\nFrench citizen, C\u00e9line graduated in 2001 with a MSc Information and Communication Technology Business Management, from French \u201cInstitut Mines-Telecom Business School\u201d and worked as an e-business consultant at Wavestone and IT product manager in the Reservation and Ticketing division of Amadeus, before joining IATA in 2006.\r\n\r\n&nbsp;\r\n\r\nCeline has been the StB Engagement Manager leading the global roll-out of e-ticketing and other \u201cSimplifying the Business\u201d projects until 2008. She then moved to Cargo division as part of the e-freight initiative, where she led the industry mobilization efforts, established the e-AWB advisory committee and worked with IATA members and strategic partners to develop and roll-out e-AWB.\r\n\r\n&nbsp;\r\n\r\nAs the Head of Transformation at the IATA Cargo, C\u00e9line was the mastermind and driver of the following IATA\u2019s initiatives:\r\n\r\n&nbsp;\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EThe Future Air Cargo Executives (FACE) program to attract, develop and retain the young talents in the air cargo industry\u003C/li\u003E\r\n \t\u003Cli\u003EThe Air Cargo Makes It Happen campaign to raise the profile of the air cargo industry. The standard to measure the carbon footprint of air cargo\u003C/li\u003E\r\n \t\u003Cli\u003EThe Global Shippers Survey to listen to shippers\u2019 concerns regularly\u003C/li\u003E\r\n \t\u003Cli\u003EThe Air Cargo Innovation Awards to stimulate and reward fresh and good ideas\u003C/li\u003E\r\n \t\u003Cli\u003EThe StB Cargo program to transform air cargo and make it less fragmented, faster, and smarter\u003C/li\u003E\r\n \t\u003Cli\u003EThe Interactive Cargo project to \u201cmake cargo talk\u201d using IoT\u003C/li\u003E\r\n\u003C/ul\u003E\r\nPassionate about innovation and sustainability, C\u00e9line is always looking for ways to challenge the status quo, improve processes, answer new business challenges and customer needs. It led her to creating her consulting firm Change Horizon in September 2019, which supports aviation and logistics organizations with their development and transformation programs.\r\n\r\n&nbsp;\r\n\r\nFrom May 2020 to February 2021, TIACA entrusted C\u00e9line to lead its transformation and facilitate the move as its Transition Director.\r\n\r\n&nbsp;\r\n\r\nAs a strong believer in drones potential, C\u00e9line continues serving as a start-up mentor for innovative cargo drones\u2019 companies.\r\n\r\n&nbsp;\r\n\r\nShe is also serving as Senior Fellow of Aerotropolis Institute China (AIC) and Expert Advisor to the Zhengzhou Airport Economy Zone (ZAEC) together with Ram Menen and Des Vertannes.","post_title":"C\u00e9line Hourcade","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"celine-hourcade","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:00","post_modified_gmt":"2021-05-17 17:59:00","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=898","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"570","productGallery":null,"woo_quick_view":"[woosq id= 898]","postGallery":"","post_type_name":"Post"},{"ID":"903","post_author":"2","post_date":"2021-04-26 21:29:50","post_date_gmt":"2021-04-26 20:29:50","post_content":"Dr Jan Hoffmann, Chief, Trade Logistics Branch, Division on Technology and Logistics, UNCTAD\r\nJan joined UNCTAD in 2003 and became 
2608Chief of the organization\u2019s Trade Logistics Branch in 2016.\r\nThe Branch is implementing multilateral transport and trade facilitation capacity building\r\nprogrammes, as well as regional and national projects in Africa, Asia and the Pacific, and Latin\r\nAmerica and the Caribbean.\r\n\r\nJan is co-author and coordinator of the annual UNCTAD Review of Maritime Transport, created\r\nand co-edits the quarterly UNCTAD Transport and Trade Facilitation Newsletter, and initiated the\r\nUNCTAD Maritime Country Profiles and the annual Liner Shipping Connectivity Index.\r\nPreviously, Jan spent six years with the United Nations Economic Commission for Latin America\r\nand the Caribbean (ECLAC) in Santiago de Chile, and two years with the International Maritime\r\nOrganization (IMO) in London and Santiago. Prior to this, he held part time positions as assistant\r\nprofessor, import-export agent, seafarer, translator, and consultant. For eight years, he also\r\nworked part time for the family tramp shipping business Hoffmann Shipping, based in Horneburg,\r\nGermany, with a tweendecker registered in St. Johns, Antigua and Barbuda.\r\n\r\nJan has studied in Germany, United Kingdom, and Spain, and holds a doctorate degree in\r\nEconomics from the University of Hamburg. His work has resulted in numerous UN and peer\r\nreviewed publications, lectures, technical missions, data bases, and electronic newsletters. Jan is\r\nmember of AJSL, CPI, IJSTL, INCU, JST, MEL, MPM, and the Propeller Club of Geneva. From 2014\r\nto 2018, Jan was president of the International Association of Maritime Economists (IAME). Jan\r\nhas had his hair cut in 71 countries. He has three sons and one wife.","post_title":"Dr Jan Hoffmann","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"dr-jan-hoffmann","to_ping":"","pinged":"","post_modified":"2021-05-17 18:58:59","post_modified_gmt":"2021-05-17 17:58:59","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=903","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"571","productGallery":null,"woo_quick_view":"[woosq id= 903]","postGallery":"","post_type_name":"Post"},{"ID":"905","post_author":"2","post_date":"2021-04-26 21:33:36","post_date_gmt":"2021-04-26 20:33:36","post_content":"Essa Al-Saleh is Chairman of the Board at Volta Trucks AB and CEO of Agitero AG, an advisory and investment business based in Altendorf, Switzerland.\r\n\r\nPrior to Agitero, Essa was the President and CEO of Agility\u2019s Global Integrated Logistics (GIL) based in Baar, Switzerland. \u00a0During his time at Agility, Essa was instrumental in Agility`s development from a one country operation to its establishment as a leading global freight and logistics business with $4 Billion in revenues operating in over 100 countries with 18,000+ people.\r\n\r\nEssa had been with Agility since 1998 and had various roles until he assumed the CEO position in 2007.\u00a0 \u00a0During his time at Agility, Essa led the business successfully through various stages including the global financial crisis and the acquisition and integration of 40+ businesses across the globe and its transformation into a global network with a single operating platform and common culture.\r\n\r\nPrior to joining Agility, Essa worked as an engineer with the Kuwait Oil Company. He was part of the team responsible for reconstructing oil fields that were damaged during the Iraqi invasion of Kuwait in 1990.\r\n\r\nEssa has an MBA from Boston College and a Bachelor of Science in Electrical Engineering from Tufts University. Both degrees were earned with honors.\r\n\r\nEssa enjoys spending time with his family, traveling, reading and being active.","post_title":"Essa Al-Saleh","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"essa-al-saleh","to_ping":"","pinged":"","post_modified":"2021-05-17 18:58:59","post_modified_gmt":"2021-05-17 17:58:59","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=905","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"572","productGallery":null,"woo_quick_view":"[woosq id= 905]","postGallery":"","post_type_name":"Post"},{"ID":"907","post_author":"2","post_date":"2021-04-26 21:35:25","post_date_gmt":"2021-04-26 20:35:25","post_content":"Ken Lyon is Managing Director of Virtual Partners Ltd and has over 30 years of experience in the transportation industry. Ken specialises in the use of advanced information systems to manage the operations of 3PL (Third Party Logistics), 4PL and Lead Logistics Providers and their trading partner networks. Over the past few years he has helped start-ups concerned with supply chain technologies and before that, he spent 10 years as a Director and VP of information services at UPS, helping to establish its Logistics and supply chain services Group. Ken was recently appointed Chairman of the Board for an international logistics software group and also sits on the board of Ti. During the past 25 years, he has participated in conferences and conventions for the US Department of Defense, Government of Singapore, The JOC, Nikkei and many others. Ken is a Fellow of the Chartered Institute of Logistics &amp; Transport and a member of the US OSD sponsored Highlands Forum.","post_title":"Ken Lyon","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"ken-lyon","to_ping":"","pinged":"","post_modified":"2021-05-17 18:58:59","post_modified_gmt":"2021-05-17 17:58:59","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=907","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"575","productGallery":null,"woo_quick_view":"[woosq id= 907]","postGallery":"","post_type_name":"Post"},{"ID":"909","post_author":"2","post_date":"2021-04-26 21:38:58","post_date_gmt":"2021-04-26 20:38:58","post_content":"Nick Wildgoose, CEO Supplien Consulting\r\n\r\n&nbsp;\r\n\r\nNick is a qualified accountant, supply chain and risk professional and has held a variety of global financial, procurement and commercial positions in several industry sectors. Working for companies such as PWC, Linde Group, The Virgin Group, Zurich Insurance Group and DHL Resilience360.\r\n\r\n&nbsp;\r\n\r\nHe has served on the Board of the Chartered Institute of Procurement and Supply which is the biggest procurement professional body in the world with over 100,000 members. He also served as a specialist advisor to the World Economic Forum on the topic of systemic supply chain risk and was Chairman of the Supply Chain Risk Leadership Council and still serves on their Board. He has spoken and written extensively on supply chain management. He also worked as a Board member of the ICAEW Business and Management Faculty for 10 years, supporting members working in industry.\r\n\r\n&nbsp;\r\n\r\nFrom 2008 he led the development and rollout of innovative and multi award winning supply chain risk products for Zurich Insurance Group, which gave him the opportunity to interact with many global companies and help them address the real risk issues they are facing in terms of their supply chains and driving business performance.\r\n\r\n&nbsp;\r\n\r\nOver the last two years he has been working with DHL Resiliece360 and several other software companies in supporting their customer solutions in terms of the use data, AI, and technology. He worked as the senior advisor for the Institute of Risk Management in the development of their new Supply Chain Risk Management certificate training launched in 2020 and is now the module coach. He is also the supply chain advisor to the University of Cambridge Judge Business Sc
2608hool Centre for Risk Studies.\r\n\r\n&nbsp;\r\n\r\nHe combines this with acting as a Director at Procurement Advantage who bring innovative and value adding procurement to UK based SME\u2019s, often under PE ownership.\r\n\r\n&nbsp;","post_title":"Nick Wildgoose","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"nick-wildgoose","to_ping":"","pinged":"","post_modified":"2021-05-17 18:58:59","post_modified_gmt":"2021-05-17 17:58:59","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=909","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"559","productGallery":null,"woo_quick_view":"[woosq id= 909]","postGallery":"","post_type_name":"Post"},{"ID":"911","post_author":"2","post_date":"2021-04-26 21:46:08","post_date_gmt":"2021-04-26 20:46:08","post_content":"Sarah Smith is Managing Director of Ti. After over 15 years successfully creating and managing marketing and sales strategy across a range of industries Sarah is now committed to developing\u00a0 the Ti brand and growing the company globally. Sarah is passionate about finding and nurturing talent and is determined to raise awareness of the quality of Ti's analysis. Sarah is also committed to keeping Ti's position at the forefront of the industry through new product development.","post_title":"Sarah Smith","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"sarah-smith","to_ping":"","pinged":"","post_modified":"2021-05-17 18:58:59","post_modified_gmt":"2021-05-17 17:58:59","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=911","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"912","productGallery":null,"woo_quick_view":"[woosq id= 911]","postGallery":"","post_type_name":"Post"},{"ID":"927","post_author":"2","post_date":"2021-04-27 16:04:26","post_date_gmt":"2021-04-27 15:04:26","post_content":"Julia Swales is Advisory Board Manager for the Foundation for Future Supply Chains and Content Curator at Ti. She has over 15 years of experience in business book publishing and was formerly Head of Publishing at Kogan Page, London, specialising in commissioning logistics books for academic and corporate markets. She researched hot topics in the field of supply chain and sourced authors for over 100 books. Julia has brought this knowledge and experience to Ti where she curates content for publication in the form of whitepapers and reports supported by surveys, is a \u2018Thought Leader\u2019 for the Sustainability stream within the Foundation and is involved in developing webinars and virtual events.","post_title":"Julia Swales","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"julia-swales","to_ping":"","pinged":"","post_modified":"2021-05-17 18:58:58","post_modified_gmt":"2021-05-17 17:58:58","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=927","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1250","productGallery":null,"woo_quick_view":"[woosq id= 927]","postGallery":"","post_type_name":"Post"},{"ID":"1666","post_author":"3","post_date":"2021-06-10 16:33:50","post_date_gmt":"2021-06-10 15:33:50","post_content":"\u003Cem\u003EIf global manufacturers and retailers are to reach their goals of net carbon neutrality by 2050 it will be crucial that shipping lines also decarbonize their operations. However, the industry is presently undecided on the best way to reduce its dependency on fossil fuels.\u003C/em\u003E\r\n\r\nThe momentum towards decarbonization in the logistics industry \u2013 not just shipping \u2013 is gathering pace as an increasing number of service providers are being prompted by their customers to demonstrate their commitment to net zero operations. According to Maersk, around 200 of its largest customers have set or are setting science-based or zero carbon targets for their supply chains and, to be able to meet these targets, out-sourced transport operators, not least shipping lines, need to play their part.\r\n\r\n[pc-pvt-content allow=\"all\" block=\"\" warning=\"1\" message=\"Please login or subscribe to read the full article\" login_lb=\"18\"]\r\n\r\nHowever, despite years of discussion, the shipping industry is undecided about how 
2608it should go about reducing the levels of carbon emissions it generates \u2013 about 2% of the world\u2019s total. Whilst there has been talk about including shipping within Emissions Trading Systems, such as those in operation in the EU, many industry executives would prefer a Carbon Tax or Levy approach.\r\n\r\nIn an interview with Bloomberg, Soren Skou, Chief Executive of Maersk, suggested that a $150 a ton carbon tax should be levied on the shipping industry bringing the cost of fossil fuels more into line with the cost of renewables. The purpose of the tax would be to create revenues which would subsidise and promote the use of cleaner but more expensive fuels as well as to support developing countries in their efforts to mitigate climate change. This suggestion is an extension of an earlier proposal presented to the International Maritime Organization by two Pacific islands \u2013 the Marshall Islands and Solomon Islands - for a $100 a ton tax on greenhouse gas emissions. This will be discussed, alongside other proposals, at the IMO\u2019s Marine Environment Protection Committee in June, 2021 in London ahead of the COP26 meeting.\r\n\r\nHowever, Maersk\u2019s view is certainly not representative of the entire industry. Speaking after the Maersk announcement, MSC\u2019s Chief Executive, Soren Toft, reiterated his support for an alternative proposal of a much smaller $2 a ton carbon tax which would provide $5 billion for research and development into new fuels. This would be undertaken by an IMO-governed, \u2018International Maritime Research and Development Board\u2019 (IMRB). \u00a0\u2018Despite our huge investments into our fleet and operations, scalable long-term solutions simply do not currently exist for us to deploy on our ships. There is a gap in R&amp;D to bring these alternative fuels and technologies to the market and the industry wide research fund will help us achieve the UN IMO\u2019s policy targets.\u2019\r\n\r\nAnother major difference in approach by these two shipping lines is over whether to introduce tried and tested lower carbon emitting fuel technologies, such as LNG, or take a gamble on new technologies, such as ammonia, which would require significant subsidy; the former strategy is that being adopted by MSC and the latter, Maersk. This relates closely to their public pronouncements on the best policy to encourage the reduction of carbon emissions. One advocates using and improving the only existing fuel technology which can significantly reduce emissions at this time, already available at scale, whilst the other believes that by choosing a sub-optimal route to carbon reduction now would only consolidate investment in old technologies and make it harder for the industry to make the green transition. Both shipping lines have made commitments to back up their words \u2013 MSC has chartered 11 LNG-fuelled ships whilst Maersk has placed an order for an ammonia-powered ship which will be delivered in 2023.\r\n\r\nOther shipping lines seem to favour MSC\u2019s pragmatic approach. CMA CGM has already ordered six 15,000 TEU dual fuel LNG vessels, the first of which is due to be delivered by the end of the year. By the end of 2022 it will have 32 LNG-powered containerships in operation, which it claims will generate 20% fewer carbon emissions than existing technologies as well as providing major improvements in air quality. Hapag Lloyd, meanwhile, has ordered six 23,500 TEU dual fuel LNG vessels in a $1 billion investment.\r\n\r\nA carbon levy of the magnitude suggested by Skou would provide Maersk\u2019s strategy with a considerable boost \u2013 whilst negating the advantage of bunker fuel/LNG. If Maersk\u2019s faith in new technologies is rewarded, it would then provide it with a huge head start over rivals when costs eventually decrease, leaving competitors needing to renew their ships before they have paid back their investment.\r\n\r\nThe fundamental difference of opinion between Maersk and other shipping lines revolves around the speed of \u2018creation destruction\u2019 (a term coined by academics Adner and Kapoor). It is usual for innovative technologies to exist in parallel with old technologies before they are abandoned once the necessary innovation \u2018eco-system\u2019 has been developed and scale achieved. In what might be called \u2018usual times\u2019 it is only when old technology has no more room for improvement and when the infrastru
2608cture that supports the innovation is in place that substitution can start to happen in a meaningful way.\r\n\r\nThe problem for companies making investments is that it is difficult to judge how quickly infrastructure or ecosystem issues will be addressed, especially as the dynamic is continually shifting. Not only are there business investment and technological developments to take into account, but also government intervention. Subsidies for green energy initiatives, which may kick start a technology (or skew the market depending on your perspective) depend on public policy and can vacillate depending on the administration and thinking of the time.\r\n\r\nThe low risk strategy \u2013 in commercial terms - is that being employed by MSC, CMA CGM and Hapag Lloyd. However, it is no longer publicly acceptable just to measure outcomes solely in financial terms. \u2018Old\u2019 technologies such as conventional bunker fuels and LNG, with all the advantages that they have in terms of infrastructure and cost, will dominate for years to come unless there is intervention in the market along the lines suggested by Maersk. In order to meet carbon reduction targets being set by governments, many would argue that there just isn\u2019t the time to adopt a wait-and-see policy. However, even this is a simplification of the difficult investment decisions which shipping lines face. Even with government support, there is no guarantee that the carbon-neutral technologies favoured by Maersk would be an appropriate substitute. Millions of dollars could be wasted backing the wrong option \u2013 whether ammonia, hydrogen or even electric - whilst LNG, a less carbon emitting alternative, is ignored.\r\n\r\nThere is also an added complication. The new Minimum Global Corporation Tax Rate being proposed may well be extended to shipping lines which have in the past enjoyed a tax regime specific to the industry and based on tonnage rather than profits. This will mean that there will be a greater degree of financial uncertainty involved which could impact on investment in new, greener ships. Whilst many are looking askance at the huge profits presently being made by global shipping lines, there is no doubt that they will facilitate and accelerate investment in cleaner technologies.\r\n\r\nAt the end of the day, this additional levy will, of course, have to be borne by all the supply chain actors. Shipping lines will no doubt attempt to pass these costs on to their customers who would then take the decision as to whether to pass them on to the final consumer. Who bears the costs will only be determined by the state of the market at the time, although it has to be said that shipping lines have been very effective at passing on fuel surcharges in the past. Maersk argues that due to its huge economies of scale even such a large rise in the cost of fuel would only result in a small increase to the price of an individual item for the end consumer. A pair of training shoes, for example, may only increase in price by a few cents. Unfortunately, this argument has been used to justify tax increases of all types over the years, the problem being that this is not the only \u2018green tax\u2019 being suggested or levied at the moment. Governments will have to be upfront with consumers that the cost of food, clothes, furniture, electronics, fuel and anything else moved globally will have to increase if climate change targets are to be met.\r\n\r\nWhat is clear that the shipping industry will have to coalesce quickly around a single carbon emissions strategy or risk one being imposed upon it. Under pressure from their electorates, governments are determined to address climate change and are unlikely to put up with a protracted discussion process as the IMO attempts to achieve consensus amongst its members. If patience runs out, an administration, such as the US, is likely to impose its own regulations which the entire global industry will then have to adhere to, like it or not. [/pc-pvt-content]","post_title":"How to decarbonize shipping","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"how-to-decarbonize-shipping","to_ping":"","pinged":"","post_modified":"2021-06-22 13:46:37","post_modified_gmt":"2021-06-22 12:46:37","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1666","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":null,"productGallery":null,"woo_quick_view":"[woosq id= 1666]","postGallery":"","post_type_name":"Post"},{"ID":"1689","post_author":"3","post_date":"2021-06-17 11:40:43","post_date_gmt":"2021-06-17 10:40:43","post_content":"\u003Cdiv id=\"ember1664\" class=\"ember-view\"\u003E\r\n\u003Cdiv class=\"reader-article-content\" dir=\"ltr\"\u003E\r\n\r\nOne of the upshots of the G7 meeting in Cornwall, UK last week (10-13 June 2021) has been a more coordinated response to the perceived threat of China to the world\u2019s security. As well as criticizing the Chinese government for its actions in Hong Kong, the meeting has also resulted in a change of policy by G7 member Italy as regards China\u2019s \u2018Belt and Road Initiative\u2019 (BRI).\r\n\r\nFor many decades, Italy has been keen to foster closer ties with China, and this led in 2019 to its then Prime Minister, Giuseppe Conte, signing a memorandum of understanding with President Xi Jinping, much to the displeasure of other EU members. The move was prompted by earlier agreements between China and Greece which saw an investment by state controlled shipping company, Cosco, in the Port of Piraeus. Although avowed ambitions to turn the port into the \u2018biggest transit hub between Europe and Asia, and the biggest port in Europe\u2019, according to the Greek government of the time, may seem farfetched, the port has attracted a far larger proportion of China-Europe volumes than before. Italy\u2019s aim of closer cooperation with China was similarly to attract shipping transiting the Suez Canal en route to Northern Europe.\r\n\r\nOne of the first fruits of the BRI cooperation was an agreement between the Port of Trieste and the China Communications Construction Company (CCCC) which prompted local, national and regional concerns over China\u2019s growing influence. In particular, CCCC was to invest in an intermodal project connecting the port with the Baltic and Adriatic hinterland (and beyond).\r\n\r\nHowever, long before the latest G7 summit, Italy\u2019s relationship with China had already started to cool. A new government, court cases related to a conflict of interest in the Trieste Port Authority and accusations levelled by the Chinese of corruption and bureaucracy meant that plans did not progress. Instead, China has doubled down on its relationship with Greece through an investment in a multimodal rail company that will allow it access to Europe\u2019s rail network, by-passing Italy completely.\r\n\r\nPrime Minister Draghi\u2019s description of China as an \u2018autocracy that does not adhere to multilateral rules\u2019 and his commitment to re-assess the BRI agreement will be a relief to the European Commission, NATO and the rest of the G7 members. However, this will likely result in further Chinese investment in the Greek transport and logistics industry, where it will be welcomed by the present administration. The warm relations which Greece enjoys with China will be of continuing concern, partly as many other European partners may lose out from the diversion of shipping volumes but more importantly from the foothold that China has gained politically within the region.\r\n\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003Cdiv class=\"reader-flag-content__wrapper mb4 clear-both\"\u003E\u003Cem\u003ESource: Foundation for Future Supply Chain, June 17, 2021\u003C/em\u003E\u003C/div\u003E\r\n\u003Cdiv\u003E\u003C/div\u003E\r\n\u003Cdiv\u003EAuthor: John Manners-Bell\u003C/div\u003E","post_title":"G7 summit signals end of China\u2019s transport investment aspirations in Italy","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"g7-summit-signals-end-of-chinas-transport-investment-aspirations-in-italy","to_ping":"","pinged":"","post_modified":"2021-07-07 12:38:50","post_modified_gmt":"2021-07-07 11:38:50","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1689","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1690","productGallery":null,"woo_quick_view":"[woosq id= 1689]","postGallery":"","post_type_name":"Post"},{"ID":"1722","post_author":"3","post_date":"2021-06-22 16:58:42","post_date_gmt":"2021-06-22 15:58:42","post_content":"\u003Cdiv id=\"ember685\" class=\"ember-view\"\u003E\r\n\u003Cdiv class=\"reader-article-content\" dir=\"ltr\"\u003E\r\n\r\nControversy over the sourcing of cotton from the Xinjiang Uyghur Autonomous Region (XUAR) of China is just the latest in a long list of ethical and environmental scandals related to supply chains originating in the country.\r\n\r\nA coalition of human rights groups has accused the Chinese authorities of a state-sponsored system of detention and forced-labour affecting up to 1.8 million Uyghur and other Muslim people. It has been estimated that a fifth of all cotton products manufactured in the world is someway connected to the region, potentially implicating many global brands.\r\n\r\nThe widespread condemnation of the practices allegedly being employed in the region led many manufacturers to undertake audits of their supply chains to find out if they were affected. Where there was evidence of even indirect supply, some companies severed links. However, although this went some way towards pleasing many lobbyists, it meant that the Western companies involved fell foul of the Chinese authorities who consequently orchestrated a political campaign against them. This resulted in Chinese e-commerce companies, including Alibaba and JD.com, removing some international labels from their platforms; Chinese celebrities denouncing the brands which they had previously worked for and walk outs by Chinese workers from the stores of their employers. Other brands affected were Adidas, Nike, Burberry and Gap, all of which had condemned the practice of forced labour.\r\n\r\nNike\u2019s response is fairly typical of many other Western manufacturers. In a statement, the company said, \u2018Nike is committed to ethical and responsible manufacturing and we uphold international labor standards. We are concerned about reports of forced labor in, and connected to, the Xinjiang Uyghur Autonomous Region (XUAR). Nike takes very seriously any reports about forced labor and we have been engaging with multi-stakeholder working groups to assess collective solutions that will help preserve the integrity of our global supply chains.\u2019\r\n\r\nHowever, not all manufacturers and retailers have followed suit. According to the New York Times, some companies continued to source from the region, mindful of the impact of being forced out of such an important market. Chinese brands which have no compunction in supporting the Chinese government line are already profiting from the situation in XUAR.\r\n\r\nThe issue raises a number of important points for international manufacturers and retailers.\r\n\r\nFirst, it is critical to ensure that they have complete visibility of their supply chains, even down to raw material level. This is possible, but only at a cost.\r\n\r\nSecond, the decision to source from alternative regions and suppliers (\u2018optionalization\u2019) also comes at a cost, but this is essential unless the company wants to tarnish its brand or lose sales in Western markets.\r\n\r\nThird, Western lobbyists, investors and consumers have demonstrated that they have the power to influence sourcing decisions and this is likely to become an important additional factor in the future.\r\n\r\nFourth, 
2608China\u2019s policy of encouraging anti-global brand sentiment may eventually force Western companies into making a binary choice. They won\u2019t be allowed to continue serving the huge Chinese market whilst boycotting a certain region or criticizing certain policies. This is a sign of confidence by the Chinese government and a thorny problem for international companies. Ignoring the Chinese market is not an option for many due to its size and growth, as well as the fact that the value of their share price is to an extent predicated on the access to this lucrative market. If they are forced out of the market then, as was seen in the Uyghur example, Chinese rivals with their nascent brands will move in. However, if global manufacturers and retailers continue to source from China, accepting (or at least turning a blind eye to) ethical and environmental issues, they will face sustained criticism from Western consumers, governments, lobbyists and ethical investors.\r\n\r\nIn effect, the Chinese government response to the Uyghur controversy is a statement of intent which could lead to a de facto \u2018Sinofication\u2019 of some supply chains. It is another sign of the potential bifurcation of global supply chains, a process already underway in high tech sectors where Western governments are eliminating the use of Chinese components in infrastructure such as that related to the 5G roll out for security reasons.\r\n\r\nIn the case of the Uyghurs, however, it is China which is taking the public policy decisions rather then the US or Europe. The result may be the same: one set of supply chains serving the West and another, with a different values and priorities, serving China\u2019s sphere of interest in Asia and throughout the countries involved in its Belt &amp; Road Initiative.\r\n\r\nAlthough obviously the treatment of the Uyghurs has important implications for supply chains in its own right, the likelihood is that the fall out will be contained. However, it has set an important precedent. There are many issues which could well have bigger ramifications, such as the political situation in Hong Kong or even China\u2019s relationship with Taiwan. Likewise, companies may even be required by shareholders and investors to make a stand on environmental matters such as China\u2019s program of constructing coal fired power stations. Strengthening sentiment on both sides could lead eventually to a transformation in supply chain architecture over the next two decades.\r\n\r\nCONCLUSION\r\n\r\nAn ethical approach to global sourcing is fundamental to the future supply chain management strategies of global manufacturers and retailers. However, there may be opposition to what could be seen as the imposition of Western ethics on cultures and economies which work to a different set of practices and values. China certainly believes that it has done nothing wrong in the way it has treated the Uyghur community and that opposition from Western governments and companies has been politically motivated.\r\n\r\nThe progress that has been made over recent years in improving the conditions of workers in global supply chains should not be under-estimated. Indeed, this has brought about important societal benefits in developing countries. There may be limits, however, on the pressure which Western lobbyists, businesses and governments can exert before the pressure becomes regarded as undue and unwelcome political interference. If this is the case, then ultimately there is a risk that the blurring of ethical policies with international politics could result in the splintering of established global supply chain structures. This, in economic terms at least, would mean the development of sub-optimal distribution channels; costly to build and maintain. Whether the out-come would be positive for either workers, consumers or for international relations will depend to a large degree on perspective.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, June 22, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E\r\n\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003Cdiv class=\"reader-flag-content__wrapper mb4 clear-both\"\u003E\u003C/div\u003E","post_title":"How ethics and international politics could fundamentally transform global supply chains","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"how-ethics-and-international-politics-could-fundamentally-transform-global-supply-chains","to_ping":"","pinged":"","post_modified":"2021-06-22 17:09:08","post_modified_gmt":"2021-06-22 16:09:08","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1722","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1723","productGallery":null,"woo_quick_view":"[woosq id= 1722]","postGallery":"","post_type_name":"Post"},{"ID":"1729","post_author":"3","post_date":"2021-06-23 18:29:31","post_date_gmt":"2021-06-23 17:29:31","post_content":"Amazon's dominant position in the market is being increasingly challenged in the USA and elsewhere by a variety of different organizations and institutions. In the first instance, politicians and regulators fear that it is using its hold on the market to undertake anti-competitive practices. To add to growing pressure, however, labour organizations are alleging that it is using its power to exploit workers and to reduce pay and standards across the industry.\r\n\r\nFollowing the election of President Biden, the future of \u2018Big Tech\u2019, especially industry giants such as Amazon, Apple, Google and Facebook, has been in question. Their market dominance and the effect this has on competitors and customers has prompted calls by some for their break up.\r\n\r\nOne of the allegations levelled against Amazon is the behaviour of its \u2018Fulfilled by Amazon\u2019 operation (FBA). It is alleged that the company has been favouring third party marketplace customers which use its logistics services, a strategy called \u2018self-preferencing\u2019.\r\n\r\nAlthough third party customers do have the ability to fulfil orders placed over the platform themselves, the argument goes that by not signing up to FBA their products lose out on placement on the site and are more at risk from penalties for late delivery. Regulators believe that rather than just a feature of healthy competition in which companies like Amazon are in their rights to promote their own products and services, their size and power acts as a form of compulsion.\r\n\r\nThis has prompted a number of bipartisan antitrust proposals under discussion in the US by the House Antitrust Subcommittee, which if successful, could lead to the break up of the company. Also, Seattle Congresswoman Pramila Jayapal has introduced legislation, the \u2018Ending Platform Monopolies Act\u2019, which would allow federal government to force tech companies to sell off operations where there was an alleged \u2018conflict of interest\u2019. The European Commission has also been proactive in its antitrust fight against tech giants and could pursue similar proposals.\r\n\r\nIt should be stressed that the chances of this present antitrust legislation being passed is remote \u2013 but it does show the general direction of movement in Washington. There has been the suggestion that rather than wait to be pushed by federal government, Amazon might be tempted to spin off its logistics on its own terms, creating a huge independent rival to UPS and FedEx. If the company was compelled to sell off its Amazon Logistics business it could be worth, reportedly, $230 billion (Bank of America).\r\n\r\nHowever, Amazon is not only coming under pressure from government but also from Unions which, in its own way, could also be highly disruptive to the company. The International Brotherhood of Teamsters (IBT) has announced that it will attempt to unionize the company\u2019s warehouse workers and truck drivers. In a resolution to be voted on at its International Convention it accused the company of \u2018changing the nature of work in our country\u2019 and \u2018[exploiting] employees, contractors and employees of contractors\u2019.\r\n\r\nThe campaign comes after a bitter and hard fought vote at Amazon\u2019s Bessemer, Alabama warehouse earlier in the year over whether workers should join the Retail, Wholesale and Department Store Union. In this case, the company won although it was accused by labour organizations of using underhand tactics to persuade workers to reject the union contract. The IBT is setting up a special Amazon Division to lead the campaign. Given the size of Amazon\u2019s workforce, membership would be hugely beneficial to the Union should it succeed.\r\n\r\nOf course, if Amazon\u2019s workforce does become unionized there would be a huge impact not only in terms of cost but also flexibility. Meeting peaks and troughs in demand in a highly volatile market environment would become hugely challenging. Of course, the move may in fact accelerate the company\u2019s efforts to automate its operations, to reduce its dependence on labour.\r\n\r\nIn summary, Amazon\u2019s management will be fighting on many fronts in the coming years, as well as dealing with the operational challenges created by the boom in e-commerce. Seemingly, the future structure of the company, not least whether or not it spins off Amazon Logistics, depends on the success of its arguments and the strength of the political opposition as much as market forces.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, June 23, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E","post_title":"Amazon under pressure from government and unions","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"amazon-under-pressure-from-government-and-unions","to_ping":"","pinged":"","post_modified":"2021-06-23 18:48:17","post_modified_gmt":"2021-06-23 17:48:17","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1729","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1730","productGallery":null,"woo_quick_view":"[woosq id= 1729]","postGallery":"","post_type_name":"Post"},{"ID":"1759","post_author":"3","post_date":"2021-07-07 12:25:19","post_date_gmt":"2021-07-07 11:25:19","post_content":"New \u003Ca href=\"https://sustainability.aboutamazon.com/environment/sustainable-operations/carbon-footprint\"\u003Edata from retail giant Amazon\u003C/a\u003E shows that its carbon footprint grew nearly one fifth (19%) to 60.64m metric tonnes in 2020 as online retail boomed during the Covid-19 pandemic. The rise made 2020 the third consecutive year in which carbon emissions at Amazon have risen since it began recording and releasing data in 2018.\r\n\r\nThe 19% rise in carbon emissions came as \u003Ca href=\"https://futuresupplychains.org/amazon-under-pressure-from-government-and-unions/\"\u003EAmazon\u003C/a\u003E experienced another year of rapid growth. Revenue across the business grew to $386bn, a rise of 37.6% year-on-year, while in the Online Stores and Third-Party Seller segments, revenues were up 39.7% and 49.6% during 2020 as e-commerce channels became the go-to amid store closures and stay-at-home orders.\r\n\r\nIn releasing data covering its environmental impact, Amazon pointed to a number of initiatives that helped it lower emissions per dollar of revenue. That figure fell 16% as overall emissions related to visits to its Whole Foods outlets falling 32%, it purchased more solar-generated energy across its business and upped its usage of recycled plastics in its products. However, Amazon\u2019s emissions related to fossil fuels usage rose 69% in 2020.\r\n\r\nAmazon, though, is by no means the only player in e-commerce that is struggling to get a handle on its carbon emissions as online retail booms. In the UK, light commercial vehicle sales hit near-record levels in the first half of 2021, with 191,500 sold, \u003Ca href=\"https://www.smmt.co.uk/2021/07/lcv-market-recovery-slowed-only-by-supply-shortages-as-almost-35000-new-vans-hit-british-roads/\"\u003Eaccording to SMMT data.\u003C/a\u003E The peak was set in H1 2019, illustrating that demand is not new, and combined with the new rapid growth in sales, shows it\u2019s likely to endure. Moreover, the sales figures point to further growth in the UK\u2019s emissions from light duty vehicles which rose from 16.1m metric tonnes in 2010 to 19.2m in 2019, according to the latest UK government data.\r\n\r\nThere is encouraging news about the ability of the logistics market to create more sustainable supply chains, however. A white paper from DHL, \u201c\u003Ca href=\"https://www.dhl.com/us-en/home/press/press-archive/2021
2608/e-commerce-will-drive-electrification-in-supply-chains.html\"\u003EECO-mmerce: How online retail can build the sustainable supply chain of tomorrow\u003C/a\u003E\u201d from June 2021 showed that a majority (60%) of US consumers surveyed were willing to pay more for environmentally friendly products and services, while \u201c54% stated they put more trust in a company based on public commitments to environmental sustainability with carbon emissions, green energy, waste, alternative fuels and sustainable packaging identified as the five most important factors in helping the environment.\u201d\r\n\r\nIn sum, the evidence shows the status quo in e-commerce logistics is unsustainable. The growth of volumes remains so rapid that it is outpacing the gains in efficiency made by players throughout the e-commerce supply chain. News that consumers are increasingly willing to \u003Ca href=\"https://www.ti-insight.com/briefs/are-shippers-ready-to-pay-to-offset-carbon-emissions-in-the-supply-chain/\"\u003Epay more for sustainable solutions is welcome\u003C/a\u003E, now those solutions must be created and embedded.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, July 7, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Nick Bailey\u003C/strong\u003E","post_title":"Does e-commerce have a sustainability problem?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"e-commerce-sustainability-have-a-problem","to_ping":"","pinged":"","post_modified":"2021-07-07 12:39:56","post_modified_gmt":"2021-07-07 11:39:56","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1759","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1760","productGallery":null,"woo_quick_view":"[woosq id= 1759]","postGallery":"","post_type_name":"Post"},{"ID":"1776","post_author":"3","post_date":"2021-07-15 12:33:39","post_date_gmt":"2021-07-15 11:33:39","post_content":"Forecasting demand in any industry was fraught with difficulties last year. The high tech industry was one of many sectors to get it wrong.\r\n\r\nManufacturing largely halted when the pandemic first struck. Then, predicting a sharp downturn in the global economy, the sector understandably did not anticipate demand growth in areas such as laptops for home-working and other electronic devices for entertainment. As the economy regained its footing, demand growth has accelerated further, and manufacturers have been playing catch up ever since.\r\n\r\nChip makers have been working hard to ramp up production, but they are largely failing to meet demand. According to the Ti dashboard, year-on-year growth in semiconductor shipments of 14.3% in Q1 2021 was the highest level of growth seen since Q4 2014, but this has not been strong enough to allow significant areas of industry to function effectively.\r\n\r\n\u003Cimg class=\"wp-image-1780 aligncenter\" src=\"https://futuresupplychains.org/wp-content/uploads/2021/07/semiconductors-graph-300x199.jpg\" alt=\"\" width=\"529\" height=\"351\" /\u003E\r\n\u003Cp style=\"text-align: center;\"\u003E\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Cem\u003ESource: Ti Dashboard with data from SEMI Silicon Manufacturers Group\u003C/em\u003E\u003C/span\u003E\u003C/p\u003E\r\nAccording to Japan\u2019s Ministry of Economy, Trade and Industry, its industrial output fell 6% month-on-month in May, caused largely by a lack of chips that reduced car production. Chinese manufacturing output growth also appears to be slowing. According to AlixPartners, the chip shortage is projected to lead to $110bn in lost revenue for car manufacturers worldwide in 2021.\r\n\r\nUnfortunately, there seems to be no sign of the situation abating any time soon. According to \u003Ca href=\"https://www.bloomberg.com/news/articles/2021-06-25/intel-ceo-says-chip-shortage-to-hit-bottom-in-second-half?srnd=technology-vp\"\u003EBloomberg\u003C/a\u003E, Intel CEO, Pat Gelsinger, recently commented: \u201cI don\u2019t expect the chip industry is back to a healthy supply-demand situation until \u201923. For a variety of industries, I think it\u2019s still getting worse before it gets better.\u201d Volkswagen recently confirmed it expected the semiconductor shortage to continue to affect its results over the next six months. Forecaster LMC Automotive recently said it expects shortages to disrupt the sector through the second half of 2021, but that this could continue into 2022. For now, it looks like this shortage will continue to prevent an even sharper recovery in global freight volumes.\r\n\r\nNew semiconductor fabrications plants (fabs) are expected to come online in the years ahead which will help the industry over the longer term. However, the quantity of new plants coming online might be influenced by a number of factors.\r\n\r\nDespite the positive noise around the industry, not least due to demand from advanced technology sectors such as 5G and robotics, and the automotive sector, some in the industry are not convinced of its potential. Broadcom Inc CEO \u003Ca href=\"https://www.fool.com/earnings/call-transcripts/2021/06/03/broadcom-ltd-avgo-q2-2021-earnings-call-transcript/\"\u003EHock Tan recently commented\u003C/a\u003E that the industry is mature and suggested the recent boom would not lead to a fundamental change in longer term growth rates. These concerns appear to in part stem from the volatile demand patterns of the past, as can be seen from the graph above.\r\n\r\nFurthermore, new fab investment should be determined by the type of chips needed by industry and this is subject to change over time. For instance, \u003Ca href=\"https://www.ft.com/content/40eda20e-17d8-4368-bdeb-a2d1b151bc34?mod=djemlogistics_h\"\u003EIntel is considering investing $20bn over 10 years in two fabs in Europe\u003C/a\u003E, possibly looking at 10 nanometre chip production, but there is inherent risk if Europe ends up requiring more mature models.\r\n\r\nThere are also various political forces dictating where such production should be located. Showing how engrained in the public consciousness the sector has become, a new poll from IBD/TIPP indicates two thirds of Americans (66%) say having a strong semiconductor manufacturing base is either \u201cvery important\u201d (45%) or \u201csomewhat important\u201d (21%) to national security. However, the economics of shifting production to the US (or Europe for that fact) are not so positive. \u003Ca href=\"https://www.forbes.com/sites/deborahwince-smith/2021/06/29/americas-lack-of-chips-is-more-than-a-blip/?sh=5abb18b35158\"\u003EAccording to Forbes\u003C/
2608a\u003E, the 10-year cost of a new fab in the US is 30% higher than building the same fab in Taiwan or South Korea, and up to 50% higher than in China. Some of these countries are subsidising such industries. For instance, according to Reuters, South Korea will \u003Ca href=\"https://www.reuters.com/technology/samsung-raises-non-memory-chip-investment-target-skorea-announces-bigger-tax-2021-05-13/\"\u003Eincrease tax breaks\u003C/a\u003E in the next three years to 6% from the current 3% or lower for key industries, including semiconductors. A US bipartisan proposal could also create a 25% tax credit for new domestic facilities.\r\n\r\nFor logistics providers, the high level of uncertainty creates challenges and opportunities. Kintetsu Express for instance has recently added charters to deliver ASEAN auto parts to US in anticipation of a rise in automotive production. However, suggestions of a strong uptick in chip-making over the next 6 months are tentative at best, leaving the possibility that the space will go unused. Over the longer run, prospects appear to be much more positive even if challenges remain. A shift towards more localised production may mean logistics providers need to alter services accordingly.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, July 14, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Andy Ralls\u003C/strong\u003E","post_title":"When will the semiconductor shortage crisis abate?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"semiconductor-shortage-crisis","to_ping":"","pinged":"","post_modified":"2021-07-19 12:12:54","post_modified_gmt":"2021-07-19 11:12:54","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1776","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1777","productGallery":null,"woo_quick_view":"[woosq id= 1776]","postGallery":"","post_type_name":"Post"},{"ID":"1810","post_author":"3","post_date":"2021-07-20 17:47:27","post_date_gmt":"2021-07-20 16:47:27","post_content":"A global survey of logistics and supply chain executives has found that there is still very little consensus on which alternative power system will replace diesel for the heavy duty truck sector over the coming years.\r\n\r\nThe survey, contained in the\u00a0\u003Cstrong\u003ELogistics and Supply Chain Sustainability Report 2021\u003C/strong\u003E, published jointly by Ti Insight and the Foundation for Future Supply Chain, found that 44% of respondents favoured hydrogen, 34% Liquid Natural Gas (LNG) and just under a fifth electric.\r\n\r\nThere was far more clarity about the future of the light commercial van sector. Almost four fifths (77%) said that battery electric would gain the widest adoption followed a long way behind by LNG and hydrogen (12% and 11% respectively).\r\n\r\nWhen asked what the biggest barriers were to adopting new e-fuels, respondents returned a variety of issues with the lack of charging network being the most frequently cited. Cost of new vehicle acquisition and the range of electric batteries were also regularly cited.\r\n\r\nIt also seems that a sizeable minority believes that government targets to phase out the use of fossil fuels in engines are unrealistic. Over a third of executives were skeptical of plans to ban petrol and diesel engines by 2040 (many countries have earlier deadlines) suggesting that there will need to be considerable progress in e-Fuel technology if a significant proportion of the industry is to be convinced that a ban is workable.\r\n\r\nAccording to John Manners-Bell, Director of the Foundation for Future Supply Chain, the fact that there is still no consensus on which technology will replace diesel, at least in the heavy duty sector, is very worrying. \u2018We know that the all-round utility of diesel engines across a wide range of operational settings will make it difficult to replace. However, whilst demanding targets are being set by governments, the survey has found that there is still no clear vision on which technology to adopt. Given the investment time horizons for trucks, charging networks and the resources which go into creating a technology eco-system, it is unsurprising that such a large proportion of the industry thinks meeting these targets is unrealistic.\u2019\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, July 20, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Foundation for Future Supply Chain\u003C/strong\u003E\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003E\u003Cimg class=\"alignleft wp-image-1805\" src=\"https://futuresupplychains.org/wp-content/uploads/2021/07/FFFSC-front-cover_with-Ti-logo-Copy-4-212x300.jpg\" alt=\"\" width=\"100\" height=\"141\" /\u003EAbout the Logistics and Supply Chain Sustainability Report 2021:\u003C/strong\u003E\r\n\r\nThe Logistics and Supply Chain Sustainability Report 2021 analyses the progress the logistics industry is making, current attitudes towards sustainability within the industry, and the measures businesses must adopt to achieve net-zero emissions. To find out more about the report please visit:\u00a0\u003Ca href=\"https://www.ti-insight.com/product/sustainability-report/\"\u003Ewww.ti-insight.com/product/sustainability-report\u003C/a\u003E.","post_title":"New report reveals logistics industry cracks over diesel replacement","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"new-report-reveals-logistics-industry-cracks-over-diesel-replacement","to_ping":"","pinged":"","post_modified":"2021-07-20 17:47:27","post_modified_gmt":"2021-07-20 16:47:27","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1810","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1574","productGallery":null,"woo_quick_view":"[woosq id= 1810]","postGallery":"","post_type_name":"Post"},{"ID":"1815","post_author":"3","post_date":"2021-07-22 14:51:38","post_date_gmt":"2021-07-22 13:51:38","post_content":"Data from \u
2608003Ca href=\"https://www.lufthansagroup.com/media/downloads/en/responsibility/LH-Factsheet-Sustainability-2020.pdf\"\u003ELufthansa Cargo\u003C/a\u003E shows that its carbon dioxide emissions stayed at 0.67 kg/freight tonne kilometres (kg/tkm) from 2018 to 2020, despite the fact that in 2020 the Corona pandemic brought many of its operations to a standstill and there was a fall in volumes of over a quarter. From 2019 to 2020 carbon monoxide (CO) emissions increased by 8.1% from 0.37 to 0.40 g/tkm and UHC emissions increased by 10.8% from 0.037 to 0.041 g/tkm. However, nitrogen oxide (NOx) emissions decreased by 2% from 3.5 to 3.4 g/tkm.\r\n\r\nAccording to the \u003Ca href=\"https://www.itf-oecd.org/sites/default/files/air-connectivity-covid-19.pdf\"\u003EInternational Transport Forum\u003C/a\u003E, whilst air cargo volumes over 2020 declined with economic activity, freight-only flights increased, with some passenger aircraft converted to carry freight to cover for cargo that is usually carried in the bellies of passenger aircraft. Supply of medical materials and equipment was critically dependent on air freight during the crisis. The volume of pharmaceutical products carried doubled. Air freight capacity is still well below 2019 levels and with airlines predicting lower passenger traffic until 2023 or 2024, the freighter conversion market will continue to grow.\r\n\r\nLufthansa Cargo has pointed to a number of initiatives that will help it to minimize the impact of flying on the environment. It is reducing carbon emissions on take-off, in flight and on landing and in 2022 it will roll out AeroSHARK on the entire freighter fleet - a surface film that mimics the fine structure of a shark\u2019s skin, optimizing the aerodynamics on flow-related parts of the aircraft, so that less fuel is needed overall. For the entire fleet of ten aircraft, Lufthansa claims that this translates to annual savings of around 3,700 tons of kerosene and just under 11,700 tons of CO\u003Csub\u003E2\u003C/sub\u003E\u00a0emissions, which is the equivalent of 48 individual freight flights from Frankfurt to Shanghai.\r\n\r\nAt the end of November 2020, Lufthansa Cargo and DB Schenker carried out a CO2-neutral freight routing which was completely covered by Sustainable Aviation Fuel (SAF). SAF is obtained from biomass and the aim is to use it to entirely replace fossil fuels in the future.\u00a0According to \u003Ca href=\"https://www.lufthansagroup.com/en/responsibility/climate-environment/fuel-consumption-and-emissions/sustainable-aviation-fuel.html\"\u003ELufthansa\u003C/a\u003E, it reduces emissions by up to 80% vs standard aviation fuel.\r\n\r\nLufthansa Cargo customers can check the CO2 emissions of their shipment's transport during the booking process with an online booking portal, then they can offset them in the future. The Lufthansa platform \u003Ca href=\"https://lh-innovationhub.de/en/project/compensaid/\"\u003ECompensaid\u003C/a\u003E calculates the market-based surcharge in comparison to fossil kerosene. Customers willing to pay this surcharge can use it to cover their individual kerosene consumption with the climate-neutral fuel. The Lufthansa Group continue to pay the basic rate for the kerosene. The SAF purchased as part of the offsetting process will be deployed on Lufthansa flights within a period of six months.\r\n\r\nLufthansa Cargo is of course not the only airline trying to get a handle on its emissions. AF-KLM Cargo has launched a programme allowing customers to invest in SAF in a bid to help boost production. KLM, with its partners, is building a SAF-dedicated plant to produce its own fuel, scheduled to open in 2023 in the north of the Netherlands. IAG Cargo, the cargo division of International Airlines Group, completed its first sustainable aviation fuel (SAF) charter chain of 16 flights from Stuttgart to Atlanta in June this year.\r\n\r\nIn summary, whilst efforts are being made to reduce the air cargo carbon footprint, it is a long-haul journey. IATA has adopted a set of ambitious targets to mitigate CO\u003Csub\u003E2\u003C/sub\u003E\u00a0emissions from air transport, aiming for a\u00a0reduction in net aviation CO\u003Csub\u003E2\u003C/sub\u003E\u00a0emissions of 50%\u00a0by 2050, relative to 2005 levels, but there is a lot still to achieve, as the aviation industry continues to be one of the hardest sectors to decarbonise.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, July 22, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Julia Swales\u003C/strong\u003E","post_title":"Can airlines really offset their air cargo carbon footprints?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"can-airlines-really-offset-their-air-cargo-carbon-footprints","to_ping":"","pinged":"","post_modified":"2021-07-22 16:01:54","post_modified_gmt":"2021-07-22 15:01:54","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1815","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1816","productGallery":null,"woo_quick_view":"[woosq id= 1815]","postGallery":"","post_type_name":"Post"},{"ID":"1828","post_author":"3","post_date":"2021-07-27 12:30:56","post_date_gmt":"2021-07-27 11:30:56","post_content":"It has been more than six months since the EU and the UK have officially parted ways and the Trade and Cooperation Agreement came into effect on January 1, 2021. Despite some dire warnings and worst-case scenarios, such as up to 7,000 trucks being stuck in Kent, these have not materialised so far. Even though disruptions still happened, stockpiling and certain preparations helped alleviate some of the major pressures during this period that also coincided with unprecedented COVID-19 restrictions.\r\n\r\n\u003Cem\u003EStockpiling\u003C/em\u003E\r\n\r\nAs many businesses feared the repercussions of Brexit, they started stockpiling to create a buffer for the first few months until rules had been more settled and processes become clearer. During November 2020, as many as 230,000 trucks drove through Dover, the highest tally of the year. This helped reduce the number of lorries crossing after January 1, 2021, as only 130,000 lorries crossed the channel that month compared to the seasonal average of about 200,000. Lorry traffic between Ireland and Britain fell 50% in the early stages of 2021, as many businesses avoided initial post-Brexit border checks at Dublin Port in January and February, according to Simon Carswell, writing for the Irish Times. Many could do this because they had been stockpiling before Brexit.\r\n\r\n\u003Cem\u003ECompliance\u003C/em\u003E\r\n\r\nMany suppliers were backing off from the bureaucracy around Brexit and COVID-19 and many trucks showed a much higher level of compliance with the required paperwork, avoiding complications and being turned away. According to the Financial Times, in early January 2021, only 8% of trucks were turned away, which fell further to 2% the following month. The UK government attributed this to the \u00a3800m investments in border jobs, technology and infrastru
2608cture.\r\n\r\nKent Access Permit discontinued\r\n\r\nEven though officials also credit the Kent Access Permit for its effectiveness, an online registration portal threatening to fine drivers \u00a3300 if they failed to pre-declare their paperwork before driving into Kent, it was discontinued in April 2021. The news was generally reported to have been received positively, particularly by the UK haulage industry.\r\n\r\n\u003Cem\u003ECommunication\u003C/em\u003E\r\n\r\nAdditionally, border controls in France had not stopped as many trucks as foreseen in worst-case scenarios. Even though initially hundreds of trucks had been stopped, this figure was quickly reported to fall to 7% that were being sent to orange lanes for checks, according to Jean-Marc Puissesseau, president of the ports of Calais and Boulogne. In order to correct common mistakes and guide logistics companies more effectively, UK government officials had also established a communications line with French, Dutch and Spanish counterparts throughout January, aiming to provide feedback on where complications arose and how to mitigate them.\r\n\r\nAlex Veitch, Policy Chief at Logistics UK, and reported by the Financial Times, said that the UK government also applied a \u201c90-10 rule\u201d to its preparation, meaning that it focused hardest on the 10,000 or so largest UK businesses who account for about 90% of UK trade with the EU.\r\n\r\n\u003Cem\u003EConsequences\u003C/em\u003E\r\n\r\nBrexit might not have immediately and plainly shown the consequences of divorcing from the EU, but the structural changes it has introduced are undeniable. The cost of moving freight has soared, partly because of Brexit-related \u003Ca href=\"https://www.ti-insight.com/briefs/uks-driver-shortage-turns-into-bermuda-triangle/\"\u003Edriver shortages\u003C/a\u003E and a reluctance among EU drivers to risk customs delays when returning to the EU, \u003Ca href=\"https://www.ft.com/content/1001c054-0cf9-4f30-a62a-c9ac91e58223\"\u003Eaccording to John Lucy\u003C/a\u003E, Head of International Trans
2608port at the Road Haulage Association. Lucy continued, \u201cUK export trailer prices have doubled or tripled in six months. A trailer load from the north-west to Belgium was going out at \u00a3500 last year, but now it\u2019s up to \u00a31,500 for the same load.\u201d\r\n\r\nThanks to measures taken, worst-case scenarios have not materialised in the first months of Brexit, logistics experts still see reason for caution as further customs processes are to be introduced as part of the phased implementation over the remaining months of 2021.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, July 27, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Foundation for Future Supply Chain\u003C/strong\u003E","post_title":"Brexit: worst-case avoided \u2013 for now?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"brexit-worst-case-avoided-for-now","to_ping":"","pinged":"","post_modified":"2021-07-27 12:30:56","post_modified_gmt":"2021-07-27 11:30:56","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1828","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1829","productGallery":null,"woo_quick_view":"[woosq id= 1828]","postGallery":"","post_type_name":"Post"},{"ID":"1831","post_author":"3","post_date":"2021-07-27 12:34:17","post_date_gmt":"2021-07-27 11:34:17","post_content":"\u003Cstrong\u003EDriver shortage in the UK exacerbated and reaching \u2018crisis point\u2019\u00a0 \u003C/strong\u003E\r\n\r\nEven though the driver shortage issue is not a new one, it has rarely been this acute, problematic and in urgent need for resolution. Lorry drivers are lost in a sort of Bermuda triangle of Brexit, pandemic and tax reforms/peak seasons, leading to a pressing staff shortage threatening to affect the public by the end of summer in the UK.\r\n\r\n\u003Ca href=\"https://www.ti-insight.com/briefs/pressure-in-the-uk-for-truck-driver-work-visas/\"\u003EBrexit\u003C/a\u003E effectively ended recruitment from the EU, making it legally impossible to recruit foreign HGV drivers; the COVID-19 pandemic created a backlog of tests and saw around 15,000 Eastern European driver returning home; finally, newly introduced tax reforms exacerbated the exodus of EU drivers from the UK which will only get worse over the coming summer.\r\n\r\nAccording to \u003Ca href=\"https://driverrequire.co.uk/upload/docs/Driver%20Require_Investigating%20HGV%20Driver%20Demand%20and%20Supply%202021%2019.05.21.pdf\"\u003EDriver Require\u2019s report\u003C/a\u003E on the issue of driver shortages in the UK, from 2010 to 2017 the number of EU nationals driving HGV in the UK rose from 10,000 to 45,000, and fell to 42,000 in early 2020, possibly related to Brexit. From March to June 2020, the number of EU HGV drivers declined by another 15,000, to 25,000, recovering only slightly to 28,000 by the end of the year. Additionally, the pandemic is also believed to have accelerated the retirement rate in the industry.\r\n\r\n\u003Cstrong\u003E\u003Cem\u003ECancellation of HGV driver tests\u003C/em\u003E\u003C/strong\u003E\r\n\r\nCompanies, industry associations and leaders have been lobbying for HGV drivers to be put on the shortage occupations lists, however, the government\u2019s position remains unchanged on its post-Brexit immigration regime. This is still considered to be the simplest solution by industry stakeholders due to a six-month lag for recruitment and training on top of a limited pool of candidates. Otherwise, the results could be a 15-20% increase in transport costs. \u003Ca href=\"https://theloadstar.com/uk-driver-shortage-tops-100000-not-helped-by-delays-at-testing-stations/\"\u003EAlex Veitch\u003C/a\u003E, Logistics UK\u2019s General Manager, argued the government needed to act faster on prioritising cancelled driving tests and creating grants providing driver training.\r\n\r\n\u003Cstrong\u003E\u003Cem\u003ETax Reforms for haulage companies\u003C/em\u003E\u003C/strong\u003E\r\n\r\nThe so-called \u003Ca href=\"https://inews.co.uk/news/hgv-driver-shortage-food-fresh-produce-rot-price-rises-crisis-brexit-1047059\"\u003EIR35\u003C/a\u003E reforms by HM Revenue &amp; Customs required all contractors with a turnover of \u00a310m or 50 staff to pay full tax and national insurance on their drivers, starting in April 2021. Peter Foster, writing for the Financial Times (FT), reported that even though this was widely welcomed by industry leaders, the reforms were adding to the shortage, who reject the drop in incomes that come with regularising their tax status. \u201cThe initial departure was driven by Covid, but we estimate that another 5,000-10,000 are leaving now because of IR35. A lot didn\u2019t pay correct limited company taxes, but even with inflated wages, it\u2019s still not enough to get the same net income\u201d, said Kieran Smith, Chief Executive of Driver Require, a recruitment agency. Driver Require\u2019s research suggested around 12,000-15,000 EU drivers left partly due to the pandemic and another 5,000-10,000 left due to the tax changes.\r\n\r\n\u003Cstrong\u003E\u003Cem\u003EUpcoming peak seasons\u003C/em\u003E\u003C/strong\u003E\r\n\r\nDriver Require \u003Ca href=\"https://driverrequire.co.uk/upload/docs/Driver%20Require_Investigating%20HGV%20Driver%20Demand%20and%20Supply%202021%2019.05.21.pdf\"\u003Eestimates\u003C/
2608a\u003E a most likely driver reduction of 22,000 since the beginning of the pandemic, which will be compounded by lifting of lockdown restrictions and reopening of hospitality venues and high street shops, likely to begin from mid-2021. This will also coincide with travelling, which is likely to include HGV drivers taking summer vacations. The report highlights that this deficit would typically be covered with incoming European workers, however, those are no options this time, as the new points-based system prevents them completely from entering the UK as HGV drivers.\r\n\r\n\u003Cstrong\u003E\u003Cem\u003EWaste\u003C/em\u003E\u003C/strong\u003E\r\n\r\nHowever, the consequences are not only a lack of product variety and a price increase, but the incredible food waste resulting from it. Tesco has told ministers nearly 50 tonnes of fresh food intended for its stores is being thrown every week because of the shortage, reported \u003Ca href=\"https://inews.co.uk/news/consumer/tesco-food-waste-50-tonnes-hgv-driver-shortage-crisis-1057834\"\u003EKatie Grant for iNews\u003C/a\u003E. Grant reported that, \u201cshelf-life of fresh produce is reduced and can spoil before it even leaves the wholesalers while supermarkets often deem short-dated goods delivered late to distribution centres and stores unsellable\u201d. Meanwhile, \u003Ca href=\"https://www.weforum.org/agenda/2021/06/global-shortage-commercial-truck-drivers/\"\u003ETim O\u2019Malley\u003C/a\u003E, Group Managing Director of Nationwide Produce, a UK-based fresh food shipping company, recently wrote and confirmed that \u201cfood [was] being left to rot or get thrown away because of the shortage of truck drivers.\r\n\r\nThe UK is facing one of its most severe periods of the driver shortage to date, an issue that has been compounded with the pandemic, motivating many European drivers to return to their home country and not being able to return due to Brexit\u2019s immigration regulations. Further pain points are the approaching summer holidays, continued unlocking of the economy and peaks in demand over the summer, that could even affect Christmas preparations.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, July 27, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Dila Cebeci\u003C/strong\u003E","post_title":"UK\u2019s driver shortage turns into Bermuda triangle","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"uks-driver-shortage-turns-into-bermuda-triangle","to_ping":"","pinged":"","post_modified":"2021-07-27 12:38:33","post_modified_gmt":"2021-07-27 11:38:33","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1831","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1832","productGallery":null,"woo_quick_view":"[woosq id= 1831]","postGallery":"","post_type_name":"Post"},{"ID":"1834","post_author":"3","post_date":"2021-07-27 12:37:53","post_date_gmt":"2021-07-27 11:37:53","post_content":"The British government is being pressured to introduce work visas for truck drivers from continental Europe. Shortages of truck drivers are widespread in many developed economies but\u003Ca href=\"https://www.ti-insight.com/briefs/uk-truck-driver-shortage-felt-in-wholesaling/\"\u003E in the UK, the problem seems to be particularly acute\u003C/a\u003E.\r\n\r\nA highly developed logistics sector combined with what are now very large e-retail operations have heightened demand for truck drivers. This has led to pressure on the British government from many road haulage operators and users to make truck driving a \u2018shortage occupation\u2019 enabling work visas to be issued. The government has denied that it is considering this, saying that the changed labour conditions were made clear to the road haulage sector when the UK left the European Union. Nonetheless, the rumours persist.\r\n\r\nRather the government has responded to complaints of driver shortages by extending the hours drivers can work. Surprisingly, this has not made the industry happy. The Chief Executive of the \u003Ca href=\"https://www.rha.uk.net/news/news-blogs-and-press-releases/news-updates/detail/extensions-to-drivers-h
2608ours-counter-productive-\"\u003ERoad Haulage Association\u003C/a\u003E said that his organisation opposed the \u201cwholesale extensions to drivers\u2019 hours as we believe they can be counter-productive by making the job less attractive. Loading more hours on to drivers that are already exhausted is not the answer\u201d.\r\n\r\nThe UK was much more open to foreign drivers than most other European economies in the 1990s, with a more dynamic labour market and opposed to the sorts of constraints through regulation common in continental Europe. The result was a huge rise in the proportion of drivers from central Europe, many of them working for trucking companies based in Central Europe acting as sub-contractors. The effect on the labour was considerable, with demand for British drivers suppressed.\r\n\r\nJudging by the reaction of much of the industry, there is a reluctance to let go of this practice of importing drivers from continental Europe and the lower wage rates that go with it. One potential alternative is that UK-based drivers would experience higher wages, drawing labour into the sector. This of course would mean higher costs and higher rates for both logistics service providers and shippers, but it is unclear if this would suppress demand for road freight, demand which at present seems strong. Perhaps there is an understandable nervousness about moving to a different business model.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, July 27, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Pressure in the UK for truck driver work visas","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"pressure-in-the-uk-for-truck-driver-work-visas","to_ping":"","pinged":"","post_modified":"2021-07-27 12:37:53","post_modified_gmt":"2021-07-27 11:37:53","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1834","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1835","productGallery":null,"woo_quick_view":"[woosq id= 1834]","postGallery":"","post_type_name":"Post"},{"ID":"1837","post_author":"3","post_date":"2021-07-29 11:15:17","post_date_gmt":"2021-07-29 10:15:17","post_content":"This may seem a ridiculous question, given the universal acceptance that urgent steps need to be taken to address climate change. However, it is one thing for transport and logistics companies to claim that they are \u2018lazar-focused\u2019 on reaching zero- emission targets and another thing to deliver on pledges.\r\n\r\nAt first sight, some sectors such as container shipping, have done quite well over the past few years. Work undertaken by Ti Insight on behalf of the Foundation for Future Supply Chain has shown that, across the sector, there was an average decline in carbon emissions of 3.1% and 4.4% for 2019 and 2020 respectively. Much of this reduction has been achieved with efficiency gains and emissions reductions based on current heavy oil fuels or less emissions-intensive LNG-based fuels.\r\n\r\nHowever, 2021 is likely to show a considerable reversal in this trend. Post-COVID consumer demand in the West has driven up volumes on key trade lanes and the resulting capacity crunch has led shipping lines to augment their ultra-large container ships with much smaller, older and less efficient vessels. Congestion at ports has meant that ships spend more time waiting to be off-loaded and trucks more time waiting to pick up containers. In addition to this, ships are speeding up transit times in order to catch up with schedules; partly to keep their customers happy, partly to take advantage of eye-watering shipping rates. Slow steaming strategies (ostensibly introduced to reduce the consumption of oil and reduce emissions) have been rapidly discarded.\r\n\r\nShipping should not be singled out. Air cargo and express operators have also seen a boom in demand for their services in the past year and FedEx has already abandoned one of its targets due, not least, to a surge in international e-commerce shipments. An increase in the need for Last Mile delivery, such an important part of keeping societies and economies functioning during the COVID pandemic, will also result in much higher carbon emissions.\r\n\r\nOne way to look at the likely reversal of carbon emissions decline in 2021 would be to treat the year as a one off. However, this may be over optimistic. Common to all modes and sectors is the problem that in the medium term, without widespread adoption of alternative fuels, the re-structuring of supply chains or the shifting of freight to less carbon intensive forms of transport, previous gains will subside and volume growth in the market will outweigh even optimistic efficie
2608ncy gains.\r\n\r\nThis issue is not one just for the transport and logistics sector to solve. After all, it is doing its best to respond to the pressures being heaped upon it by economies and societies. The point is, that without major structural changes to supply chains, these pressures will time and again produce the same result \u2013 higher emissions.\r\n\r\nSo, the answer to my initial question is that of course carbon emissions matter. However, at times of severe economic and societal stress, rightly or wrongly, they are not of primary importance shippers, logistics and transport operators, or, for that matter, governments, whatever the public pronouncements.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, July 29, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E","post_title":"Do carbon emissions really matter?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"do-carbon-emissions-really-matter","to_ping":"","pinged":"","post_modified":"2021-07-29 11:16:03","post_modified_gmt":"2021-07-29 10:16:03","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1837","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1496","productGallery":null,"woo_quick_view":"[woosq id= 1837]","postGallery":"","post_type_name":"Post"},{"ID":"1839","post_author":"3","post_date":"2021-08-02 09:23:04","post_date_gmt":"2021-08-02 08:23:04","post_content":"The massive challenges facing \u003Ca href=\"https://futuresupplychains.org/can-shipping-find-sustainable-fuels-before-it-is-too-late/\"\u003Emaritime supply chains\u003C/a\u003E have been well documented with many manufacturers and consumers in Western markets facing severe shortages due to shipment delays. Although the shipping industry has come in for much criticism over the last six months, the blame for congestion and delays cannot be levelled at any one particular part of the industry. Rather, entire supply chains are being disrupted at every stage. As one commentator put it on social media:\r\n\u003Cp style=\"text-align: left;\"\u003E\u201c\u003Ca href=\"https://www.westernoverseas.com/port-congestion-update-07-02-2021/\"\u003EI have cargo in China, but I can\u2019t get a box.\u003C/a\u003E When I get a box, I can\u2019t get a ship. When I get a ship, I can\u2019t get a berth. When I get a berth, I can\u2019t get a truck. When I get a truck, I can\u2019t get a chassis. When I get a chassis, I can\u2019t find space at a warehouse to take the cargo.\u201d\u003C/p\u003E\r\nIt would be easy to underestimate the strength of feeling which exists in the market at the moment. Shippers are angry not only at the rates they are having to pay but also with the delays and general customer service which they receive. The undercurrent of discontent has been evident for many years before Covid, but in the last year it has certainly come to a head. Whoever is to blame, or whether it is due to the confluence of events, it is not a healthy situation.\r\n\r\nAlthough most of the focus has been on the impact on markets in Europe and North America, less attention has been paid to the economic implications of the crisis for developing countries. However, arguably, in the long term, these markets could face much more prolonged and severe damage than their Western counterparts.\r\n\r\n\u003Cem\u003EDeveloping markets the victim - again\u003C/em\u003E\r\n\r\nAt the time of the last Great Recession in 2008, politicians in the developing world were highly critical of the global financial system for seemingly turning its back on them. Credit was withdrawn by many of the world\u2019s banks leading to the abandonment of infrastructure projects. This resulted in some countries turning to China for financial support and loans, which of course for political reasons, the Chinese government was happy to supply.\r\n\r\nThis time round the risk to developing markets comes from a structural failure of the world\u2019s shipping industry rather than financial \u2013 but the effects are the same. Many in the developing world feel that whenever there is a crisis, global systems (set up to serve Western markets) fail them. Hence there could be a further pivot to China - the crisis represents an opportunity for China\u2019s government to embrace developing countries within its Belt &amp; Road Initiative.\r\n\r\n\u003Cem\u003EState owned shipping lines back on the agenda?\u003C/em\u003E\r\n\r\nWhat is more, some shippers in the developing world are once again talking about the development of state-owned national shipping lines. Much of the capacity which formerly served developing markets has been allocated to the major trade lanes i.e. the trans Pacific trades and the Asia to Europe market. The increase in rates has made it economic for shipping lines to deploy much smaller ships on these lanes. Many shipping lines have started to miss out calls to smaller ports in developing markets, preferring to consolidate their services around \u2018mega ports\u2019 for reasons of customer demand and speed.\r\n\r\nThe disruption to shipping schedules has reduced many smaller countries\u2019 export capacity, resulting in containers being left in port. \u200bIn New Zealand, Napier Port said 40 container ships had missed their scheduled calls at the port in the eight months to May 31.\r\n\r\nIn response, there has been talk that the re-emergence of national shipping lines is the only way to ensure that products get to market in a timely fashion. The Federation of Indian Export Organisations (FIEO), for example, has urged politicians to establish an indigenous shipping line to tackle these issues.\r\n\r\n\u003Cem\u003EThe fall out for developing markets\u2019 SMEs\u003C/em\u003E\r\n\r\nSmall and medium sized enterprises (SMEs) in the developing world are amongst the worst to be affected. Shipping lines are naturally (some would say) favouring their multinational clients or those which are able to pay for premium products. Cargo from shippers which do not fall into this category are being left at the quayside.\r\n\r\nWith rates set to continue at record levels for many months to come, carriers will continue to pick and choose customers according to their buying power. The rest will lose control over their costs, being \u2018kicked\u2019 on to the spot market and having to pay on some occasions in excess of $10,000 extra for each container. What is seen by some as just a fact of life, could drive many developing market S
2608MEs out of business with severe societal implications as well as reinforcing the belief that the present structure of the industry is inherently unfair.\r\n\r\n\u003Cem\u003ENot just global structures to blame\u003C/em\u003E\r\n\r\nIt would be easy just to blame systemic failings within the global shipping industry for the problems facing developing country exporters. However, this is only part of the story and much of the responsibility for the present situation lies with the governments themselves.\r\n\r\nWriting in the WMU Journal of Maritime Affairs, author Adekola Oyenuga says, \u2018\u2026decades of weak public management, under-investment in maritime infrastructure, an under-served demand for maritime transport and low interconnectivity between land and sea-based logistical networks, have contrived to keep the development and performance of Africa\u2019s maritime transport sector at a disappointingly low level, relative to other global regions.\u2019\r\n\r\nIt is much the same case in India where importers and exporters are unhappy that the capacity of the country\u2019s ports has not kept pace with growth in trade in recent years. Transhipment at foreign ports delays shipments which makes Indian companies uncompetitive in the global market. Road, rail, inland waterway connectivity with ports and integration of various state and government agencies also needs to be addressed.\r\n\r\n\u003Cem\u003EIs there structural change under way?\u003C/em\u003E\r\n\r\nIt would be easy to imagine that after a few months of sky high rates and congested supply chains, everything will return to \u2018normal\u2019. However, this time round there is a strong market sentiment that the failings of the industry must be addressed. A survey undertaken by TI Insight for the Agility Emerging Markets Logistics Index found that close to 60% of survey respondents believed that operations had changed permanently, either globally or within certain regions, as a result of the pandemic (14%, unchanged). The evidence from survey respondents is that operating models must adapt to changes in supply chains and the global economy as the Covid-19 pandemic recedes.\r\n\r\nBut what can be done, if anything? If we look at the supply side, the huge profits which the shipping lines are making have made them vulnerable to political intervention. From a US perspective, President Biden is asking the FMC to look at the structure of the industry to assess whether consolidation has gone too far and whether there are anti-competitive practices at work. The shipping lines would argue not, of course, but there are broader issues such as whether larger ships, and larger ports and the alliances that have developed are in the interests of the global market as a whole. However, although it may be politically expedient for politicians in both developed and developing markets to complain about the shipping crisis, it is difficult to see what steps can realistically be taken to make sure it doesn\u2019t happen again.\r\n\r\nThere is plenty of scope to make the whole shipping process more efficient and to employ new technologies. More automation in ports, for example, could decrease the time it takes to unload a ship and expedite onward inland distribution. More digitization of shipping documents will hasten Customs clearance. However, if ships aren\u2019t calling at a port or are waiting for a berth and there are not enough trucks or rail chassis to move the container inland anyway, there is little to be done.\r\n\r\nIf maritime supply chains are not more responsive to the needs of all stakeholders, an increasing number of developing countries will look towards building up their own shipping and port capacity, facilitated by Chinese money and know how. This could result in the development of parallel supply chain eco-systems - one Sino-centric, the other Western-focused \u2013 which could have long-lasting strategic, political, economic and security implications.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, August 2, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E","post_title":"The Future of Maritime Supply Chains and their Impact on Developing Markets","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-future-of-maritime-supply-chains","to_ping":"","pinged":"","post_modified":"2021-08-02 09:38:00","post_modified_gmt":"2021-08-02 08:38:00","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1839","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1840","productGallery":null,"woo_quick_view":"[woosq id= 1839]","postGallery":"","post_type_name":"Post"},{"ID":"1854","post_author":"3","post_date":"2021-08-09 14:12:12","post_date_gmt":"2021-08-09 13:12:12","post_content":"The attempts to move away from the use of hydro-carbon fuels for powering freight transport will have an enormous impact on the market for logistics. However, such a move might be described as a \u2018leap in the dark\u2019 as there are so many unknowns that it is, in practice, impossible to calculate the impact of the change.\r\n\r\nThere are two major areas of uncertainty; the engineering and the economics of the fuels.\r\n\r\nOf the two, the engineering ought to be the area of lesser uncertainty. The areas of technology such as fuel-cells, hydrogen chemical engineering and battery technology have been well understood for many years. However, the problem is that what is being asked of the engineering is new. The application of new fuel technologies in vehicles such as trucks represents a very different c
2608ontext than, say, the use of fuel-cells on satellites or other space-craft. Simple things, such as the storage and handling of hydrogen in small-scale commercial environments is quite new and faces a number of practical problems. Even in applications such as shipping, where the opportunities for dedicated handling technology are greater, there is significant uncertainty. For example, will easier methods to handle and store hydrogen on board ship be found? If yes, then ammonia as a fuel will become less attractive.\r\n\r\nThis is also true about batteries. Storing lithium-ion batteries can be quite hazardous, with the potential for intense fires demanding large and expensive storage areas and staff who know how to deal with any potential combustion. So far this has not stopped their adoption, yet it is an undeniable risk in any large-scale roll-out of the technology.\r\n\r\nThe issue here is that these problems are 'discrete'. Until large-scale operations are embarked upon, it is unlikely that all of the obstacles will appear. It is not that these obstacles will be insurmountable in engineering terms; however, they may heavily weight the preference between one solution and another.\r\n\r\nThe engineering of logistics is particularly relevant here. It is frequently overlooked by design engineers more focussed on the theoretical performance of a solution. There is a gap between the engineers who design a product and the logisticians who understand how it is used. The latter however, are rarely involved in the early stage of design. Yet it is a key determinant of the success of any solution. Just by studying the fundamental energy dynamics of a particular fuel will not provide a guarantee that it will be a successful product in the commercial market. Its logistics have to be understood, yet this is often difficult without a large-scale implementation.\r\n\r\nThe uncertainty is even more severe when estimating the economics of non-hydrocarbon fuels. For example, a key determinant of the price of many non-hydrocarbon fuels is the price of electricity. This is particularly the case with hydrogen and its derivatives. The generation of hydrogen by local electrolysis stations is a highly attractive solution for road freight, for example. However, such electrolysis stations consume electricity in large quantities relative to the energy of the fuel they produce. The cost of electricity is the main driver of the cost of hydrogen fuel. Yet we do not know the cost of fuel. Most electricity in the world today is generated by burning either coal or gas, but it would seem unthinkable to generate hydrogen-based fuels using such hydrocarbon produced electricity. Therefore, electricity for electrolysis will have to be generated through methods such as nuclear, solar, hydro and wind power. Some prices of this electricity are known, especially nuclear power; however much is not. It is unclear if the electricity will be more expensive or less expensive. For example, will hydrogen electrolysis be able to exploit cheaper \u2018off-peak\u2019 electricity? If so, this may change the prospects for hydrogen even though the underlying energy dynamics would suggest that hydrogen is inherently more expensive than electric drives.\r\n\r\nHowever, the availability of off-peak electricity is heavily influenced by the type of generating method, with wind-power, for example, being quite inflexible in-terms of the timing of production and thus likely to produce a lot of off-peak power, certainly if compared to gas-powered energy generation. Knowing the answer to this seems very difficult, even unlikely at present in most markets.\r\n\r\nAnother example is the economies of scale dynamics of different fuels. In particular there are some surprising supply chain forces underlying their application. For example, bio-fuels may seem a very attractive option for both aircraft and trucks. However, their manufacture, of course, relies on various types of organic matter, usually agricultural products, as a key raw material. Very large-scale production of bio-fuels would, in such circumstances, have a very significant impact on food production and would also lead to increases in cost of the raw-material as more land would have to be devoted to its production. At low levels of production bio-fuels can utilise surplus production of raw-material, however at larger volumes more valuable assets would have to be drawn in, certainly driving-up the price. This is an inverse economy of scale but unfortunately describes the use of many types of bio-fuels.\r\n\r\nThis also applies to hydrogen-based fuels. For example, the availability of carbon-dioxide is an important cost driver in terms of producing certain types of synthetic fuels. If carbon-capture operations can produce large quantities of carbon-dioxide this will reduce the price of synthetic fuels appreciably. Yet, large-scale carbon capture facilities do not really exist at present and their viability and cost is very unclear. Therefore, estimating the practical viability of synthetic fuels requires estimating variables whose value is unknown.\r\n\r\nWhat are the implications for logistics? The main effect is uncertainty. Owners of major logistics assets are likely to face significant problems assessing the impact of changes in fuel technology. Since the price of fuel is uncertain, the level of demand for transport will be harder to estimate. This is not a new situation as the price of oil-based fuels has often varied considerably. However, such uncertainty is likely to increase substantially. This uncertainty will also make investments in fuel-related infrastru
2608cture, such as bunkering capabilities, more difficult and create the very significant risk of mis-allocation of investment.\r\n\r\nThe implication is that the valuation of such assets will have to have a discount applied due to such uncertainty.\r\n\r\nThe core problem is that there are so many \u2018moving parts\u2019 in the issues around new fuel technology that any decision can only be based on guess-work. This will represent a considerable management problem in both the short and long-term with significant effects both on the economics of the firm and macro-economics.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, August 9, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Implications of Greenhouse Gas Management policies on logistics markets","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"greenhouse-gas-management-policies-logistics","to_ping":"","pinged":"","post_modified":"2021-08-11 09:08:05","post_modified_gmt":"2021-08-11 08:08:05","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1854","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1855","productGallery":null,"woo_quick_view":"[woosq id= 1854]","postGallery":"","post_type_name":"Post"},{"ID":"1862","post_author":"3","post_date":"2021-08-12 13:57:13","post_date_gmt":"2021-08-12 12:57:13","post_content":"In order to track the logistics and supply chain industry\u2019s progress, Ti and the\u00a0Foundation for Future Supply Chain\u00a0have established a research programme to track the investments of major LSPs in decarbonisation. The sustainability programme\u2019s goal is to build a comprehensive database tracking all publicly announced investments, operational changes, technology upgrades and target commitments.\u00a0A number of European road freight providers have been examined as part of this research, revealing a trend of investment into gas-powered vehicles.\r\n\r\n\u003Cstrong\u003EWhy gas-powered vehicles?\u003C/strong\u003E\r\n\r\nWhile a few years ago, logistics providers were investing large sums into electric trucks, reserving vehicles from every fledgling start-up and testing electric vehicles for established manufacturers, advances in electric battery technology have failed to live up to expectation. Last mile delivery still looks like it could be decarbonised through electric vehicles, but batteries simply aren\u2019t capable of powering long distance freight transportation at the moment, and it doesn\u2019t look like they\u2019re going to be able to do so in the near future. The future of hydrogen vehicle technology is \u003Ca href=\"https://www.ti-insight.com/briefs/hydrogen-powered-vehicles-in-logistics/\"\u003Epromising but uncertain\u003C/a\u003E, and many logistics providers recognise the need to decarbonise sooner rather than later. Gas-powered vehicles do not provide a total elimination of engine emissions like battery electric or hydrogen vehicles, however they do provide a reduction in emissions compared to conventional diesel and petrol engines. For this reason they are seen by many as a short- to medium-term solution to lowering greenhouse gas emissions, with the hope they can be a decent stopgap before advances in other technology allows for further reduction.\r\n\r\n\u003Cstrong\u003EWhich providers have invested?\u003C/strong\u003E\r\n\r\nUPS has been a proponent of gas for a decade, investing over $1bn into alternative fuel and advanced technology since 2009, with a lot of that money going towards gas trucks and infrastructure. They have invested especially into renewable natural gas (RNG), a renewable source of gas which comes primarily from \u003Ca href=\"https://afdc.energy.gov/fuels/natural_gas_renewable.html\"\u003Elandfills, animal livestock and wastewater treatment\u003C/a\u003E. In 2015, the firm became the biggest user of RNG in the American shipping industry through \u003Ca href=\"https://www.globenewswire.com/news-release/2015/05/05/732186/30428/en/UPS-Becomes-Nation-s-Largest-User-of-Renewable-Natural-Gas-in-Shipping-Industry.html\"\u003Eannouncing the purchase of 1.5m gallon equivalents annually\u003C/
2608a\u003E. This was followed up by an \u003Ca href=\"https://www.globenewswire.com/news-release/2017/03/15/938019/30428/en/UPS-Invests-More-Than-90-Million-In-Natural-Gas-Vehicles-And-Infrastructure.html\"\u003Einvestment of $100m into gas vehicles and infrastructure in 2016\u003C/a\u003E, a \u003Ca href=\"https://www.globenewswire.com/news-release/2016/03/15/819942/30428/en/UPS-Invests-100-Million-in-Compressed-Natural-Gas-CNG-Vehicles-and-Related-Infrastructure.html\"\u003Efurther $90m in 2017\u003C/a\u003E and then \u003Ca href=\"https://web.archive.org/web/20210518153118/https:/stories.ups.com/upsstories/us/en/newsroom/press-releases/sustainable-solutions/ups-continues-to-build-on-renewable-natural-gas-momentum.html\"\u003Eanother $450m in 2020\u003C/a\u003E, the latter providing funding for 80m gallon equivalents of RNG per year.\r\n\r\nMost other providers haven\u2019t invested as deeply as UPS into gas-powered vehicles, however all providers tracked have shown at least some interest: \u003Ca href=\"https://www.dhl.com/global-en/home/press/press-archive/2018/dhl-embarks-on-sustainable-long-haul-shipping-with-natural-gas-powered-trucks.html\"\u003EDHL Freight purchased four liquefied natural gas (LNG) trucks from IVECO in 2018\u003C/a\u003E; \u003Ca href=\"https://newsroom.fedex.com/newsroom/new-fedex-freight-cng-fleet/\"\u003EFedEx Freight purchased over 100 compressed natural gas tractors in 2016\u003C/a\u003E; \u003Ca href=\"https://www.gefco.net/en/newsroom/detail/news/gefco-tests-compressed-natural-gas-truck-with-scania/\"\u003EGEFCO France has been testing natural gas trucks since 2019\u003C/a\u003E; \u003Ca href=\"https://geodis.com/newsroom/press-releases/geodis-acquires-200-natural-gas-vehicles-iveco\"\u003EGeodis has recently purchased 200 compressed natural gas vehicles from IVECO\u003C/a\u003E; and \u003Ca href=\"https://www.royalmailgroup.com/en/press-centre/press-releases/royal-mail/royal-mail-launches-low-emission-gas-powered-trucks-for-parcels-and-letters/\"\u003ERoyal Mail has introduced gas-powered trucks this year, with plans to roll out gas refuelling across the UK\u003C/a\u003E. Despite not being as flashy or instantly effective at emission reduction as battery electric or hydrogen vehicles, providers seem to be warming to gas-powered vehicles.\r\n\r\n\u003Cstrong\u003EHow effective are they at reducing emissions?\u003C/strong\u003E\r\n\r\nAmong logistics providers, similar figures are often touted in regards to gas-powered vehicles. Typically, up to 99% reductions in particulate matter, up to 90% reductions in NOx emissions and, depending on the mix of gas used, a carbon emission reduction from 10% up to 95%. One benefit of gas-powered vehicles is that they can often use mixes of different types of gas, meaning a provider can use a biofuel and fossil fuel mix if there is not enough biofuel readily available. This can mean large fluctuations in the carbon reduction, sometimes from journey to journey.\r\n\r\nWhile those numbers sound promising, there is a lot of dispute about just how effective gas-powered road vehicles are by some environmental organisations. The International Council on Clean Transportation (ICTT), an environmental non-profit organisation, is especially sceptical of the impact of the introduction of gas-powered vehicles, claiming that, well-to-wheel and when considering all greenhouse gases (not just carbon and nitrogen), gas vehicles are barely any more environmentally friendly than modern diesel engines.\r\n\r\nTransport Environment, another non-profit, concur with the ICCT on their claims around gas being similarly pollutive to diesel. Despite truck manufacturers Scania and IVECO claiming their gas engines produce between 10% and 20% less CO2 emissions\u003Ca href=\"https://www.transportenvironment.org/sites/te/files/publications/2019_09_do_gas_trucks_reduce_emissions_paper_EN.pdf\"\u003E, tests conducted by the Netherlands Organisation for Applied Scientific Research (NTO) found that the reduction was nearer 5%\u003C/a\u003E. The TNO also found that, in urban situations, the LNG trucks they tested emitted up to five times more NOx pollution than the best diesel truck, and about the same amount of particulate matter as the average diesel engine. While many providers and manufacturers may justify the poor performance of gas vehicles by pointing out the use of renewable natural gas, there are concerns there too.\u00a0 The ICCT state that, by 2050, biomethane output will only be 7% of total European gas demand. There is a hard limit to biomethane production that could be hit, directly preventing gas vehicles from being as clean as they could be.\r\n\r\n\u003Cstrong\u003EConclusion\u003C/strong\u003E\r\n\r\nGas-powered vehicles seem to provide a small but noticeable decrease in emissions compared to diesel vehicles, making them a decent option for providers looking to reduce emissions immediately. The technology they use is tried and tested, and they are currently available to purchase with two of the three largest truck manufacturers in the world (\u003Ca href=\"https://www.scania.com/group/en/home/products-and-services/trucks/gas-truck.html\"\u003EVW\u003C/a\u003E &amp; \u003Ca href=\"https://www.volvotrucks.com/en-en/trucks/alternative-fuels/gas-powered-trucks.html\"\u003EVolvo\u003C/a\u003E) both offering gas-powered options. However, there are fears that investment in gas infrastru
2608cture and development could lead to less investment into total decarbonisation solutions, such as hydrogen or electric. Daimler, the largest manufacturer or trucks in the world, does not offer any natural gas trucks and does not invest in the technology, stating \u003Ca href=\"https://www.daimler-truck.com/innovation-sustainability/efficient-emission-free/co2-neutral-transport.html\"\u003E\u201cit\u2019s not worth pursuing natural gas further\u201d\u003C/a\u003E.\r\n\r\nAt the moment, natural gas occupies a very small proportion of trucking as an industry but it is growing, with alternative fuel trucks experiencing a 5.5% year-on-year growth in sales from 2019 to 2020. It seems most providers will only be pursuing natural gas until hydrogen and electric technology allows for long distance trucking, but even in that instance, gas-powered vehicles have competition. Biodiesel, made primarily from waste animal and vegetable oils, can often be used in existing diesel engines mixed with a small amount of petroleum diesel. Use is growing for it, with hydrogenated vegetable oils (HVO) \u003Ca href=\"https://bioenergyinternational.com/markets-finance/hvo100-third-largest-transportation-fuel-type-sweden\"\u003Ebecoming the third most used fuel type in Sweden\u003C/a\u003E and with \u003Ca href=\"https://www.bollore-logistics.com/en/news/bollore-logistics-luxembourg-is-now-offering-customers-a-truck-that-runs-almost-exclusively-on-total-hvo100-fuel-provided-by-total-luxembourg-in-partnership-with-arthur-welter-transports/\"\u003EBollor\u00e9 Luxembourg offering\u00a0 customers the option to use Total\u2019s HVO100 biodiesel\u003C/a\u003E.\r\n\r\nOverall, gas powered trucks offer a short-term solution to road logistics providers seeking to reduce their immediate carbon footprint, however do not appear to be as efficient as doing so as some providers report. While gas-powered vehicles can be powered by more environmentally efficient biomethane, production of the renewable natural gas looks as though it will never come close to hitting demand, and competing biofuels may be more simple for firms to switch to in the same timeframe. Firms which have already invested in gas infrastructure will likely continue to, however the potential for hydrogen and hopeful advancement in battery electric technology may make gas a poor solution to late adopters.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, August 12, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Jonah Critten\u003C/strong\u003E","post_title":"New research reveals gas-powered vehicle investment trend","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"new-research-reveals-gas-powered-vehicle-investment-trend","to_ping":"","pinged":"","post_modified":"2021-08-12 13:59:59","post_modified_gmt":"2021-08-12 12:59:59","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1862","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1863","productGallery":null,"woo_quick_view":"[woosq id= 1862]","postGallery":"","post_type_name":"Post"},{"ID":"1870","post_author":"3","post_date":"2021-08-17 08:00:53","post_date_gmt":"2021-08-17 07:00:53","post_content":"In October 2016, The International Civil Aviation Organisation (ICAO) created the CORSIA (Carbon Offsetting and Reduction Scheme for International Aviation) framework. Currently 87 countries representing about 77 per cent of international aviation emissions have joined the initial three-year pilot scheme (2021-23) followed by a three-year voluntary scheme (2024-26). By 2027 CORSIA will be mandatory.\r\n\r\nCORSIA works by setting a baseline of emissions \u2013 if the airline overshoots this they must buy equivalent carbon offsets. The hope is that this will incentivise airlines to be more efficient and it will inject more money into offset schemes. But will this really work? Originally, the baseline was to be calculated from a combination of 2019 and 2020 emissions, but the pandemic meant that airlines flew far less in 2020, so emissions were much lower. By starting at the higher 2019 baseline, the CORSIA scheme won\u2019t kick off for at least 3 years, until the aviation sector recovers from the covid crisis. This in effect will be a disincentive for airlines to cut their carbon emissions.\r\n\r\nA recent study (June 2021) commissioned by the European Commission came up with a number of controversial findings:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003ECORSIA is actually a damaging option for the environment as it leads to the biggest global increase in aviation CO2 emissions.\u003C/li\u003E\r\n \t\u003Cli\u003ENone of the offsetting programmes approved under CORSIA meet all the required criteria and a large share of existing projects are delivering emission reductions in sectors that are already covered by their respective country\u2019s current climate targets and are double counted.\u
2608003C/li\u003E\r\n \t\u003Cli\u003ECORSIA will have an oversupply of cheap (less than 1\u20ac) 1 carbon offset credits, worsened by ICAO\u2019s decision to change its baseline due to COVID19, which implies the price signal faced by airlines under the scheme will never provide any financial incentives for them to reduce emissions.\u003C/li\u003E\r\n \t\u003Cli\u003EAviation markets like China, Russia, India, Brazil, and Vietnam remain out of the scheme and some big markets such as the US don\u2019t yet have binding regulation to implement it, which further damages the scheme\u2019s ability to neutralise aviation\u2019s emissions growth. CORSIA would only cover approximately 35% of global aviation CO2 emissions.\u003C/li\u003E\r\n \t\u003Cli\u003ECountries are not obliged to publish the final offsetting requirements of its airline operators, meaning there is no way of checking whether they are actually implementing CORSIA.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nIn summary, this raises some fundamental questions over the way forward for the aviation industry in its attempts to reduce carbon emissions, not least over whether governments should put a hard cap on aviation emissions and include them within the scope of overall climate targets. There are a range of other climate policy options which could be implemented to encourage the uptake of clean fuels and zero emissions aircrafts, such as introducing kerosene taxation and deploying sustainable fuel mandates, focusing on e-kerosene. Clearly a lot more needs to be done to help the aviation industry reach its\u00a0\u003Ca href=\"https://www.icao.int/annual-report-2013/Pages/progress-on-icaos-strategic-objectives-strategic-objective-c1-environmental-protection-global-aspirational-goals.aspx\"\u003E\u201caspirational goal\u201d\u003C/a\u003E\u00a0to make all growth in international flights after 2020 \u201ccarbon neutral\u201d.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, August 17, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Julia Swales\u003C/strong\u003E","post_title":"Aviation climate scheme failing to take off","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"aviation-climate-scheme-failing-to-take-off","to_ping":"","pinged":"","post_modified":"2021-08-16 16:21:25","post_modified_gmt":"2021-08-16 15:21:25","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1870","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1873","productGallery":null,"woo_quick_view":"[woosq id= 1870]","postGallery":"","post_type_name":"Post"},{"ID":"1930","post_author":"3","post_date":"2021-09-02 15:30:29","post_date_gmt":"2021-09-02 14:30:29","post_content":"Although parts of the logistics markets of the western world are clearly experiencing some form of shaky recovery, with airline services expanding at a moderate rate, the new threat is that parts of Asia will now be plunged into crisis, crippling both supply chains and logistics operations.\r\n\r\nThe latest problems are emerging in South East Asia, with both Malaysia and Vietnam experiencing intense disruptions due to anti-Covid measures.\r\n\r\nIt is being reported that Malaysia is suffering a substantial outbreak of disease and although ports and airports are operating moderately well, much of the rest of the economy is being affected. In particular press reports have drawn attention to the semiconductor industry which is experiencing disruptions in production due to quarantining workers. This seems to be heightening the \u003Ca href=\"https://www.ti-insight.com/briefs/chart-of-the-month-when-will-the-semiconductor-shortage-crisis-abate/\"\u003Eexisting problems in the semiconductor supply chain.\u003C/a\u003E\r\n\r\nVietnam is also seeing an accelerating crisis with intense outbreaks leading to much of the country to enter various extremes of quarantine behaviour leading to severe problems around port and airport operations. Ho Chi Minh City, which is an important sea hub as well as a manufacturing centre, seems to be in a state of near-marti
2608al law with a curfew being \u003Ca href=\"https://www.reuters.com/world/asia-pacific/vietnam-deploys-troops-enforce-lockdown-largest-city-2021-08-23/\"\u003Eimposed by troops patrolling the streets.\u003C/a\u003E The impact on both freight transport and supply chains is likely to be substantial. The wave of goods imported from Vietnam since the middle of 2020 has been an important component in the congestion seen in the US, especially on the west coast ports, due to American consumers buying Vietnamese manufactured products, such as furniture, in remarkable quantities. If this flow of goods is now to experience further disruption then it would be logical to assume that congestion and dysfunction in areas such as container movements will get worse.\r\n\r\nThe danger is that COVID-19 will spread across the whole region and possibly spread to economies in North Asia such as Japan and South Korea. This may represent a further leg in the crisis with the consequence that dysfunction in international logistics markets may increase. With shippers already facing large increases in prices for both sea and air freight, the situation moving into the Christmas peak season may become very serious.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, 2nd September 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Problems in Vietnam and Malaysia indicate new Covid-driven logistics crisis","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"problems-in-vietnam-and-malaysia-indicate-new-covid-driven-logistics-crisis","to_ping":"","pinged":"","post_modified":"2021-09-02 15:30:29","post_modified_gmt":"2021-09-02 14:30:29","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1930","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1931","productGallery":null,"woo_quick_view":"[woosq id= 1930]","postGallery":"","post_type_name":"Post"},{"ID":"1934","post_author":"3","post_date":"2021-09-02 15:34:57","post_date_gmt":"2021-09-02 14:34:57","post_content":"\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/maersk-dual-fuel-ships-are-a-necessary-risk/\" data-title=\"Maersk dual-fuel ships are a necessary risk | ti-insight.com\" data-description=\"Maersk's order of dual-fuel ships highlights the need for transportation providers to take necessary risks and bet on unproven technologies\"\u003E\r\n\u003Cdiv id=\"atstbx\" class=\"at-share-tbx-element at-share-tbx-native addthis_default_style addthis_20x20_style addthis-smartlayers addthis-animated at4-show\"\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EThe decision announced on Tuesday 24th August by Maersk to order eight 16,000 TEU container vessels with engines capable of using both low sulphur fuel oil and methanol was remarkable. It highlights one of the most important problems now facing all transport providers, one that cannot be avoided.\u003C/span\u003E\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EMaersk, by choosing methanol as one of the fuel options for the vessels, has taken a risk. Methanol is not the most obvious non-hydrocarbon fuel option, with most production at present using methane as a feed-stock or some form of hydrocarbon such as coal. What Maersk has been obliged to do is establish its own fuel production network, with Maersk announcing on 19th August that it had agreed with the energy company European Energy, to establish a \u201cnew Danish facility\u00a0to produce the approx. 10.000 tonnes of carbon-neutral e-methanol that Maersk\u2019s first vessel with the ability to operate on green e-methanol will consume annually\u201d.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe reasoning behind this was articulated by Robert Maersk Uggla, AP Moller Holdings CEO, who said that Maersk aimed to solve the issue of which fuel to use \u201cby placing a significant order for ships ready to run on green methanol, thus creating demand for it.\u201d This is very bold, with other shipping lines, such as NYK, already working on the adoption of ammonia as an alternative fuel. It implies a possibility of fragmentation in the bunker fuel sector.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThen there is the question of cost. Maersk themselves say that the additional capital cost of the \u2018dual fuel\u2019 vessels will be \u201cin the range of 10-15%\u201d, which is a significant impact on the cost base in a sector that until recently was very cost-sensitive.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EClearly, Maersk\u2019s decision to buy these vessels is driven by a visionary desire to create a \u2018de-carbonised\u2019 shipping sector, although it is worth noting that the company also said that the policy was \u201cpart of Maersk\u2019s ongoing collaboration with customers, corporate sustainability leaders including Amazon, Disney, H&amp;M Group, HP Inc., Levi Strauss &amp; Co., Microsoft, Novo Nordisk, The Procter and Gamble Company, PUMA, Schneider Electric, Signify, Syngenta and Unilever have committed to actively use and scale zero-carbon solutions for their ocean transport, with many more expected to follow\u201d, suggesting that customers may be willing to pay higher prices for such services. Even so, the decision is a risk, although perhaps one that all transport providers may be faced with sooner or later.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cem\u003ESource: Foundation for Future Supply Chain, September 2nd, 2021\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E\u003C/span\u003E","post_title":"Maersk dual-fuel ships are a necessary risk","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"maersk-dual-fuel-ships-are-a-necessary-risk","to_ping":"","pinged":"","post_modified":"2021-09-07 16:05:32","post_modified_gmt":"2021-09-07 15:05:32","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1934","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1935","productGallery":null,"woo_quick_view":"[woosq id= 1934]","postGallery":"","post_type_name":"Post"},{"ID":"1937","post_author":"3","post_date":"2021-09-02 15:38:14","post_date_gmt":"2021-09-02 14:38:14","post_content":"The news is full of stories about supply chain congestion, above all in the semiconductor sector. \u003Ca href=\"https://asia.nikke
2608i.com/Business/Tech/Semiconductors/Global-chipmakers-build-record-inventories-in-push-to-end-shortage\"\u003EReports in the Nikkei newspaper\u003C/a\u003E in Japan suggest that the reality is somewhat different. An article on Friday stated that \u201ctotal inventory at the world's nine leading chipmakers hit a record high of $64.7 billion as of the end of June, as companies quickly move to ramp up production to alleviate a protracted shortage that has disrupted supply chains in the auto industry and beyond\u201d.\r\n\r\nThe Nikkei is right. Looking at the inventory of the largest manufacturer, TSMC, inventory measured by value has leapt from T$85.79m in Q2 2020 to T$170.44m. Stock-turn has also risen, from 55 days in Q2 2020 to 85 days in Q2 2021. The industry generally is seeing high levels of inventory by historic standards.\r\n\r\nYet many sectors report a shortage of semiconductors. Certainly, demand is rising, with the major manufacturers seeing quarterly growth running at between 15-20%. Normally it would be expected that higher demand would lead to lower inventory, at least of finished product. This clearly is not happening.\r\n\r\nOne reason may be a desire to create higher operational buffer-stocks as a response to supply chain uncertainty. For example, the Nikkei article quotes Seiji Kuraishi, an Executive Vice President at Honda who commented that \"We may need to change the way we approach inventory, like by cultivating more chip suppliers\u201d. In a different way, this may also apply to the semiconductor manufacturers themselves, who seem to be anticipating continued strong sales in the short-term and are creating higher volumes of finished product in order to exploit the opportunity. This underlines the role of inventory as being as much the expression of uncertainty as supply.\r\n\r\nOne possible explanation for such uncertainty and supply chain friction seen over much of the past year is the effects of economic change. Demand for semiconductors, in particular, has leapt as such technology has become increasingly central to products such as cars, however, such violent change is also seen elsewhere in the global economy in areas such as e-retailing.\r\n\r\nIt might be suggested that it is not the overall volume of economic demand that has changed, rather it is the pattern of demand that is different. This is creating \u003Ca href=\"https://www.ti-insight.com/briefs/semiconductor-bottlenecks-threatens-recovery-momentum/\"\u003Ea localised lack of capacity, friction and uncertainty\u003C/a\u003E which in turn is driving supply chain managers to create higher inventory.\r\n\r\nT$1 = \u20ac0.30/US$0.36\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, September 2nd, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"High semiconductor inventory levels are expressions of change and anxiety","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"high-semiconductor-inventory-levels-are-expressions-of-change-and-anxiety","to_ping":"","pinged":"","post_modified":"2021-09-02 15:38:14","post_modified_gmt":"2021-09-02 14:38:14","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1937","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1777","productGallery":null,"woo_quick_view":"[woosq id= 1937]","postGallery":"","post_type_name":"Post"},{"ID":"1956","post_author":"3","post_date":"2021-09-07 16:16:36","post_date_gmt":"2021-09-07 15:16:36","post_content":"Such has been the\u00a0inflation in container freight rates\u00a0that it is becoming a political issue.\r\n\r\nIn the\u00a0US, the Federal Maritime Commission on August 4, said that it had started \u201can expedited\u00a0inquiry into the timing and legal sufficiency of ocean carrier practices with respect to certain surcharges.\u201d The reason that the \u201caction was taken [was] in response to communications received by the Commission from multiple parties reporting that ocean carriers are improperly implementing surcharges. The companies contacted are CMA CGM, Hapag-Lloyd, HMM, Matson, MSC, OOCL, SM Line; and Zim. Each ocean carrier was identified as having recently implemented or announced congestion or related surcharges\u201d.\r\n\r\nIt is unknown if this action by the Federal Maritime Commission is linked to a complaint made to the Commission by a furniture company, MCS Industries, against Mediterranean Shipping Company suggesting attempts to increase freight rates on the spot market.\r\n\r\nIn the UK, the business lobbying organisation, the British Chambers of Commerce has written to the Competition and Markets Authority supporting the idea of a \u201cformal investigation\u201d into the container shipping market. The Competition and Markets Authority is informally looking into the issue.\r\n\r\nLogistics companies should be nervous about this. The present political climate seems to favour interference in markets and some attempt at price control cannot be ruled out. As higher prices spread beyond the spot market and into longer-term contracts, the pressure will grow. How effective such price control would be, is a good question. It is undeniable that higher prices are in part being driven by a shortage of capacity caused both by too few ships and inefficient utilisation of port and container capacity due to asymmetric trade patterns. Whether this is being exploited by the shipping companies is unclear, however, it is worth noting that they feel confident in their ability to force through various forms of price rises, something which several years ago they would not have been. This is undoubtedly influenced by the consolidation in the shipping sector.\r\n\r\nBearing in mind the delays in delivering more ships will mean that the market will be short of capacity for many months yet and that demand moving into the peak season may be quite strong, matters might become even more fraught.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, September 7, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Container freight rates risk becoming political","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"container-freight-rates-risk","to_ping":"","pinged":"","post_modified":"2021-09-07 16:39:52","post_modified_gmt":"2021-09-07 15:39:52","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1956","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1957","productGallery":null,"woo_quick_view":"[woosq id= 1956]","postGallery":"","post_type_name":"Post"},{"ID":"1960","post_author":"3","post_date":"2021-09-07 16:39:17","post_date_gmt":"2021-09-07 15:39:17","post_content":"\u003Cspan style=\"font-size: 12pt;\"\u003EThe challenges of smart warehousing are highlighted as the fulfilment and delivery operations of many supply chains are now dependent on high degrees of automation and analytics, this has increased the operational risks of cybercrime and hacking.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003ESuccessful attacks causing severe financial and reputational damage have been seen and continue to present as a risk. So, companies looking to exploit warehouse automation must balance the demand to implement quickly against the necessity to do it in a controlled and secure manner. The prevailing Covid-19 pandemic and the accelerating transition from declining brick and mortar retail onto commerce platforms, also present challenges for logistics operations.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EThe Challenges\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EDespite the explosive growth in devices capable of being connected to IoT networks, there are very few security standards that have been agreed. This is because different manufacturers have developed their own technology platforms and s
2608ome of these have their origins back when cyber risk was uncommon.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EGiven the necessity for sensors and other devices in any IoT ecosystem to communicate, open interfaces and ease of connectivity provide an open door for malicious actors. This has now been recognised as a significant risk to operational performance, but the variety and volume of new devices make it very difficult and expensive to retroactively address.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe European Telecommunications Standards Institute (ETSI) and others have identified a list of requirements that can inform any IoT security policy.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThey are:\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ENo universal default passwords (passwords must be unique)\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EVulnerability reporting facilities and management\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ERegular software updates (and maintenance)\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ESecure storage of sensitive security parameters\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ESecure communication\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EMinimise exposed attack surfaces\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EOptimal software integrity\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EPersonal data security\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EOutage resilience\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ESystem telemetry data examination\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ESimple user data deletion processes\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EEasy device installation and maintenance\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EInput data validation\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EIt was only in December 2020 that the US President signed the IoT Cybersecurity Improvement Act into law. This illustrates how slow the world has been in realising what the cybersecurity implications are for the information-based world in which we live.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EFortunately, the increasing use of Cloud-based applications and services have made it easier to consistently enforce good cybersecurity practice at the heart of many operations. But because of the very distributed nature of supply chain operations, the opportunity to exploit insecure gaps in the technological landscape remains quite big. To at least reduce the risk of attack, there must be education and consistent, clear explanations concerning good prevention techniques.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EStaff should be aware of the social engineering methods used by attackers to gain information about IDs and passwords. Even publicity about the kinds of technology and the preferred vendors used within a warehouse automation project should be avoided - despite the marketing department wishing to publicise how advanced their operations might be.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAny device connected to the network, no matter how seemingly trivial its function might be, is a possible attack vector for a bad actor (as we say in the jargon). Simple Bluetooth connected sensors for temperature in a cold chain network have the potential to deliver malicious code into the network. Once inside the network, all bets are off. This is because even the simplest devices now have sufficient memory to accept and transfer the very small programmes hackers use.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cem\u003EResilience and Business Continuity\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAs warehousing facilities are increasingly automated, they are reconfigured around the most efficient layouts for operations. The deployment of robots, narrow aisle bays, automated vehicle pathways etc., change the nature of such locations into areas where humans are confined to small sections.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThis becomes a serious issue in the event of prolonged power failure or system outage. In more traditional layouts, humans can continue to move around the entire facility and have the room to maintain operations at a slower speed. But within facilities where movement and access are restricted to the dimensions of machines, it is impossible to run a manual operation.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThis is yet another example of the necessity of planning to ensure continuity of power and communications links in the event of severe disruption. Diesel generators for backup power can only operate for as long as the fuel supply lasts. The same applies to battery storage. Outages lasting weeks (e.g. weather-related or cyberattack) are quite likely over the next few years, so any business continuity strategy must have a broad scope of reference.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cem\u003ESource: Foundation for Future Supply Chain, September 7, 2021\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EAuthor: Foundation for Future Supply Chain\u003C/strong\u003E\u003C/span\u003E","post_title":"The challenges of smart warehousing","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-challenges-of-smart-warehousing","to_ping":"","pinged":"","post_modified":"2021-09-07 16:39:17","post_modified_gmt":"2021-09-07 15:39:17","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1960","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1961","productGallery":null,"woo_quick_view":"[woosq id= 1960]","postGallery":"","post_type_name":"Post"},{"ID":"1976","post_author":"3","post_date":"2021-09-09 09:16:56","post_date_gmt":"2021-09-09 08:16:56","post_content":"\u003Cspan style=\"font-size: 12pt;\"\u003EIf getting McDonald\u2019s Milkshakes, \u003Ca href=\"https://www.bbc.co.uk/news/business-58249337\"\u003ENando\u2019s chicken\u003C/
2608a\u003E and Dairy products are a problem, at least in the UK now; could the Xmas gifts be far behind? It is not just in the UK, every Industry in most developed markets is experiencing acute delivery and supply chain challenges. While the challenges in the UK may be compounded by the post-Brexit disruptions, the supply chain and logistics issues bubbling up elsewhere along with inflation scares, covid closures caused by new variants, limited vaccination, worker, and chip shortages are all additives that are leading towards a stolen Christmas.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EBen Franklin\u2019s quote \u201cFor want of a nail the kingdom was lost\u201d, is apt for these times when it is not just Christmas, but economic growth is being lost because of some logistical challenges!\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Ca href=\"https://futuresupplychains.org/problems-in-vietnam-and-malaysia-indicate-new-covid-driven-logistics-crisis/\"\u003EFactories in Vietnam\u003C/a\u003E, Ports in China, apparel manufactures in Bangladesh, Sri Lanka are closed due to covid outbreaks. Transit times from Asia to the US has almost doubled and the average wait time for container ships entering the ports of Los Angeles &amp; Long Beach to unload their cargo (which account for a third of the US Imports) is over 7 days \u2013 in normal times it is usually between 0 and 3 days. Beyond that, the truck and rail capacity at the terminals are capacity constrained and it takes another week for the containers to move inland. Supply chain bottlenecks pushed factory activity in Germany\u003Cstrong\u003E\u00a0\u003C/strong\u003Eto its lowest level in six months.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EPeak ocean shipping season for Xmas is between Aug &amp; early October, but the demand never went away since last fall. With a shortage of containers, not to mention product itself, the per container transport charges from Asia to the US have almost tripled and even at those prices, a small retailer may be out of luck if their goods are not in transit, forget about placing the order now for ocean transport in time for Xmas. Large US Retailers such as Walmart and Home Depot are chartering ships to ensure capacity but also inventory impacted by supply chain constraints. With ship leasing firms reporting an increasing number of charter agreements, the assumption is that Christmas dependent retailers, including toy manufacturers, are doing the same to ensure product availability.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThese delays and product shortages, a boon for air cargo and freight companies resulting in increasing costs, will pinch the wallets of Christmas shoppers \u2013 so much for inflation being transitory. With most aircraft still grounded and limited or no international travel, the belly cargo space capacity has also vanished making air freight much more expensive. Early during the pandemic, some airlines removed passenger seats to transport more cargo. The current situation presents an opportunity for more International Airlines to resuscitate their routes on an as-needed basis to offset some of the revenue loss with parcels as passengers.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EWhile the average consumer is seeing the shortages at the retail level, the damage was done upstream more than 16 months ago. Much like the spread of the delta variant, the supply chain challenges that manifested itself in March 2020 with PPE, Toilet paper, disinfectants and products that home-bound consumers ordered in boatloads has spread wide and deep across all sectors and industries.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAs Warren Buffett said, \u201cOnly when the tide goes out do you discover who's been swimming naked\u201d. Arguably, it was the pandemic that exposed the vulnerabilities of businesses with \u201cextremely efficient supply chains\u201d and impacting the suppliers and consumers with any break in the supply chain. Those businesses that were advised that any inventory was inefficient and that the \u201cI\u201d word was bad will need to radically re-think this concept. When you have tens of firms with millions of unfinished product inventory in their warehouses, waiting for that one part to make it a finished good ready for shipping, it is time to reconsider.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EWhether it is the Pandemic, the effects of Climate Change or even a Ship being stuck in the Suez Canal disruptions will become commonplace. Near-shoring must be a considered strategy for any business, especially if you do not have the market power to negotiate ocean/air freight rates. Surely there are more cost-effective producers/distributors of components for your products closer to the consumers of these goods? Of course, it is not a simple proposition, and the strategy will vary by sector. However, the average US consumer, who is used to everyday low prices, is in for a rude shock as price increases will be the rule rather than the exception.\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAs I started putting pen to paper, Walmart announced that it is hiring 20,000 workers for its supply chain operations \u2013 it is primarily for the distribution and delivery business, in other words, e-commerce logistics \u2013 with average wages closer to $20/hour. Along with the hiring, Walmart is also opening its in-house delivery platform Spark Driver so other gig workers can leverage it to increase their delivery density with the Walmart GoLocal program. Of course, it is addressing one of the most challenging aspects of e-commerce \u2013 costs associated with last-mile delivery. (Full Disclosure: I worked at UPS for 29 years before retiring early). \u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe challenges in the supply chain from source to consumption are never-ending. A few things to proactively think about prior to a product launch or much before it reaches crisis status, include:\u003C/span\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EScenario Planning your supply chain with disruption the rule rather than the exception\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ERe-evaluate slack in your inventory? Re-visit optimal inventory, not all is bad\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;
2608\"\u003EWhat technology or other tools are in your toolkit? Will it address disruptions?\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EDo you have a reserve (multiple vendors, across geographies) for the crucial parts/components in your product?\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ECan your margins accommodate wild swings in supply chain costs?\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EWhat is the impact on overall customer/consumer experience?\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003ETo ensure its current viability and better yet, to be prepared for your peak sales season it would be advisable to continually update and revise your supply chain checklist every few months.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EI hope to revisit the topic of e-commerce logistics, especially in emerging markets, soon.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cem\u003ESource: Foundation for Future Supply Chain, September 7 2021\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EAuthor: Raghu Ramachandran\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cem\u003EThis is a guest post from Raghu Ramachandran of 13 Colony Global LLC. You can contact Raghu at \u003Ca href=\"mailto:[email protected]\"\[email protected]\u003C/a\u003E\u003C/em\u003E\u003C/span\u003E","post_title":"Re-visiting your Supply Chain: Stop the Grinch from stealing the next Christmas!","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"re-visiting-your-supply-chain-stop-the-grinch-from-stealing-the-next-christmas","to_ping":"","pinged":"","post_modified":"2021-09-09 09:16:56","post_modified_gmt":"2021-09-09 08:16:56","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1976","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1977","productGallery":null,"woo_quick_view":"[woosq id= 1976]","postGallery":"","post_type_name":"Post"},{"ID":"1980","post_author":"3","post_date":"2021-09-09 09:30:03","post_date_gmt":"2021-09-09 08:30:03","post_content":"\u003Cspan style=\"font-size: 14pt;\"\u003EThe logistics industry has been warning about driver shortages for many years but a combination of Covid-19, Brexit and the ongoing structural issues restricting the supply of drivers has brought us to a crisis point, especially in the UK with \u003Ca href=\"http://www.ti-insight.com\"\u003ETransport Intelligence's\u003C/
2608a\u003E recent research showing a shortfall of at least 76,000 drivers.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003ELast week saw the chain restaurant Nandos run out of chicken in the UK and now McDonald\u2019s is unable to serve milkshakes across the country, in both instances driver shortages are said to be to blame. There are also reports that BP has had to close some petrol stations and that UK supermarkets have struggled to keep milk on the shelves because of HGV driver shortages.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003ETi\u2019s latest research paper on European Driver Shortages assesses the scale of the crisis right across Europe, with a total shortfall of drivers now surpassing 400,000.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EThe most heavily impacted \u003Ca href=\"https://www.iru.org/resources/newsroom/new-iru-survey-shows-driver-shortages-soar-2021\"\u003EEuropean countries\u003C/a\u003E are Poland, the UK and Germany. The UK is in a particularly difficult position as it is not only grappling with Brexit, but it also saw many European workers leave over the course of the pandemic, as fears over lockdowns grew.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cimg class=\"alignnone wp-image-1981\" src=\"https://futuresupplychains.org/wp-content/uploads/2021/09/image-34-300x170.png\" alt=\"\" width=\"826\" height=\"467\" /\u003E\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EPoland: According to Ti estimates, the shortage in Poland in 2020 is around 124,000 drivers. According to IRU, Poland is one of the most heavily impacted European countries and driver shortage in 2020 stands at around 37%.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EUK: The shortfall of truck drivers in 2020 is estimated at 60,000-76,000. The RHA estimates that there is currently a shortfall of about 60,000 hauliers in the UK. According to data from the Q2 Labour Force Survey for 2020, the calculated shortfall is even higher than RHA estimates and stands at around 76,000.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EGermany: Between 45,000 and 60,000 truck drivers are \u2018missing\u2019 in 2020 in the German market alone, according to the DSLV and BGL, and this number is only increasing. The IRU predicts a gap of 185,000 drivers by 2027 in Germany.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EFrance: In 2019 it has been reported by several news outlets that France is experiencing a shortage of approximately 43,000 drivers.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003ESpain: According to Ti estimates, the shortfall of truck drivers in Spain was 15,340 in 2020.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EItaly: The shortfall in Italy in 2019 was estimated at around 15,000 drivers according to various sources including National newspaper Corriere della Sera. 4 European Driver Shortages\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EDenmark, Norway &amp; Sweden: The Scandinavian countries figures are not as high, but the shortage of drivers has spread across Europe. The shortage figures from 2017 for Sweden, Denmark and Norway are 5,000, 2,500 and 3,000, respectively.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EBelarus: In 2019, it was estimated that there is a shortage of 4,500 drivers in Belarus.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EUkraine: The deficit of drivers in Ukraine in 2019 ranged from 12,000 to 120,000 depending on the region.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EThe driver shortages have been affecting the global road freight market for around 15 years. The issue comes as the pool of truck drivers is contracting but demand for transport is rising. The COVID-19 pandemic has further exacerbated the already alarming issue of driver shortages as new drivers have been unable to train and take their tests and Covid restrictions make the job even less attractive.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EEven before the pandemic a serious cause for concern in the industry, the lack of drivers in the road transport industry was at an all-time high with many of its underlying issues being long-term challenges. Factors such as an aging workforce and insufficient numbers of new recruits, due to working conditions and image issues of the profession, have been plaguing the industry for many years.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cem\u003ETi\u2019s latest research paper on \u003C/em\u003E\u003Ca href=\"https://www.ti-insight.com/whitepapers/euro
2608pean-driver-shortages/?whitepaperTitle=European%20Driver%20Shortages\"\u003E\u003Cem\u003EEuropean Driver Shortages\u003C/em\u003E\u003C/a\u003E\u003Cem\u003E assesses the scale of the crisis across Europe and examines the policies, strategies and technologies being proposed and implemented by regulators and road freight operators to help alleviate the crisis. \u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cem\u003ESource: Foundation for Future Supply Chain, September 9, 2021\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EAuthor: Foundation for Future Supply Chain\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003ETransport Intelligence is the research partner of the Foundation for Future Supply Chain and has acted as advisors to the World Economic Forum, World Bank, UN and European Commission.\u003C/span\u003E","post_title":"Europe's road freight market short of more than 400,000 drivers","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"europes-road-freight-market-short-of-more-than-400000-drivers","to_ping":"","pinged":"","post_modified":"2021-09-13 13:28:36","post_modified_gmt":"2021-09-13 12:28:36","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1980","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1982","productGallery":null,"woo_quick_view":"[woosq id= 1980]","postGallery":"","post_type_name":"Post"},{"ID":"1991","post_author":"3","post_date":"2021-09-16 09:43:54","post_date_gmt":"2021-09-16 08:43:54","post_content":"In a \u2018\u003Ca href=\"https://www.ft.com/content/7feb34b3-6ce3-4883-b18b-1e2b4401678e\"\u003EState of the Union\u003C/a\u003E\u2019 speech to the European Parliament, European Commission President Ursula von der Leyen, set out her vision of the future for the region in a post-pandemic world. Whilst most media attention will focus on her determination that the EU should build the \u2018political will\u2019 to develop its own military and intelligence forces, she also announced the name of the EU\u2018s response to China\u2019s Belt and Road Initiative (BRI). The program will be known as the \u2018Global Gateway\u2019 partnership.\r\n\r\nChina\u2019s Belt and Road Initiative has been enormously successful in the \u2018soft\u2019 projection of the country\u2019s economic power into many developing markets in Asia, Africa, Latin America and even in parts of Europe. The European Commission has long recognised the threat that the BRI poses in terms of China\u2019s political influence and for the last three years has been working on its own response as part of a \u2018Connectivity Strategy\u2019.\r\n\r\nIn the past, Europe\u2019s investment in developing countries has often been ad hoc and focused around projects such as road-building. However, Von der Leyen stated that it made no sense at all for Europe to finance roads, for instance in Africa, which linked Chinese-owned manufacturers or mines to Chinese-funded ports, enabling the more efficient movement of Chinese imports and exports in and out of the region.\r\n\r\nInstead, the new Global Gateway partnership will provide a more holistic and over-arching alternative for developing countries, allowing them to build new infrastructure without having to rely on the Chinese government. Von der Leyen claimed that China\u2019s policy had created \u2018dependencies\u2019 whereas the European policy would facilitate \u2018links\u2019 with an emphasis on sustainability and labour rights.\r\n\r\nThe European Commission is becoming ever more mindful of the threat which China presents to the strategic autonomy of the region in terms of supply chain. It has already recognised its dependency on China for many critical raw materials (such as rare earth metals) as well as many intermediate and finished goods. By offering developing countries finance to build new infrastructure such as roads, ports and airports, it is hoping to prevent China from controlling upstream supply chains in key commodities.\r\n\r\nHowever, despite Von der Leyen\u2019s words, the EU will never be able to match the enormous amounts of money which China has sunk into the BRI, estimated by one data provider as over $2 trillion since 2013. The amount of money which the EU will allocate to achieve this policy objective is unclear. Presumably it will rely on budget negotiations with member countries and the EU\u2019s ability to raise its own finance.\r\n\r\nThe EU\u2019s Global Gateway policy forms part of what Von der Leyen would like to see as a new and more assertive EU on the world stage, alongside other military and political goals. However, in the quest for global influence, it will find itself in competition with many other countries, such as US, Russia and India, not just China. Whether or not European member states will be willing to pay the cost of the Commission\u2019s political ambitions is yet to be seen.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, September 16, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: \u003Ca href=\"https://futuresupplychains.org/professor-john-manners-bell/\"\u003EJohn Manners-Bell\u003C/a\u003E\u003C/strong\u003E","post_title":"Can Europe provide an alternative to China\u2019s Belt and Road investment?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"can-europe-provide-an-alternative-to-chinas-belt-road-investment","to_ping":"","pinged":"","post_modified":"2021-09-16 13:57:41","post_modified_gmt":"2021-09-16 12:57:41","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1991","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1992","productGallery":null,"woo_quick_view":"[woosq id= 1991]","postGallery":"","post_type_name":"Post"},{"ID":"2006","post_author":"3","post_date":"2021-09-23 08:00:11","post_date_gmt":"2021-09-23 07:00:11","post_content":"It is still far from clear what form the global recovery from the Covid pandemic will take. Whilst many sectors are bouncing back well, debt levels are spiralling and this has prompted a warning from one of the world\u2019s leading economists, \u003Ca href=\"https://twitter.com/Nouriel\"\u003ENouriel Roubini\u003C/a\u003E. Many of his concerns centre around supply chain issues.\r\n\r\nIn an interview with business media company, Bloomberg, he said that the world\u2019s economy was in a far weaker position to deal with the present financial crisis than it was following the \u2018great recession\u2019 of 2008 due to massive \u2013 and still growing - levels of public and private debt. He suggested that central bankers are looking towards higher levels of inflation to wipe out debt as opposed to a cut in government spending. Eventually with deficits so high, real interest rates would have to increase, resulting in a greater level of debt default.\r\n\r\nWhilst this may start to happen in the next few months, he identified a number of negative supply chain shocks which w
2608ould take effect in the medium term.\r\n\r\nFirstly, he warned about the threat of deglobalisation and protectionism. He said this could result in the \u2018balkanization\u2019 (fragmentation) of supply chains which would have impacts on costs and efficiency. One aspect of this is the on-going US-China trade war which over the past few years has distorted global trade flows. He believes that there will be a further decoupling of the US from China especially in terms of data and technology.\r\n\r\nRoubini also said that he expected further variants of the Covid virus to continue to disrupt supply chains. In China, Vietnam and other locations throughout Asia, production has been halted at various times over the past 18 months, leading to increased costs and the reduction in output. The effects have not only been felt in manufacturing but also at ports and airports which have resulted in backlogs. The perceived need for more self-reliance which this will create as countries seek to bolster national industrial strategies will mean the greater likelihood of export controls of key goods, consolidating the trend towards protectionism mentioned above.\r\n\r\nClimate change will also play a role. Weather events in recent years have become more extreme and unpredictable, impacting upon agricultural output and food supply chains. This has resulted in the increased volatility in food prices. Indirectly, energy policies adopted by governments to mitigate carbon emissions are leading to higher gas and oil prices which are then passed onto transportation companies and, of course, consumers.\r\n\r\nAnother risk identified by Roubini is the vulnerability of supply chains to cyber attack, a threat posed by criminal or state actors. We don\u2019t have to look too far to find examples of this issue in the logistics industry \u2013 shipping lines and express parcels providers have fallen victim to instances of so-called \u2018ransomware\u2019 costing the industry billions of dollars. In the future, the risk will only escalate as corporations become almost totally reliant on technology.\r\n\r\nHe also expected that in the future there would be rising wealth inequality. Parts of this inequality would be driven by automation and AI which would benefit corporations and other owners of capital, rather than employees. Government response would be to strengthen the power of labour organizations and workers which will increase wage pressures (c.f. the \u2018gig\u2019 economy). Unlike other costs, those related to labour tend to ratchet up in one direction rather than rise and fall. This would have a significant impact on structural inflation.\r\n\r\nIn summary, Roubini believes that there is a considerable risk of a high inflation, low growth economic environment. Central bankers, he says, are caught in a \u2018debt trap\u2019 where any attempt to take steps to tighten monetary policy will result in markets crashing. He believes that growth levels over the next few years will be lower whilst production and supply chain costs will be high resulting in 1970s style \u2018stagflation\u2019, a reverse of many of the trends of the last decade.\r\n\r\nOf course, there is no guarantee that this scenario will play out. Central banks may have success in managing the transition to a post-Covid economy and supply chains may not fragment in the way that Roubini believes likely. There may be no \u2018hard landing\u2019. After all, many consumers are sitting on large amounts of savings, confidence amongst the business community in many parts of the world is high and inflationary pressures may be transitory. New technologies, working practices and e-commerce may move economies into a new paradigm. However, Roubini\u2019s warning indicates that not everyone is convinced that traditional relationships between debt, growth and inflation have been somehow replaced by a \u2018new normal\u2019. If he is right, the world\u2019s economy \u2013 and supply chain industry - may be in for a rough few years.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, September 23, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: \u003Ca href=\"https://futuresupplychains.org/professor-john-manners-bell/\"\u003EJohn Manners-Bell\u003C/a\u003E\u003C/strong\u003E","post_title":"Economist warns that post-Covid supply chain shocks risk 1970s recession","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"economist-warns-that-post-covid-supply-chain-shocks-risk-1970s-recession","to_ping":"","pinged":"","post_modified":"2021-09-23 10:20:58","post_modified_gmt":"2021-09-23 09:20:58","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2006","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2007","productGallery":null,"woo_quick_view":"[woosq id= 2006]","postGallery":"","post_type_name":"Post"},{"ID":"2061","post_author":"3","post_date":"2021-11-04 09:00:30","post_date_gmt":"2021-11-04 09:00:30","post_content":"\u003Cp style=\"text-align: left;
2608\"\u003ETrial schemes for \u003Ca href=\"https://www.ft.com/content/45dbe119-391b-41e5-8b6a-c6b5a082d062\"\u003Ecarbon labelling\u003C/a\u003E consumer products began around 2007-8.\u00a0 Tesco committed in 2008 to carbon label all products by 2012 as part of a government-backed pilot scheme.\u00a0 At the time its product range comprised around 75,000 different items. They carbon labelled about 100 products then realised that, at the rate they were carbon auditing them, it would take around 500 years to label the rest, so they \u003Ca href=\"https://www.theguardian.com/environment/2012/jan/30/tesco-drops-carbon-labelling\"\u003Eabandoned the programme\u003C/a\u003E. Carbon auditing products across the supply chain was also found to be an expensive exercise.\u00a0 Boots carbon-labelled 8 shampoos and it cost quarter of a million pounds.\u003C/p\u003E\r\nEfforts were, nevertheless, made at the time by organisations such as the Carbon Trust to standardise the measurement of product carbon footprint.\u00a0 Some developed carbon footprinting software \u2013 tools for enabling the calculation and recording of direct (scope 1) and indirect electricity-related (scope 2) emissions in accordance with the Greenhouse Gas (GHG) Protocol.\u00a0 \u00a0The collection of scope 3 emissions from upstream suppliers and logistics providers presented a bigger problem, particularly for companies with complex, global value chains. Over the past decade, however, many businesses have strengthened their ability to collect, disaggregate and report emissions across all three scopes.\r\n\r\nInterest in the subject is now rising again but there is still the issue of validation. Who will be responsible for this? Government agencies? Carbon auditors? There is the risk that if companies feel that they can derive a financial advantage from offering lower carbon goods and services, they will be tempted to under-report their emissions, especially if nobody is monitoring this.\r\n\r\nAdded to this, there are differences in the seasonal sourcing of a product \u2013 for example, Pepsico carbon-labelled its Walker crisps, but did not vary the CO\u003Csub\u003E2\u003C/sub\u003E figure to reflect the sourcing of potatoes from different places at different times in the year.\r\n\r\nA big concern is, would carbon labelling induce a big enough consumer response? Choice of product is often price associated. When buying fruit juice for example, if one carton costs \u00a33 and produces 50g of carbon per litre and one is \u00a31 and produces 70g of carbon per litre, would the average consumer go for the lower carbon product or the cheaper one?\r\n\r\nIs there a way forward?\r\n\r\nThe\u003Ca href=\"https://futuresupplychains.org/whitepaper/the-challenge-of-measuring-meeting-climate-change-targets/\"\u003E measuring of carbon emissions\u003C/a\u003E is advancing - Blockchain can track carbon emissions across the supply chain and start-ups such as Tracks based in Berlin have developed software that measures transport emissions and collects primary data in real time. The challenge lies in disaggregating this vehicle emissions data. The break down is from truck to pallet to case to individual product. There is a big difference between a carton of orange juice and a fridge for example. With electrical appliances, most emissions come from the use of the product, not from its manufacture and delivery.\r\n\r\nA better way of reducing carbon emissions in the supply chain could be through \u2018choice editing\u2019, focusing on the behaviour of retail buyers rather than the consumers, so looking upstream rather than downstream. Buyers could source products from lower carbon producers, looking at their overall carbon efficiency and finding suppliers that use renewable or low carbon energy and transport, so railways instead of trucks for example. In this way, they take more responsibility for reducing the CO2 which is embedded in products.\r\n\r\nIn conclusion, the prospect of carbon labelling is being met with understandable scepticism. As Alan McKinnon stated in a letter to the FT on the 25 November 2020 \u2018\u2019We definitely need to increase carbon transparency across supply chains but should be wary of attempting this on a large scale at product level\u2019\u2019.\u003Cem\u003E\u00a0\u003C/em\u003E\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, November 4th, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Julia Swales\u003C/strong\u003E","post_title":"Is carbon labelling of products a viable way of reducing carbon emissions?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"is-carbon-labelling-of-products-a-viable-way-of-reducing-carbon-emissions","to_ping":"","pinged":"","post_modified":"2021-11-04 10:26:38","post_modified_gmt":"2021-11-04 10:26:38","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2061","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1574","productGallery":null,"woo_quick_view":"[woosq id= 2061]","postGallery":"","post_type_name":"Post"},{"ID":"2073","post_author":"3","post_date":"2021-11-08 12:00:23","post_date_gmt":"2021-11-08 12:00:23","post_content":"At the \u003Ca href=\"https://futuresupplychains.org/whitepaper/cop26-logistics/\"\u003ECOP26\u003C/
2608a\u003E event in Glasgow, the International Transport Forum (ITF), the OECD\u2019s intergovernmental think tank, held a virtual fringe meeting entitled \u2018\u003Ca href=\"https://oecd-events.org/cop26/session/97051ba1-2e2c-ec11-ae72-a04a5e7d345e\"\u003EDecarbonising Transport: Driving implementation in hard-to-abate sectors\u003C/a\u003E\u2019.\r\n\r\nThe discussion, involving the ITF\u2019s expert analysts and a contributor from the European Commission, looked at the steps being taken to address carbon emissions reduction in three key \u2018hard to abate\u2019 sectors: heavy road freight, aviation and shipping. One of the key problems which all three sectors have in common is that carbon mitigation solutions have been hard to find: technological developments are expensive and are still not available at scale. If policies do not change, according to the ITF, transport as a whole will emit 16% more carbon dioxide in 2050 than 2015. Freight emissions will be 22% higher. To meet the 1.5 degrees Celsius target, emissions will have to be cut to a third of 2015 levels, indicating the magnitude of the task in hand.\r\n\r\nOne example highlighted by ITF analyst, \u003Ca href=\"https://twitter.com/cragliamatteo?lang=en\"\u003EMatteo Craglia\u003C/a\u003E, was the challenge involved in transitioning heavy road freight from diesel to electric or hydrogen. Until there are sufficiently dense charging networks in place, take up by carriers will be slow. New power networks, storage facilities or pipelines will require considerable investment but when there is so much uncertainty over which fuel technology will eventually be adopted, investors will continue to be put off by levels of market risk.\r\n\r\nThis suggests that government intervention, guidance or facilitation will be necessary, allowing the private sector to take action with confidence. However, whilst speed is necessary to meet climate change targets, governments must remain what the ITF\u2019s analyst called \u2018tech neutral\u2019: policy makers must not pick winners or close the door to future technologies. This conundrum is likely to delay steps to implementation although a pathway approach which plots development timescales; assesses the fuels with the biggest decarbonisation potential; examines the economic case for each; assesses the role of transitional fuels as well as advising on how private investment can be encouraged will help the process. Not all options are viable or can be funded, so the role which public policy plays in facilitating the development of the most robust will be critical.\r\n\r\nIn the aviation sector, ITF\u2019s Till Bunsen suggested that policies should be put in place to strengthen demand for advanced Sustainable Aviation Fuels (SAFs), partly by implementing carbon taxes or establishing emission trading schemes. At the same time, R&amp;D should be supported which would enable production at scale whilst reducing the price.\u00a0 Realistically \u2018drop in\u2019 fuels are the only option for fast greenhouse gas reductions for the long haul sector as these are compatible with existing technologies. More advanced fuel technologies (such as battery electric) are at a much lower stage of market readiness.\r\n\r\nITF\u2019s ports and shipping expert, Olaf Merk, made the point that alternative fuels would not be developed if there were no market for low carbon shipping i.e. if conventional, high carbon options were still available to the market at a lower price. Instead, the negative externalities of bunker fuels should be \u2018internalised\u2019 via carbon pricing or regulation. The allocation of monie
2608s raised through a carbon tax could help with transition costs.\r\n\r\nIt seems very unclear across all the \u2018hard to abate\u2019 transport sectors how carbon emission targets will be met. Fuel technologies and their necessary \u2018ecosystems\u2019 (such as charging networks) are at very early stages of development and will need government facilitation and public/private investment on a massive, paradigm shifting scale. The risks of backing the \u2018wrong\u2019 technology are very real, costing the taxpayer many billions and delaying or even suppressing the development of options which had better carbon reducing potential. \u00a0Establishing pathway structures to aid the assessment of new technologies and guide public/private response and engagement will be crucial.\r\n\r\nAlthough many industry practitioners, energy companies and politicians are \u2018betting the house\u2019 on game changing fuel technologies, there are other approaches which can have immediate effects. Increasing utilization of transport assets, for instance, by improving loading and routing efficiencies; addressing volumetric issues by reducing packaging; sourcing where possible from local suppliers or using less carbon emitting modes such as short sea shipping or intermodal. Expecting technology companies to pull a rabbit from out of the hat is not a viable proposition if governments, shippers and carriers really want to meet their carbon emissions reduction targets.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, November 8th, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E","post_title":"Opinion: Industry and governments must not bank on new fuel technology to reduce emissions","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"opinion-industry-and-governments-must-not-bank-on-new-fuel-technology-to-reduce-emissions","to_ping":"","pinged":"","post_modified":"2021-11-08 12:00:23","post_modified_gmt":"2021-11-08 12:00:23","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2073","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"657","productGallery":null,"woo_quick_view":"[woosq id= 2073]","postGallery":"","post_type_name":"Post"},{"ID":"2086","post_author":"3","post_date":"2021-11-16 14:48:16","post_date_gmt":"2021-11-16 14:48:16","post_content":"Historically, the lion\u2019s share of IT investments have focused on improving existing business processes or supply chain workflows, making them more efficient, with building programmes for internal teams. Taking different tech stacks with different information and connecting companies together takes this to a whole new level and creates a lot of change.\r\n\r\nSlack is a great example of a tech stack with \u003Ca href=\"https://www.prnewswire.co.uk/news-releases/link-mobility-to-strengthen-conversational-messaging-capabilities-by-acquiring-italian-based-nlp-ai-chatbot-matelab-srl-xenioo--839972458.html\"\u003Every strong APIs\u003C/a\u003E \u2013 the application programming interface is a self-enclosed programme with hooks or doors. Anyone can take the APIs and write their own programme depending on how people want to connect with it. They made it very easy for people to connect other programmes with Slack, such as Zoom. This is very much an external play, connecting more players through Slack, rather than improving the way that Slack functions.\r\n\u003Ch2\u003EAPIs, meet global freight\u003C/h2\u003E\r\nSome of the bigger B2B SaaS (software as a service) platforms also use API integrations, such as Salesforce for managing sales, extending from software that users interact with to unseen technology that connects companies through different platforms. There were many customer relationship platforms before, but they can now connect to almost anything - so for supply chain, Salesforce is connected to transport management and procurement software.\r\n\r\nThis makes a lot of sense. Fintech companies, which used to be very insular, have also realised they need to embrace interconnected tech stacks. For example, Paypal\u2019s\u00a0\u00a0\u00a0\u00a0 \u00a0integration with eBay was one of the primary drivers of its initial success.\r\n\r\nIt\u2019s happening slowly in supply chain and logistics, as many of the players still don\u2019t have their own internal technologies set up. CMA CGM recently set up their own API so shippers can connect into their system to book a container, all from within their own technology stacks. Maersk is now putting everything online, but it\u2019s very early days. Freightos is building piping for freight pricing, booking and management, so that carriers and freight forwarders can connect with each other. This is a prime example of API\u2019s potential; a freight forwarder could book cargo space across more than thirty airlines, while both the airline and the freight company book and manage then transaction in their own platforms.\r\n\r\nThis same power of integration extends to smaller companies as well. On the Freightos platform they can upload all their pricing by leg between any two points in the world. Shippers can connect with different suppliers around the world, see the freight prices and work out the best way of shipping their products. APIs \u00a0can also be used to track goods and can, for example, identify congestion in ports, where transit time will take longer.\r\n\r\nThe fundamental change that APIs have introduced to nearly every industry is quite clear. However, for logistics professionals, shifting to this approach is challenging.\r\n\r\nInternal tech stacks in the industry rely on complicated layers of commercial relationships between carriers, layers of resellers and shippers, even though it\u2019s ultimately a box on a boat which must get to its destination on time.\r\n\r\nWhen everything is opaque, with too many layers, how do you control anything? How do you hold people accountable if everything is done manually through multi-layer contracts? How do you untangle this? There are no cancellation fees, so how do you avoid overbooking? Without a cancellation fee there is very little visibility into the supply chain, so the carriers overbook to compensate, pricing is affected and the big companies win. If everything is traced back to the shipper, the government can start regulating it and the whole process becomes more effective.\r\n\r\nIn summary we need to get to the point where bookings are happening transparently and predictably, then we can start holding people accountable. Anything we can do to simplify the business environment around logistics will create massive change. Using interconnected tech stacks efficie
2608ntly will have a big effect on reducing emissions in the logistics industry, as transparency is the first step towards any kind of sustainability.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, November 16th, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Julia Swales\u003C/strong\u003E\r\n\r\n&nbsp;\r\n\r\n&nbsp;","post_title":"Drawing the line between transparency, tech stacks and sustainability","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"drawing-the-line-between-transparency-tech-stacks-and-sustainability","to_ping":"","pinged":"","post_modified":"2021-11-17 09:05:42","post_modified_gmt":"2021-11-17 09:05:42","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2086","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"641","productGallery":null,"woo_quick_view":"[woosq id= 2086]","postGallery":"","post_type_name":"Post"},{"ID":"2093","post_author":"3","post_date":"2021-11-18 08:54:42","post_date_gmt":"2021-11-18 08:54:42","post_content":"Despite all the hype, there was very little in the way of new announcements from the \u003Ca href=\"https://futuresupplychains.org/whitepaper/cop26-logistics/\"\u003ECOP26\u003C/a\u003E gathering of world and business leaders in respect to the \u003Ca href=\"https://www.wtagroup.com/news/decarbonising-logistics-the-5-key-lessons-from-cop26\"\u003Elogistics and transport industry\u003C/a\u003E. This should probably not have been unexpected as the power to make changes and set goals in the sea and air industry largely rests with supra-national non-governmental organisations (such as the International Maritime Organisation and the International Civil Aviation Organization). Any progress in these two sectors (or otherwise) is made through these fora, although of course pressure can be brought to bear by influential country members.\r\n\r\nRoad transport is a different case. Goal-setting is the responsibility of individual governments and this is why there has been a much more fragmented response with countries such as the UK being amongst the most aggressive in its targets. However, even this belies the reality of a global market. The development of alternative fuels and the eco-system required to support them relies on the progress of technology and global investment. Announcements to ban diesel by such-and-such a date at an individual country level are in themselves pointless unless global solutions are in place.\r\n\r\nSummarised below are some of the main declarations made relating to the shipping, road and aviation sectors.\r\n\u003Ch3\u003E\u003Cu\u003EShipping\u003C/u\u003E\u003C/h3\u003E\r\nAt COP, 19 countries agreed to create zero emissions shipping corridors with the aim to achieve at least 6 green corridors by the middle of the decade and to scale up activity in the following years. This will involve addressing barriers, developing regulatory frameworks, information sharing and infrastructure and include voluntary partners such as ports and carriers. The so-called \u2018Clydebank Declaration\u2019 does not mean that all ships on these trade lanes will need to be zero emission. \u00a0However, it will involve deploying new vessel technologies and putting alternative fuel and charging infrastructure in place in ports to allow for zero emission shipping on key routes across the globe. Few Asian countries have signed up, Japan being the major exception.\r\n\r\nWhilst the declaration was largely aspirational and nebulous, the International Maritime Organisation (IMO) did come under pressure at the event from governments, including Denmark and the US, to set concrete net-zero targets. The IMO\u2019s goal of reducing GHG by at least 50% by 2050 compared to 2008, however, is not consistent with the COP26 goal of keeping temperature rises to 1.5% by the end of the century. Some commentators believe that this pressure may result in a change of policy as early as later this month at a meeting of its Marine Environmental Protection Committee.\r\n\u003Ch3\u003E\u003Cu\u003ERoad\u003C/u\u003E\u003C/h3\u003E\r\n30 countries and 11 automotive companies committed to 100% zero emission car and van sales in leading markets by 2035 and globally by 2040. They said they would work together to make zero emission vehicles the \u2018new normal\u2019 by making them accessible, affordable, and sustainable in all regions by 2030 or sooner. A new World Bank trust fund will mobilise $200 million over the next 10 years to decarbonise road transport in emerging markets and developing economies.\r\n\r\n15 countries pledged to shift to clean trucks by committing to end the sale of most new diesel trucks by 2040. The UK has gone further. It announced that, \u2018The UK will become the first country in the world to commit to phasing out new, non-zero emission heavy goods vehicles weighing 26 tonne
2608s and under by 2035, with all new HGVs sold in the UK to be zero emission by 2040.\u2019 Rather than make any announcement at COP, the EU is to consider a proposal to end new sales of internal combustion engine vehicles by 2035 in the coming months as well as setting targets to limit carbon emissions from heavy duty trucks.\r\n\u003Ch3\u003E\u003Cu\u003EAviation\u003C/u\u003E\u003C/h3\u003E\r\nThere were pledges from 23 countries to work towards decarbonisation in the aviation sector. However, there were no commitments to specific carbon emissions\u2019 reduction goals. Instead, it was announced that the partners to the declaration would, \u2018\u2026advance ambitious actions to reduce aviation CO2 emissions at a rate consistent with efforts to limit the global average temperature increase to 1.5\u00b0C\u2019 as well as to \u2018\u2026take into account the industry\u2019s commitment to net zero CO2 emissions by 2050\u2019. This will include the development of sustainable aviation fuels.\r\n\r\nThe declaration committed to support the International Civil Aviation Organization (ICAO) as the appropriate forum to ensure the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) to address aviation emissions. This has not pleased some lobbyists. Matt Finch of environmental organisation \u2018Transport &amp; Environment\u2019 asserted: \u201cAt a COP dedicated to raising ambition, it\u2019s disappointing that these states continue to rely on the UN\u2019s deeply flawed aviation agency.\u201d He went on to say, \u201cThe signatories should follow the UK\u2019s lead and take the essential first step of including their share of aviation emissions in their individual country budgets. Clean aviation will remain grounded so long as states continue to shirk their individual responsibility to act.\u201d\r\n\u003Ch3\u003E\u003Cu\u003EConclusion\u003C/u\u003E\u003C/h3\u003E\r\nIn summary, there was little new to come out of COP26 which will have a material impact on the transport and logistics industry. The regulatory response to global challenges (such as climate change) in the air and sea industry has been ceded to supra-national organisations such as ICAO and IMO. Their decisions, the result of long negotiations taking into account the views and interests of multiple stakeholders, can then be transposed into law by individual members. However, getting agreement amongst so many members is a difficult and long-winded process, a source of considerable frustration to many environmentalists. The alternative, individual countries taking a lead by setting their own targets, may well sound like a more dynamic approach. However, this too is futile if technologies are not sufficiently advanced or no single coordinated approach is adopted globally. It could also leave some countries\u2019 transport and logistics industries considerably disadvantaged which could have a severe economic impact on competitiveness.\r\n\r\nThe reality is that despite calls for immediate action and the associated rhetoric, the international \u00a0nature of the challenges; the multi-lateral structure of supervisory institutions; the immaturity of technology and the need for coordination of a response on a global level will delay the introduction of major changes to the industry for some time. Depending on your view this is either a sensible and reasoned approach or a catastrophic wasted opportunity in the face of the so-called \u2018climate emergency\u2019.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, November 18th, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E","post_title":"Was COP26 a missed opportunity for the transport and logistics industry?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"was-cop26-a-missed-opportunity-for-the-transport-and-logistics-industry","to_ping":"","pinged":"","post_modified":"2021-11-18 09:20:50","post_modified_gmt":"2021-11-18 09:20:50","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2093","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2094","productGallery":null,"woo_quick_view":"[woosq id= 2093]","postGallery":"","post_type_name":"Post"},{"ID":"2104","post_author":"3","post_date":"2021-11-23 10:16:39","post_date_gmt":"2021-11-23 10:16:39","post_content":"In an interview with Alan Braithwaite, Chair of the \u003Ca href=\"https://ciltuk.org.uk/\"\u003ECILT
2608s\u003C/a\u003E Freight and Logistics Policy Group, I asked him about the transformation of the logistics industry in the last 40 years and the outlook for the future. He observed there has been seismic change over his career, driven by several factors such as global sourcing and container shipping, the centralisation of supply chain networks, advanced materials handling and information and communications technology. Logistics cost ratios in corporate P&amp;Ls are less than half what they were in the late 60\u2019s.\r\n\r\nBut that achievement was entirely anchored on carbon. Both the sector and government were slow to absorb the impact of global warming for the sector. Now in 2021, we are facing an entirely different landscape: the zero-carbon imperative, \u003Ca href=\"https://www.un.org/sustainabledevelopment/sustainable-development-goals/\"\u003EUN Sustainable Development goals\u003C/a\u003E and shifts in geopolitics that impact resilience. There are 6 quite different drivers for the next 30 years: carbon and air quality; congestion and liveability; sustainability of materials; consumption channels; supply chain resilience; lot-size-one and digital capabilities. This combination of changes must occur faster and will be more difficult \u2013 not least as it will involve government.\r\n\r\nThere are implications for all these drivers, such as massive investments in energy supply, radical changes in regulation, network re-design, re-shoring and near shoring, a surplus in retail space and fleet mix re-specification. It is an environment of huge dissonance so operators and government may delay and hedge in the face of the many uncertainties.\r\n\u003Ch3\u003ESo how should the logistics industry prepare for transformation and at the same time mitigate risk?\u003C/h3\u003E\r\nSupply chain strategies will need to change: \u201cplan for capacity and execute to demand\u2019\u2019 will be the mantra. De-coupling supply chains closer to the manufacturing process will be more resilient to volatility. \u00a0Digital technologies that reduce set ups and increase variety will be crucial in the new world: \u2018\u2019sell-one: make-one: ship-one\u2019\u2019 will be the new world which will be ultimately constrained by the equipment capacity.\r\n\r\nThis \u2018decoupling point\u2019 between lean and agile processes can be used to bring about a radical shift in economies of scale - a lower volume production becomes feasible, enabling a move towards more sustainable production and consumption. Logistics will adapt to this and all the other pressures as it always has.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, November 23rd, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Julia Swales\u003C/strong\u003E","post_title":"The 6 Drivers of Next Generation Rapid Change","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-6-drivers-of-next-generation-rapid-change","to_ping":"","pinged":"","post_modified":"2021-11-23 10:19:31","post_modified_gmt":"2021-11-23 10:19:31","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2104","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1116","productGallery":null,"woo_quick_view":"[woosq id= 2104]","postGallery":"","post_type_name":"Post"},{"ID":"2138","post_author":"3","post_date":"2022-01-12 10:17:45","post_date_gmt":"2022-01-12 10:17:45","post_content":"In an interview with \u003Ca href=\"https://futuresupplychains.org/essa-al-saleh/\"\u003EEssa Al-Saleh\u003C/a\u003E, CEO and Board Member at \u003Ca href=\"https://voltatrucks.com/\"\u003EVolta Trucks\u003C/a\u003E AB and Board Member of the Foundation for Future Supply Chain, I asked him why the transition from the internal combustion engine to zero emission transport is moving so slowly. What can be done about it?\r\n\r\nHistorically, this transition has been hindered by cost, uncertainty and conservatism in the trucking and transportation industry. However, change is essential especially given the detrimental effects of CO2 from internal 
2608combustion engines. Therefore it`s incumbent upon leaders in the sector to be catalysts and drivers towards this transition as well as having the support of government regulation. Good examples are the \u003Ca href=\"https://ecgassociation.eu/industry-topics/paris-brings-in-phased-truck-bans-from-june-2021/\"\u003Eban on diesel trucks\u003C/a\u003E in the centre of Paris from 2024 and the congestion charges in London, making the cost of driving internal combustion and/or diesel trucks much higher. This change is no longer an option but a matter of survival. In urban cities today the increase in traffic driven by population growth and increased ecommerce traffic has pushed the need to build sustainable environments and find safer solutions.\r\n\r\nCompanies like Volta Trucks aim to provide unique vehicles which are completely re-designed. Their mission is to \u003Ca href=\"https://voltatrucks.com/sustainability\"\u003Eprovide zero emission trucks\u003C/a\u003E with people at the heart of everything, so they\u2019re not only eliminating CO2 but also providing a safe environment for both drivers and pedestrians. Commercial vehicles represent about 4% of the traffic in an urban setting, but they cause around 70% of all fatal accidents for cyclists in a city. This is an unacceptable statistic. It is largely caused by poor visibility in the truck - the driver sits directly on top of a diesel engine with small windows and is unable to see cyclists and pedestrians around the truck. At Volta they have reimagined and leveraged technology that allows them to lower the cab to pedestrian height and provide wide visibility. They have consolidated the rear axle, the motor and the battery which is all protected by the chassis frame. That reimagination and ground up design allows Volta to lower the cab but also protects the heart (battery) of the truck, which could prevent damage in the event of an accident.\r\n\r\nVolta have also created a new service model which makes the transition to electric easier for truck fleet operators, by providing financing and ongoing maintenance services that alleviate concerns about the residual value of the truck at the end of life of the truck. A fleet operator can have a one-stop-shop for all their questions and needs, which removes barriers and enables a smooth transition to a zero-emission platform.\r\n\r\nThe end of life of old diesel vehicles is also something that must be managed, so fleet owners have to start their transition to more sustainable truck operations now. As they go through their cycle of investing in new trucks, they need to start making decisions. Truck cycles can last for 6-12 years, depending on the use case. Almost every fleet owner replaces a portion of their fleet every year.\r\n\r\nEurope and North America are the most advanced in government intervention and regulation. In the short term, Europe will grow to be the biggest market in terms of transition. The US will follow, as they ramp up in transition to a zero-emission vehicle fleet or ecosystem. They'll eventually be a bigger market than Europe, but Europe will lead the way, driven by cities like Paris and London, where the yearly congestion charges are significant given the value of the truck.\r\n\r\nIn summary, what is needed is the right mindset and a recognition that climate change is a burning platform - the catalysts and the solutions are already there, so action must be taken. If the drive to zero-emissions was only led by an improvement to design and safety features, people would be slower to transition. Because it\u2019s led by cost savings and safety, it removes any excuse.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, January 12th, 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Julia Swales\u003C/strong\u003E","post_title":"The barrier to zero emission transport isn\u2019t tech, its mindset \u2013 how do we change it?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-barrier-to-zero-emission-transport-isnt-tech-its-mindset-how-do-we-change-it","to_ping":"","pinged":"","post_modified":"2022-01-12 10:37:20","post_modified_gmt":"2022-01-12 10:37:20","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2138","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2139","productGallery":null,"woo_quick_view":"[woosq id= 2138]","postGallery":"","post_type_name":"Post"},{"ID":"2147","post_author":"3","post_date":"2022-01-12 10:54:36","post_date_gmt":"2022-01-12 10:54:36","post_content":"In an interview with Anders Petersson, Business Intelligence Director at \u003Ca href=\"https://www.volvogroup.com/en/\"\u003EAB Volvo\u003C/a\u003E and a member of the advisory board for the Foundation for Future Supply Chain, I asked him about the \u003Ca href=\"https://www.forbes.com/sites/edwardsegal/2021/07/12/worsening-computer-chip-crisis-shows-supply-chains-are-still-at-risk/\"\u003Eglobal integrated circuits shortage\u003C/a\u003E and the associated supply chain issues \u2013 what has caused it and what impact is it having?\r\n\r\nThe IC shortage is a major issue for Volvo as well as many vehicle manufacturers. The situation is mainly consumer driven. Covid-19 has resulted in pent-up demand and then the stimulus packages to boost the economy in US and Europe, threw petrol on the fire. Also, of course, during Covid-19 ships have been in one place and containers in another, so supply chains have been and still are in turmoil.\r\n\r\nThe majority of integrated circuits are produced in Taiwan, Japan, and South Korea. Both the US and Europe have handed over all their production and we can see the negative effects of this now with the breakdown in the supply chain. These have been combined with some unfortunate events in Taiwan \u2013 they have just suffered the worst drought for 50 years. The world\u2019s largest third-party semiconductor manufacturer, Taiwan Semiconductor Manufacturing Co. (TSMC), had to resort to trucking in tanks of water from the island\u2019s greener south side to maintain production.\r\n\r\nAt 
2608Volvo they reduced their demand and turned off the flow as soon as Covid-19 hit. The IC circuits that were produced for the vehicle industry were instead produced for the PC industry, where demand was going through the roof. When consumer demand came back to the vehicle industry, this of course caused many problems.\r\n\r\nIt's interesting to note that several producers such as TATA and BYD have said that they will start to produce IC circuits, which is a huge challenge as this is extremely complicated - they obviously feel that they need to have control of this. We are in this paradigm shift of going from globalisation to regionalization whilst still dealing with Covid-19. Companies are looking at making their supply chains more resilient, so that they can factor in this type of upheaval \u2013 they are looking at sourcing suppliers closer to home and closer to their production plants. This is already happening in different industries such as fashion, but it will take years for the automotive industry to change. A lot of the key components are produced in China, Taiwan, Japan and South Korea and will continue to be so. The movement is there to perhaps encourage suppliers to set up more production at home, but this is a very slow process.\r\n\r\nMany OEMs are now looking very closely at their second, third and fourth tier suppliers. Where are they? How resilient are they? What are the alternatives? They are of course following the move in Europe towards their own production of integrated circuits, just like Siemens, but it\u2019s a long-term strategy. Some of the core vehicle manufacturers have been tough and selected models that they are really going to make money on \u2013 those models will get the IC circuits and they have stopped producing other models. It\u2019s all about prioritizing, looking over the supply chain and making changes.\r\n\r\nVolvo\u2019s quarterly reports which have just been published are good, but the supply situation is still a big problem. Paccar, for example, have stated that in the last quarter they could have sold between 7000 and 9000 more trucks in the US, but they didn\u2019t have the supplies - and that's not just integrated circuits, there are also many other supplies that are not available, such as magnesium alloys. The market is good, because the demand is there, but vehicle manufacturers are still dependent on their suppliers.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, January 12th, 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Julia Swales\u003C/strong\u003E","post_title":"How is the IC shortage making vehicle manufacturers rethink their supply chain strategy?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"how-is-the-ic-shortage-making-vehicle-manufacturers-rethink-their-supply-chain-strategy","to_ping":"","pinged":"","post_modified":"2022-03-01 12:22:46","post_modified_gmt":"2022-03-01 12:22:46","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2147","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1777","productGallery":null,"woo_quick_view":"[woosq id= 2147]","postGallery":"","post_type_name":"Post"},{"ID":"2152","post_author":"3","post_date":"2022-01-13 14:27:49","post_date_gmt":"2022-01-13 14:27:49","post_content":"I interviewed \u003Ca href=\"https://futuresupplychains.org/cecilia-strokirk/\"\u003ECecilia Strokirk\u003C/a\u003E, Project Manager and Researcher for Seamless Transports and Logistics, at \u003Ca href=\"https://www.ri.se/en\"\u003ERISE (Research Institutes of Sweden)\u003C/
2608a\u003E and an Advisory Board Member of the Foundation for Future Supply Chain. I asked her to explain the projects she is involved in and how the research will affect the future of transports and logistics management.\r\n\r\nTransport nodes, such as seaports, inland terminals, airports, highways and railroads are hubs in a multimodal transportation network that should facilitate the smooth operation of passengers and freight.\r\n\r\nThe \u003Ca href=\"https://www.ri.se/en/what-we-do/expertises/enabling-seamless-transports-through-sustainable-transport-nodes\"\u003ESeamless Transports orientation\u003C/a\u003E at RISE is aiming to make such transport nodes well integrated into the transport chain. Different industries have\u00a0widely diverging\u00a0needs \u2013 the transport ecosystem is composed\u00a0of\u00a0many autonomous transport operators. For example,\u00a090% of all goods transported in the world\u00a0use\u00a0maritime transport,\u00a0but the goods must get to the ship then be transported from the ship using different modes of transport, which puts a lot of pressure on the seaport as a transport node.\r\n\r\nDigitalization helps\u00a0transport nodes\u00a0to be smoothly integrated into this transport ecosystem, coordinating operations, and allowing efficient transport movements between nodes. This brings several benefits, such as improved supply chain visibility, the integration of track and trace capabilities, as well as automation of operations, energy efficiency, safety, security, and information resilience.\r\n\r\nTo support Seamless Transport, approximately 23 living labs (labs which operate in a real-life context with a user-centric approach) are being conducted within FEDeRATED, a European financed project for digital co-operation in logistics, together with 15 partners from public sector and business. The Call for Action was in 2018, the Masterplan in January 2019, the Mid Term Conference was on 24\u003Csup\u003Eth\u003C/sup\u003E of November 2021, and the project will end by December 2023. The practical living labs focus upon how information sharing and collaboration, amongst parties along the transport chain for selected events within a transport corridor, may be empowered by digital means. An example of a living lab is a project with IATA where they have 11 (sub) living labs. The emphasis is to establish a federated network of platforms connecting local environments with each other.\r\n\r\nIn summary, the research by RISE, supported by the project FEDeRATED should help information to flow more smoothly through supply chains, connect transport nodes and enable the collection and sharing of reliable and trustworthy data. The living labs find business cases that work, resulting in both business and societal benefits.\r\n\r\nThe article about \u201cDigital ecosystem in action \u2013 a federative approach to sustainable and seamless multi -modal transport chains\u201d is to be found at: \u003Ca href=\"https://eur02.safelinks.protection.outlook.com/?url=https%3A%2F%2Fmaritimeinformatics.org%2Fwp-content%2Fuploads%2F2021%2F09%2FDigital-ecosystem-innovation-in-action.pdf&amp;data=04%7C01%7Ccecilia.strokirk%40ri.se%7C3af4a5882790455b7b3908d9a2861103%7C5a9809cf0bcb413a838a09ecc40cc9e8%7C0%7C0%7C637719518952611172%7CUnknown%7CTWFpbGZsb3d8eyJWIjoiMC4wLjAwMDAiLCJQIjoiV2luMzIiLCJBTiI6Ik1haWwiLCJXVCI6Mn0%3D%7C1000&amp;sdata=Rt6pFLUt8q7kPYqftIs%2Bh0SKCN1Gbt7HXEemBclMlrY%3D&amp;reserved=0\"\u003Ehttps://maritimeinformatics.org/wp-content/uploads/2021/09/Digital-ecosystem-innovation-in-action.pdf\u003C/a\u003E\r\n\r\nInformation on the EU project FEDeRATED is available on the platform \u003Ca href=\"https://eur05.safelinks.protection.outlook.com/?url=http%3A%2F%2Fwww.federatedplatforms.eu%2F&amp;data=04%7C01%7Ccecilia.strokirk%40ri.se%7C4a2bef79ceca4368e79408d9b7ff9cdb%7C5a9809cf0bcb413a838a09ecc40cc9e8%7C0%7C0%7C637743130732182156%7CUnknown%7CTWFpbGZsb3d8eyJWIjoiMC4wLjAwMDAiLCJQIjoiV2luMzIiLCJBTiI6Ik1haWwiLCJXVCI6Mn0%3D%7C3000&amp;sdata=b8Ck3Mto6Vd8Tof12c37N%2BrSTnUVS65nyE1r6KVSp0M%3D&amp;reserved=0\"\u003Ehttp://www.federatedplatforms.eu\u003C/a\u003E\r\n\r\nLearn more about what we do at RISE within Seamless Transports and L
2608ogistics \u003Ca href=\"https://eur05.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.ri.se%2Fen%2Fwhat-we-do%2Fexpertises%2Fenabling-seamless-transports-through-sustainable-transport-nodes&amp;data=04%7C01%7Ccecilia.strokirk%40ri.se%7C4a2bef79ceca4368e79408d9b7ff9cdb%7C5a9809cf0bcb413a838a09ecc40cc9e8%7C0%7C0%7C637743130732182156%7CUnknown%7CTWFpbGZsb3d8eyJWIjoiMC4wLjAwMDAiLCJQIjoiV2luMzIiLCJBTiI6Ik1haWwiLCJXVCI6Mn0%3D%7C3000&amp;sdata=n7D9SmKeCcsiGdFUXIVUKPLdT29gy4rzScjX7Ki3yI0%3D&amp;reserved=0\"\u003Ehttps://www.ri.se/en/what-we-do/expertises/enabling-seamless-transports-through-sustainable-transport-nodes\u003C/a\u003E\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, January 13th, 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Julia Swales\u003C/strong\u003E","post_title":"Seamless Transports and Logistics through Supply Chain Visibility","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"seamless-transports-and-logistics-through-supply-chain-visibility","to_ping":"","pinged":"","post_modified":"2022-01-13 14:38:23","post_modified_gmt":"2022-01-13 14:38:23","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2152","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2153","productGallery":null,"woo_quick_view":"[woosq id= 2152]","postGallery":"","post_type_name":"Post"},{"ID":"2156","post_author":"3","post_date":"2022-01-17 09:41:05","post_date_gmt":"2022-01-17 09:41:05","post_content":"\u003Ch2\u003EIn an interview with \u003Ca href=\"https://futuresupplychains.org/mark-millar/\"\u003EMark Millar\u003C/a\u003E, internationally renowned keynote speaker and Advisory Board Member of the Foundation for Future Supply Chain, I asked him about the effects of Covid-19 on global trade and how this has affected two prominent supply chain strategies - the \u2018\u003Ca href=\"https://www.cips.org/supply-management/news/2020/september/why-china-plus-one-could-be-the-answer-for-global-supply-chains/\"\u003EChina Plus Option\u003C/a\u003E\u2019 and \u2018In China for China\u2019.\u003C/h2\u003E\r\n\u003Ch3\u003EChina Plus Option\u003C/h3\u003E\r\nMany companies who base all their production within China have been looking at diversification for some time, searching for locations with low-cost manufacturing and labour, which will supplement China or be a substitute for China.\r\n\r\nThere are now two accelerators for this \u2013 US tariffs on Chinese produced goods exported into the US, but more importantly, Covid-19. The Covid-19 lockdowns and related restrictions in China exposed just how dependent global supply chains are on one country.\r\n\r\nThe leading location being considered for production outside China, is Vietnam. It has a large population, at 98,514,613, based on projections of the latest United Nations data in 2021, and the labour costs are lower than China\u2019s. It is near to China geographically and open to foreign direct investment.\r\n\r\nMoving production from China to lower cost locations has its risks. There has been 30 years of investment in China on an unparalleled scale and it has a very well-developed freight transport infrastructure. Other lower-cost places are far behind. Also, the highly efficient labour force is hard to replicate. It\u2019s easy to compare the hourly factory rate with cheaper countries, but the output of employees per hour can be very different.\r\n\r\nAnother risk is geopolitical. China has been hit with US tariffs on Chinese produced goods exported into the US, so Vietnam may also get hit with this in the future. Furthermore, many of these new locations under consideration for diversification of production, such as Thailand, Bangladesh and Indonesia, \u00a0raise questions around transparency, governance and political stability.\r\n\u003Ch3\u003EIn China for China\u003C/h3\u003E\r\nCovid-19 has also been a catalyst for products being manufactured in China to sell to China. Inbound investment over recent decades has bred a massive consumer market. China has more middle-class consumers than the whole of Europe. Because of Covid-19, China has shut down entire cities and borders, whilst global shipping and airfreight is still in a state of chaos \u2013 concentrating the supply chains in China, gets around this hiatus.\r\n\r\nDuring Covid-19, the Chinese have been buying more and more goods online and together with this additional demand there has been a shift in consumer sentiment, from desiring foreign goods produced outside China to wanting Chinese-made products. Under 30\u2019s are proud of this patriotic, reverse shift.\r\n\r\nIn summary, Covid-19 has further driven the need to diversify production beyond China as well as driving reshoring and near shoring. By bringing production closer to home and shortening supply chains, fuel consumption and therefore emissions are also reduced, but it\u2019s obvious that sustainability is a by-product. The avoidance of risk and lower costs are the main drivers, which have been accelerated by the C
2608ovid-19 crisis.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, January 17th, 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Julia Swales\u003C/strong\u003E","post_title":"Is Covid-19 proving to be a super-accelerator of pre-existing trends in Asia?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"is-covid-19-proving-to-be-a-super-accelerator-of-pre-existing-trends-in-asia","to_ping":"","pinged":"","post_modified":"2022-01-17 09:41:05","post_modified_gmt":"2022-01-17 09:41:05","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2156","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1690","productGallery":null,"woo_quick_view":"[woosq id= 2156]","postGallery":"","post_type_name":"Post"},{"ID":"2160","post_author":"3","post_date":"2022-01-17 14:17:49","post_date_gmt":"2022-01-17 14:17:49","post_content":"The ghost of empty shelves and delayed presents looming over consumers\u2019 heads has pushed some to purchase gifts well ahead of Christmas 2021. As reported by \u003Ca href=\"https://www.businesswire.com/news/home/20220106005899/en/Mastercard-SpendingPulse-U.S.-Retail-Sales-Saw-Strong-Growth-in-December-Capping-a-Robust-Holiday-Shopping-Season\"\u003EMastercard in its Spending Pulse report\u003C/a\u003E, in the US this has resulted in a year-on-year (y-o-y) growth in retail sales by 8.5% during the holiday period of November 1 through December 24, 2021. e-commerce sales rose by 11.0%. Apparel purchases were, unsurprisingly, the leading category.\r\n\r\nAlthough this certainly is good news in terms of e-commerce growth, the picture is perhaps less rosy than it would appear. Logistics technology company \u003Ca href=\"https://www.optoro.com/\"\u003EOptoro\u003C/a\u003E, which helps to manage and resell returned merchandise, estimates that $120bn (\u20ac106bn) of goods sold from Thanksgiving 2021 through the end of January 2022 will be returned.\r\n\r\nWhen looking at Europe, Al Gerrie, chief executive of online return software ZigZag Global, estimates that returns for womenswear usually range between 30.0% and 50.0% in the UK. In mainland Europe, Germany sees rates of over 50.0%, with most people buying through credit cards rather than with disposable income.\r\n\r\nFast fashion has one of the highest rates of returns due to the practice called bracketing, where customers buy more than one size of a certain item to try and find the best fit and then return the unwanted ones. Forrester and eMarketer estimate the current level of e-commerce returns to be around 20.0%, whereas the proportion of those carried out in bricks-and-mortar stores is between 8-10.0%.\r\n\r\nIn line with the increasing rates of online shopping and consequentially returns, a rising environmental concern is not only the high levels of emissions generated by shipments, but also packaging waste across worldwide markets that returns also create. Latest available data from Eurostat indicates the level of packaging waste generated across EU-27 states stood at 177.4 kgs per inhabitant in the EU as of 2019 and was composed mostly of card and cardboards, while growing at an annualised rate of 2.0%. The Guardian reports that UK households have gathered around 135m cardboard boxes just from March 2020 to June 2021 with a 33.0% y-o-y increase in shipment in 2020 to 5bn parcels. In the US, in the first nine months of 2021, box shipments were up 3.9% y-o-y from 2020, equalling around 40bn boxes shipped, according to the Fibre Box Association.\r\n\r\nAfter pledging to make their shipment carbon neutral, logistics companies are trying to address these environmental concerns too, often with help from third parties. In the US, since November 2020, return logistics company Narvar collaborated with UPS to facilitate boxless returns by providing consumers with a QR code to present at the UPS drop-off location. UPS takes the item, box-free and label-free, and instead use a recyclable polybag to send the item back to the merchant through the closest distribution centre, saving shipping costs for the retailer, time for the customer, and reducing packaging waste. Amazon customers can also use this service. FedEx has been doing something similar through its partnership with return solution provider Happy Returns.\r\n\r\nMore recently in October 2021, the company has also announced the completion of the rollout of its FedEx Reusable Pak, aimed at offering a more sustainable choice for e-commerce shipments in Europe and in line with its aim of achieving carbon neutral operations globally by 2040. Suitable for shipments of up to 2.5 kgs, the Pak is resealable to facilitate returns without added waste. The products were made available to FedEx Express customers across Europe in July 2021 and are offered as complimentary packaging to new and existing customers.\r\n\r\nCurrently, according to a Returns Management Survey carried out by McKinsey prior to the pandemic, managing returns is not among the top five priorities for a third of retailers\u2014and a quarter of the retailers surveyed don\u2019t do so efficie
2608ntly and effectively. However, as of January 2022, costs of returns for UK retailers are estimated at around \u00a320 per parcel, with prices up 59.0% y-o-y due to labour and warehousing space shortage that disrupted supply chains and impacted import prices earlier in 2021. This implies that reverse logistics need to be looked at by retailers for longer-term gains. Technology-aided reverse logistics specialised partnership might contribute not only to achieve cost saving but also to make steps towards greener e-commerce return strategies.\r\n\r\n\u003Cem\u003ESource: \u003Ca href=\"https://www.ti-insight.com/\"\u003ETransport Intelligence\u003C/a\u003E, January 6, 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Caterina Ciccone\u003C/strong\u003E\r\n\r\n\u003Cem\u003ETags: \u003Ca href=\"https://futuresupplychains.org/category/sustainability/\"\u003ESustainability\u003C/a\u003E\u003C/em\u003E","post_title":"Logistics companies look at sustainable returns","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"logistics-companies-look-at-sustainable-returns","to_ping":"","pinged":"","post_modified":"2022-01-17 14:19:49","post_modified_gmt":"2022-01-17 14:19:49","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2160","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2161","productGallery":null,"woo_quick_view":"[woosq id= 2160]","postGallery":"","post_type_name":"Post"},{"ID":"2171","post_author":"3","post_date":"2022-01-24 14:55:43","post_date_gmt":"2022-01-24 14:55:43","post_content":"\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/los-angeles-has-a-container-theft-problem/\" data-title=\"Los Angeles has a container theft problem | ti-insight.com\" data-description=\"Largescale theft from containers leaving the Port of Los Angeles threatens its attractiveness as import hub\"\u003E\r\n\u003Cdiv id=\"atstbx\" class=\"at-share-tbx-element at-share-tbx-native addthis_default_style addthis_20x20_style addthis-smartlayers addthis-animated at4-show\"\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EIt appears that Los Angeles has a problem with \u003Ca href=\"https://www.railfreight.com/railfreight/2022/01/20/massive-theft-of-packages-from-trains-in-los-angeles/\"\u003Ewide-scale container theft\u003C/a\u003E from containers moved by rail into and out of the port of Los Angeles. A video from the Lincoln He
2608ights area of Los Angeles released last week, shows train-loads of containers passing through what looks like an underpass littered with discarded boxes and packaging from previous container wagons that had been\u00a0broken into and their contents stolen.\u003C/span\u003E\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EAlthough only publicised outside California in the past week, wide-scale thefts from containers have been a problem in Los Angeles for over a year. At the beginning of 2021 local politicians attempted to declare the Union Pacific tracks passing through large parts of the city a \u2018public nuisance\u2019 which would oblige the railway to clear the area of refuse. However, it is unclear if this is really a solution. It seems that there are several underlying problems contributing to the issue.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EOne of the problems is that of congestion on the rail network. It seems that container trains moving into and out of the port are either travelling so slowly or are stationary for long periods of time, enabling thieves to enter the containers.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EAnother problem is that America\u2019s large population of homeless people are attracted to residing on property belonging to the railroad or adjacent to it. These homeless people are tempted by the opportunity to steal from the containers. There are also issues that might be described as California specific. Union Pacific wrote in a letter in early December to the Los Angeles County District Attorney protesting that criminals are caught stealing from containers are \u201carrested, turned over to local authorities for booking, arraigned before the local courts, charges are reduced to a misdemeanour or petty offence, and the criminal is released after paying a nominal fine\u2026these individuals are generally caught and released back onto the streets in less than 24 hours. Even with all the arrests made, the no-cash bail policy and extended timeframe for suspects to appear in court is causing re-victimization to Union Pacific by these same criminals.\u201d\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EThefts from containers have been a problem for the shipping sector for many decades. It is difficult to secure containers, not least as the things can be disassembled from the outside. Ports are now so automated that it is difficult for people to enter\u00a0the main container handling and storage areas\u00a0in the most advanced terminals. However, thefts from trucks carrying containers, or in the case of European terminals, attempts by \u2018people smugglers\u2019 to enter the containers are still a problem.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EWhat is notable about the problem in Los Angeles is the apparent scale of the thefts, the railroad stating that \u201cover 90 containers [are] compromised per day\u201d. As Union Pacific comment, this is a threat to the attractiveness of Los Angeles as a port; \u201ccustomers like UPS and FedEx that utilize our essential rail service during the peak holiday season are now seeking to divert rail business away to other areas in the hope of avoiding the organized and opportunistic criminal theft that has impacted their own business and customers\u201d.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cem\u003ESource: \u003Ca href=\"https://www.ti-insight.com/\"\u003ETransport Intelligence\u003C/a\u003E, 18th January 2022\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E\u003C/span\u003E","post_title":"Los Angeles has a container theft problem","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"los-angeles-container-theft-problem","to_ping":"","pinged":"","post_modified":"2022-01-24 14:59:44","post_modified_gmt":"2022-01-24 14:59:44","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2171","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2172","productGallery":null,"woo_quick_view":"[woosq id= 2171]","postGallery":"","post_type_name":"Post"},{"ID":"2179","post_author":"3","post_date":"2022-01-27 11:12:43","post_date_gmt":"2022-01-27 11:12:43","post_content":"\u003Cstrong\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EOur 2022 Annual Report contains thought pieces from our Advisory Board members, who are leading experts, academics and practitioners. The report addresses the critical issues currently affecting governments and businesses.\u003C/span\u003E\u003C/strong\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EAt no time in the recent past has the supply chain and logistics industry been the focus of so much attention. Previously invisible to the general public - and indeed to government - the \u
2608003Ca href=\"https://www.weforum.org/agenda/2022/01/5-ways-the-covid-19-pandemic-has-changed-the-supply-chain/\"\u003ECovid crisis has propelled the industry into the public spotlight\u003C/a\u003E. Systemic vulnerabilities have been laid bare as a result of volatile consumer demand, government stimulus packages, production disruption and misfiring sea, air and road freight sectors.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EBeyond the current challenges, it is clear that politicians and business leaders need a vision for an industry which is fit for the 21\u003Csup\u003Est\u003C/sup\u003E century. If indeed governments are to \u2018build back better\u2019, the industry must undergo a transformation. The report contains papers on how technology will play an important role in this shift; how companies must respond to the challenge of sustainability and carbon emission reduction; the efforts needed to encourage more women to the sector and lessons which can be learnt from emerging markets.\u003C/span\u003E\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003ETable of Contents:\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EIntroduction:\u003C/strong\u003E\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003ESupply chain dysfunction laid bare: the need for new thinking, \u003Ca href=\"https://futuresupplychains.org/professor-john-manners-bell/\"\u003EJohn Manners Bell\u003C/a\u003E\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EDisruption and Supply Chain Transformation:\u003C/strong\u003E\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003E6 Drivers of Next Generation Rapid Change, Alan Braithwaite\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EFuture Supply Chains, Celine Hourcade\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003ESuez Canal Blockage, Nick Wildgoose\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EShipping in the time of Covid-19, A Supply Chain Crisis, Jan Hoffman\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EHow the IC shortage is making vehicle manufacturers rethink their supply chain strategy, Anders Petersson\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cstrong\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EDigital Information Services:\u003C/span\u003E\u003C/strong\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EThe Late Delivery of Technology to Trucking Companies, Ken Lyon\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003ESeamless transport and logistics through supply chain visibility, Cecilia Strokirk\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EDrawing the line between transparency, tech stacks and sustainability, Ruthie Amaru\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003ESustainability:\u003C/strong\u003E\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003ECOP26 and logistics and transport industry, John Manners Bell\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EWomen in logistics, Sarah Smith\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003ECarbon Labelling \u2013 Alan McKinnon\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EEV battery recycling \u2013 John Manners Bell\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EElectric vehicles, changing mindset \u2013 Essa Al-Saleh\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EEmerging Markets:\u003C/strong\u003E\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003ELessons to be learnt from emerging market e-commerce models, Raghu Ramachandran\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003ECovid-19 as a super accelerator of pre-existing trends in Asia,\u00a0Mark Millar\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003E\u003Cspan style=\"font-size: 14pt;\"\u003ETo download the report please enter your details via the form opposite.\u003C/span\u003E\u003C/strong\u003E","post_title":"Annual Report 2022 - Delivering Solutions for a post-Covid World","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"annual-report-2022","to_ping":"","pinged":"","post_modified":"2022-02-02 13:16:03","post_modified_gmt":"2022-02-02 13:16:03","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2179","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2193","productGallery":null,"woo_quick_view":"[woosq id= 2179]","postGallery":"","post_type_name":"Post"},{"ID":"2446","post_author":"3","post_date":"2022-01-20 13:19:20","post_date_gmt":"2022-01-20 13:19:20","post_content":"A string of airlines have either cancelled or changed services into the US over the past 48 hours, including Emirates, British Airways, Japan Airlines, All Nippon, Cathay Pacific, Air India and Korean Airlines. Many have switched from using Boeing 777 or 767 to other types of aircraft apparently in response to a technical advisory note from Boeing, although Boeing has not confirmed this.\r\n\r\nSuch has been the concern expressed by the airline sector that both Verizon and AT&amp;T agree on January 19th, to\u00a0delay the switching-on of their 5G service\u00a0around airports by two weeks.\r\n\r\nThe concerns focus on the effects of 5G on certain types of altimeters used for landings in bad weather. According to a statement from the Federal Aviation Authority (FAA) released today, \u201cbecause the proposed 5G deployment involves a new combination of power levels, frequencies, proximity to flight operations, and other factors, the FAA will need to impose restrictions on flight operations using certain types of radar altimeter equipment close to antennas in 5G networks\u201d. Apparently, the FAA believes that the US antennas are more powerful than those used elsewhere, whilst other countries mitigate the impact of emission by tilting the downwards. Frequencies also vary, although South Korea also uses a similar frequency to the US and has not reported any problems. Another issue is that US airports have lower safety margins on approach and therefore aircraft are more reliant on their instruments.\r\n\r\nIt is surprising that a solution to this was not found earlier. As Delta Airlines commented that the FAA had \u201cissued numerous notices that restrict flight activity near airports where this new deployment of 5G service in the C-band spectrum could cause limited interference with altitude instruments on aircraft under various weather conditions that aircraft safely operate in today\u201d. IATA has explored this issue, publishing a short document on the problem. However, most of its evidence is theoretical and the only real-life example of problems it could point to was the interference with radio altimeters by Israel\u2019s \u2018Iron Dome\u2019 anti-missile system as aircraft flew into Tel Aviv.\r\n\r\nThe implication of the statement from the FAA is that it is the design of the system being used in the US that is the problem. The combination of the frequency, the power of the transmissions and the type of arial used makes the 5G system in the US more of a threat to aircraft than elsewhere in the world. It is hard to understand how this is has been allowed to happen in the US. It is also unclear if 5G will be a problem elsewhere in the world.\r\n\r\n\u003Cem\u003ESource. Trans
2608port Intelligence, 20th January 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"5G threatens US air services","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"5g-threatens-us-air-services","to_ping":"","pinged":"","post_modified":"2022-02-02 13:23:52","post_modified_gmt":"2022-02-02 13:23:52","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2446","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1873","productGallery":null,"woo_quick_view":"[woosq id= 2446]","postGallery":"","post_type_name":"Post"},{"ID":"2450","post_author":"3","post_date":"2022-02-02 13:26:49","post_date_gmt":"2022-02-02 13:26:49","post_content":"The monetary economist Tim Congdon was correct when in 2021 he predicted increases in inflation across much of the developed world. The central banks of the world were not quite so prescient. In particular, the strength of consumer demand and the resulting\u00a0increase in prices in the US\u00a0seems to have supported Congdon\u2019s analysis.\r\n\r\nOne physical expression of this is the congestion at the port of Los Angeles. The queues of ships and stacks of containers are the principle of demand over supply made material. These sorts of problems are seen elsewhere in logistics markets with, for example, road freight suffering from labour shortages, although airfreight is crippled by extraordinary conditions.\r\n\r\nHowever, there are some notable observations that should be made about the inflationary environment in the logistics sector.\r\n\r\nFor much of the sector, returns on capital employed have traditionally been very low, frequently at just the cost of capital. Container shipping has been a good example of this with capital returns occasionally being negative over the past decade or more. Unsurprisingly this has led to consolidation in the market, with furious merger and acquisition activity in the decade prior to 2020. This, in turn, triggered an increasing focus on asset utilisation. Therefore, when demand increased at an unanticipated speed and direction in 2021, additional shipping capacity did not exist to respond to customers\u2019 requirements. The exponential effect on prices was predictable.\r\n\r\nYet through 2021, it was not a gross increase in container shipping demand that was the problem. Overall, at a global level demand was growing at low-single-digit percentages. Rather it was the increase in demand in the US in particular that drove the market. This geographical shift also had the effect of unbalancing container shipping networks, with containers building up in demand locations and unable to return to supply locations. This amplified the shortage of capacity.\r\n\r\nAll of these factors have fed through to freight rates.\r\n\r\nAirfreight is different. Much more than sea freight, it has suffered from extraordinary quarantine measures that have suppressed passenger demand with the effect that belly-freight has been hugely reduced in supply. This has occurred at the same time as an increase in demand for e-retail services that are intense users of airfreight. The near future will see a return of airline services and thus belly-freight, yet the shortages of pilots and the weak state of airlines are likely to result in price volatility.\r\n\r\nRoad freight is less unbalanced than either, yet the problem of a history of low returns applies equally. Here the wider market has become used to road freight being a cheap resource that can be flexed to reduce costs elsewhere. The limits of this approach have probably been reached in many markets and thus behaviour will change. As it does prices will become upwardly volatile.\r\n\r\nIt should also be noted that there are also longer-term, secular changes in markets, notably in retailing, where the violent growth in e-retail has created additional demand not just for transport but for new types of logistics property. This trend will underpin prices in the long-term.\r\n\r\nOverall, Tim Congdon\u2019s observation on the monetary origins of inflation has proven to be correct and the extraordinary monetary and fiscal policies pursued\u00a0in the US, in particular, have resulted in a burst of inflation. However, specific conditions in logistics markets have resulted in an amplification of inflationary forces.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, January 27th 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Inflation and the Logistics markets","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"inflation-and-the-logistics-markets","to_ping":"","pinged":"","post_modified":"2022-02-02 13:26:49","post_modified_gmt":"2022-02-02 13:26:49","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2450","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1957","productGallery":null,"woo_quick_view":"[woosq id= 2450]","postGallery":"","post_type_name":"Post"},{"ID":"2466","post_author":"3","post_date":"2022-02-03 10:29:44","post_date_gmt":"2022-02-03 10:29:44","post_content":"The logistics and supply chain industry has endured a turbulent year which has propelled the sector to the front pages and news bulletins of mainstream media for all the wrong reasons. Global driver shortages, sky high air cargo and shipping rates and backlogs of container vessels at US ports have created the perception that the industry is badly misfiring. Supply chain shortages of some key components such as semiconductors have reaffirmed this image, as high tech and automotive manufacturers struggle to supply demand.\r\n\r\nThis is a shame, as at the beginning of the pandemic the industry was widely praised for its ability to function effectively despite huge pressures. Grocery store shelves were kept stocked and a robust last mile delivery sector ensured that a large proportion of the population could stay at home safe, supplied by e-retail platforms such as Amazon and Alibaba.\r\n\r\nThe market volatility which the C
2608ovid crisis has created has, if nothing else, reinforced the need for new thinking and a clear vision of the future \u2013 the reason why the\u00a0Foundation for Future Supply Chain\u00a0was established in the first place.\u00a0The Foundation\u2019s latest report looks at many different aspects of the industry, written by the experts which make up the Foundation\u2019s Strategic Advisory Board.\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EIn his paper, Alan Braithwaite, Chairman of UK\u2019s Chartered Institute of Logistics and Transport\u2019s Freight and Logistics Policy Group, outlines 6 drivers of next generation rapid change and states that inventory must be de-coupled from demand. To do so must involve a more flexible manufacturing industry, predicated on agile processes and lower volume production.\u003C/li\u003E\r\n \t\u003Cli\u003ECeline Hourcade, Managing Director of Change Horizon, writes that sustainability will drive new ways of doing business based on corporate values, a culture of transparency, continuous learning, upskilling and accountability.\u003C/li\u003E\r\n \t\u003Cli\u003ENick Wildgoose, CEO of Supplien Consulting highlights the risks relating to the adequacy and interconnections of transport infrastructure in light of the Suez Canal blockage caused by the container ship Ever Given in 2020. Companies need to be aware of the concentration of exposure so they are not caught out by a \u2018single point of failure\u2019.\u003C/li\u003E\r\n \t\u003Cli\u003EJan Hoffman, Chief, Trade Logistics Branch, Division on Technology and Logistics, UNCTAD warns that the surge in container freight rates is having a massively disruptive effect on smaller, developing economies as well as an impact on production costs. To combat this, there needs to be more data-sharing between supply chain stakeholders, an improvement in the quality of port infrastructure and the diversification to the production of higher value products.\u003C/li\u003E\r\n \t\u003Cli\u003EAnders Petersson, Business Intelligence Director, Volvo writes about the challenges being faced by the auto sector \u2013 and others \u2013 due to the shortages of integrated circuit boards. New manufacturers are entering the market to help address the backlog of orders, but this will take time and huge investment. The crisis has prompted many OEMs to look closely at their lower tier suppliers to understand the potential on-going impact of the shortage to their operations.\u003C/li\u003E\r\n \t\u003Cli\u003EKen Lyon, Managing Director of Virtual Partners, examines why the trucking industry has been so reluctant in adopting new technologies. He blames culture, lack of knowledge, the perception of costs and a lack of trust, mostly driven by the fragmented, micro- and small-business nature of the industry.\u003C/li\u003E\r\n \t\u003Cli\u003ECecile Strokirk, Researcher and Project Manager, Seamless Transports at RISE AB, Research Institute of Sweden calls for better coordination and connectivity between seaports, inland terminals, airports, highways and railroads. This will only be achieved by digitalization helping to integrate the transport ecosystem.\u003C/li\u003E\r\n \t\u003Cli\u003ERuthie Amaru, CEO, Freightos.com, writes about the potential which could be released by using Application Program Interfaces (APIs) to connect tech stacks in the sea freight sector. Carriers and freight forwarders can use this technology for freight pricing, booking, tracking and management but it will be constrained by endemic overbooking and the opacity caused by multi-layer contracts.\u003C/li\u003E\r\n \t\u003Cli\u003ESarah Smith, Managing Director, Ti Insight addresses the important issue of the disparity of gender in logistics. She calls for a fair representation of women, not least to address the massive shortage of drivers. However, practical steps need to be taken \u2013 such as improving security and hygiene \u2013 and operations tweaked to reduce the number of overnight stays away from home. This will require political will and financial backing.\u003C/li\u003E\r\n \t\u003Cli\u003EAlan McKinnon, Professor of Logistics in the K\u00fchne Logistics University, Hamburg examines the challenge of Carbon Labelling, listing several failed attempts to inform consumers about the amount of carbon generated at a product level. Now, however, interest is being rekindled as a result of advances in technology, such as Blockchain.\u003C/li\u003E\r\n \t\u003Cli\u003EEssa Al-Saleh, CEO and Board Member of Volta Trucks AB questions why it was taking so long to transition from the internal 
2608combustion engine to a zero-emission eco-system. He believes that by demonstrating cost savings, safety improvements and introducing the provision of finance and maintenance packages, the electric vehicle sector could step up to meet increasing levels of government regulation.\u003C/li\u003E\r\n \t\u003Cli\u003ERaghu Ramachandran, Founding Partner, 13 Colony Global provided a fascinating insight into trends in the e-commerce sector, detailing 10 key points which e-retailers should take into account to build out a successful operation. He believes governments will play an essential role in reducing the barriers to integrating \u2018Product, Payments and Packages\u2019.\u003C/li\u003E\r\n \t\u003Cli\u003EMark Millar, Author of \u2018Global Supply Chain Ecosystems\u2019, highlighted the transition to two important production strategies in Asia: the \u2018China Plus Option\u2019 and \u2018In China for China\u2019. Covid-19 has accelerated the need to reduce risk and cut costs which will lead to the diversification of production and the shortening of supply chains.\u003C/li\u003E\r\n \t\u003Cli\u003EFinally, Anne Miroux, Faculty Fellow at the Emerging Markets Institute (EMI), S.C. Johnson School of Management at Cornell University describes the rise of Chinese corporations and how they have disrupted the global competitive landscape. Initially supplying Western OEMs, they have now created their own brands and are amongst the biggest spenders on research and development. The Covid pandemic could result in making them even stronger, with significant implications for global supply chains.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nThe range and depth of the papers contributed by the experts of the Foundation\u2019s Strategic Advisory Board clearly show the huge challenges faced by the industry. Issues such as supply chain risk, carbon emissions, the Rise of China, alternative power, diversity and the evolution of e-retailing all pre-existed Covid. Now that the worst of the pandemic seems to be over, there needs to be renewed efforts by governments, manufacturers, technology companies and logistics service providers to develop or facilitate new and more efficient ways of doing business underpinned by \u2018values\u2019 as much as \u2018value creation\u2019.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, 03 February 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E","post_title":"Foundation\u2019s Annual Report provides expert guidance to the Future of Supply Chain","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"foundations-annual-report-provides-expert-guidance-to-the-future-of-supply-chain","to_ping":"","pinged":"","post_modified":"2022-03-01 11:15:53","post_modified_gmt":"2022-03-01 11:15:53","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2466","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2157","productGallery":null,"woo_quick_view":"[woosq id= 2466]","postGallery":"","post_type_name":"Post"},{"ID":"2475","post_author":"3","post_date":"2022-02-03 14:28:23","post_date_gmt":"2022-02-03 14:28:23","post_content":"For two years the world has struggled to get to grips with the impact of the COVID-19 pandemic and its tragic consequences. The focus of many governments and business leaders has inevitably been on the short term political, societal, health and economic implications of the crisis. However, from the outset there were others who believed the pandemic could be a catalyst for re-structuring the entire functioning of the global economy and with it, inevitably, \u2018globalization\u2019. The World Economic Forum (WEF), the non-governmental lobby organisation under the leadership of Klaus Schwab, has led the calls for change and \u003Ca href=\"https://www.weforum.org/great-reset/\"\u003Edubbed this proposed transformation \u2018The Great Reset\u003C/a\u003E\u2019.\r\n\r\nAccording to the WEF, the pandemic offers an opportunity to \u2018improve\u2019 the economic system and replace it with \u2018responsible capitalism\u2019. The aspiration has three main themes:\r\n\u003Col\u003E\r\n \t\u003Cli\u003EThe encouragement of stakeholder capitalism i.e. a system which delivers \u2018fairer\u2019 outcomes\u003C/li\u003E\r\n \t\u003Cli\u003EUnderpinning economic development with sustainability and\u003C/li\u003E\r\n \t\u003Cli\u003EHarnessing the innovations of the Fourth Industrial Revolution (4IR).\u003C/li\u003E\r\n\u003C/ol\u003E\r\nOne commentator described the initiative as refocusing the world\u2019s economy on \u2018values\u2019 rather than \u2018value creation\u2019. A number of world leaders and former politicians have embraced the concept, including Prince Charles and John Kerry. The slogan \u2018Build Back Better\u2019 was adopted by many, including UK Prime Minister, Boris Johnson and \u003Ca href=\"https://www.whitehouse.gov/build-back-better/\"\u003EUS President, Joe Biden\u003C/
2608a\u003E, to communicate their political aims which directly or indirectly have been influenced by the thinking behind \u2018The Great Reset\u2019.\r\n\r\nIn essence, the WEF is promoting a \u2018triple bottom line\u2019 approach of \u2018people, planet and profits\u2019, founded upon the new 4IR technologies and disruptive business models. According to Schwab, \u2018\u2026the pandemic represents a rare but narrow window of opportunity to reflect, reimagine, and reset our world to create a healthier, more equitable, and more prosperous future.\u2019\r\n\r\nDespite using the term \u2018reset\u2019, the WEF\u2019s plans do not call for a complete tearing down of the structures on which the global economy is based. This is unsurprising as the organisation\u2019s own stakeholders include politicians, financiers and business leaders, all of whom have a vested interest in maintaining the \u2018old order\u2019 or at least a recognisable version of it. However, the initiative has raised some important questions over the future for the global economy and perhaps most importantly whether \u2018globalization\u2019, the defining macro-economic trend of the past fifty years, is still fit for purpose.\r\n\r\n\u003Cu\u003EGlobalization under fire\u003C/u\u003E\r\n\r\nThe phrases \u2018Build Back Better\u2019 and \u2018The Great Reset\u2019 are underpinned by the belief that global economic, financial and trading systems need improvement or, in some cases, complete reform. In fact, many people believe that \u2018globalization\u2019 is no longer fit for purpose, citing a diverse range of short term and structural failings including:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EMisfiring logistics systems such as the backlog of ships at US ports and the \u003Ca href=\"https://futuresupplychains.org/container-freight-rates-risk/\"\u003Ehigh levels of air and sea freight rates\u003C/a\u003E\u003C/li\u003E\r\n \t\u003Cli\u003EThe way in which many emerging markets were effectively excluded from global supply chains at the height of Covid when shipping capacity was switched to more lucrative trade lanes\u003C/li\u003E\r\n \t\u003Cli\u003EThe inability to supply PPE to healthcare workers at critical periods of the pandemic\u003C/li\u003E\r\n \t\u003Cli\u003EInequitable access to Covid vaccines across the world\u003C/li\u003E\r\n \t\u003Cli\u003EThe difficulties which many small and medium-sized exporters in Asia, Latin America and Africa have found in accessing trade finance\u003C/li\u003E\r\n \t\u003Cli\u003ETrade barriers which prevent emerging market companies tapping Western markets\u003C/li\u003E\r\n \t\u003Cli\u003EStructural unemployment created by off-shoring of manufacturing jobs from the West to Asia\u003C/li\u003E\r\n \t\u003Cli\u003EThe use and misuse of low cost labour including ethnic groups such as the Uighurs in China\u003C/li\u003E\r\n \t\u003Cli\u003EThe role which international logistics and transport plays in the generation of carbon emissions.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nAt times it has seemed that globalization has been in a existential crisis due to the systemic vulnerabilities exposed not only by the pressures of COVID but other risks such as natural disasters, terrorism and geo-political insecurity. However, the greatest threat to global systems was the economic fall out from the worldwide recession of 2008-9. In the aftermath of the crisis, trade was seriously impacted and global flows of finance dried up, with many markets in the emerging world hit the hardest. Governments complained bitterly at their treatment at the hands of Western bankers and turned to an eager China to fill the investment void. This added impetus to China\u2019s Belt &amp; Road Initiative leading to a pivot of supply chains towards the East, long before there was any talk of a reset, \u2018Great\u2019 or otherwise.\r\n\r\n\u003Cu\u003EUnder fire from all sides\u003C/u\u003E\r\n\r\nGlobalization has been accused of fostering a world of \u2018haves\u2019 and \u2018have nots\u2019; of millions of people working long hours for meagre pay in dangerous conditions to supply voracious Western markets. Disasters such as the Rana Plaza factory collapse in 2011, in which over 1000 Bangladeshi textile workers died, helped bring this issue to the attention of global media. Despite protestations from organizations such as the World Bank that globalization has helped to raise over a billion people out of poverty, such events have created an overwhelmingly negative public perception of the \u2018unfair\u2019 consequences of globalization.\r\n\r\nExploitation of labour has long been a charge levelled against Multinational Corporations (MNCs), but perhaps one of the fundamental changes of the past five years has been that the benefits of global supply chains have been increasingly called 
2608into question by the governments which had previously been their strongest proponents. For example, populists, such as Republican politician Donald Trump, have challenged the inevitability of the loss of Western manufacturing jobs to Asian or Mexican markets. Whilst many consumers in North America and Europe have benefited from the lower prices that have resulted from off-shoring prodcution, it is undoubtedly the case that many workers have lost their livelihoods, with their jobs transferred to often highly subsidised and/or state-backed competitors on the other side of the world.\r\n\r\nIndeed, in many cases, \u2018global free markets\u2019 have turned out to be anything but. MNCs have often benefited from being able to tap into these subsidies, either directly from setting up their own off-shored operations, or indirectly through a lower cost supply base. Instead of educating and training unemployed European and US workers to take advantage of a shift towards high value manufacturing or services, Western governments have allowed parts of society, especially in previously industrialized regions, to become disaffected. In the minds of many, governments and multinationals have conspired in this decline, a situation only recently being addressed by so-called \u2018levelling up\u2019 policies.\r\n\r\n\u003Cu\u003EThe Rise of China \u2013 the cuckoo in the nest?\u003C/u\u003E\r\n\r\nWhat\u2019s more, in terms of international relations, supporters of globalization have been accused of unwittingly facilitating the rise of China\u2019s soft power. Years of off-shoring have left the West at a competitive disadvantage in terms of production facilities and know how. Moreover, China\u2019s investment in Africa and Latin America has allowed it access, sometimes exclusively, to raw materials, many of which are critical to future manufacturing strategies such as alternative propulsion technologies. In some cases, Chinese tech companies, such as Huawei, have achieved market leading positions in the supply of electronic components, raising security fears over the potential for hostile intelligence agencies to gain access and compromise information and communication networks.\r\n\r\nRunning counter to much of the rest of the world, China\u2019s private sector has been in retreat over the past ten years. As Thomas Cullen says in a recent analysis for Ti Insight, \u2018These organisations [i.e. Chinese privately owned companies] have been characterised by a strategic marketing policy of gaining market-share through undercutting the prices of competitors in the short-term. This has been facilitated by access to capital resources from the state banking system and other state-controlled resources such as land and energy.\u2019 In other words, they have become conduits for Chinese government policy.\r\n\r\nThis has resulted in the growth of Chinese-based global brands, such as ChemChina, Haier, Lenovo, Geely and, of course, Huawei. Many of these companies started off as suppliers to Western OEMs but have developed their own brands and invested heavily in their own technology. In doing so they have migrated up the value chain, from competing on cost to quality.\r\n\r\nTheir ambitious strategies have set alarm bells ringing in the West. Big acquisitions, such as ChemChina\u2019s purchase of Swiss-giant Syngenta, have fuelled fear of a transfer of intellectual property to China. Again, critics would say, globalization has been hijacked by Chinese-backed corporations working to their own strategic or even political ends.\r\n\r\nIn the long run this will be counter-productive. According to Cullen:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003ECountries that perceive certain industries as \u2018strategic\u2019 will seek to avoid dependence on Chinese suppliers in those sectors.\u003C/li\u003E\r\n \t\u003Cli\u003ECompanies will seek to construct supply chains that rely on suppliers which are politically stable and reliable.\u003C/li\u003E\r\n \t\u003Cli\u003EInvestment in assembly operations for servicing markets outside China will be less likely to be located in China.\u003C/li\u003E\r\n \t\u003Cli\u003EAssembly operations in China will increasingly be dedicated to supplying the Chinese market.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nIt has also become Chinese policy to capture more supply chain value b
2608y undertaking the manufacture of intermediate goods. In the \u2018Factory Asia\u2019 model, components produced across the region have typically been transported to China for final assembly. This means that Chinese manufacturers lose out on much of the value adding process, the final assembly being a low cost and commoditised undertaking dependent on low cost labour. The government recognised that for its industry to rise up the value chain it had to invest in the know how and facilities which would obviate the need to import components from competitors throughout the region \u2013 a calculated, strategic and successful move.\r\n\r\nOn top of this, the imposition under President Trump of huge US trade tariffs on Chinese imports has resulted in an \u2018In China, for China\u2019 industrial strategy. Encouraged by the country\u2019s political leaders, consumers are purchasing Chinese-made rather than foreign goods in increasing volumes, a massive shift in behaviour from only a few years ago. This trend is particular evident in the younger demographic which takes pride in buying domestically produced goods.\r\n\r\nThese trends will result in China both becoming more self-sufficient in intermediate goods as well as finished products. However, it also increases the likelihood that China becomes increasingly excluded by Western manufacturers from their supply chains.\r\n\r\n\u003Cu\u003EUnfair Criticism?\u003C/u\u003E\r\n\r\nBesieged from all sides of the political spectrum, there is no doubt that global finance and trading systems are under pressure. This is despite the fact that most of the blame for the issues highlighted above cannot be laid at door of globalization. For example:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EAlthough the Covid vaccine has not been distributed to emerging markets as quickly as it could have been, this has largely been a result of individual government policy seeking to protect domestic supplies in the West. The development of the vaccine was facilitated by global flows of intellectual property between \u2018Big Pharma\u2019 companies as well as cross-border collaboration to source the medical peripheries such as vials and syringes. Its roll out was achieved by the coordination of complex temperature-controlled logistics on an international basis undertaken by global networks developed by the express and logistics companies.\u003C/li\u003E\r\n \t\u003Cli\u003EAgain, criticism has been levelled at the failure of globalized production strategies to ensure the supply of Personal Protective Equipment at the outset of the crisis. Although there is certainly an argument that countries should maintain either a strategic supply of PPE or the capacity to manufacture it, many of the problems were caused by government policy which introduced export bans in order to stockpile domestic supplies (as with the vaccine). The \u2018weakness\u2019 of globalization in this respect, it seems, is its vulnerability to government intervention.\u003C/li\u003E\r\n \t\u003Cli\u003EPort crisis and shipping rates. At various times the container shipping industry has appeared to many as dysfunctional. Ports, especially on the West Coast of the USA, have been overwhelmed due to a lack of capacity as well as a driver and equipment shortage and this has resulted in delays and soaring freight rates. However, the chaos was largely caused by a surge in Western consumer spend driven by government stimulus packages; a lack of infrastructure investment, as well, it might be argued, by out-dated working practices. It was not an organized attempt at profiteering by the carriers working as a cartel as some have asserted. After all, most shipping lines have previously endured many years of losses.\u003C/li\u003E\r\n \t\u003Cli\u003EWhilst globalization is undoubtedly responsible for a large proportion of hard-to-abate carbon emissions due to the international transport of goods by road, air and sea, global finance and technology sectors are fundamental to many of the initiatives to reduce carbon dioxide and could ultimately be responsible for slowing global warming.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nCriticism of the way in which emerging markets have been treated both throughout the pandemic and also the Great Recession of a decade earlier carry more weight. New ways of thinking and a different attitude to countries in parts of Asia, the Middle East, Africa and Latin America need to be developed if they are not to feel excluded from the global trading system.\r\n\r\n\u003Cu\u003ETrade keeps on growing\u003C/u\u003E\r\n\r\nDespite all the negativity and the criticism from all sides of the political spectrum, it must be noted that global trade is still growing. According to the World Trade Organisation (WTO), year-on-year trade volume growth is expected come in at 10.8% in 2021 to be followed by a 4.7% rise in 2022. Even a change of Western policy to promote diversification of sourcing strategies away from China will only have a limited impact on globalization. The focus on Vietnam and other countries in South East Asia as alternative low cost manufacturing locations to China will not result in less globalization, just a change in its structure. The creation of new pan-Asia supply networks will increase the density of upstream transport demand across the region, rather than diminish it.\r\n\r\nThat is not to say that no \u2018reset\u2019 is needed. The world has changed significantly since the establishment of institutions such as the International Monetary Fund and World Bank at Bretton Woods in 1944 and General Agreement on Tariffs and Trade (GATT), the forerunner of the World Trade Organisation, in 1947. These institutions have overseen the development of globalization, with all its attendant benefits and disadvantages, but now need to adjust to the perils and pitfalls of the market environment they have helped to create. For example, as highlighted above, China is undoubtedly using the economic and political muscle which it has been gifted by globalization to extend its influence throughout the world. What it does, and what it is allowed to do, by global institutions with its relatively recently acquired power will probably define the geo-political and economic environment of the next century.\r\n\r\nDomestic policy is also increasingly dominated by issues related to the \u2018fairness\u2019 of globalization \u2013 although perhaps not in the way that the WEF had in mind. For many politicians and their electors, both in developed and developing markets, \u2018fair\u2019 outcomes can only be achieved by protection of markets and not from liberalization. This is to be regretted as the potential exists for value to be created for all stakeholders - but only if the benefits of globalization are shared across the whole of society. To a greater or lesser extent, Western economies have failed to pivot to a high value manufacturing model focused on intellectual capital and this has created disaffe
2608ction. This, combined with the unwillingness or inability to address market subsidies and rigging (most egregiously in China but also elsewhere), is the real failure, not globalization.\r\n\r\n\u003Cu\u003EA \u2018Great Reset\u2019 is already underway\u003C/u\u003E\r\n\r\nSo, what are the implications of a \u2018Great Reset\u2019 for the world economy? In reality, a \u2018reset\u2019 started many years ago entwined with the birth of the internet, e-retailing, the liberalization of financial markets and even the development of ship building. \u00a0Innovative and disruptive technologies (the Fourth Industrial Revolution) are already transforming the sector on many levels \u2013 automation, electric vehicles, digital market platforms, the Internet of Things, 3D printing, to name just a few. Sustainability and carbon emissions are front and central on corporations\u2019 list of strategic imperatives although \u2018fairness\u2019 of outcome, the other WEF aspiration, will always be subjective and very difficult to measure. There has already been a \u2018revolution\u2019 \u2013 it has just taken place over several decades.\r\n\r\nThat is not to say that in the future there will not be further changes. The world\u2019s markets will start to fragment as political, economic and security priorities unravel 75 years of liberalization. Re-shoring, near-shoring and diversified sourcing strategies will gather momentum in strategic sectors as the world bifurcates between the West and China. This trend will be reinforced by rising oil prices and the likely imposition of carbon taxes making international transport less attractive to shippers.\r\n\r\nIn summary, a good deal of the changes called for in the World Economic Forum\u2019s \u2018Great Reset\u2019 have been underway for many years. Although useful to promote debate, bundling together many existing ideas, innovations and disruptive technologies, it ignores many of the real threats to the global economy.\r\n\r\nThe rise of China, disaffected \u2018rust belt\u2019 workers in the West, the exclusion of emerging countries from global markets, emasculated global institutions and soaring international transportation costs all risk fracturing the world into competing regional or politically-aligned trading blocs. The resultant destruction of economic value will have severe implications not least in terms of the prospects for the poorest in society but also in terms of developing technologies to address climate change.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, 03 February 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E","post_title":"The \u2018Great Reset\u2019: The global economic system will change, but not in the way WEF thinks","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-great-reset-the-global-economic-system-will-change-but-not-in-the-way-wef-thinks","to_ping":"","pinged":"","post_modified":"2022-02-04 18:18:41","post_modified_gmt":"2022-02-04 18:18:41","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2475","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2153","productGallery":null,"woo_quick_view":"[woosq id= 2475]","postGallery":"","post_type_name":"Post"},{"ID":"2683","post_author":"3","post_date":"2022-02-16 11:56:29","post_date_gmt":"2022-02-16 11:56:29","post_content":"Semiconductors are the fourth most traded product worldwide, an industry worth $400bn in 2020. China is making attempt at becoming a self-sufficient country in semiconductor supply, announcing plans to invest $1.4tn between 2020 and 2025 on advanced technologies including semiconductors, however self-sufficiency has yet to be achieved.\r\n\r\nIn 2021, Semiconductor Device exports increased by $2.04bn (97.1%) from $2.1bnto $4.14bn, whilst imports increased by $455m (20.4%) from $2.23bn to $2.69bn. A report issued by Semiconductor Industry Association (SIA) forecast that China\u2019s semiconductor industry could account for 17.4% of global sales by 2024, up from 9% in 2020, if its current momentum is maintained. The semiconductor trade is seen as vital by the Chinese government, due to the reliance the world has on the industry, with increased investments, as well as government subsidies, procurement preferences, and other preferential policies encouraging Chinese innovation in the market.\r\n\r\nFor example, a 2019 study by the Organisation for Economic Co-operation and Development (OECD) found China\u2019s four state-backed semiconductor companies received a total of $4.85bn in below-market loans from China\u2019s financial institutions between 2014-2018, accounting for 98% of below-market borrowing among the 21 companies identified in the report. These incentives provide a significant cost advantage for firms in China. This advantage is emphasised in a 2020 report by the Boston Consulting Group, finding the cost of building and operating a semiconductor fabrication plant in China is 37% lower than doing so in the U.S.\r\n\r\nHowever, there are obstacles in the way before China can become truly self-sufficient in the semiconductor supply chain. An example being, China is unable to manufacture chips more advanced than 14-nm node, with more advanced nodes, such as 5-nm, being used to power the latest smartphone models. Semiconductor production requires advanced technology to keep up with the increasingly smaller chip production found in modern electronics. Currently the Dutch company ASML\u00a0is the only firm in the\u00a0world capable of making the complex machines that are needed to manufacture the most advanced chips. These EUV machines, cost approximately $140m each, and are only sold to a handful chipmakers giants, including Taiwan Semiconductor Manufacturing (TSMC), Samsung and Intel. This means that China can more easily become self-sufficient in the production of less advanced chips, however there is still a need for innovation from Chinese manufacturers for more advanced chips.\r\n\r\nSimilarly, US increasing sanctions on Chinese semiconductor exports and imports have also seen an effect on the market. For example, Reuters states that the Trump administration mounted an extensive campaign to block the sale of Dutch chip manufacturing technology from ASML to China. These sanctions didn\u2019t end with the Trump administration, with Biden continuing sanctions on Semiconductor Manufacturing International Corp (SMIC), first introduced in the Trump administration, blocking US based companies from exporting advanced technologies to China, over fears that SMIC used the technology for military needs. Without access to these technologies, China will be unable to become fully self-sufficient in the immediate future, as access to the technology needs to be made available to Chinese manufacturers. Taiwan's TSMC ability to create advanced chips emphasises its importance through the fact it supplies over half of all the chips globally.\r\n\r\nCoinciding with this push for self-efficiency from China, there has been and continues to be a worldwide shortage of chips. The shortage started during the COVID pandemic, where supply chains across many sectors were affected, whilst also seeing an increase in consumer demand for electronic devices. This means that orders have been backdated since then, with manufacturers needing to catch up with their orders and any new ones made. For China, this has meant global supply lines of semiconductors has been cut short, with China unable to make certain advanced chips without outsourcing. This has led to the lead time for chip-making equipment, referring to the time between when an order is placed and when the equipment reaches the factory floor, has extended to 12 months according to Shanghai-based research company ICWise. Intel CEO Pat Gelsinger believes this shortage could continue for several more years before supply lines can match consumer demand.\r\n\r\nOverall, China is making str
2608ides in self-sufficiency in the semiconductor market, with government encouragement being seen in the forms of capital investment and other preferential policy. However, China can only rely on domestic supply for certain semiconductor production, more advanced technology is still out of reach, relying on other countries and companies to supply the technology needed in advanced production.\r\n\r\n\u003Ci data-stringify-type=\"italic\"\u003ESource: Transport Intelligence, February 10, 2022\u003C/i\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Michael Sinclair\u003C/strong\u003E","post_title":"China\u2019s attempts of self-sufficiency in the semiconductor supply line","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"chinas-semiconductor-supply-line","to_ping":"","pinged":"","post_modified":"2022-02-16 11:57:30","post_modified_gmt":"2022-02-16 11:57:30","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2683","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"473","productGallery":null,"woo_quick_view":"[woosq id= 2683]","postGallery":"","post_type_name":"Post"},{"ID":"2707","post_author":"3","post_date":"2022-02-28 10:16:23","post_date_gmt":"2022-02-28 10:16:23","post_content":"\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/cyber-attack-on-expeditors-obscures-doubling-of-profits/\" data-title=\"Cyber attack on Expeditors obscures doubling of profits - Transport Intelligence\" data-description=\"Latest results show a company that had increased its full year revenue by 81% to US$16.523bn and its net earnings by 102% to $1.4bn.\"\u003E\r\n\u003Cp id=\"atstbx\" class=\"at-share-tbx-element at-share-tbx-native addthis_default_style addthis_20x20_style addthis-smartlayers addthis-animated at4-show\"\u003EThe news that Expeditors International of Washington\u00a0had suffered a cyber-attack that had led to the shutting down of much of its operating systems has detracted from the report of its annual results.\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\nThe attack, which appears to have started over the weekend of 19\u003Csup\u003Eth\u003C/sup\u003E-20\u003Csup\u003Eth\u003C/sup\u003E\u00a0February, has, in the words of the company \u201climited\u201d its ability to do business. On Wednesday 23\u003Csup\u003Erd\u003C/sup\u003E\u00a0the company stated that it \u201ccontinues to operate within our global business continuity plan. We appreciate the overwhelming support from our customers, employees, service providers and key stakeholders. Our employees are focused on deploying backup procedures and solutions during this time. Our cybersecurity and technology teams and partners are diligently working on the evolving situation.\u201d\r\n\r\nThe timing is more than unfortunate for Expeditors as it obscures the success that it has been experiencing over the past year. Its latest results released on Tuesday 22\u003Csup\u003End\u003C/sup\u003E\u00a0show a company that had increased its full year revenue by 81% to US$16.523bn and its net earnings by 102% to $1.4bn. It is worth noting that \u201cdirectly related cost of transportation and other expenses\u201d rose 81%. This is despite ocean freight volumes declining by 4%, although airfreight tonnage increased by 13% which presumably reflects Expeditors\u2019 success in air charters.\r\n\r\nOf course, what Expeditors have been exploiting so effectively is extraordinary market conditions. Jeffrey Musser, Expeditors\u2019 CEO observed that the conditions that led to these remarkable results were \u201ctoo little international air capacity\u2026 the ocean ports are too congested to accommodate many of the ships that need to load and unload their containers; and worker shortages are severely limiting overland capacity to support the freight that is able to arrive in port.\u201d\r\n\r\nThe condition of Expeditors is therefore uncertain. On the one hand it is faced with the major short-term problem of the collapse of its IT. This should not be terminal for the company as\u00a0many others have demonstrated before, cyber attacks can be managed and recovered from. In medium-term however, Expeditors will have to respond to markets which will return to 
2608something resembling normality. Like all other major LSPs it will need to develop a strategy for this that sustains at least some of its new found profitability. The cyber attack will be a distraction from this.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 24th February 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Cyber attack on Expeditors obscures doubling of profits","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"cyber-attack-on-expeditors-obscures-doubling-of-profits","to_ping":"","pinged":"","post_modified":"2022-02-28 10:18:10","post_modified_gmt":"2022-02-28 10:18:10","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2707","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2708","productGallery":null,"woo_quick_view":"[woosq id= 2707]","postGallery":"","post_type_name":"Post"},{"ID":"2712","post_author":"3","post_date":"2022-02-28 10:23:23","post_date_gmt":"2022-02-28 10:23:23","post_content":"\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/sustainable-logistics-platforms-offer-green-last-mile-solution/\" data-title=\"Sustainable logistics platform offers green last-mile solution\" data-description=\"Offering a sustainable last-mile service has increasingly become a top priority for logistics providers.\u00a0 The COVID-19 pandemic especially has highlighted the importance of carbon neutrality, with soaring e-commerce deliveries have increasingly come under scrutiny for their sustainability\"\u003E\u003C/div\u003E\r\nOffering a sustainable last-mile service has increasingly become a top priority for logistics providers.\u00a0 Rising customer demand for environmentally friendly services, tightening environmental regulations and growing expectations for greater corporate social responsibility are some of the key drivers influencing companies to implement greener strategies. The COVID-19 pandemic especially has highlighted the importance of carbon neutrality, with soaring e-commerce deliveries have increasingly come under scrutiny for their sustainability. According to Parcel and Postal Technology International, consumers have begun to prioritize sustainability alongside speed and convenience, with 61.0% of all online shoppers\u00a0surveyed stating they would like sustainable delivery options.\r\n\r\nA key challenge for sustainable logistics is how to provide a last-mile service that is both efficient and sustainable. According to consultants McKinsey &amp; Company, as people continue to expect swift delivery times, last-mile delivery systems are becoming a bottleneck. Logistics providers are struggling to deal with increasing volumes of goods, resulting in slower delivery times, less flexibility in delivery time slots, and higher delivery costs for customers. Furthermore, as delivery traffic steadily rises, the negative effects on the environment will likely grow unless actions are taken to mitigate them.\r\n\r\nTechnology may offer a solution. Founded in Stockholm in 2014,\u00a0Urb-It\u00a0is a logistics platform that provides last-mile urban logistics services across Europe exclusively on foot, bikes or via its e-cargo fleet and has recently begun operating in Spain, its third European market, after the UK and France. The platform is centred around providing sustainable logistics within e-commerce markets to reduce noise pollution, air pollution and congestion, with plans to continue its expansion across major European cities. The platform connects drivers who use the platform to available deliveries to provide same or next day delivery, offering flexible work schedules and competitive earnings.\r\n\r\nIn 2020, the platform partnered with DHL Express France, providing last-mile deliveries direct from DHL\u2019s distribution centres to consumers in the greater Paris area. In June 2021, the platform also partnered with Amazon Logistics to deliver its parcels in the Paris area, as well as its partnership with parcel carrier Yodel in the UK to include Glasgow and Bristol for the first time, as well as extending its services in London. Additionally, the company recently opened a fulfilment centre in the Bristol area and is in the process of looking for further partnerships with brands to deliver e-commerce parcels to their customers.\r\n\r\nLast-mile courier platforms are nothing new; Amazon Flex operates in a similar way, offering couriers zero-hour, flexible delivery jobs using their own vehicles. However,\u00a0anecdotal evidence\u00a0suggests the environmental impact of this scheme is questionable, with some users suggesting the app will sometimes ask users to deliver a smaller number of packages in their delivery blocks than the average driver. Logistics platforms such as Urb-it offer an environmentally conscious alternative to \u00a0last-mile delivery which can operate within environmental legislation frameworks. For example, the UK government has set legal limits for pollution starting in 2022, prompting many councils to introduce Clean Air Zones which charges drivers whose vehicles exceed emissions standards. Users of platforms like Urb-it are able to avoid these charges, whilst also contributing to local green goals.\r\n\r\nOther sustainable start-up platforms offer various solutions to the green last-mile problem. Swiss start-up RigiTech develops drones that have large payload capacities which make efficient cargo delivery possible. RigiOne, their main product, is powered with an electrically charged battery and therefore emits no emissions. Similarly, last-mile delivery management software Urbantz has launched a green delivery slot service that defines, ranks, and visualises upcoming delivery windows by their eco-impact with the hope of encouraging its customer\u2019s consumer base to choose more sustainable last-mile emissions. With increasing pressure on\u00a0e-commerce to go green, sustainable last-mile platforms may increasingly play a vital role in the pursual of carbon neutrality.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 24th February 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Nia Hudson\u003C/strong\u003E","post_title":"Sustainable logistics platforms offer green last-mile solution","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"sustainable-logistics-platforms-offer-green-last-mile-solution","to_ping":"","pinged":"","post_modified":"2022-02-28 10:23:23","post_modified_gmt":"2022-02-28 10:23:23","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2712","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1574","productGallery":null,"woo_quick_view":"[woosq id= 2712]","postGallery":"","post_type_name":"Post"},{"ID":"2715","post_author":"3","post_date":"2022-02-28 11:26:42","post_date_gmt":"2022-02-28 11:26:42","post_content":"\u003Cspan style=\"font-size: 12pt;\"\u003EThe Mobility Package is an EU package of regulations that aims to end the distortion of competition in the road transport sector and ensure improved working conditions for drivers across Europe.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe Mobility Package was published on 30 July 2020 and contains a series of regulations that come into force at different times. The new driving time and rest period regulation is already in force since 20 August 2020.\u00a0The new rules on the posting of drivers came into force on 2 February 2022.\u00a0The next milestone for the\u00a0Mobility Package\u00a0is on 21 February when the most far-reaching measures of the Package will come into force.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EImpending changes 21 February 2022\u003C/strong\u003E\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EReturn of the vehicle \u003C/strong\u003E- Trucks must be returned to the member State of establishment every 8 weeks without exception. The cooling off measure is designed to make life hard for so-called letterbox companies \u2014 businesses based in cheaper countries that actually operate more or less permanently in other nations.\u00a0\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003ECooling-off period for cabotage\u003C/strong\u003E - Three trips within seven days followed by a cooling-off period of four days.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EMinimum wage and registration obligation\u003C/strong\u003E - A requirement is introduced to pay truck drivers at least the minimum wage fixed in the EU member state where they carry out cabotage, combined transport or international cross-trade transports (a Polish haulier who drives between UK and Germany, for example).\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003ETightened requirements for documentation\u003C/strong\u003E - Additional administration for each of the new legislations for hauliers due to the tightened requirements for documentation compared to the current level. Additionally, all transports must be registered in a pan-European IT system - the Internal Market Information System (IMI).\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003ECombined transport\u003C/strong\u003E - Combined transport will be comparable to cabotage and will therefore be subject to the same limitations with regards to the number of trips, days of driving and cooling-off periods.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003ETax changes\u003C/strong\u003E - Changes to taxes on drivers' wages are introduced in a number of Eastern European countries due to the EU Mobility Package. New legislation has been enforced in various countries where previous tax free \u201cper diem\u201d payments for drivers have been replaced by regular taxable wages. This is estimated to increase wage costs as drivers ask for higher salaries because they now have to pay tax on all their wage. Poland, Romania and Bulgaria have already introduced these changes, with more countries expected to implement similar changes.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EImpact of new regulations\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe latest regulations are going to significantly impact road freight operations in Europe and put pressure on capacity and rates.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EImpact on capacity\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EWith the capacity pressures that we have seen in the past year, the situation is expected to get even worse as fewer trucks can do cabotage trips because of the return home policy for trucks. According to a \u003Ca href=\"https://op.europa.eu/en/publication-detail/-/publication/b35587b8-72a1-11eb-9ac9-01aa75ed71a1\"\u003Estudy\u003C/a\u003E commissioned by the EU Commission, as a result of this rule, vehicles would need to return more regularly to the operational centre in their current Member State of establishment, potentially resulting in additional vehicle journeys of 2% compared to business-as-usual case.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe rule is expected to take capacity out of the market because vehicles will have to return to their home member states and might have to run empty in the return journeys. In particular, Eastern European hauliers will be more affected and might not be able to secure additional loads for the return journeys as there are limited market opportunities to and from their operational centres.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe cooling off period for cabotage operations is also expected to reduce domestic capacities.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EImpact on costs/rates\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe capacity pressure is likely to further push up costs as the balance of supply and demand tips in favour of suppliers. Moreover, additional vehicle journeys represent additional costs (e.g. fuel, tyres, drivers, etc.). Rates are therefore expected to increase as hauliers pass through the additional costs arising from the new return home policy for trucks. Hauliers established in Eastern European countries may be more inclined to partially absorb additional costs to keep their competitive advantage against the rest of the market that has been less affected by the new regulation. 99.8% of the vehicles engaged in cycles longer than eight weeks are anticipated to be operated by Eastern European-based hauliers. These vehicles are likely to be mostly affected by the provision since they are currently not in compliance with the new obligation and thus would have to return home more frequently.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe posting of drivers rule will also put pressure on costs. Operators will be faced with higher driver costs when operating out of home country due to higher local minimum wage.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EImpact on the environment \u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EFinally, the return of the vehicle rule could potentially result in up to 2.9m tonnes of additional CO2 emissions in 2023 (a 4.6% increase in international road freight emissions).\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EConclusion\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EOverall, while the latest rules bring an improvement to the working conditions of drivers, they are likely to reduce capacity and make deliveries more expensive. Haulage operators have already started introducing changes to respond to the latest regulations. Girteka, for instance, recently announced it will increase prices. Considering the already difficult operating environment, including rising fuel and raw materials costs, the challenges with sourcing capacity and the resulting rising freight costs will continue for some time.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cem\u003ESource: Transport Intelligence, February 17, 2021\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EAuthor: Violeta Keckarovska\u003C/strong\u003E\u003C/span\u003E\r\n\r\n&nbsp;","post_title":"The impact of EU Mobility Package on capacity and costs","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-impact-of-eu-mobility-package-on-capacity-and-costs","to_ping":"","pinged":"","post_modified":"2022-03-02 12:39:05","post_modified_gmt":"2022-03-02 12:39:05","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2715","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1982","productGallery":null,"woo_quick_view":"[woosq id= 2715]","postGallery":"","post_type_name":"Post"},{"ID":"2903","post_author":"3","post_date":"2022-03-22 11:04:00","post_date_gmt":"2022-03-22 11:04:00","post_content":"The Ukraine crisis\u00a0is beginning to have an impact on road freight.\r\n\r\nAlthough reports are unclear, it appears that protestors are attempting to stop trucks driving into Belarus from Poland at the crossing point at Koroszczyn. The area is the location of a number of intermodal terminals that interface with the largely rail-based Eurasian Landbridge services. Although there are reports of queues of vehicles, it seems road freight is still capable of moving between P
2608oland and Belarus, if slowly. The protestors are said to be especially targeting Russian registered vehicles and those they believe are carrying cargo to Russia. The consignments largely seem to be food.\r\n\r\nIt is being suggested locally that the Polish Government is considering closing the crossing-point to Belarus as an extension of the sanctions regime against both Russia and Belarus. At present Poland is pressing other nations within the EU for tougher sanctions but Germany and Italy are resisting.\r\n\r\nUp until now, the Eurasian Landbridge has been working normally, not least as it largely avoids Ukraine. If cargoes cannot be picked up from the Polish/Belarus border, they have the option of continuing by rail to Duisburg in Germany and some other intermodal terminals. Presumably, these cargoes will not be embargoed as they carry loads either originating in China or the economies of Europe.\r\n\r\nReports from freight forwarders and other logistics service providers indicate possible problems with services. For example, the digital road freight forwarder, sennder, is reporting that the war may interrupt the flow of drivers, with Russian and Belarussian drivers possibly having problems with visas or feeling unwelcome. However, they believe that Ukrainian drivers will return to working for large European fleets in the medium-term.\r\n\r\nGenerally, there is a violent downturn in the number of consignments in and out of Russia and Belarus. For example,\u00a0DB Schenker reports\u00a0that it \u201chave decided to temporarily suspend all shipments to and from Russia with immediate effect. This applies to land, air and ocean transport.\u201d\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 15th March 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Ukraine war begins to affect road freight in central Europe and beyond","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"ukraine-war-begins-to-affect-road-freight-in-central-europe-and-beyond","to_ping":"","pinged":"","post_modified":"2022-03-22 11:10:16","post_modified_gmt":"2022-03-22 11:10:16","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2903","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2904","productGallery":null,"woo_quick_view":"[woosq id= 2903]","postGallery":"","post_type_name":"Post"},{"ID":"2976","post_author":"3","post_date":"2022-03-28 14:47:10","post_date_gmt":"2022-03-28 13:47:10","post_content":"\u003Cspan style=\"font-size: 12pt;\"\u003ESustainability is one of the most important challenges facing the world today, and also one of the most complex. Lessening the environmental impact of supply chain operations is one part of a solution that can drive us towards a greener and more sustainable future.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EBut how are shippers and LSPs measuring the environmental impact of their supply chain operations? What tools and solutions are in place? And, what progress needs to be made to ensure a more sustainable future?\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThroughout February 2022, some 234 respondents from across Europe took part in this survey. The results show that 72% of companies in the sample have a sustainability strategy in place, with a little more than half of the respondents already more than two years into their sustainability journey.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAmongst the key findings:\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E45% of those surveyed already use real-time visibility systems in their supply chains, and another 35.8% plan to introduce the technology over the next two years\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EA wide mix of systems and approaches is used to monitor sustainability performance. These are both automated and manual, both internal and external\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EReducing overall emissions and carbon footprints is the primary target of sustainability strategies with real-time data most valuable when it comes to making improvements in sustainable operations\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ERespondents emphasise the \u003Cem\u003Ereduction\u003C/em\u003E of emissions over \u003Cem\u003Emeasurement\u003C/em\u003E as part of a shift towards ongoing, proactive management of sustainability\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EThe sustainability of supply chains is set for rapid and widespread digitalisation in the next two years resulting in a step-change for the management of supply chain sustainability\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EHowever, with the internal adoption of technology rated as the most significant factor in determining the pace at which sustainability strategies are implemented, achieving planned progress remains a complex challenge.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EElsewhere, the results show that supply chains across Europe are becoming greener, more tech-enabled and more proactive in the pursuit of opportunities to enhance sustainability. Respondents are targeting carbon and emissions reduction goals, but not ignoring the daily operational improvements that underpin progress.\u
2608003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003ETo learn more about these key findings and other insights generated from the survey, \u003Ca href=\"https://www.ti-insight.com/real-time-visibility-sustainability-europe-logistics/\"\u003Edownload Ti and Sixfold by Transporeon\u2019s white paper, \u003Cem\u003EReal-Time Visibility &amp; Sustainability in Europe\u2019s Logistics Sector, \u003C/em\u003Enow\u003C/a\u003E. \u003Cem\u003E\u00a0\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cem\u003ESource: Transport Intelligence, 22nd March 2022\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EAuthor: Transport Intelligence\u003C/strong\u003E\u003C/span\u003E","post_title":"Supply chain sustainability set for rapid digitalisation","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"supply-chain-sustainability-set-for-rapid-digitalisation","to_ping":"","pinged":"","post_modified":"2022-03-28 14:47:10","post_modified_gmt":"2022-03-28 13:47:10","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2976","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2977","productGallery":null,"woo_quick_view":"[woosq id= 2976]","postGallery":"","post_type_name":"Post"},{"ID":"2980","post_author":"3","post_date":"2022-03-18 14:47:55","post_date_gmt":"2022-03-18 14:47:55","post_content":"According to the \u003Ca href=\"https://www.cfr.org/global-conflict-tracker/conflict/conflict-ukraine\"\u003ECouncil for Foreign Relations\u003C/a\u003E over 50,000 people have died in Ukraine since 2014 and over 2 million people have fled the country since the 24\u003Csup\u003Eth\u003C/sup\u003E of February 2022.\r\n\r\nThe European Shippers Council believes it is fundamental to keep non-sanctioned goods accessible to those who have not chosen the conflict, but are, unfortunately, victims of it.\r\n\r\nEU sanctions on Russia are very large and cover public and private institutions, media, identified persons, their assets, several classes of goods and to some extent, travel. As a result, Russia is now the most sanctioned country in the world surpassing Iran, Syria or North Korea.\r\n\r\nA frequent question posed to EU shippers in an EU jurisdiction is whether it is, at least in theory, possible to ship non-sanctioned goods (outside humanitarian operations) through Russia by railway, recurring to Russian Railways or other operators.\r\n\r\n\u003Cu\u003EThe Russian rail market for freight:\u003C/u\u003E\r\n\r\nRussian Railways retains a monopoly in the provision of rail infrastructure. However, third-party rail operators have the right to access this infrastructure on a non-discriminatory basis following legislative change. As a result, Russian Railways share of overall freight turnover volume plummeted from 78% in 2003 to 13% in 2016.\r\n\r\n\u003Cem\u003ENature of the sanction:\u003C/em\u003E\r\n\r\nArticle 5 (4) (a) of Council Regulation (EU) 2022/328 states that it is \u201cprohibited to \u003Cem\u003Edirectly or indirectly purchase, sell,\u003C/em\u003E provide investment services for or assistance in the issuance of, or \u003Cem\u003Eotherwise deal with transferable securities and money-market instruments (\u2026) \u003C/em\u003Eby:\r\n\u003Col\u003E\r\n \t\u003Cli\u003E\u003Cem\u003Ea legal person\u003C/em\u003E (\u2026) (with) which Russia has (\u2026) substantial economic relationships, \u003Cem\u003Eas listed in Annex XIII; \u003C/em\u003Eor\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cem\u003Ea legal person\u003C/em\u003E (\u2026) whose \u003Cem\u003Eproprietary rights\u003C/em\u003E are directly or indirectly \u003Cem\u003Eowned\u003C/em\u003E (\u2026) by an entity \u003Cem\u003Elisted in Annex XIII\u003C/em\u003E; or\u003C/li\u003E\r\n \t\u003Cli\u003Ea legal person, entity or body acting \u003Cem\u003Eon behalf or at the discretion\u003C/em\u003E of an entity referred to in point (a) or (b) of this paragraph.\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cem\u003EAnnex XIII: Russian Railways.\u201d\u003C/em\u003E\r\n\r\nThus Russian Railways \u003Cem\u003Eis\u003C/em\u003E subject to a \u003Cem\u003Efinancial sanction covering (the purchase of, sell of, investment services for, assistance in the issuance of, dealing with) securities and money-market instruments\u003C/em\u003E defined as \u003Cem\u003Eexcluding instruments of payment \u003C/em\u003E(Art. 4 - MIFID Regulation)\u003Cem\u003E.\u003C/em\u003E\r\n\r\n\u003Cu\u003EImpact of the sanctions on the operators:\u003C/u\u003E\r\n\r\nThe \u003Cem\u003Efinancial\u003C/em\u003E sanction described covers Russian Railways and all operators whose proprietary rights are directly/indirectly owned by Russian Railways or operators acting on behalf or at the discretion of Russian Railways or other organisations named in the sanctions regime. All other operators \u003Cem\u003Enot\u
2608003C/em\u003E specifically named in the sanctions regime as such and whose activities are not restricted by the sanctions regime are not, in principle, impacted by sanctions.\r\n\r\nFurthermore \u003Cem\u003Ethis\u003C/em\u003E financial sanction \u003Cem\u003Edoes not appear to cover activities not involving transferable securities and money-market instruments,\u003C/em\u003E the latter which do not include instruments of payment, normally used by shippers for economic operations. As such, a shipper would not, in principle, be refrained from using Russian Railways services or operators connected to it\u003Cem\u003E, insofar as the economic relation did not contravene the limits \u003C/em\u003Eset by this sanction (i.e.: use of transferable securities or money-market instruments, defined in Article 4 of the MIFID Regulation) or other sanctions.\r\n\r\nEconomic operators are well advised to \u003Cem\u003Epay particular attention to the \u003Cstrong\u003Enature\u003C/strong\u003E of their economic relations (in general) and, in this case, the \u003Cstrong\u003Einstruments\u003C/strong\u003E\u003C/em\u003E\u003Cstrong\u003E \u003Cem\u003Eused for payment\u003C/em\u003E\u003C/strong\u003E (i.e.: is it an instrument used simply for payment or one serving other purposes, such as financing?) and thus, enact economic operations, as these (instruments) will be paramount in determining the lawfulness of the operation. (paragraphs 35 and 36 of Commission Notice C(2015) 6477 read in conjunction with Article 5 (4) (a) of Council Regulation (EU) 2022/328).\r\n\r\nShippers must ascertain themselves that current economic operations and instruments do not\u003Cem\u003E seek to circumvent directly or indirectly, in object or effect, the nature of sanctions (Article 12 of Regulation 833/2014). \u003C/em\u003EShippers should do this by\u003Cem\u003E seeking specialised advice \u003C/em\u003Eas, in case of litigation, the sanction instruments will, most likely, be \u003Cem\u003Estrictly interpreted \u003C/em\u003Eby the Court.\r\n\r\nTrading with Russia is becoming harder as a large number of Russian banks have now been sanctioned and selected banks have been disconnected from SWIFT. This reality adds to the (already) numerous reputational issues arising with trading with Russian (private or public) organisations. In the end, shippers should pose the following question: is it risk-worthy to trade with or maintain economic relations with, otherwise, sanctioned organisations?\r\n\r\n\u003Ca href=\"https://ec.europa.eu/info/business-economy-euro/banking-and-finance/international-relations/restrictive-measures-sanctions_en\"\u003EFurther information on restrictive measures here\u003C/a\u003E and \u003Ca href=\"http://www.sanctionsmap.eu\"\u003Ehere\u003C/a\u003E.\r\n\r\nWritten 14th of March, 2022, Transport Intelligence\r\n\r\n-----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------\r\n\r\n\u003Cstrong\u003EMr. Godfried Smit \u2013 Secretary General of the \u003C/strong\u003E\u003Cstrong\u003EEuropean Shippers Council\u003C/strong\u003E\u003Cstrong\u003E:\u003C/strong\u003E\r\n\r\nWith a career spanning more than 35 years, Mr. Godfried Smit has extensive knowledge and experience in the transport, logistics and customs fields.\r\n\r\nMr. Smit currently holds functions as Secretary-General of the European Shippers Council, the European umbrella organization of national shippers\u00b4 associations, retailers and wholesalers and as Policy Director at \u003Ca href=\"https://www.evofenedex.nl/\"\u003EEvofenedex\u003C/a\u003E, the ESC\u00b4s member organisation in the Netherlands.\r\n\r\nPreviously, Mr. Smit was Lecturer in Customs and International Taxation Law at Leiden University and a senior member of staff at the Tax and Customs Administration of The Netherlands.\r\n\r\n-----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------\r\n\r\nThe \u003Ca href=\"https://europeanshippers.eu/\"\u003EEuropean Shippers Council (ESC)\u003C/
2608a\u003E is a non-profit European organisation created in 1963 with the mission to represent cargo owners \u2013 manufacturers, retailers, wholesalers (import and export, including intercontinental flows) \u2013 collectively referred to as \u2018shippers\u2019.\u00a0 The ESC represents freight transport interests of around 100.000 companies throughout Europe.\r\n\r\nThe global ESC network consists of national shippers\u2019 associations, European commodity trade association (e.g. chemical, steel, paper), and corporate members amongst which are well-known multinational brands in various sectors.\r\n\r\nThe European Shippers Council (ESC) carries out its main activities in Brussels. Here is a quick look at what we do:\r\n\r\n- Reach out to European policy-makers, including the European Commission, the European Parliament and the Council of Ministers, on matters of interest to shippers: international trade, climate change and emissions, technology, industrial relations, transport, energy, etc.;\r\n\r\n- Analysis of European and international initiatives of relevance to the European Shippers Council (ESC);\r\n\r\n- Organisation of specialised events and discussion forums, open to members and invited organisations, on matters of particular interest to members;\r\n\r\n- Participation in large scale European projects of interest to shippers on diverse areas such as digitalisation, emissions calculation, capacity building, financing, etc.;\r\n\r\n- Dissemination events on key issues to shippers;\r\n\r\n- Participation in international fora, namely via the World Shippers Council.\r\n\r\nwww.europeanshippers.eu","post_title":"Rail Freight & EU Sanctions on Russia: To what extent is it still possible to move freight from the EU to or through Russia?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"po-ferries-redundancies-part-of-wider-problems","to_ping":"","pinged":"","post_modified":"2022-03-28 14:54:40","post_modified_gmt":"2022-03-28 13:54:40","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2980","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2982","productGallery":null,"woo_quick_view":"[woosq id= 2980]","postGallery":"","post_type_name":"Post"},{"ID":"2994","post_author":"3","post_date":"2022-03-30 11:51:27","post_date_gmt":"2022-03-30 10:51:27","post_content":"It has been reported by the\u00a0Japanese news agency, Nikkei, that Apple is reducing production of its iPhone SE model by 20%\u00a0in the next quarter as a result of weaker demand. This will amount to 2-3 million fewer units being ordered from suppliers across Asia.\u00a0\u00a0Production volumes of AirPod headphones will also be reduced by 10 million units\u00a0across the year as a whole.\r\n\r\nIt seems that the downturn is a result of a number of factors. The tech manufacturer has been hit by its decision to\u00a0withdraw from the Russian market\u00a0where it had a sizeable market share in both smartphones and PCs. Consumer confidence in Europe as a whole is also a consideration, as people make a choice between upgrading their smartphone and paying for increased costs of food and heating. On top of this, continuing Covid uncertainty is reducing growth forecasts, especially in China where the economy is expected to expand by just 5.5% in 2022 \u2013 a significantly low rate within the context of the recent past.\r\n\r\nThe supply and demand situation, and the way it is impacting on inventory levels and shipment volumes, is incredibly complex. In the past year, many sectors which rely heavily on semi-conductors, such as automotive, have been forced to reduce production despite underlying consumer demand. The war in Ukraine has only added to these problems as supply of one important element in the manufacturing process, Neon, has been disrupted. As such the world has been in the grip of a supply crisis, exacerbated by shipping and air cargo capacity constraints. This is indicated, in the US at least, by the low level of the US \u2018inventories to sales ratio\u2019, evident in the chart below. According to news organization, Market Watch, \u2018The low readings show just how hard it is for businesses to produce enough goods to satisfy customers amid major shortages of labor and supplies.\u2019\r\n\r\n\u003Cimg class=\"alignnone wp-image-2995\" src=\"https://futuresupplychains.org/wp-content/uploads/2022/03/Total-Business-Inventory-to-Sales-Ratio-Apple-Savings-300x94.png\" alt=\"\" width=\"988\" height=\"309\" /\u003E\r\n\r\n\u003Cem\u003ESource: St Louis Federal Reserve\u003C/em\u003E\r\n\r\nNow, however, it seems that it is not only the supply side of the industry which is being affected and there is evidence that the government stimulated retail binge seen in the last quarter of 2021 is over. The US personal savings rate (the percentage of disposable income that people save), reached unparalleled heights during lockdowns, before falling back to more normal levels at the beginning of 2022. This suggests that, in the US at least, consumers have spent any surplus funds which they may have built up during \u2018stay at home\u2019 periods. This was (and still is) being reflected in the logjams experienced at US ports. As the chart below shows, the rate has returned to pre-Covid levels.\r\n\r\n\u003Cimg class=\"alignnone wp-image-2996\" src=\"https://futuresupplychains.org/wp-content/uploads/2022/03/Personal-Saving-Rate-Apple-Savings-Inventory-300x92.png\" alt=\"\" width=\"982\" height=\"301\" /\u003E\r\n\r\n\u003Cem\u003ESource: St Louis Federal Reserve\u003C/em\u003E\r\n\r\nOne unwelcome scenario is that the pent up demand flagged by many manufacturers in 2021 may be at risk of evaporating. Uncertainty, combined with cost of living pressures caused by inflation and interest rate rises, may encourage consumers to delay or cancel purchases. Although it is early days, these decisions may be manifesting themselves in Apple\u2019s forecasts and the consequent scaling back of production of its newest smartphone.\r\n\r\nIn terms of logistics, the\u00a0second quarter of 2022 could well see the capacity crunch in the shipping industry\u00a0unwind as consumer demand drops and the ability to supply existing orders is compromised by continuing lockdowns in China. This will necessarily impact on sea and air freight volumes and rates. Fuel price increases will also act to dampen prospects for the economy and derived demand in the transport sector.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, 29th March 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E","post_title":"Apple production cuts suggest logistics boom times are over","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"apple-production-cuts-suggest-logistics-boom-times-are-over","to_ping":"","pinged":"","post_modified":"2022-03-31 09:40:19","post_modified_gmt":"2022-03-31 08:40:19","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=2994","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2997","productGallery":null,"woo_quick_view":"[woosq id= 2994]","postGallery":"","post_type_name":"Post"},{"ID":"3204","post_author":"3","post_date":"2022-05-03 11:24:41","post_date_gmt":"2022-05-03 10:24:41","post_content":"There are clear signs that global shipping demand is slowing.\u00a0The latest numbers from DP World\u00a0show that although throughput in the first quarter grew by 1.7% year-on-year, this is a lower rate of growth than Q1 2021. The Chief Executive Officer of DP World, Sultan Ahmed Bin Sulayem commented that the results for the quarter \u201csaw volume growth [that] has softened due to the strong prior-year performance and uncertain macro environment. However, we continue to see robust growth in markets such as Asia Pacific and the Americas, while in Europe, London Gateway\u2019s strong performance has continued into 2022. The softer volumes in Jebel Ali (UAE) is due to loss of low margin throughput where we remain focused on more profitable origin &amp; destination cargo\u201d.\r\n\r\nThis performance is similar to other major locations, at least those outside the US. For example, in numbers just released the Port of Rotterdam saw a fall in volumes of 1.4% compared to the first quarter 2021. Container volumes dropped in part due to falling transhipment volumes but also the effects of the various embargoes on Russia. Congestion may have been a factor as well.\r\n\r\nFalls in throughput at the Port of Antwerp were even heavier. The number of containers handled in the first quarter fell 11.6% year-on-year, although Antwerp emphasised that 2021 was an exceptionally busy year for its container terminals. All the reasons seen elsewhere, such as action against Russia, contributed but it appears that congestion may be an underlying reason for Antwerp\u2019s heavy fall, with the port stating that \u201cthe drop in the container segment, which is partly the result of capacity problems, underscores the urgency of extra container capacity\u201d.\r\n\r\nIn contrast ports in the US are still seeing very strong demand, with the port of Los Angeles seeing a 3.5% increase in volumes year-on-year in March whilst East Coast ports, such as Charleston, also continue to boom.\r\n\r\nIt is probably reasonable to assume that whilst China is still in some sort of COVID crisis,\u00a0the rest of the world is moving to a new market conditions. However, in this market it would appear that US growth still remains strong despite the impact of inflation on consumer demand. How long this lasts will be a key issue.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 26th April 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Flatter port volumes indicate a new market for shipping","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"flatter-port-volumes-indicate-a-new-market-for-shipping","to_ping":"","pinged":"","post_modified":"2022-05-03 11:24:41","post_modified_gmt":"2022-05-03 10:24:41","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3204","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1977","productGallery":null,"woo_quick_view":"[woosq id= 3204]","postGallery":"","post_type_name":"Post"},{"ID":"3207","post_author":"3","post_date":"2022-05-03 11:28:40","post_date_gmt":"2022-05-03 10:28:40","post_content":"\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/the-covid-crisis-in-china-is-not-improving-it-might-be-getting-worse/\" data-title=\"The COVID crisis in China is not improving, it might be getting worse\" data-description=\"While in many regions the effects of COVID-19 are a problem that is fading fast. In China, it seems, things are only getting worse\"\u003E\r\n\u003Cdiv id=\"atstbx\" class=\"at-share-tbx-element at-share-tbx-native addthis_default_style addthis_20x2
26080_style addthis-smartlayers addthis-animated at4-show\"\u003EFor a logistician working in Britain, the US or even most of continental Europe, the effects of COVID-19 are a problem that is fading fast. In China, it seems, things are only getting worse.\u003C/div\u003E\r\n\u003C/div\u003E\r\nThe most recent news is that the radical measures being imposed on the population of Shanghai will continue almost indefinitely, with Reuters quoting the authorities as justifying the continued mass quarantine as having \u201ceffectively curbed transmissions\u201d. Residents in most areas in and around the city are now permitted to leave their homes to an extent but many shops remain closed and driving vehicles in many parts of Shanghai requires a permit. This applies to trucks as well as passenger vehicles.\r\n\r\nThe effect on all aspects of logistics has also been extreme. Port operations have been the most noticeably affected, with very significant queues of vessels outside the main container terminals. One American academic from New York University in Shanghai published data from VesselsValue suggesting that there were twice as many ships waiting to load or unload outside Shanghai than the already elevated numbers in 2021. The Chinese authorities insist that both the container complexes in Shanghai and all operations at Pudong airport are working normally. This may sort of be true in that the real problem is handling and moving cargo landside, both within the Shanghai area and in many other parts of China. This is a problem that has been familiar to China over the past two years.\r\n\r\nVarious types of manufacturing are also suffering even though some production activity continues. The most frequently cited example is that of Tesla which has sustained output, in part by getting its workforce to sleep inside the factory. Other producers have not been so lucky.\r\n\r\nNone of this is new in that these sorts of mass lockdowns have been occurring on and off in China since the beginning of 2020. What is new is that it can happen at\u00a0such intensity in an urban area as large as Shanghai and that it shows no sign of ending. The implication must be that whilst the rest of the world will see a return to normal levels of capacity in areas such as airfreight, road freight and shipping, China will continue to inject instability into both supply chains and freight transport networks.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 21st April 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"The COVID crisis in China is not improving, it might be getting worse","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-covid-crisis-in-china-is-not-improving-it-might-be-getting-worse","to_ping":"","pinged":"","post_modified":"2022-05-03 11:28:40","post_modified_gmt":"2022-05-03 10:28:40","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3207","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3208","productGallery":null,"woo_quick_view":"[woosq id= 3207]","postGallery":"","post_type_name":"Post"},{"ID":"3211","post_author":"3","post_date":"2022-05-03 11:35:01","post_date_gmt":"2022-05-03 10:35:01","post_content":"\u003Cdiv data-url=\"https://www.ti-insight.com/briefs/revisiting-the-rcep-the-worlds-largest-trade-deal/\" data-title=\"Revisiting the RCEP \u2013 the world\u2019s largest trade deal - Transport Intelligence\" data-description=\"The RCEP, thought to be the world\u2019s largest trade agreement, came into effect January 1, 2022.\"\u003E\r\n\u003Cp id=\"atstbx\"\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EThe Regional Comprehensive Economic Partnership (RCEP), thought to be the world\u2019s largest trade agreement, came into effect January 1, 2022. RCEP is made up of the 10 members of the Association of Southeast Asian Nations (ASEAN) \u2013 Indonesia, Malaysia, the Philippines, Brunei, Singapore, Vietnam, Cambodia, Laos, Thailand and Myanmar \u2013 and five of their largest trading partners China, Japan, South Korea, Australia and New Zealand. The RCEP covers 2.3bn people and economies with $26 trillion in output, representing around 30% of world GDP. It is expected to accelerate the region\u2019s economic recovery and make the region \u2018a new centre of gravity for global trade\u2019, as stated by the UNCTAD.\u003C/span\u003E\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cspan style=\"font-size: 14pt;\"\u003ERCEP will eliminate tariffs on more than 90% of goods over the next 10 to 15 years. The trade deal marks the first time China, Japan and South Korea have been brought together under a single trade agreement.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EThe RCEP overlaps with the CPTPP (the Comprehensive and Progressive Trans-Pacific Partnership) and although it is seen as less comprehensive than the CPTPP its market size is nearly five times greater than that of the CPTPP, with almost double its annual trade value and combined gross domestic product, according to Reuters. Another advantage of the RCEP is that it is the only multilateral trade pact that includes China.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EAccording to some estimates, the RCEP is expected to raise trade among its members by US$428bn and deliver significant economic benefits to its signatories. Trade between China and members of the RCEP has seen steady growth since the trade agreement entered into force at the beginning of this year. According to data by the General Administration of Customs (GAC), China\u2019s trade with the other 14 member states of the trade deal expanded 6.9% year on year to about US$448.6bn in the first quarter of 2022. How much of this trade growth can be attributed to the RCEP is however uncertain.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EJapan is also expected to reap significant benefits from the agreement as it now has preferential access to South Korea and China, which it did not have previously. The\u00a0Japanese government expects the agreement to\u00a0increase its own GDP by 2.7%. Japanese manufacturers of electronic products, machinery, automobile components, and some agricultural and food products will benef
2608it from tariff concessions when exporting to China.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EIndonesia\u2019 participation in the trade bloc is forecast to raise GDP growth by 0.7pp and increase exports by $5bn and imports by $4bn annually, according to government data. Exporters in several of Indonesia\u2019s manufacturing sectors including chemicals, steel, rubber, minerals and agriculture are expected to see increased demand under the RCEP agreement.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EAccording to a report by the World Bank,\u00a0Vietnam and Malaysia are the countries to make the highest gains from the deal. This is because the deal would help Vietnam access large consumer markets double the size of those included in the CPTPP, including China, South Korea, and Japan.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EThe trade agreement should also benefit multinational organisations which could see the RCEP as an incentive to invest in the signatory countries. It should allow them to export tariff-free to markets like China, South Korea, and Japan while manufacturing in other RCEP countries with relatively cheaper labour.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EAccording to DHL, without an existing free trade deal with ASEAN, the absence of the U.S. from the bloc will limit its trade opportunities in Asia Pacific. Collectively, non-members could lose as much as $48bn\u00a0a year\u00a0from reduced trade with RCEP members.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EIt remains to be seen whether the potential and benefits of the RCEP will be realized and who the winners and losers will be. This will mainly depend on whether the signatories adhere to the agreements made.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cem\u003ESource: Transport Intelligence, April 21, 2021\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EAuthor: Viki Keckarovska\u003C/strong\u003E\u003C/span\u003E","post_title":"Revisiting the RCEP \u2013 the world\u2019s largest trade deal","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"revisiting-the-rcep-the-worlds-largest-trade-deal","to_ping":"","pinged":"","post_modified":"2022-05-04 10:55:44","post_modified_gmt":"2022-05-04 09:55:44","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3211","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3212","productGallery":null,"woo_quick_view":"[woosq id= 3211]","postGallery":"","post_type_name":"Post"},{"ID":"3219","post_author":"3","post_date":"2022-05-04 11:07:58","post_date_gmt":"2022-05-04 10:07:58","post_content":"In an interview with Lars M\u00e5rtensson, Environment and Innovation Director at \u003Ca href=\"https://www.volvotrucks.com/en-en/\"\u003EVolvo Trucks\u003C/a\u003E, I asked him about fossil-free steel, environmental innovation at Volvo and the strategic plan going forwards.\r\n\r\nIn October 2021, \u003Ca href=\"https://techcrunch.com/2021/10/13/volvo-group-unveils-vehicle-made-with-3000-kilos-of-fossil-free-steel/\"\u003EVolvo Group unveiled a load carrier for use in mining and quarrying, made of 3000 kilos of fossil-free steel\u003C/a\u003E - around 70% of the vehicle weight comes from steel and cast iron. The fossil-free steel is created using hydrogen and zero carbon electricity instead of fossil-fuels or fossil raw materials in a joint venture between Swedish steelmaker SSAB, energy company Vattenfall and iron ore miner LKAB. This is a major milestone in Volvo Truck\u2019s journey towards cutting industrial carbon emissions. If all the steel in a Volvo FH Electric truck could be replaced, the estimate is a 9-ton CO2eq reduction. Volvo plans to deliver the first trucks with fossil-free steel to customers during 2022 and it will ramp up production by 2026.\r\n\r\nCircularity is also an intrinsic part of Volvo Trucks\u2019 sustainability strategy. About one third of a new Volvo truck's total weight is made from recycled material. Approximately half of the wrought iron is acquired from recycled metal and 97% of the cast iron is made from recycled iron. Volvo also uses remanufactured parts \u2013 it has green manufacturing plants all over the world. At the end of their lives the trucks are scrapped so that the metals go back into the cycle and the used parts and certain components are sold on.\r\n\r\n\u003Ca href=\"https://futuresupplychains.org/supply-chain-sustainability-set-for-rapid-digitalisation/\"\u003EReducing emissions while the trucks are on the road is of course vital\u003C/a\u003E for Volvo Trucks. It offers six different electric truck models, five in Europe (it has captured 40% of the market), and one in North America. Electric trucks are an attractive proposition, as they can drive outside normal hours, meaning that it's possible to avoid rush hour which increases productivity. There\u2019s a shortage of both mechanics and drivers, so Volvo hopes that new technologies like electric trucks will attract new people into the industry, including women, which is an ongoing challenge in a male dominated workforce. Even though Volvo Trucks has barriers to overcome in persuading customers to adopt electric trucks, such as cost and lack of charging infrastru
2608cture, it aims to grow the share of electric trucks to 50% (new sales share) by 2030 globally.\r\n\r\nOver the last 20 years, Volvo Trucks has reduced emissions by at least 90% but it is very much an ongoing transformation, which is gathering speed.\r\n\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, 4th May 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Julia Swales, Foundation for Future Supply Chain\u003C/strong\u003E","post_title":"Interview with Lars M\u00e5rtensson - Environment and Innovation Director at Volvo Trucks","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"lars-martensson-environment-and-innovation-director-at-volvo-trucks","to_ping":"","pinged":"","post_modified":"2022-05-04 11:49:50","post_modified_gmt":"2022-05-04 10:49:50","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3219","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3226","productGallery":null,"woo_quick_view":"[woosq id= 3219]","postGallery":"","post_type_name":"Post"},{"ID":"3342","post_author":"3","post_date":"2022-06-01 12:33:38","post_date_gmt":"2022-06-01 11:33:38","post_content":"\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EHow would you how would you describe your leadership style?\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EI had a very good manager when I started in my first company and she was a great mentor. She involved me in everything, so I learned about the commercial, but also technical aspects of a business. That\u2019s how I'm trying to be with the people in my team. I aim to be as open as possible but it depends on the people I'm working with - if they are open too that's great, we have a very good chemistry.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EHave you received criticism for your leadership style?\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EYes, I've encountered some people who are more difficult for me to lead. With them I can be too direct, particularly in the written form, but then they raise it, we'll have a conversation and I\u2019ll explain that it\u2019s not a personal thing. We move on after this communication. Although I haven't been a leader or manager of a large team, I have learned a lot from this. I never position myself as a manager, I work together with the team, because this how my previous manager worked with me and it was really effective.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EHow many women are there within your company? Is it male dominated?\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EIt is male dominated, yes. In my previous company, we had quite a few women. My female manager was a co-founder of the company. We had quite a few people on the engineering side, so data scientists, business analysts, who were women, so it was quite a good balance. In my current company, I am mentoring a woman and she is now leading the product team, but yes, it\u2019s male dominated, with a couple of women in managerial positions.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EDo you think that your perspectives are different to men in the environment you're working in\u003C/strong\u003E?\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003ENo, I don\u2019t, as quite a few of the men I work with are good at understanding people and reading signs which are not obvious. They are like-minded and have a similar view to me on communication with others and good management style. Of course, I hear other stories from more traditional transport companies and supply chain and when I talk to customers, they often have a different view, although we try to choose customers who are a bit more forward looking or open to different way of doing things.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003ECan you name three role models?\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EFirst of all, I'm not a huge believer in one person being a perfect role model as I like to be inspired by certain characteristics of people and I have to know them. So here are three people or rather characteristics that I aspire to:\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EMy former manager. She is just incredible at networking and by that I mean connecting with people, understanding their strengths, communicating her strengths, and then asking for help when she needs it and reciprocating this for others. This is what networking is for me \u2013 not just connecting to lots of people so that in the future you will get value out of them. She really creates a community and relationships and I am inspired by that part of her.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;
2608\"\u003EMy younger sister. She's just an extremely open person. It doesn\u2019t matter if she knows somebody or not, she's just very open. It's something I am a little bit jealous of.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EMy current manager. He tries to understand how things are and he doesn\u2019t make assumptions. He reads a lot and talks to many people, to get as many different perspectives as possible. It\u2019s really inspiring and changes your mindset.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EDo you see any barriers to career progression for women? \u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EIn general, I think it really depends on management, as you need mentors who inspire people to move up. If you have bad management, it's very difficult and I've encountered this in the past. You learn and grow through this though. I feel that today the problem is often unconscious bias \u2013 so managers make assumptions when they talk to you, without knowing you. It\u2019s trickier, because then you can't really explain to them what the issue is because they just don't understand it.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EWhat advice would you give to a woman in your position who's starting out in her career or trying to climb the career ladder?\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EIf you\u2019re doing what you\u2019re interested in, you will always find your path.\u003C/span\u003E\r\n\r\n&nbsp;","post_title":"Interview with Lisa Laguzinskaya, Commercial Operations at Evertracker","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"interview-with-lisa-laguzinskaya-commercial-operations-at-evertracker","to_ping":"","pinged":"","post_modified":"2022-06-29 09:36:34","post_modified_gmt":"2022-06-29 08:36:34","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3342","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3461","productGallery":null,"woo_quick_view":"[woosq id= 3342]","postGallery":"","post_type_name":"Post"},{"ID":"3349","post_author":"3","post_date":"2022-06-01 08:04:58","post_date_gmt":"2022-06-01 07:04:58","post_content":"\u003Cp\u003EThe emerging dynamics of US retail inventory may have significant implications for the global logistics market.\u003C/p\u003E\u003Cp\u003ERecent numbers from major retailers such as Walmart and Target as well as smaller specialists such as Abercrombie &amp; Fitch, show that they are carrying high inventory levels. Consumer demand is lower than these companies anticipated leading to an overhang of stock. Walmart observed in its most recent earnings release that shoppers were reducing their purchases of \u2018General Merchandise\u2019 due to the higher costs of food purchases in their stores. All complained about higher logistics costs. Target commented that \u201cthis year\u2019s gross margin rate reflected higher markdown rates, driven largely by inventory impairments and actions taken to address lower-than-expected sales in discretionary categories, as well as costs related to freight, supply chain disruptions, and increased compensation and headcount in our distribution centers\u201d.\u003C/p\u003E\u003Cp\u003EThe logical response to these issues is for shippers such as Target and Walmart to reduce demand for stock and thus for logistics services.\u00a0In the US this may be happening. The key port of Los Angeles, which has been at the centre of much of the congestion that has driven-up logistics costs over the past two years, saw a year-on-year fall in volumes of 6.89% in April although the port was quick to assert that by historical standards throughput was still high, being \u201c17% higher than the five-year April average of 390,000 TEUs\u201d. The optimistic view of the Chief Executive of the port of Los Angeles, Gene Seroka, was that he saw \u201can earlier than normal peak season, combined with seasonal products, think of back to school, fall fashion, all of that should start combining at the end of June.\u201d However, he also observed that the number vessels queuing outside the port had fallen to just 32, as compared to 109 at certain times in January.\u003C/p\u003E\u003Cp\u003EIf inventory is high across the consumer durables sector in the US then the implication is that there will be lower demand for freight. In turn, this strongly suggests that lower volumes into the US from trans-Pacific routes will increase available space on ships, trucks and aircraft and reduce the pricing power of freight transport providers. This will be compounded by the fall in the level of congestion, which in turn will release further quantities of items such as shipping containers and cross-dock capacity. All of this could lead to heavy falls in freight rates.\u00a0\u003C/p\u003E\u003Cp\u003E\u003Cem\u003ESource: Transport Intelligence, 26th May 2022\u003C/em\u003E\u003C/p\u003E\u003Cp\u003E\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E\u003C/p\u003E","post_title":"US retail inventory levels suggest lower freight rates","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"us-retail-inventory-levels-suggest-lower-freight-rates","to_ping":"","pinged":"","post_modified":"2022-06-01 08:04:58","post_modified_gmt":"2022-06-01 07:04:58","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3349","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3350","productGallery":null,"woo_quick_view":"[woosq id= 3349]","postGallery":"","post_type_name":"Post"},{"ID":"3353","post_author":"3","post_date":"2022-06-01 08:06:48","post_date_gmt":"2022-06-01 07:06:48","post_content":"According to Ship and Bunker, the global average VLSFO price has moved above $1,000/mt again on \u00a0Monday, May 30\u003Csup\u003Eth\u003C/sup\u003E\u00a02022 for only the second time in its history, after rising on March 9\u003Csup\u003Eth\u003C/sup\u003E\u00a02022, since the new bunker grade emerged three years ago.\r\n\r\nIn the wake of\u00a0 inflated commodity prices, Maritime operators should be faced with a cost challenge as the share of bunker costs in the running costs of ships range\u00a0between 30% and 50% for an oil price of 100 US$/barrel.\r\n\r\nOil prices have risen sharply in 2022 as demand grew and the Ukrainian conflict led to sanctions, spurring major economies to move away from Russian oil.\r\n\r\nBunker fuel prices in the Americas regi
2608on are the most expensive at 795.63 $/mt, up 69.4% annually. The Asia Pacific region has experienced a significant increase, with prices up 86.6% year-on-year (y-o-y). This increased cost is reflected in rates on the transpacific lane which has skyrocketed y-o-y.\r\n\r\nIn Q1-22, bunker fuel prices in the Asia Pacific region climbed 30.2% over the final three months of 2021. EMEA Bunker fuel prices are up 18.2% quarter-on-quarter in Q1-22. Increases in the costs of bunker fuel are driving up carrier costs and this is being passed on to shippers. With bunker fuel prices up 22.32% in March 2022 alone. While demand and supply are the key determinants for ocean freight prices, fuel can exceed half of the running costs for larger vessels, this higher fuel bill may be passed on to shippers using bunker adjustment factors in 2022.\r\n\r\nMore recently, according to S&amp;P global, the Singapore marine fuel oil market is expected to maintain record-high levels of prices over the May 30-June 3, 2022 trading week due to supply tightness of low sulphur fuel oil cargoes coupled with firm bunker demand. The current strength in global bunker prices is being led by a surge in Singapore, where supplies have tightened and demand may be set to improve following the reopening of Shanghai. Overall strength in crude oil is also being driven by renewed efforts in the European Union to ban imports of Russian oil following the invasion of Ukraine.\r\n\r\n\u003Cu\u003EHow does this reflect on shipping rates?\u00a0\u003C/u\u003E\r\n\r\nAlthough traditionally it used very cheap bunker fuel, the cost of that fuel has always been a significant feature of the market, so much so that billing is characterized by a \u2018Bunker Adjustment Factor\u2019 (BAF), which is attached to any freight bill enabling prices to be increased or decreased with the price of oil.\u00a0
2608However, maritime shipping rates are not as susceptible to shifts in fuel prices to the extent that is commonly reflected.\r\n\r\nContainer and ship availability and consumer demand is a more significant cost driver for the price of sea freight .For instance\u003Cem\u003E,\u00a0\u003C/em\u003Ethe increase in freight rates between Q4 2020 and Q4 2021 was not driven largely by fuel prices but the stripping-out of shipping capacity as a result of congestion in the US and in China.\r\n\r\nThis is not disregarding fuel prices as cost drivers of shipping prices.\u00a0 The pair of fuel prices and ocean freight rates have a stronger dependence on extreme events than other factors. The trend is susceptible to fuel price changes in extreme periods like the financial crisis. That is, in the long-run and short-run, an extreme rise in oil prices is likely to lead to a rise in freight rates. The increases in fuel prices would have to be quite violent for this to happen.\r\n\r\nMoreover, container shipping especially is, perhaps surprisingly, not that vulnerable to increases in fuel costs.\r\n\r\nGenerally, fuel costs are becoming less divisive in shipping costs as the fuel consumption of container ships has fallen by 80% if measured in terms of fuel consumed per container (TEU). This is due to the greater energy efficiencies of larger container vessels. In addition, many carriers practice \u201cslow steaming\u201d on ships. This is the process of reducing speed (often to ~15 knots, rather than ~22 knots)\u00a0to cut down on fuel consumption. While this cost-mitigation strategy does slow down already exasperated shipping times, it reduces costs for carriers as well as cuts down on their emissions\r\n\r\nIn conclusion, fuel costs will have to increase even more extremely to counteract any effects of falling or rising supply and\u00a0demand balance. It is likely that an oil price environment of such violent increases would have major macroeconomic impacts and therefore negatively affect demand levels. Even if that is the case, other externalities and consumer appetite can offset that effect, as is the current case of the recent increase in bunker prices in Singapore, as it might result in an increase of shipping prices, however that will largely be due to a backlog of demand following the prospective re-opening of Shanghai.\r\n\r\nSource :Transport Intelligence\u00a0 May 31st 2022\r\n\r\nAuthor: Jenan Hasan","post_title":"Effects of recent and expected fuel price increase on maritime logistics","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"effects-of-recent-and-expected-fuel-price-increase-on-maritime-logistics","to_ping":"","pinged":"","post_modified":"2022-06-01 08:06:48","post_modified_gmt":"2022-06-01 07:06:48","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3353","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1977","productGallery":null,"woo_quick_view":"[woosq id= 3353]","postGallery":"","post_type_name":"Post"},{"ID":"3357","post_author":"3","post_date":"2022-06-01 08:11:13","post_date_gmt":"2022-06-01 07:11:13","post_content":"\u003Cdiv class=\"wrap container\" role=\"document\"\u003E\r\n\u003Cdiv class=\"content row\"\u003E\r\n\u003Cdiv class=\"news-content\"\u003E\r\n\u003Cdiv class=\"row row-flex-wrap\"\u003E\r\n\u003Cdiv class=\"col-xs-12 col-md-8 three-quarter-box flex-col\"\u003E\r\n\u003Cdiv class=\"box-white\"\u003E\r\n\u003Cdiv class=\"brief-post\"\u003E\r\n\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/the-harsh-reality-of-a-zero-tolerance-covid-policy/\" data-title=\"The harsh reality of a zero-tolerance Covid policy - Transport Intelligence\" data-description=\"A zero-tolerance Covid policy in China may be severely hampering the global supply chain, with no clear end in sight.\"\u003E\r\n\u003Cp id=\"atstbx\" class=\"at-share-tbx-element at-share-tbx-native addthis_default_style addthis_20x20_style addthis-smartlayers addthis-animated at4-show\"\u003E\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003EAs of May 10 2022, almost 400m people in China are in lockdowns that have been fluctuating in strength for the past 6 weeks. This population figure is 3/4 of the population of the EU and more than the entire population of the USA. The response of the Chinese state to its worst Covid outbreak since the start of the pandemic is the continued installation of a zero-tolerance policy towards Covid. Bloomberg reports\u00a0that May 9 saw 3,426 new infections, a significant decrease from the 27,000 new daily cases the country was seeing in mid-April. The lockdowns were originally easing, however due to a resurgence in infections, restrictions were tightened. Shanghai now has 25m residents barred from leaving their homes. These fresh restrictions raise concerning questions regarding the impact on a global supply chain which has chosen to live with and adapt to Covid.\u003C/span\u003E\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003EChina, the leading economic and manufacturing powerhouse of the world, will most likely see its productivity and output remain low. Disruption to the supply chain will return, with\u00a0FourKites data suggesting\u00a0the volume of goods moved from the Port of Shanghai fell by 23% in the month before March 12. Ti data suggests Shanghai was the busiest seaport in 2021, processing the highest number of TEUs for any port around the world. Naturally, the number of cases in the country and region will lead to a reduced capacity for production in the port, as well as capacity on the limited number of shipments.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003EThis zero-tolerance response is to be expected from the Chinese state. The major lockdowns implemented at the beginning of the pandemic saw a severe economic downturn, however the Chinese economy did turn itself around, recovering with a\u00a0growth rate of 8.1%\u00a0in 2021. It has also managed to generate 12.7m new jobs since the start of 2020. It was also seen as a safer location for money, with foreign investment increasing by 15% from 2020-2021. Limiting lasting economic damage is the aim of its strict lockdowns, and with no port 
2608closures, the country stands in better stead to achieve that.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003EThe damage of port congestion in Shanghai is however already rearing its ugly head.\u00a0Project44 has said\u00a0that the 2-week period from 7-21 of April saw import containers wait an average of 12.1 days, up 163% from the 2 week period before, where average container wait times were 4.6 days. Given the reduced volume at Shanghai,\u00a0shipments are moving to river based\u00a0ports such as Ningbo-Zhoushan. The backlog of reduced shipments has led to a\u00a010% surge in rates\u00a0between Europe and South America, according to Freightos, with 30% of backlogged shipments coming from China. The high rates and bottlenecks are proving to be a risk to the economy and the foreign investment that the country worked so hard to cultivate in the past year. A\u00a0Financial Times survey\u00a0reports that the Chinese services sector is at its lowest levels of activity in over 2 years, highlighting the precarious state the economy is in. The survey saw almost a quarter of 372 European companies state they were considering moving out of China, with 78% stating the country is less attractive for investment due to its Covid policies. It is severely at risk of putting all investors off and further hampering not only its own economic performance but that of the rest of the world.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003EChina and its productivity decisions have huge ramifications on the global economy. Backlogs due to closures will lead to more backlogs in the future. Global sea freight is at risk from the full re-opening of Chinese ports as a plethora of cargo is likely to be released, overwhelming ports across the world and the San Pedro Complex in particular. The same happened with port bottlenecks in H2 of 2021, driving wait times and freight rates up. Furthermore, the loss to the Chinese economy and GDP is likely to be counterbalanced by another hike in inflation. The cost of living within the country is high due to the impact on commodities that the\u00a0war in Ukraine is having, as well as the global-high cost of fuel, but importantly, the cost of the limited\u00a0manufacturing that is occurring is high. It is like that global inflation will continue to steadily grow as China continues to struggle. Elsewhere, the logistics industry must prepare for more port backlogs and bottlenecks, as well as ocean freight rates continue to creep up as we head towards the second half of the year.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003E\u003Cem\u003ESource: Transport Intelligence, May 12, 2022\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003E\u003Cstrong\u003EAuthor: Alex Bullard\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003Cfooter class=\"content-info row\"\u003E\r\n\u003Cp class=\"container remove-padding\"\u003E\u003C/p\u003E\r\n\r\n\u003C/footer\u003E","post_title":"The harsh reality of a zero-tolerance Covid policy","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-harsh-reality-of-a-zero-tolerance-covid-policy","to_ping":"","pinged":"","post_modified":"2022-06-29 09:32:55","post_modified_gmt":"2022-06-29 08:32:55","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3357","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3358","productGallery":null,"woo_quick_view":"[woosq id= 3357]","postGallery":"","post_type_name":"Post"},{"ID":"3361","post_author":"3","post_date":"2022-06-01 08:13:53","post_date_gmt":"2022-06-01 07:13:53","post_content":"Ukraine, its neighbours and parts of the rest of the world are desperately looking for alternatives to Ukraine\u2019s Black Sea ports. In particular, there is a focus on getting agri-bul
2608k logistics functioning at higher volumes due to Ukraine\u2019s importance in supplying wheat and other grains to developing economies.\r\n\r\nDavid Beasley, the Executive Director of\u00a0the United Nations World Food Programme, said on Friday that at present \u201cUkraine\u2019s grain silos are full. At the same time, 44 million people around the world are marching towards starvation. We have to open up these ports so that food can move in and out of Ukraine. The world demands it because hundreds of millions of people globally depend on these supplies.\u201d\r\n\r\nA little surprisingly bearing in mind there is a war in their country, Ukrainian farmers continue to produce substantial volumes of foodstuffs, with wheat production said to be down by just a third compared to 2021, at 20m tonnes. It is hard to be sure, however, as various reports suggest that agri-bulk throughput volumes through Ukrainian ports have fallen by 90% to around 500,000 tonnes a month. Even this is surprisingly high given the leading port in Odessa is under bombardment by the Russian air force. The situation in Mariupol, which is another substantial port, is even worse.\r\n\r\nThe main obstacle to the functioning of the ports is a blockade by the Russian Black Sea fleet. Despite losses inflicted on Russian ships by the Ukrainians, the blockade shows no sign of being lifted.\r\n\r\nYet agri-bulk is being exported and\u00a0the main transport mode being used seems to be road. Rail freight links to Poland are being used to an extent, however, Ukraine uses a broad rail gauge, which Poland does not, and whilst this is not an insurmountable problem it requires additional infrastructure to deal with. The railway is also more vulnerable to Russian attacks. As ever road freight is emerging as the most flexible solution, with a shortage of trucks and drivers being one of the few constraints.\r\n\r\nIt appears that the emerging solution is to move the agri-bulk by road to Poland and Romania and then to ship the cargoes out of the ports of the Baltic, in particular Gdansk, but also Constanza on the Black Sea. Both ports have substantial agri-bulk capacity, however, adding several tens of millions of tonnes of additional volume through bulk terminals might represent a short-term issue.\r\n\r\n\u003Cem\u003ESource. Transport Intelligence, 10th May, 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"The world looks to solve Ukraine\u2019s agri-bulk logistics problems","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-world-looks-to-solve-ukraines-agri-bulk-logistics-problems","to_ping":"","pinged":"","post_modified":"2022-06-01 08:13:53","post_modified_gmt":"2022-06-01 07:13:53","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3361","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3362","productGallery":null,"woo_quick_view":"[woosq id= 3361]","postGallery":"","post_type_name":"Post"},{"ID":"3370","post_author":"3","post_date":"2022-06-01 18:25:03","post_date_gmt":"2022-06-01 17:25:03","post_content":"In 2021 UPS unveiled new environmental, social and governance (ESG) targets that will enable the company to become carbon neutral across its global operations by 2050. The company acknowledges that trends that will drive innovation over the next 10 years will be around investments in sustainability and improvements in tech fluency.\r\n\r\nUPS has introduced many innovative green solutions into their warehouses in their quest to make supply chains more sustainable and achieve their environmental goals, which was accelerated during the Covid pandemic.\r\n\r\n\u003Cstrong\u003E\u003Cu\u003EReduction of energy consumption and waste\u003C/u\u003E\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003EWarehouse execution system\u003C/strong\u003E\r\n\r\nIn 2020, UPS Supply Chain Solutions\u00a0launched new warehouse network technology to make its distribution centres smarter and more efficient, therefore reducing energy consumption. The Warehouse Execution System (WES) from Softeon defines specific customer requirements, so that highest priority orders are processed first without manual intervention - this increases productivity by up to 50%. It enables real-time monitoring of capacity, fulfilment requirements, backlogs and labour status, which reduces energy consumption, excess labour and time spent processing lower priority orders.\r\n\r\n\u003Cstrong\u003ESuper hubs\u003C/strong\u003E\r\n\r\n\u003Cem\u003EAtlanta, GA, U.S\u003C/em\u003E.\r\nIn 2018, UPS opened up a new super hub operating facility, with high-tech systems. It is a new class of sortation centre, or super hub, which enables UPS to move shipments efficie
2608ntly through a network of more than 1,000 small package operating facilities in the United States.\r\n\r\nThe hubs can sort around 100,000 packages per hour, which is equivalent to roughly 1,700 per minute. Conveyor systems have stopping belts if no packages are detected. They are estimated to be around 30%-35% more efficient than older, more manual facilities.\r\n\r\n\u003Cstrong\u003ERobotics and automation\u003C/strong\u003E\r\n\r\nUPS uses robotics to make warehouse operations more efficient and reduce waste. As robots\u003Cstrong\u003E aren\u2019t dependent on light or heating to operate\u003C/strong\u003E, UPS can focus this energy consumption on the areas used by its workers and save energy on the rest. Deploying robots also results in better space usage and higher throughput of shipments, which reduces the overall carbon footprint of the UPS warehouses.\r\n\r\n\u003Cem\u003ESortation and distribution hub in Tacoma, Washington\u003C/em\u003E\r\n\r\nIn 2020, UPS opened a new automated ground package sortation and distribution hub in Tacoma, Washington. The facility operates 15 autonomous tow tractors, or \u2018tugs.\u2019 They move large and irregularly-shaped packages from one area to another using lasers to navigate the building\u2019s terrain and avoid obstacles. Assigning these relatively simple but time taking tasks to the tugs means they can use their manual labour force in more effective ways.\r\n\r\nAutonomous tugs are used in other UPS facilities throughout North America including Louisville, Columbus and Sacramento. UPS Smart Labels applicators are also deployed in these warehouses. Using compressed air, they place labels on packages at a rate of three per second and are used to assist employees when loading package cars.\r\n\r\n\u003Cem\u003EUPS Netherlands\u003C/em\u003E\r\n\r\nUPS Global Logistics &amp; Distribution\u00a0in Europe added capacity at a fulfilment centre in the Netherlands by implementing an automated storage and retrieval system (ASRS). Tall racks, wide rows and loud forklifts have been replaced by grids and bins with robotic arms and workstations. This saves on both storage capacity and energy \u2013 it creates up to 400% more storage capacity in the same space versus a traditional warehouse and a system with ten robots uses the same amount of energy as a vacuum cleaner.\r\n\r\n\u003Cem\u003ELocus robotics\u003C/em\u003E\r\n\r\nUPS has automated their fulfilment process with Locus Robotics. Productivity\u00a0has increased from\u00a0\u003Cstrong\u003E40-45\u00a0lines per hour (LPH)\u003C/strong\u003E\u00a0to\u00a0\u003Cstrong\u003E80-90 LPH\u003C/strong\u003E\u00a0with the LocusBots and close to\u00a0\u003Cstrong\u003E100\u00a0LPH\u003C/strong\u003E\u00a0in some cases, helping UPS to pick, pack and ship more quickly to meet exploding demand. They are integrated into the UPS Warehouse Execution System (WES).\r\n\r\n\u003Cstrong\u003E\u003Cu\u003ECarbon neutral warehouses and green electricity\u003C/u\u003E\u003C/strong\u003E\r\n\r\nUPS currently has 18 facilities that have received a green-building certification, including U.S. Green Building Council LEED, Building Research Establishment Environmental Assessment Methodology (BREEAM), and the Green Globes Standard.\r\n\r\n\u003Cstrong\u003EUPS is integrating LED lighting\u003C/strong\u003E\u00a0into all its facilities. An electrical current passes through a microchip, making it 90% more efficient than incandescent lighting and it also significantly reduces the amount of wasted heat that is released.\r\n\r\nUPS is working toward goals to source more electricity from renewables. By 2025 its goal is to have 25% renewable energy in its facilities and by 2035, 100% renewable energy.\r\n\r\n\u003Cstrong\u003EVisalia, CA, U.S.\u003C/strong\u003E\r\nA battery microgrid and on-roof solar power make this a near-zero-carbon facility.\r\n\r\n\u003Cstrong\u003EBarcelona, Spain\u003C/strong\u003E\r\nThe facility is equipped with LED lighting, energy-efficient insulation and photovoltaic panels installed on the roof to reduce the amount of electricity drawn from the grid.","post_title":"Case Study: UPS Sustainable Warehouse Technology","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"ups-sustainable-warehouse-technology","to_ping":"","pinged":"","post_modified":"2022-06-01 18:29:47","post_modified_gmt":"2022-06-01 17:29:47","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3370","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3371","productGallery":null,"woo_quick_view":"[woosq id= 3370]","postGallery":"","post_type_name":"Post"},{"ID":"3463","post_author":"3","post_date":"2022-06-29 09:24:59","post_date_gmt":"2022-06-29 08:24:59","post_content":"\u003Cstrong\u003E\u003Cu\u003EReduction of energy consumption and waste\u003C/u\u003E\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003ERobotics and automation\u003C/strong\u003E\r\n\r\nThe use of warehouse automation and robots significantly reduces the business need for electricity with the option for some facilities to operate as dark warehouses. This coupled with energy-efficient robots picking products means a 
2608significant amount of energy is saved.\r\n\r\n\u003Cem\u003EYaskawa Robotics and Plus One Robotics\u003C/em\u003E\r\n\r\nFedEx\u202fhas four robotic sorting arms at its Memphis hub in the US. In 2020, FedEx teamed up with robotics companies Yaskawa and Plus One. Yaskawa supplies the robotic arms, grippers and system integration and Plus One provides the AI software serving as the robots\u2019 eyes which allows the robots to learn how to pick up a wide range of packages and envelopes.\r\n\r\nThe four robots can handle 6,000 to 8,000 packages daily, depending on the kinds of packages they encounter, which is significantly more than manual workers could handle, therefore reducing energy use within the facility. The robotic arms pick up packages from a collection bin and move them to a conveyor belt. After that, the packages are scanned and inducted into FedEx\u2019s sorting system.\r\n\r\n\u003Cem\u003EVecna Robotics\u003C/em\u003E\r\n\r\nFedEx Ground uses autonomous tugs from Vecna Robotics to transport bulky packages through some of its hub facilities. The\u00a0self-driving tugs are equipped with sensors and know the shape of the building they operate in, so they are highly efficient, reducing manpower and energy use.\r\n\r\n\u003Cstrong\u003EReal-Time Visibility Platform\u003C/strong\u003E\r\n\r\n\u003Cem\u003EFourKites\u003C/em\u003E\r\n\r\nIn June 2022, FedEx announced it is collaborating with FourKites to create a new real-time visibility platform, with integrated intelligence at every point of the supply chain, called FourKites X. It will provide total visibility in the warehouse, giving teams highly accurate and granular data down to the level of\u00a0individual SKUs\u00a0so they can more rapidly locate inventory and proactively resolve disruptions to keep goods flowing. This will significantly improve warehouse efficiency and will lead to reduced costs, waste, and emissions. Warehouse managers can better plan the use of resources and offloading, so trucks are less likely to be stuck in a queue with their carbon-emitting engines ticking over waiting to be unloaded.\r\n\r\n\u003Cstrong\u003EPackaging\u003C/strong\u003E\r\n\r\nIn the FedEx Packaging Lab, different technologies are used to ensure that its packaging fulfils sustainability considerations. Packaging is designed to be durable, maintain constant temperatures and be reusable.\r\n\r\n\u003Cstrong\u003E\u003Cu\u003ECarbon neutral warehouses and green electricity\u003C/u\u003E\u003C/strong\u003E\r\n\r\nAs part of its goal to become carbon neutral by 2040, FedEx is advancing on-site renewable energy generation and procuring renewable energy to help it to continue reducing the GHG footprint. Across its operating companies, 26 FedEx locations generate on-site renewable energy.\u00a0Currently, FedEx Ground has 16 on- and off-site solar installations, and its facility in Spokane, Washington, receives nearly 100% of its electrical needs from renewable energy sources.\r\n\r\nEnergy management systems provide centralized control of lighting and heating, ventilation, and air-conditioning equipment.\u00a0\u00a0In FY20, FedEx completed 49 upgrade projects across 26 facilities. In total, lighting retrofits have saved more than 238 million kilowatt-hours of electricity and led to reduced GHG emissions, environmental impacts, and operating costs.\r\n\r\n\u003Cstrong\u003ESolar thermal air conditioning, Davenport, US\u003C/strong\u003E\r\n\r\nIn 2021 in Davenport, US, FedEx installed a solar thermal air conditioning system which is expected to reduce the workload on air conditioner compressors by almost 40%.\r\n\r\nSolar thermal technology uses the sun\u2019s energy, but rather than converting solar energy to electricity, it uses the sunlight to create heat. The sun heats the refrigerant used in the air conditioners, greatly reducing the amount of electricity needed for this task. Solar thermal technology is also more efficient and affordable than photovoltaic and offers promise for cooling other FedEx facilities in the future.\r\n\r\nThis system will reduce energy demand by 33%, or about 16,090 kilowatt hours, and avoid 11.4 metric tons of CO2e emissions per year. That\u2019s equivalent to avoiding the annual emissions from 28,229 miles driven by an average passenger vehicle.\r\n\r\n\u003Cstrong\u003EEco-conscious facility, Colomiers, France\u003C/strong\u003E\r\n\r\nIn 2021 FedEx Express announced it was moving its operations from Toulouse-Blagnac Airport to a\u00a0new eco-conscious facility in Colomiers, near Toulouse, France. Located in Europe\u2019s strategic cluster for high-tech industry and biotechnology, the new building consolidates the international and domestic activities of FedEx Express in France \u2013 line-haul, sorting, and pick-up and delivery activities \u2013 in a new facility that prioritizes sustainability and the local environment.\r\n\r\nThe new facility features sustainable building materials, strong insulation, intelligent lighting, and measures to limit water consumption. 330 sq m of installed solar panels also generate renewable energy used onsite.","post_title":"Case Study: FedEx Sustainable Warehouse Technology","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"fedex-sustainable-warehouse-technology","to_ping":"","pinged":"","post_modified":"2022-06-29 09:24:59","post_modified_gmt":"2022-06-29 08:24:59","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3463","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3464","productGallery":null,"woo_quick_view":"[woosq id= 3463]","postGallery":"","post_type_name":"Post"},{"ID":"3466","post_author":"3","post_date":"2022-06-30 10:12:59","post_date_gmt":"2022-06-30 09:12:59","post_content":"Due to sustainability regulations emerging on multiple fronts and with increased frequency, recent years have seen a rapidly growing number of initiatives to reduce greenhouse gas emissions.\r\n\r\nThe European Commission\u2019s\u00a0Fit for 55 package\u00a0is the latest ambitious set of measures proposed which is expected to impact the transport sector significantly. Announced in July 2021, the Fit for 55 package aims to cut greenhouse gas emissions by at least 55% by 2030 compared to 1990 and have net-zero greenhouse gas (GHG) emissions (climate neutrality) by 2050.\r\n\r\nNearly a year after the Fit for 55 Package was introduced, discussions between the European Parliament and the Council on the legislative proposals to accelerate decarbonisation in the EU are advanced. The Fit of 55 package includes more than ten legislative proposals, four of which immediately impact the transport sectors.\r\n\r\nOn the 8\u003Csup\u003Eth\u003C/sup\u003E\u00a0of June 2022, MEPs approved three climate proposals related to the upcoming EU carbon market reform. This includes a ban on new petrol and diesel cars by 2035; a new law on land use, land-use change and forestry (LULUCF); and stricter rules for member states\u2019 GHG emissions.\r\n\r\nYesterday, 27\u003Csup\u003Eth\u003C/sup\u003E\u00a0of June, the Council started the negotiation on the renewable energy directive and the energy efficie
2608ncy directive. Regarding the transport sector, the Council proposed a target of 13% greenhouse gas reduction by 2030 and the use of at least 29% of renewable energy (such as advanced biofuels and hydrogen) within the sector by 2030.\r\n\r\nAlthough the initiatives in the package are not expressly directed at the heavy freight sector, they can help the EU meet its 2030 goals. The transport and construction sectors are to be included in the Emission Trading System (ETS 2) from 2025. Initially, it will only apply to commercial transport, and from 2029, it will be extended to cover passenger transportation, as well.\r\n\r\nThe next implementation phase will also include emissions from ships operating within the EU and those outside European territorial waters.\r\n\r\nThe maritime sectors, with 99% of their energy coming from fossil fuels, need to reduce that figure by 30% by 2035. The aviation industry will have to reduce the use of fossil fuels from 0.1% today to 0.7% in 2030, rising to 5% by 2035.\r\n\r\nThe Fit for 55 package\u2019s ReFuelEU aviation and FuelEU maritime programmes should encourage the use of sustainable alternative fuels in both air and sea transportation.\r\n\r\nEven though the direction to follow seems clear, the potential for emission reduction is mainly untapped due to the infrastructure limitation, fragmented funding for the development of the industry, budgets cut on research, and\u00a0overall apprehensive actions\u00a0by the parties involved.\r\n\r\nWhile carbon pricing and targets on carbon intensity or activity promote improvements in energy efficiency, they are not yet equipped to affect a significant shift toward renewable and low-carbon fuels in the short and medium-term.\r\n\r\nAs a result, now is the time for companies to analyse their supply and value chains, get a clear view of the related carbon footprint (direct and indirect), and investigate options available to reduce the footprint. Doing all this on time should mitigate as much additional taxation that will inevitably follow from the measures included in the Fit for 55 Package.\r\n\r\nAt the current time of writing, part of the Fit For 55 package is on hold pending political agreement, and further plenary votes are envisioned for autumn 2022.\r\n\r\nAfter the European Parliament and the EU Council approve the text, the amended Directives will enter into force. Nevertheless, different legislative proposals for the Fit for 55 package have different timelines, and the package is expected to be enacted by the 1st of January 2023.\r\n\r\nRegarding the package\u2019s regulations relating to transportation, the Council has deliberated, and the legislation will be put to the vote by Parliament later in 2022.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 28th of June 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Marta Chiriatti\u003C/strong\u003E","post_title":"EU is deliberating on the Fit for 55 package","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"eu-is-deliberating-on-the-fit-for-55-package","to_ping":"","pinged":"","post_modified":"2022-06-30 10:15:27","post_modified_gmt":"2022-06-30 09:15:27","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3466","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1574","productGallery":null,"woo_quick_view":"[woosq id= 3466]","postGallery":"","post_type_name":"Post"},{"ID":"3470","post_author":"3","post_date":"2022-06-30 10:14:19","post_date_gmt":"2022-06-30 09:14:19","post_content":"For the US economy, inflation in logistics costs was remarkable over 2021 and had the effect of driving up the proportion of GDP absorbed by logistics to levels not seen for over a decade. That is the assertion from the management consultancy A.T. Kearney which has produced the American 2022 \u2018State of Logistics Report\u2019 for the Council of Supply Chain Management Professionals.\r\n\r\nFor the US economy, inflation in logistics costs was remarkable over 2021 and had the effect of driving up the proportion of GDP absorbed by logistics to levels not seen for over a decade. That is the assertion from the management consultancy A.T. Kearney which has produced the American\u00a02022 \u2018State of Logistics Report\u2019\u00a0for the Council of Supply Chain Management Professionals.\r\n\r\nWith the significant proviso that the years 2020 and 2021 were hardly normal for American logistics markets, overall growth in business logistics costs was an extraordinary 22.4% as compared to a compound annual growth rate of 5.8% over the past five years.\r\n\r\nOf the different logistics markets broken-down by Kearney the highest increases were seen in areas\u00a0such as dedicated road freight services, which leapt by 39.3%, waterborne freight transport which increased by 26.3% and inventory carrying costs that were up by 25.9%. For water transport, the rate of increase is an enormous departure from the longer-term trend which saw costs fall by over 4% a year over the past five years. Possibly this suggests that markets are not behaving normally at present and further, that the return to their previous behaviour might be expressed quite violently. However, the violent increase in dedicated contract carriage is a little surprising, given contract logistics has not shown quite the enormous levels of growth seen, for example, in freight forwarding or airfreight.\r\n\r\nIt should be remembered that the macro-economic conditions of the US economy also have not been normal. With occasional extraordinary restrictions on the functioning of parts of the economy combined with enormous fiscal expansion, growth has been very strong, focussed disproportionately on certain sectors but also, possibly, unsustainable.\r\n\r\nThe overall result is that Kearney estimates that at the beginning of 2022, logistics accounted for 8% of US GDP, reversing more than ten years of decline. At 8% the US still has a low-cost logistics base which is a considerable strength for its economy. Even other advanced economies will regularly have logistics costs accounting for one or tw
2608o percentage points higher than this. However, if the 8% figure were sustained for even a few years, it would represent a considerable fall in the productivity of the US.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 23rd June 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"State of Logistics Report sees US logistics costs rise to highest levels in ten years","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"state-of-logistics-report-sees-us-logistics-costs-rise-to-highest-levels-in-ten-years","to_ping":"","pinged":"","post_modified":"2022-06-30 10:14:19","post_modified_gmt":"2022-06-30 09:14:19","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3470","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3471","productGallery":null,"woo_quick_view":"[woosq id= 3470]","postGallery":"","post_type_name":"Post"},{"ID":"3474","post_author":"3","post_date":"2022-06-24 09:32:41","post_date_gmt":"2022-06-24 08:32:41","post_content":"The Express Logistics market in Sub-Saharan African is now worth \u20ac2,637.1m according to Ti\u2019s Market Sizing and is due to grow by a CAGR of 5% until 2026. Ecommerce and the resulting express Logistics in Africa is set to change drastically over the next decade. While the Covid 19 pandemic alongside an expected slowdown in the global economy will suppress growth in 2022 and 2023, the long-term trend of the market is one of significant growth. This is due to a combination of a growing middle class and a young tech-savvy population.\r\n\r\nAccording to the African Development Bank, the African middle class has more than tripled in size in the 30 years between 1980 and 2010, this growth has continued and is reflected by consumption on the continent growing from \u20ac440b in 2010 to over \u20ac1 trillion in 2016 according to the Harvard business review.\r\n\r\nWho are this middle class?\r\n\r\nOf the 10 youngest countries in the world, all are in Sub-Saharan Africa. Data from Pewresearch shows that in 2017 those aged 18-29 were over 30% more likely to own a smartphone in South Africa, Kenya and Ghana than those 50+. According to GSMA the number of smartphone connections in the region reached 302 million in 2018 and is expected to rise to nearly 700 million by 2025. Smartphones are now becoming a part of everyday life for young Africans and with cheap Chinese smartphones being sold for as little as $20 they\u2019re being used by the continent\u2019s rich, poor, urban and rural populations. These smartphones are also being accompanied by improved telecommunications infrastructure. 4G coverage in sub-Saharan Africa nearly doubled in the two years from 2017 to 2019 reaching 50%. By 2025, 4G adoption is expected to reach 28% while that\u2019s less than half the global average it\u2019s still some 700 million Africans with a 4G connection. Africa\u2019s next generation of young adults will provide a large tech-savvy consumer base with the power to push further growth in ecommerce.\r\n\r\nWhat does this mean for ecommerce in the Region?\r\n\r\nThe combination of a growing middle class and greater smartphone use provides an environment that encourages eCommerce purchases. According to Statista monthly visitors to Africa\u2019s Top 3 ecommerce sites stood at 32 million for Nigeria\u2019s Jumia, 10 million for South Africa\u2019s Takealot and 3 million for Nigeria\u2019s Konga. The growth of these companies has encouraged global giants to make their move, Business Insider South Africa reported that Amazon plans to enter the sub-Saharan African eCommerce market with new online marketplaces in Nigeria and South Africa in H1 2023 under the project codename \u2018Fela\u2019. While Amazon already had a presence in South Africa through its Amazon Web Services the company aims to roll out Amazon Prime memberships in 2023 as it goes head-to-head with Takealot, Jumia and Konga in the African Ecommerce market.\r\n\r\nHistorically Multinational companies have invested in Africa to gain from the potential revenues from natural resources. In future, Africa\u2019s value may sit with its consumers as foreign companies see the potential revenue from an active middle class.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, June 22, 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Nathaniel Donaldson\u003C/strong\u003E","post_title":"An Evolving Ecommerce Landscape in Sub-Saharan Africa","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"an-evolving-ecommerce-landscape-in-sub-saharan-africa","to_ping":"","pinged":"","post_modified":"2022-06-29 09:50:37","post_modified_gmt":"2022-06-29 08:50:37","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3474","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3475","productGallery":null,"woo_quick_view":"[woosq id= 3474]","postGallery":"","post_type_name":"Post"},{"ID":"3479","post_author":"3","post_date":"2022-06-16 09:36:15","post_date_gmt":"2022-06-16 08:36:15","post_content":"Developed economies are experiencing a wave of strikes amongst workers in the logistics sector.\r\n\r\nThe truck drivers\u2019 strike in S
2608outh Korea continues, with talks over the weekend apparently not having made much progress. The drivers\u2019 demand is for their income to be protected in the face of rising fuel costs, something which the government in Seoul appears reluctant to become involved in. However, the strike is beginning to have serious effects on the South Korean economy and may be starting to add to the world\u2019s supply chain problems,\u00a0especially in the electronics sector.\r\n\r\nGermany might be seeing similar problems shortly. It appears that local members of the Ver.di union called symbolic \u2018warning strikes\u2019 at the Northern German ports including Hamburg and Bremerhaven last week. These were connected with pay negotiations between the union and the employers association at the German ports. The offer from the employers was described by Ver.di as \u201cfar below the real wage security demanded by ver.di in view of the current rate of price increases of 7.9 percent and is unacceptable for the employees\u201d. The employers\u2019 organisation, ZDS, described the warning strikes as \u201cabsolutely irresponsible\u201d, citing the problems of congestion at ports worldwide. It seems clear that inflation is having a significant influence on the attitudes of both sides.\r\n\r\nThere are even\u00a0rumours that American longshoremen are thinking about some form of strike action. Historically reluctant to strike due in great part to a painful history of not-always-successful industrial action, they are engaged in talks with employers about pay but also about automation technology. The latter in particular is a sensitive issue not least as there has been criticism of the productivity levels at US ports, something many logistics service providers and shippers link to old-fashioned work methods. The likelihood is that some sort of agreement will be reached as the economic and political stakes are too high for even limited industrial action to be tolerated by either side.\r\n\r\nThe causes of these problems seem to be driven by the inflationary effects of monetary policy during the COVID-19 crisis. The combination of inflation and congestion in logistics and its impact on areas such as oil prices have\u00a0concentrated inflationary forces disproportionately on the logistics sector. Expect continued disruption of this type for the next half-year at least.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 14th June 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Strikes start to appear in logistics sector","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"strikes-start-to-appear-in-logistics-sector","to_ping":"","pinged":"","post_modified":"2022-06-29 09:49:46","post_modified_gmt":"2022-06-29 08:49:46","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3479","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3481","productGallery":null,"woo_quick_view":"[woosq id= 3479]","postGallery":"","post_type_name":"Post"},{"ID":"3484","post_author":"3","post_date":"2022-06-16 09:40:08","post_date_gmt":"2022-06-16 08:40:08","post_content":"\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003EDigital forwarders have successfully established themselves in their respective sectors and have attracted huge investor attention. The evolving needs of shippers and the capability gaps among traditional forwarders have spurred the interest of venture capital firms that see value in investing in digital forwarding start-ups and their business models.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003EWith global supply chains plagued by bottlenecks, lockdowns and other disruptions, investors continue to place their bets on digital forwarding start-ups. According to Ti estimates, between January and March 2022, funding in digital forwarding start-ups amounted to around $1.2bn. The total amount of investment during the first quarter of 2022 is already 50% higher than the full year of 2021.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003E\u003Cstrong\u003ETotal venture capital funding of digital freight forwarders 2014-2022\u00a0\u00a0\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cimg class=\"alignnone wp-image-3486\" src=\"https://futuresupplychains.org/wp-content/uploads/2022/06/DFF-funding-1024x394-1-300x115.jpg\" alt=\"\" width=\"751\" height=\"288\" /\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003E\u003Cem\u003ESource: Ti\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003EThe bulk of the 2022 funding has gone to Flexport, which raised $935m in February this year.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003ECapital continues to flow toward later-stage companies and later-stage rounds (Series B and above). Out of the 11 deals between January 2021 and March 2022, nine are in the growth stage. This means that new start-ups trying to enter the space will be faced with a more limited investment environment. Even though early-stage start-ups will still be able to attract venture capital funding, especially those with unique or niche services and products, new market entrants will overall become less common. This is because the concept of digital forwarding has received enough funding for venture capitalists to either see proof of concept or failure. The market will likely be reduced to the top performers which will be faced with a highly competitive marketplace. It also means that later-stage companies such as Flexport, sennder, Zencargo, InstaFreight and Forto will be faced with a more competitive funding environment. According to David Nothacker, Co-founder &amp; Managing Director of sennder, access to capital will become more limited in the future so growth stage start-ups will have to optimise their resource allocation and those that aren\u2019t yet profitable will have to wait at least two years until they get access to meaningful additional capital.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003EThere is a combination of drivers behind the rising tide of funding flowing into the digital freight forwarding sector. These include its evident growth potential, the increased focus on digital transformation and the structure of the freight forwarding market. The highly fragmented nature of the forwarding market is a key determinant of not only private equity interest but the scaling opportunities of digital forwarders. Unlike heavily consolidated sectors dominated by a few established players, the forwarding market remains highly fragmented, so the digital start-ups do not need to take on a huge incumbent. Hence, fragmentation opens up vast possibilities for digital forwarders and private equity firms.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003EThis investment rush into digital forwarding start-ups has already created three unicorns, i.e. start-ups with a valuation of $1bn and more. These are Flexport, Forto and sennder. The influx of cash is giving these start-ups access to capital to further build out their businesses. Even though to
2608p-line revenue figures do not yet fully reflect the ongoing transformation on a broad scale, growth rates among the digital forwarders are remarkable.\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003EFlexport sales reached $3.3bn in 2021, up from $1.3bn in 2020 and $670m the year before. Flexport is the 15\u003Csup\u003Eth\u003C/sup\u003E largest sea freight forwarder on the Asia-USA trade lane.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003EForto has become a Top 20 freight forwarder on the Asia-to-Europe trend lane in just 4 years.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003Esennder, a digital forwarder specialising in FTL in Europe, is already the largest FTL player in Italy. Its 2021 revenue is estimated at $590m and the start-up aims to achieve \u20ac2bn in revenue by 2025. For comparison, the revenues of the top 3 road transport providers in Europe ranged between \u20ac3.5 and \u20ac6.4bn. If sennder is on track to reach its target by 2025, it would rank in the top 10 largest road transport providers in Europe.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003E\u003Cem\u003EDownload Ti\u2019s latest whitepaper, \u003Ca href=\"https://www.ti-insight.com/whitepapers/full-steam-ahead-digitalisation-in-the-freight-forwarding-industry/?whitepaperTitle=Full%20Steam%20Ahead%20%E2%80%93%20Digitalisation%20in%20the%20Freight%20Forwarding%20Industry\"\u003EFull steam ahead \u2013 Digitalisation in the freight forwarding industry\u003C/a\u003E today. The whitepaper provides a snapshot of the digital forwarding funding scene, competitive landscape analysis and key findings from Ti\u2019s 2022 Digital Freight Forwarding survey.\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003E\u003Cem\u003EWhat\u2019s in the paper?\u003C/em\u003E\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003E\u003Cem\u003EDigital freight forwarding funding, including top 10 start-ups by funding received\u003C/em\u003E\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003E\u003Cem\u003EThe global freight forwarding digital landscape, by revenue and competitive landscape\u003C/em\u003E\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003E\u003Cem\u003EKey findings from Ti\u2019s Digital Freight Forwarding Survey 2022, including usage, service modes, types of services used and most valuable services\u003C/em\u003E\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003E\u003Cem\u003ESource: Transport Intelligence, 14th June 2022\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003E\u003Cstrong\u003EAuthor: Transport Intelligence\u003C/strong\u003E\u003C/span\u003E","post_title":"Digital forwarding in 2022 \u2013 a prove-it year for logistics industry disruptors?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"digital-forwarding-in-2022-a-prove-it-year-for-logistics-industry-disruptors","to_ping":"","pinged":"","post_modified":"2022-06-29 09:49:01","post_modified_gmt":"2022-06-29 08:49:01","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3484","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3485","productGallery":null,"woo_quick_view":"[woosq id= 3484]","postGallery":"","post_type_name":"Post"}
2608,{"ID":"3489","post_author":"3","post_date":"2022-06-09 09:41:00","post_date_gmt":"2022-06-09 08:41:00","post_content":"The press is full of stories of Apple diversifying its supply chain by moving some production from China to Vietnam.\r\n\r\nReports in the Nikkei Asia\u00a0state that the Cupertino-based giant has shifted some iPad assembly into Vietnam, away from its production locations in Eastern China, especially around Shanghai. The short-term reason appears to be the impact that the lockdowns in Shanghai have had on both the Apple supply chain across China but also its outsourced assembly operations in the regions around China\u2019s largest city. Nikkei\u2019s sources state that Apple is pressing component manufacturers to increase buffer stocks in anticipation of continued disruption.\r\n\r\nApple has been considering reducing its reliance on China for several years. In 2020 it began planning to expand assembly operations in Vietnam, asking Foxconn to expand assembly operations in the country. The latest story seems to be the implementation of that policy. The long-term motivation in 2020 for the shift to Vietnam was political. Increasing tensions between the US and China implied that it was risky for Apple to be so reliant on China as they have been for twenty years or more. This issue has become even more complex as Apple has increased the proportion of components it purchases from Chinese \u2018State-Owned Enterprises\u2019, itself a reflection of the complex relationship that Apple has with the Chinese state and Chinese consumers.\r\n\r\nYet these issues are not restricted to Apple. Sony, Samsung and LG expanded production in Vietnam several years ago, building airfreight infrastructure in Hanoi to support their assembly of mobile phones. Sony has had a major presence in Thailand for several years and the electronics sector is beginning to grow in neighbouring countries such as Cambodia. The decision to move these Korean and Japanese electronics companies was also heavily influenced by political considerations.\r\n\r\nCertainly, Vietnam is at the front of the queue for the relocation of electronics production. It also has a rapidly developing presence in furniture and clothing. However, if major brands are to move sourcing out of China there will be opportunities for many economies, not just in South East Asia but in many other regions. A key driver of such sourcing decisions will be the availability of logistics services.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 9th June 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Apple starts iPad assembly in Vietnam","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"apple-starts-ipad-assembly-in-vietnam","to_ping":"","pinged":"","post_modified":"2022-06-29 09:42:53","post_modified_gmt":"2022-06-29 08:42:53","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3489","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3490","productGallery":null,"woo_quick_view":"[woosq id= 3489]","postGallery":"","post_type_name":"Post"},{"ID":"3494","post_author":"3","post_date":"2022-06-07 09:43:25","post_date_gmt":"2022-06-07 08:43:25","post_content":"\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/crossing-the-chinese-wall/\" data-title=\"Crossing the Chinese Wall - Transport Intelligence\" data-description=\"The present state of affairs is impacting the access to operational applications and supply chain visibility for companies dealing with shipments from China.\"\u003E\u003C/div\u003E\r\nIn September last year the Chinese government introduced a couple of laws that are beginning to impact supply chain operations. The laws relate to how data is collected, stored and accessed by companies within and without China.\r\n\r\nIn a paper published by the respected US law firm Skadden, Arps, Slate, Meagher &amp; Flom, they summarise the position as\u2026\r\n\r\n\u201cTwo new Chinese laws dealing with data security and privacy came into force in the fall of 2021 that are likely to have an impact on many multinational companies operating in China or whose operations touch China. These two laws \u2014 the Data Security Law and the Personal Information Protection Law \u2014 provide more specificity about the data localization, data export and data protection requirements that first appeared in the\u00a0Chinese Cybersecurity Law\u00a0in 2017.\u201d\r\n\r\nOne of the more obvious consequences was seen in the maritime sector from last December (2021) when Chinese AIS data providers turned off access to the data used by shipping lines to identify and track the position of their own and other vessels. The huge number of vessels moving through Chinese littoral waters require detailed monitoring to enable their operators to plan, schedule and then notify shippers when cargos are likely to arrive or depart. Most of the vessels did not stop broadcasting, so some of the AIS data could be picked up by satellite, but the vast majority of signals collected are done so via a network of coastal receiving stations. The operators of these, while collecting AIS data, then decided to stop sharing with international partners.\r\n\r\nAt the time there was a lot of commentary in the trade press expressing concerns and the likely impact on the fidelity of ship traffic movements. Many lines were concerned this would directly impact their planned schedules \u2013 although it\u2019s fair to say that the total lockdowns of entire cities in China in response to the latest Covid strain, had a bigger impact. Especially in the port city of Shanghai.\r\n\r\nPerhaps more profound, is the impact on global multinationals that are trying to maintain complex manufacturing and shipping operations that either originate or transit through China. They rely on information systems that inform and direct operations globally, especially supply chain flows. The systems used to run these operations will now have to comply with and be \u2018authorised\u2019 by the Chinese government to continue to store and share data as defined by the legislation. The laws apply to all data that falls under a very broad definition of Chinese national and economic security, Citizens welfare and public interest.\r\n\r\nCritical Information Infrastru
2608cture Operators (CIIO\u2019s), companies that handle data networks and information infrastructure (e.g. Cloud service operators) must ensure that any and all data created in China is stored and made secure in China and can only be sent abroad after a security self assessment procedure has been implemented and agreed by the authorities.\r\n\r\nIt is expressly forbidden to share any data stored in China to be made available to any foreign government or law enforcement agencies \u2018under any circumstances\u2019, without prior approval from the Chinese government. Companies found to be in violation of this will be fined, their operations shut down and the principals facing criminal sanctions. Any third parties involved in intermediary services involving the handling of data into and out of China must provide full transparency about the sources of the data and its use. All parties accessing the data must be verified by the data handlers and identities made available if requested.\r\n\r\nThese are just the main points, but the implications are clear. Every supply chain or logistics operation that touches China, will fall under this legislation. The good news is that many of the major cloud service providers (e.g. Microsoft, AWS, Google, etc.) were aware of these new laws and had located large data centres inside China to service their clients there. Unfortunately, they operate as separate nodes outside of those companies globally interconnected cloud services. The major logistics service partners and we understand a number of major manufacturers and LSP\u2019s are still trying to work out how they can comply with the legislation and maintain the same level of global visibility and application operations.\r\n\r\nThere have been various attempts to enact legislation that seeks to control and safeguard data, especially personal data. Unfortunately, much of the legislation is not fit for purpose given how long crafting law usually takes and the pace of technological change and user adoption. It does not help that many of the legislators, while well intentioned, are completely out of their depth in comprehending the technology and unforeseen implications. Europe\u2019s GDPR comes to mind, which did not foresee blockchain technology and the \u2018right to be forgotten\u2019.\r\n\r\nThis legislative package from China has its origins back in 2018 as a response to the US \u2018CLOUD\u2019 act that enabled US law enforcement agencies to demand access to data no matter where it is stored around the world. These extraterritorial demands have resulted in the unintended consequence of a huge increase in compliance costs for major companies and uncertainty and risk for smaller organisations.\r\n\r\nThe present state of affairs is impacting the access to operational applications and supply chain visibility for companies dealing with shipments from China. We believe it will be sometime before the actual implications can be seen and then, more significantly, how to operate efficiently under the new legislation. It may ultimately make sense to design the most efficient operations within regional frameworks rather than existing global networks that fall under multiple conflicting jurisdictions.\r\n\r\nGlobal trade flourished when data could pass easily, increasingly this is no longer the case and bad legislation ensures economies will suffer.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 7th June 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Ken Lyon\u003C/strong\u003E","post_title":"Crossing the Chinese Wall","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"crossing-the-chinese-wall","to_ping":"","pinged":"","post_modified":"2022-06-29 10:01:41","post_modified_gmt":"2022-06-29 09:01:41","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3494","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1957","productGallery":null,"woo_quick_view":"[woosq id= 3494]","postGallery":"","post_type_name":"Post"},{"ID":"3657","post_author":"3","post_date":"2022-07-31 16:06:02","post_date_gmt":"2022-07-31 15:06:02","post_content":"A poll jointly conducted in June 2022 by market research organization, Ti Insight, and the Foundation for Future Supply Chain (FFSC) has revealed that an overwhelming majority of the senior logistics and supply chain executives surveyed believe that a major transformation of supply chains is under way.\r\n\r\nJust 18% of 129 executives agreed with the statement \u2018globalization in its present form is here to stay\u2019 whilst over a third (36%) agreed that \u2018Security tensions between China/Russia and US/Europe will lead to new supply chain hegemonies based on 'ally-sourcing'. Nearly half (46%) thought that \u2018Supply chains will become substantially more fragmented and localized as a result of protectionism, risk, costs and re-shoring\u2019.\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Cstrong\u003EWhich statement reflects your view on the evolution of global supply chains most closely?\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cimg class=\"alignnone wp-image-3658\" src=\"https://futuresupplychains.org/wp-content/uploads/2022/07/Globalisation-Poll-300x155.png\" alt=\"\" width=\"935\" height=\"483\" /\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Cem\u003ESource: Ti/Foundation for Future Supply Chain\u003C/em\u003E\u003C/span\u003E\r\n\r\nThe poll was designed to take the temperature of the industry at a time of massive political instability caused by the crisis in Ukraine, increasing tensions between the West and China and, of course, the socio-economic consequences of Covid which have propelled shipping rates upwards and caused chaos at European and North American ports.\r\n\r\nIt seems that the largest constituent of respondents believes that the most likely scenario will be a regression to an era of tariffs, border controls and national industrial strategies to protect local markets. At the height of Covid, many countries placed bans on the exports of products such as medicines and personal protective equipment (PPE). Since the onset of the energy and food crisis caused by Russia\u2019s invasion of Ukraine, there have also been bans on the export of grain crops and the subsidy of heavy industry. In times of stress and mistrust it seems countries fall back on protectionist policies, even though these are often counterproductive.\r\n\r\nHowever, a sizeable proportion of those taking the survey believed that rather than fragmentation, supply chains would coalesce around competing world powers with a bifurcation between the West and China. The race to build out semiconductor capacity, the aspiration to develop high tech and communications production capacity as well as the imperative to control the supply of critical minerals are manifestations of this strategy. Through its Belt and Road Initiative, China has stolen a march on the rest of the world and the Europe and US are only just waking up to the threat to supply chain security which this represents.\r\n\r\nAccording to John Manners-Bell, Director of the Foundation for Future Supply Chain, the poll shows the effects which the political and economic turmoil is having on the supply chain and logistics industry. \u2018Just a few years ago it would have been unimaginable to challenge the premise of globalization. The experience of Covid and the rapidly deteriorating geo-political environment has led many in the industry to envision new supply chain structures. In purely economic terms these may be sub-optimal. However, our poll shows the growing importance of geo-political and other systemic risks which are now determining a transformation of attitudes.\u2019\r\n\r\n\u003Cem\u003EFor more information on the geo-political risks impacting the global logistics and supply chain industry, \u003Ca href=\"https://www.ti-insight.com/whitepapers/ally-sourcing-supply-chain-transformation/\"\u003Edownload the recent whitepaper\u003C/a\u003E \u2018Ally sourcing will drive a supply chain transformation\u2019 published by Ti Insight and the Foundation for Future Supply Chain.\u003C/em\u003E\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 26th July 2022\u003C/em\u003E\r\n\r\n\u003Cb\u003EAuthor: Transport Intelligence\u003C/b\u003E","post_title":"Supply chain executives agree that globalization days are numbered","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"supply-chain-executives-agree-that-globalization-days-are-numbered","to_ping":"","pinged":"","post_modified":"2022-07-31 16:09:26","post_modified_gmt":"2022-07-31 15:09:26","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3657","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3212","productGallery":null,"woo_quick_view":"[woosq id= 3657]","postGallery":"","post_type_name":"Post"},{"ID":"3661","post_author":"3","post_date":"2022-07-31 16:08:30","post_date_gmt":"2022-07-31 15:08
2608:30","post_content":"\u003Cstrong\u003EProf John Manners-Bell\u003C/strong\u003E\u003Cem\u003E\u003Cstrong\u003E,\u00a0\u003C/strong\u003E\u003C/em\u003EChief Executive of market research organisation\u00a0\u003Ca href=\"https://transportintelligence.createsend1.com/t/i-i-qzlhlt-l-t/\" target=\"_blank\" rel=\"noopener\"\u003ETi Insight\u003C/a\u003E\u00a0and Director of the\u00a0\u003Ca href=\"https://transportintelligence.createsend1.com/t/i-i-qzlhlt-l-i/\" target=\"_blank\" rel=\"noopener\"\u003EFoundation for Future Supply Chain\u003C/a\u003E, explores \u2018ally\u2019 and \u2018friend\u2019 sourcing \u2013 and how it will transform supply chain models \u2013 in his latest\u00a0\u003Ca href=\"https://transportintelligence.createsend1.com/t/i-i-qzlhlt-l-d/\" target=\"_blank\" rel=\"noopener\"\u003EWhitepaper\u003C/a\u003E:\u00a0\u003Cem\u003EWhat is Ally Sourcing and how is it driving supply chain transformation?\u003C/em\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EChina customs data for the first five months of the year (Jan-May\u00a0\u003Ca class=\"no-underline\" target=\"_blank\" rel=\"noopener\"\u003E2022\u003C/a\u003E) indicates that bilateral trade between China and Russia increased by 28.9% to $65.8 billion\u003C/li\u003E\r\n \t\u003Cli\u003ESupply chain finance mechanisms restructured as Russia looks to create a new system\u003C/li\u003E\r\n \t\u003Cli\u003EComplex production supply chain networks and eco-systems cannot be unraveled quickly without inflicting huge damage on the global economy\u003C/li\u003E\r\n\u003C/ul\u003E\r\nExisting political tensions between the US, its Western allies and China have been stoked by the crisis in Ukraine. In the latest\u00a0Whitepaper\u00a0from\u00a0\u003Ca href=\"https://transportintelligence.createsend1.com/t/i-i-qzlhlt-l-k/\" target=\"_blank\" rel=\"noopener\"\u003ETi\u003C/a\u003E\u00a0\u2013 the leading provider of market research to the global logistics industry \u2013 Prof John Manners-Bell explores global supply chains which evolve around political allegiances, rather than economic logic.\r\n\r\nThe whitepaper\u00a0\u003Cem\u003EWhat is Ally sourcing and how is it driving supply train transformation?\u003C/em\u003E\u00a0\u2013 which can be downloaded for\u00a0free here\u00a0\u2013\u00a0\u003Ca class=\"no-underline\" target=\"_blank\" rel=\"noopener\"\u003Eis one of 4 whitepapers published each month by the Ti team\u003C/a\u003E, utilizing data from its\u00a0GSCI knowledge portal, a data powerhouse with over 1million pieces of data and analysis.\r\n\r\n\u201cThe purpose of this paper,\u201d explains Manners-Bell. \u201cHas been to highlight the changing economic and political priorities which are starting to unravel the logic behind globalization. As supply chains become increasingly politicized and \u2018weaponized\u2019, things are set to get a whole lot more complicated.\u201d\r\n\r\n\u003Cstrong\u003EReport highlights\u003C/strong\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EAlly or friend\u003C/strong\u003E: Two distinct supply chains are developing. The idea of \u2018ally\u2019 or \u2018friend\u2019 sourcing will create a world in which global supply chains evolve to structures based around political allegiances rather than economic logic.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003ESurge in trade between Russia &amp; China:\u003C/strong\u003E\u00a0China Customs data for the first five months of the year (Jan-May 2022) indicated that bilateral trade increased by 28.9% to $65.8 billion. Imports from Russia grew at 46.5% year-on-year although Chinese exports to Russia increased by a much lower level, just 7.2%.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EIndia has become an important market for Russian oil\u003C/strong\u003E: Before the invasion, only a small volume was exported to India due to the cost of transport. This has rapidly changed due to India\u2019s huge reliance on energy imports and the recent increase in the global price of oil.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EA new transport corridor:\u003C/strong\u003E\u00a0An agreement between Russia, India and Iran as well as a regional alliance of countries, including Central Asian republics, has facilitated the development of a transport corridor allowing containers to be shipped by rail from Russia through Iran and onto India by sea.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003ENew finance mechanisms:\u003C/strong\u003E\u00a0It is not only the physical element of supply chains which is being re-structured. Russia is also looking to China for help in developing alternatives to SWIFT, the system which underpins much of global finance.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EA new vision for globalization?:\u00a0\u003C/strong\u003EPursuing the aim of \u2018open and unfettered\u2019 access to international markets has naively allowed countries such as China to promote their \u2018soft power\u2019 and influence through trade and investment. The West has only itself to blame (\u003Ca href=\"https://futuresupplychains.org/whitepaper/what-is-ally-sourcing-how-is-it-driving-supply-chain-transformation/\" target=\"_blank\" rel=\"noopener\"\u003Edownload the whitepaper\u003C/a\u003E\u00a0to view these arguments in full.) After the Great Recession of 2009, many institutions and banks withdrew from emerging markets leaving a vacuum of finance. This allowed China to step into the void.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EEnvironmental and societal engineering:\u00a0\u003C/strong\u003ETrade is now being used as a lever to pressurize partners into falling into line with Western doctrine in much the same way as China has used trade and investment to promote its own interests.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EThe threat of outsourcing:\u003C/strong\u003E\u00a0Western administrators have finally woken up to the threat to security presented by the out-sourcing of strategic elements of manufacturing to third-countries. Highly complex production supply chain networks and eco-systems cannot be unraveled quickly without inflicting huge damage on the global economy, especially in sectors such as high tech, automotive, chemicals, pharmaceuticals and aerospace.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nThe Whitepaper takes an in-depth look at recent and emerging alliances which are disrupting existing supply chain models, including Russia\u2019s relationships with India and China, and what this means for transport and logistics. It also explores the role the West has played in allowing a China-centric trading network that has acted as a conduit for political leverage.\r\n\r\nTi Whitepapers, News and Reports are written by industry researchers, analysts and associates. Supply Chain professionals can access further market intelligence \u2013 unique data and analysis dedicated to the logistics industry \u2013 via Global Supply Chain Intelligence (GSCi), an online knowledge platform. GSCi is the go-to knowledge hub for all supply chain risk developments and disruptions.\r\n\r\n\u003Cstrong\u003E\u003Cem\u003ETo download the Whitepaper, which takes an in-depth look at recent and emerging alliances disrupting existing supply chain models, visit:\u003C/em\u003E\u003C/strong\u003E\u00a0\u003Ca href=\"https://futuresupplychains.org/whitepaper/what-is-ally-sourcing-how-is-it-driving-supply-chain-transformation/\" target=\"_blank\" rel=\"noopener\"\u003Ehttps://www.ti-insight.com/whitepapers/ally-sourcing-supply-chain-transformation/\u003C/
2608a\u003E","post_title":"What is ally sourcing and how is it driving supply chain transformation?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"what-is-ally-sourcing-and-how-is-it-driving-supply-chain-transformation","to_ping":"","pinged":"","post_modified":"2022-08-01 14:14:18","post_modified_gmt":"2022-08-01 13:14:18","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3661","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1992","productGallery":null,"woo_quick_view":"[woosq id= 3661]","postGallery":"","post_type_name":"Post"},{"ID":"3666","post_author":"3","post_date":"2022-07-31 16:13:25","post_date_gmt":"2022-07-31 15:13:25","post_content":"The US President is moving to avoid a rail strike. Fearful of the effects on an already vulnerable American economy, Joe Biden has appointed a so called\u00a0\u201cPresidential Emergency Board\u201d\u00a0which will investigate the dispute and then make recommendations for the settlement of the dispute. There will be a thirty-day period for the investigation followed by a further thirty days for implementation of the deal.\r\n\r\nThe strike is being led by the Brotherhood of Locomotive Engineers and Trainmen but it also appears to have the support of other Unions and groups of workers. The Brotherhood of Locomotive Engineers and Trainmen assert that the voting over the strike had \u201c99.5% of the participating members\u201d voting \u201cto authorize a strike\u201d. The Union is demanding a new contract around an increase pay but there also seems to be anger around working conditions in the rail companies, with the leader of the Union stating that rail workers also want \u201ca contract with meaningful wage increases and good benefits. They want jobs that give them the ability to have a life outside of work.\u201d\r\n\r\nThe rail companies are being accused to pushing their workforces too hard but also running an \u201cemployee and shipper be damned\u201d business model\u201d with the \u201crest of the Nation\u2019s economy\u201d struggling \u00a0\u201cdue to a supply chain crisis created in large part by the carriers\u2019 business model\u201d.\r\n\r\nThere seems to be a strong understanding among the rail unions that the politicians cannot afford a rail strike. Rather they will lean on the rail companies to come to a deal. This appears to be what is happening. However, there is a wide point around the operating model of the railways. Over the past ten years or more they have seen a revival of their fortunes, with strong demand in part from growing container and inter-modal volumes. Yet there may be a question over whether they have become complacent, failing to invest in new capacity and productivity, leading to not just unhappy workforce but also dissatisfied customers.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 19th July 2022\u003C/em\u003E\r\n\r\n\u003Cb\u003EAuthor: Thomas Cullen\u003C/b\u003E","post_title":"US rail strike asks questions about business model","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"us-rail-strike-asks-questions-about-business-model","to_ping":"","pinged":"","post_modified":"2022-07-31 16:18:48","post_modified_gmt":"2022-07-31 15:18:48","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3666","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3667","productGallery":null,"woo_quick_view":"[woosq id= 3666]","postGallery":"","post_type_name":"Post"},{"ID":"3670","post_author":"3","post_date":"2022-07-31 16:15:47","post_date_gmt":"2022-07-31 15:15:47","post_content":"\u003Cdiv\u003E\r\n\r\nJohn Lewis\u00a0is now looking to expand its home fleet and has started to run a trial, replacing diesel delivery vehicles with electric.\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\r\nThe company has found it is cheaper to run its own fleet rather than relying heavily on third party carriers, such as DPD and Hermes, although it still uses them for one-man deliveries. They deliver 11 million parcels for the company annually, but in some reports there is speculation that John Lewis will also replace these one-man deliveries with its own fleet. John Lewis\u2019 7000 vans deliver bulkier items to customer homes and make three million two-man deliveries a year in the UK.\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\r\nJohn Lewis is aim
2608ing to remove all fossil fuels from its fleet by 2030, transitioning 4,000 cars, vans and light trucks to EV by 2030. Trials are in progress. In addition to producing fewer pollutants, the EVs have greater capacity than diesel vans. In some cases, this could mean that John Lewis will replace three diesel vans with two electric ones. The EVs can also be upgraded as technology advances, meaning the electric vans could have a life of up to 20 years or more.\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\r\nJohn Lewis is using a mixed\u00a0charging solution, incorporating depot, public network and home charging and it is working together with EV technology specialist, Flexible Power Systems (FPS). The FPS platform manages EVs, chargers and connections and its software assists in choosing the right site, vehicles and infrastructure.\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\r\nJohn Lewis is collaborating with data scientists during the trial. The data informs its decarbonisation strategy going forwards and enables the company to identify, forecast, and pre-emptively mitigate risk.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 12th July 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Julia Swales\u003C/strong\u003E\r\n\r\n\u003C/div\u003E","post_title":"John Lewis is phasing fossil fuels out of its home transport delivery fleet","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"john-lewis-is-phasing-fossil-fuels-out-of-its-home-transport-delivery-fleet","to_ping":"","pinged":"","post_modified":"2022-07-31 16:15:47","post_modified_gmt":"2022-07-31 15:15:47","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3670","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1863","productGallery":null,"woo_quick_view":"[woosq id= 3670]","postGallery":"","post_type_name":"Post"},{"ID":"3673","post_author":"3","post_date":"2022-07-15 16:19:28","post_date_gmt":"2022-07-15 15:19:28","post_content":"As the greatest fuel crisis ever seen shows no signs of letting up, the question whether or not there is worse to come is posed. One might expect, after so long with such high prices, that prices may return to a sense of relative normality.\r\n\r\nFirstly, we need to examine the cost determinants of petrol and diesel. As of 4\u003Csup\u003Eth\u003C/sup\u003E\u00a0July 2022, the UK has average costs of 191.9p per litre, with diesel averaging 199.9p per litre. Crude oil costs make up the most substantial portion of fuel pricing, determining 50% of the final cost. According to Ti\u2019s database stands at $114.3, an increase of 454% compared to the price per barrel on 1\u003Csup\u003Est\u003C/sup\u003E\u00a0April 2020. In addition, almost half the price of a litre of fuel consists of fuel duties and taxes. This works out at 46% for unleaded petrol and 45% for diesel. The remaining 4/5% is the profit margin for retailers, highlighting it is a precarious time for the entire industry and there are no real winners. In March, the Chancellor of the Exchequer Rishi Sunak cut fuel duty by 5p in what was seen as a ground-breaking move. Since then, prices have risen by more than 60% from around 130.9p per litre to the figures we see today.\r\n\r\nIt is not just the UK and Europe that has been impacted greatly by the crisis. The Sri Lankan government has recently announced measures to reduce the impact of the fuel reserves officially running out. There have been nationwide school 
2608closures and prolonged power cuts as the country experiences its\u00a0worst economic crisis in history. The government has halted all but essential services as well as purchases of fuel. The hope is that it will stretch out the remaining supplies for a few more days whilst emergency supplies are desperately sourced. The country is deeply in debt regarding the payments for diesel which, as aforementioned is reaching historical highs, to add to debt which has plagued the current administration for years. Social unrest is growing, with riots and demonstrations increasing in both frequency and severity. Inflation too is at an all time high,\u00a0reaching 54%\u00a0in the country, leaving many households unable to afford basic items such as food and clothing.\r\n\r\nUkraine is facing a similar fuel-related crisis. The invasion and its impacts have been\u00a0well-documented, but as the country attempts to return to some sort of relative normality, the next thing posing a great threat is the cost of fuel and subsequently the cost of living. 80% of Ukraine\u2019s fuel pre-war was imported, with the vast majority of it coming from Belarus. Russian missiles had targeted fuel stores, as well as ships blocking access to stop fuel being used within the country. The country will soon be on its knees with its main source of export revenue \u2013 the agricultural industry \u2013 scheduled to take a major hit as a result of a lack of fuel available for the vehicles needed to cultivate crops on a large scale.\r\n\r\nHydrocarbon trade is an essential pillar of the global economy in that every other commodity requires fuel to be produced and exported, the shortage and rising costs of it are something that is an issue for all imports and exports in the world. It has also had a major impact on global gas prices, whereby the prices are rising at a stomach-churning rate. Natural gas is reaching all time highs, with the cost of transporting it only increasing more and more. The cost of running road freight vehicles is increasing essentially on a daily basis, meaning carriers, shippers and forwarders are all having their businesses heavily impacted, reducing profit margins quite substantially. For now, this will be the outlook for the rest of the year and heading in to 2023, as these large-scale economic traumas wreak havoc that\u2019s to their impact lag. Keep a close eye on how economies and companies react in the coming months.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 7 July 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Alex Bullard\u003C/strong\u003E","post_title":"Fuel crisis: global impacts and economic outlook","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"fuel-crisis-global-impacts-and-economic-outlook","to_ping":"","pinged":"","post_modified":"2022-07-31 16:20:12","post_modified_gmt":"2022-07-31 15:20:12","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3673","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3674","productGallery":null,"woo_quick_view":"[woosq id= 3673]","postGallery":"","post_type_name":"Post"},{"ID":"3685","post_author":"3","post_date":"2022-08-01 14:09:28","post_date_gmt":"2022-08-01 13:09:28","post_content":"\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EWhen data centres overheat they shut down, often without warning. This may seem an obvious point, but surprisingly it has been happening more frequently than one might expect.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EOver the past few weeks, the extreme hot weather in northern Europe has resulted in several outages in the data centres of Google and Oracle. Elsewhere in the world, data centres running Microsoft Azure services have also experienced unexpected outages.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EAs more businesses are running their technology services in these Clouds, they are doing so with the expectation that they will have performance and reliability far superior to what they can get by doing this internally. Indeed, even multi-national corporations have given up the huge expense of running their own global data centres in favour of outsourcing to cloud service vendors. So to discover that in some circumstances, \u201cthe computer says no,\u201d is a shock.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EMore to the point, Cloud infrastru
2608cture is designed to support multiple server failures within a facility, but not the whole facility going off line at the same time. In one instance, the cooling systems failed and the Cloud provider had to shut down access to their cloud in order to preserve existing structures.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EUnpredictable weather events are becoming more common (predictably unpredictable?) and climate change is forcing the world to confront what this might mean. As supply chains and logistics operations are seeking to adjust to the \u2018new normal\u2019, whatever that might be, post Covid, any recovery assumes that the supporting information flows are reliable and accurate. The sharing of information between the parties involved in extensive supply chain networks is difficult enough. The underlying visibility their data informs, is what keeps these operations functioning. The fact that there is a possibility that large fragments may suddenly disappear, is sobering.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003ENo doubt many of the larger customers of Cloud services and the Cloud service vendors themselves, are reconfiguring their infrastructures to account for the impact of extreme heat, but this will take time.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EExtreme heat also impacts the physical infrastructure that enables global logistics. Facilities in the northern hemisphere are usually designed for use within a temperate to cold or freezing temperature range, so persistent higher temperatures will have an impact. Nonetheless, the breakdown of transportation equipment, or stifling heat and humidity in a warehouse, are events that are problematic in isolation, but manageable. When the information systems that drive the entire operation have unex
2608pected outages, that\u2019s a different scale of problem. \u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EIt is analogous in some ways to the baggage handling systems in a major airport. When they have a problem, they take time to recover and the impact can take days to resolve. Bringing systems back online when they have shutdown is not uncommon, but if the shutdown was instant and the internal mechanisms lost transactions that were not verified the split second the power failed, it takes time to identify the corrupted data and recreate anything missing. In some high volume operations, that could be thousands of transactions that are effected.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003ESome very large organisations are very experienced in operating their information systems capabilities. They can afford to work with several Cloud services simultaneously as a means of adding resilience to their operations. These \u2018multi-cloud\u2019 environments bring their own challenges, but the companies that use them have successfully addressed them. But this is not an option for every company.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EOver the next decade, supply chain operations will come \u2018alive\u2019 as huge numbers of sensors go online. Every item moving through a supply chain will be tagged, machine learning and artificial intelligence algorithms, will augment and direct decision making. Failures will occur and the systems service providers will seek to improve resilience across the board. But unless the principal components of any information systems infrastructure is adapted to deal with extreme natural events, the vulnerabilities will persist.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cem\u003ESource: Foundation for Future Supply Chain, 1st August 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Ken Lyon\u003C/strong\u003E","post_title":"The Heat is On","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-heat-is-on","to_ping":"","pinged":"","post_modified":"2022-08-01 14:09:28","post_modified_gmt":"2022-08-01 13:09:28","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=3685","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2153","productGallery":null,"woo_quick_view":"[woosq id= 3685]","postGallery":"","post_type_name":"Post"},{"ID":"5776","post_author":"3","post_date":"2022-09-01 09:14:04","post_date_gmt":"2022-09-01 08:14:04","post_content":"In 2021, Maersk set up an inland decarbonisation programme with the aim to serve customers with end-to-end decarbonised logistics solutions. One of the most important parts of this from an emissions and customer perspective is contract logistics (warehouses and depots).\r\n\r\nCurrently, Maersk has over 280 warehouses across the globe, accounting for 5.6 million m2, and has ambitions to expand to more than 800 warehouses by 2026. Its warehouses use a hybrid-system of automation and robotics.\r\n\r\nMaersk warehouses can be split into three main groups: Consolidation centres, deconsolidation centres and fulfilment centres.\r\n\r\nMaersk has announced that by 2030, 90% of its contract logistics across its warehouses, depots and cold stores for scopes 1 and 2 will be green.\r\n\r\n\u003Cstrong\u003E\u003Cu\u003EReduction of energy consumption and waste\u003C/u\u003E\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003ERobotics\u003C/strong\u003E\r\n\r\nBotsAndUs\r\n\r\nIn 2022, Maersk invested in BotsAndUs, a London-based start-up which collects real-time information using fully autonomous, mobile robots to quickly process pallets at every stage in their journey throughout a warehouse. It is collaborating with Maersk in one of their warehouses, exploring automating inventory management and acceptance processes as well as improving customers\u2019 visibility and access to inventory across facilities.\r\n\r\nBoston Dynamics\r\n\r\nMaersk is one of the early adopters for Boston Dynamics\u2019 robot, Stretch\u2122, its newest robot is designed specifically for warehouses and distribution centres. It is scheduled for 2022 delivery, after running a pilot test.\r\n\r\nStretch unloads floor-loaded trailers and containers, works with a wide range of package types and sizes, has advanced mobility and a footprint the size of a pallet, so it is built to manoeuvre in and out of trucks and tight space
2608s in a warehouse. It automatically recovers cases and doesn\u2019t need human interaction at any point. It can unload trailers at up to 800 cases per hour. Its battery allows 16 hours of operation or more on one charge.\r\n\r\n\u003Cstrong\u003EWarehouse Management Systems\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003EIn 2021\u00a0Maersk announced a partnership with US-based software giant,\u00a0JDA Software, as part of its digital transformation strategy.\u003C/strong\u003E It uses JDA\u2019s warehouse management system to provides visibility throughout the Maersk supply chain, improve warehousing processes and efficiency while lowering inventory costs and environmental impact. It also helps customers balance on-time delivery with the need for cost-effective distribution.\r\n\r\n\u003Cstrong\u003EAutomation and slotting \u003C/strong\u003E\r\n\r\n\u003Cem\u003EIAI Labs Technology\u003C/em\u003E\r\n\r\nIn November 2021 in Redlands, California, Maersk\u2019s cross-functional innovation team started to collaborate with\u00a0IAI Labs Technology\u00a0to create a customized digital application for the slotting solution process in omni-channel fulfilment centres. The new AI empowered technology being prototyped enhances the storage location and distribution of items in the warehouse, saving space, boosting productivity and increasing efficiency.\r\n\r\n\u003Cem\u003EHUUB\u003C/em\u003E\r\n\r\nIn 2021 \u003Ca href=\"https://sourcingjournal.com/topics/logistics/maersk-wastefuel-bio-methanol-production-americas-asia-container-shipping-freight-301057/\"\u003EMaersk\u003C/a\u003E\u00a0acquired HUUB, a Portuguese cloud-based logistics start-up, specializing in technology solutions for B2C warehousing for the fashion industry.\r\n\r\nThe HUUB platform manages inventory, fulfilment and delivery. At the same time, it connects with warehouses, carriers, online stores, and ERP systems in a plug &amp; play solution.\r\n\r\nIt gives full control over inventory management \u2013 customers can see how much stock is available and control the inventory, matching supply with demand and preventing overstocking and unsustainable practices.\r\n\r\n\u003Cstrong\u003E\u003Cu\u003EEco warehouses and green electricity\u003C/u\u003E\u003C/strong\u003E\r\n\r\nMaersk is focusing on:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EEnergy efficiency optimised buildings and operations\u003C/li\u003E\r\n \t\u003Cli\u003ERenewable energy installation.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nFrom 2022 onwards, new sites will be designed as low carbon, targeting LEED 'Platinum', BREEAM 'Excellent' or equivalent accreditation. Maersk is also launching a global retrofitting programme of its existing footprint together with its vendors and partners.\r\n\r\n\u003Cstrong\u003EPharmaceutical warehouse, Mszczon\u00f3w, Poland\u003C/strong\u003E\r\n\r\nMaersk launched a project in late 2020 to create a second pharmaceutical warehouse as part of its existing warehousing and distribution centre in Mszczon\u00f3w near Warsaw, Poland.\r\n\r\nIt offers carbon neutral and environmentally friendly solutions and it\u2019s the first one in Poland with BREEAM Excellent certificate. It has photovoltaic panels installed on the roof, as well as a chilled water system used to supply power to the coolers of all air handling units and fan coils. In addition, the heat recovery installation supplies the buffer tank located in the gas boiler room and the recycled heat will be used to supply heaters in air handling units during the summer. The facility will have an integrated Quality Management System, based on Good Distribution and Manufacturing Practice (GDP) and ISO certificates.","post_title":"Maersk \u2013 sustainable warehouse technologies","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"maersk-sustainable-warehouse-technologies","to_ping":"","pinged":"","post_modified":"2022-09-01 09:14:04","post_modified_gmt":"2022-09-01 08:14:04","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=5776","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5777","productGallery":null,"woo_quick_view":"[woosq id= 5776]","postGallery":"","post_type_name":"Post"},{"ID":"5780","post_author":"3","post_date":"2022-09-01 10:36:34","post_date_gmt":"2022-09-01 09:36:34","post_content":"So far, 2022 has not delivered the labour disruption it threatened earlier in the year. The level of strikes in ports, in particular, has remained low, despite threats of problems in Germany and the US.\r\n\r\nNow the possibility of strike action has arisen in Britain, with\u00a0two terminal complexes facing disputes.\r\n\r\nSome workers at the Port of Felixstowe in the South East of England have signalled their intention to start \u201ceight days of str
2608ike action on Sunday 21 August ending on Monday 29 August\u201d after pay talks broke down. The port offered a pay rise of 7%, which some workers seem to have accepted, yet others have rejected. This suggests that the situation is unclear and strikes are not certain. Felixstowe is the largest port in Britain in terms of the number of containers handled.\r\n\r\nThe smaller port of Liverpool is also having labour problems, with terminal workers threatening unspecified action over pay. The situation seems similar to Felixstowe, with a degree of uncertainty around the position of the workforce. No definite date for any strike appears to have been specified.\r\n\r\nThe container terminal at Liverpool, owned by the terminal operator Peel Ports, has seen significant investment in container handling facilities over the past ten years, combined with a growth in throughput volume. However, unlike Felixstowe, it is not part of the Le Havre-Hamburg range of ports, which dominate container shipping in Britain and continental Europe. There are a number of alternatives to Felixstowe, with the DP World London Gateway terminal in the Thames Estuary being prominent. Strikes at either port would be inconvenient for some shipping lines and logistics providers, but they would not halt container movement in the UK.\r\n\r\nAt present, the situation in the UK might be\u00a0similar to that in the US, Germany and other economies\u00a0where workers have sought pressure on terminal management during wage negotiations. Yet these workers appear to be reluctant to embark on extended strikes, both for reasons of their income but also due to the criticism such action would attract at the political level.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 18th of August 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Threat of Port Strikes not yet definite","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"threat-of-port-strikes-not-yet-definite","to_ping":"","pinged":"","post_modified":"2022-09-01 10:37:49","post_modified_gmt":"2022-09-01 09:37:49","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=5780","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3208","productGallery":null,"woo_quick_view":"[woosq id= 5780]","postGallery":"","post_type_name":"Post"},{"ID":"5807","post_author":"3","post_date":"2022-09-01 10:50:58","post_date_gmt":"2022-09-01 09:50:58","post_content":"The problems experienced on the Rhine are not new but underline the difficulties that ports face with landside logistics.\r\n\r\nContargo, the Rhine intermodal terminal operator, issued a statement on the 12th of August concerning its river-barge operations, asserting that the water- level had fallen to such a degree that \u201cour barges will not be able to sail without danger, and for reasons of safety we shall have to largely discontinue our navigation on the Upper and Middle Rhine\u201d. Barge operators have made similar statements. Essentially this means that container and other cargo-type operations that normally use the Rhine to access much of western Germany will have to shift to rail and road transport. This is a significant problem but far from unprecedented, as the Rhine has experienced low water levels on several occasions over the past couple of decades.\r\n\r\nBarges provide a useful addition to landside logistics for the ports of Rotterdam and Antwerp. Both ports have seen sustained growth in volumes over the past several decades, and this has been paralleled by the development of the additional container terminal, with\u00a0\u003Ca href=\"https://www.ti-insight.com/briefs/germany-looks-to-modest-solutions-to-rhines-problems/\"\u003EMaasvlatke 2\u003C/a\u003E\u00a0being a good example. However, developing landside logistics is less straightforward. The roads in both Northern Belgium and Southern Netherlands are heavily used, which is hardly surprising for such a populated regi
2608on. New rail capacity has been created to support higher port volumes, but this also struggles to compete for space with local passenger services. The use of barges has opened up the possibility of using large intermodal terminals on the central Rhine, such as Duisburg, bypassing the congestion of the lower-Rhine region. If the capacity of barge traffic is constrained, it will present an obstacle to growth for both port complexes.\r\n\r\nMuch of the congestion in container ports worldwide is due to landside container logistics systems being overwhelmed by changes in container movement patterns. However, if container shipping continues to grow, the issue of a substantial new infrastructure will have to be built to support it. This will be both expensive and politically difficult in many major port locations. But, of course, it will also be a major opportunity for logistics service providers and investors.\r\n\r\nTi\u2019s Q3 2022 Ocean Freight Rate Tracker provides transparency on current sea freight rates, capacity, congestion and container availability by trade lane, and maps out expected rate development for each quarter and out to 2023. More information can be found on the\u00a0\u003Ca href=\"https://www.ti-insight.com/whitepapers/ocean-freight-rate-tracker-q3-2022/?whitepaperTitle=Ocean%20Freight%20Rate%20Tracker:%20Q3%202022\"\u003EOcean Freight Rate Tracker: Q3 2022\u003C/a\u003E\u00a0Whitepaper published this month.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 16th of August 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Low water on the Rhine highlights landside logistics","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"low-water-on-the-rhine-highlights-landside-logistics","to_ping":"","pinged":"","post_modified":"2022-09-01 10:51:45","post_modified_gmt":"2022-09-01 09:51:45","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=5807","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5808","productGallery":null,"woo_quick_view":"[woosq id= 5807]","postGallery":"","post_type_name":"Post"},{"ID":"5811","post_author":"3","post_date":"2022-09-01 10:55:21","post_date_gmt":"2022-09-01 09:55:21","post_content":"The heightening tensions between the US and China have raised the prospect of the development of two distinct supply chain hegemonies, in which competing suppliers, strategic technologies and critical components are kept discrete for reasons of national security. However, given the complexity of international relationships, especially between the West and the developing world, it is inevitable that many emerging countries will not want to be coerced (or at least encouraged) into a paradigm where they have to embrace one side or the other.\r\n\r\nLatin America is a case in point and the region represents a major headache for the Biden administration. Many local politicians, even some closely aligned with the US, feel that they have been ignored by their neighbour for too long and consequently have been open to China\u2019s offer of funds and access to its market, regardless of the political strings attached. In fact, over the past decade China has replaced the US as the major trade partner for the majority of countries in the region, with the exception of Mexico.\r\n\r\nChina\u2019s Belt and Road Initiative (BRI) has provided a huge source of investment with 19 out of 24 Latin American countries signing up in one form or another. This has meant that many supply chains have become \u2018sino-centric\u2019 with the consequence that businesses in countries which have resisted the temptation of Chinese money have been \u2018locked out\u2019 of lucrative contracts.\r\n\r\nThe massive sums invested do not mean that the US has lost all its political and military influence in the region. However, many of its neighbours are unwilling to make economic sacrifices for the US when they have little idea of what they can expect in return. What\u2019s more, China doesn\u2019t just offer commercial opportunities. As part of a \u2018hearts and mind\u2019 campaign it donated millions of vaccines throughout the \u003Ca href=\"https://www.ti-insight.com/briefs/shanghai-may-be-opening-but-the-crisis-in-china-may-remain/\"\u003ECovid\u003C/
2608a\u003E crisis as well as Personal Protective Equipment (PPE), winning significant political goodwill.\r\n\r\nDespite this, China\u2019s economic sway is still largely limited to infrastructure building and the sourcing of raw materials, whilst the US has much more influence in the high tech and communications technology sectors. This is where key supply chain battles of the future are likely to be fought. For example, former president Trump agreed a deal with Ecuador that would enable the country to pay down its debt to China as well as allowing investment in its oil and infrastructure sectors so long as it did not allow Chinese tech company, Huawei, to participate in the development of its 5G network. However, given Huawei\u2019s strong presence in many other parts of the region, this particular supply chain battle may already have been lost.\r\n\r\nIt is not just China which the US has to worry about. Russia and Iran are also making overtures to governments in the region. Russia, for instance, has threatened to deploy military forces in Cuba, Venezuela and Nicaragua partly in response to the international community\u2019s condemnation of the invasion of Ukraine and partly due to a longer standing strategy of projecting its power into \u2018America\u2019s backyard\u2019. India and Turkey are also pursuing their own agendas and, along with the other emerging international powers, are promoting a \u2018multi\u2019 rather than unipolar world as being in their best interests. As Spanish foreign affairs think tank, Real Instituto Elcano, put it, these countries are, \u2018\u2026challenging US hegemony and trying to displace it economically, technologically, militarily and commercially [from the region].\u2019\r\n\r\nThe Biden administration is aware of these risks and has attempted to re-boot its relationship with its southern neighbours through the \u2018Americas Partnership for Economic Prosperity\u2019 initiative. However, this got off to a rocky start when it launched at a conference in Los Angeles in June 2022 when several heads of state were either excluded or stayed away. Biden\u2019s plans include increased roles for the Inter-Americas Development Bank and the creation of new jobs through clean energy technology. However, this raises the question, will the US be happy to share technologies with Latin American businesses which may also work with the Chinese?\r\n\r\nThe issues which the US faces in Latin America will inevitably be replicated in Africa and Asia where China\u2019s influence is already endemic. The US has considerable economic, political and military power, of course, but it, and the West as a whole, has already ceded much ground to its geo-political rivals. Investment by Western banks in emerging markets is currently shrinking at rates not seen since records began in 2005 and the vacuum that this will create is likely to be filled by Chinese money, only increasing its political influence. With this as the background, the development of ally-sourcing strategies \u2013 the creation of secure supply chains involving known and validated suppliers located in friendly countries \u2013 may only act to exclude and alienate emerging markets further, not least increasing the gap between the technology haves and have nots.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 9th August 2022\u003C/em\u003E\r\n\r\n\u003Cb\u003EAuthor: John Manners-Bell\u00a0\u003C/b\u003E","post_title":"Politicized supply chains make Latin America a key battleground","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"politicized-supply-chains-make-latin-america-a-key-battleground","to_ping":"","pinged":"","post_modified":"2022-09-01 10:55:21","post_modified_gmt":"2022-09-01 09:55:21","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=5811","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5813","productGallery":null,"woo_quick_view":"[woosq id= 5811]","postGallery":"","post_type_name":"Post"},{"ID":"5816","post_author":"3","post_date":"2022-09-01 10:57:42","post_date_gmt":"2022-09-01 09:57:42","post_content":"The climate crisis is one of the most urgent problems we face today. Even under current policies, temperatures are expected to increase even further than the 1\u2103 increase since the pre-industrial period.\r\n\r\nWhy do we need to reduce carbon emissions? Carbon emissions remain in the atmosphere for 100 years, and up to 80% of these dissolves into the ocean over 20 - 200 years. The crisis not only has impacts on the environment and human wellbeing but also on the economy. Evidence shows that reducing carbon emissions will benef
2608it the economy too.\r\n\r\nAcross the different human activities, transport represents the leading cause of air pollution in cities. Within the sector, international aviation, international maritime industries, and road transportations contribute the most to the overall emissions.\r\n\r\nSeveral policies have been made to reduce the sector's emissions; however, controversial arguments define the line between what is achievable, and the level of commitments requested from each operator.\r\n\r\nThe trucking industry may be significantly impacted by new regulations proposed by the Securities and Exchange Commission (SEC) in March of last year regarding the disclosure of climate-related risks and greenhouse gas emissions.\r\n\r\nAccording to the proposed regulations, SEC registrants would have to provide details regarding scope 1 (direct), scope 2 (indirect), and scope 3 (supply chain) greenhouse gas emissions. Scope 3 emissions, which are difficult to measure, may disproportionately impact smaller carriers with fewer resources than large publicly traded corporations.\r\n\r\nOne of the primary measures to reduce road transport emissions is the use of electric vehicles, which has been one of the main focuses of the COP26 programme.\r\n\r\nNevertheless, the life-cycle emissions of electric vehicles depend highly on materials, batteries, and electricity. Even if all future vehicles were electric, it would still take 15 to 20 years to replace all current vehicles that run on fossil fuels.\r\n\r\nAlso, in January next year, the International Maritime Organization (IMO) is introducing a Carbon Intensity Indicator (CII) that will rate cargo vessels that are above 5,000 gross tons (GT) and trade internationally.\r\n\r\nThe IMO will evaluate vessels according to their operational output of greenhouse gases, and individual vessels will be rated on a scale from A to E based on size, utilisation, and speed.\r\n\r\nFurther ahead, the IMO is regulating a target of zero emissions by 2050, and maritime transport companies are trying to determine the best fuel and propulsion options to invest in.\r\n\r\nUntil the industry finds the correct formula for zero-emission fuel and propulsion, at the current knowledge, it means a slower steaming. There are various alternatives from biofuels, LNG and methanol, and companies are investing in trialling vessels that combine dual fuels with battery-electric drives. Choosing the right option is a more pressing problem when one realises that investing in a cargo vessel is a 25\u201330-year commitment and has a price tag of around $80m.\r\n\r\nRegarding the aviation sector, there are still limitations of practical \"jet zero\" technology over greater distances. Middle- to long-distance air transport is difficult to decarbonise, and zero carbon aviation fuels and electric aircraft are neither proven nor scalable to the degree required for a rapid reduction in aviation emissions.\r\n\r\nAir freight operates in a worldwide market, similar to maritime, which makes governing and regulating them challenging. However, the industry has an opportunity to cut emissions by combining retrofitting with zero-carbon fuels and advanced technology.\r\n\r\nDespite all the trials and investments, there are uncapped best practices that would still require government commitments toward the industry and vice versa. To achieve economic growth, while still prioritising the reduction of carbon emissions, a variety of actions can be taken and must be taken.\r\n\r\nTi\u2019s proprietary data from a survey on corporate environmental initiatives showed that respondents have also recognised that more effort and a broad range of initiatives must be expended to reduce emissions. More information can be found in the Logistics &amp; Supply Chain Sustainability Report published in 2021.\r\n\r\nIt is currently unclear how best to reduce emissions and adopt sustainable and efficient logistics networks. However, it is imperative to consider a way to avoid a negative impact on the transport sector, the small carriers, and the supply chain already in distress while boosting the actions on reducing carbon emissions.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 4th of August 2022\u003C/em\u003E\r\n\r\nAuthor: Marta Chiriatti","post_title":"Challenges of reducing Carbon Emissions in the transportation industry","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"challenges-of-reducing-carbon-emissions-in-the-transportation-industry","to_ping":"","pinged":"","post_modified":"2022-09-01 10:57:42","post_modified_gmt":"2022-09-01 09:57:42","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=5816","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1574","productGallery":null,"woo_quick_view":"[woosq id= 5816]","postGallery":"","post_type_name":"Post"},{"ID":"5819","post_author":"3","post_date":"2022-09-01 13:51:01","post_date_gmt":"2022-09-01 12:51:01","post_content":"\u003Cstrong\u003EE-cargobikes.com was founded in 2017 to establish electrically assisted cargo bikes as the preferred urban delivery platform for grocers and other retailers.\u003C/strong\u003E\r\n\r\nI interviewed James FitzGerald, co-founder and MD of e-cargobikes.com to find out more about how they\u2019re transforming urban logistics by replacing the polluting van-based model.\r\n\r\n\u003Cstrong\u003EBackgroun
2608d\u003C/strong\u003E\r\n\r\n\u003Ca href=\"https://e-cargobikes.com/\"\u003EE-cargobikes.com\u003C/a\u003E\u00a0(ECB) was founded by James FitzGerald and Clare Elwes in 2017. James is an engineer from a motor racing and aircraft design, development, and management background, with decades of experience making racing cars lighter, faster and win. Prior to founding e-cargobikes.com, James and Clare were running a retail business specialising in electrically assisted bikes when they were asked by one of the big 3PLS to put together a fleet of cargo bikes to hire out to their gig economy riders. James and Clare decided they could do better than the 3PL and blend the inherent environmental sustainability of cargo bikes with societal sustainability, by employing people properly rather than following the ethically questionable gig-economy model.\r\n\r\n\u003Cstrong\u003ETrials and adoption\u003C/strong\u003E\r\n\r\nE-cargobikes.com\u2019s first contract was with Sainsbury\u2019s to run a trial from their Streatham superstore in South London \u2013 a proof of concept, to see what this novel platform\u2019s capabilities and limitations were. It was a great success, all KPIs were met, and it proved that one of ECB\u2019s e-cargobikes could deliver the same, if not more, volume and weight of groceries in the same timeframe as a van, at commercially viable rates and for a fraction of the energy costs. Clearly you can\u2019t load a van\u2019s 600-900kg of groceries on a cargo bike \u2013 but they can comfortably carry comfortably 150kg. To match the van\u2019s performance e-cargobikes.com\u2019s model uses a petal system \u2013 from the client site they go out in a petal pattern, making anywhere between three and ten deliveries on a route before returning to base to reload and repeat. They typically do this eight times over an eight-hour Cargonaut shift.\r\n\r\n\u003Cimg class=\"alignnone wp-image-5825\" src=\"https://futuresupplychains.org/wp-content/uploads/2022/09/op-ad-300x173.png\" alt=\"\" width=\"964\" height=\"556\" /\u003E\r\n\r\nA diesel van burns through about 3500Mj of energy to deliver a tonne of groceries. The electric van isn\u2019t the solution as it requires about 2600Mj of energy. The electric cargo bike requires around 270 times less, needing just 13Mj to deliver the same tonne of groceries in the same time frame.\r\n\r\n\u003Cimg class=\"alignnone wp-image-5824\" src=\"https://futuresupplychains.org/wp-content/uploads/2022/09/How-much-energy-is-required-to-deliver-1000kg-of-groceries-300x97.png\" alt=\"\" width=\"987\" height=\"319\" /\u003E\r\n\r\nA significant proportion of the energy cost of van delivery is used for refrigeration, because vans are out for up to eight hours on long daisy-chain routes. A 3500kg van typically makes 20 to 30 drops of c.40kg orders on a route, leaving its depo to drive maybe a mile to make the first 40kg delivery. Then it sets off again, with an all-up weight of 3460kg on another journey of a mile to deliver another order of 40kg, then it sets off again, just 40kg lighter, on another journey of a mile to deliver another order of 40kg and so on\u2026\u00a0 This arrangement is neither environmentally sustainable, nor financially sustainable. Environmental and financial arguments for vans grow weaker still with the increasing demand for same-day and same-hour deliveries, both of which reduce van fill rates and so viability. Using a 3500kg van to deliver multiple 40kg packages in urban areas is akin to a commuter electing to cycle to work on an 900kg bike.\r\n\r\nGrocery multiples build some of the most advanced technology into their order fulfilment systems \u2013 inside it often feels like you\u2019re standing on the Holodeck of The Enterprise, simply amazing, yet outside the building it can feel more like 1972. This is not necessarily the fault of the grocers, as until now they\u2019ve had no alternative but to build their online offer around the van.\r\n\r\nSainsbury\u2019s saw the manifold benefits beyond pure energy consumption \u2013 there is no NOx, carbon dioxide, congestion, par
2608king fines or vehicle end of life disposal to deal with. Building on this trial, e-cargobikes.com engaged with the UK\u2019s big grocery multiples and have been running multi-year contracts ever since.\r\n\r\nDuring the Streatham trial Sainsbury\u2019s senior management took the time to walk ECB through their operation, not just the delivery piece, but also upstream processes in their fulfilment system, giving ECB an invaluable insight on grocery multiples\u2019 entire operations. To understand the highly complex and competitive nature of the sector they walked superstore aisles in the small hours to observe first-hand teams of pickers assembling the \u2018next day\u2019 orders, noting how moving the tinned tomatoes nine inches closer to the pasta can shave fractions of a second off the picking process. If you\u2019ve 9000 pickers up down the country walking supermarket aisles from 3am and 6am, as many of the big grocers do, and you run that example and other similarly small improvements through a year of costs, it results in huge financial savings. This was a pivotal moment for James who was very familiar with measuring lap times in tenths or hundredths of a second but had no idea this was happening inside grocery operations \u2013 it\u2019s like Formula One but with a purpose. James was immediately hooked.\r\n\r\n\u003Cimg class=\"alignnone wp-image-5827\" src=\"https://futuresupplychains.org/wp-content/uploads/2022/09/capability-table-300x294.jpg\" alt=\"\" width=\"956\" height=\"937\" /\u003E\r\n\r\n\u003Cstrong\u003EDesign of e-cargobikes\u003C/strong\u003E\r\n\r\nBased on this experience and other studies ECB developed a detailed understanding of clients\u2019 precise needs, after which James began the process of designing a new logistics platform built around the e-cargobike \u2013 one he believes will transform home delivery in towns and cities across the world. James expects his modular\u00a0Versi-Cargo\u2122 system to do for e-commerce what the shipping container did for global trade.\u00a0 Items in a typical home delivery order might be handled as many as 12 times before reaching the end customer. Versi-Cargo\u2122 reduces these handling instances by up to 80% which not only saves money on handling, but also enables the major grocers to combine next day, same day, same hour, big basket and small basket on a single delivery platform. \u00a0James believes this is key to the future viability of home delivery \u00a0because the delivery cost grocers bear \u2013 and the environmental cost we all bear \u2013 are inextricably linked to drop density. Consolidating the full spectrum of customer order types and timings onto a single versatile delivery platform can triple drop density \u2013 it\u2019s akin to telco and media companies\u2019 \u2018triple-play\u2019 channel consolidation. This revolution is about to take hold.\r\n\r\nThe current flock of commercially available e-cargobikes have evolved from those designed for domestic use and so need significant re-engineering to withstand the tough last-mile environment, where they are subjected to the UK\u2019s potholes and speed humps 18 hours a day 364 days a year. In the Netherlands almost all families use cargo bikes, to take the kids to school, dog to the vet, gather groceries, but they\u2019re not built for \u2018industrial\u2019 use. The problem here is that the cycle industries business model is dependent on their product failing regularly and requiring costly parts and labour to keep them on the road \u2013 using fragile lightweight frames and parts on a cargo bike whose all-up weight often exceeds 250kg is silly, fitting a fancy fragile brake lever that saves 5g is madness.\r\n\r\nThis is where ECB\u2019s in-house engineering capabilities come into play, they made good use of Neasden\u2019s infamous potholes for research purposes. The Merc Sprinter is an engineering marvel \u2013 it can run for 40,000 miles between services without so much as a wash \u2013 ECB\u2019s \u00a0design approach to Versi-Cargo\u2122 is no different to that of Daimler Benz\u2019 or Boeing\u2019s, using Dassault\u2019s Syst\u00e8mes state-of-the-art FEA fatigue simulation software to run millions of Neasden miles in matter of days, so they know the vehicle is dependable and safe. Tesco et al are never going to ditch all their vans until there\u2019s a safe and reliable alternative. ECB will launch their revolutionary new system with selected partners in Q1 2023.\r\n\r\n\u003Cstrong\u003ECold chain\u003C/strong\u003E\r\n\r\nE-cargobikes.com chose intentionally to address the most challenging branch of logistics \u2013 the grocery sector with its strict cold chain constraints. Their passive low-energy solution has been tried, tested and certified by multiple clients and their testing labs, so they can keep goods cold for three and a half hours and beyond.\r\n\r\n\u003Cstrong\u003EManaged service and dedicated workforce\u003C/strong\u003E\r\n\r\nE-cargobikes.com provide a managed service, co-locating 
2608key aspects of their solution at client sites. Having management, rider supervisors and technicians on-site ensures daily operations run smoothly, and performance data can be shared in real-time with the client. This also enables ECB to support clients working towards operational improvements.\u00a0 \u201cThey really value the co-location element of our service, they know they\u2019re in safe hands, that quality and performance is ensured, this has been pivotal to our winning multi-year multi-site contracts. Success requires trust, collaboration, and teamwork\u201d.\r\n\r\nE-cargobikes.com have a blended workforce, a combination of fully employed PAYE riders and those on worker status \u2013 it\u2019s the rider\u2019s choice. E-cargobikes.com was the recipient of the Ashden award for Clean Air in Towns and Cities in 2020 and last year won the Living Wage Foundation\u2019s Employees\u2019 Choice Champion Award. Riders are offered a free benefits package, provided with all equipment and their Cargonauts are given extensive training both on the road and in the customer facing aspects of the job \u2013 their riders are the clients\u2019 brand ambassadors. The cargobikes can be branded, all food safety standards are met, rider safety is ensured, and high service level performance is maintained.\u00a0 E-cargobikes.com understand that by employing people fairly and paying at or above the London Living Wage they have less churn and can therefore maintain the highest standards of customer service.\r\n\r\n\u201cDesigning and producing a new e-commerce delivery platform is not easy, but it\u2019s not nearly as complex and time consuming as building and maintaining a team of terrific riders. Over the years we\u2019ve built a robust on-boarding program that delivers what we and our clients\u2019 need and it\u2019s easily scalable to meet client demand forecasts.\u201d\r\n\r\n\u003Cstrong\u003ECosts of e-commerce\u003C/strong\u003E\r\n\r\nThere are a lot of sunk costs and vested interests in van delivery platforms, so as you\u2019d expect there\u2019s considerable resistance to changing the status quo.\u00a0 But consider the standing charges of having 3000 diesel vans parked adjacent to town and city supermarkets or dark stores \u2013 the sums are huge. Beyond the costs of land and vehicle leases are maintenance costs, running costs plus a growing raft of taxation intended to discourage fossil fuel powered vehicles.\r\n\r\nReplacing diesel with electric fleets isn\u2019t the solution \u2013 not that this matters too much as so few are being built. Electric vans do help reduce local air pollution, but they don\u2019t make sense in congested urban areas and they don\u2019t solve the problems of brake and tyre dust. They are of little help in addressing global climate change because they still burn through a huge amount of energy, approximately 2600Mj \u2013 or 8500 apples to deliver that tonne of groceries.\r\n\r\nSupermarkets online home delivery channels are margin erosive, it costs far more money to deliver goods to your house than they can possibly charge, and in most cases their online home delivery channel takes sales that would have been in-store. In-store, their gross profit could be anywhere between 30% and 45%. If they deliver it, that comes down to around about 8% which doesn\u2019t come close to covering costs. They\u2019re asking for a solution. E-cargobikes.com claim to have provided that solution for them.\r\n\r\n\u003Cstrong\u003EThreats and Disruptors\u003C/strong\u003E\r\n\r\nAnother recent threat has been the numerous rapid delivery companies that have popped up before and since lockdown. These are very heavily subsidized by optimistic shareholders as they compete for market share and are all working at a loss. \u201cYou\u2019re getting \u00a315 worth of groceries delivered and they\u2019re billing you \u00a310 for it including delivery! It\u2019s question of last man standing, and we have already seen some fall. It\u2019s very difficult for major national grocers to compete in such a disruptive and fast changing arena, some of them have decided to go out and do a rapid delivery service using one of the gig economy operators, but by doing this they sacrifice breadth and depth of range, quality of service and hugely valuable branded doorstep experience.\u201d\r\n\r\nThe rapid service companies will slug it out until one or tw
2608o survive then as their prices will begin to climb as they seek to recoup losses they will be less of a threat. But one shift in consumer trends is here to stay: the demand for same day, and then for same hour delivery is gathering speed. You can\u2019t use a van for same day deliveries, it is not agile enough, so instead the rapid delivery sector opts for a scooter or bicycle. \u201cThe legal limit of a rucksack on the bike rider is 15kg and around 20kg on a scooter. If your average \u00a0order weight for the big shop \u2013 the bread and butter of all the big grocers \u2013 is over 40kg you\u2019ll need to send out two or three bike or scooter riders to make one delivery. That\u2019s never going to be cost effective, because your biggest cost is the manpower. It doesn\u2019t stack up. We offer the national grocery chains a solution that is not only agile enough to enable them to compete with and outperform the rapid disrupters \u2013 but one that is also cost effective and maintains that all important brand identity.\r\n\r\n\u003Cstrong\u003EChanging mindsets, barriers to change\u003C/strong\u003E\r\n\r\nMiddle and senior management of logistics operators, whether that be in-house from main retailers, or third party 3PLs, are averse to change. \u201cIf you\u2019re charged with procuring capacity to deliver 10 million tons of groceries a year, you want a solution that\u2019s proven, tried and tested and are unlikely to adopt a solution that involves retiring the van fleet and selling the parking lots \u2013 yet this is precisely what\u2019s needed if the big four are going adapt to current and future trends, and address the climate change crisis\u2013 it needs Board level vision and intervention.\r\n\r\nThe challenge for e-cargobikes.com is to demonstrate their capacity to scale up rapidly to meet demand for a grocery home delivery market that is worth \u00a32bn in the UK alone. Academic studies suggest that up to 50% of vans on the road could be replaced by cargo bikes. There is a lot to play for.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 22\u003C/em\u003E\u003Cem\u003E\u003Csup\u003End\u003C/sup\u003E\u003C/em\u003E\u003Cem\u003E\u00a0of August 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Julia Swales\u003C/strong\u003E","post_title":"Interview with James FitzGerald, co-founder and MD of e-cargobikes.com","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"interview-with-james-fitzgerald-co-founder-and-md-of-e-cargobikes-com","to_ping":"","pinged":"","post_modified":"2022-09-04 07:55:45","post_modified_gmt":"2022-09-04 06:55:45","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=5819","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5820","productGallery":null,"woo_quick_view":"[woosq id= 5819]","postGallery":"","post_type_name":"Post"},{"ID":"6264","post_author":"3","post_date":"2022-09-08 12:45:44","post_date_gmt":"2022-09-08 11:45:44","post_content":"It has recently been announced that consumer technology company Apple is to\u00a0manufacture its latest iPhone 14 in India\u00a0this year, marking a significant evolution in its production strategy with implications for its \u2013 and its competitors\u2019 \u2013 supply chains.\r\n\r\nApple\u2019s contract manufacturer, Foxconn, already has a plant based in Chennai but typically making older iPhone models with a six month time lag over global product releases. It is believed that this gap will now narrow to six weeks with a short term goal of simultaneous release of the iPhone 15 in both markets.\r\n\r\nThe move comes as the global tech giant seeks to diversify its production base from China, a market which has seen considerable disruption over the past two years due to zero-Covid lockdown policies. Tensions between the US and China \u2013 exacerbated by the recent controversy of Nancy Pelosi\u2019s visit to Taiwan \u2013 have also called cast doubts over the longer term prospects of US high tech companies manufacturing products in China. For instance, new US legislation has allowed for the banning of the export of advanced semi-conductor chip technology to China, although at present this has not impacted the bulk of the market.\r\n\r\n\u003Cstrong\u003EApple competitors may follow them to India\u003C/strong\u003E\r\n\r\nIt is believed that as well as assembly operations, Apple will use more Indian suppliers (presently many intermediate components are sourced from China) helping to develop a production eco-system and reduce input costs. This will, in turn, encourage other high tech manufacturers to the country as levels of know-how, a skilled work force, technology and transport infrastru
2608cture improve. Many competitors, such as Samsung, may also follow, keen not to lose competitive advantage in a fast growing market.\r\n\r\nApple\u2019s move shows a high degree of confidence in the Indian market both as a design and production hub as well as a consumer market. It also forms part of an industry-wide trend of increasing resilience through \u2018optionalization\u2019 or \u2018China+\u2019 supply chain strategies. It is not clear what proportion, if any, of Apple\u2019s iPhones will be exported to the global market. However, it certainly gives the company more options should manufacturing in China become more difficult or, indeed, impossible.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 6\u003Csup\u003Eth\u003C/sup\u003E\u00a0September 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E","post_title":"Apple\u2019s India plan helps de-risk supply chain","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"apples-india-plan-helps-de-risk-supply-chain","to_ping":"","pinged":"","post_modified":"2022-09-08 12:45:44","post_modified_gmt":"2022-09-08 11:45:44","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=6264","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"6265","productGallery":null,"woo_quick_view":"[woosq id= 6264]","postGallery":"","post_type_name":"Post"},{"ID":"9292","post_author":"3","post_date":"2022-10-03 11:03:27","post_date_gmt":"2022-10-03 10:03:27","post_content":"\u003Cdiv class=\"col-xs-12 col-md-8 three-quarter-box flex-col\"\u003E\r\n\u003Cdiv class=\"box-white\"\u003E\r\n\u003Cdiv class=\"brief-post\"\u003E\r\n\r\nAn example is the speech by President Xi Jinping, at the \u2018International Forum on Resilient and Stable Industrial and Supply Chains\u2019 in Hangzhou on Tuesday. Addressed to an audience of senior managers from Western companies with significant operations in China as well as politicians from nations in South East Asia and South America, Xi stated that \u201cChina will unswervingly ensure that industrial and supply chains are public goods in nature, take concrete actions to deepen international cooperation on industrial and supply chains\u2026China is willing to work with other countries to seize the new opportunities presented by the latest scientific and technological revolution and industrial transformation, and build a global industrial and supply chain system that is secure, stable, smooth, efficient, open, inclusive and mutually beneficial\u201d.\r\n\r\nAs so often in Chinese politics it is hard to fully understand the meaning of what is being said, however it is widely being interpreted as a political message about\u00a0\u003Ca href=\"https://www.ti-insight.com/briefs/eu-businesses-reassess-investments-and-shift-out-of-china/?reportTitle=EU%20businesses%20reassess%20investments%20and%20shift%20out%20of%20China&amp;swcfpc=1\"\u003EChinese economic and strategic policy\u003C/a\u003E. In response to American actions such as the \u2018Chips Act\u2019, China is looking to create supply chains that are insulated from American influence, constructed in collaboration with friendly nations. The latter seems to include Chile, Cuba, Indonesia, Pakistan, Argentina and Serbia, who with China, at the conference put-forward a proposed initiative called the \u2018International Cooperation on Resilient and Stable Industrial and Supply Chains\u2019. Whilst a good deal of this is just rhetoric, it does point to an underlying direction of Chinese trade and investment policy that might have significant implications for trade patterns.\r\n\r\nAnd China is not alone. Another example is Emmanuel Macron, President of France, who addressing French diplomats in what was admittedly a long speech last week, commented that \u201cthe pandemic broke apart production chains. It re-regionalized, and sometimes re-nationalized certain production chains. And I believe that it deglobalized a significant portion of global production for the long term. That is the first reality that fractures the international economic order, whether we like it or not.\u201d French politicians have often been uncomfortable with free trade, but, like Xi Jinping, Macron is attempting to influence supply chain management dynamics in certain areas.\r\n\r\nWhat the effects of these policies will be is very unclear. It is likely that sectors such as semiconductors will attract considerable political interference, however it is uncertain if this will spread to areas such as food.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 22nd September 2022\u003C/em\u003E\r\n\r\nAuthor: Thomas Cullen\r\n\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E","post_title":"The politicisation of supply chains","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-politicisation-of-supply-chains","to_ping":"","pinged":"","post_modified":"2022-10-03 11:04:29","post_modified_gmt":"2022-10-03 10:04:29","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=9292","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1840","productGallery":null,"woo_quick_view":"[woosq id= 9292]","postGallery":"","post_type_name":"Post"},{"ID":"9296","post_author":"3","post_date":"2022-10-03 11:06:18","post_date_gmt":"2022-10-03 10:06:18","post_content":"\u003Cdiv class=\"col-xs-12 col-md-8 three-quarter-box flex-col\"\u003E\r\n\u003Cdiv class=\"box-white\"\u003E\r\n\u003Cdiv class=\"brief-post\"\u003E\r\n\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/eu-businesses-reassess-investments-and-shift-out-of-china/\" data-title=\"EU businesses reassess investments and shift out of China - Transport Intelligence\" data-description=\"China is quickly losing its allure as an investment destination and the country is now seen as \u201cless predictable, less reliable and less efficie
2608nt\u201d, says a new report.\"\u003E\r\n\u003Cdiv id=\"atstbx\" class=\"at-share-tbx-element at-share-tbx-native addthis_default_style addthis_20x20_style addthis-smartlayers addthis-animated at4-show\"\u003E\r\n\u003Cdiv class=\"atclear\"\u003E\u003Cspan data-preserver-spaces=\"true\"\u003EChina is quickly losing its allure as an investment destination, and the country is now seen as \u201cless predictable, less reliable and less efficient\u201d, says a new \u003C/span\u003E\u003Cspan data-preserver-spaces=\"true\"\u003Ereport\u003C/span\u003E\u003Cspan data-preserver-spaces=\"true\"\u003E\u00a0published by the European Union Chamber of Commerce in China.\u003C/span\u003E\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003Cspan data-preserver-spaces=\"true\"\u003EThe report states that regulatory barriers continue to constrain the ambitions of European companies operating in the Chinese market, including Zero Covid policies which have a detrimental effect on the attraction and retention of foreign and Chinese talent. Other external challenges, such as rising geopolitical tensions originating primarily from the trade war with the US, also make China less attractive as a place to invest for European businesses.\u00a0\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-preserver-spaces=\"true\"\u003EThe report warns that \u201cEuropean firms\u2019 engagement in China can no longer be taken for granted\u201d and that China and the EU are \u201cdrifting further and further apart\u201d.\u003C/span\u003E\r\n\r\n\u003Cspan data-preserver-spaces=\"true\"\u003EAs the business environment is increasingly being viewed as less predictable, less reliable and less efficient, European businesses are increasingly looking to relocate investments to other markets that are seen as providing \u201cgreater reliability and predictability\u201d. To improve resilience and reduce supply chain risks, companies are increasingly exploring not just the \u2018China +1\u2019 strategy but \u2018China +1+2+3\u2019 too.\u003C/span\u003E\r\n\r\n\u003Cspan data-preserver-spaces=\"true\"\u003EFDI data seem to confirm this statement. In 2020, investment from the EU dropped 11.8% from the previous year, and its proportion of overall FDI fell to 3.8% from a high of 11.1% in 1999. This trend of declining FDI is likely to continue considering that European executives are still restricted from travelling to and from China due to Covid policies.\u003C/span\u003E\r\n\r\n\u003Cspan data-preserver-spaces=\"true\"\u003EThe report\u2019s findings are the latest in a series of pessimistic forecasts for the Chinese economy. According to\u00a0\u003C/span\u003E\u003Cspan data-preserver-spaces=\"true\"\u003EDHL\u2019s new Trade Growth Atlas report\u003C/span\u003E\u003Cspan data-preserver-spaces=\"true\"\u003E, China\u2019s share of global trade growth will decline by half over the next five years to 13% as businesses diversify their international production and distribution networks. The report argues that trade growth is spreading out across a wider variety of countries, and \u2018new poles of trade growth\u2019 are emerging in Southeast, South Asia and sub-Saharan Africa.\u003C/span\u003E\r\n\r\n\u003Cspan data-preserver-spaces=\"true\"\u003EMeanwhile, the EU is reassessing its relationship with China and its latest trade policies aimed at tackling economic threats from countries like China. On September 14th, the European Commission\u00a0\u003C/span\u003E\u003Cspan data-preserver-spaces=\"true\"\u003Eunveiled\u003C/span\u003E\u003Cspan data-preserver-spaces=\"true\"\u003E\u00a0its plan to ban products made with forced labour from entering the EU market, a measure likely to anger China and damage relations with Beijing. One thing is for sure \u2013 EU-China relations are about to get bumpier.\u00a0\u003C/span\u003E\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, September 22nd, 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Viki Keckarovska\u003C/strong\u003E\r\n\u003Cdiv class=\"at-below-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/eu-businesses-reassess-investments-and-shift-out-of-china/\"\u003E\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003Cdiv class=\"col-xs-12 third-box-logistics-box col-md-4 flex-row\"\u003E\r\n\u003Cdiv class=\"box-red-keyline flex-col\"\u003E\r\n\u003Cdiv class=\"logistics-copy\"\u003E\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E","post_title":"EU businesses reassess investments and shift out of China","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"eu-businesses-reassess-investments-and-shift-out-of-china","to_ping":"","pinged":"","post_modified":"2022-10-03 11:06:18","post_modified_gmt":"2022-10-03 10:06:18","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=9296","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"9297","productGallery":null,"woo_quick_view":"[woosq id= 9296]","postGallery":"","post_type_name":"Post"},{"ID":"9300","post_author":"3","post_date":"2022-10-03 11:08:38","post_date_gmt":"2022-10-03 10:08:38","post_content":"\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/how-ne
2608stle-is-greening-the-supply-chain/\" data-title=\"How Nestl\u00e9 is Greening the Supply Chain - Transport Intelligence\" data-description=\"Consumers are more focused on business transparency than ever and as most of the environmental impact of consumer-packaged goods comes from the supply chain, many food and beverage companies, such as Nestl\u00e9, are making positive moves to green their supply chains.\"\u003E\r\n\u003Cdiv id=\"atstbx\" class=\"at-share-tbx-element at-share-tbx-native addthis_default_style addthis_20x20_style addthis-smartlayers addthis-animated at4-show\"\u003EConsumers are more focused on business transparency than ever and as most of the environmental impact of consumer-packaged goods comes from the supply chain, many food and beverage companies, such as Nestl\u00e9, are making positive moves to green their supply chains.\u003C/div\u003E\r\n\u003C/div\u003E\r\nNestl\u00e9 is using science, technology, and innovation to help it to meet the 2030 goal of zero environmental impact across its operations, and net zero greenhouse gas emissions by 2050. The company is developing many processes and tools that help it to estimate and lower its overall carbon footprint, for example,\u00a0\u003Cem\u003EKitKat\u003C/em\u003E\u00a0will become a carbon neutral brand by 2025. It was the first global chocolate brand to be made using 100% sustainably sourced cocoa.\r\n\r\n\u003Cstrong\u003EReducing emissions from transport\u003C/strong\u003E\r\n\r\nA key focus of Nestl\u00e9\u2019s environmental sustainability strategy is transport. It has a \u2018no vehicle leaves empty\u2019 policy to improve the efficiency of its transport, while reducing unnecessary journeys.\u00a0 Transport Control Centres provide visibility of vehicles used across its network and help identify opportunities to reduce the number of empty vehicles. It also works with suppliers, retailers, and other manufacturers to share vehicles where appropriate and avoid trucks being empty on a return journey.\r\n\r\nAn example of this is its chilled products supply chain in Belgium, where it established that it could make the most efficient use of space by sharing a distribution centre, run by a third-party logistics company, with other industry members. Collaborating on truck space and journeys brought both operational and environmental benefits for Nestl\u00e9, as the project has lowered the number of trucks on the road, reduced carbon exhaust fumes by 63% and CO\u003Csub\u003E2\u003C/sub\u003E\u00a0emissions by 43 tonnes per year.\r\n\r\nAnother way in which Nestl\u00e9 is trying to reduce the environmental impact of its logistics is by transferring its transportation networks from road to rail or sea, wherever possible. For example, its North American bottled water brand\u00a0\u003Cem\u003EPoland Spring\u003C/em\u003E\u00a0is now transported via train, rather than truck.\r\n\r\n\u003Cstrong\u003ERegenerative agriculture\u003C/strong\u003E\r\n\r\nNestl\u00e9 is scaling up initiatives to support regenerative agriculture. Nestl\u00e9 plant scientists recently discovered\u00a0low carbon and drought resistant coffee varieties\u00a0through classical non-GMO\u00a0breeding. They deliver higher yields and an up to 30% reduction in CO2, which reduces the carbon footprint associated with coffee consumption. Other new low carbon, disease and drought resistant coffee plant varieties are in the pipeline.\r\n\r\n\u003Cstrong\u003ELowering milk\u2019s carbon footprint\u003C/strong\u003E\r\n\r\nNestl\u00e9 is collaborating with universities, suppliers, and start-ups to explore technologies that could substantially lower milk\u2019s carbon footprint. For plant-based milk alternatives, it is also helping to develop\u00a0low carbon brands such as\u00a0\u003Cem\u003EWunda\u003C/em\u003E, which is carbon neutral from launch and certified by the Carbon Trust.\r\n\r\n\u003Cstrong\u003ETackling deforestation\u003C/strong\u003E\r\n\r\nNestl\u00e9 has announced it aims to achieve deforestation-free primary supply chains for its forest-risk commodities (meat, palm oil, pulp and paper, soya, and sugar) by the end of 2022 and for coffee and cocoa by 2025. It will also grow 200 million trees by 2030 and invest in 15 landscape initiatives by 2023.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 3rd October 2022\u003C/em\u003E\r\n\r\nAuthor: Julia Swales","post_title":"How Nestl\u00e9 is Greening the Supply Chain","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"how-nestle-is-greening-the-supply-chain","to_ping":"","pinged":"","post_modified":"2022-10-03 11:09:21","post_modified_gmt":"2022-10-03 10:09:21","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=9300","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1574","productGallery":null,"woo_quick_view":"[woosq id= 9300]","postGallery":"","post_type_name":"Post"},{"ID":"9304","post_author":"3","post_date":"2022-10-03 11:10:51","post_date_gmt":"2022-10-03 10:10:51","post_content":"California recently announced its Advanced Clean Cars II plans to phase out sales of gasoline-powers automobiles by 2035. The regulation lays out a step-by-step plan to ensure that all new cars and light trucks sold in California by 2035 will be zero-emission vehicles, including plug-in hybrid electric vehicles.\r\n\r\nUnder California\u2019s new rules, by 2035, automakers will be prohibited from selling cars, pickup trucks, minivans, SUVs, or other passenger vehicles that generate greenhouse emissions. However, after the rules go into effect, drivers can continue driving gas-powered vehicles purchased before the 2035 deadline.\r\n\r\nThe proposal has two elements. First, to meet air quality and climate change emissions standards, the Zero-Emission Vehicle Regulation require an increasing number of zero-emission vehicles, such as battery-electric, hydrogen fuel cell electric, and plug-in hybrid electric vehicles.\r\n\r\nSecond, while the industry transitions to 100% electrification by 2035, the plan revises the Low-Emission Vehicle Regulations to add progressively strict standards for gasoline cars and heavier passenger trucks to continue reducing smog-forming emissions.\r\n\r\nFollowing California\u2019s lead, 17 additional US states have already adopted its tailpipe emission standards, which are stricter than the federal government\u2019s. Among those, 15 states have also taken preliminary moves toward implementing the new rules and supporting its zero-emission vehicle requirements.\r\n\r\nThe benefits of the regulation are numerous, and it will grow yearly. The new regulation speed up the requirements of the percentage of zero-emission light-duty cars delivered annually starting in 2026; 35% of new ZEV (zero-emission vehicle) and PHEV (plug-in hybrid electric vehicle) sales will occur that year, increasing to 68% in 2030 and 100% in 2035.\r\n\r\nAccording to a\u00a0CARB (California Air Resources Board) analysis, the legislation will result in a 25% reduction in smog-causing pollutants from light-duty vehicles by 2037, allowing for compliance with federal air quality standards. All Californians will gain from this, but it will significantly help the state\u2019s communities along freeways and other heavily trafficked thoroughfares that are the most economically and environmentally burdened. The restriction will prevent cumulative negative health effects in the range of $13 bn from 2026 to 2040, including 1,290 fewer cardiopulmonary deaths, 460 fewer hospital admissions for respiratory or cardiovascular conditions, and 650 fewer trips to the emergency room for asthma.\r\n\r\nMonths earlier, Europe made a similar announcement, but the fundamental difference in the European approach was reducing the number of cars on the road.\r\n\r\n\u201cIncreasingly, Europe\u2019s urban planners are modifying neighbourhoods to restrict car entry \u2014 while encouraging \u2018active mobility,\u2019 said Gareth Macnaughton, director of innovation at the European Institute of Innovation and Technology Urban Mobility Initiative.\r\n\r\nAs it is set that by 2035 all new cars sold in the European Union and California should be zero-emission. As such, experts from the Netherlands and California will work together. The Dutch Environment Minister Vivianne Heijnen and Yana Garcia Gonzalez, Secretary for Environmental Protection of California,\u00a0signed the agreement\u00a0during the Dutch trade mission to San Francisco.\r\n\r\nThe Netherlands and California both have big ambitions regarding electric driving. The Netherlands is a pioneer in Europe and California in the US.\r\n\r\nNevertheless, the European and Californian 
2608initiatives have encountered rejection due to strict rules from car maker manufacturers and countries that rely mainly on this economy. However, both plans seem to be moving forward, and as part of a global initiative to reduce carbon emissions, most global Parcel carriers are implementing strategies to reduce energy consumption and introduce clean energy technologies.\r\n\r\nFor more in dept-information, download the\u00a0Electrifying Last Mile Delivery: Changing Fleet Composition &amp; Sustainability Investments\u00a0Whitepaper, which provides a snapshot of major express companies\u2019 climate goals and fleet compositions, including FedEx, UPS and Royal Mail. The paper also examines some key electric vehicle manufacturers to show you what each has to offer.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 8th September 2022\u003C/em\u003E\r\n\r\nAuthor: Marta Chiriatti","post_title":"California and Europe work in tandem to reach net-zero","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"california-and-europe-work-in-tandem-to-reach-net-zero","to_ping":"","pinged":"","post_modified":"2022-10-03 11:10:51","post_modified_gmt":"2022-10-03 10:10:51","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=9304","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1488","productGallery":null,"woo_quick_view":"[woosq id= 9304]","postGallery":"","post_type_name":"Post"},{"ID":"15385","post_author":"3","post_date":"2022-11-01 16:05:49","post_date_gmt":"2022-11-01 16:05:49","post_content":"\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/parcel-locker-networks-continue-growth-path-as-companies-seek-to-meet-environmental-and-efficiency-targets/\" data-title=\"Parcel locker networks continue growth path as companies seek to meet environmental and efficiency targets - Transport Intelligence\" data-description=\"Omniva announced that it plans to install 267 parcel machines across the Baltics in 2022 and 2023. In the UK, InPost is continuing its network expansion.\"\u003E\r\n\u003Cdiv id=\"atstbx\" class=\"at-share-tbx-element at-share-tbx-native addthis_default_style addthis_20x20_style addthis-smartlayers addthis-animated at4-show\"\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EA range of announcements this week highlight the continued demand for parcel lockers as companies explore options to hit environmental and efficiency targets and improve their customers\u2019 delivery experience.\u003C/span\u003E\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EOmniva announced that it plans to install 267 parcel machines across the Baltics in 2022 and 2023. Omniva currently has the largest network across the Baltics with 960 parcel locker machine in total. Last year Omniva upgraded its locker service by offering a multi-parcel per cell solution. Across the Baltic states, each cell in an Omniva parcel locker bank can store several parcels ordered by the same individual.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EIn the UK, InPost is continuing its network expansion with a new partnership with Transport for Greater Manchester. The partnership, which supports the body\u2019s green initiative to reduce carbon output, will see up to 28 parcel lockers rolled out across the Greater Manchester area by the end of the year. Thirteen lockers are already installed and more parcel lockers are planned for 2023. InPost now has a UK network of over 4,000 parcel locker machines that can be found at locations such as train stations, supermarkets, retail parks and petrol forecourts.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EIn Belgium, bpost announced that its partnership with the National Railway Company of Belgium has been extended and it will roll out parcel locker machines at 70 new locations in the next six months. bpost parcel lockers have already been installed at 33 railway stations and 70 new location will added in the coming months.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EIn Romania, parcel carrier Cargus is starting a new pilot of SwipBox Infinity parcel lockers in Bucharest. The Cargus pilot will involve 300 outdoor parcel lockers to assess the utility and adoption of locker deliveries. Cargus already offers a network of parcel shop pick up and drop off locations. The Swipbox lockers will be located close to workplaces and residential areas across Bucharest.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAlso in Romania, leading carrier Fan Courier announced that it will be developing its own parcel locker network with a planned 1,000 units scheduled by mid-2023. The \u20ac10m investment will include the purchase of lockers, monitoring systems, development of new software and applications and additional equipment. The largest network in Romania currently is operated by Sameday courier company, with a network of 3,500 parcel locker banks.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EParcel shops and lockers have grown significantly in recent years. It is estimated that there are more than 1.8m pudo locations globally of which 1.2m are parcel shops. Pudo networks continue to be expanded and new networks are being rolled out in most countries. A high percentage of the global population are now within a short distance of one or more pudo locations. There are several advantages of pudo locations which benefit a range of audiences, including carriers, retailers, location hosts and consumers.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EFor carriers, pudo locations reduce parcel delivery costs by increasing parcel consolidation (delivering many parcels to one location rather than delivering to many locations). They also improve the delivery success rate of carriers, as they are always available to accept parcels. In addition, they reduce the environmental impact of delivery by minimising total miles driven. For retailers offering delivery to consumers, it is a cheaper free delivery option than delivery to home, which is a costlier option. For location hosts, offering parcel collection increases footfall and thereby providing additional marginal revenue to the site.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003ESource\u003C/strong\u003E: Transport Intelligence, 28th October 2022\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EAuthor\u003C/strong\u003E: Paul Chapman\u003C/span\u003E\r\n\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/parcel-locker-net
2608works-continue-growth-path-as-companies-seek-to-meet-environmental-and-efficiency-targets/\" data-title=\"Parcel locker networks continue growth path as companies seek to meet environmental and efficiency targets - Transport Intelligence\" data-description=\"Omniva announced that it plans to install 267 parcel machines across the Baltics in 2022 and 2023. In the UK, InPost is continuing its network expansion.\"\u003E\u003C/div\u003E","post_title":"Parcel locker networks continue growth path as companies seek to meet environmental and efficiency targets","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"parcel-locker-networks-continue-growth-path-as-companies-seek-to-meet-environmental-and-efficiency-targets","to_ping":"","pinged":"","post_modified":"2022-11-01 16:08:53","post_modified_gmt":"2022-11-01 16:08:53","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=15385","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"15393","productGallery":null,"woo_quick_view":"[woosq id= 15385]","postGallery":"","post_type_name":"Post"},{"ID":"15397","post_author":"3","post_date":"2022-11-01 16:14:48","post_date_gmt":"2022-11-01 16:14:48","post_content":"The Chinese \u2018state-owned enterprise\u2019 (COSCO subsidiary) CSPL and the Port of Hamburg announced last year that CSPL would take a 35% equity holding in the new Container Terminal Tollerort (CTT). The terminal is designed to handle ultra large container vessels, especially those on Asian and Chinese trades. Consequently,\u00a0COSCO\u00a0aspires to use CTT as what it calls its \u201cpreferred hub.\u201d\r\n\r\nThe prospect of a major terminal being part-owned by a Chinese state-owned enterprise has provoked a reaction from some politicians in Germany, including members of the coalition government. The Federal Economics Minister, Robert Habeck, and the Foreign Minister Annalena Baerbock, opposed the sale on the grounds that it would give\u00a0China influence\u00a0over German infrastructure. It appears that the Chancellor, Olaf Scholz, supported the purchase, with a compromise rumoured to be emerging whereby COSCO will only take 24.9% of the equity of the terminal.\r\n\r\nCOSCO has interests in a string of ports across the world. Through its \u2018COSCO Shipping Ports Limited\u2019 (CSPL) subsidiary it owns major stakes in terminals in Abu Dhabi, Valencia, Bilbao, Chancay and it recently purchased a 90% holding in Zeebrugge. It also fully and directly owns terminal operations at Piraeus. It holds smaller stakes in a further nine terminals in East Asia, the Middle East, North America and Europe. It also owns a large number of terminals in China.\r\n\r\nOwning minority stakes in container terminals is not unusual in the container port sector. There is no suggestion that COSCO will influence the operational management of the CTT, indeed COSCO\u2019s partner at CTT, Hamburger Hafen und Logistik AG (HHLA), issued a statement titled \u201cThe Port of Hamburg will not be sold to China.\u201d\r\n\r\nWhat these arguments tell us is that it is becoming increasingly difficult for Chinese companies to invest and, to a lesser extent sell, in many parts of the world. There are many reasons for this, but the Chinese have aggressively kept non-Chinese container terminal companies as minority parties in their infrastructure, so perhaps it is not so surprising. However, there will be implications for logistics markets. At one time Chinese investors were significant purchasers of logistics assets worldwide, especially \u2018hard to sell\u2019 assets. Their absence will have an impact on the price of such infrastructure businesses.\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Transport Intelligence, 25th October 2022\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen, Chief Analyst, Ti Insights","post_title":"COSCO investment in Hamburg becomes political","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"cosco-investment-in-hamburg-becomes-political","to_ping":"","pinged":"","post_modified":"2022-11-01 16:14:48","post_modified_gmt":"2022-11-01 16:14:48","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=15397","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1977","productGallery":null,"woo_quick_view":"[woosq id= 15397]","postGallery":"","post_type_name":"Post"},{"ID":"15866","post_author":"3","post_date":"2022-11-03 09:26:41","post_date_gmt":"2022-11-03 09:26:41","post_content":"Since the first edition of Logistics and Supply Chain Innovation in 2018, the world has experienced the trauma of a global pandemic which has transformed the economy and society in which we live. The logistics and supply chain industry has played a major role in almost every aspect of the crisis, from the distribution of PPE and vaccine, to keeping shelves replenished with groceries and other essential goods.\r\n\r\nThese achievements were attained through the efficient functioning of resilient logistics systems and knowledge built up over many decades. However, just as importantly in our view, has been the impact of some of the logistics innovations, outlined in the first edition, which have allowed governments to take a far more effective policy response than would otherwise have been the case. Foremost amongst these initiatives has been the development of technologies and business models which have enabled a large proportion of the world\u2019s population to \u2018stay-at-home\u2019 and shop on-line. Without many of the logistics developments pioneered by companies such as Amazon (and, in Asia, Alibaba) governments would have been forced to take a different \u2013 and many would argue \u2013 less effective approach to combatting the spread of the disease. In this respect, warehousing automation, digitalization of markets, supply chain visibility and last mile delivery \u2013 key elements of the so-called Fourth Industrial Revolution - proved critical.\r\n\r\nAt the same time, it is clear that much more needs to be done to construct an industry fit for the 21st century. Supply chain bottlenecks, especially those in and around the West Coast ports of the USA, show that far more investment in innovations such as automation and digitalization of logistics processes is required in order to cope with future supply and demand volatility.\r\n\r\nIn the second edition we have divided the book up into six sections to make it easier to access all the additional material we have included.\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EPart One\u003C/strong\u003E discusses the \u
2608003Cstrong\u003EFourth Industrial Revolution\u003C/strong\u003E and how it applies to the logistics and supply chain sector. We look at the concept of \u2018innovation\u2019 in detail and how the high levels of inefficiency in the industry have made it particularly vulnerable to disruption.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EPart Two\u003C/strong\u003E examines innovative logistics models such as \u003Cstrong\u003EDirect-to-Consumer\u003C/strong\u003E, \u003Cstrong\u003EAlternative Delivery Solutions\u003C/strong\u003E (such as lockers and in-car), \u003Cstrong\u003Eon-demand\u003C/strong\u003E, \u003Cstrong\u003Ecrowd-shipping\u003C/strong\u003E and the changes being forced on the industry through \u003Cstrong\u003Erapid urbanization\u003C/strong\u003E. We also look in-depth at \u003Cstrong\u003Ee-retailing\u003C/strong\u003E, especially important throughout the pandemic, and how customer expectations have been transformed. A case study of one of the world\u2019s largest e-retailers, \u003Cstrong\u003EAmazon\u003C/strong\u003E, is included providing an insight into how it has come to dominate many of the world\u2019s markets.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EPart Three\u003C/strong\u003E examines the key technological and operating model innovations in more detail including the \u003Cstrong\u003EInternet of Things\u003C/strong\u003E, \u003Cstrong\u003EBig Data\u003C/strong\u003E and \u003Cstrong\u003EArtificial Intelligence\u003C/strong\u003E, looking at how sensors, technology and networking allow buildings, infrastructures and devices to share information, creating richer data and deeper intelligence for all parties in a supply network. We discuss how \u003Cstrong\u003EControl Towers\u003C/strong\u003E, using data harvested from the Internet of Things and employing Artificial Intelligence, will become essential to coordinating supply chains. We go onto analyse \u003Cstrong\u003EBlockchain\u003C/strong\u003E technology, what it is, how it functions and its potential for use in the logistics and supply chain management sector. The section also details how demand and supply side trends, such as diminishing labour forces, Covid and the rising importance of e-commerce logistics, are driving the widespread adoption of \u003Cstrong\u003Erobotics and automation\u003C/strong\u003E in the warehouse and the potential for \u003Cstrong\u003E\u2018autonomous driving\u2019\u003C/strong\u003E to revolutionize the global logistics industry.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EPart Four\u003C/strong\u003E takes a deep dive into how \u003Cstrong\u003Edigitalization\u003C/strong\u003E is transforming logistics markets through the development of new platforms. Numerous new technology platforms have entered the \u003Cstrong\u003Eroad freight/trucking market\u003C/strong\u003E, promising to address the mismatch between supply and demand leading to fuller trucks for carriers and better rates for shippers. However, despite the potential economic and environmental benefits, success for many platforms has proved elusive. The \u003Cstrong\u003Einternational freight forwarding\u003C/strong\u003E sector has also become highly digitalized. Freight forwarding by its very nature involves buying and selling space from air cargo operators or shipping lines. As such they are considerably at risk from the new breed of rating and spot pricing platforms which have developed. However, the forwarding business is more robust than many people think and we examine how the sector will evolve. \u003Cstrong\u003ETrade finance\u003C/strong\u003E has also not been immune from change. Despite the model seemingly working well over the years (after all, it enabled globalization), the sector is on the verge of a revolution, set to become a key competitive battleground shaken up by new technologies.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EPart Five\u003C/strong\u003E includes an overview of many innovative technologies that will play a major role in \u003Cstrong\u003Eabating carbon dioxide\u003C/strong\u003E \u003Cstrong\u003Eemissions\u003C/strong\u003E by creating operational efficiencies, designing for \u003Cstrong\u003Ecircularity\u003C/strong\u003E and developing \u003Cstrong\u003Ealternative fuels\u003C/strong\u003E.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EPart Six\u003C/strong\u003E examines the implications of the \u003Cstrong\u003E\u2018Great Reset\u2019\u003C/strong\u003E for global supply chains. We conclude that although change is inevitable, it may not take the form envisaged by the World Economic Forum. Finally, we take the \u2018brave\u2019 step of predicting what the supply chain and logistics industry may look like in 2035. We review which innovations have the best chance of industry-wide adoption and how the road freight, freight forwarding, warehousing, shipping, express and air cargo sectors will develop.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nOverall, we believe the supply chain and logistics sector has a bright future. Focusing on value generation, smart technologies and intellectual capital as well as using \u2018clean\u2019 fuels, the industry has the potential to throw off many of its negative perceptions. To reach this goal, however, there will need to be a significant disruption of established operating models and working practices. For all companies involved in the supply chain, there can be no more \u2018business as usual\u2019.\r\n\r\nJohn Manners-Bell, Founder, Foundation for Future Supply Chain and Chief Executive, Ti Insight\r\n\r\nKen Lyon, Member of Strategic Advisory Board, Foundation for Future Supply Chain and Managing Director, Virtual Partners\r\n\r\n\u003Chr /\u003E\r\n\r\nThe Logistics and Supply Chain Innovation Book is now available to purchase via the link below:\r\n\r\nUse discount code \u003Cstrong\u003EKOGANPAGE20 to receive a 20% discount:\u003C/strong\u003E\r\n\r\n\u003Ca href=\"https://www.koganpage.com/product/logistics-and-supply-chain-innovation-9781398607484\"\u003Ehttps://www.koganpage.com/product/logistics-and-supply-chain-innovation-9781398607484\u003C/a\u003E","post_title":"Just Published! Logistics and Supply Chain Innovation Book Second Edition","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"just-published-logistics-and-supply-chain-innovation-book-second-edition","to_ping":"","pinged":"","post_modified":"2022-11-03 09:26:41","post_modified_gmt":"2022-11-03 09:26:41","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=15866","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"15867","productGallery":null,"woo_quick_view":"[woosq id= 15866]","postGallery":"","post_type_name":"Post"},{"ID":"15870","post_author":"3","post_date":"2022-11-03 09:43:38","post_date_gmt":"2022-11-03 09:43:38","post_content":"Disturbing pictures have emerged from China showing the consequences of President Xi Jinping\u2019s on-going zero-tolerance approach to Covid. Video footage shows workers at Foxconn\u2019s Zhengzhou plant \u2013 responsible for making around 60% of Apple\u2019s iPhones \u2013 staging a \u2018break out\u2019 by scaling walls in order to avoid being locked down within the factory. A report in the Financial Times suggested that although production would be switched to alternative facilities, up to 10% of Apple\u2019s global output was likely to be affected.\r\n\r\nLockdowns of various Chinese cities have been on-going since the start of the pandemic, despite restrictions now being lifted in most other parts of the world. The policy has inflicted considerable pain on the economy with many manufacturers reporting falls in output of up to 40% in affected regi
2608ons. Economist Global Data believes that China\u2019s GDP will reach just 4.5% in 2022, well below the government\u2019s target; its share of the world export market is also likely to decline.\r\n\r\nGlobal fashion brands, such as Nike, have faced the double hit that, as well as closing factories, they have also been forced to shutter their retail outlets for the duration of each lockdown. One estimate suggests that sales have dropped by more than 50% in affected areas.\r\n\r\nEven if staff are allowed to go to work, lockdowns are having disastrous consequences for inbound and outbound logistics. A reduction in trucking capacity in Shanghai of 45% in spring 2022 resulted in 80% of vessels being delayed, compared with just 20% two years earlier. Imports were also affected with containers waiting for up to 12 days for collection compared with pre-lockdown 4-5 days, according to digital forwarding platform, Freightos.\r\n\r\nMost recently in October authorities locked down the north eastern port city of Ningbo resulting in the closure of terminals and warehouses. They also instituted a whitelist of \u2018Covid-clear\u2019 truck drivers although this did not prevent a subsequent outbreak amongst the driving community. Such disruptions and capacity constraints as these have led to falling export volumes which have combined with weaker demand in the US and Europe to put downward pressure on shipping rates. Air cargo volumes and rates also remain weak for the same reasons.\r\n\r\nThe problems have resulted in significant volatility and uncertainty for global manufacturers and retailers and this in turn has led to increasing levels of inventory; orders being placed earlier and \u2013 most critically for China\u2019s economy \u2013 the use of suppliers based in neighbouring countries. Vietnam has been a key beneficiary of this trend, its furniture industry, for example, growing its share of global exports from 11% in 2019 to 17% in 2022 at the same time as China\u2019s has fallen from 61% to 53% (MDS Transmodal). Although rising Chinese labour costs, the imposition of Trump\u2019s tariffs and a whole host of risk mitigation measures taken by manufacturers have also been responsible for \u2018China +\u2019 sourcing strategies, lockdowns for many are proving to be the final straw.\r\n\r\nThe key question is how long the Chinese government will persist with this policy. Many analysts believe that it could last well into 2023 although rumours have circulated in the past few days that a \u2018roadmap\u2019 is being developed by a government committee pointing the way towards the relaxation of many of the zero-Covid measures. This could well be speculation, however, as there was no discussion of liberalization at the Communist Party\u2019s Congress when President Xi was re-elected. In fact, he is so closely associated with the policy that any relaxation would be politically embarrassing and consequently unthinkable.\r\n\r\nSource: Foundation for Future Supply Chain/Transport Intelligence\r\n\r\nAuthor: John Manners-Bell","post_title":"China\u2019s zero Covid policy still causing supply chains chaos","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"chinas-zero-covid-policy-still-causing-supply-chains-chaos","to_ping":"","pinged":"","post_modified":"2022-11-03 09:48:04","post_modified_gmt":"2022-11-03 09:48:04","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=15870","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"15872","productGallery":null,"woo_quick_view":"[woosq id= 15870]","postGallery":"","post_type_name":"Post"},{"ID":"19469","post_author":"3","post_date":"2022-11-30 14:20:17","post_date_gmt":"2022-11-30 14:20:17","post_content":"\u003Cstrong\u003E\u003Cem\u003EShipping, air freight and possibly some supply chains threatened with renewed crisis as China plunges back into emergency anti-COVID measures.\u003C/em\u003E\u003C/strong\u003E\r\n\r\nSo far, the implications for ports and airports appear not to be too serious, although why this is the case in not clear, as many major cities and regions are in some form of emergency measures. Ominously, the city of Shenzhen has 
2608issued a \u201cwork from home\u201d order despite the wider region appearing to relax measures in the face of public disturbances.\r\n\r\nChinese state media reports that the neighbouring port of Guangzhou, \u201chas seen a limited impact on logistics and trade so far thanks to the local government\u2019s launch of dynamic epidemic control measures to bring down the possible impact of the outbreak and quick reining of the virus.\u201d\r\n\r\nPorts further up the coast also seem to be unaffected. For example, the city of Dalian relaxed measures at the end of last week.\r\n\r\nHowever, the city of Shanghai, which is the location for China\u2019s largest container port, has just embarked on a further round of restrictions, with mass testing, business closures and movement restrictions. In the past such measures have led to serious disruption at both ports and airports, with truck-traffic in particular unable to drive through the city.\r\n\r\nSimilar measures are reported to be being applied in Chengdu and Wuhan, with both production and logistics activities being disrupted. Wuhan is a significant river port on the Yangtse and a key feeder location for Shanghai. Last week saw unrest in Zhengzhou in response to the imposition of new measures, with the most high-profile disturbances at the large Foxconn production and logistics hub in the city.\r\n\r\nThe situation is all the more febrile due to the political impl
2608ications. The central Chinese government has attempted to articulate a change in policy over COVID measures, emphasising a shift away from sweeping quarantine policies. However, it does not seem that these new policies are being applied on the ground. There has been extensive public unrest in reaction to these measures.\r\n\r\nJudging by the little emerging from China, it seems that much of the regional and national government is keen to keep production and logistics operations continuing. However, it is unclear how successful they will be in the face of other parts of the state that seem wedded to a more extreme response.\r\n\r\nThe immediate implications for air and sea freight do not yet seem to be at the level of seriousness seen in 2021, when a number of major ports in regions such as the Pearl River Delta and Shanghai reduced operations to a minimum. What the present situation implies is that sea and air freight will recover at a slower rate than had been assumed. In particular it would appear that markets such as aircraft belly freight will remain short of volume.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\u00a0\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"China logistics still struggling with COVID","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"china-logistics-still-struggling-with-covid","to_ping":"","pinged":"","post_modified":"2022-11-30 14:21:14","post_modified_gmt":"2022-11-30 14:21:14","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19469","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19470","productGallery":null,"woo_quick_view":"[woosq id= 19469]","postGallery":"","post_type_name":"Post"},{"ID":"19473","post_author":"3","post_date":"2022-11-30 14:23:57","post_date_gmt":"2022-11-30 14:23:57","post_content":"A.P. Moller \u2013 Maersk\u00a0recently announced a\u00a0strategic partnership with US-based project developer Carbon Sink LLC\u00a0to develop green methanol production facilities in the US, starting with a 100,000 tonne per year. Maersk intends to purchase the full volume of green methanol produced at the plant, with options for the output of subsequent facilities at other locations. This was Maersk\u2019s eighth green-methanol agreement aimed at ramping up production of green methanol.\r\n\r\nIn July 2021, Maersk ordered the world\u2019s first container vessel fuelled by carbon neutral methanol, which will be deployed on the Baltic shipping route in 2023. In total, the company has 19 carbon-neutral container ships on order which can either run on fossil fuels or a low-carbon fuel called green methanol, and which are set to be delivered in 2024.\r\n\r\nThese investments are part of Maersk\u2019s broader ambition to become net zero by 2040. Purchasing these vessels is a key step towards meeting the target, but sourcing alternative fuels at scale presents its own set of challenges.\r\n\r\nMaersk needs approximately\u00a06m tonnes of methanol\u00a0per year to reach its 2030 target for fleet emissions target (a 50% reduction in emissions per transported container in the Maersk Ocean fleet and a 70% reduction in absolute emissions from fully controlled terminals) and even larger amounts to reach\u00a0net zero by 2040.\r\n\r\nThe 19 vessels fuelled by carbon neutral methanol will require approximately 750,000 tonnes of green methanol. The eight green-methanol agreements the company has signed so far should secure the volumes needed to meet the demands of these vessels. However,\u00a0to make a meaningful difference to its carbon footprint Maersk will need more vessels and hence more methanol.\r\n\r\nMeanwhile, other shipping lines are pursuing a similar path to decarbonisation. In January this year, the Japanese shipping giant NYK Group took delivery of\u00a0a 600ft methanol carrier equipped with dual-fuel engine technology which enables it to be powered by methanol or conventional marine fuel. CMA CGM also announced recently the purchase of six methanol-powered ships.\r\n\r\nPresently, there isn\u2019t much production of green methanol because there aren\u2019t many shipping lines running methanol-powered vessels.\u00a0Maersk strategy to simultaneously purchase carbon-neutral vessels and sign partnerships for the production of methanol certainly sends a demand signal in the market to scale up methanol production.\r\n\r\nAnother development that is likely to increase demand for alternative fuels is regulation. For instance, the EU FuelEU Maritime Regulation, part of the proposed Fit for 55 package, sets targets for vessels to reduce their greenhouse emissions over the coming decades. The regulation is expected to come into effect in 2025. This type of regulations sends a clear signal to shipping lines that they need to continue investing in carbon-neutral ships. It also sends a signal to alternative fuel producers that demand for this type of fuels will be guaranteed moving forward.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, November 24th, 2022\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Viki Keckarovska\u003C/strong\u003E","post_title":"Maersk steps up net zero push with methanol production","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"maersk-steps-up-net-zero-push-with-methanol-production","to_ping":"","pinged":"","post_modified":"2022-11-30 14:23:57","post_modified_gmt":"2022-11-30 14:23:57","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19473","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5777","productGallery":null,"woo_quick_view":"[woosq id= 19473]","postGallery":"","post_type_name":"Post"},{"ID":"19477","post_author":"3","post_date":"2022-12-01 14:21:08","post_date_gmt":"2022-12-01 14:21:08","post_content":"\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/us-retail-sales-signal-market-strength-despite-strike-threats/\" data-title=\"US retail sales signal market strength despite str
2608ike threats - Transport Intelligence\" data-description=\"The US is presently terrified of a rail strike, with the House of Representatives attempting to legislate to ban any strike and impose a deal on the unions.\"\u003E\r\n\u003Cdiv id=\"atstbx\" class=\"at-share-tbx-element at-share-tbx-native addthis_default_style addthis_20x20_style addthis-smartlayers addthis-animated at4-show\"\u003E\r\n\u003Cdiv class=\"atclear\"\u003E\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003EThe US is presently terrified of a rail strike, with the House of Representatives attempting to legislate to ban any strike and impose a deal on the unions.\u003C/span\u003E\u003C/div\u003E\r\n\u003Cdiv\u003E\u003C/div\u003E\r\n\u003Cdiv class=\"atclear\"\u003E\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 12pt;\"\u003EA number of the trade unions have threatened a strike to start on December 9th, however, the politicians think that the damage to the economy would be so great that it cannot be allowed to proceed. It appears that the politicians will get their way.\u003C/span\u003E\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003EHowever, the more important news out of the US has been the scale and trajectory of retail spending over the past week. Previously retail activity had been perceived as subdued, with the American consumer depressed by rising prices. Yet the latest data from the\u00a0US National Retail Federation\u00a0suggests otherwise.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003EThe organisation\u2019s rolling survey of shopping behaviour shows that \u201cthe total number of shoppers grew by nearly 17 million from 2021 and is the highest figure since NRF first started tracking this data in 2017.\u201d This resulted in a record 196.7million people who \u2018shopped\u2019 over the five-day period from \u2018Thanksgiving Day\u2019 to \u2018Cyber Monday\u2019.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003EIn addition to the higher activity levels, one notable development has been the continued recovery in physical, as opposed to internet, shopping. The NRF commented that \u201cretailers saw a sizable uptick of in-store shoppers. More than 122.7 million people visited bricks-and-mortar stores over the weekend, up 17% from 2021. The number of online shoppers also grew, albeit at a slower pace. This year saw 130.2 million online shoppers, a 2% increase over 2021\u201d.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003EWhilst these are early, provisional numbers, the clear suggestion is that US consumption is stronger than previously thought. This would also imply that inventory levels in the US will fall. The implications for air and sea are significant, with airfreight in particular likely to have a more supportive market environment as retailers and their suppliers rebuild inventory, although the continuing fall in the proportion of retail sales that are internet retail sales will moderate air express demand in particular.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003EAlthough it is unclear if 2023 will experience anything that could resemble a recession, with continuing high employment levels and suggestions from the Federal Reserve that monetary policy will be less aggressive, it may be unwise to over-do the pessimism.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003EAuthor: Thomas Cullen\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt; font-family: georgia, palatino, serif;\"\u003ESource: Transport Intelligence\u003C/span\u003E\r\n\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E","post_title":"US retail sales signal market strength despite strike threats","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"us-retail-sales-signal-market-strength-despite-strike-threats","to_ping":"","pinged":"","post_modified":"2022-12-01 15:04:52","post_modified_gmt":"2022-12-01 15:04:52","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19477","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3667","productGallery":null,"woo_quick_view":"[woosq id= 19477]","postGallery":"","post_type_name":"Post"},{"ID":"19538","post_author":"3","post_date":"2023-01-12 11:59:16","post_date_gmt":"2023-01-12 11:59:16","post_content":"The US rail network seems to have avoided strike disruption and is also moving away from the congestion seen through 2021 and much of 2022. However, things are still not perfect in American rail.\r\n\r\nReports in the\u00a0Wall Street Journal\u00a0and other media sources are describing conflicts between rail companies and their customers, such as Foster Farms, a large poultry farm in California. Foster Farms are complaining of poor service from Union Pacific, asserting that the rail company has not delivered consignments of corn used as animal feed, resulting in a possible need to kill a proportion of its flock.\r\n\r\nFoster Farms has complained to the Surface Transportation Board, which in-turn has ordered Union Pacific to \u201cdeliver specific train sets of animal feed to Foster Farms on the time schedule specified by UP in order to avert a potential significant loss of livestock 
2608in California.\u201d Union Pacific appears to admit that it is failing to deliver consignments, however it blames the extreme weather several weeks ago for the disruption.\r\n\r\nProblems between Foster Farms and Union Pacific are more long-standing, with Foster Farms having complained to the Surface Transportation Board in June about the quality of service.\r\n\r\nFriction between rail providers in the US and its customers date-back a number of years, after rail companies adopted a series of policies designed to work their assets more intensively. This resulted in fewer dedicated services and less flexible schedules for shippers.\r\n\r\nIndeed, it is tempting to suggest that the congestion seen across the US rail network, but especially those parts of the system serving marine container traffic, was in-part due to the effects of such policies, with infrastructure designed to work at high levels of utilisation during periods of normal demand unable to adapt to the unusual conditions of 2020-2022.\r\n\r\nThis is a strategic issue for rail freight in the US. There is a tension between the need for rail companies to work their fixed assets as intensively as they can and shippers desire for service quality. Of course, the means of resolving this is through market mechanisms. However, the vaguely monopolistic nature of rail provision makes this more difficult. This leads shippers to resort to the Surface Transportation Board. This can hardly be viewed as a satisfactory long-term solution.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti","post_title":"Old tensions resurface on US Rail","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"old-tensions-resurface-on-us-rail","to_ping":"","pinged":"","post_modified":"2023-01-12 12:46:25","post_modified_gmt":"2023-01-12 12:46:25","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19538","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19564","productGallery":null,"woo_quick_view":"[woosq id= 19538]","postGallery":"","post_type_name":"Post"},{"ID":"19541","post_author":"3","post_date":"2023-01-12 12:02:58","post_date_gmt":"2023-01-12 12:02:58","post_content":"\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/amazon-sheds-staff-but-not-so-much-in-logistics/\" data-title=\"Amazon sheds staff but not so much in logistics - Transport Intelligence\" data-description=\"Amazon is reducing the size of its workforce by 18,000 people.\"\u003E\r\n\u003Cp id=\"atstbx\" class=\"at-share-tbx-element at-share-tbx-native addthis_default_style addthis_20x20_style addthis-smartlayers addthis-animated at4-show\"\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EAmazon\u00a0is reducing the size of its workforce by 18,000 people. Widely reported in the press but apparently not formerly reported to investors, the e-retailer\u2019s CEO, Andy Jassy, seems to have made the announcement in a blog post to his staff. He stated that the planning review for the year had \u201cbeen more difficult given the uncertain economy and that we\u2019ve hired rapidly over the last several years. In November, we communicated the hard decision to eliminate a number of positions across our Devices and Books businesses\u2026.Between the reductions we made in November and the ones we\u2019re sharing today, we plan to eliminate just over 18,000 roles\u201d.\u003C/span\u003E\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EAs Andy Jassy mentioned, Amazon had already indicated in November that it needed to reduce its head count by around 10,000 due to under utilisation of capacity. However, the present message is not just more pessimistic in terms of the number of people who will lose their jobs but also focusses on parts of the business other than the logistics infrastructure. It seems that most of the job losses will be Amazon Stores, the \u2018People, Experience, and Technology\u2019 organization and the \u2018Devices and Books business\u2019. The clear indication is that Amazon had hired too many people.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EHowever, from the perspective of logistics, this consolidation should not be over-done. Although Amazon has been rationalising some of its networks and even selling-off some property, it is still expanding its fulfilment centres and transport resources. Indeed, it is noticeable that Andy Jassy does not mention logistics in his identification of parts of the business that will lose staff. Perhaps as far as logistics is concerned, it is more accurate to suggest that Amazon is\u00a0re-calibrating its rate of expansion.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EWhat is clear is that activity in the e-retail sector generally has fallen back, with FedEx\u2019s CEO estimating that online retail spending in the US has fallen from a height of 22% in 2021 to around 18% of total retail spending. It appears that Amazon is able to absorb this, with organic growth sustaining asset utilisation in its logistics infrastru
2608cture. However, others might not be so lucky.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003ESource:\u003C/strong\u003E Ti\u003C/span\u003E","post_title":"Amazon sheds staff but not so much in logistics","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"amazon-sheds-staff-but-not-so-much-in-logistics","to_ping":"","pinged":"","post_modified":"2023-01-12 12:04:36","post_modified_gmt":"2023-01-12 12:04:36","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19541","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1730","productGallery":null,"woo_quick_view":"[woosq id= 19541]","postGallery":"","post_type_name":"Post"},{"ID":"19547","post_author":"3","post_date":"2023-01-12 12:07:30","post_date_gmt":"2023-01-12 12:07:30","post_content":"While many in the Supply Chain world will posit that there was nothing to fix because the chain worked and was never broken, the fact is that the challenges that we saw over the past two years were a manifestation of Supply Chains built on the expectation that globalization with its interdependence and interconnectedness are here to stay. The pandemic, though unprecedented, exposed the vulnerabilities and weak foundation on which our consumption dependence was built. With more challenges, including regional and global conflicts and the devastating effects of climate change, structural changes need to be made inter and intra countries. While the US Infrastructure bill was passed, the difficult task of repairing the ports, airports, bridges, and roads has barely gotten off the ground.\r\n\r\nSupply Chain stayed in the limelight amidst a tumultuous start to the year with the war in Ukraine, continuing covid lockdowns in China, and of course the relentless rise in inflation across most of the developed world. Accountability is a wonderful thing! \u00a0It is always humbling to review one\u2019s prognostications and opinions, learn lessons from it and attempt to do a better job moving forward. So, in that spirit, I re-visited my predictions for 2022 (\u003Ca href=\"https://www.ti-insight.com/whitepapers/supply-chain-trends-2022/?whitepaperTitle=Supply%20Chain%20Trends%20for%202022&amp;swcfpc=1\"\u003ESupply chain trends for 2022: We broke it, let us fix it!\u003C/a\u003E) to score my thoughts before I write my piece on what I foresee for 2023!\r\n\r\nNoted below each of my predictions are reflections on the status and my thinking on its accuracy. Would be great to hear from you the reader on its veracity.\r\n\r\n\u003Cstrong\u003E\u003Cem\u003EPrediction 1. The fever will break \u2013 not just Covid and its mutating variants, but Supply chain challenges.\u003C/em\u003E\u003C/strong\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003EWith the factory of the world and its subsidiaries in Southeast Asia closing or slowing down for a few weeks in late January and early February, the long line of ships waiting to dock, and in the news every day, will give way to flowers being transported from Latin America and Europe for Valentine\u2019s day!\u003C/li\u003E\r\n \t\u003Cli\u003EDemand will swing back to services from products.\u003C/li\u003E\r\n \t\u003Cli\u003EHalloween 2022 costumes and large percentage of school and Christmas 2022 gifts are already in US inventory.\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cstrong\u003ENovember 2022 \u2013 On target!\u003C/strong\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003EShips waiting to dock in the west coast ports went back to business as usual and ocean rates from Asia plummeted.\u003C/li\u003E\r\n \t\u003Cli\u003EConsumers who were holed up at home during the pandemic, moved away from buying more products to enjoy restaurants, travel and outdoor experiences.\u003C/li\u003E\r\n \t\u003Cli\u003EAs predicted warehouses were full of Inventory \u2013 often of the wrong kind \u2013 and retailers took huge hits to their bottom line by marking down goods and selling it in bulk to discount retailers.\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cstrong\u003E\u003Cem\u003EPrediction 2. Pre seed venture funding will accelerate with a view to solving SC challenges of the past two years through technology. Along with some pure play incumbents, retailers who have acquired logistics firms will invest and acquire several of these startups. Perhaps:\u003C/em\u003E\u003C/strong\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003EMaersk will expand its footprint in the US through a quick acquisition of a logistics incumbent\u
2608003C/li\u003E\r\n \t\u003Cli\u003ESmall and mid-sized logistics firms will merge or form agreements to gain scale and compete with incumbents\u003C/li\u003E\r\n \t\u003Cli\u003EOther sector leaders, besides medium/large retailers, with core logistics needs will invest/acquire logistics tech firms, partner with platforms that provide micro fulfillment and on demand services\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cstrong\u003ENovember 2022 \u2013 On target!\u003C/strong\u003E\r\n\r\nDespite the contraction in venture funding, supply chain startups in the seed through growth phases attracted upwards of $7bn from investors who are bullish on its prospects. Automation \u2013 not just autonomous vehicles \u2013 within Supply Chain systems received a boost due to the pandemic challenges and will change the efficiency and look of future chains.\u003Cstrong\u003E\u00a0\u003C/strong\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003EWhile Maersk expanded its footprint in the US with its acquisition of Pilot Freight, the firm also acquired LF Logistics and Senator Freight Forwarding to expand beyond the ocean roots into 3PL and Air Freight.\u003C/li\u003E\r\n \t\u003Cli\u003EThe acquisitions in the small and medium logistics sector continued unabated as firms looked to scale and manage their unit costs with spiraling inflation and recession a real threat\u003C/li\u003E\r\n \t\u003Cli\u003EWhether it is the Shopify acquisition of Deliverr or that of Quiet Logistics by American Eagle, there has been a trend for platforms to compete with Amazon, Walmart, and Target by bringing competing retailers on board on a common logistics platform. There are more than 80 retailers signed to the Quiet Platform\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cstrong\u003E\u003Cem\u003EPrediction 3. Change in forecasting methodologies (see \u201cHas the just in time system run its course\u201d)\u003C/em\u003E\u003C/strong\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003ENot just algorithm or AI driven but more intuitive and dynamic with perturbations built in for better risk management\u003C/li\u003E\r\n \t\u003Cli\u003EBetter inventory management and product positioning closer to end consumer\u003C/li\u003E\r\n \t\u003Cli\u003EMeasurement of key metrics across the chain will become critical\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cstrong\u003ENovember 2022 \u2013 Mixed!\u003C/strong\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003EAs highlighted by the challenges several retailers faced with inventory, this continues to be a work in progress. While investments in automation and AI driven robotic technology have increased, I have not read anything about forecasting methodologies changing significantly. It may well be for competitive reasons!\u003C/li\u003E\r\n \t\u003Cli\u003EAs mentioned earlier, retailers were saddled with the wrong inventory.\u003C/li\u003E\r\n \t\u003Cli\u003EWhile customers, at least in the US, like speed of delivery it cannot be the primary metric to measure customer experience. This is a work in progress.\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cstrong\u003E\u003Cem\u003EPrediction 4. As demographics and immigration regulations change the labor challenges will continue \u2013 whether it is drivers, warehouse, or gig workers for final mile delivery. Look out for:\u003C/em\u003E\u003C/strong\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003EBetter pay, hours and benefits to ensure retention\u003C/li\u003E\r\n \t\u003Cli\u003EIncreasing number of firms that offer Commercial Driver Training to obtain licensing and offer on demand labor resources \u2013 maybe a minor dent to the large driver shortage. Leverage a diverse work force and tandem teams\u003C/li\u003E\r\n \t\u003Cli\u003EShort term policy changes including age, visa relaxations\u003C/li\u003E\r\n \t\u003Cli\u003EAutomation \u2013 where safety and regulation are not barriers\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cstrong\u003ENovember 2022 \u2013 Mixed!\u003C/strong\u003E\r\n\r\nWithout a doubt labor was a challenge, with a plethora of choice the average employee, at least in the first few months of the year, saw their starting wages increase substantially. This increased the urgency among logistics and fulfillment firms to automate warehouse functions and invest in retaining their existing workforce.\r\n\r\n\u003Cstrong\u003E\u003Cem\u003EPrediction 5. Penalties and incentives for reducing container hoarding\u003C/em\u003E\u003C/strong\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003EStreamlined visibility and tracking of all equipment \u2013 not just goods \u2013 across the entire chain\u003C/li\u003E\r\n \t\u003Cli\u003EIntegrated technology\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cstrong\u003ENovember 2022 \u2013 TBD\u003C/strong\u003E\r\n\r\nIt is unknown on the status of this, however companies are investing in technology or partnering with new technology vendors such as Fourkites or Project 44 on visibility.\r\n\r\n\u003Cstrong\u003E\u003Cem\u003EPrediction 6. Demand for 3PL/4PL will significantly increase \u2013 rebranding to Supply Chain as a service?\u003C/em\u003E\u003C/strong\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003EModal and Fleet expansion and partnerships \u2013 leveraging the rail and inland water network?\u003C/li\u003E\r\n \t\u003Cli\u003EMicro fulfillment centers/warehouses and leveraging platforms\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cstrong\u003ENovember 2022 \u2013 On Target\u003C/strong\u003E\r\n\r\nThis is happening, as one heard on the latest earnings call UPS is actively promoting its Supply Chain as a service which integrates all its services end to end and provides an opportunity for turnkey solutions to new and growing customers across different sectors.\r\n\r\n\u003Cstrong\u003E\u003Cem\u003EPrediction 7. China+n strategy to shorten the supply chain and for alternative production and manufacturing.\u003C/em\u003E\u003C/strong\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003EExpanding operations in Mexico, Canada, Latin America and if regulations can be revisited Puerto Rico especially for healthcare/pharma\u003C/li\u003E\r\n \t\u003Cli\u003ENiche manufacturing in the US\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cstrong\u003ENovember 2022 \u2013 On Target\u003C/strong\u003E\r\n\r\nChina\u2019s zero covid policy accelerated the trend to alternative sources of production more than a concerted strategy to near shore the supply chain. Multinationals have started the process of developing production and manufacturing in multiple countries including China. While China will continue to have an outsize role in the immediate future, it is highly likely that it will remain one among many five years from now.\r\n\r\n\u003Cstrong\u003E\u003Cem\u003EPrediction 8. While the conventional wisdom is for sustainability to take center stage, I suspect only minimal measures will be undertaken to keep shareholders at bay.\u003C/em\u003E\u003C/strong\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003ENot too bullish on culture and process changes that are in progress to weave it into the fabric of legacy firms\u003C/li\u003E\r\n \t\u003Cli\u003EOptimistic about startups and new ventures building it from the ground up\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cstrong\u003ENovember 2022 \u2013 Mixed\u003C/strong\u003E\r\n\r\nCop27 UN report highlighted greenwashing \u2013 about corporations misleading the public to believe they are doing more on sustainability then they are. While technology is a key enabler to integrate sustainability efforts into everyday processes, not many firms are likely to invest in them during these inflationary and recessionary times. \u00a0That role will fall to startups and there are signs that investment in this area has increased.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, January 5, 2023\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u00a0Raghu Ramachandran, Business Analyst and Founding Partner of 13 Colony Global\u00a0\u003C/strong\u003E","post_title":"Did we fix what we broke? A scorecard on my 2022 predictions","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"did-we-fix-what-we-broke-a-scorecard-on-my-2022-predictions","to_ping":"","pinged":"","post_modified":"2023-01-12 12:38:54","post_modified_gmt":"2023-01-12 12:38:54","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19547","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3490","productGallery":null,"woo_quick_view":"[woosq id= 19547]","postGallery":"","post_type_name":"Post"},{"ID":"19551","post_author":"3","post_date":"2023-01-05 12:18:54","post_date_gmt":"2023-01-05 12:18:54","post_content":"That COVID-19 is still a problem for the logistics markets in 2023 is remarkable.\r\n\r\nChina\u2019s withdrawal from its Zero-Covid policies ought to have opened-up its economy, with the effect that areas such as air transport would increase. In reality the reverse seems to have happened, with a string of countries re-imposing controls on flights into China. Presumably this will be temporary and air hubs in China, but also Hong Kong, will see some sort of return to normal volumes of both passengers and freight.\r\n\r\nYet the longer-term trajectory of the Chinese economy seems as if it will not resume to that of 2019. Not only has the COVID-19 crisis shaken the country but\u00a0many of the underlying contradictions in its huge economy are emerging, with domestic demand faltering as debt levels rise. In response the Chinese economy has turned to export driven growth to an even greater extent, resulting in a huge trade surplus. However, this is unlikely to be sufficient to supp
2608ort its economic aspirations even if China\u2019s trade partners continue to tolerate such an imbalance. The impact of these economic changes will be one of the key themes of 2023 for the logistics market.\r\n\r\nAnother will be the prospect of recession. The US economy teeters on the edge of a downturn, despite the full employment and a buoyant oil and gas sector. Europe is different, with volatile energy costs crippling a number of sectors whilst consumers are affected by high prices for energy. Here it would seem some sort of downturn is unavoidable. Much of the rest of the world may be sucked-downwards as well.\r\n\r\nIf the shorter-term economic direction looks uncertain, the longer-term restructuring of many sectors looks clearer. Energy, chemicals, automotive are all seeing major changes in both the nature of production and supply chain operations. Car output volume is recovering, resulting in higher costs in car-carrying shipping for example. Trade patterns around the chemical sector are also changing and this may be a trigger for other industries to follow. That said, the revolution in e-retail that was seen in 2021 appears to have collapsed.\r\n\r\nCertainly counter-inflationary forces are strong in the logistics sector. The container shipping market is heading from feast-to-famine, with an over-supply of ships and containers. Air freight may be following it, with Express carriers seeming to have surplus aircraft. Other sectors such as warehousing are clearly cooling although road freight so far has not been hit so badly, apart from the issue of fuel costs.\r\n\r\nIt will be interesting to see how well the large freight forwarders cope with these new market conditions and how the large shipping lines that diversified into area such as airfreight prosper. A further important aspect of the changed economic environment is the increase in interest rates. More-or-less absent for over a decade, they have flattered many balanced sheets and sustained ambitious investment strategies. The end of this may be the most painful for all.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti","post_title":"China\u2019s COVID hangover will not see a return to previous normality","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"chinas-covid-hangover-will-not-see-a-return-to-previous-normality","to_ping":"","pinged":"","post_modified":"2023-01-12 12:51:47","post_modified_gmt":"2023-01-12 12:51:47","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19551","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19470","productGallery":null,"woo_quick_view":"[woosq id= 19551]","postGallery":"","post_type_name":"Post"},{"ID":"19554","post_author":"3","post_date":"2022-12-18 12:38:39","post_date_gmt":"2022-12-18 12:38:39","post_content":"\u003Cstrong\u003E\u003Cem\u003EAn overview of India\u2019s National Logistics Policy. Why, What and Next Steps.\u003C/em\u003E\u003C/strong\u003E\r\n\r\n\u201cAt a time when the opportunity exists to be an alternative to the Chinese market, India requires a government more attentive to the country\u2019s infrastructure needs and active deregulation to encourage Foreign Direct Investment (FDI) for the economy to grow at projected pre-pandemic rates in the near future. Only a nationwide structural \u2013 including labor and licensing \u2013 and consistent long-term reforms, along with spending on infrastructure will attract investments into India.\u201d\r\n\r\nThis excerpt was taken from a whitepaper, written\u003Ca href=\"https://www.ti-insight.com/briefs/indias-national-logistics-policy-what-next/?swcfpc=1#_ftn1\" name=\"_ftnref1\"\u003E[1]\u003C/a\u003E\u00a0in November 2020, discussing the Indian Logistics Market which was coming up for air after the pandemic induced shutdown of March 2020.\r\n\r\nI quote this as a pre-amble to the National Logistics Policy of India \u2013 outlined as a need to reduce logistics costs by the finance minister in her 2020 budget \u2013 that was unveiled in September 2022.\r\n\r\nOver the past several years (pre-pandemic), the Indian Government rolled out a series of measures starting with a nationwide Goods &amp; Services Tax (GST) and electronic waybill for transportation providers who crossed state borders, which reduced corruption and expedited transit times. Along with those, doors were opened for additional funding including foreign direct investment for the logistics industry, by highlighting its dependence on basic infrastru
2608cture.\r\n\r\nIn 2017 a Logistics division was formed within the Department of Commerce, with an explicit mandate to develop an \u201cintegrated logistics sector.\u201d This meant policy changes, improvement in existing procedures, identification of bottlenecks and gaps, and the introduction of technology in this sector. There have been sector specific development initiatives introduced for roads, highways, ports, and better air connectivity.\r\n\r\nIn the past year the federal government rolled out a master plan (Gati Shakti) to reverse the chronic delays and abandonment of major infrastructure projects by coordinating the development and rollout of them across different departments and in collaboration with the states. All these reforms \u2013 fiscal and process \u2013 laid the foundation for the roll out of the National Logistics Policy.\r\n\r\nA key catalyst is the post Covid re-alignment of the supply chain and the very real possibility that\u00a0India\u00a0would be left behind the Southeast Asian countries as most manufacturers and multi-nationals moved towards a China+1 strategy. An ambitious multi step approach to reduce the logistics costs and improve India\u2019s logistics performance index ranking to those of the developed countries was the basis for a logistics policy. While most developed countries have a low logistics cost to GDP ratio, the Indian costs have been in the 14 to 18% range for years.\r\n\r\nThe Indian government provided several incentives for increasing manufacturing and invested in road, air, and port infrastructure. However, with a lack of a coordinated end-to-end supply chain and logistics perspective, and the siloed investments, there remained huge challenges and increasing costs for the growing number of multinationals who had established operations to meet the Indian consumer\u2019s needs.\r\n\r\nApple, with its global supply chain,\u00a0is increasing its manufacturing outside China, and with India being an untapped market, saw it fit to expand operations in country. Auto manufacturers from Japan and Korea started this trend years earlier, and along with them, the parts suppliers. The early entrants improvised their logistics while the more recent manufacturers like Mercedes seek to reinvigorate the supply chain network to developed country standards.\r\n\r\nWhile the pandemic exposed the challenges with cross border just-in-time replenishment, India faced an internal challenge with a supply chain network on different technology and communication platforms with minimal integration. The comprehensive plan of the recently unveiled logistics policy was influenced by the Confederation of Indian Industry\u2019s (CII) strategic vision and key enablers for a successful logistics sector.\r\n\r\nThe main thrust of the plan is to provide a unified digital platform that the logistics sector can leverage and ease the processes for manufacturers including exporters and importers. The objective is to ensure end-to-end visibility to all parties and reduce inefficiencies. A forum through an ease of logistics services (e-logs) platform is also part of the plan ensuring that any operational issues are flagged for government agencies to resolve.\r\n\r\nBesides the digital thrust, the logistics plan addresses, and encourages leveraging an integrated multi-modal network. A greater emphasis is placed on a shift and an increased use of an underutilized rail network, built with an emphasis on passenger transport and less for freight movement. Along with rail, inland water transport, coastal shipping, and use of pipelines to move bulk liquid is also part of the plan.\r\n\r\nAlong with transport, specific plans to meet the needs of 15 of the largest users of transport and logistics are being addressed with an effort to build a national grid of multi-modal logistics parks, with private investments taking the lead, around the key manufacturing and port locations. In sync with the logistics parks, standards, and guidelines \u2013 including clearances, for the expansion and development of warehousing industry and a system to rank and rate them \u2013 the plan also seeks to ensure there is an adequate pipeline of skilled resources to achieve the reduction in logistics costs and improvement of the LPI rank.\r\n\r\nTo paraphrase, the logistics plan is composed of\r\n\u003Col\u003E\r\n \t\u003Cli\u003EUnified digital platform\u003C/li\u003E\r\n \t\u003Cli\u003EIntegrated multi-modal network with an emphasis on using rail, inland ports etc.\u003C/li\u003E\r\n \t\u003Cli\u003EStandardization of physical assets including warehousing and containers\u003C/li\u003E\r\n \t\u003Cli\u003ESupply Chain Skills development\u003C/li\u003E\r\n\u003C/ol\u003E\r\nWhile there is uniform appreciation for the logistics plan, the challenge remains in the execution and rollout of the policies. The Indian logistics market suffers from mediocrity in comparison to the markets they compete with for attracting suppliers and manufacturers. The average turnaround time of the Indian ports is 20 to 40 hours behind the global average and the existing port infrastru
2608cture, not to mention the inland port structure, must be upgraded.\r\n\r\nThe business structure of the railroad is geared towards passengers and unless more freight corridors with greater high value goods, rather than bulk commodity cargo, and better transit times are established, they will continue to lag the fragmented road freight market. Only around 25% of freight, almost all bulk commodity, moves via rail currently. For an institution for whom customer experience has never been a priority, the Indian Railways needs to be fast, reliable, and flexible to accommodate the enterprise customers.\r\n\r\nAdmittedly it is difficult to assess the impact of Gati Shakti, Bharatmala, Sagarmala and myriad other efforts related to streamlining Infrastructure and lowering the logistics costs as a % of GDP. However, the combination and coordinated execution of these policies while removing bureaucratic hurdles is the key to a successful implementation of the National Logistics Plan\u003Ca href=\"https://www.ti-insight.com/briefs/indias-national-logistics-policy-what-next/?swcfpc=1#_ftn2\" name=\"_ftnref2\"\u003E[2]\u003C/a\u003E.\r\n\r\n\u003Ca href=\"https://www.ti-insight.com/briefs/indias-national-logistics-policy-what-next/?swcfpc=1#_ftnref1\" name=\"_ftn1\"\u003E[1]\u003C/a\u003E\u00a0Economy, e-commerce, Growth: The Indian Logistics Sector, Sept 2020 Raghu Ramachandran, 13 Colony Global\r\n\r\n\u003Ca href=\"https://www.ti-insight.com/briefs/indias-national-logistics-policy-what-next/?swcfpc=1#_ftnref2\" name=\"_ftn2\"\u003E[2]\u003C/a\u003E\u00a0The information in this brief was gathered from Government Press releases, briefing documents, news articles","post_title":"India\u2019s National Logistics Policy: What next?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"indias-national-logistics-policy-what-next","to_ping":"","pinged":"","post_modified":"2023-01-12 12:49:59","post_modified_gmt":"2023-01-12 12:49:59","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19554","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19559","productGallery":null,"woo_quick_view":"[woosq id= 19554]","postGallery":"","post_type_name":"Post"},{"ID":"19561","post_author":"3","post_date":"2022-12-16 12:43:28","post_date_gmt":"2022-12-16 12:43:28","post_content":"\u003Cstrong\u003E\u003Cem\u003EEU carbon tariffs and US subsidies will have a major impact on logistics services.\u003C/em\u003E\u003C/strong\u003E\r\n\r\nThe pressures on globalised supply chains are growing. Just after the introduction of the remarkably aggressive \u2018Inflation Reduction Act\u2019 in the US, the European Union has just agreed to adopt a carbon emissions tax on all imports into the bloc.\r\n\r\nThe EU proposal is to require products imported into the bloc to pay a tariff called a \u2018Carbon Border Adjustment Mechanism\u2019 which will mean that, in the words of the European Commission, \u201cEU importers\u201d will have to buy \u201ccarbon certificates corresponding to the carbon price that would have been paid, had the goods been produced under the EU\u2019s carbon pricing rules.\u201d\r\n\r\nIf implemented this would presumably have a substantial impact on product flows into much of Europe. For example, bulk chemicals would presumably attract substantial tariffs under the system as would any product made from steel. Up until the beginning of 2022, European economies such as Germany and Belgium ran substantial trade surpluses in sectors such as chemicals, both bulk and specialty, with Antwerp being a major production and logistics hub for the sector at a global level.\r\n\r\nHowever, the leap in energy costs had crippled the competitive position of this and other energy intensive sectors. Producers in the US and energy rich regions such as the Middle East are now in a strong position to gain market-share even within European \u2018home markets\u2019. If a carbon tariff is imposed this trade may be obstructed.\r\n\r\nAlthough the politicians behind the \u2018Carbon Border Adjustment Mechanism\u2019 will claim that it is motivated by environmental concerns it is hard to not to view its results as a major disruptor of global trade flows. The impact of the Inflation Reduction Act in the US would seem to be similar. It gives producers of electronic products such as semi-conductors, automotive lithium-ion batteries, solar-panels, even nuclear power-stations, huge subsidies to make their products in the US. The implications for sourcing production in the affected areas would appear to be very significant.\r\n\r\nIt is unclear whether either of these policies will be applied over the longer-term, with the politicians still arguing about them. However, they illustrate that the world has clearly entered a new e
2608conomic phase that has significant implications for sourcing strategies for companies with extensive supply chains. It would appear that this, in-turn, will have a major impact on logistics services, serving intercontinental routes.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti","post_title":"EU carbon tariffs and US subsidies threaten global trade","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"eu-carbon-tariffs-and-us-subsidies-threaten-global-trade","to_ping":"","pinged":"","post_modified":"2023-01-12 12:48:33","post_modified_gmt":"2023-01-12 12:48:33","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19561","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"657","productGallery":null,"woo_quick_view":"[woosq id= 19561]","postGallery":"","post_type_name":"Post"},{"ID":"19599","post_author":"3","post_date":"2023-02-09 11:05:22","post_date_gmt":"2023-02-09 11:05:22","post_content":"The maritime transportation industry is the backbone of world trade. It is the most cost-effective way to move heavy loads such as oil, grain, minerals, and containerized cargo over long distances. However, it accounts for 3% of global greenhouse gas emissions (GHG).\r\n\r\nThe International Maritime Organization (IMO) predicted in a 2015 study that if no action is taken, CO2 emissions from the industry could increase by up to 250% between 2014 and 2050. As a result, it has pledged to reduce international shipping\u2019s carbon intensity by 40% by 2030 compared to 2008.\r\n\r\nOne of the policies that will go into effect this year is the\u00a0\u003Cu\u003EEU\u2019s Carbon Border Adjustment Mechanism (CBAM)\u003C/u\u003E, which has\u00a0divided opinion internationally, as Professor John Manners-Bell described last week.\r\n\r\nAdditionally, starting on January 1, 2023, exhaust emissions from ships of 400 gross tonnages (GT) or more registered in\u00a0MARPOL signatory nations\u00a0will be measured using a scale called the\u00a0\u003Cu\u003EEnergy Efficiency Existing Ship Index (EEXI)\u003C/u\u003E.\r\n\r\nEEXI aims to assess the vessels\u2019 energy efficiency and begin data collection of their annual operational\u00a0\u003Cu\u003ECarbon Intensity Indicator (CII)\u003C/u\u003E. Carbon intensity links GHG emissions to the amount of cargo carried over a given distance.\r\n\r\nThe implementation of mandatory EEXI and CII is part of the 2018 IMO Short-Term Strategy for Reducing GHG Emissions from Ships. A ship\u2019s carbon intensity will be rated A, B, C, D, or E based on its CII (where A is the best). The rating indicates the level of performance, which will be documented in a \u201cStatement of Compliance\u201d that will be expanded upon in the ship\u2019s Ship Energy Efficiency Management Plan (SEEMP). For instance, a vessel rated D for three consecutive years or E for one year will have to submit a corrective action plan.\r\n\r\nTo get a higher rating, a ship can run on low-carbon fuel. Nonetheless, additional actions like hull cleaning to lessen drag, route and speed optimization, installing energy-efficient lightbulbs, and installing solar/wind auxiliary power for accommodation services might help the rating.\r\n\r\nThese three regulations are already sparking discussions among shipping contract parties such as ship owners, operators, and charterers.\r\n\r\nDespite all preparations, the new carbon regulations may result in several legal disputes involving existing contracts. Many ships, for example, will have to slow down or change their operational pattern, implying that time charter contracts must be flexible.\r\n\r\nLegal experts agree that shipping stakeholders must start figuring out how these new rules will affect existing contracts and shape new ones. As a result, shipowners and charterers will almost certainly need to collaborate like never before to comply with these newly already discussed regulations.\r\n\r\nOne clear thing from these changes is that these new laws will impact the sector, and it is worth keeping an eye on the domino effect that the new legislation will create.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 20th January 2023\u003C/em\u003E\r\n\r\nAuthor: Marta Chiriatti","post_title":"New Year and new sustainability laws across Europe","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"new-year-and-new-sustainability-laws-across-europe","to_ping":"","pinged":"","post_modified":"2023-02-09 
260811:09:25","post_modified_gmt":"2023-02-09 11:09:25","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19599","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2977","productGallery":null,"woo_quick_view":"[woosq id= 19599]","postGallery":"","post_type_name":"Post"},{"ID":"19604","post_author":"3","post_date":"2023-01-17 11:09:01","post_date_gmt":"2023-01-17 11:09:01","post_content":"Semiconductor production outlook continues to look pessimistic, implying weak demand for airfreight. For example, the leading semiconductor producer,\u00a0TSMC\u00a0has just issued a downbeat assessment of the market in its latest quarterly results, asserting that\u00a0 \u201c fourth quarter business was dampened by end market demand softness, and customers\u2019 inventory adjustment, despite the continued ramp-up for our industry-leading 5nm technologies\u2026moving into first quarter 2023, as overall macroeconomic conditions remain weak, we expect our business to be further impacted by continued end market demand softness, and customers\u2019 further inventory adjustment.\u201d\r\n\r\nThe comment about inventory is particularly relevant for the airfreight sector as low inventory levels invariably result in depressed demand for airfreight.\r\n\r\nThis downward trajectory of airfreight was confirmed by the latest numbers from IATA, which described demand, as measured in cargo tonne-kilometres, falling by 13.7% as compared to November 2021, with a worse fall of -14.2% for demand on international routes. Although freight capacity on airfreight also fell, it was only down 1.9% year-on-year, although again, international routes saw only a 0.1% fall. However, compared to November 2019, volume of freight carried was down only 10.1%. Of course, November is the height of the \u2018peak season\u2019 where we would normally see demand volumes rising.\r\n\r\nIATA\u00a0states that factors such as cost inflation were part of the cause of the numbers, however it admitted that world trade did grow by an annualised 3%. Again, the big problem was that of inventory. US retailers had sufficient inventory to support Christmas sales and they certainly did not need to rush product into the US using airfreight.\r\n\r\nThat is why the inventory situation at TSMC and its customers looks so ominous for the prospects for airfreight over the next half-year. Neither component producers, nor end-product manufacturers and retailers, need to move freight fast. Rather, it makes sense to use increasingly cheap sea and road freight. In addition, passenger demand continues its moderate recovery, providing plenty of belly freight for the market despite freight operators looking to shrink their fleets in the short-term.\r\n\r\nAll of this points to continuing soft prices for airfreight through the first half of 2023 and possibly the whole year.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 17th January 2023\u003C/em\u003E\r\n\r\nAuthor: Thomas Cullen","post_title":"Semiconductor inventory indicates weak demand for airfreight","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"semiconductor-inventory-indicates-weak-demand-for-airfreight","to_ping":"","pinged":"","post_modified":"2023-02-09 11:09:41","post_modified_gmt":"2023-02-09 11:09:41","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19604","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"473","productGallery":null,"woo_quick_view":"[woosq id= 19604]","postGallery":"","post_type_name":"Post"},{"ID":"19609","post_author":"3","post_date":"2023-01-16 11:10:03","post_date_gmt":"2023-01-16 11:10:03","post_content":"The EU\u2019s Carbon Border Adjustment Mechanism (CBAM) which is due to come into force in 2023 has split world opinion. Many see it as a necessary way to meet the region\u2019s climate goals, whilst others, particularly in Emerging Markets, see it as inequitable, protectionist measure punishing those countries least responsible for global warming. Either way, it is another headwind for the development of global supply chains.\r\n\r\n\u003Cstrong\u003EPreventing \u2018carbon leaking\u2019\u003C/strong\u003E\r\n\r\nIn many people\u2019s minds, the development of global supply chains predicated on low cost labour and cheap transport has led to the unnecessary movement of goods around the world, causing high levels of carbon emissions.\r\n\r\nExamples are often used to show how intermediate products within Global Value Chains cross multiple international borders before final assembly or processing, before being shipped thousands of miles to the end user market in Europe or North America. One element of this argument relates to the lower environmental standards often employed in the markets to which production has been off-shored, placing manufacturers which choose to stay in the West at a disadvantage.\r\n\r\nThe European Union has recently passed legislation to address this perceived unfairness, the Carbon Border Adjustment Mechanism (CBAM). This new tax on imports (part of its \u2018Fit for 55\u2019 package \u2013 the target to reduce carbon emissions by 55% relative to 1990 levels) has been developed to address concerns in the EU that manufacturers in the region are being put at a disadvantage by stringent environmental regulations which companies in the rest of the world do not have to follow. This, according to politicians, has encouraged off-shoring, the loss of jobs and resulted in so-called \u2018carbon leaking\u2019 i.e. carbon reduction efforts in the EU have been off-set by an increase in carbon intensive production in other parts of the world.\r\n\r\nThe CBAM will result in a levy being charged on imports of the most carbon-intensive goods which will, in the view of the EU, create a level playing-field for EU manufacturers and reduce the pressure on companies to off-shore production to lower cost markets. Commencing in October 2023, importers of certain goods (iron and steel, cement, fertilisers, aluminium, electricity and hydrogen) will need to comply with reporting obligations. Following this, \u2018free allowances\u2019 will be phased out in conjunction with the implementation of the EU emissions trading scheme (ETS) although a time scale has not yet been established.\r\n\r\nThe EU\u2019s effort to \u2018level the playing field\u2019 through the implementation of a carbon border adjustment levy has provoked widespread criticism from its trade partners, especially the USA as well as a host of countries in the developing world. However, it has also prompted many countries to engage positively with the concept, developing their own versions of Emissions Trading Schemes which w
2608ould allow exports to be exempted from the EU\u2019s mechanism. A key driver for this is that this will mean tax revenues stay at home rather than being transferred to the European Union.\r\n\r\nProtectionism of any sort has a negative impact on the global flows of goods and this will be most definitely the case with CBAM, the USA\u2019s version, the Clean Competition Act (CCA) and other such schemes. Their entire existence is based on discouraging manufacturers from unbundling, out-sourcing and off-shoring parts of their production to cheaper locations which don\u2019t meet the stringent environmental restrictions being placed upon them. Whilst the impetus for CBAM may well have been to reduce carbon leaking, it is inevitable that in many parts of the world it seems a convenient political tool to stem the exodus of Europe\u2019s heavy industry to markets with cheaper sources of energy.\r\n\r\nOn top of this, many emerging markets regard the carbon border adjustment as a levy on the poorest countries despite the fact they are least responsible for global warming. In order to counter these criticisms, it may be politic for the EU to look at using monies raised by the mechanism to help emerging markets offset the impact of climate change.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 10th January 2023\u003C/em\u003E\r\n\r\nAuthor: John Manners-Bell","post_title":"EU\u2019s controversial carbon tax","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"eus-controversial-carbon-tax","to_ping":"","pinged":"","post_modified":"2023-02-09 11:14:47","post_modified_gmt":"2023-02-09 11:14:47","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19609","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19612","productGallery":null,"woo_quick_view":"[woosq id= 19609]","postGallery":"","post_type_name":"Post"},{"ID":"19614","post_author":"3","post_date":"2023-02-09 16:13:19","post_date_gmt":"2023-02-09 16:13:19","post_content":"\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/the-future-of-the-pharma-industry-can-be-sustainable-but-barriers-remain/\" data-title=\"The future of the pharma industry can be sustainable, but barriers remain - Transport Intelligence\" data-description=\"Clearly sustainability is going to need to become a really significant part of pharmaceutical companies' business strategies if they are going to progress from where they are today to carbon neutral by 2030. It is estimated that the logistics divisions of pharmaceutical companies produce around 2% of their total CO2 footprint. However, they have long supply chains, as the total CO2 footprint of pharmaceutical companies includes all of the supply base \u2013 the majority of CO2 emissions are upstream. Supplier selection therefore needs to have sustainability at its heart and pharmaceutical companies have to drive 3PLs to deliver their own sustainable services.\u00a0\"\u003E\r\n\u003Cdiv id=\"atstbx\" class=\"at-share-tbx-element at-share-tbx-native addthis_default_style addthis_20x20_style addthis-smartlayers addthis-animated at4-show\"\u003EClearly sustainability needs to be a significant part of every pharmaceutical company\u2019s business model, in order to achieve the goal of being carbon neutral by 2030.\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003Cstrong\u003EUpstream carbon footprint\u003C/strong\u003E\r\n\r\nIt is estimated that the logistics divisions of pharmaceutical companies produce around 2% of their total CO2 footprint. However, they have long supply chains, as the total CO2 footprint of pharmaceutical companies includes all of the supply base \u2013 the majority of CO2 emissions are upstream. Supplier selection therefore needs to have sustainability at its heart and pharmaceutical companies have to drive 3PLs to deliver their own sustainable services.\r\n\r\n\u003Cstrong\u003EOcean freight\u003C/strong\u003E\r\n\r\nPharmaceutical companies favour ocean freight over air freight. Ocean produces a fraction of the carbon, has less product handoffs and is much more cost effective. It is estimated that sending freight by ocean is, depending on the temperature and the route, between 8-12 times less expensive per kilo than air transportation. Compliance points and speed also need to be taken into consideration, but sustainability does play a big part in overall calculations, as it benef
2608its the bottom line.\r\n\r\nThe container shortage situation is being exacerbated by the fact that pharmaceutical companies are filling only 10-20% of a container and then shipping them, so they\u2019re driving demand and then only part utilising the assets. If they completely utilised the assets by sharing them across several different organisations, they would lower the overall demand which would lower the price and carbon emissions.\r\n\r\n\u003Cstrong\u003ESustainable aviation fuel\u003C/strong\u003E\r\n\r\nIf one company buys for example 800,000 litres of sustainable aviation fuel, this is approaching complete global production capacity as it is in really short supply \u2013 and it\u2019s less than 1% of the air fuel that\u2019s used in the aviation industry on an annual basis. This is due to a range of factors, including high production costs and the fact that SAF technology is still in its infancy. As a result, investment in new SAF production capacity remains limited. Many pharmaceutical companies would like to invest in sustainable air fuels or ocean fuels, but they aren\u2019t actually taking the plunge and putting their capital into it. Stronger demand signals are needed if production volume is to be increased. As it becomes more mainstream and more widely available, it will reduce in price.\r\n\r\n\u003Cstrong\u003ERail freight\u003C/strong\u003E\r\n\r\nRail should be the most obvious way of moving containerized product around Europe, but the percentage of pharmaceutical products moved via rail as opposed to road is minimal. For many companies rail isn\u2019t fast enough or sufficiently robust and it\u2019s often prone to technical issues. Many companies consider it a poor transport mode, in comparison to road, in almost every aspect apart from sustainability. Pharmaceutical companies have been looking at rail in the context of China to Europe and the Chinese government have been strongly promoting this. However, with the current situation in Ukraine, this has been put on hold by many.\r\n\r\n\u003Cstrong\u003EElectric vehicles\u003C/strong\u003E\r\n\r\nPharmaceutical companies are looking into using electric vehicles for last mile delivery within small markets, in countries such as Vietnam. However, the focus will continue to be on biofuels \u2013 in the near future, technology is not going to advance fast enough for pharma products to be transported in an electric lorry, from country to country, in a reasonable timeframe.\r\n\r\n\u003Cem\u003EAuthor: Julia Swales\u003C/em\u003E\r\n\r\n\u003Cem\u003ESource: Ti\u003C/em\u003E","post_title":"The future of the pharma industry can be sustainable, but barriers remain","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-future-of-the-pharma-industry-can-be-sustainable-but-barriers-remain","to_ping":"","pinged":"","post_modified":"2023-02-09 16:13:19","post_modified_gmt":"2023-02-09 16:13:19","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19614","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19615","productGallery":null,"woo_quick_view":"[woosq id= 19614]","postGallery":"","post_type_name":"Post"},{"ID":"19631","post_author":"3","post_date":"2023-03-02 10:33:36","post_date_gmt":"2023-03-02 10:33:36","post_content":"Assuming that the automotive supply chain will return to its pre-2020 profile is dangerous. Change is happening even faster than the vehicle manufacturers had planned for.\r\nNissan for example has just been discussing the future of its supply chain architecture as part of what it calls its \u201cAmbition 2030\u201d. This outlines what the Nissan product line-up will look like.\r\n\r\nThe latest announcement is that \u201cNissan\u00a0will increase the number of models to meet the growing needs of customers for exciting and diverse electrified vehicles, introducing 27 new electrified models, including 19 new EVs, by fiscal year 2030. As a result, the electrification mix across the Nissan and INFINITI brands by 2030 is projected to increase to more than 55% globally, up from the previous forecast of 50%.\u201d For Europe the figure is even higher with 98% of vehicles to be electric vehicles (EV).\r\n\r\nIn discussions with 
2608journalists, Ashwani Gupta, Nissan\u2019s Chief Operating Officer commented that these ambitions meant that the company would need to augment its existing production EV production at the plant in Smyrna, Tennessee with new capacity to build electric drive-trains at the neighbouring plant at Decherd.\r\n\r\nNissan is also looking for a second battery plant to complement its existing supplier Envision AESC, which also has a battery production facility in Smyrna. This might be the new plant that Envision AESC is building in South Carolina partly designed to serve BMW production at Spartanburg. Part of the logic behind these announcements as they affect the US is to manage the impact of the Inflation Reduction Act. This is designed to force companies such as Nissan to build both whole vehicles and components in the US rather than importing them.\r\n\r\nWhat this example from Nissan illustrates is that the EV supply chain is being conceived of by large vehicle manufacturers within a similar architectural concept as the internal combustion supply chain, with the power-train production capacity neighbouring the assembly facility. Presumably this means that the types of logistics services that Nissan will require will not be too different either, with capabilities such sequencing and line-feed co-ordinating the flow of components into and around the assembly plant. Major components will be moved from the suppliers by road freight. The EV supply chain also looks remarkably local. How sustainable? This is a good question.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Nissan plans supply chain for electric future","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"nissan-plans-supply-chain-for-electric-future","to_ping":"","pinged":"","post_modified":"2023-03-02 10:33:36","post_modified_gmt":"2023-03-02 10:33:36","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19631","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19632","productGallery":null,"woo_quick_view":"[woosq id= 19631]","postGallery":"","post_type_name":"Post"},{"ID":"19640","post_author":"3","post_date":"2023-03-02 10:54:35","post_date_gmt":"2023-03-02 10:54:35","post_content":"\u003Cdiv class=\"at-above-post addthis_tool\" data-url=\"https://www.ti-insight.com/briefs/norfolk-southern-rail-crash-underlies-importance-of-chemical-logistics/\" data-title=\"Norfolk Southern Rail crash underlies importance of Chemical Logistics - Transport Intelligence\" data-description=\"Chemical logistics is once again demonstrating how dangerous it can be. The most recent incident is that of a train carry a consignment of bulk chemicals which derailed and caught-fire on February 3rd in the town of Palestine, Ohio in the US.\"\u003E\r\n\u003Cdiv id=\"atstbx\" class=\"at-share-tbx-element at-share-tbx-native addthis_default_style addthis_20x20_style addthis-smartlayers addthis-animated at4-show\"\u003EThe most recent incident is that of a train carry a consignment of bulk chemicals which derailed and caught-fire on February 3rd in the town of Palestine, Ohio in the US.\u003C/div\u003E\r\n\u003C/div\u003E\r\nThe train was run by Norfolk Southern and made-up of chemical tank-cars carrying a mix of hazardous chemicals including isobutylene, butyl acrylate, hydrogen chloride and vinyl chloride. The fire seems to have been fueled by a number of these chemicals. Norfolk Southern had to drain a number of the tank-cars of the vinyl chloride which was judged to be a particular hazard.\r\n\r\nDespite this, the Environmental Protection Agency said that there had been a release of a number of chemicals, and that residents of Palestine had to evacuate their homes due to fear of gaseous toxins. The Agency also described a \u201ccontaminant plume\u201d moving down the Ohio river due to liquids from the tankers washing into the local watercourses. Apparently both the threat of the air and river pollution has passed and the people of Palestine have returned to their homes.\r\n\r\nThe issue of the toxic chemical spill has become politicised, with the residents distrustful of Norfolk Southern\u2019s assurances over the safety of the crash-site and its environs.\r\nIt is unclear why the train carrying the chemicals crashed. It is also unclear why the crash caused such a severe fire. Norfolk Southern has handed over the investigation of the incident to the National Surface Transportation Board, which in-turn has stated that its \u201cinvestigators have identified and examined the rail car that initiated the derailment. Surveillance video from a resident showed what appears to be a wheel bearing in the final stage of overheat failure moments before the derailment.\u201d\r\n\r\nIn keeping with the trend for continually improving safety in chemical logistics, the number of chemical and hazardous cargo related incidents on US rail has been steadily falling. Indeed, numbers published by the Federal Railroad Administration show that derailments in general have fallen gradually but steadily over the past ten years. However, incidents around chemical logistics remain a significant problem. Extreme events such as the explosion of tank containers at the port Tianjin or the explosion of Ammonium Nitrate in Beirut are not so common, however even the best regulated location can suffer significant problems such as the fire at the Rhine logistics terminal at BASF Ludwigshafen in 2016 which killed two people.\r\n\r\nChemicals are a leading category of cargo for US rail and their management can only be regarded as an important risk that has to be managed by the rail companies. This applies in shipping, rail, airfreight and warehousing as well.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Norfolk Southern Rail crash underlies importance of Chemical Logistics","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"norfolk-southern-rail-crash-underlies-importance-of-chemical-logistics","to_ping":"","pinged":"","post_modified":"2023-03-02 10:54:35","post_modified_gmt":"2023-03-02 10:54:35","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19640","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19642","productGallery":null,"woo_quick_view":"[woosq id= 19640]","postGallery":"","post_type_name":"Post"},{"ID":"19645","post_author":"3","post_date":"2023-02-18 10:57:59","post_date_gmt":"2023-02-18 10:57:59","post_content":"Reports are emerging on the efforts of the electronics sector to relocate their operations and the operations of the supply chain out of China.\r\n\r\nFor example, Nikkei Asia is reporting that the companies \u201cApplied Materials, Lam Research and KLA\u201d who account for a third of what they call \u201cchip production tools\u201d, have been, since October, \u201ceither relocating non-Chinese staff from China to Singapore and Malaysia, or increasing production capacity in Southeast Asia, according to five people familiar with the situation.\u201d\r\n\r\nThe Nikkei also quoted a supplier of one of the three companies, saying that \u201cour customers have been asking us to accelerate our support to their Southeast Asia locations in the past few months. We also noticed they\u2019ve increased their personnel there.\u201d\r\n\r\nThe trigger for this has been the politics around the US export controls on China. American companies, in particular, are under pressure to pull out from China, so such shifts should not be so surprising.\r\n\r\nHowever, relocating is not always risk-free. The Financial Times today reported that Apple was encountering problems with its new Indian supply chain, specifically at a facility making casings for mobile phones which Tata Group owns. The output had a quality control failure rate of 50%, whereas Apple aspires to \u2018zero-defects\u2019. Reportedly, Apple has also encountered problems with its programme of expansion in India \u201cdue to challenges in logistics, tariffs and infrastru
2608cture\u201d.\r\n\r\nIt is unclear where these reports have emerged from. The FT implies it is someone from within Apple, leading to the possibility that Apple is looking to put pressure on its supplier, Tata. However, the wider issues of \u2018logistics tariffs and infrastructure\u2019 are hardly surprising.\r\n\r\nApple has outlined its ambitions to make India an important supply and production base for its hardware products, having previously been heavily dependent on China for assembly operations and components.\r\n\r\nThese reports add substance to the big picture story around the supposed shift out of China by the electronics sector. Many macroeconomic indicators suggest that foreign investment in China is continuing to be substantial. However, some sectors do seem to be changing their approach to China. A dedicated \u2018China supply chain\u2019 in electronics hardware appears to be emerging, whilst the production destined for the rest of the world continues to shift to South East Asia.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Electronics move out of China, but Apple struggles in India","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"electronics-move-out-of-china-but-apple-struggles-in-india","to_ping":"","pinged":"","post_modified":"2023-03-02 10:58:38","post_modified_gmt":"2023-03-02 10:58:38","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19645","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19646","productGallery":null,"woo_quick_view":"[woosq id= 19645]","postGallery":"","post_type_name":"Post"},{"ID":"19690","post_author":"3","post_date":"2023-03-20 12:55:12","post_date_gmt":"2023-03-20 12:55:12","post_content":"For advanced sectors of the industry, legislation passed in the US and other Western markets has led to a ban on investment in\u00a0\u003Ca href=\"https://www.ti-insight.com/briefs/west-builds-factory-network-in-light-of-china-taiwan-tensions/?swcfpc=1\"\u003EChina\u003C/a\u003E, the export of advanced technologies and services to China as well as the use of Chinese made electronic components in Western infrastructure. The aim of the legislation is to:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003ESet back the development of China\u2019s chip design and manufacture in order to prevent the technology \u2018bleeding\u2019 from commercial to military use. The US sees companies such as Huawei as an extension of the Chinese government.\u003C/li\u003E\r\n \t\u003Cli\u003EReduce the vulnerability of Western infrastructure (communications, technology, energy, transport and financial) to hacking by Chinese intelligence services through purposefully designed \u2018backdoors\u2019 in electronics components.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nThe ban extends to the export of all proscribed advance technology products to China which contain US intellectual property. This has had significant impact on many other countries\u2019 high-tech sectors which risk being shut out of a substantial market.\r\n\r\nOne company to be impacted by the export ban is Apple. US government restrictions which came into force in 2022 meant that it became unable to use the memory chips of China\u2019s Yangtze Memory Technologies Co. (YMTC) in its smartphones, computers and iPads. Although there are more advanced chips in the market, YMTC\u2019s were 20% cheaper than its competitors due to government subsidy. Apple had planned to use the chips in a Chinese-only version of its iPhone and then roll out their inclusion globally. However, this now no longer looks feasible, not least because of the ban on future input into the YMTC\u2019s research and development programmes by US companies.\r\n\r\nMore directly affected is Dutch company ASML. It is the only supplier in the world of very sophisticated lithography machines for the semiconductor sector. The Dutch government announced in March 2023 that it was acquiescing to US demands that its allies fall into line with its export ban. 
2608Consequently, ASML will have to apply for licences to export its most advanced technologies and it is unclear whether it will be allowed to continue servicing the machinery it has already supplied to China.\r\n\r\nChinese-made products are also being banned in the West. Not only are many types of component manufactured by Huawei being prohibited or phased out of 5G networks, but video and surveillance equipment made by companies such as Hikvision, Dahua and Hytera are also being proscribed. This is not only because of the perceived security issues related to their use in sensitive government or public buildings, but also due to their deployment in Xinjiang Province in China and their alleged role in the oppression of the Uyghur community.\r\n\r\nThe result of these restrictions will mean that there is an increasing risk that high tech supply chains will become \u2018bifurcated\u2019. OEMs and their suppliers may end up building one supply chain to serve the Chinese market, with Chinese designed, developed and manufactured products and another to supply the rest of the world. This will mean significant cost implications which are likely to result in higher prices and disrupted supply in the West (at least until new semiconductor plants are built in Europe and North America) and poorer product choice in China and slower development of artificial development products by Chinese technology companies (including Alibaba). Whilst economically challenging for companies and economies right around the world, these measures are seen as necessary by Western security agencies which judge the strategic threat posed by China as the more urgent priority.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Prof. John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"US ban on advanced tech exports to China starts to bite","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"us-ban-on-advanced-tech-exports-to-china-starts-to-bite","to_ping":"","pinged":"","post_modified":"2023-03-28 12:56:35","post_modified_gmt":"2023-03-28 11:56:35","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19690","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19646","productGallery":null,"woo_quick_view":"[woosq id= 19690]","postGallery":"","post_type_name":"Post"},{"ID":"19693","post_author":"3","post_date":"2023-03-21 12:58:31","post_date_gmt":"2023-03-21 12:58:31","post_content":"Whilst China has once more retained its position at the top of the Agility Emerging Markets Logistics Index, the past year has been one characterised by political, economic and social upheaval, a new and worrying state of affairs for a government which prides itself on continuity and \u2018advancement\u2019.\r\n\r\nThere is an impending crisis related to China\u2019s claims on Taiwan. The escalating tensions between Taiwan\u2019s ally, the USA, and China which can, and already is, having an impact on trade flows. The breakdown of relations started with the tariffs imposed on China by President Trump and continued under President Biden.\r\n\r\nThe visit of the Speaker of the US House of Representatives, Nancy Pelosi, to Taiwan in August 2022, prompted China\u2019s military to undertake \u2018live firing\u2019 exercises in the waters around the island, disrupting air and shipping lanes.\r\n\r\nThis was a clear signal to the international community that a blockade of Taiwan could be used as a diplomatic and economic lever. Given the reliance of the global semiconductor industry on Taiwanese manufacturers, especially in terms of the most advanced technologies, the West has taken steps to try to establish its own factories, whilst simultaneously preventing China from gaining access to technology which could be used for military purposes.\r\n\r\n\u003Cstrong\u003EMoving production out of China\u003C/strong\u003E\r\n\r\nFrom 2023 onward, Southeast Asia, India, Europe and North America will be more attractive production and sourcing destinations than China.\r\n\r\nSoutheast Asia followed by India will be the most attractive re-location destinations, with 13.6% and 13.4% of respondents respectively stating their companies will move production or sourcing activities to these destinations.\r\n\r\nMoving production out of China is easier for some industries than others. Supply chains for products like furniture, apparel and household goods will be relatively easy to diversify because the inputs are relatively easy to obtain.\r\n\r\n\u003Cstrong\u003E\u2018In China for China\u2019 production strategy\u003C/strong\u003E\r\n\r\nA so-called \u2018In China, for China\u2019 production strategy has been developed by increasing the domestically-sourced proportion of intermediate goods. This would obviate the need to import components from competitors throughout the region \u2013 a calculated, strategic and successful move.\r\n\r\nEncouraged by the country\u2019s political leaders, consumers are purchasing Chinese-made rather than foreign goods in increasing volumes, a significant shift in behaviour from only a few years ago. This trend is particularly evident in the younger demographic which takes pride in buying domestically produced goods.\r\n\r\n\u003Chr /\u003E\r\n\r\nFor more on how China is being decoupled from global supply chains and our Index top ten (India, UAE, Malaysia, Vietnam and more):\r\n\r\nDownload Tis &amp; Agility's \u003Cstrong\u003Efree report:\u00a0\u003C/strong\u003E\u003Ca href=\"https://www.ti-insight.com/whitepapers/2023-agility-emerging-markets-logistics-index/?swcfpc=1\"\u003EAgility Emerging Markets Logistics Index\u003C/a\u003E","post_title":"West builds factory network in light of China/Taiwan tensions","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"west-builds-factory-network-in-light-of-china-taiwan-tensions","to_ping":"","pinged":"","post_modified":"2023-03-30 17:32:47","post_modified_gmt":"2023-03-30 16:32:47","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19693","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19694","productGallery":null,"woo_quick_view":"[woosq id= 19693]","postGallery":"","post_type_name":"Post"},{"ID":"19697","post_author":"3","post_date":"2023-03-28 13:13:56","post_date_gmt":"2023-03-28 12:13:56","post_content":"\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003ETi has often highlighted the potential use of robotic systems across the logistics landscape and, as we know, robots have been operating within various industry sectors for decades. Many of these installations have been used for large scale repetitive manufacturing tasks such as those found in the automotive sector. As technology has advanced and critical components have become smaller, more reliable and power efficient, robots and robotic systems have expanded into a variety of sectors, including ecommerce and logistics operations.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003E\u00a0\u003C/span\u003E\u003Cspan lang=\"EN-US\"\u003EMany of the advanced fulfilment centres operated by companies such as Amazon, Walmart, Ocado, etc. have used robots to improve service levels and accuracy as they scale up. Workers in many companies understand that they will be working in an environment where they are either assisted by a robotic system or act in concert alongside robots.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cspan style=\"font-size: 10px;\"\u003E\u003Cem\u003EMore tech trends from Ken in the latest podcast.\u003C/em\u003E\u003C/span\u003E\r\n\u003Cdiv style=\"width: 100%; height: 200px; margin-bottom: 20px; border-radius: 6px; overflow: hidden;\"\u003E\u003Ciframe style=\"width: 90%; height: 200px;\" src=\"https://player.captivate.fm/episode/a6177d97-7826-4855-bfb5-9dd5a8fa0124\" frameborder=\"no\" scrolling=\"no\" seamless=\"\"\u003E\u003C/iframe\u003E\u003C/div\u003E\r\n\u003Cstrong\u003E\u003Cspan lang=\"EN-US\"\u003EThe humanoids have arrived\u003C/span\u003E\u003C/strong\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EIn some of our recent reports we have mentioned the work of companies such as \u003Ca href=\"https://www.bostondynamics.com/\"\u003EBoston Dynamics\u003C/a\u003E and provided links to its (often impressive) videos featuring the latest generation of their robots either running, jumping, dancing or performing in a human like manner. In all other respects though the units themselves are obviously \u2018mechanical\u2019 and are unlikely to be viewed as anything else. This is about to change.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EOn March the 2nd, a robotics startup called \u003Ca href=\"https://www.figure.ai/\"\u003EFigure\u003C/a\u003E, based in California\u2019s Silicon Valley, unveiled its first product. It is a general purpose \u2018humanoid\u2019 robot that is designed to be deployed across a range of commercial and domestic environments alongside (or instead of) humans.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EThe company did not reveal the robot itself, only the CAD drawings and images being used by the production process. The reason this announcement has attracted serious attention rather than being lost in the general PR noise surrounding most technology announcements, is because of the team building the robot. \u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EThey are all experienced and have been working on these technologies for government advanced research agencies and successful manufacturing start-ups (in some cases for decades). They include specialists in technologies such as human machine cognition, DARPA\u2019s robotics challenge competitions, NASA\u2019s Valkyrie project, researching the use of humanoids for space exploration. \u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EThey have also hired engineers from Boston Dynamics, Apple, Tesla and Google\u2019s X division amongst others. This is a large and growing team of specialist engineers, focused on bringing the robots to market. \u003C/span\u003E\u003Cspan lang=\"EN-US\"\u003EThey have initial funding of at least $100 million for the first phase of development.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EThe reason they have focused on a humanoid design for the robot is that although robots have been used in many manufacturing scenarios, with designs optimised for the task in hand (such as welding and screwing machine parts together thousands of times without interruption and incredibly reliably), our world has been designed around human form. We are very adaptable and dexterous. So rather than try and adapt tasks to fit the shape of the robot, it makes sense to design the robot to resemble us, for optimal performance.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EThis approach does however have implications around packaging. A lot of the necessary technology has to be adapted and\u00a0 to fit into a humanoid shape. Think about the provision of capabilities to enable a sufficient range of movement in the limbs, appropriate sensor technology that can interpret touch, and the force required to grip, push or pull objects correctly. etc.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003E\u00a0\u003C/span\u003E\u003Cspan lang=\"EN-US\"\u003EThe task is really to create a system combining advanced autonomous intelligence, combined with hardware that can function safely in a range of scenarios. \u003C/span\u003E\u003Cspan lang=\"EN-US\"\u003EThe team understand that they are a long way from realising their goals and will go through several iterations before the dream of a general purpose humanoid robot available from your local department store is reality. Nonetheless, they s
2608ay that the first versions will be walking in their labs before the end of April this year (2023).\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EThis is relevant to the logistics sector as their target market for initial deployment is the warehouse, factory, fulfilment centres and some retail distribution operations. These markets suffer from chronic labour shortages in many countries. Sales into this market are seen as a route to short term revenue generation as many companies will already have experience of using robotics technologies and have internal mechanisms for operations, maintenance and support.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EFigure are not the first company to pursue this idea and they will certainly not be the last. But they have articulated a sensible proposition and seem to have established a team with the right ingredients of experience, realism, a successful track record of making stuff and crucially, funding.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003E\u00a0\u003C/span\u003E\u003Cspan lang=\"EN-US\"\u003EThe foundational technologies will continue to improve, as will the machine intelligence and operating systems. Just look at the incredible pace of development in generative AI since the first version of ChatGPT was announced last autumn. Looking at their website and the open positions for employees and engineers, it looks like an exciting opportunity \u201cto try and change the world.\u201d\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EIt will be interesting to see how this develops. \u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003E\u003Cstrong\u003ETech news in brief\u003C/strong\u003E\u003C/span\u003E\u003C/p\u003E\r\n\u003Cem\u003EGoogle's cloud platform supports supply chain operations\u003C/em\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EAlong with the announcements from Microsoft and Amazon\u2019s AWS, Google has now started to highlight how its cloud platform now provides services and tools to support advanced supply chain operations. \u003C/span\u003E\u003Cspan lang=\"EN-US\"\u003EIt\u2019s clear that these tech giants are now starting to focus on the logistics sector to unlock a potentially huge revenue stream, as well as a rich environment for data collection. This could present a considerable challenge to specialised supply chain application vendors, who will struggle to justify outdated technologies and business models based on licensing.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cstrong\u003EKen's top read\u003C/strong\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EInteresting article from \u003Ca href=\"https://www.mckinsey.com/capabilities/mckinsey-digital/our-insights/the-erp-platform-play-cheaper-faster-better?stcr=EF4E5AF93B1F4192A9BE66BE0D9B3594&amp;cid=other-eml-nsl-mip-mck&amp;hlkid=8f645974362e4a32baae6ad08ee88fdc&amp;hctky=2825763&amp;hdpid=0a5a3649-3876-4749-ac70-2e8ec040aef6\"\u003EMcKinsey\u003C/a\u003E suggesting alternatives to the old and outdated (and very expensive) ERP platforms operated by many enterprises. Some of them have been highlighted in previous briefs by Ti. \u003C/span\u003E\u003C/p\u003E\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Ken Lyon\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insights","post_title":"The humanoid robot that\u2019s (almost) ready for the warehouse","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-humanoid-robot-thats-almost-ready-for-the-warehouse","to_ping":"","pinged":"","post_modified":"2023-03-28 13:13:56","post_modified_gmt":"2023-03-28 12:13:56","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19697","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19698","productGallery":null,"woo_quick_view":"[woosq id= 19697]","postGallery":"","post_type_name":"Post"},{"ID":"19701","post_author":"3","post_date":"2023-03-18 13:15:06","post_date_gmt":"2023-03-18 13:15:06","post_content":"Last February, the European Parliament passed new legislation to accelerate the transition to electric vehicles and tackle climate change. The legislation virtually forbids the sale of new petrol and diesel vehicles within the European Union as of 2035.\r\n\r\nSimply put, the newly approved law required carmakers to achieve a 100% cut in CO2 emissions by 2035 from new cars sold.\r\n\r\nDespite EU countries agreeing on the deal with lawmakers last October, the law still needed final approval, which was expected this month.\r\n\r\nHowever, at last week\u2019s meeting, some EU member states delayed formal approval of the legislation. Germany has united with Italy and certain Eastern European nations\u00a0\u003Ca href=\"https://www.ti-insight.com/briefs/eu-member-states-postpone-voting-on-ice-phase-out/?reportTitle=EU%20member%20states%20postpone%20voting%20on%20ICE%20phase-out&amp;swcfpc=1\"\u003Ein opposition to the planned phase-out of internal 
2608combustion engines (ICE).\u003C/a\u003E\r\n\r\nThe halt on the legislation seems to be due to the missing explanation on the role played by CO2-neutral, or \u201ce-fuels\u201d, and the need for more clarity in the potential use of e-fuel in combustion vehicles after 2035.\r\n\r\nSo why is this legislation important for Europe?\r\n\r\nAccording to the EU, the 2035 deadline is essential because new cars have an average lifespan of 15 years. A later prohibition would prevent the EU from achieving net zero emissions by 2050, the worldwide milestone experts believe would stop catastrophic climate change.\r\n\r\nThe new plan is still in the air, and the final vote may not take place until 2024. However, even if the EU parliament approves the use of e-fuel following the 2035 ICE ban, the technology will still need to advance to provide a competitive alternative to gas and diesel.\r\n\r\nFurthermore, it is difficult to imagine many automakers investing in R&amp;D for this technology, considering that many have already started to completely embrace battery-electric vehicle (BEV) models as the new standard for transportation.\r\n\r\nRoad freight operators, for instance, are experimenting with electric trucks and dedicating more resources to the electrification their fleet. One example is the latest news of\u00a0\u003Ca href=\"https://www.ti-insight.com/db-schenker-brings-first-prototype-volta-zero-truck-on-the-road/?swcfpc=1\"\u003EDB Schenker\u2019s plan to add 150 Volta Trucks to its fleet by end of 2023.\u003C/a\u003E\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 14\u003Csup\u003Eth\u003C/sup\u003E\u00a0March 2023\u003C/em\u003E\r\n\r\nAuthor: Marta Chiriatti","post_title":"EU member states postpone voting on ICE phase-out","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"eu-member-states-postpone-voting-on-ice-phase-out","to_ping":"","pinged":"","post_modified":"2023-03-28 13:16:55","post_modified_gmt":"2023-03-28 12:16:55","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19701","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19612","productGallery":null,"woo_quick_view":"[woosq id= 19701]","postGallery":"","post_type_name":"Post"},{"ID":"19704","post_author":"3","post_date":"2023-03-10 13:18:00","post_date_gmt":"2023-03-10 13:18:00","post_content":"A world connected more than ever before sees expat populations settling in every part of the world. India (17.5 million), Nigeria (17 million), and Mexico (11.8 million) are the three largest expat groups around the world. Whilst B2B globalized trade is on the decline, a new era of C2C trade may be growing, whilst unable to demand the huge volumes the B2B industry does it is a growing segment of world trade that provides opportunities for small community-based freight forwarders.\r\n\r\nNotable examples of these opportunities are in the most diverse economies in the World, namely The United Kingdom, The United States, France, and now ever increasingly countries in the middle east with global cities such as Dubai and Doha. In the UK\u2019s 2021 Census, 1.1 million individuals identified as Caribbean. The Caribbean community has a long tradition of sending \u2018Barrels\u2019 back to families who remain on the volcanic islands. These Barrels tend to be 50-220 Litre plastic drums filled to the brim with goods and presents for the families back home, a combination of clothes, food, and items with a strong sell-on value back in the homeland. This is evidence of trade relationships driven not by business activity, but rather individuals.\r\n\r\nModern multicultural communities are also now better connected to the homeland than ever before. This is allowing expats to purchase goods either directly or through a friend/family member abroad very easily on websites or using messenger apps such a WhatsApp. 1.6 million of participants of the UK\u2019s 2021 census identify as Pakistani, this population has created a strong trading bond between the two countries which looks set to grow and grow following Brexit. Pakistan\u2019s Exports to the UK totalled $2.1bn in 2021 and The British High Commissioner to Pakistan forecast this to double by 2025.\r\n\r\nThere is also evidence that these new cultural connections around the world are driving up FCL volumes. In January 2023, the World Economic Forum identified used car exports to Africa as the opportunity of the decade. Between 2015 and 2019 the global export of used cars increased from 3.4 million to nearly 5 million with the largest exporters being the US, Europe, Japan, and South Korea. Used cars are often shipped by African expats living in Europe to family members who can use the car or sell it on whole or in parts. This requires full containers and is a growing source of demand in the shipping industry between Europe and West Africa. Critics do however recognize that cars sent abroad are often old high polluting models and these trade flows discourage the growth of new car production in the destination country.\r\n\r\nIn conclusion, whilst globalisation appears to be on the decline for B2B trade, a new world with huge diasporas spread across the globe and a digital world to keep individuals connected to family members and businesses in the homeland looks set to play a bigger role in building and maintaining some of the world\u2019s most valuable trading relationships. The industry must adapt to understand and meet the needs of these communities whilst opening up big opportunities for community-level and family-run freight forwarders, who will keep the next generation connected to their roots.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Nathaniel Donaldson\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"A connected world with multicultural societies is set to drive a new type of globalised trade","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"a-connected-world-with-multicultural-societies-is-set-to-drive-a-new-type-of-globalised-trade","to_ping":"","pinged":"","post_modified":"2023-03-28 13:26:27","post_modified_gmt":"2023-03-28 12:26:27","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19704","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19705","productGallery":null,"woo_quick_view":"[woosq id= 19704]","postGallery":"","post_type_name":"Post"},{"ID":"19708","post_author":"3","post_date":"2023-03-28 13:32:41","post_date_gmt":"2023-03-28 12:32:41","post_content":"There is a shift towards less mass textile production in China, due to a combination of higher costs, concerns about working conditions and chaotic supply chains. The shift was accelerated by continued supply chain disruption after the onset of the Covid-19 pandemic, which led to a jump in freight costs and shipping delays. This resulted in the textile and garment sector looking for alternative markets.\r\n\r\n\u003Cem\u003EIndonesia\u003C/em\u003E\r\n\r\nIndonesia has a large and low-cost labour force, access to raw materials and reasonably well-developed transport networks, although the decision by the US to remove the country from its list of developing countries receiving preferential tariff treatment may hinder its development. Energy prices are also high compared to other countries in the region and currency weakness is impacting on the cost of imported raw materials. In 2022, the textile and garment sector accounted for approximately 11% of manufacturing exports, and 5% of total exports and employed around 4.3 million people.\r\n\r\n\u003Cem\u003EBangladesh\u003C/em\u003E\r\n\r\nTextile and garment production is by far the biggest industry in Bangladesh, which profited from surging sales when Covid-19 lockdowns eased.\u00a0 At the end of 2022 clothes sales fell, resulting in huge inventories at retailers. In a fiercely competitive industry with small margins, Bangladesh is particularly vulnerable to changes in consumer tastes and buying habits. In the first quarter of 2023, the situation with inventories shows little sign of change.\r\n\r\n\u003Cem\u003EVietnam\u003C/em\u003E\r\n\r\nIn 2020, Vietnam be
2608came the world\u2019s second largest exporter of ready-made garments, with the sector employing around 2.5 million people. There was a big decline in exports in 2022, mainly due to rising inflation in the west. However, in January 2023 tariffs on a range of garments and textiles shipped to the EU were reduced as part of the\u00a0\u003Ca href=\"https://policy.trade.ec.europa.eu/eu-trade-relationships-country-and-region/countries-and-regions/vietnam/eu-vietnam-agreement_en\"\u003EEVFTA\u003C/a\u003E. It is hoped this will stimulate demand.\r\n\r\n\u003Cem\u003EIndia\u003C/em\u003E\r\n\r\nThe textile sector accounts for more than 2% of the total GDP and more than 12% of the manufacturing sector gross domestic product (GDP). Like other developing countries, exports have slumped since the Covid-19 pandemic. It has also been stung by preferential tariff treatment towards countries like Bangladesh and Vietnam.\r\n\r\nThe Indian government is committed to increasing textile exports from India, from the current\u00a0$44.4 billion\u00a0to $100 billion in the next five years. This will require addressing the challenges faced by the sector. In September 2021, the\u00a0\u003Ca href=\"https://www.investindia.gov.in/production-linked-incentives-schemes-india#:~:text=Production%20Linked%20Incentives%20(PLI)&amp;text=The%20PLI%20scheme%20(outlay%20of,the%20automotive%20manufacturing%20value%20chain.\"\u003EProduction Linked Incentive Scheme\u003C/a\u003E\u00a0was launched to promote investments in man-made fabric and apparels.\r\n\r\n\u003Cem\u003EAfrica\u003C/em\u003E\r\n\r\nThe production of cotton accounts for almost 7% of all employment in some low-income countries. Out of the many African countries growing and selling cotton, six do so under the label \u201dCotton made in Africa\u201d (\u003Ca href=\"https://cottonmadeinafrica.org/en/\"\u003ECmiA\u003C/a\u003E). \u200bThe demand for African designs, textiles, and garments is also increasing within the continent. Currently, in sub-Saharan Africa, the combined apparel and footwear market is estimated at $31 billion.\r\n\r\nEthiopia\u2019s textile and garment industry had been steadily growing, reaching an estimated $171m in exports, but it took a major hit from the onset of the pandemic followed by the Tigray civil war in the north in 2020. However, the biggest blow came from US-imposed sanctions in January 2022. Ending Ethiopia\u2019s preferential market access under the Africa Growth and Opportunity Act (\u003Ca href=\"https://agoa.info/about-agoa.html\"\u003EAGOA\u003C/a\u003E) has deprived the industry of its\u00a0biggest client.\r\n\r\n\u003Cstrong\u003EIn conclusion\u003C/strong\u003E\r\n\r\nChina is still the world\u2019s largest textile and garment manufacturer and exporter. Alternatives are developing but transport is an inhibiting factor, so China will retain its dominance in the market due to its strong port and road infrastructure. The alternative markets have long transit times to get to Europe or North America \u2013 very few have direct calls by shipping lines which results in additional transhipment costs and time. In addition, domestic road and rail services are often very poor. They also have weak ICT, difficulties in getting trade finance, issues related to water usage and inconsistent energy supplies.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Julia Swales\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"How viable are alternative markets to China for the textile and garment sector?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"how-viable-are-alternative-markets-to-china-for-the-textile-and-garment-sector","to_ping":"","pinged":"","post_modified":"2023-03-28 13:32:41","post_modified_gmt":"2023-03-28 12:32:41","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19708","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19709","productGallery":null,"woo_quick_view":"[woosq id= 19708]","postGallery":"","post_type_name":"Post"},{"ID":"19713","post_author":"3","post_date":"2023-03-30 08:34:47","post_date_gmt":"2023-03-30 07:34:47","post_content":"International Monetary Fund (IMF) chief Kristalina Georgieva has warned that what she calls \u2018geo-economic fragmentation\u2019, combined with financial instability, could impact heavily on the growth of the world\u2019s economy in the coming years. Speaking at the China Development Forum in Beijing in March, she said that the world risks splitting into rival economic blocs which w
2608ould leave people poorer and less secure.\r\n\r\nHer warning develops a theme set out by the IMF in January 2023. In a paper entitled \u2018Geoeconomic Fragmentation and the Future of Multilateralism\u2019, the authors describe a number of scenarios in which the cost to global output from trade fragmentation could range from 0.2% up to 7% of GDP. The organisation believes that with the addition of \u2018technological decoupling\u2019, the loss in output could reach 8 to 12% in some countries.\r\n\r\nThe authors use the paper to stress that globalization, overseen by post-war organisations such as the IMF, has brought many societal and economic benefits. Deeper trade ties have helped emerging markets reduce poverty; cross-border migration has created value in both developed and migrant-sending countries; and capital flows have led to the diffusion of technologies worldwide through foreign direct investment.\r\n\r\nThat the IMF needs to make the case for globalization is a tacit admission that it feels it is losing the argument. In its paper, the authors state that, \u2018Given current geopolitical realities, progress through multilateral consensus may not always be possible. Trust may have to be rebuilt gradually through differential engagements depending on the countries\u2019 preferences and willingness to work together.\u2019 Given the state of antipathy which exists between many of the world\u2019s trading powers this statement somewhat under plays the extent of the task required to re-establish trust and the mechanisms with which countries could work together towards further trade liberalisation.\r\n\r\nIt is ironic that Georgieva should warn of the risks of de-globalization at a conference in Beijing. Many people believe that the accession of China to the World Trade Organization (WTO) in 2001 was the first step in the loss of confidence in the rules-based multilateral trading system. There is a consensus (in the West at least) that China has used its access to the international trading regime as a means of unfair competition, unopposed by institutions such as the WTO whose job it was to enforce the rules of fair trade. At the same time as this, China has been allowed to project its economic, financial and political power throughout much of the emerging world. It is notable that China is still very keen to promote globalization and \u2018free trade\u2019 whilst many of its major trading partners have started to talk about \u2018strategic autonomy\u2019 and re-shoring. Germany, heavily invested in China, is an exception and the new Chancellor Olaf Scholz has made it clear that de-coupling from China is not an option.\r\n\r\nAt one level of course Georgieva\u2019s argument and warning makes perfect sense. Measured by top line economic growth alone, there is little doubt that de-globalization will leave many countries worse off. However, this argument ignores the political, security, legislative, environmental and ethical priorities which are leading to the creation of competing supply chain hegemonies. The shift to a fragmented, multipolar world has already started and there will be no going back.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 30\u003Csup\u003Eth\u003C/sup\u003E\u00a0March 2023\u003C/em\u003E\r\n\r\nAuthor: John Manners-Bell\r\n\r\nJohn Manners-Bell\u2019s latest book, \u003Ca href=\"https://www.seapenbooks.com/product-page/The-Death-of-Globalisation\"\u003E\u2018The Death of Globalization\u2019\u003C/a\u003E, will be published on 5\u003Csup\u003Eth\u003C/sup\u003E May 2023. To pre-order \u003Ca href=\"https://www.seapenbooks.com/product-page/The-Death-of-Globalisation\"\u003Efollow the link\u003C/a\u003E.","post_title":"IMF warns of risks of \u2018geo-economic fragmentation\u2019","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"imf-warns-of-risks-of-geo-economic-fragmentation","to_ping":"","pinged":"","post_modified":"2023-03-30 08:34:47","post_modified_gmt":"2023-03-30 07:34:47","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19713","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1992","productGallery":null,"woo_quick_view":"[woosq id= 19713]","postGallery":"","post_type_name":"Post"},{"ID":"19844","post_author":"3","post_date":"2023-05-03 11:02:15","post_date_gmt":"2023-05-03 10:02:15","post_content":"\u201cA deceleration in U.S. retail sales growth and certain 
2608non U.S. markets remain challenged\u201d. This is the key message from UPS\u2019 latest results for the first quarter 2023.\r\nCertainly, the past quarter has not been buoyant for UPS. At the core US Domestic Express business volumes fell by 5.5% year-on-year for business-to-consumer and 5.4% for business-to-business.\r\n\r\nThe picture in \u2018International Express\u2019 traffic is not so different, falling by 6.2%. Operating profits at the Domestic Express business fell by 12.7% and at the International Express business by 28%.\r\n\r\nThe Supply Chain Solutions division also saw deteriorating business conditions, with what UPS\u2019 described as \u201csofter global demand, especially out of Asia\u201d driving down \u201cForwarding market rates and volume\u201d. The only good news was that the contract logistics continued to profit from demand in health care. For the business as a whole revenue fell by 22% year-on-year but operating profit fell by 46.4% to $258m.\r\n\r\nFor the whole of UPS, revenue fell by 6% year-on-year to $22.9bn whilst operating profits fell by 22.8% to $2.55bn. The impression seems to be that even in the US, consumer demand is weak with internet retailing continuing to fall. Slightly surprisingly, demand outside the US is even weaker, with Asia having taken a sharp downward shift and US exports to the region falling. Possibly this might be influenced by weak demand for airfreight due to high inventories. The situation in forwarding is in line with other companies results, none-the-less it confirms that both rates and volumes are continuing to head down.\r\n\r\nThe management of UPS described that they had expected at the beginning of the year, \u201cmodest recession-like conditions in the first two quarters of the year\u201d. This seems to have come to pass. The disturbing implication of UPS\u2019 results so far is that the second-half of the year may also see weak demand. In the face of a strong supply in land, sea and air freight markets, it would appear likely that prices will continue to fall.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"UPS sees recession-like conditions","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"ups-sees-recession-like-conditions","to_ping":"","pinged":"","post_modified":"2023-05-03 11:02:15","post_modified_gmt":"2023-05-03 10:02:15","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19844","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1957","productGallery":null,"woo_quick_view":"[woosq id= 19844]","postGallery":"","post_type_name":"Post"},{"ID":"19847","post_author":"3","post_date":"2023-05-03 11:12:21","post_date_gmt":"2023-05-03 10:12:21","post_content":"\u003Cdiv class=\"infogram-embed\" data-id=\"d6757c99-5478-466b-b541-fcae10202047\" data-type=\"interactive\" data-title=\"Jet fuel brief \"\u003E\u003C/div\u003E\r\n\u003Cscript\u003E!function(e,i,n,s){var t=\"InfogramEmbeds\",d=e.getElementsByTagName(\"script\")[0];if(window[t]&&window[t].initialized)window[t].process&&window[t].process();else if(!e.getElementById(n)){var o=e.createElement(\"script\");o.async=1,o.id=n,o.src=\"https://e.infogram.com/js/dist/embed-loader-min.js\",d.parentNode.insertBefore(o,d)}}(document,0,\"infogram-async\");\u003C/script\u003E\r\n\r\nJet fuel prices have steadily declined over the first quarter, after a strong start to 2023, according to the IATA Jet fuel price index.\r\n\r\nAmidst weakening prices, G7 countries have renewed their calls for more aggressive decarbonisation of the international aviation sector, while suggesting a switch to sustainable fuels would be key to success.\r\n\r\nCurrently, the price is being kept down due to a combination of excess supply due to a production hike at the start of the year, when expectations were that aviation fuel demand would soar, and stagnant demand. In hindsight, jet fuel demand has been stable however it is not in line with the supply surge.\r\n\r\nFor instance, the US Transportation Department said that in February U.S. airlines used 1.14 billion gallons of fuel, 5.4% less fuel than in January 2022 and 11.4% less than in pre-pandemic February 2019.\r\n\r\nOn the other hand, according to S&amp;P global, the momentum in jet fuel/kerosene demand in the Middle East is likely to sustain in the second quarter as the aviation sector continues to normalise. Dubai International Airport flights surpassed pre pandemic levels in March.\r\n\r\n\u003Cem\u003E\u003Cstrong\u003EFuture expectations\u003C/strong\u003E\u003C/em\u003E\r\n\r\nWhile there is a current downwards trend in Jet fuel prices in the short to medium term, looking beyond that, the cost of decarbonising air travel is likely to push up ticket prices and put some off flying and in turn, reduce belly freight capacity.\r\n\r\nAccording to\u00a0Sustainable Aviation*,\u00a0 Sustainable\u00a0aviation fuel (Saf) would be a key part of the industry\u2019s \u201cjourney to net zero\u201d, accounting for at least three quarters of the fuel used in UK flights by 2050.\r\n\r\nSaf is produced from sustainable sources such as agricultural waste and reduces carbon emissions by 70% compared with traditional jet fuel.\r\n\r\nFuel is airlines\u2019 second-biggest expense after labor, but major U.S. airlines do not hedge against volatile oil prices like most European airlines.\u00a0Currently, Saf\u00a0 is several times more expensive to produce, therefore the costs would have to be passed on.\u00a0Thus, the effort\u00a0to reach net zero will surely drive up airlines\u2019 operation costs.\r\n\r\nHeathrow Airport\u2019s director of sustainability said this \u201cgreen premium\u201d will have \u201csome impact on future demand\u201d for air travel.\r\n\r\nFor now, some market sources said lower outright jet fuel/kerosene prices could spur buying activity.\u00a0While jet fuel prices substantially declined at the onset of the Covid-19 pandemic, they bounced back sharply afterward because of inflationary pressures. This volatility, along with the push for greener fuels\u00a0 makes the long-term planning of air operations more complex.\r\n\r\n\u003Cem\u003E\u003Cstrong\u003E*Sustainable Aviation is an alliance of companies including airlines such as British Airways, airports such as Heathrow and manufacturers like Airbus.\u003C/strong\u003E\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: \u003C/strong\u003EJenan Hasan\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\r\n\r\n&nbsp;","post_title":"Jet fuel prices: bracing for a sustainable future","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"jet-fuel-prices-bracing-for-a-sustainable-future","to_ping":"","pinged":"","post_modified":"2023-05-03 11:12:21","post_modified_gmt":"2023-05-03 10:12:21","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19847","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1872","productGallery":null,"woo_quick_view":"[woosq id= 19847]","postGallery":"","post_type_name":"Post"},{"ID":"19853","post_author":"3","post_date":"2023-05-03 11:26:04","post_date_gmt":"2023-05-03 10:26:04","post_content":"Given the heightened\u00a0geo-political tensions which exist between China, its neighbours in Asia, the US and Europe, French President Emmanuel Macron\u2019s\u00a0visit to Beijing\u00a0earlier in the month (April 2023) 
2608was always going to be difficult. However, it seems that rather than attempt to undertake any sort of diplomatic balancing act, he preferred to use the visit as an opportunity to set out his own vision of international relations. In doing so, he has caused significant controversy.\r\n\r\nSpeaking to journalists on the way back from China he said that there was a \u201cgreat risk\u201d that Europe would, \u201cget caught up in crises that are not ours, which prevents it from building its strategic autonomy.\u201d The specific crisis to which he was referring was, of course, the increasingly troubled relations between China and Taiwan and the role which the US plays in providing protection to what the Chinese government sees as a \u2018renegade province\u2019. This was seen as a very clear indication that France \u2013 and the EU \u2013 would not get involved in a military confrontation if China launched an invasion of the island.\r\n\r\nThese remarks could not have come at a more sensitive time coinciding as they did with exercises by the Chinese navy in the waters around Taiwan, prompted by the visit of its President Tsai Ing-wen to the USA. The purpose of the exercises were to demonstrate how easily China\u2019s military could blockade the country and ultimately launch an invasion.\r\n\r\nMacron\u2019s words have clearly highlighted Western foreign policy divisions over the appropriate response to Chinese military aggression. Beyond this, however, it is useful to examine in more detail what he means by \u2018strategic autonomy\u2019 and its implications for global trade relations.\r\n\r\nThe phrase came to prominence during the Covid-crisis when Europe\u2019s reliance on China for the supply of PPE and certain pharmaceutical products showed the consequences of decades long off-shoring of European manufacturing capabilities and capacity. This was followed by the semi-conductor chip shortage which severely constrained Western automotive production, caused in part by Chinese lockdowns.\r\n\r\nWhilst the European Commission has previously echoed the goal of reducing the region\u2019s dependency on China, Macron has now extended the scope of \u2018strategic autonomy\u2019 to involve a loosening of security ties with the USA. It seems that he is uneasy about Europe\u2019s increased reliance on American weapons and energy in the wake of Russia\u2019s invasion of Ukraine. His stance has seen him compared to a previous French president, Charles de Gaulle, a comparison which presumably he welcomes.\r\n\r\nWhilst Macron claims to speak for the entire European Union, there are, in fact, a multiplicity of views over the future of European external relations. Olaf Scholz, Germany\u2019s Chancellor, has made it clear that global engagement is still critical for his economy given the enormous investment made by German companies in China and in the USA. He would not countenance any decoupling although this has led to criticism that the German economy has become as dependent on China for trade as it was on Russia for cheap energy. Germany\u2019s trade policy is certainly very different to Macron\u2019s more mercantilist approach which is predicated on the goal of building and protecting national \u2018heroes\u2019. In contrast, Spain and Netherlands have been wary of protectionism, unsurprising given the open nature of their successful economies and neither would countenance cutting security ties with the USA.\r\n\r\nIndeed, many countries in Europe recognize that their security situation is more reliant than ever on America (especially those in the shadow of Russia) and eschew Macron\u2019s ambition of economic and military independence from the USA as unrealistic. Indeed, Poland\u2019s Prime Minister, Mateusz Morawiecki, speaking before a visit to the US asserted strongly that good relations with America were the foundation of European security.\r\n\r\nMacron\u2019s de Gaullist ambitions of strategic autonomy have the potential to drive a wedge not only between the European Union and the US, but between European Union members. It would be tempting to believe that the West would once again be able to co
2608alesce around common foreign, trade and security policies. However, it comes at a time of other EU-US disagreements concerning subsidies (the US Inflation Reduction Act) and protectionism (the EU\u2019s Carbon Border Adjustment Mechanism). This fracturing of the world\u2019s trading regime not only shows weakness in the face of challenges from China and Russia but will also create an increasingly uncertain and hazardous business environment for global manufacturers and retailers.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Macron\u2019s \u2018Strategic Autonomy\u2019 threatens supply chain fragmentation","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"macrons-strategic-autonomy-threatens-supply-chain-fragmentation","to_ping":"","pinged":"","post_modified":"2023-05-03 11:26:04","post_modified_gmt":"2023-05-03 10:26:04","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19853","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19854","productGallery":null,"woo_quick_view":"[woosq id= 19853]","postGallery":"","post_type_name":"Post"},{"ID":"19857","post_author":"3","post_date":"2023-04-30 11:26:25","post_date_gmt":"2023-04-30 10:26:25","post_content":"There is no doubt that truck drivers have tough tasks in road transportation. Not just driving, but the drivers are also responsible for loading, unloading products, securing cargo, and checking their status, filling all necessary documents. But the profession is not what it used to be many years ago. Today, there are plenty of opportunities and innovative solutions that alleviate a driver\u2019s workload. State-of-the-art trucks, with the latest technological solutions, cameras, and automatic systems as well as increased safety and comfort features, all those things allow drivers to focus on the road and complete deliveries on time.\r\n\r\nTo overcome the problems of drivers,\u00a0Girteka\u2019s fleet\u00a0is now using a simple tablet with all features. A solution known as telematics collects information of driving performance, the status of trailer and cargo, fuel consumption, localization etc., and can also be used in terms of communication with transport managers or company departments, responsible for information flow, document preparation or even accounting.\r\n\r\nThe digitalization of services and processes inside the company is a great benefit for the driver. Through an easy-to-use tablet and dedicated system, the driver can keep track of his activities, communicate with the transport manager, plan future routes, navigate, generate documents, and analyse his driving performance. It offers drivers a simple, easy-to-use list of activities, including pre-departure inspections, permission purchases, instruction reports, trailer information, and reporting problems.\r\n\r\nWith tablet computers installed in trucks, transportation managers can provide all the information drivers need, from the route of the next shipment to instructions, changes, or just tips. And as some of them can be triggered by the data or a certain situation, instant support is provided.\r\n\r\nFurthermore, the solution provides all necessary and required information regarding drivers\u2019 working hours and rest times according to the latest Mobility Package regulations. In this way, drivers are always up-to-date and able to check their status, work, and rest hours, and plan their schedules accordingly. This information is supported by Artificial Intelligence (AI) tools to prevent errors and ensure the best conditions for drivers.\r\n\r\nThe above digital solution will not require any paper documents. Ordering logistics services, establishing routes, trucks, and trailers, coordinating with drivers, setting up loading and unloading times, providing confirmation documents at every stage, and invoicing are still quite complicated processes.\r\n\r\nFreight forwarders such as DHL and Sennder have also implemented new techniques to enhance truck driver experiences. In February 2023, DHL Supply Chain, part of Deutsche Post DHL Group, launched DHL Driver Self Service, a digital offering that reduces the time it takes for truck drivers to check in and out of facilities, driving greater operational efficiency and an improved driver experience. DHL Driver Self Service fully automates the load check-in/check-out process. In select facilities, DHL and non-DHL drivers can scan QR codes to complete necessary paperwork using their mobile phones or tablets when passing the entry gate.\r\n\r\nSimilarly, sennder introduced a driver app to centralise communication between sennder, the carrier, and the driver all in one place. The driver app saves time and speeds up payments. Its advantages include easier GPS integration, it makes coordination easy, keep drivers up to date, no more check-in calls, automated arrival and departure times and get paid faster.\r\n\r\nFurthermore, LKW Walter launched TruckerPoints, a driver bonus program in its LOADS TODAY app. Activities such as uploading documents and activating GPS are rewarded with TruckerPOints. Points can be redeemed for vouchers from LKW Walter\u2019s partners, including Amazon and Allegro.\r\n\r\nIn a climate with increasing competition between carriers and challenges to recruit and retain drivers, investments in technology solutions that make the trucking job easier will c
2608ontinue to offer a competitive advantage for carriers and\u00a0boost productivity and drivers\u2019 efficiency.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Meghna Mishra\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Digitalisation helps to simplify daily tasks for truck drivers","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"digitalisation-helps-to-simplify-daily-tasks-for-truck-drivers","to_ping":"","pinged":"","post_modified":"2023-05-03 11:29:40","post_modified_gmt":"2023-05-03 10:29:40","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19857","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3471","productGallery":null,"woo_quick_view":"[woosq id= 19857]","postGallery":"","post_type_name":"Post"},{"ID":"19860","post_author":"3","post_date":"2023-04-29 11:30:08","post_date_gmt":"2023-04-29 10:30:08","post_content":"In comments to the Financial Times this week, Michael Fitzgerald, the deputy Chief Financial Officer of Hong Kong based container shipping line\u00a0\u003Ca href=\"https://www.oocl.com/hongkong/eng/Pages/default.aspx\"\u003EOOCL\u003C/a\u003E\u00a0admitted that the shift of sourcing by Western companies out of China was \u201chappening, it\u2019s real\u201d but that the \u201cabsolute scale of China is so huge that even if Vietnam is growing by a bigger number, and\u00a0\u003Ca href=\"https://www.ti-insight.com/briefs/us-ban-on-advanced-tech-exports-to-china-starts-to-bite/?swcfpc=1\"\u003EChina\u003C/a\u003E\u00a0is growing by smaller number, that\u2019s still a huge proportion of the supply chain\u201d. Mr Fitzgerald went on to suggest that the move to shift production out of China would be \u201cincremental\u201d, with time need to make investments in capacity.\r\n\r\nIn contrast Jeremy Nixon, the CEO of Ocean Network Express, speaking at a conference in Singapore, articulated a different perspective on the China trade: \u201cWe are seeing a de-leveraging of trade between the US and China,\u201d he said, with \u201cmany companies in the US\u2026 looking to reduce down the amount of imports they have got coming from China.\u201d As evidence of this, he said that there had been a 10% fall in containers shipped from China to the US. The reason for the shift, Mr Nixon said, was \u201cgeopolitics\u201d.\r\n\r\nOne might be tempted to suggest that both are right. China has enormous capacity in many areas of manufacturing and replicating this elsewhere will take considerable time and money. However, as Mr Nixon describes, there\u2019s a clear shift towards creating sourcing locations outside of China which is having a noticeable impact on the container shipping business but also must be affecting other sectors such as airfreight. Although some sectors, such as mobile phone production, have been engaged in the process of relocation for some time, overall, the shift has taken-place remarkably suddenly. The role that economics has played in this change has been secondary to other, political issues. Therefore, it is difficult to measure how long or how far the trend away from China will go. What does seem likely is that the impact on logistics markets will be very significant, with trade patterns likely to see more change over the next ten years than they have over the previous several decades.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insights","post_title":"Shipping lines discuss prospects for China trade","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"shipping-lines-discuss-prospects-for-china-trade","to_ping":"","pinged":"","post_modified":"2023-05-03 11:31:56","post_modified_gmt":"2023-05-03 10:31:56","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19860","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5808","productGallery":null,"woo_quick_view":"[woosq id= 19860]","postGallery":"","post_type_name":"Post"},{"ID":"19864","post_author":"3","post_date":"2023-04-19 12:36:19","post_date_gmt":"2023-04-19 11:36:19","post_content":"The\u00a0World Trade Organisation\u00a0has just issued its most recent \u2018Global Trade Outlook\u2019 which forecasts that trade growth is likely to be \u201csubpar\u201d. The WTO believes that the volume of what it calls \u201cworld merchandise trade\u201d will expand by 1.7% this year, in contrast to the 2.7% seen in 2022. \u201cMerchandise Trade\u201d is trade in physical products, rather than services.\r\n\r\nThe reasons cited by the WTO for this slowdown in the rate of growth is the war in the Ukraine, what it calls \u201cstubbornly high inflation\u201d, tighter monetary policy and \u201cfinancial market uncertainty\u201d.\r\n\r\nHowever, 2024 should see things pickup, with growth in trade activity recovering to 3.2%, although the WTO does not seem very confident in this view. It comments that the \u201cestimate is more uncertain than usual due to the presence of substantial downside risks, including geopolitical tensions, food supply shocks, and the possibility of unforeseen fallout from monetary tightening.\u201d\r\n\r\nIn might be suggested that the forecasts on matters such as trade are difficult in the present economic environment, with the WTO\u2019s Chief Economist, Ralph Ossa stating that whilst effects from COVID-19 could be seen in the 2022 and 2023 growth numbers, issues such weaknesses in the banking system could result in \u201cfinancial instability if left unchecked\u201d.\r\n\r\nMr Ossa was also cautious about longer-term prospects from growth. Talking to the German newspaper\u00a0\u003Cem\u003EFrankfurter Allgemeine Zeitung,\u00a0\u003C/em\u003Ehe said that the World seemed engaged in a process of \u201cdeglobalisation\u201d which over a series of stages, would result in a fall in both cross-border trade and trade volumes. He suggested that the rate of global growth might be reduced by 5.4% a consequence of this trend.\r\n\r\nSetting aside the issue of the reliability of these forecasts, the implications for the global logistics sector would seem to be fairly clear in the short
2608-term.\u00a0Already demand on the trans-Pacific shipping routes is weak as are many markets for air freight.\u00a0The immediate prospects would appear to be a weaker demand going into the second half of the year, with the possibility of financial instability resulting in sharp falls in trade.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"WTO seeing weaker growth in 2023","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"wto-seeing-weaker-growth-in-2023","to_ping":"","pinged":"","post_modified":"2023-05-04 12:44:40","post_modified_gmt":"2023-05-04 11:44:40","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19864","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19880","productGallery":null,"woo_quick_view":"[woosq id= 19864]","postGallery":"","post_type_name":"Post"},{"ID":"19875","post_author":"3","post_date":"2023-05-04 11:49:56","post_date_gmt":"2023-05-04 10:49:56","post_content":"In a panel discussion at the \u003Ca href=\"https://logichem.wbresearch.com/\"\u003ELogiChem\u003C/a\u003E conference on 13 March 2023 in Rotterdam, with \u003Ca href=\"https://www.linkedin.com/in/robert-nessing-8808a0aa/\"\u003ERobert Nessing\u003C/a\u003E, Global Head Supply Value Chain Fungicides, Crop Protection at \u003Ca href=\"https://www.basf.com/gb/en.html\"\u003EBASF\u003C/a\u003E, \u003Ca href=\"https://www.linkedin.com/in/hanno-bruemmer-75b2ab30/\"\u003EHanno Breummer\u003C/a\u003E, EVP, Head of Supply Chain &amp; Logistics Europe, Middle East, Africa, Latin America at \u003Ca href=\"https://www.covestro.com/\"\u003ECovestro\u003C/a\u003E and \u003Ca href=\"https://www.linkedin.com/in/bjoern-neal-kirchner-816b65/\"\u003EBjoern Neal Kirchner\u003C/a\u003E, Corporate VP Supply Chain at \u003Ca href=\"https://www.henkel.com/\"\u003EHenkel\u003C/a\u003E, the question was asked: What are the main disruptions that have impacted your supply chains? How are you mitigating risk? What is coming next?\r\n\r\nFor \u003Cstrong\u003EBjoern Neal Kirchner from Henkel\u003C/strong\u003E, the main challenges have been a lack of raw materials, inflation and the conflict in Ukraine. To mitigate this they have been bundling raw materials and building agility into the supply chain. On the demand side the forecast was hit, due to constrained supply. This cause and effect forced them to make proactive decisions. Looking ahead, they will face more geopolitics, but it\u2019s all about setting up the correct processes and structures \u2013 it\u2019s a marathon not a sprint. Bjorn wants to build an Amazon like experience \u2013 they need to stay on track and not get distracted, so that they can deal with whatever crisis comes. Lead time to customers is essential \u2013 it\u2019s hurting the top line, as customer satisfaction and loyalty are so important. This was a given in the past, now it isn\u2019t. It\u2019s a new way of looking at SC and a prerequisite for success \u2013 they have to deliver to expectations. Henkel are focusing on \u2018in the region for the region\u2019, which makes the products more resilient, it\u2019s part of the game. Lead times are improved if they stay local, but some raw materials have to come from China. Consumer change drives SC strategy change \u2013 again it\u2019s the Amazon effect, it changed the paradigm, in terms of visibility needs, but there are demand changes too.\r\n\r\n\u003Cstrong\u003EHanno Breummer from Covestro\u003C/strong\u003E stated that only 1% of their business is in Russia and Ukraine. The biggest impact for them has been energy prices. There were two major effects, rising prices shifted the confidence of customers, so customer demand plunged. Some chemical plants shut down \u2013 this led to shifts in network and flows, as mass volume products shifted between regions, such as polymers and hydrochloric acid that purify water. When the network shifts it causes lots of disruption, so energy prices and uncertainty had consequences. There was a driver shortage too, on top of energy crisis. The focus is now on resilience and supplying the customer on time, as well as sustainability. They have extended the network of distribution hubs, bringing products closer to customers with a more reliable delivery date. They have partnered with TailWind Shipping Lines, so that they have direct routes between China and central Europe and more reliable routing across oceans. They also have new electric river barges, which are larger than the diesel ones and they can go on Rhine even when water levels are low. Covestro have invested in the right planning software, which comes with a cost \u2013 but it is needed when there is more inventory. Cash management is very important, also the cost of non-delivery. If the second container doesn\u2019t arrive for example, the whole production schedule is hit. They have just started integrated business planning, so putting everything together \u2013 digitalisation, visibility, systems, automation. They have invested in green energy, adding 10 windmills a day is the aim. But China is heavily investing in green energy \u2013 the green, carbon neutral products will prevail, independent of where they are produced. Europe is behind.\r\n\r\nFor \u003Cstrong\u003ERobert Nessing, BASF\u003C/strong\u003E, the most important considerations now are availability of products, inventory management, cash management and product segmentation. Marketing, collaboration with other functions and postponement strategies are all essential too. They are now moving more than 10% of the product supply close to the sales window, so \u2018treating it like ice cream\u2019. Cost and cost cutting is topic number 1 in the short
2608-term perspective. It is the biggest steep growth in planning he\u2019s seen for 15 years, with elevated planning capabilities, all discussed through top management. The supply chain team works closely with marketing, on what is important to customers and how to serve them better. They need to fix the basics first. The number one priority is delivering products in full and on time.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Julia Swales\r\n\r\n\u003Cstrong\u003ESource: \u003C/strong\u003EFoundation for Future Supply Chain","post_title":"Taking the chemical supply chain from crisis management to recovery","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"taking-the-chemical-supply-chain-from-crisis-management-to-recovery","to_ping":"","pinged":"","post_modified":"2023-05-09 13:19:46","post_modified_gmt":"2023-05-09 12:19:46","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=19875","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19642","productGallery":null,"woo_quick_view":"[woosq id= 19875]","postGallery":"","post_type_name":"Post"},{"ID":"20183","post_author":"3","post_date":"2023-05-24 11:39:12","post_date_gmt":"2023-05-24 10:39:12","post_content":"\u003Cstrong\u003EJohn, your latest book is coming out on May 5\u003Csup\u003Eth\u003C/sup\u003E. Can you explain why you have called it \u2018The Death of Globalization\u2019.\u003C/strong\u003E\r\n\r\nI chose a deliberately provocative title because in my view we have entered into a critical new period for global supply chains. Businesses and politicians have to be aware that established thinking has been turned on its head by the rise of China, populism in the West, security, environmental and ethical concerns, not to mention Covid. Trends are towards protectionism and subsidy, and this is leading to fragmentation and more barriers to trade. There will be plenty of opportunities in the new hegemony but everyone needs to be aware that this is a difficult and risky environment in which to do business.\r\n\r\n\u003Cstrong\u003ESo, politics is playing a much greater role in the development of trade?\u003C/strong\u003E\r\n\r\nYes, that\u2019s right. Since the end of the Second World War there has been a continual ebb and flow in the balance of power between what could be called \u2018dirigiste ideologies\u2019 and \u2018free market theory\u2019.\r\n\r\nCertainly during the 1980s and 90s, when I first started writing about trade, we saw the primacy of neoliberal policies which were driving the reduction of tariff and non-tariff barriers. At that time, the powers and influence of GATT, the forerunner of the World Trade Organisation, were at their peak. Protectionism was regarded as outdated as communism and I think that the apogee of this trend was China\u2019s accession to the WTO in the early 2000s. This occurred at about the same time as the publications of era-defining books such as \u2018The End of History\u2019 and \u2018The World is Flat\u2019. China, Russia, former Eastern Bloc countries and markets in emerging markets such as Africa, Latin America and parts of Asia were all expected to follow the Western line that democracy and open markets were the inevitable end point of this social, political and economic evolution.\r\n\r\nOf course, this is not what happened. China was expected to get a taste for democratic freedoms and a better standard of living which would be the death knell for communism. Instead, the Chinese government was able to manipulate its access to global markets as a way of creating wealth which it then used to project its own political and economic power throughout the world. We've seen that very clearly in its Belt and Road Initiative which has allowed it to gain enormous political influence in many emerging markets. The result has been the creation of a \u2018sinosphere\u2019 in which raw materials are extracted and funnelled towards China and in return Chinese manufacturers gain new markets for their goods.\r\n\r\nWestern politicians have only recently woken up to the threat of China's new political assertiveness and they are now scrambling to develop some sort of coordinated economic, political and security response. The confrontation with the West has led to attempts by some Western governments to prevent China using advanced technologies for its own military development. There are also suspicions that China is building \u2018back door\u2019 vulnerabilities into electronic components which w
2608ould allow it to gain access to and even control critical infrastructure in Western markets. This has already led to the bifurcation of high tech supply chains, one for the West and its allies and another for China and those countries which fall into its sphere of influence: so-called ally sourcing.\r\n\r\n\u003Cstrong\u003EYou mention ally-sourcing and a chapter in the book is dedicated to this concept. What is it and will it take off?\u003C/strong\u003E\r\n\r\nThe term ally-sourcing has come to prominence in the past couple of years. In theory it involves governments flexing their trade policy in favour of countries with a shared political and economic outlook. Given the geo-political tensions which exist between the West and China, especially now that Russia has pivoted east due to the sanctions placed upon it, ally-sourcing seems to be a very real possibility. It would allow technologies to be shared without concerns over their \u2018weaponization\u2019, for instance. In practice, thoughy, it\u2019s going to be very difficult to create a cohesive group of countries which are willing to put their trade differences behind them \u2013 just look at the disagreement over the implementation of the US Inflation Reduction Act, for instance. It is difficult to see alignment between the US and Europe, especially now that Macron has said that he would like Europe to pursue its own security policy. And then there is the question of where emerging markets would fit in such an environment. China has invested billions in these countries, and it is difficult to see how they would benefit from falling into line with Western policy on such matters. India, certainly, has its unique vision, competing with China militarily and economically, but not favouring the US or Europe. Its willingness to take cheap oil from Russia is evidence of this. So, geo-politically the world is an increasingly complex place and impossible for the West to control.\r\n\r\n\u003Cstrong\u003EWhat role has domestic politics played in these changing attitudes?\u003C/strong\u003E\r\n\r\nGlobalization is a term which often provokes suspicion or downright hostility. This is because politicians in the West were never totally honest with their electorates over the effects of offshoring and outsourcing of manufacturing. Whilst of course the cost of products has come down for Western consumers, fuelling sustained economic growth and benefits for the middle classes, globalization has resulted in the loss of many manufacturing jobs, skills and expertise to Asian competitors. This has led to the growth of \u2018rust belts\u2019 in parts of America and Europe which have resulted in many parts of society being left behind. This in turn has caused a so-called \u2018democratic deficit\u2019 which has led to the rise of populist policies as people believe they are losing their livelihoods, their communities and their cultural identity. There is a lack of trust in politicians and the many national and trans-national institutions which seem to have so much power over their lives but over which they have no control. Politicians are more conscious now than ever of this discontent and the response has been a rolling back of many liberal trade policies to a world in which subsidy and protectionism have become once again the norm.\r\n\r\n\u003Cstrong\u003EWhat about the impact of Covid?\u003C/strong\u003E\r\n\r\nThe Covid crisis really accelerated these supply chain trends. At the outset of the pandemic it became very obvious that Europe and North America were almost completely dependent on Chinese manufacturers for the supply of personal protective equipment. This led to calls from politicians such as Emmanuel Macron for more \u2018strategic autonomy\u2019 so that Europe and other Western economies were never put in that such a position again. Later on in the crisis we saw the impact of governmental stimulus packages which resulted in logistics systems becoming overwhelmed by demand for consumer goods. Ports, shipping lines, airlines, rail networks and trucking services buckled under the volumes. This, combined with many of the other issues I've already highlighted, has led to many manufacturers and retailers producing goods or sourcing products much closer to the end market, in other words reshoring or near-sourcing.\r\n\r\n\u003Cstrong\u003EAre there any other reasons for de-globalization?\u003C/strong\u003E\r\n\r\nIt is not just political developments which are leading to manufacturers to reappraise the benefits of globalization. The last ten years or so have seen corporations gain a more accurate view of supply chain risk and they are beginning to factor in the cost of many threats to their businesses when it comes to remote production. Let me give you some examples. About a decade or so ago there were another a number of natural disasters in Asia - the Japanese tsunami and the floods in Thailand are the best known - which showed that outsourcing production to the region was not just a one way bet on lower labour and transport costs. A lack of supply chain visibility and control over suppliers in Asia resulted in assembly lines being halted on the other side of the world.\r\n\r\nAnd shortly afterwards there was the factory disaster in Bangladesh which led to over 1,000 workers losing their lives. The reputation and brands of many Western manufacturer and retailing companies were tarnished as consumers became aware of the conditions in which fashion and textile goods were being produced in remote locations.\r\n\r\nWhilst its been much easier for manufacturers to quantify the cost of labour, transport and inventory, its far more difficult to measure supply chain risk taking into account probability and consequential loss. However, its something now that most global companies attempt to do which means that their sourcing strategies have become far more sophisticated. In other words, its not all about off-shoring to Asia anymore.\r\n\r\n\u003Cstrong\u003EWill sustainability also play a role?\u003C/strong\u003E\r\n\r\nDefinitely. There is legislation going through in Europe at the moment \u2013 the Carbon Border Adjustment Mechanism \u2013 which is designed to prevent \u2018carbon leakage\u2019, that is preventing manufacturers from off-shoring production to markets with lower carbon emissions standards. This is to prevent a new wave of out-sourcing due to higher costs of production in Europe which result from higher environmental standards and regulations. Imports of certain goods will have to pay a \u2018tax\u2019 which inevitably means that they will become less competitive. Although you can understand the reasoning, it is still, at the end of the day, another barrier to trade. Then there is the Inflation Reduction Act in the US which is providing billions of dollars of subsidy to manufacturers which establish production of \u2018future technology\u2019 in the country. This looks like it will lead to less products being imported to the US from the EU and Asia as supply chains will become more domestic in nature. Whilst there are plenty of political arguments for such an initiative, this looks very much like the old subsidise and protectionist policies of the 1970s.\r\n\r\n\u003Cstrong\u003EWhat will the global economic environment look like in the future?\u003C/strong\u003E\r\n\r\nAs I said at the outset, the macro environment will get a lot more complicated very quickly. Add energy and data protection policies to the mix of domestic politics, sustainability, ethics and international relations and you get an environment which is very hostile to the concept of frictionless, borderless and globalized markets. This is a shame, as many emerging markets will miss out from integration within the global trading economy and the benefits that this would have brought. There are very few organisations standing up for globalization and this is unsurprising given everything that I\u2019ve discussed. Depending on who you talk to, people see it as a vehicle for Chinese expansionism, exploitation of workers, a cause of greenhouse gas emissions or the loss of Western jobs. Whilst trade in many sectors will keep growing for many years \u2013 it is just not feasible to decouple from China in the short term \u2013 the barriers and cost of this trade will rise. This will present many opportunities for manufacturers based in Europe and North America and re-balance the relationship between risk, inventory, transport and labour. Of course, this re-balancing may occur much more quickly if relations between the West and China deteriorate further with Taiwan being the obvious flashpoint.\r\n\r\n\u003Cstrong\u003EThank you, John, for your insights and good luck with the book!\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003EAuthor: \u003C/strong\u003EJulia Swales/John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u00a0\u003C/strong\u003ETi\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EThe Death of Globalization is now \u003Ca href=\"https://futuresupplychains.org/product/the-death-of-globalization/\"\u003Eavailable to purchase here\u003C/a\u003E.\u003C/strong\u003E","post_title":"An Interview with John Manners-Bell, Author, The Death of Globalization","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"an-interview-with-john-manners-bell-author-the-death-of-globalization","to_ping":"","pinged":"","post_modified":"2023-05-25 13:13
2608:07","post_modified_gmt":"2023-05-25 12:13:07","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20183","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19625","productGallery":null,"woo_quick_view":"[woosq id= 20183]","postGallery":"","post_type_name":"Post"},{"ID":"20189","post_author":"3","post_date":"2023-05-25 13:01:31","post_date_gmt":"2023-05-25 12:01:31","post_content":"\u003Ca href=\"https://www.maersk.com/\"\u003EA.P. Moller- Maersk\u2019s\u003C/a\u003E\u00a0support to Oman Vision 2040, which aims to transform Oman into a competitive economy, is demonstrated by the company\u2019s recent growth of its robust ecosystem of integrated logistics solutions in Sohar port and freezone. Since 2022, new investments worth more than US$366m have already been made at Sohar; one of the largest industrial and logistic projects in the Sultanate. Direct access to the Kingdom of Saudi Arabia, one of the largest markets in the GCC, is made possible by the existing transportation network that connects the port and freezone to surrounding markets, including the UAE. In the Sultanate, Sohar serves as the primary entry point for imports and exports, handling around 24% of all imports. Additionally, in 2022, these exports and re-exports accounted for nearly 47% and 29% of all goods exported, respectively. In light of this evaluation, Maersk has decided to offer a variety of services that include landside transportation, cross-border cargo movement, customs clearances, warehousing and distribution, cold chain logistics, and air freight, thereby increasing efficiency for its clients and removing unforeseen costs.\r\n\r\nChristopher Cook, Managing Director, Maersk UAE, Oman, and Qatar, stated that, \u201cOman is a significant market for us where we are committed to serving our important customers by bringing world-class integrated logistics solutions closer to them. Our ambition is to simplify the supply chains, make them efficient and transparent, and thus contribute towards the Oman Vision 2040 that aims at making Oman a competitive economy.\u201d\r\n\r\nFurthermore, SOHAR port and freezone announced impressive growth in all key areas in its 2022 results. Throughput climbed by 11.3% year on year, reaching 77m tonnes in 2022. Dry and liquid bulk volumes grew by 9.6% and 25%, respectively. Vessel calls increased slightly to 3,192, while containers remained stable at 725,000 TEU. As the company continues to place a strong emphasis on supply chain optimisation and logistics, Maersk believes that its new office in Sohar will allow it to further streamline operations and solidify its position as a smart logistics hub.\r\n\r\nThe new office at the SOHAR Freezone marks a\u00a0continuation of Maersk\u2019s growth strategy in the region.\u00a0In December 2022, the company partnered with the Port of Salalah to launch a new multimodal transport solution to Al-Mazyunah Free Zone. Investments of this type at one of the leading logistics hubs provides Maersk with plenty of growth opportunities in the Middle East and North Africa region.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Transport Intelligence\r\n\r\n\u003Cstrong\u003ESource:\u00a0\u003C/strong\u003ETi","post_title":"Maersk\u2019s integrator strategy aligns with Oman Vision 2040","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"maersks-integrator-strategy-aligns-with-oman-vision-2040","to_ping":"","pinged":"","post_modified":"2023-05-25 13:11:49","post_modified_gmt":"2023-05-25 12:11:49","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20189","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5777","productGallery":null,"woo_quick_view":"[woosq id= 20189]","postGallery":"","post_type_name":"Post"},{"ID":"20191","post_author":"3","post_date":"2023-05-25 13:04:27","post_date_gmt":"2023-05-25 12:04:27","post_content":"\u003Cstrong\u003E\u003Cem\u003EIn the second brief from our Emerging Markets series, we take a look at India, the country ranked number two in the\u00a0\u003Ca href=\"https://www.ti-insight.com/whitepapers/2023-agility-emerging-markets-logistics-index/?swcfpc=1\"\u003EAgility Emerging Markets Logistics Index\u003C/a\u003E.\u003C/em\u003E\u003C/strong\u003E\r\n\r\nAt number two in the ranking, India has made significant progress in the last decade to modernise its logistics and supply chain industry and, by doing so, deliver strong economic growth. This has included introducing a Goods &amp; Services Tax (GST) as well as an electronic waybill for transportation providers crossing state borders which has reduced corruption and transit times. At the same time, the government has looked at ways of making logistics more efficient by addressing bottlenecks, introducing technology and streamlining major transport infrastru
2608cture projects, often plagued by delays and mismanagement.\r\n\r\nIn 2022 the government introduced a National Logistics Policy which has been developed to build on this progressto date. This will include the creation of a unified digital platform that will provide end-to-end visibility for importers and exporters as well as the creation of a multi-modal network that will leverage an under-utilized rail system.\r\n\r\nHowever, there is much to do if India is to attract more manufacturing from\u00a0\u003Ca href=\"https://www.ti-insight.com/briefs/west-builds-factory-network-in-light-of-china-taiwan-tensions/?swcfpc=1\"\u003EChina\u003C/a\u003E\u00a0\u2013 although the country has made a good start. In terms of logistics, for example, the average turnaround time at an Indian port is 20-40 hours higher than the global average and considerable investment is required in India\u2019s port, airport, road and rail infrastructure. While most developed countries have a single digit logistics cost to GDP ratio, the Indian costs have been in the 14 to 18% range for years.\r\n\r\n\u003Cstrong\u003ERaising barriers to capture supply chain value\u003C/strong\u003E\r\n\r\nHistorically, protectionist policies have meant that India has excluded itself from many Global Value Chains, thereby losing the economic benefits which these can bring. When Prime Minister Modi came to power many in the global community hoped that he would reduce barriers to international trade, opening up the market to foreign competition.\r\n\r\nHowever, in fact his policy response has been to raise duties further (up to 25%) on many imported intermediate products in order to encourage global suppliers to establish Indian operations and hence increase domestic value add. The so-called Phased Manufacturing Programme (PMP) started raising duties on specific components used in mobile phones in 2016 and rapidly expanded this list in subsequent years. The ambition of the PMP was to ensure that up to 50% of the value of a mobile phone assembled 
2608in India was generated by Indian-based suppliers (rather than imports), thereby establishing an eco-system for foreign investment and (although it may sound counter-intuitive) allow Indian high tech companies to better participate in Global Value Chains.\r\n\r\nThis forms part of a broader \u2018Make in India\u2019 policy discussed in detail in the\u00a0Index. The stance of the Indian government towards trade policy is complicated by internal politics. There are those which fear the impact which the entry of multinational corporations into the Indian market would have on small businesses, in particular retailers. Regulations have consequently constrained the ambitions of international retailers such as Walmart and e-commerce players such as Amazon. There are also those who believe that China provides the greater threat, dumping cheap, subsidised exports on the Indian market to destabilise the economy and support its political goals of expansionism. It is worth noting that Prime Minister Modi has ensured that India is one of the few countries in the Asian region to oppose China\u2019s Belt &amp; Road Initiative, unlike its major rival and neighbour, Pakistan.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Transport Intelligence\r\n\r\n\u003Cstrong\u003ESource:\u00a0\u003C/strong\u003ETi\r\n\r\n\u003Chr /\u003E\r\n\r\nTo find out more about the \u2018Make in India\u2019 policy and our Index top ten (China, UAE, Malaysia, Vietnam and more):\r\n\r\nDownload Ti &amp; Agility's \u003Cstrong\u003Efree report:\u00a0\u003C/strong\u003E\u003Ca href=\"https://www.ti-insight.com/whitepapers/2023-agility-emerging-markets-logistics-index/?swcfpc=1\"\u003EAgility Emerging Markets Logistics Index\u003C/a\u003E","post_title":"Impact of multi-nationals on retailers in India","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"impact-of-multi-nationals-on-retailers-in-india","to_ping":"","pinged":"","post_modified":"2023-05-25 13:11:16","post_modified_gmt":"2023-05-25 12:11:16","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20191","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20193","productGallery":null,"woo_quick_view":"[woosq id= 20191]","postGallery":"","post_type_name":"Post"},{"ID":"20196","post_author":"3","post_date":"2023-05-25 13:08:08","post_date_gmt":"2023-05-25 12:08:08","post_content":"The World Bank has released the Logistic Performance Index (LPI) 2023, which is a measure used to assess the efficiency and effectiveness of a country\u2019s logistics performance. The index evaluates various dimensions of logistics performance, including infrastructure, customs and border management, ease of arranging shipments, quality of logistics services, tracking and tracing of consignments, and timeliness of deliveries.\r\n\r\nThe last edition of the LPI was released five years ago in 2018. The efficiency of logistics has remained constant or improved, but the gap between the top and lowest performers has continued even with severe disruptions for the last three years. Despite the more difficult operational environment since the pandemic, the score profile of the countries covered by the LPI has mostly remained steady.\r\n\r\nThe top 12 performers on the 2023 LPI are high-income nations. Singapore, with a score of 4.3, is in first place, a position it also held in 2007 and 2012. Eight of the top 12 scorers\u2014Finland (4.2), Denmark, the Netherlands, Switzerland (4.1), Austria, Belgium, Germany, and Sweden (4.0)\u2014are from Europe. Canada, the United Arab Emirates, and Hong Kong SAR, China, are also present. For many years, the majority of these economies have dominated global supply chain networks.\r\n\r\nThe bottom 10 performers are spread across various continents and are primarily lower-middle-income nations. They either have fragile economies that are impacted by armed conflict, natural disasters, or political turmoil, or they are landlocked nations that face difficulties connecting to international supply chains due to geography or economies of scale. Even though the average scores of low performers have gone up, several nations\u2019 rankings have remained the same. Those that experience severe logistics limitations are often those who perform poorly in terms of logistics.\r\n\r\nStrong performance across all six LPI components is the primary driver of a strong overall logistics performance index. The sub-indicator of timeliness surpasses the other components except for a few of the top-performing countries, whereas the component measuring the performance of customs and border agencies underperforms all the other sub-indicators. However, there is a noticeable decline in timeliness scores in absolute terms as a result of supply chain disruptions, which were most visibly felt in shipment delays.\r\n\r\nThe report released by the World Bank emphasizes the critical role that reliability and resilience play in the effectiveness of logistics. International trade is a significant driver of economic growth, and logistics is the backbone of trade. Therefore, this index is crucial for countries to identify their areas of improvement. The survey points out that shipping takes up most of the time and that seaports, airports, and multimodal facilities are the sites of the worst delays. Policies aimed at these facilities, such as streamlining clearance procedures, investing in infrastru
2608cture, implementing digital technologies, and encouraging environmentally friendly logistics by switching to less carbon-intensive freight modes and more energy-efficient warehousing, can all help increase reliability.\r\n\r\n\u003Csection class=\"entry-content\"\u003E\u003Cstrong\u003EAuthor:\u003C/strong\u003E Dhairya Bahl\r\n\r\n\u003Cstrong\u003ESource:\u00a0\u003C/strong\u003ETi\r\n\r\n\u003C/section\u003E","post_title":"Logistic Performance Index 2023","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"logistic-performance-index-2023","to_ping":"","pinged":"","post_modified":"2023-05-25 13:09:37","post_modified_gmt":"2023-05-25 12:09:37","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20196","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1233","productGallery":null,"woo_quick_view":"[woosq id= 20196]","postGallery":"","post_type_name":"Post"},{"ID":"20445","post_author":"3","post_date":"2023-06-28 13:51:54","post_date_gmt":"2023-06-28 12:51:54","post_content":"\u003Cspan style=\"font-family: georgia, palatino, serif; font-size: 14pt;\"\u003EJulia Swales interviewed Anders Petersson, an Analyst at Volvo Truck Corporation and FFSC Advisory Board member, to ask him about the IC situation in 2023, following on from an interview in 2021.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003E\u003Cem\u003EIn our last interview about the IC shortage, you said that it was mainly consumer driven. Then there was also COVID-19, which resulted in pent-up demand and stimulus packages to boost the economy in the US and Europe, which would you said threw petrol on the fire. So, what's the situation now?\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003EI would say that things have got better. Both the US and the Europe are putting huge funds aside to actually start building up production facilities for integrated circuits. Around \u20ac40 billion will be set aside in Europe. So in the short term, it seems that things are much better in this respect. But there are still supply issues with other parts.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003EWe also have a problem with cybersecurity, SAF Holland which is a major supplier of axle parts was recently hit. This of course is not ICs, but it's a problem with supply chains, and how vulnerable they are. Around 99% of these attacks are not reported. There\u2019s a lot of hype about hijacking trucks as we move towards increasing the number of automated trucks. But the view is that these attacks are targeted mainly against production and our business systems because you\u2019re more likely to get the ransom paid, which could be huge, knowing what each hour will cost us if we have a production stoppage in any of our major factories here in in Gothenburg or in Ghent. Of course this risk increases, as we are driving towards more connected systems. It is an ongoing trend, as it will be a much more transparent and easily controlled supply chain, maybe through blockchain or other systems, and therefore more vulnerable to attack.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003E\u003Cem\u003EIn 2021 you were telling me that the majority of integrated circuits are produced in Taiwan, Japan, South Korea, and the US and Europe have handed over their production. You you could see the negative effects of this and the breaks in the supply chain. Has this trend continued? \u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003EIt will take years before we change this, because integrated circuit production is perhaps the most advanced production line in the world with very low margins.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003EChina, of course, is striving to be a leader here, but as you said, Taiwan, Japan, South Korea are the major producers there. The US is doing everything they can to hinder that. Europe and the US have the key technologies and China is currently trying to produce the most advanced, integrated circuits of 5 or 10 nanometres. In the truck business it's not such a big problem, perhaps because it\u2019s not as advanced in terms of computer applications.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003E\u003Cem\u003ECan you tell me about ICs suppliers?\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003EWe are in an interesting situation right now. All the OEMs have very high profits. Paccar is leading with an operating margin of about 18%, which is totally mind boggling. The suppliers are now knocking on our door saying we have to pay more and this is of course a battle. We have to pay more so that they can expand their production to meet the market demand. Long term there is also a lot of legislation coming on human rights. The authorities don't accept that we perhaps say, \u201cOh, we didn't know that this fifth-tier supplier is mistreating children\u201d. That's not acceptable, it never was acceptable. We need to have control over all our suppliers, all the way down to the to the last one, which is tricky to say the least and expensive.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003E\u003Cem\u003EIn the last interview you said that several OEMs are slowly starting to manufacture their own ICs but it's a big challenge and really complicated. So how has that advanced?\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003EI haven't heard anything since then. I haven't seen anything that the European or American new OEMs are doing there. Most of us realise this is this is too big to go into. I don\u2019t think it will happen. There is more of a focus on battery factories and that really makes sense. But with integrated circuits, production is so specialised and so complicated, it\u2019s probably out of most of the OEMs\u2019 scope.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003EAnders Petersson is a Foundation for Future Supply Chain Advisory Board member and Julia Swales is the Future Supply Chain Advisory Board Manager.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003E\u003Cstrong\u003EAuthor:\u003C/strong\u003E Julia Swales\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt; font-family: georgia, palatino, serif;\"\u003E\u003Cstrong\u003ESource: \u003C/strong\u003EFoundation for Future Supply Chain\u003C/span\u003E","post_title":"Interview with Anders Petersson, Analyst, Volvo Truck Corporation","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"interview-with-anders-petersson-analyst-volvo-truck-corporation","to_ping":"","pinged":"","post_modified":"2023-06-29 17:01:44","post_modified_gmt":"2023-06-29 16:01:44","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20445","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3226","productGallery":null,"woo_quick_view":"[woosq id= 20445]","postGallery":"","post_type_name":"Post"},{"ID":"20468","post_author":"3","post_date":"2023-06-29 11:03:21","post_date_gmt":"2023-06-29 10:03:21","post_content":"Malaysia has retained its fourth place ranking in this year\u2019s Index. The country has not been immune to the fall out from the global pandemic and many manufacturers were impacted by the \u2018whiplash\u2019 effect of supply and demand sourcing decisions by their overseas customers. This has resulted in a policy decision by the Malaysian government to place resilience at the heart of its next five year supply chain plan. This involves a focus on what it calls \u2018local sourcing facilitation\u2019, that is, encouraging and facilitating major manufacturers in the country to use domestic suppliers, often SMEs, rather than those located in other countries.\r\n\r\nThe government believes that \u2018buy local\u2019 policy will reduce supply chain disruptions such as export bans, border closures or, indeed, the impact of\u00a0\u003Ca href=\"https://www.ti-insight.com/briefs/west-builds-factory-network-in-light-of-china-taiwan-tensions/?swcfpc=1\"\u003EChina\u003C/
2608a\u003E\u2019s zero tolerance approach to Covid which has been so damaging to GVCs across Asia. This will not only increase resilience, but the government believes that it will also create \u2018spillover\u2019 benefits cascading down to local businesses in the country.\r\n\r\nAt the same time as this, investment in transport and digital infrastructure is on-going from a wide-range of sources including government, non-governmental and commercial financial institutions and foreign businesses. The Port of Tanjung Pelepas (PTP) provides a good example of this with the announcement in 2022 that it was expanding its capacity by a million twenty-foot equivalent units (TEUs) through a joint investment by its owners, Malaysia\u2019s MMC group and the Netherlands\u2019 APM Terminals.\r\n\r\nA significant proportion of Malaysia\u2019s foreign investment has also come from China\u2019s Belt &amp; Road Initiative (BRI). This has attracted considerable controversy with fears that Malaysia would fall into a \u2018debt-trap\u2019 leaving it beholden to China. Indeed these fears resulted in a change of government. Nevertheless, since the programme\u2019s creation, national and local governments in Malaysia have looked to the BRI for investment in critical infrastructure including ports, rail lines and industrial parks.\r\n\r\nAs is the case with many of the top ranking countries in the Index, Malaysia has developed an \u2018Industry 4.0\u2019 policy to focus its future supply chain strategy. This involves using digital technologies to increase productivity (\u2018by 30% by 2030\u2019) whilst improving what it calls its ecological integrity and the quality of life of its people. This will involve:\r\n\r\n\u2022 Equipping the workforce with Industry 4.0 skill sets\r\n\u2022 Developing enhanced digitalized logistics systems to promote interoperability\r\n\u2022 Increasing the robustness of the regulatory framework to support adoption of transportation and logistics-related technologies\r\n\u2022 Improving mobility through development and adoption of centralized and open transport-related database, including traffic management\r\n\u2022 Support R&amp;D for Industry 4.0 technologies to develop low carbon mobility solutions\r\n\u2022 Enhance efficiency in cyber security management to mitigate cyber risks\r\n\r\n\u003Chr /\u003E\r\n\r\nTo find out more about Malaysia and our Index top ten (China, India, UAE, Vietnam and more):\r\n\r\nDownload our\u00a0\u003Cstrong\u003Efree report:\u00a0\u003C/strong\u003E\u003Ca href=\"https://www.ti-insight.com/whitepapers/2023-agility-emerging-markets-logistics-index/?swcfpc=1\"\u003EAgility Emerging Markets Logistics Index\u003C/a\u003E\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cem\u003EThe Agility Emerging Markets Logistics Index from Agility &amp; Ti Insights, ranks countries for overall competitiveness based on their logistics strengths, business climates and digital readiness \u2013 factors that make them attractive to logistics providers, freight forwarders, air and ocean carriers, distributors and investors.\u003C/em\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0\u003Ca href=\"https://www.agility.com/\"\u003EAgility\u003C/a\u003E\u00a0&amp; Ti Insights","post_title":"Malaysia\u2019s \u2018buy local\u2019 policy aims to reduce supply chain disruption","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"malaysias-buy-local-policy-aims-to-reduce-supply-chain-disruption","to_ping":"","pinged":"","post_modified":"2023-06-29 11:03:21","post_modified_gmt":"2023-06-29 10:03:21","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20468","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20469","productGallery":null,"woo_quick_view":"[woosq id= 20468]","postGallery":"","post_type_name":"Post"},{"ID":"20472","post_author":"3","post_date":"2023-06-29 11:05:04","post_date_gmt":"2023-06-29 10:05:04","post_content":"In a press release dated 19/6/2023, it announced the launch of its new \u201ceCommerce fulfilment solution,\u201d which offered a \u201csingle window access to the entire logistics ecosystem for brands selling their goods online\u201d.\r\n\r\nFocusing on the small and medium e-commerce businesses in India, the service offers an integrated service for \u201ca flat rate of INR 80/US$1 per order\u201d. The objective of Maersk is to offer an alternative to the present fragmented market for \u2018B2C\u2019 services, with \u201cproviding single window access to all required solutions, such as storage in warehouses, last-mile deliveries and executing return orders, all while providing end-to-e
2608nd visibility at unified pricing\u201d.\r\n\r\nMaersk asserts that it will offer much more simple billing as well as \u2018One Country, One Price\u2019. The cost of INR80 will include \u201c 60 days of storage, delivery across India covering 18000 pin codes in 48 hours, 20% returns to origin (RTO) and at no fixed monthly costs or no minimum orders\u201d.\r\n\r\nWhilst the offer of such a service would a significant development for an established express-network operator, it is even more notable for a company which, just a few years-ago, was focused on container shipping. It is a considerable development for Maersk to be able to develop a service in India that combines the utilisation of its own warehousing and transport assets, combined with the \u2018buying-in\u2019 what must be substantial local services across a huge country with difficult operating conditions.\r\n\r\nA notable characteristic of this service is that the service appears to be very much domestic orientated, looking to move products around India, rather than into India. This must count as one of the hardest areas of the market for foreign logistics service providers to enter.\r\n\r\nAs Maersk points out, the Indian market has substantial growth prospects, however many logistics service providers have struggled to exploit this potential due to the difficulties of operating in India. Those who are capable of coping with India\u2019s idiosyncrasies may find themselves in a very competitive position. If successful, this service would mark an important mile-stone in the strategic transformation of Maersk.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen","post_title":"Maersk makes aggressive move in Indian eCommerce","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"maersk-makes-aggressive-move-in-indian-ecommerce","to_ping":"","pinged":"","post_modified":"2023-06-29 11:05:04","post_modified_gmt":"2023-06-29 10:05:04","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20472","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5777","productGallery":null,"woo_quick_view":"[woosq id= 20472]","postGallery":"","post_type_name":"Post"},{"ID":"20475","post_author":"3","post_date":"2023-06-26 11:06:27","post_date_gmt":"2023-06-26 10:06:27","post_content":"\u003Cp style=\"font-weight: 400;\"\u003EThe European road freight capacity index increased by 21.3% in May 2023 compared to May 2022,\u00a0according to the latest data by\u00a0\u003Ca href=\"https://www.transporeon.com/en\"\u003ETransporeon\u003C/a\u003E. The latest figure marks the 11th consecutive month of year-on-year increase. The data reflects the economic downturn which continues to take toll on the European road freight market.\u003C/p\u003E\r\n\u003Cimg class=\"wp-image-20480 aligncenter\" src=\"https://futuresupplychains.org/wp-content/uploads/2023/06/Transporeon-Capacity-Index-300x232.png\" alt=\"\" width=\"732\" height=\"566\" /\u003E\r\n\r\nDue to the continued increase in capacity since the middle of 2022, transport prices in the spot market have been falling gradually. Spot rates have fallen by 17.4% in May 2023 compared to the year before.\r\n\u003Cp style=\"font-weight: 400;\"\u003EBy contrast, on the contract side, in May 2023, contract rates remained flat compared April 2023; and were 0.6% higher year-on-year despite more capacity being available on the market. Unlike spot rates are gradually declining, contract rates continue to hold up and are still higher than 2022 levels. The reason probably lies in the fact that changes in contract rates take longer to materialise due to freight procurement cycles. In addition, even though contract rates are still higher than 2022 levels, their growth rate has been slowing for nine consecutive months. As a result, we should expect declines on the contract side in the months ahead.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EThe spot rate index has been below the contract rate index for four months now. In January 2023, the spot rate index fell below the contract rate index for the first time since January 2021, signalling real volume decline.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EThe financial results and the forecasts of the European road freight companies reflect the volume decline in the market. In Q1 2023, DSV\u2019s Road freight division reported a 0.9% decline year-on-year, which the company considers \u2018satisfactory in a market characterised by declining activity\u2019.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EDSV estimates that the market retracted by low single digits in Q1 2023, compared to the same period last year, driven by softened activity across most industries. The company further commented that the general cost inflation is causing rates to remain relatively high. Indeed, while fuel costs have fallen from their 2022 high, they remain elevated compared to 2021 and labour costs are also on the rise because of the cost-of-living crisis across Europe.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EWith volumes dropping and available capacity increasing, the downward trend in rates looks set to continue in 2023.\u00a0In addition to volumes, the extent of these falls will be determined by other factors including seasonality as well as the higher cost base among road freight operators. For instance, seasonal demand is expected to support higher road freight rates in Q2.\u003C/p\u003E\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0John Manners-Bell","post_title":"Weak demand and rising capacity drives road freight prices down","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"weak-demand-and-rising-capacity-drives-road-freight-prices-down","to_ping":"","pinged":"","post_modified":"2023-06-29 11:21:20","post_modified_gmt":"2023-06-29 10:21:20","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20475","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1982","productGallery":null,"woo_quick_view":"[woosq id= 20475]","postGallery":"","post_type_name":"Post"},{"ID":"20485","post_author":"3","post_date":"2023-06-20 11:22:23","post_date_gmt":"2023-06-20 10:22:23","post_content":"Mexico is exceptionally well-placed to take advantage of the USA\u2019s deteriorating relationship with China \u2013 but it must invest in its infrastru
2608cture, networks and its people if it is to exploit the opportunities. This was the key message given by John Manners-Bell, Founder of the Foundation for Future Supply Chain, at the opening of the\u00a0\u003Ca href=\"https://tradehubsummit.com/\"\u003ETradeHub Summit\u003C/a\u003E\u00a0in Mexico City last week.\r\n\r\nMexico\u2019s existing economic integration with the US economy and its stable political relationship as part of the USMCA gives it huge advantage as the re-shoring and near-sourcing trends take hold. The on-going trade war, export bans on advanced technologies, ethical legislation which prevents US companies from sourcing goods from the Xinjiang region of China, and the fall out from China\u2019s Covid policy have directly resulted in an increase in US-Mexico cross-border volumes. Logistics, trucking and rail companies are ramping up their operations to leverage this upturn in business.\r\n\r\nHowever, as Manners-Bell commented, these volumes are still growing relatively slowly compared to the size of the opportunity. Using data from the\u00a0\u003Ca href=\"https://www.ti-insight.com/agility-emerging-markets-logistic-index/?swcfpc=1\"\u003EAgility Emerging Market Logistics Index\u003C/a\u003E, he explained to delegates that whilst Mexico performed well against some metrics, it was lower down the rankings in terms of \u2018Digital Readiness\u2019 and \u2018Business Fundamentals\u2019. Not only should there be investment in technology but a new generation of logistics and supply chain professionals would need to be trained, regulations simplified, markets liberalized and data digitized. At the same time corruption and cargo crime are systemic challenges which unless addressed will significantly compromise efforts to attract manufacturers to the country.\r\n\r\nSpeaking at the conference, Manners-Bell concluded by saying, \u2018Mexico has significant advantages over many other markets considered as alternatives to China. However, it needs to build the necessary production eco-systems which will provide investors with the confidence to locate their manufacturing in the country. There also needs to be a change of attitude on both sides of the border if Mexico is to prosper from any moves towards the concept of \u2018ally-shoring\u2019. Mutual distrust and Mexico\u2019s existing links with China could compromise any future growth opportunities.\u2019\r\n\r\nJohn Manners-Bell\u2019s latest book, The Death of Globalization is available from\u00a0\u003Ca href=\"http://www.seapenbooks.com/\"\u003Ewww.seapenbooks.com\u003C/a\u003E\u00a0in paperback and from\u00a0\u003Ca href=\"https://futuresupplychains.org/\"\u003Ewww.futuresupplychains.org\u003C/a\u003E\u00a0in e-book format.\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0John Manners-Bell","post_title":"Mexico must invest to benefit from re-shoring, says Manners-Bell","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"mexico-must-invest-to-benefit-from-re-shoring-says-manners-bell","to_ping":"","pinged":"","post_modified":"2023-06-29 11:30:28","post_modified_gmt":"2023-06-29 10:30:28","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20485","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20487","productGallery":null,"woo_quick_view":"[woosq id= 20485]","postGallery":"","post_type_name":"Post"},{"ID":"20490","post_author":"3","post_date":"2023-06-29 11:46:00","post_date_gmt":"2023-06-29 10:46:00","post_content":"The Panama Canal Authority has said that it has introduced draft limits on vessels passing through the canal. On 18\u003Csup\u003Eth\u003C/sup\u003EApril the Authority\u2019s regulations set a limit of 14.48metres draft for vessels. By May 12\u003Csup\u003Eth\u003C/sup\u003E\u00a0this had fallen to 14.02metres. The latest statement from the Panama Canal Authority said that recent rainfall had enabled a delay on further restrictions, however it still sees maximum drafts being set at 13.26metres by June 25\u003Csup\u003Eth\u003C/sup\u003E.\r\n\r\nThe problem is caused by the peri
2608odic El Ni\u00f1o effect which distorts rainfall patterns in the Pacific. Present rainfall levels are not exceptional but the Panama Canal is sensitive to fluctuations as it requires so much water to work its locks.\r\n\r\nIf the Panama canal continues to work at sub-optimal levels there is likely to be an impact on both trans-Pacific freight-rates and logistics operations in the US. The latter have become characterised over the past couple of years by an increasing use of East Coast ports as an alternative to West Coast container terminals. The perception is that port complexes in States such as Georgia are more reliable and efficient than the ports of the West Coast. This impression is re-enforced by the present labour problems at Los Angeles, Long Beach, Oakland and other ports. However, the strategy on using East Coast ports relies on using the Panama Canal. There is already a limit on the size of vessel that can use the Canal, with the largest vessel having passed through the locks being just over 16,000 TEU (Twenty Foot Equivalent Unit containers).\r\n\r\nThe other impact will be on container shipping freight rates. If there is less freight passing through the Panama Canal, there will be greater demand for routes to the West Coast and thus this may provide some support to prices. It is even possible that, combined with the effects of the labour problems on the West Coast, that there may be some return congestion at West Coast ports. This certainly would drive-up rates.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen","post_title":"Low water on Panama Canal may impact US logistics","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"low-water-on-panama-canal-may-impact-us-logistics","to_ping":"","pinged":"","post_modified":"2023-06-29 11:46:00","post_modified_gmt":"2023-06-29 10:46:00","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20490","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20491","productGallery":null,"woo_quick_view":"[woosq id= 20490]","postGallery":"","post_type_name":"Post"},{"ID":"20494","post_author":"3","post_date":"2023-06-15 11:47:01","post_date_gmt":"2023-06-15 10:47:01","post_content":"There has been a growing emphasis on sustainability and environmental responsibility in recent years in various industries. Logistics, being a critical component of supply chains, is no exception. Green logistics focuses on reducing the environmental impact of transportation, warehousing, and distribution activities while optimising operational efficiency. With the advent of digitisation and innovation, the field of green logistics has witnessed significant advancements, enabling companies to achieve their sustainability goals effectively.\r\n\r\n\u003Cspan data-preserver-spaces=\"true\"\u003EHow logistics companies design and optimise transportation routes has been entirely transformed by digitisation and innovation. Real-time data and sophisticated algorithms enable detailed route planning that lowers emissions, fuel consumption, and transportation costs. By integrating traffic data, weather conditions, and vehicle-specific information, logistics providers can determine the most efficient routes, avoiding congested areas and reducing idle time.\u003C/span\u003E\r\n\r\n\u003Cspan data-preserver-spaces=\"true\"\u003EDigitisation has also offered numerous solutions for enhancing fleet management and vehicle efficiency. The real-time monitoring of vehicles provided by Internet of Things (IoT) devices like GPS trackers and telematics systems allows businesses to optimise fuel consumption, follow driver behaviour, and quickly spot repair issues. Additionally, data analytics and machine learning algorithms can spot patterns and trends in fuel usage, which enables businesses to improve fleet efficiency and switch to more environmentally friendly car models like electric or hybrids.\u003C/span\u003E\r\n\r\n\u003Cspan data-preserver-spaces=\"true\"\u003ESensors and automation in smart warehouse systems provide accurate inventory management while maximising available storage and reducing energy use. The demand for unnecessary lighting, heating, and cooling within the warehouse is also reduced thanks to cutting-edge solutions like robotic automation, autonomous vehicles, and predictive analytics, thus transforming warehouse operations.\u003C/span\u003E\r\n\r\n\u003Cspan data-preserver-spaces=\"true\"\u003ELast-mile delivery, known for its environmental challenges, has benefitted significantly from digitisation and innovation. Planning of deliveries can be effective, resulting in fewer miles travelled and lower emissions, thanks to intelligent routing algorithms combined with real-time traffic and demand data. Developing electric vehicles, drones, and bike couriers for urban logistics also lessens the environmental impact caused by conventional delivery techniques. Innovations like delivery lockers and crowd-shipping models further optimise last-mile operations by aggregating deliveries and minimising the number of separate journeys.\u003C/span\u003E\r\n\r\n\u003Cspan data-preserver-spaces=\"true\"\u003EDue to its ability to offer incentives, standards, and guidelines for the business community and s
2608ociety, policy and regulation play a critical role in promoting and supporting green logistics. Policy and law, for instance, can encourage the adoption of digitisation and innovation by offering grants, tax breaks, or subsidies for green logistics initiatives and setting up markets and platforms for exchanging environmental certificates or credits. To assure compliance and responsibility, policy and legislation might set precise and consistent requirements for environmental performance, such as pollution caps, fuel economy requirements, or noise laws. Policy and regulation can also encourage awareness and education among the general public and stakeholders to enhance demand for and acceptance of green logistics.\u003C/span\u003E\r\n\r\n\u003Cem\u003E\u003Cspan data-preserver-spaces=\"true\"\u003E\u003Cstrong\u003EBut what are the challenges?\u003C/strong\u003E\u003C/span\u003E\u003C/em\u003E\u003Cspan data-preserver-spaces=\"true\"\u003E\u00a0Green logistics encounters various obstacles and hindrances that necessitate strategic solutions. These challenges encompass limited infrastructure, technology, and expertise, substantial initial investments and ongoing maintenance costs, market volatility and regulatory complexity, and opposition and scepticism from specific stakeholders and customers. Overcoming these obstacles demands a comprehensive and cohesive approach involving cooperation and effective communication among all relevant entities and sectors, including government bodies, industries, academia, and civil society organisations. Additionally, green logistics necessitates an ongoing, adaptable process that emphasises continual learning, experimentation, and improvement to effectively navigate the evolving and dynamic conditions and societal demands in the environmental sphere.\u003C/span\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\r\n\r\n\u003Cstrong\u003EAuthor: \u003C/strong\u003EDhairya Bahl","post_title":"Transforming Green Logistics: Digitisation and Innovation at Work","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"transforming-green-logistics-digitisation-and-innovation-at-work","to_ping":"","pinged":"","post_modified":"2023-06-29 12:18:40","post_modified_gmt":"2023-06-29 11:18:40","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20494","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2977","productGallery":null,"woo_quick_view":"[woosq id= 20494]","postGallery":"","post_type_name":"Post"},{"ID":"20680","post_author":"3","post_date":"2023-07-27 13:53:57","post_date_gmt":"2023-07-27 12:53:57","post_content":"Japanese-owned\u00a0\u003Ca href=\"https://group.softbank/en\"\u003ESoftBank\u003C/a\u003E\u00a0and Massachusetts-based\u00a0\u003Ca href=\"https://www.symbotic.com/\"\u003ESymbotic\u003C/a\u003E, a company which describes itself as a leader in AI-powered automation technology for the supply chain, have announced the establishment of a new joint venture to tap the warehouse-as-a-service market. Management believes the opportunity to be worth more than $500 billion annually. The JV, called \u2018GreenBox Systems\u2019, will use Symbotic\u2019s robotics and software technology to manage single and multi-tenant facilities across the supply chain.\r\n\r\nManagement said that GreenBox will fundamentally reshape the economics of automated supply chain services reducing inventory and costs whilst boosting SKU count and agility without associated capital expenditures and operational complexity.\r\n\r\nVikas J. Parekh, Managing Partner at SoftBank Investment Advisers commented, \u201cGreenBox taps into the powerful potential of A.I. and other enabling technologies in supply chains, while also making the benefits of automation accessible to more businesses through an \u2018as-a-service\u2019 offering. In partnership with Symbotic, GreenBox will equip customers with more intelligent, streamlined, and scalable warehousing solutions while eliminating the burden of major capital expenditures.\u201d\r\n\r\nSymbotic expects in excess of $500 million in annual recurring software, parts and services revenue from GreenBox once all systems are operational. SoftBank and Symbotic own 65% and 35% of GreenBox, respectively, and GreenBox will initially be funded with $100 million of capital contributed pro rata by Symbotic and 
2608SoftBank to fund operating expenses and initial system purchases.\r\n\r\nSymbotic\u2019s automation consists of a fleet of fully autonomous robots with vision and sensing capabilities. These robots induct, store, retrieve and palletize products whilst Symbotic\u2019s A.I.-powered software orchestrates the mobile robots to fulfil customer orders.\r\n\r\nSymbiotic is already working with several high profile customers in the US including Walmart which is retrofitting all its distribution centres in the US with the technology, a project which is expected to take eight years. It can be assumed that the new joint venture will allow Symbiotic to roll out its technologies at a much faster rate which in turn will help transform the traditionally labour-intensive warehousing industry.\r\n\r\nThe automation is especially attractive to grocery retailers given the high volume, low product value and low margin nature of the business. Indeed, Symbiotic was originally developed as an in-house system for C&amp;S, the largest privately owned grocery wholesaler in the US. Whilst the technology has been used for ambient consumer goods and food, the company is developing robots that can work in the cold chain environment and also capable of single item picking, rather than full cases. This would eventually open up the e-retail market to the company.\r\n\r\nThat being said, the market is getting crowded. Greenbox faces competition from Honeywell, Dematic, Berkshire Grey and Locus Robotics, to name a few. All these technology companies share the same business case \u2013 the ability to reduce the time needed to fulfil customer orders, improve accuracy and increase volume throughput. Given the size of the automation opportunity, however, there would seem plenty of scope for all these companies to grow significantly for years to come as large parts the warehouse industry undergo a complete transformation.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Softbank invests in transformation of warehousing market","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"softbank-invests-in-transformation-of-warehousing-market","to_ping":"","pinged":"","post_modified":"2023-07-27 13:53:57","post_modified_gmt":"2023-07-27 12:53:57","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20680","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1961","productGallery":null,"woo_quick_view":"[woosq id= 20680]","postGallery":"","post_type_name":"Post"},{"ID":"20684","post_author":"3","post_date":"2023-07-27 13:56:54","post_date_gmt":"2023-07-27 12:56:54","post_content":"\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EChina sees explosion in EV production and increased exports fivefold\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EThe global spare parts market grew by 6.8% in 2022\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u00a0VW was the largest vehicle manufacturer by market value in 2022, at \u20ac279232m\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe\u00a0\u003Cstrong\u003EGlobal Automotive Logistics 2023 Report\u003C/strong\u003E\u00a0from Ti Insight shows market instability, major supply chain shifts and offers insight on vehicle manufacturer activity.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EA lack of coordination between vehicle manufacturers and semi-conductor manufacturers is causing a major shift in the balance of power between the supplier and the supplied. That\u2019s according to the\u00a0\u003Cstrong\u003EGlobal Automotive Logistics 2023 Report\u003C/strong\u003E\u00a0from Ti Insight, a 40-page document which includes automotive trends, analysis, market sizing, forecasts, manufacturer case studies and an overview of selected automotive logistics service providers.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u201cThe past five years have been a period of remarkable instability in the automotive sector Worldwide,\u201c explains Senior Editor Julia Swales. \u201cThe impact of the supply chain crisis of 2020-2022 was extreme, with large falls in production volumes of a magnitude that have not been seen for at least the past decade. The implications for the logistics sectors serving the automotive sector have been severe.\u201d\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe\u00a0\u003Cstrong\u003EGlobal Automotive Logistics 2023 Report\u003C/strong\u003E\u00a0from\u00a0Ti Insight\u00a0\u2013 the leading provider of market research to the global logistics industry \u2013 shows that the violent shift in technology is already visible and supply chain geographies are rapidly changing as manufacturers attempt to locate semiconductor production approximate to assembly plants.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EReport Highlights:\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EBy the end of 2023, the global automotive logistics market is forecast to grow by 3.1%.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EThe global automotive 2022-2027 CAGR is forecast to be 4.2%.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EThe global spare parts market grew 6.8% in 2022 and is expected to grow another 2.3% in 2023.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EInventory will be managed in a very different manner, with a move away from traditional concepts such as \u2018just-in-time\u2019.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EChina has seen an explosion in EV production and has increased exports fivefold, changing the nature of international trade in passenger vehicles.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EThe shift to new propulsion systems is the dominant development in the automotive sector alongside the emergence of digital guidance systems.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EGiven the nascent and evolving nature of battery supply chains, vehicle manufacturers are adopting different approaches to their development.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EBattery supply chains are changing rapidly and \u2018legacy\u2019 vehicle manufacturers are investing in dedicated battery production.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EThe violent shift in technology is already visible and supply chain geographies are rapidly changing as manufacturers attempt to locate semiconductor production approximate to assembly plants.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EThe balance of power has changed between semi-conductor manufacturers and vehicle manufacturers without the vehicle manufacturers sufficiently understanding the consequences.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EBMW is deploying trucks powered by CO2-neutral, second-generation biofuels and testing and implementing hydro-treated vegetable oil (HVO) with its logistics partners.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe report \u2013 written by industry researchers, analysts and associates\u00a0 \u0336\u00a0 is one of several reports published each month by the Ti team, utilising data from its\u00a0GSCI\u00a0knowledge portal, a data powerhouse with over 1million pieces of data and analysis.\u003C/span\u003E\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EAuthor:\u003C/strong\u003E Ti Insight\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\u003C/span\u003E","post_title":"Power shifts to semi-conductor manufacturers","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"power-shifts-to-semi-conductor-manufacturers","to_ping":"","pinged":"","post_modified":"2023-07-27 14:18:02","post_modified_gmt":"2023-07-27 13:18:02","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20684","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20697","productGallery":null,"woo_quick_view":"[woosq id= 20684]","postGallery":"","post_type_name":"Post"}
2608,{"ID":"20687","post_author":"3","post_date":"2023-07-27 13:59:24","post_date_gmt":"2023-07-27 12:59:24","post_content":"Freight forwarders find decarbonizing road transportation a complex task to achieve. It is not enough to introduce alternative fuels; companies need to cooperate and share their knowledge and best practices. To overcome this issue, many forwarders have either introduced electric vehicles or have partnered with companies that provide sustainable logistics solutions.\r\n\r\nIn the transportation sector, emission of CO2 is a major concern, and it becomes important to acknowledge the issue, particularly in trucking. According to the European Commission (EC), \u201clorries, buses, and coaches account for more than a quarter of GHG emissions from road transport in the EU and over 6% of total EU GHG emissions.\u201d\r\n\r\nAs the most advanced and developed segment of transportation, trucks have demonstrated significant progress in adopting innovative solutions and technologies to address CO2 emissions. This commitment to reducing their environmental impact has led to a positive change in the industry and sets a strong example for other sectors in the transportation landscape. While hydrogen trucks are still in development, electric trucks present a seemingly viable solution to move forward toward a greener future, as they do not emit any exhaust gasses and/or noise while on road.\r\n\r\nGiven the significant impact it has on emissions, logistics companies are making significant efforts to improve efficiency and reducing emissions.\r\n\r\nFor instance, in June 2023, Maersk purchased 25 Volvo FH electric trucks in Germany, as a new initiative to reduce GHG emissions in hinterland container transports. This strategic investment highlights the company\u2019s commitment to decarbonizing global logistics and to becoming a net-zero company by 2040 across all business areas and all modes of transport. The company aims to set a new standard for inland container transports by investing in e-trucks. The transition to electric vehicles aligns perfectly with the company\u2019s core values of environmental responsibility and innovation. By utilizing advanced technologies, Maersk plans to reshape the landscape of logistics and reinforce its position as a frontrunner in decarbonizing global logistics.\r\n\r\nIn March 2023, DHL Supply Chain introduced UK\u2019s first fully electric Volvo heavy duty tractor units. The four Volvo FM electric trucks are designed for high-capacity deliveries operating at 40 tonnes and directly replace diesel vehicles on a range of activities. Featuring Volvo\u2019s largest 540kWh battery which provides 666hp, the zero-emissions trucks have a range of up to 300km/180 miles, allowing them to complete full round-trips servicing DHL\u2019s retail and automotive customers across the UK.\r\n\r\n\u201cToday marks an important milestone in our journey towards alternative fuel vehicles. The size and capability of these trucks make them a truly viable alternative to diesel as they fully meet our needs and those of our customers. Following our introduction of the UK\u2019s first 16-tonne rigid electric truck in late 2020, we\u2019re proud to continue to lead the way in electric commercial transport.\u201d says Saul Resnick, CEO DHL Supply Chain UK &amp; Ireland.\r\n\r\nRecently, DB Schenker also moved away from diesel delivery vehicles toward all-electric trucks and vans that could significantly reduce CO2 emissions. DB Schenker partnered with Volta Trucks; a Stockholm based company for the largest electric order in Europe. The fully electric 16-ton Volta Zero is in testing and will be used in DB Schenker\u2019s European terminals to transport goods from distribution hubs to the city centres and urban areas. The Volta Zero is purpose-built full-electric 16-ton vehicle explicitly designed for inner-city logistics, reducing the environmental impact of freight deliveries in urban centres. Designed from the ground up with a pure-electric range of 150 to 200 km (95 \u2013 125 miles), the Volta Zero will eliminate an estimated 1.2m tons of CO2 by 2025.\r\n\r\nAs per an article by the International Council on Clean Transportation and published by Girteka, \u201cBattery-electric trucks are expected to dominate new registrations of heavy-duty vehicles in the European market by 2040, while hydrogen fuel-cell trucks will probably play a secondary role. ETs have the potential to provide significant CO2 reductions at relatively low additional direct manufacturing costs. From a compliance cost perspective, it will be cheaper to electrify most truck segments than to significantly improve diesel technologies to comply with the CO2 reduction targets.\u201d\r\n\r\nHowever, despite the fleet electrification investments made by some of the largest logistics companies, in 2022, diesel trucks remained the dominant choice for buyers in the EU, accounting for 96.6% of total new registrations, according to ACEA. In addition, despite significant growth last year, electrically-chargeable vehicles still made up only 0.6% of the EU truck market.\r\n\r\nWhile e-commerce has grown significantly in the past five years, COVID-19 has amplified this growth. It is expected it will accelerate even more with consumers now demanding a greater level of service and \u2018need-it-now\u2019 delivery. This increase in demand is boosting the number of delivery vehicles in cities worldwide resulting in greater congestion and significant increases in greenhouse gases. Therefore, the introduction of environment friendly vehicles for logistics operations becomes even more relevant.\r\n\r\n\u003Cem\u003E\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\u003C/em\u003E\r\n\r\n\u003Cem\u003E\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Meghna Mishra\u003C/em\u003E","post_title":"Fleet electrification in the road freight market","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"fleet-electrification-in-the-road-freight-market","to_ping":"","pinged":"","post_modified":"2023-07-27 13:59
2608:24","post_modified_gmt":"2023-07-27 12:59:24","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20687","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20688","productGallery":null,"woo_quick_view":"[woosq id= 20687]","postGallery":"","post_type_name":"Post"},{"ID":"20691","post_author":"3","post_date":"2023-07-27 14:02:05","post_date_gmt":"2023-07-27 13:02:05","post_content":"The International Maritime Organisation (IMO) is trying to transform shipping but China is having none of it.\r\n\r\nThe London based UN agency is attempting to get an agreement amongst nations and the shipping industry to effectively phase-out oil-based fuels. The \u2018Intersessional Working Group on Reduction of GHG Emissions from Ships\u2019 has been meeting to agree which measures and targets should be adopted. Much of the organisation seems to be working towards a \u2018Net Zero\u2019 by 2050 with organisations such as the International Chamber of Shipping advocating a form of levy on bunker-fuel as a mechanism to deliver this target.\r\n\r\nChina opposes this approach. Indeed, it appears that China opposes the target of phasing-out oil-based fuels by 2050. The Financial Times newspaper claims to have seen a letter from the Chinese to the IMO delegations of some other nations which asserts that \u201can overly ambitious emission reduction target will seriously impede the sustainable development of international shipping, significantly increase the cost of the supply chain and will adversely impede the recovery of the global economy\u201d.\r\n\r\nThe letter continues; \u201cdeveloped countries are pushing the IMO to reach unrealistic visions and levels of ambition\u201d of a flat-rate levy which \u201cwill lead to a significant increase in maritime transport costs\u201d. China seems to be aiming to gain support amongst non-Western states, with Brazil, Argentina and Russia apparently in agreement with its position.\r\n\r\nWhat appears to be motivating South American states in particular is a fear that more expensive fuels could reduce the competitiveness of their agricultural exports. China seems to be in part motivated by similar thinking, with it being both a significant importer of food and raw materials by sea as well as a large exporter of finished goods.\r\n\r\nAgreement is necessary. If China does not co-operate any move to new fuel strategies will struggle to succeed. Many of the large shipping lines have already begun to invest in new fuel types for their vessels, with Maersk being one of the leaders in developing methanol as a marine fuel having ordered a further 6 ships with a \u2018dual fuel\u2019 methanol capability last week. All of this investment will fail if the Chinese cannot be persuaded of its merits.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen","post_title":"China opposes shift to new fuels in shipping","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"china-opposes-shift-to-new-fuels-in-shipping","to_ping":"","pinged":"","post_modified":"2023-07-27 14:02:05","post_modified_gmt":"2023-07-27 13:02:05","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20691","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5808","productGallery":null,"woo_quick_view":"[woosq id= 20691]","postGallery":"","post_type_name":"Post"},{"ID":"20694","post_author":"3","post_date":"2023-07-27 14:05:10","post_date_gmt":"2023-07-27 13:05:10","post_content":"\u003Cul\u003E\r\n \t\u003Cli\u003E69% said they are currently experiencing increased pressures on margins\u003C/li\u003E\r\n \t\u003Cli\u003E41.2% believe margin pressures will intensify over the next 12 months\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cem\u003ECosts have been increasing for last-mile providers across the board as record-high inflation persists, according to researchers at\u00a0Ti Insight.\u003C/em\u003E\r\n\r\nThe past year has seen a particular spike in gas and diesel prices due to supply chain issues, the war in Ukraine and increasing taxation on fossil fuels, as well as chronic labour shortages. As fuel costs can contribute up to around 25% of total last mile delivery expenditures, last mile couriers are particularly affected by fluctuating prices.\r\n\r\nThe so-called \u2018Amazon effect\u2019, which has seen customers increasingly demand faster and more reliable delivery, has created space for a wealth of competitors. There has been a particular influx of last mile tech-based start-ups in recent years which claim to offer lower cost per delivery due to certain business models such as crowdsourcing drivers and limited fixed assets.\r\n\r\n\u003Cem\u003EHear more on growing margin pressure in the last mile on the latest episode of Ti Talks Supply Chains.\u003C/em\u003E\r\n\u003Cdiv style=\"width: 100%; height: 200px; margin-bottom: 20px; border-radius: 6px; overflow: hidden;\"\u003E\u003Ciframe style=\"width: 100%; height: 200px;\" src=\"https://player.captivate.fm/episode/c7da2af2-c80d-456f-9de3-f086757ffa7c\" frameborder=\"no\" scrolling=\"no\" seamless=\"\"\u003E\u003C/iframe\u003E\u003C/div\u003E\r\n&nbsp;\r\n\r\nThe latest report\u00a0\u003Cstrong\u003EGrowing margin pressures: what\u2019s the cause?\u00a0\u003C/strong\u003Efrom\u00a0\u003Ca href=\"https://transportintelligence.createsend1.com/t/i-i-axuddt-l-i/\"\u003ETi Insight\u003C/a\u003E\u00a0\u2013 the leading provider of market research to the global logistics industry \u2013 shows that margin pressure is significant in the Express &amp; Parcels market. Air and sea freight forwarders, road freight companies and 3PLs are also experiencing pressure on margins.\r\n\r\nThis report \u2013\u00a0which is free to download\u00a0\u2013 includes\u00a0GSCi data collated from Ti's State of Logistics Survey, which ran between January and March 2023, and was designed to explore the reasons behind the current and anticipated margin squeeze.\r\n\r\nAlthough 41.2% of respondents believe pressures will intensify over the next 12 months, 38.2% of respondents believe that pressures will ease, and margins will likely be positively impacted.\r\n\r\nViki Keckarovska, Ti\u2019s Senior Research Analyst, says: \u201cCosts for last-mile providers have been increasing across the board as record-high inflation persists. The past year has seen a particular spike in gas and diesel prices due to supply chain issues, the war in Ukraine and increasing taxation on fossil fuels, as well as chronic labour shortages. As fuel costs can contribute up to around 25% of total last mile delivery expenditures, last mile couriers are particularly affected by fluctuating prices.\u201d\r\n\r\n\u003Ca href=\"https://transportintelligence.createsend1.com/t/i-i-axuddt-l-k/\"\u003E\u003Cem\u003EClick here to download the free whitepaper:\u00a0\u003Cstrong\u003EGrowing margin pressures: what\u2019s the cause?\u003C/strong\u003E\u003C/em\u003E\u003C/
2608a\u003E\r\n\r\n\u003Cem\u003EThis whitepaper\u00a0includes primary research on whether supply chain professionals are\u00a0experiencing increased pressures on margins, and what they believe to be the reasons for this. It covers the following markets: Express &amp; Parcels, Air and sea freight forwarders, road freight companies and 3PLs.\u003C/em\u003E\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Start-ups cause margin pressure in last mile","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"start-ups-cause-margin-pressure-in-last-mile","to_ping":"","pinged":"","post_modified":"2023-07-27 14:05:10","post_modified_gmt":"2023-07-27 13:05:10","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20694","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"15871","productGallery":null,"woo_quick_view":"[woosq id= 20694]","postGallery":"","post_type_name":"Post"},{"ID":"20699","post_author":"3","post_date":"2023-07-27 14:23:08","post_date_gmt":"2023-07-27 13:23:08","post_content":"The Canadian West Coast port strikes seem to be going in the same direction as the labour disputes on the US West Coast ports earlier this year.\r\n\r\nThe latest news is that the Prime Minister of Canada, Justin Trudeau, has held a meeting with officials from the International Longshoremen's \u003Ca href=\"https://ilaunion.org/\"\u003EAssociation (ILA)\u003C/a\u003E in order to resolve a crisis that threatens to harm the Canadian economy.\r\n\r\nThe port employer\u2019s association and the ILA were in negotiations until Tuesday 18\u003Csup\u003Eth\u003C/sup\u003E August and a deal seemed likely, however the ILA said that it was not satisfied the offer \u201cmet the membership\u2019s goals and directed the bargaining committee to seek a negotiated agreement\u201d. The ILA then informed the Canadian Minister of Labour and the employers and \u201cresumed its lawful picketing activities.\u201d Formal strikes will resume on Saturday after the statutory 72 hour warning period expires.\r\n\r\nThe rejection of the deal has evinced anger from the politicians, with Seamus O\u2019Regan, the Minister for labour declaring that \u201cwe have been patient. Canadians have been patient. Every effort has been made. But this cannot go on.\u201d It might be conjectured that this indicates that the Canadian Federal Government will put pressure on the dockworkers to end the strikes as the US Federal Government did in the case of the US West Coast dockworkers.\r\n\r\nThe Canadian dockers in British Columbia started striking at the beginning of July, with around 30 terminals being brought to a halt. The strikes were suspended on the 13\u003Csup\u003Eth\u003C/sup\u003E of July when the union and the terminal employer\u2019s association seemed to agree on an arbitrated deal. It is this deal that the ILA has rejected.\r\n\r\nThe strikes at the beginning of the month had a considerable effect on the Canadian economy, especially aspects of the agricultural sector. But the impact on wider North American logistics operations was modest due to excess capacity to handle freight being available at US West Coast ports. In busier periods the effects could have been greater as the ports of Vancouver and Prince Rupert are useful additions to the US West Coast ports with strong rail links to American eastern and northern states.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen","post_title":"Canadian dockers resume strikes but Govt indicates annoyance","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"canadian-dockers-resume-strikes-but-govt-indicates-annoyance","to_ping":"","pinged":"","post_modified":"2023-07-27 14:23:08","post_modified_gmt":"2023-07-27 13:23:08","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20699","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5813","productGallery":null,"woo_quick_view":"[woosq id= 20699]","postGallery":"","post_type_name":"Post"},{"ID":"20702","post_author":"3","post_date":"2023-07-27 14:26:48","post_date_gmt":"2023-07-27 13:26:48","post_content":"At \u003Ca href=\"https://logichem.wbresearch.com/\"\u003ELogiChem\u003C/a\u003E in Rotterdam, on 14 March 2023, a question was put to three panellists: Justin Lanyon, Global Supply Chain Director, Arkema; Leo Kuetten, Logistics Leader EMEA, Dupon; Istvan Lencz, Global Director of Logistics at Henkel:\r\n\r\n\"How can you collaborate with your logistics procurement team to give your chemical supply chain capabilities a competitive edge?\"\r\n\r\nThey were also asked, \u201cWhere does sustainability come into this? Is it even a consideration when choosing suppliers?\u201d\r\n\r\nWhen the audience was asked, \u201cHow many of you would pay a supplier 20% more for a greener solution?\u201d nobody raised their hand. When they were asked, \u201cWho has sustainability requirements in contracts?\u201d only a few raised their hands. So, what did the panellists have to say in response?\r\n\r\nJustin Lanyon, Arkema, said that in supply chain metrics, their number one consideration is cost, number two is the service offering and lead times that the customer expects. They are constantly reassessing and looking at new metrics and KPIs, the value they can bring to the logistics service provider and their ranking in 'shipper of choice' metrics. \u201cWe\u2019re now competing for logistics services instead of people tendering for us\u201d. They need to benchmark themselves against other companies.\r\n\r\nIn terms of sustainability, the supply chain produces 11% of Scope 3 emissions in the chemical industry, but they also need to focus on the rest of the operations that are moving the needle. \u201cWe make sure that people we partner with share the same sustainability vision and have shared goals, then we go through the journey together with the suppliers...\u201d, instead of just putting out a tender, getting the quote, then asking about sustainability, with the end decision being based on either cost or a gut feeling. They want to benchmark themselves against competition, so they need more data and it\u2019s a long journey to get there. The big question for them is, how do they keep the competitive edge? It has shifted into a sellers\u2019 market, so chemical companies don\u2019t have the bargaining power they used to have.\r\n\r\nFor Leo Kuetten at DuPont, the number one consideration is cost, number two is service and number three is reliability. They need to achieve the KPIs and deliver according to needs. Sustainability is part of their strategy \u2013 although they primarily focus on Scope 1 and 2 emissions, Scope 3 is a large concern too. \u201cThe ocean market is very volatile... We need to be ready, it\u2019s changing all the time.\u201d Collaboration is key, as well as a fair rate and fair service. There is no normal anymore. \u201cLSPs have to be your partners.\"\r\n\r\nFor Istvan Lencz, Henkel, they have gone from cost-based to value-based pricing, as the value expected from the market is changing. For him, the number one consideration is the corporate values that suppliers need to conform to, number two is service and fulfilling customer needs, number three is total cost of ownership. In terms of sustainability, they are striving to collaborate with LSPs who come with initiatives, as the demand has to come from them.\r\n\r\nThe chemical industry must integrate sustainability into its corporate strategy, but it needs better processes, technology and simplification of data gathering on Scope 3. Finding good quality Scope 3 upstream data for raw materials is a big challenge and using it to compare suppliers is very difficult, so many are working on big assumptions and making educated guesses. Procurement insight, transparency and collaboration with suppliers will deliver benefits and competitive advantage, so that stakeholders and suppliers will sit up and take notice.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Julia Swales","post_title":"How can you give your chemical supply chain capabilities a competitive edge?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"how-can-you-give-your-chemical-supply-chain-capabilities-a-competitive-edge","to_ping":"","pinged":"","post_modified":"2023-07-27 14:26:48","post_modified_gmt":"2023-07-27 13:26:48","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20702","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20704","productGallery":null,"woo_quick_view":"[woosq id= 20702]","postGallery":"","post_type_name":"Post"},{"ID":"20758","post_author":"3","post_date":"2023-08-02 16:57:32","post_date_gmt":"2023-08-02 15:57:32","post_content":"\u003Cimg class=\"wp-image-20759 aligncenter\" src=\"https://futuresupplychains.org/wp-content/uploads/2023/08/US-TRADE-IMPORTS-AND-EXPORTS-300x159.png\" alt=\"\" width=\"719\" height=\"381\" /\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EMexico has taken the lead as the United States top trading partner ,overtaking China. According to the US Census Bureau,\u00a0 $328.11bn worth of goods passed between the two countries in the first 5 months of 2023. As of the second quarter\u2019s start, the US\u2019s trade with Mexico accounted for 15.4% of goods exported and imported, just ahead of trade totals with Canada and China, which were 15.2% and 12% respectively. Imports from Mexico are up 8.67% month on month.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EThe Automotive market is a main driver in the increase of imported goods. In May, the top goods imported by the US from Mexico by value were passenger cars, motor vehicle parts, and commercial vehicles. The top three U.S. exports by value in May were Gasoline and other fuels, Motor vehicle parts, and Computer chips.\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EHowever, there's also an import increase of other manufactured goods. This dynamic has interestingly developed as a result of the previous administration\u2019s tariffs on select Chinese goods, in addition to updating the NAFTA trade deal with Canada and Mexico. Now, we observe a push towards nearshoring, as countries shift their trade policies in favour of bringing supply chains for crucial goods back to their local regions, instead of looking east.\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EThe pandemic accelerated the shift towards nearshoring, due to the skyrocketing trans-pacific freight rates at the time, coupled with the immediate high demand for faster shipping consumer goods.\u00a0\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EUS companies are scrambling to replace China, with its rising labour costs, pandemic induced manufacturing difficulties,\u00a0 and supply-chain difficulties, even as China is reopening its economy after nearly two years of its strict zero-Covid policy.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EThis shift can also be in part attributed to shifting political tides, as companies like Walmart were increasingly looking closer to home for ways to fill their needs as political tensions between the US and China heated up.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EWith more production opportunities emerging in Mexico, and as crossing the border is ultimately cheaper than crossing the pond, the supply chain scales in North America could be tipping towards road freight rather than ocean freight.\u00a0\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EHowever, it is worth noting that\u00a0 while Mexico-US trade runs hot, so does commerce between Mexico and China. Chinese exports to Mexico rose 28% YoY in 2022, according to the Census Bureau, suggesting that Chinese companies are using the United States-Mexico-Canada Agreement as an end-run around US tariffs on Chinese goods. Thus, we might see containers with Chinese goods being in a way redirected to Mexican ports, to resale in the US.\u00a0\u003C/span\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Jenan Hasan","post_title":"From Offshoring to Nearshoring: Mexico Leads as US\u2019 Key Trading Ally","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"from-offshoring-to-nearshoring-mexico-leads-as-us-key-trading-ally","to_ping":"","pinged":"","post_modified":"2023-08-02 16:58:50","post_modified_gmt":"2023-08-02 15:58:50","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20758","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20760","productGallery":null,"woo_quick_view":"[woosq id= 20758]","postGallery":"","post_type_name":"Post"},{"ID":"20769","post_author":"3","post_date":"2023-08-03 09:08:01","post_date_gmt":"2023-08-03 08:08:01","post_content":"Software supply chain attacks have targeted virtually every sector of critical infrastru
2608cture.\u00a0\u003Ca href=\"https://www.whitehouse.gov/briefing-room/presidential-actions/2021/05/12/executive-order-on-improving-the-nations-cybersecurity/\"\u003EA wave of US regulatory effort to mitigate this risk\u003C/a\u003E\u00a0includes the US\u00a0Executive Order 14028\u00a0on Improving the Nation\u2019s Cybersecurity, and the US Food and Drug Administration\u2019s Software Bill of Materials (SBOM) requirements for medical devices. The area is also being reviewed by many other Governments. Julia Swales, FFSC Advisory Board Manager, asked Nick Wildgoose, CEO of Supplien Consulting and member of the FFSC Advisory Board, to share his knowledge on cyber-exposures in multi-tier software supply chains.\r\n\r\nA lot of work has gone into understanding multi-tier supply chains from a product perspective. This is important for a variety of reasons, including driving resilience from a disruption perspective, and ensuring appropriate ESG compliance. An area which has perhaps received less focus is that related to the cyber exposures in multi-tier software supply chains. As without the necessary information flow supply chains simply cannot operate effectively.\r\n\r\nCyber-attacks and associated IT failures have featured consistently over the last 10 years, in the top 3 causes of disruption in the Business Continuity Institute Annual Supply Chain Resilience Survey. These cyber-attacks only seem to be increasing, cybersecurity is thus a critical part of supply chain risk management. Wide-ranging vulnerabilities such as has been seen with Log4j and other breaches such as SolarWinds and Accellion have demonstrated how software itself can become the Trojan horse, turning the products that protect us into an ecosystem-wide threat. Just to give another indication of the scale of the problem, in 2021 two cyber espionage groups, believed to be affiliated with the Chinese government, created over 16 different malware families just to target Pulse Secure VPN.\r\n\r\nA key challenge in C-SCRM (Cyber Supply Chain Risk Management) is knowing where to start. With hundreds of types of software, thousands of suppliers, and tens of thousands of pieces of hardware, it is hard to identify where to make a meaningful, measurable reduction in \u003Ca href=\"https://futuresupplychains.org/category/risk-and-security/\"\u003Ecyber risk within the supply chain\u003C/a\u003E. It is also in many organisations unclear from a functional perspective who has responsibility for cyber risk within the supply chain, and this needs to be clarified initially.\r\n\r\nAn effective risk management program depends on initially knowing the cyber risk that a critical supplier presents to your organization\u2019s systems. To assess supply chain risk, organizations need information from and about each link in the chain, including the relevant software.\r\n\r\nComplex interdependencies make it nearly impossible to ensure the security of all components and contributors to the supply chain. It is not sufficient to only identify the hidden risks that lurk when you inherit, purchase, or outsource software capabilities. Another major source of unknown risks is open-source software, which, on average, accounts for 75% of these codebases.\r\n\r\nThe cyber hygiene and risk management practices of the third parties we rely on can help us assess how susceptible they are to external breaches that could change or modify code. This includes how they assess cyber risk in the following software related areas: -\r\n\u003Cul\u003E\r\n \t\u003Cli\u003ESupplier Risk\u003C/li\u003E\r\n \t\u003Cli\u003ECode Risk\u003C/li\u003E\r\n \t\u003Cli\u003EEcosystem Risk\u003C/li\u003E\r\n \t\u003Cli\u003EOperational Risk\u003C/li\u003E\r\n\u003C/ul\u003E\r\nIt is now possible to make use of near real-time cyber exploration tools to identify vendors in your ecosystem that could potentially be exposed to an issue like a Log4j breach. Having this data immediately available of several at-risk vendors for the cyber vulnerability identified, enables appropriate rapid risk-based mitigation, stopping the threat where it matters most. There are also solutions which provide time-based records of how long known vulnerabilities are allowed to persist in open-source software components and related supplier products. They can also provide insights into leading cyber risk indicators like end-of-life, maintenance risk, ecosystem risk.\r\n\r\nIt is important that many organisations look to improve the cyber supply chain resilience to reduce the number of disruptions that they face with the consequent significant financial costs. There are several softw
2608are and data solutions which can help in this area, this must be done in the context of having clear responsibility matrix around cyber supply chain risk management.\r\n\r\n\u003Cstrong\u003ESource: \u003C/strong\u003EFoundation for Future Supply Chain","post_title":"Cyber Supply Chain Risk Management \u2013 Software Bill of Materials","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"cyber-supply-chain-risk-management-software-bill-of-materials","to_ping":"","pinged":"","post_modified":"2023-08-03 18:51:01","post_modified_gmt":"2023-08-03 17:51:01","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20769","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20770","productGallery":null,"woo_quick_view":"[woosq id= 20769]","postGallery":"","post_type_name":"Post"},{"ID":"20892","post_author":"3","post_date":"2023-08-31 07:46:19","post_date_gmt":"2023-08-31 06:46:19","post_content":"In 2021, Volvo Trucks unveiled the world's first vehicle created from fossil-free steel: a hauler. In May 2022, the company started to introduce fossil-free steel into other parts of its range. Julia Swales, Advisory Board Manager for the Foundation for Future Supply Chain, interviewed Lars M\u00e5rtensson, Director Environment and Innovation at Volvo Trucks to ask about the latest developments and what is on the horizon\u2026\r\n\r\nVolvo Trucks now has an agreement with its steel manufacturer SSAB for recycled steel called SSAB Zero\u2122, so it will get access to larger volumes of fossil-free steel. Volvo Trucks is looking into how it can use the two types of steel with a low climate footprint for other steel components in a truck and different types of trucks globally, as well as the standard truck frames. This is still in the development phase, but it is moving quickly.\r\n\r\nVolvo Trucks has had interest from customers worldwide, not only from Europe. Of course, Volvo Trucks needs to take this into consideration now and plan for the increased volumes of fossil-free steel and SSAB Zero\u2122 that it will need in the future. SSAB, is based in the US and Sweden, so Volvo Trucks is currently looking into using different companies in other parts of the world where fossil-free steel can be produced.\r\n\r\nVolvo Trucks starts the manufacturing process with the truck frames, as they are produced internally using steel rolls, so it has full control over the process. The company relies on suppliers for other types of components made from fossil-free materials, including plastic and rubber. This is a new challenge and an interesting step that Volvo Trucks is taking \u2014 by sourcing new components, it will need to connect the fossil-free steel suppliers with the component manufacturers. This is something new and a learning curve, as Volvo has a global supplier base, and by 2040 it is aiming for all materials in its trucks to be fossil-free.\r\n\r\nFossil-free steel production in Europe and the rest of the world are in different stages of development, but it is quickly growing in interest amongst steel producers globally, as if companies want to be at the forefront of the steel industry, they need to take steps in this direction. The tricky part here is that it takes some time for companies to build the necessary production facilities so that they can start delivering. This is important from a competitive perspective in the steel industry.\r\n\r\nOnly around 10% of steel is used in automotive, the biggest buyer is the construction industry, where they are now using fossil-free steel to build everything from bridges to buildings. There is high demand and the industry uses huge volumes. This means there's also competition on the buying side for Volvo Trucks, as it needs to meet its ambitious targets.\r\n\r\nSuppliers are competing for customers and they are in turn competing for suppliers, especially now in the initial phase of fossil-free steel adoption. The steel manufacturers need to find customers who are willing to commit and pay a premium price. However, at the same time, the demand for steel is increasing, so of course, there is more competition for the fossil-free steel amongst buyers. That is how the market economy works. It is very positive when this happens with a product which will have a lower environmental impact.\r\n\r\nIt is clear that Volvo Trucks has attracted the attention of its automotive competitors, who are following closely behind, which is good for the industry as it needs to change and become more sustainable. The automotive sector is taking the first step, but fossil-free steel is something that will soon be used for many other types of products going forward. This bodes well for an exciting future from a climate perspective.\r\n\r\n\u003Cstrong\u003ESource: \u003C/strong\u003EFoundation for Future Supply Chain","post_title":"Volvo Trucks leads the way 
2608with fossil-free steel","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"volvo-trucks-leads-the-way-with-fossil-free-steel-and-zero-recycled-steel","to_ping":"","pinged":"","post_modified":"2023-08-31 14:04:09","post_modified_gmt":"2023-08-31 13:04:09","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20892","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20946","productGallery":null,"woo_quick_view":"[woosq id= 20892]","postGallery":"","post_type_name":"Post"},{"ID":"20896","post_author":"3","post_date":"2023-08-31 07:51:17","post_date_gmt":"2023-08-31 06:51:17","post_content":"\u003Cspan style=\"font-size: 12pt;\"\u003EThe topic of sustainability is becoming an increasingly important subject in the world of logistics. Some companies have been accused of green-washing (displaying signs of sustainabilty change but the reality is different), but many others are actively investing significant sums to meet the challenge. Here below are some highlights of important investments in sustainability in the global logistics industry over the last few weeks.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003ELast week,\u00a0Rhenus\u00a0Warehousing Solutions (Germany) opened its first sustainable warehouse. The warehouse has achieved BREEAM Excellent certification, demonstrating its commitment to energy efficiency and environmental protection. The building\u2019s energy needs are primarily met by a large solar panel system with a peak output of 9 megawatts, making it one of the largest in Europe.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EDHL Global Forwarding\u00a0reported this month that it has noted an increase in demand for sustainable transport solutions coming from customers, both as part of new tender processes and in discussions with existing customers. The company stated that a growing number of shippers are requesting greater greenhouse gas emissions transparency and are also exploring sustainable solutions, even if they are more costly.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EUK parcel delivery company\u00a0Evri, this month announced its latest roll-out of e-cargo bikes across its national network as part of its commitment to reach net-zero by 2035. Evri, which uses e-cargo bikes in Bristol, Edinburgh and Manchester has partnered with Zoomo, a provider last-mile electric fleet solutions, to provide 15 EAV cargo bikes for its Wimbledon depot.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAlso this month, over in the United States, Schneider National announced that it is now operating two Lonestar electric tractor units, further advancing the company\u2019s commitment to lowering carbon emissions and expanding its electric fleet, which is now 94 vehicles. The new tractors will save an estimated 35 tons of CO2 per truck each year.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003ETwo large logistics players announced in August that they have partnered to decarbonise supply chains. DB Schenker and Hapag-Lloyd signed an agreement for emission-reduced container transports with a waste- and residue-based biofuel. By end of 2023, DB Schenker plans to claim approximately 3,000 metric tonnes of carbon dioxide equivalent (CO2e) emissions avoidance. This is based on at least 1,000 tonnes of pure biofuel. Hapag-Lloyd has launched the Ship Green product to offer its customers emission-reduced ocean transports. Based on biofuel, customers of Hapag-Lloyd can add Ship Green as an additional service to their existing bookings.\u003C/span\u003E\r\n\r\n\u003Cstrong style=\"font-size: 12pt;\"\u003EAuthor: \u003C/strong\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EPaul Chapman\u003C/span\u003E\r\n\r\n\u003Csection class=\"entry-content\"\u003E\u003Csection\u003E\u003C/section\u003E\u003Csection class=\"entry-content\"\u003E\u003Cstrong style=\"font-size: 12pt;\"\u003ESource: \u003C/strong\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ETi Insight\u003C/span\u003E\u003C/section\u003E\u003C/section\u003E","post_title":"Green Initiatives in Logistics Surge as Companies Pursue Sustainability Goals","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"green-initiatives-in-logistics-surge-as-companies-pursue-sustainability-goals","to_ping":"","pinged":"","post_modified":"2023-08-31 08:39:43","post_modified_gmt":"2023-08-31 07:39:43","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20896","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2977","productGallery":null,"woo_quick_view":"[woosq id= 20896]","postGallery":"","post_type_name":"Post"},{"ID":"20901","post_author":"3","post_date":"2023-08-31 08:02:35","post_date_gmt":"2023-08-31 07:02:35","post_content":"\u003Cspan style=\"font-weight: 400;\"\u003EThe world is beginning to realise that lacklustre figures coming out of China may be a very real sign of a longer term slowdown in the Chinese economy. Over the previous 20 - 30 years, we have become accustomed to high GDP and double\u00a0 digit trade growth, in and out of the Chinese market. Chinese production fuelled an ever growing trade surplus at the same time a growing middle class multiplied the country\u2019s spending power with over 800 million Chinese citizens being lifted out of poverty since the 1980s. Now unsustainable debt levels, creeping deflation and changing trade relations leave China facing a very different future.\u00a0\u003C/span\u003E\r\n\r\n\u003Cb\u003EWhat does the data tell us?\u003C/b\u003E\r\n\r\n\u003Cimg class=\"alignnone wp-image-20904\" src=\"https://futuresupplychains.org/wp-content/uploads/2023/08/Chinese-Economic-Indicatoris-300x162.png\" alt=\"\" width=\"859\" height=\"464\" /\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EThe above graph shows that Chinese GDP and Trade growth has been slowing over the previous 10 years, indicating this is no new phenomenon. However following Covid lockdowns and China\u2019s zero covid approach it appears the market is entering a new low-growth stage where both GDP and trade growth is set to remain at low single digit level (below 5%). This is in contrast to the first 18 years of the millenia (2000 - 2018)\u00a0 where Chinese GDP growth averaged 9.6% and trade growth averaged 14.8%.\u003C/span\u003E\r\n\r\n\u003Cb\u003EWhat are the implications of this slowdown on the Chinese logistics markets?\u003C/b\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003ETi\u2019s 2023 full year market sizing clearly shows the effect of this slowdown in the 2022 - 2027 Compound Annual Growth Rates (CAGR). The Chinese freight forwarding market is now forecast to grow at a CAGR of just 1.4% through to 2027. In contrast, the same market grew at a CAGR of 7.5% between 2010 and 2018. A less extreme but similar story can be seen in the contract logistics market which is a much less cyclical industry and more resistant to boom and bust cycles. However growth between 2022 - 2027 is set to slow by more than a third when compared to 2010 - 2018.\u00a0\u003C/span\u003E\r\n\r\n\u003Cb\u003EIn conclusion\u003C/b\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EThis news is significant. Indicators suggest the Chinese economy will enter a new stage involving much lower levels of growth. One much also acknowledge that high debt levels and deflation have the ability to make it a much more painful experience.This isn\u2019t a new phenomenon caused by the zero covid policy, although that did indeed hurt the economy, data suggests the Chinese market had`already lost the necessary vigour to bounce back.Those logistics markets most exposed to the boom and bust cycle are set to be affected the most and Ti\u2019s June 2023 market sizing already forecast a period of low single digit growth in forwarding activity in and out of China.\u00a0\u003C/span\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Nathaniel Donaldson\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"Datasets of the Month: An abrupt end to high growth in China?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"datasets-of-the-month-an-abrupt-end-to-high-growth-in-china","to_ping":"","pinged":"","post_modified":"2023-08-31 08:42:13","post_modified_gmt":"2023-08-31 07:42:13","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20901","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1957","productGallery":null,"woo_quick_view":"[woosq id= 20901]","postGallery":"","post_type_name":"Post"},{"ID":"20908","post_author":"3","post_date":"2023-08-25 08:03:16","post_date_gmt":"2023-08-25 07:03:16","post_content":"There are suggestions that a number of items have disappeared from the British Museum. They may have been stolen. The staff and management of the Museum cannot agree on what has happened. As is so often the case in logistics, the problem involves data capture and the control over inventory. It seems that not all the museum\u2019s items in its inventory were identified and located correctly.\r\n\r\nAs a logistics operation the British Museum is very large. It holds approximately 8 million individual items, although it seems that this number is uncertain. It also operates a complex of inventory locations. These are often substantial and include Franks House, a building in central London that holds 200,000 different items, Blythe House, a large former 19th century office building holding 2 million items, a new facility at Reading University and a shared-user storage facility at Wroughton to the west of London.\r\n\r\nThe nature of these facilities is complicated by the need of curators and academics to have access to items on a regular basis. This means inventory can be further distributed across external locations.\r\n\r\nFor a museum, organising a logistics operation of this size is a considerable undertaking. The British Museum states that it uses a \u2018MI+ Collections Management System\u2019. This appears to be a form of inventory management information architecture that focuses on data capture and stock keeping unit tracking. This system has been created by the state-owned \u2018Collections Trust\u2019 which is designed to create information systems architectures for museums.\r\n\r\nIt is unclear what has actually been going on at the British Museum. However, the institution seems to be facing very familiar logistics problems of inventory tracking, information architecture and creating physical inventory infrastru
2608cture that is appropriate for the task. The British Museum is the largest museum in the World and well-funded. If it cannot run its logistics properly it is worth wondering about the state of logistics operations at other museums.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"British Museum loses track of inventory","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"british-museum-loses-track-of-inventory","to_ping":"","pinged":"","post_modified":"2023-08-31 08:08:50","post_modified_gmt":"2023-08-31 07:08:50","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20908","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20909","productGallery":null,"woo_quick_view":"[woosq id= 20908]","postGallery":"","post_type_name":"Post"},{"ID":"20912","post_author":"3","post_date":"2023-08-25 08:10:11","post_date_gmt":"2023-08-25 07:10:11","post_content":"Ti recently ran a survey of 71 3PL professionals to gain a better understanding of the current state of the logistics market.\r\n\r\n\u003Cem\u003EAre you currently experiencing increased pressure on margins?\u003C/em\u003E\r\n\r\n\u003Cimg class=\"alignnone wp-image-20913\" src=\"https://futuresupplychains.org/wp-content/uploads/2023/08/3pls-300x246.png\" alt=\"\" width=\"575\" height=\"471\" /\u003E\r\n\r\nOverwhelmingly, 90.0% of respondents stated that they were currently experiencing increased pressure on margins.\r\n\r\nThe main factor driving this increased pressure on margins is increased costs, with 41.0% of respondents citing this factor. This is followed by increased competition and stabilising consumer demand.\r\n\r\nGiven the current economic climate at the time of writing, these results are unsurprising; costs for 3PL\u2019s have been increasing across the board as record-high inflation persists. 3PL\u2019s are also having to contend with a new wave of fulfilment competitors chasing e-commerce market share - from single location warehousing companies that cater to fulfilling orders for online retailers and\u00a0Amazon preparation and fulfilment services, to multi-location providers offering on-demand warehouse solutions.\u00a0 Furthermore, consumer demand is flattening, particularly following the post-covid normalisation of e-commerce and persistent macroeconomic challenges.\r\n\r\nLooking forward, global growth is projected to fall from an estimated 3.4% in 2022 to 2.9% in 2023 as the rise in central bank rates to fight inflation and Russia\u2019s war in Ukraine continue to weigh on economic activity. However, although economic risks into 2023 remain tilted to the downside, a stronger boost from pent-up demand or faster falling inflation remains entirely plausible. Economic activity may also be aided by China\u2019s economic reopening, although severe health outcomes in Asia\u2019s largest market could hold back recovery. As such, the majority of respondents believe pressures will intensify over the next 12 months, with a negative impact on margins.\r\n\r\nSurvey respondents were also asked to outline their key investment focuses in the next 12 months. Key focus areas for 3PLs included technology, automation, and digitalisation. In a climate with increasing competition and shifting consumer demands, technology and digitalisation investments will continue to offer a competitive advantage for 3PLs. GXO serves as a prime example of this, having centred its unique value proposition around the fact that its operations are highly automated. Furthermore, it is believed that somewhere between 60-80% of warehouses are not automated, meaning there is still massive room for technology adoption. Particularly as visibility becomes increasingly vital across the supply chain, technology spending is sure to increase in the coming years.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Nia Hudson\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"Ti's latest survey reveals automation and digitalisation a priority for 3PLs","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"tis-latest-survey-reveals-automation-and-digitalisation-a-priority-for-3pls","to_ping":"","pinged":"","post_modified":"2023-08-31 08:16:52","post_modified_gmt":"2023-08-31 07:16:52","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20912","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1961","productGallery":null,"woo_quick_view":"[woosq id= 20912]","postGallery":"","post_type_name":"Post"},{"ID":"20916","post_author":"3","post_date":"2023-08-24 08:15:01","post_date_gmt":"2023-08-24 07:15:01","post_content":"The European road transportation market faces huge challenges. Some challenges like truck development and decarbonization can be completed in a few years, but lack of drivers is a growing problem that is difficult to address. Due to these conditions, the driver shortage in many places is even less than one driver per vehicle, which should be at least 1.4 to 1.5 drivers per vehicle, according to Girteka. The European Road Freight Benchmark published by The\u00a0Upply, Ti &amp;\u00a0IRU for Q1 2023, also highlighted some key data for European road freight rate and driver shortage.\r\n\r\nAs per a new IRU report, the driver shortage in Europe is to triple by 2026 if no action is taken. As estimated in the report, the difference between retiring and new drivers is set to triple the rate of unfilled truck driver positions, to more than 60%, and increase by over five-fold for bus and coach drivers, to almost 50% by 2026.As per a speculation, Europe could lack over two million drivers by 2026, impacting half of all freight movements and millions of passenger journeys, if no action is taken to make the driver profession more accessible and attractive.\r\n\r\nRecently, to overcome this challenge, Girteka Transport came up with a plan to focus on attracting professional drivers to work in Europe for Girteka by opening new branches in Almaty, Kazakhstan, and Bishkek, Kyrgyzstan. The Girteka Group have more than 3,000 professional drivers that come from countries in Asia as of today. Girteka clearly focusses on making the job itself more attractive, and the recruitment process more transparent, efficient, and quicker.\r\n\r\n\u201cA shortage of drivers is an issue that became a global one, affecting not only Europe but the entire world. In Europe alone, we are missing approximately 400-450 thous
2608and professional drivers. And there is no simple solution to it, as many drivers will soon retire and there is no potential and attractiveness of the job among the young generations, yet. I said yet, as I think that Kazakhstan and Kyrgyzstan are examples and a beacon of hope, that there is a future for this kind of job and room for professionals to develop,\u201d says Mindaugas Paulauskas, CEO of Girteka Transport, part of Girteka Group.\r\n\r\n\u201cThe new office of Girteka Transport in Kazakhstan will empower us to promote the profession of truck driving locally. We take great care to ensure that our recruitment process is transparent, safe, and secure for all potential drivers,\u201d says Oksana Karpovi\u010dien\u0117, Head of HR Expansion at Girteka Transport.\r\n\r\nWith the new branches, Girteka will not only alleviate the driver shortage but also address the demands and requirements of drivers in Kazakhstan and Kyrgyzstan in a quick and transparent manner that benefits both parties. Just the beginning includes streamlining the application process, outlining all the prerequisites for employment offers, and offering driving exams to guarantee the calibre of road transportation services.\r\n\r\nDrivers from Kazakhstan and Kyrgyzstan are developing crucial expertise and abilities that will subsequently be used to offer logistical services throughout Europe, starting with highly thorough training during the onboarding process and continuing with recurring practical and online training, stated Girteka.\r\n\r\nCollaboration with nations outside of Europe, such as Kazakhstan or Kyrgyzstan, is one of the lowest hanging fruits, in addition to making the requirements and procedures for obtaining a professional driving license easier and so drawing more individuals. Expanding new offices proves to be a good solution to the driver shortage problem and Girteka takes a lead in it.\r\n\r\nTo tackle driver shortage issue, in March 2023, The European Commission (EC) also came up with a set of proposals. The EC said that it would introduce several new measures regarding road safety and licenses in the EU, including a digital driver\u2019s license, as well as to allow 17-year-olds to start learning the ropes of driving and truck driving. \u201cThose who pass at 17 will be able to drive alone from their 18th birthday, and to work as a professional driver as soon as a specific job allows. This will help address the current driver shortage,\u201d the EC argued.\r\n\r\nThere has always been a risk of a driver shortage, so EU institutions and authorities need to reconsider their stance on finding new solutions, such as hiring drivers from outside the EU. Because regulations and helpful governmental actions are always outpaced by the market, as history has shown, highlighting, and demonstrating best practices will help maintain steady and reliable growth of supply chains in Europe and its economy in the years to come.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Meghna Mishra\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"Girteka Group Expands Outside EU to Tackle Driver Shortage","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"girteka-group-expands-outside-eu-to-tackle-driver-shortage","to_ping":"","pinged":"","post_modified":"2023-08-31 08:48:26","post_modified_gmt":"2023-08-31 07:48:26","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20916","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20688","productGallery":null,"woo_quick_view":"[woosq id= 20916]","postGallery":"","post_type_name":"Post"},{"ID":"20921","post_author":"3","post_date":"2023-08-24 08:17:02","post_date_gmt":"2023-08-24 07:17:02","post_content":"In a webinar for LogiPharma, Jamie Pearce, VP and General Manager in Temp at Merck and Patrick Pichler, Director, Head of Global Distribution Quality, Merck Healthcare KGaA/EMD Serono, talked about how they are dramatically improving efficiency across their cold chain operations.\r\n\r\nMerck is responsible for the quality distribution and temperature monitoring of pharmaceuticals. In the past, the company used USB loggers \u2013 it was a manual process, which was error prone, so they faced issues with suppliers and customers. Now they have a new way of temperature monitoring, where they integrate ITC with the ERP system for automated error free programming. The InTemp technology, developed and manufactured by Onset, is unique as a cloud based technology, because it uses internet connected gateways which are fully connected with the cloud platform. It has been developed to match the needs that cold chain customers have and the increased demand for cold chain visibility and automation for both storage and transportation applications. Bluetooth data loggers are used in combination with the InTemp app and mobile gateways. Shipping loggers can be placed inside packaging, which connect to gateways and the cloud. The loggers can also be used for air freight (they are safe to use on planes) and sea freight \u2013 single use loggers last for 3 months and have plenty of memory for a typical 15 min transaction.\r\n\r\nInTemp has reduced manual work for Merck and given them increased visibility on shipments. There are automated notifications when a shipment arrives in the warehouse, putting pharma companies in the driver's seat, as well as automated KPI availability. Merck are mainly using 3PLs for warehousing, so through this software they are notified before the warehouse manager even knows the stock has arrived, which massively improves efficie
2608ncy. There is an on-time KPI view and data is stored in the database with 24/7 accessibility for businesses around the world. This software is currently being used in 12 sites and distribution centres, with 110 direct customers and 320 individual users.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Julia Swales\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"Driving Cold Chain Efficiency and Savings with Bluetooth/IoT Technology at Merck","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"driving-cold-chain-efficiency-and-savings-with-bluetooth-iot-technology-at-merck","to_ping":"","pinged":"","post_modified":"2023-08-31 14:02:48","post_modified_gmt":"2023-08-31 13:02:48","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20921","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20922","productGallery":null,"woo_quick_view":"[woosq id= 20921]","postGallery":"","post_type_name":"Post"},{"ID":"20926","post_author":"3","post_date":"2023-08-23 08:21:58","post_date_gmt":"2023-08-23 07:21:58","post_content":"\u003Cp style=\"font-weight: 400;\"\u003EIn recent years, the logistics industry has witnessed a revolutionary transformation fueled by advancements in technology. One of the most significant game-changers in this domain is the emergence of cloud logistics. This innovative approach leverages cloud computing to streamline operations, enhance visibility, and optimise supply chain management. As the world becomes more interconnected and businesses strive for efficiency, cloud logistics is emerging as a driving force behind this industry's evolution.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003ECloud logistics refers to the utilisation of cloud computing technologies to manage and coordinate various aspects of the supply chain. Traditionally, logistics operations were characterised by manual processes, fragmented data, and limited real-time insights. However, with the integration of cloud-based solutions, logistics companies can now access a plethora of benefits that are revolutionising the way they operate.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EOne of the primary advantages of cloud logistics is the improvement in real-time visibility. Through cloud-based platforms, businesses can track shipments, monitor inventory levels, and gather data from various touchpoints along the supply chain. This enhanced visibility enables companies to make informed decisions promptly, identify bottlenecks, and respond to disruptions swiftly. As a result, customer satisfaction is heightened, and operational efficiency is maximised.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EAnother transformative aspect of cloud logistics is its ability to facilitate collaboration. In the traditional logistics setup, different stakeholders often operated in silos, hindering seamless communication. Cloud logistics breaks down these barriers by providing a centralised platform where manufacturers, suppliers, distributors, and retailers can share information and coordinate activities. This collaborative approach leads to better demand forecasting, optimised inventory management, and reduced lead times.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EMoreover, cloud logistics solutions offer scalability and flexibility. Businesses can adjust their resources and capacities based on real-time demand fluctuations. This agility enables companies to adapt to changing market conditions efficiently, whether it's handling seasonal peaks or responding to sudden shifts in consumer preferences. The cloud-based model also reduces the need for significant upfront investments in IT infrastructure, making it a cost-effective option for logistics providers of all sizes.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EMachine learning and artificial intelligence (AI) are integral components of cloud logistics, further propelling its transformative impact. By harnessing AI-driven insights, logistics companies can optimise route planning, minimise fuel consumption, and predict maintenance requirements, leading to significant cost savings and reduced environmental impact.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EAs cloud logistics continues to evolve, it has led to the rise of \"smart\" supply chains. These interconnected networks leverage Internet of Things (IoT) devices to gather real-time data from various points in the supply chain, including vehicles, warehouses, and production facilities. By integrating IoT-generated data with cloud-based platforms, companies can achieve unprecedented levels of automation, optimisation, and predictive analytics.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003ECloud logistics is undeniably transforming the logistics industry as we know it. Through enhanced visibility, improved collaboration, scalability, and the integration of cutting-edge technologies, logistics providers are achieving higher efficiency levels and meeting the ever-growing demands of a globalised marketplace. The cloud-based approach is breaking down traditional barriers, enabling stakeholders to work together seamlessly and respond proactively to challenges. As businesses continue to recognise the immense benefits of cloud logistics, its transformative influence is set to reshape the entire logistics landscape for years to come.\u003C/p\u003E\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Dhairya Bahl\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"From Cloud to Cargo: How Cloud Logistics is Modernising Supply Chains","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"from-cloud-to-cargo-how-cloud-logistics-is-modernising-supply-chains","to_ping":"","pinged":"","post_modified":"2023-08-31 08:25:31","post_modified_gmt":"2023-08-31 07:25:31","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20926","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20770","productGallery":null,"woo_quick_view":"[woosq id= 20926]","postGallery":"","post_type_name":"Post"},{"ID":"20929","post_author":"3","post_date":"2023-08-22 08:26:15","post_date_gmt":"2023-08-22 07:26:15","post_content":"The Indian government has announced that, with immediate effect, the import of all laptops and personal computers into the country is to be banned without special licence. This will inevitably impact global manufacturers such as \u003Ca href=\"https://www.ti-insight.com/briefs/apple-contributes-to-restructure-of-electronics-supply-chain/?swcfpc=1\"\u003EApple\u003C/a\u003E, Lenovo, HP, Acer and others as well as Indian consumers and businesses which are largely reliant on foreign made electronics. Significant price rises are expected as a result of a disruption to supply although it is hoped that \u2018trusted\u2019 brands will be granted permits quickly.\r\n\r\nThe move by the government is the latest stage of its \u2018Make in \u003Ca href=\"https://www.ti-insight.com/briefs/impact-of-multi-nationals-on-retailers-in-india/?swcfpc=1\"\u003EIndia\u003C/
2608a\u003E\u2019 programme, which simultaneously supports local electronic manufacturing whilst imposing barriers on the import of foreign products, especially those which are produced in China. In May 2023, a support package worth $2 billion was announced. This initiative, and others like it, has proved successful in the smartphone market with companies such as Apple transferring some of its production to the country. The government hopes that an import ban on the IT hardware sector will have similar results.\r\n\r\nThe move comes at a time when Indian conglomerates, such as Reliance, are launching their own consumer electronics products, drawing accusations of preferential treatment. Although these companies are, in the short term, just as likely to source their products from abroad, including China, some believe that their government links will allow them to gain special licences more easily.\r\n\r\nThe decision is another illustration of political intervention in the functioning of global supply chains driven in this instance by regional rivalry between India and China and an industrial policy which prioritises local manufacturing. In this regard, Prime Minister Modi is following China\u2019s own playbook of capturing upstream value by encouraging and compelling on-shoring of production. It is also a more extreme version of the USA\u2019s own imposition of import tariffs on Chinese goods, a policy started under President Trump but continued under President Biden.\r\n\r\nThe decision will have obvious implications for the logistics and supply chain industry. Local and national supply chains in India will increase in importance at the expense of international services. This will not happen overnight. India must build the infrastructure \u2013 energy, transport, ICT and financial \u2013 as well as develop relevant skills amongst its workforce before it is able to challenge China effectively. However, the direction of travel towards higher levels of global supply chain fragmentation is clear.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti/Foundation for Future Supply Chain","post_title":"India imposes import ban on laptops and PCs","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"india-imposes-import-ban-on-laptops-and-pcs","to_ping":"","pinged":"","post_modified":"2023-08-31 08:38:16","post_modified_gmt":"2023-08-31 07:38:16","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=20929","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20930","productGallery":null,"woo_quick_view":"[woosq id= 20929]","postGallery":"","post_type_name":"Post"},{"ID":"21120","post_author":"3","post_date":"2023-10-03 13:32:19","post_date_gmt":"2023-10-03 12:32:19","post_content":"The strike by the\u00a0Auto Workers Union (AWU)\u00a0in the US is having a significant impact on the logistics infrastructure operated by the vehicle manufacturers. The trade union has already targeted the parts-distribution network of General Motors and Stellantis, with 38 cross-docks, depots and warehouses affected by strikes and apparently not functioning. Similar Ford facilities have not been subject to strikes as the UAW says that negotiations are proceeding more satisfactorily.\r\n\r\nThere have been strikes at assembly plants and some component manufacturers facilities but the UAW has been keen to avoid comprehensive action affecting the whole of the operations of the vehicle manufacturers whom they are negotiating with, as their union members would struggle to afford this. Rather the tactic has been to focus on specific parts of the vehicle manufacturers business. It is interesting that the UAW has selected the spare parts logistics operations, probably because they realise that the spare parts divisions are amongst the most profitable elements of the vehicle manufacturers business.\r\n\r\nThere are now rumours that GM and Stellantis are outsourcing operations to third-party logistics providers. The Wall Street Journal newspaper is reporting that it has seen a document that stated \u201cahead of the strike, Stellantis additionally leased a non-union warehouse and banked 30 days of inventory for 2,500 different types of parts\u201d. The Wall Street Journal is also reporting that both General Motors and Stellantis had \u201cdevised plans for white-collar workers to staff the parts hubs so they could continue shipping components used for customer maintenance and repairs at dealerships.\u201d Ford had made similar plans but has not had to implement them due to the continued operation of its facilities. General Motors seems to have admitted that its does have such \u201ccontingency plans\u201d.\r\n\r\nThere are a number of questions that emerge form these reports. Perhaps the most interesting is who the logistics service providers who are offering General Motors and Stellantis the capacity to handle their aftermarket logistics. Any provider would have to be quite large as the volumes passing through such a network are considerable. To do so at short notice would be beyond the ability of most third-party logistics providers. Presumably any logistics provider capable of such a thing would be in a position to charge a substantial fee for doing so.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insight","post_title":"AWU strike offers possible 3PL bonanza","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"awu-strike-offers-possible-3pl-bonanza","to_ping":"","pinged":"","post_modified":"2023-10-03 13:35:12","post_modified_gmt":"2023-10-03 12:35:12","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21120","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20697","productGallery":null,"woo_quick_view":"[woosq id= 21120]","postGallery":"","post_type_name":"Post"},{"ID":"21126","post_author":"3","post_date":"2023-10-03 13:38:29","post_date_gmt":"2023-10-03 12:38:29","post_content":"The evolving language being used to describe the new global trade environment reflects the sensitivities involved in the increasingly complex and nuanced debate over the future of globalisation. At the heart of the issue is confusion and division over the approach the West should take to counter China\u2019s growing economic and military influence. Whilst Europe and the US recognise the changing power dynamics, their ability to respond more robustly has been compromised by the leverage of China\u2019s huge domestic market and by the fact that the West has off-shored a very large proportion of its manufacturing capacity to Chinese suppliers. Consequently, messages communicating politicians\u2019 economic, political and security concerns must be balanced with the risks inherent in upsetting the Chinese government. This has resulted in a deal of equivocation in the language which they use.\r\n\r\n\u003Cstrong\u003EDe-globalization regarded aggressive\u003C/strong\u003E\r\n\r\nFor example, the terms \u2018de-globalization\u2019 and \u2018de-coupling\u2019 are now regarded as being aggressively anti-Chinese in nature as they are understood to describe supply chain policies which are designed to isolate China from the rest of the world. German politicians have been particularly strident in their rejection of the terms, largely due to the high level of integration of the German economy with China, especially in sectors such as automotive and chemicals. Instead, \u2018de-risking\u2019 has been adopted as an acceptable alternative. This term is used in a much more neutral way, suggesting that over-reliance on any single market is unwise, not just on China. Therefore, supply chain risk mitigation such as re-shoring, near-sourcing and \u2018China plus\u2019 strategies (all of which play well with electorates) can still be encouraged by Western politicians with less risk of offending China \u2013 or at least that is their hope.\r\n\r\nAs an example, Olaf Scholz is on record as saying, \u201cI am firmly convinced that the\u00a0\u003Cem\u003Edeglobalisation\u003C/em\u003E\u00a0that some are currently propagating is a dangerous aberration\u201d, a message obviously aimed at a Chinese audience. However, in a later speech in a different forum at the G7 summit in Japan in May 2023, he seemed to recognise the need to reduce dependency on China by increasing self
2608-sufficiency. \u201cThe G-7 has no interest in hindering China\u2019s economic rise and at the same time, we are looking closely to avoid dangerous economic dependencies in the future.\u201d Later the tone of the messaging changed once again when he said that there was an urgent need for\u00a0\u003Cu\u003Ecompanies\u003C/u\u003E\u00a0to\u00a0\u003Cem\u003Ede-risk\u003C/em\u003E\u00a0from China, although not\u00a0\u003Cem\u003Ede-couple.\u003C/em\u003E\u00a0Putting to one side the nuances of the language, analysts have questioned whether it is right to divest responsibility for international relations to a corporate level and whether indeed the ambiguities of the diplomatic language which Scholz uses do anything more than obfuscate the important issues at stake\r\n\r\n\u003Cstrong\u003EDoes it matter? (Yes\u003C/strong\u003E)\r\n\r\n\u2018Protectionism\u2019 is another term to be air-brushed. The expression is regarded as having negative connotations, most commonly connected to the value-destroying trade barriers which caused the Great Depression in the 1930s and which successive governments and inter-governmental organizations worked hard to remove in the post-War period. In recent years, however, trade barriers have made a come back, especially since the Covid-crisis.\r\n\r\nThe difference is, politicians would have us believe, is that these new barriers to trade can be justified by the argument that they are protecting societies and the environment, not business interests. Whether this is true or not, is a moot point. But the term \u2018precautionism\u2019 has been devised to describe this new regime in an attempt to convey a positive public policy dimension. Pascal Lamy, a former director general of the WTO, in an interview on France24, used the soon to be implemented European Cross Border Adjustment Mechanism as an example. He believes the measure, which introduces a levy on imports of goods manufactured in markets with lower environmental standards than the EU, can be justified by the beneficial outcome for people and the environment in terms of carbon emission reduction. This is despite the \u2018levy\u2019 being the same to all intents and purposes as a tariff or tax.\r\n\r\nDoes it really matter what terms are being used to describe the new supply chain paradigm? The short answer is yes. After years of economic and commercial imperatives driving corporate strategies (off-shoring for lower labour costs, low inventory etc), the development of international supply chains is now being more influenced by politics and ideology. On one hand, politicians need to show they are listening to the concerns of their electorates, creating economic growth and local jobs whilst mitigating a variety of risks. On the other, they do not want to aggravate relations with trade partners (most importantly China) which would have consequences for business and international diplomacy. In order to square this particular circle politicians are devising a new vocabulary which can be regarded as either navigating through difficult geo-political interests or trying to obfuscate important political issues, depending on your point of view.\r\n\r\n\u003Csection class=\"entry-content\"\u003E\u003Cstrong\u003EAuthor:\u003C/strong\u003E John Manners-Bell\u003C/section\u003E\u003Csection class=\"entry-content\"\u003E\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight/Foundation for Future Supply Chain\u003C/section\u003E","post_title":"The language of supply chain diplomacy","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-language-of-supply-chain-diplomacy","to_ping":"","pinged":"","post_modified":"2023-10-03 14:40:17","post_modified_gmt":"2023-10-03 13:40:17","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21126","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21127","productGallery":null,"woo_quick_view":"[woosq id= 21126]","postGallery":"","post_type_name":"Post"},{"ID":"21130","post_author":"3","post_date":"2023-10-03 13:41:25","post_date_gmt":"2023-10-03 12:41:25","post_content":"In all truth, hydrogen fuel cell technology is around a decade behind battery electric propulsion systems. It may yet be an answer for heavy duty/long distance transport but not just yet.\r\n\r\nHere we will c
2608onsider three energy storage media:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u2018Green hydrogen\u2019 is where renewable energy is used to electrolyse water to extract the hydrogen\u003C/li\u003E\r\n \t\u003Cli\u003E\u2018Green ammonia\u2019 is where renewable energy is used to create ammonia as an energy store\u003C/li\u003E\r\n \t\u003Cli\u003ENickel manganese cobalt (NMC) lithium batteries, the gold standard of EV propulsion batteries today\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u2018Grey hydrogen\u2019 and \u2018brown ammonia\u2019 are produced by the megaton in existing industrial processes from fossil fuels all over the world today. Given that these are often more polluting to produce than many fossil fuels, here we will look at the minimal carbon emitting examples above.\r\n\r\n\u003Cstrong\u003EEfficiency \u2013 Batteries, hydrogen and ammonia\u003C/strong\u003E\r\n\r\nThe best available research on energy storage efficiency is:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EA typical Nickel Manganese Cobalt (NMC) lithium car battery will store 85% of the energy used to charge it\u003C/li\u003E\r\n \t\u003Cli\u003EGreen hydrogen pressurised at 700 bar,\u00a050-60%\u003C/li\u003E\r\n \t\u003Cli\u003EAmmonia\u00a0\u2013 33%\u003C/li\u003E\r\n\u003C/ul\u003E\r\nIn terms of energy stored, batteries are the clear winner.\r\n\r\n\u003Cstrong\u003EEnergy density\u003C/strong\u003E\r\n\r\nWhere it comes to usable energy density, hydrogen blows batteries out of the water:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EHydrogen stores 33 kilowatt-hours (kWh) per kg\u003C/li\u003E\r\n \t\u003Cli\u003EAmmonia, 5.2kWh/kg\u003C/li\u003E\r\n \t\u003Cli\u003ENMC lithium batteries, 280Wh/kg\u003C/li\u003E\r\n\u003C/ul\u003E\r\nLooking at the above figures, one can immediately see the conundrum of hydrogen \u2013 it is very inefficient as an energy store but stores a lot more energy per kg.\r\n\r\n\u003Cstrong\u003EHydrogen \u2013 large?\u003C/strong\u003E\r\n\r\nWhere it comes to cars and small to medium vans, batteries have already won the race. Battery packs in EVs can do 450km per charge. Hydrogen is never going to compete in cars, no matter the hype. With current technologies fuel cell hydrogen stored at 700 bar is 4-5 times the volume of petrol. To add to this, a carbon fibre tank to hold 4.5kg of hydrogen at that pressure will weigh 10 times that of a petrol tank.\r\n\r\nHydrogen still has its place though. Scaled up to HGV level, a hydrogen storage system capable of a 1000km run will take up a lot more space than the diesel tank (some even speak of replacing the sleeper cab). Space is available at that scale however, unlike cars and vans, and it can be refuelled in just minutes. An 850kWh battery in a Tesla Semi HGV tractor would take considerably longer, even when the\u00a0megawatt charging protocol\u00a0is rolled out for HGVs.\r\n\r\nSitting between batteries and hydrogen is ammonia. This can be stored at minus 35 degrees C, similar to that of LNG used in some HGVs today. It is 20 times as energy dense as NMC batteries. However it is extremely toxic, flammable and explosive! There are over\u00a0130 orders\u00a0for ammonia powered oceangoing transport ships for example even while\u00a0no one will currently license them as a fuel\u00a0due to the environmental holocaust that would occur when one sinks.\r\n\r\n\u003Cstrong\u003ECost per mile\u003C/strong\u003E\r\n\r\nWith\u00a0sodium-ion batteries\u00a0on the horizon, battery electric vehicle prices are set to plummet in the medium term. For van and car owners this is great news, but it won\u2019t cover the need of HGVs to cover 1000km per day because sodium is so much less energy dense than lithium. Solid state batteries,\u00a0potentially on the market\u00a0by 2028, will likely be 20% more dense than NMC today. You can bet these won\u2019t be cheap though!\r\n\r\nHGV fleet owners are in for a rocky ride in terms of cost per mile, no matter where they look. Hydrogen fuel is ridiculously expensive \u2013 the\u00a0RAC estimated\u00a0it at \u00a311-\u00a316/kg in 2020, and this is grey/blue hydrogen as opposed to the green that we wish for here. The\u00a0Royal Society\u00a0reported the same year that green hydrogen will be competitive with grey hydrogen if the energy used costs GBP\u00a30.01-\u00a30.04 per kWh, not at all possible given energy costs today.\r\n\r\n\u003Cstrong\u003ENo easy answers!\u003C/strong\u003E\r\n\r\nDecarbonising the supply chain cannot be pain free. If HGVs and ships are to run on fuel costing an order of magnitude more than fossil fuels, the consumer will pay for it in eye-watering inflation. The competing issues of energy density and storage efficiency (hydrogen both the clear winner and clear loser) show that there is no straight up answer today.\r\n\r\nAs we stated at the beginning of this article, hydrogen fuel cell technology is a decade behind that of battery tech. Just because batteries are winning the race today doesn\u2019t mean that by 2033 they will still be ahead.\r\n\r\n\u003Csection class=\"entry-content\"\u003E\u003Cstrong\u003EAuthor:\u003C/strong\u003E Richard Shrubb\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight\r\n\r\n\u003C/section\u003E","post_title":"Hydrogen \u2013 The future or still a \u2018fool cell\u2019?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"hydrogen-the-future-or-still-a-fool-cell","to_ping":"","pinged":"","post_modified":"2023-10-04 15:04:06","post_modified_gmt":"2023-10-04 14:04:06","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21130","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19719","productGallery":null,"woo_quick_view":"[woosq id= 21130]","postGallery":"","post_type_name":"Post"},{"ID":"21133","post_author":"3","post_date":"2023-09-30 14:05:34","post_date_gmt":"2023-09-30 13:05:34","post_content":"For city centre final mile delivery, e-cargo-bikes can be a very good way of improving delivery efficie
2608ncy and cutting a logistics company\u2019s overall CO2 emissions. Setting up an e-cargo-bike delivery operation isn\u2019t just a case of buying 20 e-bikes and hiring a load of cycle couriers! As with all logistics business approaches there is some planning required to make a fleet efficient and effective.\r\n\r\n\u003Cstrong\u003EAdvantages of e-bikes\u003C/strong\u003E\r\n\r\nOne e-bike can produce 98% less CO2e than a diesel van, and fleet-wide will considerably reduce Scope 1 emissions. Other ways that e-cargo-bikes can help your final mile delivery business include:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003ENo road tax\u003C/li\u003E\r\n \t\u003Cli\u003ENo congestion charges\u003C/li\u003E\r\n \t\u003Cli\u003EReduced insurance costs\u003C/li\u003E\r\n \t\u003Cli\u003EParking is easier\u003C/li\u003E\r\n \t\u003Cli\u003ETotal cost of ownership is significantly lower\u003C/li\u003E\r\n\u003C/ul\u003E\r\nGiven these advantages, there are some challenges involved in setting up \u2018final yard delivery\u2019:\r\n\r\n\u003Cstrong\u003EUPS, DHL and FedEx have been looking at e-bike delivery for years\u003C/strong\u003E\r\n\r\nI interviewed Tom Madrecki, then-UPS Director of Urban Innovation and Mobility in 2018 for the Electric Bike Report. He said, \u201cBike delivery can be as efficient if not faster than van and truck delivery so long as it is in the right type of neighbourhood.\u201d\r\n\r\nIn the interview he pointed out that denser and older urban environments are ideal for e-cargo-bike delivery. London, Boston (Massachusetts), Paris and Madrid spring to mind as cities that were built before combustion engine vehicles were invented. These have areas where parking is terrible and the alleys are unsuited to vans - but bikes can sail through and have no issues when needing to pull over to pick up or drop a package.\r\n\r\n\u003Cstrong\u003EWestminster micro-hub\u003C/strong\u003E\r\n\r\nEarlier this year, London\u2019s Westminster Council announced a pilot where e-cargo-bike couriers Delivery Mates use space at a public car park as a micro-hub. Electric vans deliver consignments of packages to the micro-hub and e-bikes take them the final yard to the delivery address.\r\n\r\nDelivery Mates are among the fastest growing low emission final mile delivery companies in Europe. They have 3,000 couriers and make 100,000 deliveries daily in five countries.\r\n\r\n\u003Cstrong\u003EConsolidation is key\u003C/strong\u003E\r\n\r\nConsolidation even without zero emission vehicles for the final mile has been proven to significantly reduce carbon emissions in its own right, and is often a key part of cutting Scope 1 emissions.\r\n\r\nDelivery Mates\u2019 rivals, Bristol based Zedify are a well established low emission delivery company with more than 15 hubs around the UK. Their website states that consolidation of consignments is key to successful final mile delivery: \u201cOur [consolidation IT] platform is the key to us being able to plot dynamic routing and hit multiple timeslots throughout the day.\u201d\r\n\r\nWhere traditional road freight consolidation involves cross-docking to other combustion engined vehicles, in this case the vehicle will become a hub in its own right. This is another issue that needs resolving in planning e-bike delivery.\r\n\r\n\u003Cstrong\u003EA look at delivery vehicles\u003C/strong\u003E\r\n\r\nAlmost the final thing to look at in planning a cargo-bike delivery service is the vehicles themselves. UK based Tern offers five-year warranties on their machines like the GSD range of e-cargo-bikes. Germany\u2019s Riese &amp; M\u00fcller might be described as the \u2018Audis of the e-bike world\u2019 with their brilliant engineering and high reliability. As with Tern\u2019s e-cargo-bikes, a machine built for commercial use like the Riese &amp; M\u00fcller Transporter 85 will cost \u00a35,500 and up per unit.\r\n\r\nRemembering that these vehicles will cost nowhere near the same as a van to maintain, insure or tax, these e-cargo-bikes could all but wipe out your final mile carbon emissions too. That\u2019s no bad thing when it comes to looking for ways to decarbonise your delivery business!\r\n\r\n\u003Csection class=\"entry-content\"\u003E\u003Cstrong\u003EAuthor:\u003C/strong\u003E Richard Shrubb\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight\r\n\r\n\u003C/section\u003E","post_title":"The practicalities of using e-cargo bikes for final mile delivery","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-practicalities-of-using-e-cargo-bikes-for-final-mile-delivery","to_ping":"","pinged":"","post_modified":"2023-10-03 14:18:10","post_modified_gmt":"2023-10-03 13:18:10","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21133","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21134","productGallery":null,"woo_quick_view":"[woosq id= 21133]","postGallery":"","post_type_name":"Post"},{"ID":"21137","post_author":"3","post_date":"2023-10-03 14:42:38","post_date_gmt":"2023-10-03 13:42:38","post_content":"The first major change on this \u2018journey\u2019 is the transition to a second generation of e-cargobike. Traditional e-cargobike design is pretty much the same vehicle that Dutch and Danish families use to transport their children. E-cargobikes.com has used these vehicles over 100\u2019s of thousands of hours around London and that practical operating experience has shown that:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003ELoading and unloading is t
2608ime consuming, frequently involving costly double handling.\u003C/li\u003E\r\n \t\u003Cli\u003EThe limited payload is a constraint on productivity potential.\u003C/li\u003E\r\n \t\u003Cli\u003ERoad and cycle infrastructure in the UK challenge the \u2018domestic\u2019 build standard in areas such as vehicle frame durability due to potholes and level crossings.\u003C/li\u003E\r\n \t\u003Cli\u003EMotor and battery technologies designed for domestic use are also inadequate for high duty-cycle use experienced in commercial applications.\u003C/li\u003E\r\n \t\u003Cli\u003ENotwithstanding those limitations, e-cargobikes.com have proven that these bikes can do more work than a 3.5 tonne van delivering groceries within a 5-mile radius.\u003C/li\u003E\r\n\u003C/ul\u003E\r\ne-cargobikes.com are now introducing the Berlin built\u00a0ONO-Motion\u00a0to the UK. It carries 190Kgs in a 2 cubic metre modular load container that can be rolled on and off its tractor unit in under 60 seconds. This second-generation class of e-cargobikes resolve the shortcomings of the earlier vehicles. They feature modular loading to avoid double handling and increased payload and are built to industrial standards. Initial studies show that rider \u2018up-time\u2019 (time between arrival at 1st delivery and completing last delivery) for the ONO is 74% compared to 38% for a traditional fixed-body cargobike, promising dramatic cost reduction for operators and ultimately consumers.\r\n\r\nThe ONO e-cargobike will support longer delivery journeys and the greater capacity enables the service to combine the full consumer demand range of next-day, same-day, same-hour with big-shop, small convenience-shop. This can dramatically increase drop density which is the key to increased productivity and cost reduction for operators and consumers.\u00a0 The ONO e-cargobike can also support a whole range of service and support activities beyond just e-commerce: from plumbers and office equipment to catering, food service and retail delivery.\r\n\r\nSecuring the potential cost reduction from this new generation of e-cargobikes requires that operators change their logistics. In some cases, like the plumber, service agent, local merchant, it will be a simple plug and play. But for others, they will need to implement software changes. Planning order capture and delivery commitment for a bike is quite different than for a van and the experience is that the algorithms don\u2019t transfer, let alone the geospatial mapping. They may also need to implement micro-hubs to allow bulk movement into the general delivery zone for onward movement by e-cargobikes. ONO\u2019s modular loading enables this with minimal double handling, and micro-hubs will be able to accommodate a range of traffics. This is exactly what amazon.com is doing in Bishopsgate in the city of London, albeit without the increased efficiency of swap-body containerisation.\r\n\r\nThe potential for these high-capacity, zero-emission vehicles is clear \u2013 saving operators money, helping address the climate crisis, reducing congestion, and improving air quality, while also overcoming many of the challenges facing van based last mile delivery, such as availability, cost and charging capacity.\r\n\u003Cp class=\"entry-content\"\u003E\u003Cstrong\u003EAuthor:\u003C/strong\u003E Julia Swales\u003C/p\u003E\r\n\u003Cp class=\"entry-content\"\u003E\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight\u003C/p\u003E","post_title":"e-cargobikes.com: Second-generation cargobikes","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"e-cargobikes-com-second-generation-cargobikes","to_ping":"","pinged":"","post_modified":"2023-10-03 14:51:59","post_modified_gmt":"2023-10-03 13:51:59","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21137","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21141","productGallery":null,"woo_quick_view":"[woosq id= 21137]","postGallery":"","post_type_name":"Post"},{"ID":"21147","post_author":"3","post_date":"2023-09-20 14:50:13","post_date_gmt":"2023-09-20 13:50:13","post_content":"\u003Cp style=\"font-weight: 400;\"\u003EAs the prices of goods and services continue their upward trajectory, the repercussions are felt across various segments of the economy, with the logistics industry being no exception. This surge in inflation can be attributed to a confluence of factors, including disruptions in supply chains, heightened demand, escalating production expenses, governmental policies, and the geopolitical complexities surrounding the Ukraine conflict.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EThe profound impact of inflation has manifested itself in numerous challenges that confront the logistics sector. Notably, one of the most immediate repercussions is the increased transportation costs. The surging inflation, primarily driven by soaring fuel prices, augmented labour expenditures, and increased maintenance outlays, has exerted immense pressure on the cost structure associated with the movement of goods. As businesses grapple with the burden of an increase in input expenses, they may be inclined to seek cost-cutting measures elsewhere. These 
2608cost-cutting endeavours can materialize in the form of alterations in supplier relationships or adjustments to inventory management strategies. Unfortunately, these disruptions in the logistics network can inadvertently lead to delays in the delivery of goods, thus impairing the overall operational efficiency of logistics processes.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EThe inflationary surge is further exacerbated by the escalating energy prices, which serve as a significant catalyst. The spiralling energy costs have a cascading impact on the global economy and society at large. Firstly, they often necessitate tightening monetary policies by governmental authorities, including interest rate hikes, subsequently translating into augmented borrowing expenses for both businesses and individuals alike. This makes it harder for people to manage their money, and it creates a lot of uncertainty and worries about the future, which affects how people spend their money. Consequently, essential commodities tend to supplant luxuries in consumption patterns, which, in turn, has detrimental repercussions on the broader economy.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EAgainst this backdrop, inventory management in an inflationary environment has become an intricate challenge for businesses. Companies have resorted to maintaining larger inventories as a hedge against the relentless surge in prices, effectively tying up significant capital and warehouse space. This paradigm shift in inventory management has far-reaching implications for the logistics sector. Because more stuff needs to be stored, it costs more to have warehouses, and more delivery trucks are needed. As a result, containers of goods are piling up at European ports and terminals. This is causing additional fees and delays, which can make the whole process less efficient.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EIn the face of economic volatility and uncertainty, strategic planning and resilience have become the bedrock of supply chain management. It is imperative for organizations to fortify their supply chains to withstand unforeseen adversities. The call is to embrace preparedness for all eventualities, ensuring the ability to rebound and recover from future challenges with agility and poise.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EIn conclusion, the logistics sector finds itself navigating the turbulent waters of high inflation, precipitated by a multitude of factors. Resilience and adaptability are the keys to weathering these inflationary storms and ensuring the logistics industry remains a vital component of the global economy.\u003C/p\u003E\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Dhairya Bahl\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"The inflation conundrum: navigating the impact on the logistics industry","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-inflation-conundrum-navigating-the-impact-on-the-logistics-industry","to_ping":"","pinged":"","post_modified":"2023-10-03 14:53:57","post_modified_gmt":"2023-10-03 13:53:57","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21147","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1957","productGallery":null,"woo_quick_view":"[woosq id= 21147]","postGallery":"","post_type_name":"Post"},{"ID":"21155","post_author":"3","post_date":"2023-10-04 15:12:23","post_date_gmt":"2023-10-04 14:12:23","post_content":"Politicians right across the political spectrum have criticised the impact which global trading regimes have had on supply chain resilience \u2013 not least in the shadow of the Covid pandemic \u2013 as well as globalization\u2019s impact on societies and the environment in both developed and emerging markets.\r\n\r\nThis change has led countries such as the US, India and Turkey, amongst others, to adopt \u2018Made in\u2026\u2019 policies, supporting the growth of their own manufacturing industries. Whilst the largest programme of industrial support has been undertaken in the US as part of the Biden administration\u2019s \u2018Inflation Reduction Act\u2019, European countries are also starting to follow suit, not least Italy, as we will see.\r\n\r\nThe \u2018Made in Italy\u2019 brand is already well established, promoting Ital
2608ian manufacturing excellence, especially in fashion and furniture industries. However, the concept has been further developed by Italy\u2019s relatively new prime minister, Giorgia Meloni, who has commented that the brand was \u201cthe most precious thing we have, provided we are able to defend and enhance it.\u201d Since election in 2023, she has developed a three pillar strategy comprising:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EFighting counterfeit goods and addressing unfair competition\u003C/li\u003E\r\n \t\u003Cli\u003ESupporting small and medium sized businesses\u003C/li\u003E\r\n \t\u003Cli\u003ETraining and enhancing of skills\u003C/li\u003E\r\n\u003C/ul\u003E\r\nIndeed, on her first day in office she renamed the government\u2019s economic development department as the \u2018Industry and Made in Italy Ministry\u2019, a sign of intent. Self-sufficiency has become an important part of the policy. For example, her government has pledged to make the furniture industry 100% self-sufficient in terms of timber production.\r\n\r\nWhere her policies become more controversial is the aspiration to create a portfolio of national champions, backed by a sovereign wealth fund. A law passed in May 2023 aims to facilitate financial support and investment in a network of systemically relevant businesses which would produce \u2018excellence in supply chains\u2019, according to Enterprise Minister Adolfo Urso. The \u20ac1 billion \u2018Made in Italy Fund\u2019, as it has been dubbed, would be allowed to buy stakes in key supply chains (such as the automotive) and support resiliency in the procurement of critical raw materials. There has been\u003Ca href=\"https://www.reuters.com/world/italy-saudi-arabia-sign-off-agreement-boost-investments-2023-09-04/\"\u003E\u00a0talk that Saudi Arabia could be among the first investors\u003C/a\u003E\u00a0in the \u2018Made in Italy\u2019 fund.\r\n\r\nAmongst the industries to be supported will be semi-conductors, as part of the European initiative, the European Chips Act. A National Plan for Microelectronics will be developed to deliver the objectives of the act, including the encouragement of companies such as Intel to invest in a manufacturing facility in the country.\r\n\r\nMeloni has also addressed Italy\u2019s controversial membership of China\u2019s Belt &amp; Road Initiative (BRI), with a clear intention to exit the agreement. Italy was the only G7 country to join the BRI, prompting concern over the depth of its links with China. Instead, formal membership, agreed in 2019 as a solution to Italy\u2019s trade deficit, will be replaced by a \u2018global strategic partnership\u2019 between Rome and Beijing. The extent of damage to relations between the two countries caused by the decision to exit is yet to be seen. During a visit to Beijing by Italian Foreign Minister Antonio Tajani his counterpart, Wang Yi, criticised Italy for adopting a policy of alleged \u2018unilateralism, protectionism and anti-globalisation.\u2019\r\n\r\nMeloni has clearly adopted a policy which pivots foreign relations \u2013 and potentially international supply chains \u2013 towards the US. This tone is at odds with neighbouring France, whose president, Emmanuel Macron, has called for more strategic autonomy on a European level \u2013 a policy security and economic policy aimed at decoupling specifically from the US.\r\n\r\nAlthough she has only been in power for a year, many commentators believe that her initial success could be a model for other right wing European politicians. Populist policies will focus investment on national industries with a goal of self-sufficiency in critical supply chains. Even if this is not feasible, creating resiliency of procurement will become a major strategic goal, de-risking supply chains which involve potential adversaries, such as China.\r\n\r\nObviously, a major difference between Italy and other countries with \u2018Made in\u2026\u2019 policies such as India and Turkey, are the constraints placed upon it by membership of the European Union. Whilst India\u2019s prime minister Modi has the autonomy to 
2608sign into law a ban on imports of foreign consumer electronics goods in order to support domestic production, Meloni does not have this freedom. Likewise any subsidies or support for Italian companies must comply with European Commission law and not discriminate against other European businesses. This will mean that the tools available to build more localised, nationally based supply chains are limited. However, whilst systemic fragmentation of European supply chains is an unlikely prospect any time soon (or indeed ever), there is a clear direction of travel especially if Meloni\u2019s policies are adopted by other governments in the region.\r\n\r\nOn a European level, there are obvious differences of opinion over supply chain policy. Macron would like to see more manufacturing re-shored and supply chains developed on a European-basis, albeit with France taking leadership. He sees international trade and security as very much connected, pushing for Europe to take on a more proactive defence role at the expense of NATO. Germany\u2019s Chancellor Olaf Scholz, meanwhile, has gone on record as saying that \u2018deglobalization is not an option\u2019 \u2013 warning against a \u2018multipolar\u2019 world. At stake is Germany\u2019s industrial links with China, into whose economy many of its largest businesses are integrated. And then there is Meloni\u2019s more populist and nationally focused policies, designed specifically to stimulate growth and jobs domestically, whilst looking strategically West to the US rather than East to China.\r\n\r\nMeloni\u2019s policies certainly look in keeping with present scepticism over the future of globalisation. They tap into discontent over the perceived inequitable distribution of its benefits especially the loss of manufacturing jobs to China. Security issues have emphasised the risk of reliance on China as a major trade partner and ethical and environmental issues have been highlighted by critics. However, membership of the European Union club means that Meloni\u2019s leverage will be limited and there is no prospect of any Italian-style Brexit. The prime minister has also had to tread a fine line between criticism of the EU and risking the loss of support from the bloc\u2019s Recovery and Resilience Facility, money which is worth about 2% of Italy\u2019s GDP up until 2026. Despite this, there is no doubt that, if she has her way, Italian focused supply chains will become far more localized than has been the case for many decades.\r\n\r\n\u003Cstrong\u003EAuthor: \u003C/strong\u003EJohn Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight/Foundation for Future Supply Chain","post_title":"Italy develops distinct supply chain policies","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"italy-develops-distinct-supply-chain-policies","to_ping":"","pinged":"","post_modified":"2023-10-04 15:12:23","post_modified_gmt":"2023-10-04 14:12:23","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21155","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21156","productGallery":null,"woo_quick_view":"[woosq id= 21155]","postGallery":"","post_type_name":"Post"},{"ID":"21326","post_author":"3","post_date":"2023-11-01 13:11:46","post_date_gmt":"2023-11-01 13:11:46","post_content":"\u003Cspan style=\"font-size: 12pt;\"\u003ELast week UK Prime Minister Rishi Sunak confirmed the HS2 high speed rail route between Manchester and Birmingham would not go-ahead. The decision has frustrated businesses and infuriated Northern Mayors and residents, jilted by the cancelled route. \u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EIt was always a tricky project. Tunneling through ancient lands, a budget which spiraled out of control fairly early on, the destruction of homes and natural habitats. \u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003ETricky or not, it was going ahead. The aim of HS2 was to free-up space on Victorian rail lines for freight and essential local services, to deliver better access to cities \u003Cem\u003Ein\u003C/em\u003E the North, and \u003Cem\u003Efor\u003C/em\u003E the North \u2013 as well as reduce \u003Ca href=\"https://gsci.ti-insight.com/why-use-gsci/freight-rate-tracking\"\u003Eroad freight\u003C/a\u003E.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EStamped as a \u2018leveling up\u2019 project, it\u2019s a bitter pill for the communities it was designed to lift. Sunak has promised to \u2018redirect HS2 funding transport across the North and Midlands,\u2019 which has full support from his Transport Secretary Mark Harper. \u201cWe\u2019ve taken every penny of the savings from HS2 - \u00a336billion - and we\u2019ve set out how they\u2019re going to be spent in the parts of the country where HS2 was going to be spent... I think it\u2019s very clear, and happy to be judged on it,\u201d defends Harper.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EHowever, the governments new promises aren\u2019t appeasing the \u00a0UK electorate, or its Northern mayors.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u201cScrapping HS2 rips the heart out of Northern Powerhouse Rail. Basically it would leave the north of England with Victorian infrastru
2608cture probably for the rest of this century,\u201d \u003Ca href=\"https://www.theguardian.com/uk-news/2023/sep/25/andy-burnham-scrapping-hs2-would-be-disaster-for-north-of-england\"\u003Esays Manchester Mayor Andy Burnham\u003C/a\u003E, who argues his city is being disrespected.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003ENative of the North (Yorkshire) and Economic Analyst here at Ti Insight, Nathaniel Donaldson, comments: \"These Tories don't care about the good folk of the North, and actually nor does the whole political system.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\"When it comes to infrastructure we're used to getting the scraps. But as an economist it's all a result of the Government green book which uses a cost benefit planning model. London projects always get chosen because it's so densely populated and the country is so unequal that London will always seem to produce the best result when the government economists evaluate possible projects across the country.\"\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EIn 2013, HS2 was estimated to cost \u00a337.5 billion (in 2009 prices) but the sums have continued to go-up. A budget of \u00a355.7 billion for the whole of HS2 was set in 2015 but some reports suggest costs have now surpassed \u00a3100 billion, thanks to some recent inflation rises.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EHow will it impact UK logistics?\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003ELogistics UK\u2019s policy director Kate Jennings expressed the disappointment of the group\u2019s members at the news of the cancellation:\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u202f\u201cHS2 was a vital plan to unlock economic growth across the UK \u2013 the additional capacity across the rail network which it would have released was critical to expanding rail freight opportunities and enabling a shift from road to rail to cut carbon emissions. Putting high speed trains on the existing line between Birmingham and Manchester will make today\u2019s rail freight capacity issues even worse.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u201cLogistics businesses need detailed confirmation that the funding previously ringfenced for the construction of the Birmingham-Manchester stretch of HS2 will be reallocated to\u202fupgrading transport links across the UK, including across the north of England and the Midlands. This cancellation is a huge disappointment to businesses keen to reduce their environmental impact\u202fand reduce road congestion\u202fwhile still delivering for customers.\u201d\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003ESo what projects is the UK government promising to spend the HS2 funding on?\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EHere\u2019s some of them, see the full list \u003Ca href=\"https://www.gov.uk/government/news/pm-redirects-hs2-funding-to-revolutionise-transport-across-the-north-and-midlands\"\u003Ehere\u003C/a\u003E.\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u00a32.5 billion to deliver a new mass transit system in West Yorkshire\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u00a33 billion for upgraded and electrified lines between Manchester and Sheffield, Sheffield and Leeds, Sheffield and Hull, and Hull-Leeds\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ENearly \u00a34 billion more funding for local transport in the North\u2019s six city regions\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u00a312 billion to better connect Manchester to Liverpool\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EFunding the Midlands Rail Hub in full with \u00a31.75 billion, connecting 50 stations and over 7 million people \u2013 doubling capacity and frequency\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EOver \u00a31.5 billion guaranteed local transport funding for the new East Midlands Mayor\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EA new \u00a32.2 billion fund for local transport across all areas in the West and East Midlands outside the city regions \u2013 smaller cities, counties, towns and countryside\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EKeeping the \u00a32 bus fare until the end of December 2024\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u00a31 billion to fund the electrification of the North Wales Main Line\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EIt\u2019s an impressive looking list. But the UK needs complete transport projects, not eloquent prose.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EAuthor:\u003C/strong\u003E Kirsty Adams\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\u003C/span\u003E","post_title":"HS2 Birmingham to Manchester route axed","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"hs2-birmingham-to-manchester-route-axed","to_ping":"","pinged":"","post_modified":"2023-11-01 13:15:18","post_modified_gmt":"2023-11-01 13:15:18","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21326","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19564","productGallery":null,"woo_quick_view":"[woosq id= 21326]","postGallery":"","post_type_name":"Post"},{"ID":"21330","post_author":"3","post_date":"2023-11-01 13:15:15","post_date_gmt":"2023-11-01 13:15:15","post_content":"\u003Cspan style=\"font-size: 12pt;\"\u003EThe issue of alliances or vessels sharing agreements in the container shipping sector has arisen once again. The European Union, which views itself as having an important regulatory role in this area of the economy, has stated that it will not extend the legal exemption that enabled container shipping lines to form agreements over capacity sharing. The EU issued a statement on 10\u003Csup\u003Eth\u003C/sup\u003E October which said \u201cThe European Commission has decided not to extend the EU legal framework which exempts liner shipping consortia from EU antitrust rules (Consortia Block Exemption Regulation or \u2018CBER'). The Commission has concluded that the CBER no longer promotes competition in the shipping sector and therefore it will let it expire on 25 April 2024\u201d.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EConfusingly however, the EU then suggested that forming alliances may not be illegal, stating \u201cthe expiry of the CBER does not mean that cooperation between shipping lines becomes unlawful under EU antitrust rules. Instead, carriers operating to or from the EU will assess the compatibility of their co-operation agreements with EU antitrust rules based on the extensive guidance provided in the Horizontal Block Exemption Regulation and Specialisation Block Exemption Regulation.\u201d\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAt best this might be interpreted as a move towards making alliances harder to create and operate, but not impossible. One argument in favour of alliances is that there is so much competition in the container shipping market that even the very largest alliance cannot influence the market and the statement from the EU may tacitly admit this by saying that the legality of shipping alliances will be judged on a route-by-route basis. In addition, these rules only apply to shipping lines operating into EU ports, therefore much trans-Pacific and intra-Asian traffic will be presumably, unaffected.\u
2608003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThis ending of the Consortia Block Exemption Regulation may have implications for the container shipping market but it's hard to tell. However, it might be suggested that the shipping lines that will benefit from the reduction of the alliance system will be the largest providers who already have sizeable market-shares. This may be what is behind the dissolution of the alliance between MSC and \u003Ca href=\"https://www.ti-insight.com/briefs/maersk-makes-money-in-falling-market-but-is-pessimistic/?swcfpc=1\"\u003EMaersk\u003C/a\u003E. Therefore, a possible scenario for the market after the ending or weakening of the alliance system is that the larger carriers get stronger and the smaller carriers get weaker.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\u003C/span\u003E","post_title":"EU ends block exemption for shipping","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"eu-ends-block-exemption-for-shipping","to_ping":"","pinged":"","post_modified":"2023-11-01 13:15:15","post_modified_gmt":"2023-11-01 13:15:15","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21330","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1840","productGallery":null,"woo_quick_view":"[woosq id= 21330]","postGallery":"","post_type_name":"Post"},{"ID":"21334","post_author":"3","post_date":"2023-11-01 13:27:58","post_date_gmt":"2023-11-01 13:27:58","post_content":"\u003Cp style=\"font-weight: 400;\"\u003EReports in the Egyptian press are asserting that the Copenhagen-based logistics provider A.P.Moller-Maersk has signed what is described as a \u201cpreliminary agreement\u201d to buy 51% of a wind farm in the Zafarana complex which is located at city of Ras Ghareb on the coast of the Red Sea. It appears these wind farm assets may have a generation capacity of over 500 megawatts. According to reports in various sources, the price of the investment has not been finally agreed.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EIn addition, Maersk is said to be planning the construction of a methanol fuel production facility at Ain Sokhna in the Suez Canal Zone, possibly using the power generated by the wind farms.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EWhen approached, Maersk said that it did want to comment on \u201crumours or speculation\u201d.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EMaersk has been talking to the Egyptian government for several years. In March 2022 the two sides signed a \u201cpartnership agreement to explore the establishment of large-scale green fuel production in Egypt\u201d. This seemed to be agreement to commence feasibility projects for the establishment of methanol production and the present agreement appears to be the fulfilment of this potential.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EMaersk commented to Ti that these investments were handled by C2X Ltd which is an investment company set-up by AP Moller Maersk Holding and Maersk to, in-part, invest in non-hydrocarbon based fuels. However, judging by the previous discussions with the Egyptian government, Maersk is directly concerned with these investments.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EIt appears that the Egyptian initiative is an important of Maersk\u2019s shift to methanol. Despite the CEO of Maersk commenting in September that Maersk was \u201cnot going all-in on methanol\u201d, the company seems determined not merely to buy methanol fuelled ships but also enable the construction of a methanol production infrastructure across the world, with advanced planning haven taken-place for production complexes in Spain and Denmark as well as in Egypt. Maersk is also buying methanol made from land-fill derived methane in the US. Presumably, further production facilities will be built at major shipping hubs in Asia as well.\u003C/p\u003E\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Maersk said to be buying Egyptian wind farms","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"maersk-said-to-be-buying-egyptian-wind-farms","to_ping":"","pinged":"","post_modified":"2023-11-01 13:27:58","post_modified_gmt":"2023-11-01 13:27:58","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21334","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5777","productGallery":null,"woo_quick_view":"[woosq id= 21334]","postGallery":"","post_type_name":"Post"},{"ID":"21337","post_author":"3","post_date":"2023-11-01 13:31:03","post_date_gmt":"2023-11-01 13:31:03","post_content":"\u003Cp style=\"font-weight: 400;\"\u003EWhen the CO2 truck toll comes into force on December 1, 2023, freight forwarding and logistics companies will have to pay a surcharge of around \u003Cstrong\u003E\u20ac200 per ton of CO2\u003C/strong\u003E. Trucks with a gross vehicle weight of more than 7.5 tons are affected. From July 1, 2024, the toll will then also apply to trucks with a gross vehicle weight of more than 3.5 tons.\u00a0Zero-emissions vehicles such as electric vehicles and hydrogen vehicles, as well as vehicles with a hydrogen fuel cell, will remain exempt from toll until the end of 2025.Thereafter, only 25% of the regular rate is to be levied on zero-emissions vehicles.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003ERoad freight operators could face up to 83% increase in road toll charges under the proposed rule, with the increase being the highest for operators with older vehicles.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EThe amount of the individual surcharge depends on the emission class.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003E\u003Cstrong\u003ERationale\u003C/strong\u003E\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EThe toll tax is intended to accelerate the reduction of greenhouse gas emissions and reach climate reduction goals by increasing pressure on hauliers to invest in electric transport fleet. However, Dirk Engelhardt, President of the Federal Association of Road Transport, Logistics and Utilization (BGL), believes that in the end it will be the consumer who will become the funder of the construction and renovation of railroads and roads as hauliers will pass on the cost increase to shippers and eventually to the end consumer. In addition, while the objective of the new tax is to speed up the transition to emissions-free vehicles, the nationwide fuelling and charging infrastru
2608cture is still underdeveloped.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003E\u003Cstrong\u003EImplications\u003C/strong\u003E\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003E\u003Cem\u003EThe increase in road tolls will have negative financial implications, and burden both shippers and consumers with higher prices. \u003C/em\u003E\u003C/p\u003E\r\n\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EIncreased operating costs\u003C/strong\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EThe doubling of road tolls will directly affect hauliers\u2019 operating costs. Transport companies will face financial challenges due to the increased tolls. Higher toll charges will add a financial burden, affecting profit margins and rate strategies. The increased costs could have a ripple effect, leading to adjustments in transportation rates and overall supply chain expenses. While some operators may try to absorb the costs, the majority may be forced to pass them on to their clients through higher freight rates.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003ECurrently around 12% of hauliers\u2019 costs in Germany are attributed to tolls. Once the CO2 toll comes into force this share will increase to about 20%. For instance, a haulier with 130 trucks currently pays around \u20ac200,000 a month in tolls. From December it will be \u20ac400,000. This is an enormous burden that hauliers will have to pass on to customers.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003ELogistics operators have already announced rate increases as a response to the toll increase. Maersk for instance stated that \u201cthe rise in toll fees will increase cargo transport costs and as such, bring a need for Maersk to increase rates for truck transport in Germany. Taking into account the increased toll, we will revise the tariff for Q4 of this year\u201d. Similarly, DB Schenker announced that it will \u201cpass on these tax adjustments directly to the client\u201d.\u003C/p\u003E\r\n\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EModal shift\u003C/strong\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EThe sharp rise in road tolls might encourage hauliers to explore alternative modes of transportation to reduce/minimise costs. This could result in a shift from road transport to rail or waterways, especially for long-haul journeys, as these modes are proving to be a financially attractive alternative to road. As a result, rail and inland waterway operators may experience an increase in demand. However, capacities in rail and waterways are limited so it will be crucial for businesses to react quickly.\u003C/p\u003E\r\n\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EEnvironmental impact\u003C/strong\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EA modal shift to rail or waterways should have positive implications in terms of reducing carbon emissions and promoting sustainable transportation practices.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EHowever, the transition to electric trucks is not as straightforward and will require some time. Electric trucks are also up to 3.5 times more expensive than a diesel truck. However, once the surcharge of \u20ac200 per tonne of CO2 comes into force, all zero-emission vehicles will offer clear cost benefits compared to conventional diesel-powered heavy goods vehicles.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EAccording to BGL, currently, 0.03% of the trucks operating on German roads every day are electric. Considering the high costs of electric trucks, it will take a few more years until the fleet of 800,000 trucks is replaced with emissions-free vehicles.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003ELast but not least, the lack of charging infrastructure remains one of the biggest barriers and continue to limit growth of electric trucks. Germany still requires a public charging infrastructure for heavy-duty commercial vehicles along motorways that includes some 40,000 overnight charging systems and 2,000 high-power megawatt charging systems (MCS), which can charge batteries within the legally prescribed 45-minute rest period after 4.5 hours of driving.\u003C/p\u003E\r\n\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003ERegional disparities\u003C/strong\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EThe impact of increased road tolls may not be evenly distributed across Germany. Industries located in remote areas or with limited access to alternative transport modes such as rail or waterways may face higher logistical challenges and increased costs, potentially impacting their competitiveness.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EIn addition, the toll tax is expected to increase the costs of road transports crossing Germany in transit. This puts Germany at a disadvantaged position as higher transportation costs could reduce the competitiveness of German goods in international markets, potentially affecting exports.\u003C/p\u003E\r\n\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EDomino effect\u003C/strong\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EThe introduction of the CO2 toll\u00a0might be introduced in other countries. Germany could therefore trigger a\u00a0domino effect that would have a major impact on road transport across Europe.\u003C/p\u003E\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Viki Keckarovska\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"CO2 toll in Germany to increase operator costs by up to 83% from December 2023","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"co2-toll-in-germany-to-increase-operator-costs-by-up-to-83-from-december-2023","to_ping":"","pinged":"","post_modified":"2023-11-01 13:31:03","post_modified_gmt":"2023-11-01 13:31:03","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21337","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1982","productGallery":null,"woo_quick_view":"[woosq id= 21337]","postGallery":"","post_type_name":"Post"},{"ID":"21340","post_author":"3","post_date":"2023-11-01 13:42:28","post_date_gmt":"2023-11-01 13:42:28","post_content":"\u003Cdiv class=\"infogram-embed\" data-id=\"_/BtqB8apRWJe2NK5yRSIY\" data-type=\"interactive\" data-title=\"LB\"\u003EThe new edition of the IMF World Economic Outlook, released at the beginning of October, paints a picture of the global economy characterized by slow and uneven growth, with projected figures of 3% for 2023 and 2.9
2608% for 2024. The battle against rising prices, coupled with growing disparities among countries and regions, is posing challenges for those trying to achieve higher living standards. Amidst these trends, India stands out as a leading player. According to the IMF's October update, India's economy is expected to grow by 6.3% in 2023, marking an increase from the earlier projection of 6.1%.\u003C/div\u003E\r\n\u003Cscript\u003E!function(e,n,i,s){var d=\"InfogramEmbeds\";var o=e.getElementsByTagName(n)[0];if(window[d]&&window[d].initialized)window[d].process&&window[d].process();else if(!e.getElementById(i)){var r=e.createElement(n);r.async=1,r.id=i,r.src=s,o.parentNode.insertBefore(r,o)}}(document,\"script\",\"infogram-async\",\"https://infogram.com/js/dist/embed-loader-min.js\");\u003C/script\u003E\r\n\r\nThe Indian Development Update (IDU), the Bank's flagship biannual report on the Indian economy, highlights that despite considerable global obstacles, India managed to emerge as one of the fastest-growing major economies in FY22/23, with a growth rate of 7.2%. In fact, India's growth rate was the second highest among G20 nations, nearly double the average for emerging market economies.\r\n\r\nEconomists attribute India's growth to factors such as increased consumer spending, investments in infrastructure, and a growing number of businesses establishing themselves in the country. However, they caution that challenges remain, and these could be exacerbated by resurging inflation and geopolitical tensions. On a positive note, the service sector is expected to remain robust with a growth rate of 7.4%, and investment growth is projected to stay strong at 8.9%. Additionally, India's consumer market is set to become the world's third largest by 2027, driven by the rise in middle to high-income households, as reported by BMI, a unit of Fitch Solutions.\r\n\r\nSo, what does all this mean for the logistics industry in India?\r\n\r\nIn essence, India's robust economic growth is poised to significantly boost demand and innovation in the logistics sector. As the economy expands, the logistics industry will need to adapt to meet the evolving requirements of businesses and consumers. This will encompass addressing environmental concerns and navigating regulatory changes.\r\n\r\nEconomic growth is known to lead to heightened consumption, increased production, and expanded trade activities. Consequently, the logistics industry can anticipate a surge in demand for services related to the transportation of raw materials, finished goods, and other products.\r\n\r\nAs economic growth continues, there is often a corresponding emphasis on improving infrastructure, with governments and private investors investing in the development of better roads, ports, railways, and airports. These infrastructure improvements can lead to more efficient and cost-effective logistics operations.\r\n\r\nFurthermore, the growth of e-commerce, closely linked to economic expansion, is giving rise to a need for efficient last-mile delivery and warehousing solutions. The logistics industry in India has experienced notable growth due to the expansion of e-commerce platforms and their specific logistics requirements.\r\n\r\nIn summary, India's economic growth is set to be a driving force behind the logistics industry's expansion and adaptation, responding to the changing landscape as the Indian economy continues to prosper.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Dhairya Bahl\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"India's Economic Triumph: Outpacing Major Economies with Remarkable GDP Growth","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"indias-economic-triumph-outpacing-major-economies-with-remarkable-gdp-growth","to_ping":"","pinged":"","post_modified":"2023-11-01 13:42:28","post_modified_gmt":"2023-11-01 13:42:28","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21340","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21342","productGallery":null,"woo_quick_view":"[woosq id= 21340]","postGallery":"","post_type_name":"Post"},{"ID":"21454","post_author":"3","post_date":"2023-11-28 07:18:41","post_date_gmt":"2023-11-28 07:18:41","post_content":"Last week UPS finally announced its new \u003Ca href=\"https://www.ups.com/us/en/supplychain/tools/innovation-technology/symphony.page\"\u003ESupply Chain Symphony solution\u003C/a\u003E. This is described as \u201ca new tool that integrates various supply chain components, including shipping, warehousing, and inventory management, into a single platform\u201d. That\u2019s marketing speak for a visibility portal. But this one may be rather different as this solution now encompasses almost all of their other technology solutions for global supply chain management\u2026\r\n\r\nUPS, along with all of the other integrated carriers, FedEx, DHL, etc. pioneered the ability to track and trace shipments on a global basis. This capability was a game changer for these companies in providing customer information about shipment location and ETA\u2019s.\u00a0 In contrast with the very basic - or often non-existent - capabilities of conventional carriers, transportation service providers or freight forwarders. But their track and trace systems were not true supply chain \u2018visibility\u2019 systems.\r\n\r\nAs we have covered \u003Ca href=\"https://www.ti-insight.com/briefs/from-cloud-to-cargo-how-cloud-logistics-is-modernising-supply-chains/\"\u003Emany times in briefs and features for Ti\u003C/
2608a\u003E, the real benefits of supply chain visibility can only be gained from having a complete picture of the entire supply chain, including inventory, orders and shipments (orders often comprise multiple shipments). In order to achieve this requires data from the myriad of applications and systems scattered across the chain. Many of these systems are owned and operated by supply chain partners or service providers. They may also use different references to identify inventory, orders and shipments. Assuming it is possible to get the data, it is still a fiendishly complex task to make sense of it and respond to what it is saying.\r\n\r\nIf it can be done, there are huge operational gains to be made in areas of proactive alerting, efficiencies related to inventory management and rapid responses to external shocks or unexpected global events. Done well, it can save a fortune in lost opportunity costs, as well as boosting customer service levels.\r\n\r\nMany companies have been providing general visibility solutions for many years, most of them have sought to replicate the track and trace solutions used by the integrated carriers. They have tried to link and share data from various transport modes, air, ocean, road, rail, as well as integrating the order and warehouse management systems used by logistics service providers. Add to this the number of actors in any large supply chain, including suppliers and partners interlinked though many tiers of the network, and the challenge is multiplied.\r\n\r\nSome have done a good job attempting to address this and have gained market share as a result. But most have struggled, not least because of the levels of investment necessary to establish a large enough footprint to cover global operations. Also, there have been huge technical challenges in integrating older systems with data architectures that were never designed to act as nodes in a global data sharing network.\r\n\r\nThis has resulted in a patchwork of information sources and an incomplete picture.\r\n\r\nIt is true that the ubiquity of the Internet and the adoption of cloud services and global standards have provided a universal platform for data exchange, but there remain many systems that are isolated.\r\n\r\nIn this regard UPS may have a better chance, as they have the resources, the technical knowhow and perhaps most importantly, they have existing customer relationships. They have also been thinking about the challenges for a while - they announced that more features will follow in the coming months as customers respond. They understand how to design and operate very large information systems reliably, which is a big deal in a 7/24 operating environment.\r\n\r\nHowever, I do not think UPS is looking to provide visibility solutions to all of their customers, especially the very large global clients they have. They are looking at the huge numbers of small and medium sized companies that have been growing their businesses over a period of years (including the pandemic), embracing the lessons of e-commerce fulfilment and the growing demand from customers for more information.\r\n\r\nMany of these companies have realised that as their businesses have grown, they have needed to use technology in almost every area of their operations. So while most companies are able to use some of the common cloud services for selling, fulfilment and shipping, they were not designed to support the customisable features found in expensive inventory and warehouse management applications, features that growing companies are demanding. A solution that can provide a pathway towards this level of capability would therefore be quite compelling.\r\n\r\nAn end to end supply chain visibility solution that can be tailored to the requirements of individual shippers via customisable dashboards could potentially be transformational. The provision of a reliable, accurate and flexible capability will build trust and, importantly, expectations in the market. It is also obvious that many of the potential users are already sharing data with many of UPS\u2019s larger clients through other pathways and so it may be more efficient (and hopefully easier) to migrate those exchanges onto the Symphony platform. This kind of migrational behaviour is what drives the fabled Metcalfe network effect that should accelerate the utility of the solution.\r\n\r\nDespite the positive case being made in this piece, there are no guarantees things will turn out as described. As mentioned above, many companies have been trying to do this for years. Although many of the technical challenges can be addressed, it is commercial aspects that may be the most problematic.\r\n\r\nCompanies may not wish to place their trust in a single vendor, because, however large or \u2018trustworthy\u2019, buyers like choice. So, will UPS support interconnections or data sharing with customers who also move part of their shipment volume through competitor carriers? More to the point will those competitors accept API calls from UPS, albeit using authorised customer account numbers? If they don\u2019t, the customer may have a choice to make as to which carrier he favours with his business.\r\n\r\nMany independent vendors have tried promoting the \u2018neutral\u2019 stance in the market, but have failed to realise that pricing is a huge issue. Business models that do not recognise that customers with huge volumes of transactions want to cap volume charges at very low levels as they cannot pass on those charges, and have serially failed. Investors in visibility startups that did not recognise the eye watering sums necessary to establish a global service that then need support for a very long period of time, often hundreds of millions of dollars. This has resulted in several management changes in concert with refinancing and debt write-offs. The best illustration of the scale of investment required are the costs Amazon was willing to incur for years while building its logistics operation.\r\n\r\nSo as well as UPS understanding the level of expense required (and they do have some advantages here), the pricing must be pitched correctly.\r\n\r\nUPS will need to have a nimble and agile management team controlling this operation. Many unexpected challenges will occur and customers have become accustomed to mechanisms that support immediate engagement and resolution. The many instances where this has not happened have seen huge social media storms, which may have a fatal impact on perceptions. The analytical and deliberate nature of UPS will have to adapt to this environment. Carol Tome, the UPS CEO, seems to have a much better grasp of these challenges than some of her predecessors, but it may be very disruptive to existing management hierarchies. Unfortunately UPS does not have a great track record in nurturing innovative management philosophies that sidestep conventional process. Solutions like Symphony are designed to do just that.\r\n\r\nFinally, if the demand really gets going, they may be over
2608whelmed by support requests for interconnections with partner systems. How this is managed may be critical to the viability of the whole initiative.\r\n\r\nIf this is a success, it is unlikely it will be an overnight one, but it should force many of the other players to respond, which will benefit the sector as a whole and every customer of supply chain services\u2026\u00a0 which is essentially all of us!\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Ken Lyon\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"UPS Supply Chain Symphony may be more than it seems\u2026","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"ups-supply-chain-symphony-may-be-more-than-it-seems","to_ping":"","pinged":"","post_modified":"2023-11-28 07:18:41","post_modified_gmt":"2023-11-28 07:18:41","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21454","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20770","productGallery":null,"woo_quick_view":"[woosq id= 21454]","postGallery":"","post_type_name":"Post"},{"ID":"21457","post_author":"3","post_date":"2023-11-28 07:21:55","post_date_gmt":"2023-11-28 07:21:55","post_content":"In a recent speech at the \u003Ca href=\"https://www.frankfurt-ebc.com/\"\u003EEuropean Banking Congress\u003C/a\u003E in Frankfurt, Christine Lagarde, President of the ECB, warned that Europe is facing a series of common challenges which she characterised as the \u201cthree Ds\u201d: deglobalisation, demographics and decarbonisation.\r\n\r\nShe said, \u2018There are increasing signs that the global economy is fragmenting into competing blocs. We are approaching a long-anticipated demographic tipping point: in the euro area, a continuous decline in the working age population, so those aged 15 to 64, looks set to begin as early as 2025. And the impact of climate disasters is increasing every year, as is the need for climate action.\u2019\r\n\r\nShe went on to say, \u2018As new trade barriers appear, we will need to reassess supply chains and invest in new ones that are \u003Cem\u003Esafer\u003C/em\u003E, \u003Cem\u003Emore efficient\u003C/em\u003E and \u003Cem\u003Ecloser to home\u003C/em\u003E. As our societies age, we will need to \u003Cem\u003Edeploy new technologies\u003C/em\u003E so that we can produce greater output with fewer workers. Digitalisation will help. And as our climate warms, we will need to \u003Cem\u003Eadvance the green transition\u003C/em\u003E without any further delays.\u2019\r\n\r\nHer reasoned discussion of the problems facing Europe \u2013 albeit in the context of banking regulation \u2013 shines a light on some of the challenges facing the supply chain industry. The first \u2018D\u2019 \u2013 deglobalisation - relates very clearly to the fracturing of the international trading system, a process which started after the Great Recession of 2008 and which has been accelerated by the impact of the Covid crisis. Although not mentioning re-shoring or \u2018strategic autonomy\u2019 specifically \u2013 \u00a0the latter phrase favoured by French president, Emmanuel Macron \u2013 this is clearly in her thinking. Her use of the word \u2018\u003Cem\u003Esafer\u2019\u003C/em\u003E suggests a positivity for the new paradigm which is not universally shared. The German government is very clear on its opposition to any form of de-coupling or de-globalisation.\r\n\r\nHer second \u2018D\u2019 \u2013 demographics \u2013 is also very relevant to such a labour intensive industry as logistics. Millions of workers are presently employed either as truck drivers, warehouse operatives or in the shipping, air and rail industries and shortages are already endemic. Technologies are surely on their way, as Lagarde refers to, and will eventually lead to a reallocation of labour from logistics to sectors where humans are not so easily replaced. Warehouse robotics and port automation are technologies leading the way in this respect. Fully autonomous and driverless vehicles, on the other hand, have a much longer time horizon. In any respect, regardless of the development of the technologies, elimination of jobs is likely to be highly contested strongly by labour organisations.\r\n\r\nHer final \u2018D\u2019 \u2013 decarbonisation \u2013 is also proving problematic despite her wish that the green transition advances \u2018\u003Cem\u003Ewithout any further delays\u2019\u003C/em\u003E. There is little sense that sufficient progress is being made towards meeting the targets which the EU and national governments have set. In fact, the cost of \u2018net zero\u2019 is increasingly a political issue in itself, both domestically and on an international basis. The European Commission\u2019s \u003Ca href=\"https://ec.europa.eu/commission/presscorner/detail/en/ip_23_4752\"\u003Erecent announcement that it will be looking into the imposition of higher tariffs on the import of Chinese electric vehicles\u003C/
2608a\u003E due to unfair subsidies will do nothing to encourage take up of green fuels. The Chinese government has already accused the EU of pursuing protectionist policies, with this latest argument adding to ill will caused by disagreements over the Carbon Border Adjustment Mechanism (CBAM) and the Emissions Trading Scheme (ETS), to name but two.\r\n\r\nLagarde\u2019s speech argued for a European version of the US Securities and Exchange Commission as well as a unified stock exchange to fund the investment needed in order to meet the challenge of her \u20183Ds\u2019. Her view is that government funding on its own will not be enough. Whether or not EU member countries agree with her solution is yet to be seen. What is clear is that over the next ten years the logistics and supply chain sector \u2013 as with many others \u2013 will experience an intense period of what Lagarde could have called her fourth \u2018D\u2019 \u2013 that of \u2018disruption\u2019.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Lagarde acknowledges de-globalisation as key challenge to Europe","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"lagarde-acknowledges-de-globalisation-as-key-challenge-to-europe","to_ping":"","pinged":"","post_modified":"2023-11-28 14:17:59","post_modified_gmt":"2023-11-28 14:17:59","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21457","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19612","productGallery":null,"woo_quick_view":"[woosq id= 21457]","postGallery":"","post_type_name":"Post"},{"ID":"21460","post_author":"3","post_date":"2023-11-20 10:59:00","post_date_gmt":"2023-11-20 10:59:00","post_content":"John Manners-Bell, CEO of \u003Ca href=\"https://www.ti-insight.com/\"\u003ETi Insight\u003C/a\u003E and The Foundation for Future Supply Chain, launched his book \u2018The Death of Globalization\u2019 in a special event in London on 9\u003Csup\u003Eth\u003C/sup\u003E November 2023. Here is an extract from his book, on reshoring and industrial policies.\r\n\r\nMany governments have needed no second invitation to support businesses or erect barriers to protect manufacturing and retailing markets. These invariably are very popular with the electorate even though in the long term they are often counterproductive. Making the case for open markets is certainly more difficult than slogan-driven policies which involve, for example, \u2018taking action to protect jobs\u2019 as it requires an understanding of the benefits of a liberalized trade policy plus an ideological commitment. Both have been lacking over the past decade especially with a vacuum of leadership from the WTO which has become mired in unsuccessful trade negotiations. For a whole host of reasons, not least cultural, the creation of manufacturing jobs has become a major political imperative. Although this does not strictly require government subsidy, in reality this is often the case.\r\n\r\nThere can be economic, strategic or security imperatives behind attracting manufacturing jobs back from Asia (reshoring). However, in many other cases, the reasons are often nakedly political and the results disastrous \u2013 governments are very bad at backing \u2018winners\u2019 and often capricious with tax spend due to competing priorities. Many countries have adopted support policies for \u2018infant-industries\u2019, that is, those which in the opinion of politicians might go on to thrive but have been let down by a \u2018market failure\u2019, lack of foresight or capital. In some cases, this support might take the form of financial subsidy. In others, the government may play a facilitatory role in creating the environment or \u2018eco-system\u2019 in which new businesses can develop, such as clusters of suppliers, training or ICT networks. In the past, high levels of investment have been shown to successfully kickstart an industry such as semiconductor manufacturing in Japan in the 1970s or ship building in China in the 2000s, by \u2018engineering comparative advantage\u2019.\r\n\r\nHowever, history is littered with evidence of examples of when industrial strategy has failed, not least the British government\u2019s support for electric vehicle battery manufacturer, British Volt. Not only is subsidy expensive and often futile, but it can disadvantage consumers by keeping prices artificially high. It can also tie up capital and actually reduce innovation by artificially extending the life of companies with failed business models or te
2608chnologies.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor: \u003C/strong\u003EJulia Swales\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"The Death of Globalization: Reshoring and Industrial Policies","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-death-of-globalization-reshoring-and-industrial-policies","to_ping":"","pinged":"","post_modified":"2023-11-28 13:40:33","post_modified_gmt":"2023-11-28 13:40:33","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21460","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19625","productGallery":null,"woo_quick_view":"[woosq id= 21460]","postGallery":"","post_type_name":"Post"},{"ID":"21468","post_author":"3","post_date":"2023-11-18 11:17:59","post_date_gmt":"2023-11-18 11:17:59","post_content":"\u003Cspan style=\"font-weight: 400;\"\u003ERecently, British Land has received planning consent for its Central London development, 'The Box', a 121,000 square feet microhub designed to address the demand for ultra-low carbon logistics in the city. It is situated on a former Crossrail worksite in Paddington. According to British Land, this development aims to serve the whole of Westminster and remove around 100 large vans from the borough\u2019s roads every day, reducing emissions, and cutting delivery times and costs to operators.\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EAs it is likely that similar developments will be proposed in future, we need to ask: are urban centre hubs considerably slashing emissions and meeting sustainability goals?\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EThis new development aims to meet post-pandemic demand for faster delivery times. Fulfilling these expectations does not have to come at a detriment to London and the air quality, as the concept of micro hubs addresses a myriad of environmental and logistical challenges associated with urban freight delivery, such as congestion, emissions, and noise pollution, as their strategic locations \u003C/span\u003E\u003Cspan style=\"font-weight: 400;\"\u003Ewithin urban areas reduce the need for long haul transportation and cut down delivery times.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003E'The Box' facilitates entry for Heavy Goods Vehicles (HGVs) and plans to employ smaller EVs and electric cargo bikes for outbound deliveries, and swapping traditional vans with these could yield up to a 90% reduction in carbon emissions per parcel, contributing significantly to improved air quality and the overall environmental well-being of local communities.\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EThe approval of the site swiftly followed the release of research conducted by the Centre for London and University College London, which British Land commissioned to address the rising need for last-mile deliveries in urban areas. The research findings affirm that sustainable cargo bikes could effectively serve over 5.7 million people in central London. Furthermore, the research showed that delivering by cargo bike is 1.6 times faster on average than delivering by van, and can enable a reduction in total distance travelled of up to 20%.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-weight: 400;\"\u003EUrban microhubs are a step in the right direction for sustainable urban logistics. This project is setting the stage for future sustainable urban logistics development,\u00a0 and can be a model for city-focused supply chains to be more cost and carbon efficient. It is an opportunity to observe this supply chain model, take note of the challenges, and integrate new environmentally responsible ideas on how we build city centre last mile networks that not only fulfil modern consumer needs but are also eco-conscious.\u003C/span\u003E\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor: \u003C/strong\u003EJenan Hasan\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Urban Green Logistics - Unveiling 'The Box' Microhub","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"urban-green-logistics-unveiling-the-box-microhub","to_ping":"","pinged":"","post_modified":"2023-11-28 14:38:32","post_modified_gmt":"2023-11-28 14:38:32","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21468","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21469","productGallery":null,"woo_quick_view":"[woosq id= 21468]","postGallery":"","post_type_name":"Post"},{"ID":"21472","post_author":"3","post_date":"2023-11-15 11:48:11","post_date_gmt":"2023-11-15 11:48:11","post_content":"\u003Cdiv\u003E\r\n\u003Cp class=\"Body\"\u003EPosting a loss of US $13m in the third quarter, \u003Ca href=\"https://www.uberfreight.com/blog/freight-market-update/\"\u003EUber Freight\u003C/a\u003E \u201chas been able to weather these trends better than some of [our] competitors, as evidenced by several industry players winding down operations,\u201d according to Uber CEO Dara Khosrowshahi.\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\u003Cp class=\"Body\"\u003EThe $14m y-o-y fall in o
2608perating profit was off the back of a 27% y-o-y decline in revenues to $1.286bn. The Uber CEO said that Uber Freight had \u201cremained pressured by near-term category-wide headwinds as capacity in the truckload sector continues to normalise.\u201d\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\u003Cp class=\"Body\"\u003EDespite some signs of recovery in the US road transport industry, Khosrowshahi continued, \u201cwe aren\u2019t hanging our hats on an imminent rebound,\u201d adding, \u201cIt\u2019s in tougher market environments where we can further differentiate our offerings from sub-scale or traditional competitors.\u201d\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cb\u003EWaabi Driver-as-a-Service Partnership\u003C/b\u003E\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\u003Cp class=\"Body\"\u003EOne of the key ways that Uber Freight is differentiating its offerings is through autonomous trucking. In September it announced a partnership with Waabi.ai, which deploys, maintains and manages autonomous truck assets.\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\u003Cp class=\"Body\"\u003EWhere Waabi claim to be different is that they can deploy their system fleet-wide very quickly, and using a central platform called Waabi World, can use AI to learn for itself as opposed to be \u2018taught\u2019 via external coding. This will mean that one truck learns from a situation and passes its lesson onto the whole fleet.\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\u003Cp class=\"Body\"\u003EOver 10 years the two companies plan to deploy autonomous trucks on the Uber Freight network. As of September Uber Freight was already using autonomous trucks on a route between Houston and Dallas in Texas. They plan to rapidly expand the service beyond this route.\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\u003Cp class=\"Body\"\u003EThe move comes at the right time, with a driver shortage set to be in the region of 160,000 drivers by 2028. As such, driverless trucks could resolve a building problem for the logistics industry. Waabi claim that autonomous trucking will create around 30,000 new jobs in the industry across the US annually, though these may be more attractive and highly skilled than traditional driving jobs.\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cb\u003EOther Incremental Improvements\u003C/b\u003E\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cb\u003E\u00a0\u003C/b\u003EAt the same time as the autonomous trucking announcement, Uber Freight has taken measures to improve some of its existing services. Using AI Large Language Models (LLMs), it has launched the Insights AI platform that aims to analyse big data to help its freight clients\u2019 logistics making. The company has also improved its transport management system, enhancing visibility, foresight and control.\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\u003Cp class=\"Body\"\u003EUber Freight is now the only loss-making division of the Uber Technologies group. Making a small profit of $1m in Q3, 2022, this is an anomaly caused by factors that have hit the US road freight industry as a whole. Khosrowshahi has still taken measures to improve profitability however, adding \u201cWe remained disciplined in cost management, with adjusted EBITDA stable sequentially. Year to date, we\u2019ve implemented approximately $50m of annualised cost savings in a tough market backdrop.\u201d\u003C/p\u003E\r\n\r\n\u003C/div\u003E\r\n\u003Cdiv\u003E\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cdiv\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Richard Shrubb\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insights\r\n\r\n\u003C/div\u003E\r\n\u003C/div\u003E","post_title":"Uber Freight able to weather freight recession better than many rivals","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"uber-freight-able-to-weather-freight-recession-better-than-many-rivals","to_ping":"","pinged":"","post_modified":"2023-11-28 14:40:33","post_modified_gmt":"2023-11-28 14:40:33","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21472","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1832","productGallery":null,"woo_quick_view":"[woosq id= 21472]","postGallery":"","post_type_name":"Post"},{"ID":"21475","post_author":"3","post_date":"2023-11-30 09:00:23","post_date_gmt":"2023-11-30 09:00:23","post_content":"\u003Cp style=\"font-weight: 400;\"\u003EThe US president Joe Biden has been announcing more \u201csupply chain\u201d policies. In \u003Ca href=\"https://www.whitehouse.gov/briefing-room/statements-releases/2023/11/27/fact-sheet-president-biden-announces-new-actions-to-strengthen-americas-supply-chains-lower-costs-for-families-and-secure-key-sectors/\"\u003Estatement issued by the White House on Monday 27\u003Csup\u003Eth\u003C/sup\u003E November\u003C/a\u003E, Joe Biden said that he would announce \u201cnearly 30 new actions to strengthen supply chains critical to America\u2019s economic and national security.\u201d The apparent reasoning behind the policy initiative is that \u201crobust supply chains are fundamental to a strong economy. When supply chains smooth, prices fall for goods, food, and equipment, putting more money in the pockets of American families, workers, farmers, and entrepreneurs\u201d.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EA number of the measures announced appear to be essentially bureaucratic, such as creating a \u201cCouncil on Supply Chain Resilience\u201d. However, others seem to be an attempt to influence parts of the American economy, including the logistics sector. For example, Joe Biden has said he will create the \u201cDepartment of Transport Multimodal Freight Office\u201d which will be responsible \u201cfor maintaining and improving the condition and performance of the nation\u2019s multimodal freight network including through the development of the National Multimodal Freight Network, review of State Freight Plans, and the continued advancement of the FLOW initiative in partnership with the Bureau of Transportation Statistics\u201d. It might be assumed from this that the US Government could use such an initiative as a platform for investment in intermodal transport, such as the port and rail infrastru
2608cture between the West Coast and Chicago. There is money being spent as part of this wider supply chain initiative, with US$196m being spent on what is called the \u201cdomestic food supply chains\u201d, however it is unclear if any of it will be spent on logistics infrastructure.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EA great deal of this statement seems to be about making political gestures rather than operational realities in supply chain management. Certainly, the politicians say that they are concerned to avoid the sort of problems that were seen around the port of Los Angeles in 2021 and 2022. However, judging by this statement there are higher priorities than dealing with port infrastructure.\u003C/p\u003E\r\n\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Joe Biden\u2019s supply chain initiative not targeted at logistics","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"joe-bidens-supply-chain-initiative-not-targeted-at-logistics","to_ping":"","pinged":"","post_modified":"2023-11-28 13:04:30","post_modified_gmt":"2023-11-28 13:04:30","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21475","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"625","productGallery":null,"woo_quick_view":"[woosq id= 21475]","postGallery":"","post_type_name":"Post"},{"ID":"21479","post_author":"3","post_date":"2023-11-14 13:12:49","post_date_gmt":"2023-11-14 13:12:49","post_content":"After the labour problems on the US West Coast ports in the first half of the year, there is now a threat of strikes affecting the East Coast ports. The International Longshoreman\u2019s Association, which represents dock workers on the US East Coast and Gulf Coast, is engaged in renegotiating the \u2018Master Contract\u2019 that governs employment and pay with the \u2018United States Maritime Alliance\u2019, which is the employers association for these ports.\r\n\r\nThis contract is set to expire in September of 2024, with negotiations for a new agreement starting at the beginning of this year. The leader of the International Longshoreman\u2019s Association, Harold Daggett, commented ahead of a conference in Nashville that he would expect the \u201cUSMX to deliver a landmark compensation package\u201d and that he would \u201cto fight automation at any of its ports\u201d. He continued, adding that he would \u201ccaution ILA members that these upcoming Wage Scale negotiations will be challenging and, because the union will hold firm on its pledge not to extend the contract beyond its expiration date of September 30, 2024, that members should prepare for the possibility of a coast-wide strike in October 2024\u201d.\r\n\r\nThe International Longshoreman\u2019s Union is a separate union to the International Longshore Workers Union which represents dock workers on the West Coast of the US.\r\nIt is unclear if the International Longshoreman\u2019s Union will accept the terms agreed by the workers and the terminal associations on the West Coast. This was quite generous to the dock workers, including a more than 30% increase in pay over a six-year period.\r\n\r\nHowever, agreement was only reached after a series of disruptions to port operations which damaged the competitiveness of the ports on the West Coast. It was the East Coast container terminals that benefited from a loss of confidence by shippers in the reliability of moving consignments through the West Coast, as increased proportion of sea- freight was moved through the East Coast terminals.\r\n\r\nIf negotiations with the International Longshoreman\u2019s Union are difficult, there seems a possibility that East Coast ports could suffer similar instability, undermining the confidence of their new customers. In particular Mr Dagget\u2019s remarks concerning automation reassert his aggressive position, something which must be a problem for the new, highly capitalised terminals on the South East coast of the US.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cdiv\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\r\n\r\n\u003C/div\u003E","post_title":"US East Coast ports face possibility of strikes","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"us-east-coast-ports-face-possibility-of-strikes","to_ping":"","pinged":"","post_modified":"2023-11-28 13:32:57","post_modified_gmt":"2023-11-28 13:32:57","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21479","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1723","productGallery":null,"woo_quick_view":"[woosq id= 21479]","postGallery":"","post_type_name":"Post"},{"ID":"21481","post_author":"3","post_date":"2023-11-14 13:18:05","post_date_gmt":"2023-11-14 13:18:05","post_content":"\u003Cspan style=\"font-size: 14pt;\"\u003EQ3 2023 sees the spot index move further below the contract index. This now means spot rates are closer to their base level (2017 Q1) than contract rates. The spot market index dropped for the 4th consecutive quarter, down 1.2 points to 125.4, now putting it down 14.8 points year-on-year (Y-o-Y). The speed of decline in spot rates has slowed by more than a third as spot rates begin to settle in response to demand settling at a lower level.\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EThe contract market rate has edged upwards 1.4 points quarter-on-quarter (Q-o-Q) and sits down just -0.4 points Y-o-Y. Q3 2023\u2019s contract rate change is the first increase in the index since Q4-2022 as cost pressures compound.\u00a0\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EThe Q3 2023 European Road Freight Spot Rate Benchmark Index stood at 125.4, 1.2 points lower than 
2608in Q2 2023 and 14.8 points down y-o-y.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EThe Q3 2023 European Road Freight Contract Rate Benchmark Index stood at 128.1, 1.4 points higher than in Q2 2023 and now just 0.4 points down on Q3 2022.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EToll price increases in Germany in December could increase toll costs by up to 83%, an increase which will likely be passed on to customers.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003ENew forecasts from IRU shows driver shortages across Europe are expected to worsen again, with 11% of job opening expected to remain unfilled in 2024.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14pt;\"\u003EFreight rates are expected to remain subdued but with a slight seasonal uptick in Q4, but rates are expected to stabilize in 2024 as European demand recovers and higher costs, especially from tolls, kick in.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EShort-term demand-side pressure on road freight continues to fall throughout the continent. Consumers who are now poorer in real terms are consuming fewer goods, while businesses reduce their output in the face of declining demand. Available Q3 2023 Eurostat data shows no change quarter-on-quarter in European retail trade but a 3.6-point fall in manufacturing. As a result, total demand-side pressure for road freight continues to fall, freeing up capacity, and allowing rates to slide further.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EThe rate of decline in the spot price has slowed due to abated inflation, which fell to 4.3% in September 2023, down from a peak of 10.6% in October 2022. The result is smaller falls in the demand for goods, thus reducing the weight of downward pull-on prices, suggesting some spot prices may begin to normalize.\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EContract rates have been kept high by an elevated cost base, and cost increases continue to push rates up. Contract prices are less exposed to changes in short-term demand. However, should the European economy continue to stagnate at activity levels below previous years, we can expect this to add downward pressure to contract rates as renewal volumes decline.\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EThomas Larrieu, Chief Executive Officer at Upply, comments: \"The recent Upply data show that road haulage prices are holding up relatively well despite a rather unfavourable economic climate. This is mainly due to a constantly rising cost structure for hauliers. Significant increases in fuel prices and wages are helping to keep upward pressure on prices, which is partly offsetting the downward pressure exerted by weak demand. Yet, it\u2019s important to observe that spot prices have been dipping for four consecutive quarters, signaling persistent market volatility and hinting that a market rebound might not be on the near horizon.\"\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EInflationary pressure still remains across most road freight operating costs, pushing up the cost base further and sustaining the high floor for rates. Transport and storage sector wages are up 17.6% versus 2019 levels, as drivers remain in short supply. Other cost increases are also apparent as October fuel prices are 14% up vs June 2023. There has also been a 15.9% increase in the cost of spare vehicle parts, a 21.4% increase in vehicle maintenance costs, and a 6.3% increase in insurance costs.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EMuch of the European road freight market is now also braced for toll price increases, starting in Germany in December. The new CO2 toll in Germany could increase toll costs by as much as 83% for carriers, a cost that will likely be passed directly to customers. A large part of the European road haulage market is also gearing up for the roll-out of the new European toll system linked to CO2 emissions, which starts in Germany in December and will have an impact on prices.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;
2608\"\u003EMichael Clover, Ti\u2019s Head of Commercial Development, says: \u201cToll price increases are expected to start in Germany in December before sweeping across much of central and Eastern Europe in 2024. The increases are of a magnitude sufficient to make current operating models unsustainable for many operators, so the expectation is that they will try to pass on the cost to shippers, raising rates for freight within and transiting through affected countries.\u201d\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EAs toll increases kick in, further cost pressure is also expected from rising wages driven by the driver shortage. New forecasts from IRU show that next year, the shortage is forecasted to reach 11% unfilled jobs, driven by transport demand growth expectations as well as an ageing population of drivers.\u00a0The forecasted driver shortage will strongly depend on the economic activity with a mild rebound in growth that is still projected next year, as inflation keeps easing, the labour market remains robust and real incomes gradually recover.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EIRU Senior Director for Strategy and Development Vincent Erard adds: \u201cThe road transport industry is engaged in an unprecedented transformation, having to both respond to growing transport demand (+50% by 2050) and decarbonise at the same time. Without support for the sector, made up mainly of small and medium-sized companies whose margins are low (1-2%), in a context of increasing prices, costs and investments (fuel, tolling, labour costs, vehicles, etc) and an increasingly unsustainable shortage of drivers (225,000 in the 2nd quarter 2023), there is a great risk of not achieving any of the economic and environmental objectives.\u201d\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EThe outlook for European rates is reduced volatility as European demand stagnates at lower levels than in previous years.\u00a0In the short term, cost increases and especially the toll price increases in Central Europe are likely to push rates up in Q4 2023 and Q1 2024, before demand begins to recover in the second half of 2024.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003E-----\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EAbout the European Road Freight Rate Benchmark\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003EThe European Road Freight Rate Benchmark report is designed to provide greater visibility of freight rate development across Europe. \u003Cstrong\u003E\u003Ca href=\"https://www.ti-insight.com/european-road-freight-rate-benchmark-report/\" target=\"_blank\" rel=\"noopener\" data-emb-iscopy=\"true\"\u003ECLICK HERE\u003C/a\u003E\u003C/strong\u003E\u003Cstrong\u003E\u00a0to download a copy of the full benchmark report for free.\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003EAuthor: Ti Insight / Upply / IRU\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14pt;\"\u003E\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\u003C/span\u003E","post_title":"European Road Freight Rate Benchmark Q3 2023: Contract rates rally as spot rates continue to fall","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"european-road-freight-rate-benchmark-q3-2023-contract-rates-rally-as-spot-rates-continue-to-fall","to_ping":"","pinged":"","post_modified":"2023-11-28 13:45:52","post_modified_gmt":"2023-11-28 13:45:52","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21481","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3471","productGallery":null,"woo_quick_view":"[woosq id= 21481]","postGallery":"","post_type_name":"Post"},{"ID":"21819","post_author":"3","post_date":"2024-02-02 10:00:54","post_date_gmt":"2024-02-02 10:00:54","post_content":"Competitiveness in business is no longer about the simple bottom line. The only unregulated, swashbuckling capitalism of today is in completely unregulated businesses like the illegal drugs trade. A new raft of regulations are coming into force that will make a company\u2019s non-financial behaviour critical to competition \u2013 the EU\u2019s Corporate Sustainability Reporting Directive (CSRD) and the UK\u2019s Sustainability Disclosure Standards (SDS). Both will inform stakeholders and customers as to an organisation\u2019s environmental and social behaviour, which in turn will lead to a new direction in which they can compete.\r\n\r\n\u003Cstrong\u003ENew EU/UK regulations and what they mean\u003C/strong\u003E\r\n\r\nThe EU developed its new CSRD regulations in parallel to the development of the United Nations International Sustainability Standards Board (ISSB). It is well ahead of the UK, whose Department for Energy Security and Net Zero will publish guidance (the SDS) in July 2024.\r\n\r\nEU and UK based large publicly listed businesses will have to comply immediately, with new reporting requirements for 2024 to be reported in the financial year 2025. The approximately 12,000 companies have had to comply under 2019 legislation, the Non Financial Reporting Directive (NF
2608RD) and its equivalent raft of regulation in the UK. Under the CSRD, 38,000 more companies will have to comply at some stage:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EPrivately held organisations of 250+ employees or \u20ac50m+ revenues will have to comply from 2024, reporting in 2025\u003C/li\u003E\r\n \t\u003Cli\u003EPublicly listed small and medium businesses will have to comply in 2026, reporting in 2027. Interestingly, this does not apply to privately held businesses\u003C/li\u003E\r\n \t\u003Cli\u003ECompanies based outside of the EU with a revenue of \u20ac150m+ within the bloc will have to comply in 2026, reporting in 2027. This has just been changed by the European Parliament from 2024, reporting 2025\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cstrong\u003EAn insight into climate reporting regulation\u003C/strong\u003E\r\n\r\nWhere the UK is concerned, the government has indicated that the new regulation will not differ greatly to the UN ISSB reporting guidance. The EU\u2019s is very similar too, though there will be small differences. Broadly there are four precepts and seven reporting standards:\r\n\r\n\u003Cu\u003EPrecepts:\u003C/u\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EBoard level ESG leadership will be reported, as well as the climate related risks and opportunities involved\u003C/li\u003E\r\n \t\u003Cli\u003EThe company must disclose the actual and potential impacts of climate related risks and opportunities on the organisation\u2019s businesses, strategy and financial planning\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003ERisk management. \u003C/strong\u003EThe organisation must disclose how the organisation assesses and manages climate related risks\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EMetrics and targets. \u003C/strong\u003EThe organisation must disclose the metrics and targets used to assess and manage relevant climate-related risks and opportunities. This will include the metrics used and disclosing Scopes 1 and 2 (and if appropriate Scope 3) CO2e emissions\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cu\u003EReporting standards\u003C/u\u003E\r\n\r\nDisclosure should:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003ERepresent relevant information\u003C/li\u003E\r\n \t\u003Cli\u003EBe specific and complete\u003C/li\u003E\r\n \t\u003Cli\u003EBe clear, balanced and understandable\u003C/li\u003E\r\n \t\u003Cli\u003EConsistent over time\u003C/li\u003E\r\n \t\u003Cli\u003EComparable among other companies within a sector industry or portfolio\u003C/li\u003E\r\n \t\u003Cli\u003EReliable, verifiable and objective\u003C/li\u003E\r\n \t\u003Cli\u003EProvided on a timely basis\u003C/li\u003E\r\n\u003C/ul\u003E\r\nAll of this will have to be sewn into company annual reports, whether Companies House filings or the documents published annually on their websites.\r\n\r\nWhere the UK differs to the EU is that SMEs will likely be excluded altogether, so the regulation is likely only to apply to large businesses, defined as having more than 250 employees or a turnover of more than \u00a336m. Even so, logistics companies like Evri and the Culina Group will have to report when previously they did not have to. In the EU, family-owned logistics companies Fiege Logistik and Geis Group will have to comply, both of which have revenues of \u20ac1.5bn or more.\r\n\r\n\u003Cstrong\u003EImplications for business\u003C/strong\u003E\r\n\r\nAt the outset I stated that this has positive benefits. There will be a whole new level at which businesses can compete \u2013 competition to be the cleanest and greenest logistics company is no bad thing. As Scope 3 emissions become an issue, so this could impact how suppliers are selected, and a heavily polluting but cheaper company might lose out over a more expensive but cleaner one.\r\n\r\nOn the ground though, with the metrics and governance required, businesses new to this will already have had to hire teams to measure and present such data. As indicated above, the new regulations will apply from the board down to the ground. Glossy waffle, that infests so many sustainability reports, will be a thing of the past as ESG becomes an important focus for all c
2608ompanies involved. Greenwashing will be a thing of the past.\r\n\r\n\u003Cstrong\u003EStakeholder implications\u003C/strong\u003E\r\n\r\nAs an analyst at Transport Intelligence I look closely at ESG data and reports. From 2025 my life will be so much easier! I\u2019ll hit the appendixes and risk management sections and harvest the data in half the time I do today. Potential investors, client companies and end customers will be able to make quick judgements as to trends and efforts to tackle climate change. Evri will be directly comparable to DHL Parcel UK, and in just moments.\r\n\r\nInstitutional investors and hedge funds will be concerned about their climate impact. A dirtier company might have less interest from these financial institutions than a cleaner company, and we\u2019re not just talking of a potential investor in cycle couriers Zedify but large carriers too.\r\n\r\n\u003Cstrong\u003EWeaknesses to regulation\u003C/strong\u003E\r\n\r\nThere are weaknesses to both the EU and UK\u2019s regulations \u2013 Zedify is too small to be forced to comply with these regulations. The European Commission did consider forcing all SMEs to comply but the cost proportionate to the size of the companies involved could have crippled them. A large company will spend much less per \u20ac of revenue than a mid-sized company on complying with the same regulations.\r\n\r\nWhere these exceptions are given, there are implications for the climate. By far the majority of businesses in the EU and UK will not be affected simply because they are too small. A classic example is the owner-driver hired by Evri or Amazon to do deliveries. Thousands of these owner drivers at least equal the size of the fleets of FedEx, UPS and DHL that ply the EU and UK\u2019s roads. They will not be forced (unless due to a change in contracting company policy) to report or change their ways.\r\n\r\nIn the face of the generalised economic malaise that has hit Europe, there has been a pushback against climate regulation. Last week the European Commission instructed the European corporate reporting lab EFRAG not to introduce sector specific reporting to eight industries including those in road transport for two more years. Again, the loser here will be the climate, with the climate once again taking second fiddle to the economy.\r\n\r\n\u003Cstrong\u003EGlass half empty or full?\u003C/strong\u003E\r\n\r\nIn 2023 it was widely reported that global temperatures had already breached the much warned about 1.5\u00baC barrier. Fires raged across the Americas, Europe and Asia in summer and typhoons did double loops across the Pacific and Indian Oceans. No one is escaping climate change, and it is high on the mind of stakeholders from the newly burned out holiday home owner in Greece to institutional investors who have to shoulder losses to climate related problems.\r\n\r\nThe term \u2018bureaucracy\u2019 is often used as an 11 letter expletive. The expletive in question was used to good effect in Brexit campaigns. But even the supposedly bureaucracy free UK is affected by new regulations to do with climate change. It is beholden upon logistics businesses large and small to look at ESG not just as another example of the expletive but as a chance to compete. Could Culina be greener than DHL Supply Chain one day? It might just win them business if they try!\r\n\r\n\u003Cstrong\u003EAuthor: Richard Shrubb\u003C/strong\u003E","post_title":"New EU/UK Environmental, Social and Governance Regulations:","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"new-eu-uk-environmental-social-and-governance-regulations-intricacies-and-implications","to_ping":"","pinged":"","post_modified":"2024-02-02 13:05:57","post_modified_gmt":"2024-02-02 13:05:57","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21819","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21171","productGallery":null,"woo_quick_view":"[woosq id= 21819]","postGallery":"","post_type_name":"Post"},{"ID":"21826","post_author":"3","post_date":"2024-02-01 12:39:23","post_date_gmt":"2024-02-01 12:39:23","post_content":"Some indications of the impact of the Red Sea conflict on the wider economy are beginning to emerge. Several of the just-published PMIs (Purchasing Managers Indexes) from S&amp;P Global suggest that both the disruption to supply and the increased freight rates are affecting aspects of economic activity.\r\n\r\nFor example, S&amp;P asserts that within the Euro area, manufacturing costs have fallen over the past month, however it comments that \u201cinventories were also impacted by delays in the supply of inputs. Supplier delivery times lengthened on average for the first time in a year in January, widely linked to shipping delays caused by disruptions in the Red Sea\u201d. This is despite demand conditions in the euro area continuing to be weak with the S&amp;P \u2018Flash\u2019 Eurozone Composite PMI Output Index at 47.9, representing a continued fall in output.\r\n\r\nThe situation in the UK is somewhat better, with the S&amp;P \u2018Global UK Composite Output Index\u2019 rising to 52.1 although manufacturing production is weak due to poor export demand and customers looking to reduce inventory. However, S&amp;P said that its UK respondents in manufacturing companies \u201calso reported growing issues with supply chains, amid intensifying disruptions to shipping in the Red Sea. Average supplier delivery times lengthened in January to the greatest extent seen since the pandemic-related supply issues of September 2022. Some 80% of firms reporting slower deliveries explicitly linked the delays to events in the Red Sea\u2026. the extended journey typically lengthens the delivery route by at least 10 days. Delays were most widely reported for textiles and vehicle manufacturing\u201d.\r\n\r\nHowever, for both the Euro zone and the UK, S&amp;P said that the problem \u201cremained far less severe than recorded throughout much of the 2020-2022 pandemic period\u201d.\r\n\r\nIt is unclear if these sorts of problems will \u2018wash-out\u2019 as shippers adjust the lead-times of their supply chains. It is also unclear how the shipping lines will respond, as they have options to increase the speed of their vessels, increase the number of vessels they operate or rationalise their route structure. There are also a number of other responses to the problem emerging apart from the greater use of airfreight, such as overland transport across the Arabian Peninsula.\r\n\r\nThe problems in the Red Sea may ease in the near future but it appears that they have already had an impact on some economies.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cdiv\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\r\n\r\n\u003C/div\u003E","post_title":"Red Sea conflict starts to impact wider economy","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"red-sea-conflict-starts-to-impact-wider-economy","to_ping":"","pinged":"","post_modified":"2024-02-01 12:39:23","post_modified_gmt":"2024-02-01 12:39:23","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21826","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21827","productGallery":null,"woo_quick_view":"[woosq id= 21826]","postGallery":"","post_type_name":"Post"},{"ID":"21831","post_author":"3","post_date":"2024-02-01 12:42:54","post_date_gmt":"2024-02-01 12:42:54","post_content":"According to the Economist Intelligence Unit, 76 countries are expected to hold major elections in 2024. The
2608se include eight of the world\u2019s ten most populous countries \u2013 Bangladesh, Brazil, India, Indonesia, Mexico, Pakistan, Russia and the United States as well as other strategically important countries such as Taiwan and the UK.\r\n\r\nWhilst for decades these elections would have been fought between free marketeers on the Right and interventionists on the Left, this no longer seems the case. The so-called \u2018Washington Consensus\u2019 \u2013 the belief in an inexorable march towards open markets and free trade \u2013 has fractured, and politicians on both sides of the divide are standing on the platform of protectionism, industrial strategies and subsidies. This has already had a major impact on many supply chains which have been forced to adapt to the new political reality. This article provides a snapshot of what the supply chain world can expect from the new governments elected in 2024.\r\n\r\n\u003Cu\u003E\u003Cstrong\u003EIndia\u003C/strong\u003E\u003C/u\u003E\r\n\r\nPrime Minister Modi is looking for a third term in charge of the world\u2019s fifth largest economy. His period in office has been focused on creating a viable alternative to China as a major manufacturing hub in the region. To this end he has deployed the twin approach of market intervention and protectionism in an effort to incubate key industries especially the high tech. Looking to the future, he is committed to developing India\u2019s own semiconductor sector as well as driving forward investment in green transition technologies, especially electric vehicles. In this respect he is drawing from China\u2019s playbook: limit foreign imports; encourage nascent high value industries through subsidies; and promote exports. Whilst this, \u2018have cake and eat it\u2019 approach may not be very popular with countries looking to exploit India\u2019s burgeoning domestic market, the US and Europe have little choice but to accept it if they want to reduce their dependence on China.\r\n\r\nComment: there is very little chance of Modi being defeated so the world can expect more of the same in terms of supply chain policy. He has been careful to stress India\u2019s non-aligned status which has allowed India to benefit from cheap Russian oil whilst being courted by the US. However, there is still a long way to go before India can challenge China as the largest economic power in the region.\r\n\r\n\u003Cu\u003E\u003Cstrong\u003EUnited States\u003C/strong\u003E\u003C/u\u003E\r\n\r\nIn November, the US electorate will go to the polls most likely facing a choice between former President Trump and President Biden. In terms of supply policy there is little to choose between either candidate. Both administrations have passed legislation over the past eight years to protect US manufacturing by increasing the cost of Chinese imports through a range of tariffs. A bipartisan report by a House Committee published in December 2023 recommended that the government should go further by removing China from its Permanent Normal Trade Relations list which would allow across-the-board tariffs on all goods. At the same time as this, huge amounts of subsidies have been awarded to companies establishing manufacturing in the country, latterly to those involved in green technologies and semiconductor production. This has attracted criticism from partners around the world, fearful that they will lose out in a subsidy bidding war. If Trump is elected, he may well be more likely than Biden to take aim once more at the European Union, as well as trading partners in the rest of Asia.\r\n\r\nComment: there is very little to choose between Biden and Trump in terms of supply chain policy. Both are hostile to China and will campaign on the basis of protecting and supporting American jobs. Whilst many of Biden\u2019s policies have upset European partners, the chances of more trans-Atlantic trade disputes (such as over steel) may be higher with Trump in the White House.\r\n\r\n\u003Cu\u003E\u003Cstrong\u003ETaiwan\u003C/strong\u003E\u003C/u\u003E\r\n\r\nAlthough a relatively small economy and population, Taiwan\u2019s general election in January 2023 could turn out to be the most important of all. Lai Ching-te, from the governing pro-sovereignty party, was elected as president on 14\u003Csup\u003Eth\u003C/sup\u003E January, a result which attracted an angry response from mainland China. The visit of two senior US politicians to meet the new president was also criticised. Although rhetoric seems to have been moderated, analysts believe that tensions will increase in the run up to Lai\u2019s inauguration in May.\r\n\r\nIn a worst-case scenario, invasion of the island, as threatened by Xi Jin Ping, China\u2019s Premier, is still a possibility (although not in the immediate future). The consequences of such a move would be catastrophic \u2013 Bloomberg Economics have estimated the costs to be as much as $10 trillion, dwarfing the impact of the Covid crisis. More likely steps range from the cancelling of the 2010 trade agreement to a blockade, falling short of an invasion, although of course this cannot be ruled out given China\u2019s bellicose pronouncements. This would have major implications on the global high tech sector.\r\n\r\nComment: Whilst Europe and the US are busy attempting to build their own semiconductor industries, the world for the time being is dependent on Taiwanese technologies. Lessening this dependency could even make the situation more dangerous as China may calculate that the Western powers would be less likely to intervene if there was less at risk. There would be no way for the global supply chain industry to prepare for such a development.\r\n\r\n\u003Cu\u003E\u003Cstrong\u003EUK\u003C/strong\u003E\u003C/u\u003E\r\n\r\nA General Election is expected in the UK in the second half of the year. Whilst a change of government is on the cards, big policy changes are not. The present shadow chancellor, Rachel Reeves, quoted in The Economist, is reported as saying that there would be no return to \u2018hyper-globalisation\u2019 of the Tony Blair era of the 2000s. Instead, the paper characterises Labour\u2019s likely policy as, \u2018\u2026in with industrial subsidies, shortened supply chains and \u201cBuy British\u201d policies, framed by the rhetoric of resilience, security and a \u201chome-grown\u201d economy.\u2019\r\n\r\nComment: Those hopeful that a new Labour government will mean a return to the EU are likely to be disappointed. The new Prime Minister will be wary of re-opening old wounds and alienating a large proportion of its supporters who voted for Brexit in the first place. Closer cooperation with Europe on supply chain matters is probable but an interventionist government may well appreciate the freedom to supp
2608ort business in the UK economy without any recourse to the European Commission.\r\n\r\n\u003Cu\u003E\u003Cstrong\u003EProtectionism and subsidy the new political reality\u003C/strong\u003E\u003C/u\u003E\r\n\r\nDespite the number of elections in 2024, there seems to be little likelihood of major changes in supply chain policy whatever their outcome. Governments around the world are committed to industrial strategies which are likely to involve subsidy and, when deemed necessary, the erection of barriers to foreign competition. Whether to support the development of green technologies, for reasons of \u2018strategic resilience\u2019 or explicitly to create and protect jobs, the result will be the same: a fracturing of global supply chains; rising costs caused by \u2018trade friction\u2019; the duplication and redundancy of manufacturing and inventory, not to mention inefficiencies related to the flow of knowledge, data, services and capital. If there is a case to be made for free trade and open markets in a complex, risky and volatile world, very few politicians seem willing to make it.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"Long read: A year of elections, but supply chain fragmentation will continue","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"long-read-a-year-of-elections-but-supply-chain-fragmentation-will-continue","to_ping":"","pinged":"","post_modified":"2024-02-01 12:42:54","post_modified_gmt":"2024-02-01 12:42:54","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21831","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19854","productGallery":null,"woo_quick_view":"[woosq id= 21831]","postGallery":"","post_type_name":"Post"},{"ID":"21837","post_author":"3","post_date":"2024-01-18 12:44:34","post_date_gmt":"2024-01-18 12:44:34","post_content":"The German logistics sector has been under pressure for over a week. Deutsche Bahn has been suffering from strikes alongside mass demonstrations that have blocked roads into cities.\r\n\r\nLast week the German train driver\u2019s union, known as the Gewerkschaft Deutscher Lokomotivf\u00fchrer or \u2018GDL\u2019, held a strike which brought passenger services almost to a halt. However, Deutsche Bahn asserted that cargo operations were not severely affected, stating that \u201cthanks to the commitment of DB Cargo employees, all necessary supply-related trains for the German economy could be run. There were no disruptions to supply chains\u201d. If true, this is remarkable as the rest of the rail network was badly affected.\r\n\r\nHowever, the threat from the German rail unions seems to remain. So far Deutsche Bahn has rejected their demands for a reduction in hours and increases in wages, something that has prompted the GDL union to state that \u201cif there is no apparent willingness to engage in substantive negotiations, further strikes are to be expected, which could go beyond the strike that ends today.\u201d\r\n\r\nThis industrial action poses a significant threat to the German economy. As Deutsche Bahn points-out, the \u201cGDL strike particularly hits DB Cargo and therefore the German economy because, unlike many competitors, DB Cargo is a network railway and does not just offer simple shuttle services. DB Cargo operates in particular with single wagon transport in the tight production cycle of industrial companies, factories, steel blast furnaces or power plants\u201d. \u00a0This refers to the intermodal \u2018area transport\u2019 model that is widely used in Germany, where rail is used to run trunk-routes that interface with road services at the local level.\r\n\r\nIn addition, German roads in large cities are being blocked by persistent political protests by farmers. There have been incidents of motorways being blocked. Much of this is concentrated around Berlin but some areas of western Germany are being affected by protests which seem likely to continue. German trucking operations seem to have suffered from little disruption so far but the threat of problems does exist.\r\n\r\nIt is unclear what impact all of these protests are having on the logistics market in Germany. If Deutsche Bahn is to be believed, the effects have been minimal. However, the threat of continuing action remains, and they might effect logistics operations both domestically within Germany but also locations such as ports and neighbouring economies.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cdiv\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights\r\n\r\n\u003C/div\u003E","post_title":"Strikes threaten to disrupt German logistics market","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"strikes-threaten-to-disrupt-german-logistics-market","to_ping":"","pinged":"","post_modified":"2024-02-01 12:48:38","post_modified_gmt":"2024-02-01 12:48:38","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21837","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3667","productGallery":null,"woo_quick_view":"[woosq id= 21837]","postGallery":"","post_type_name":"Post"},{"ID":"21841","post_author":"3","post_date":"2024-01-14 12:49:58","post_date_gmt":"2024-01-14 12:49:58","post_content":"Whilst political tensions rise in the US ahead of presidential elections later in 2024, there seems to be one policy area in which both Democrats and Republicans find common cause: a ratcheting up of pressure on China through increased global trade barriers.\r\n\r\nThe US House Select Committee on the Strategic Competition Between the United States and the Chinese Communist Party published a bipartisan report in December 2023 which recommended an increase in tariffs on a range of Chinese goods.\r\n\r\nChairman Gallagher and Ranking Member Krishnamoorthi said, \u2018[The report] embraces the clear reality that our current economic relationship with the People\u2019s Republic of China needs to be reset in order to serve the economic and national security interests of the United States.\u2019 The report went on to say that action was needed to reverse \u2018thirty years of misguided policy\u2019 and condemned what it called China\u2019s \u2018decades-long campaign of economic and technological warfare\u2019 against the USA.\r\n\r\nWhilst the report was wide-ranging, one of its main conclusions was that the US needed a much more robust economic response to China\u2019s emerging challenge. The report\u2019s authors said that China was guilty of \u2018using an intricate web of industrial policies, including subsidies, forced technology transfer, and market access restrictions, to distort market behaviour, achieve dominance in global markets, and increase US dependency on Chinese imports.\u2019\r\n\r\nThe report highlighted 
2608what it saw as China\u2019s inability to live up to the commitments it made to free trade and open economies when it joined the World Trade Organization (WTO) in 2001. At this time, the US granted the country Permanent Normal Trading Relations (PNTR) status, also referred to as Most Favoured Nation (MFN), which meant that it could not be discriminated against in terms of trade relations. The Committee now recommends that China should be stripped of this status which would consequently allow the US government to introduce across-the-board tariffs on imports. \u2018Rules of Origin\u2019 should also be strengthened which would prevent China from circumventing these tariffs by using Mexico or other partner countries as a conduit for their exports.\r\n\r\nIt also recommended that, due to national security concerns, the government should impose \u2018remedies\u2019 on market-distorting Chinese products where there was a risk that US companies could be driven out of the market. The production of \u2018legacy\u2019 semiconductor chips was specifically highlighted \u2013 a sector which the Committee fears that China could dominate. Additionally, there should also be restrictions on US investment and trade in areas related to China\u2019s critical and emerging technologies, military capabilities and human rights abuses.\r\n\r\nWhilst the report was bipartisan in nature, signed off by both Democrats and Republican members of the Committee, there are still a few voices in the US attempting to challenge what seems to be an inevitable march towards a more protectionist and adversarial relationship with China. For example, free market think tank, The Cato Institute, asserts that the tariffs imposed by the Trump and Biden administrations are already resulting in higher prices, ultimately paid for by the US consumer. It cites the New York Federal Reserve which estimated that these tariffs increased costs for average US households by about $830 per year. Retaliation by the Chinese government led to US businesses losing market access which has never been returned.\r\n\r\nLooking to the future, Oxford Economics estimates that taking away China\u2019s PNTR would cost the US $1.9 trillion over a five year period and result in 800,000 fewer jobs. The Cato Institute claims that this is hardly the way to out-perform China, especially when the majority of the goods affected \u2013 predominantly consumer goods \u2013 offer no threat to US national security.\r\n\r\nA further criticism of the recommended measures relates to their effectiveness. So far, Trump\u2019s tariffs have resulted in Chinese companies either establishing factories in third party countries in Asia or routing goods to the US through these markets in order to avoid paying duties. The complex nature of Global Value Chains means that the US could already be exposed to four times the face value of Chinese imports, according to research by the National Bureau of Economic Research and quoted by the Cato Institute. This could rise further if more tariffs are imposed.\r\n\r\nHowever, the arguments of those opposed to more protectionism are likely to fall on deaf ears. Both candidates (assuming the race is between Presidents Trump and Biden as seems likely) recognise the political capital to be gained from \u2018bashing\u2019 China (and potentially other competitors, such as the EU). In fact, the recommendations of the Committee\u2019s report could well act as a blue print for either candidate\u2019s election manifesto. With the world\u2019s largest economy turning its back on free trade and globalization, further fragmentation and tensions within the global trading regime seems inevitable.\r\n\r\n\u003Cem\u003EJohn Manners-Bell\u2019s book, The Death of Globalization, is published by \u003Ca href=\"https://www.seapenbooks.com/\"\u003ESea Pen Books\u003C/a\u003E.\u003C/em\u003E","post_title":"US political consensus will result in \u2018re-set\u2019 of global trade","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"us-political-consensus-will-result-in-re-set-of-global-trade","to_ping":"","pinged":"","post_modified":"2024-02-01 12:51:29","post_modified_gmt":"2024-02-01 12:51:29","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21841","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"625","productGallery":null,"woo_quick_view":"[woosq id= 21841]","postGallery":"","post_type_name":"Post"},{"ID":"21845","post_author":"3","post_date":"2023-12-20 12:52:22","post_date_gmt":"2023-12-20 12:52:22","post_content":"Whilst the focus of the world\u2019s media has been on the headline agreement reached by delegates at the COP28 meeting in Dubai in December 2023, the event has provided a forum for debate over a wide range of other climate change related issues. Trade has been one such topic and the World Trade Organisation (WTO) has used the meeting as an opportunity to highlight many of the policies being implemented by governments which seemingly contradict their commitment to carbon reduction.\r\n\r\nOne such issue is the level of tariffs on green-energy products. The WTO estimates that the average tariff on such goods amounts to 3.2% compared with 0.8% on crude oil and 1.6% on coal. In some countries tariffs are as high as 12%. The WTO believes that a re-balancing of tariffs would be a logical step in encouraging take-up of the new technologies. In the automotive sector, for example, electric vehicles exported to major markets face tariffs that are 1.6 to 3.9 percentage points higher than for fossil-fuel powered vehicles. This situation may worsen if the EU applies tariffs to imports of Chinese battery-electric vehicles.\r\n\r\nThe WTO also wants more consistency in the way that new green energy tax regimes are implemented, including carbon pricing and equivalent policies, in order to reduce policy fragmentation and compliance costs. For example, the EU\u2019s Carbon Border Adjustment Mechanism (CBAM) is regarded by many developing countries as discriminatory, pushing the costs of carbon mitigation onto the countries least able to afford them. The USA\u2019s Inflation Reduction Act (IRA) is also accused of distorting the nature of trade flows and although it may provide a boost to the development of green technology in the short term, it may al
2608so result in more barriers to international trade in renewable energy equipment, an outcome which the WTO regards as regrettable.\r\n\r\nTrade finance has also been highlighted as a means to encourage the development of green technologies and equipment. The WTO asserts that it is important for banks and other institutions to enhance their efforts to expand trade finance programmes by developing risk-sharing frameworks that support products underpinning the energy transition.\r\n\r\nHowever, perhaps some of the most attainable gains would result from improved trade facilitation, one of the core functions of the WTO. Reducing border delays by the use of digital documentation could, for example, reduce emissions by up to 85% at land border crossings through lower customs clearance delays, according to the organization. Some of the biggest winners would be in the poorest regions where congestion at borders tends to be highest. Such \u2018wins\u2019 could be achieved by wider adoption of the WTO\u2019s Trade Facilitation Agreement (TFA).\r\n\r\nGlobal trade is regarded by many environmental lobbyists as a cause of carbon emissions, rather than as a way of their mitigation. Shipping, road freight and air cargo emissions are all targets of legislation aimed at encouraging green technology adoption. The WTO\u2019s intervention at COP28 is designed to re-balance the argument by pointing out that fragmentation of trading systems can result in more emissions, not less. It seems unlikely, though, in the present political environment that their argument will make much headway, given the ascendancy of policies promoting protectionism and national subsidy which are now being adopted by most developed and developing countries.\r\n\r\n&nbsp;\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Trade reform is essential to meeting climate goals","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"trade-reform-is-essential-to-meeting-climate-goals","to_ping":"","pinged":"","post_modified":"2024-02-01 12:53:59","post_modified_gmt":"2024-02-01 12:53:59","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21845","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21360","productGallery":null,"woo_quick_view":"[woosq id= 21845]","postGallery":"","post_type_name":"Post"},{"ID":"21849","post_author":"3","post_date":"2024-02-02 12:54:44","post_date_gmt":"2024-02-02 12:54:44","post_content":"With no sign of the crisis in the Red Sea abating, an exclusive survey by Ti Insight reveals the extent to which global shippers are taking steps to avoid delays involved in re-routing ships around the Cape of Good Hope.\r\n\r\nAlmost two thirds of shippers taking part in the survey said that they had switched a proportion of their shipments away from sea freight services. Of the various modal shift options available, the switch from sea to air was the most common choice (17.2%). But the shift towards multi-modal solutions (air/sea combination and sea/land combination) was also significant \u2013 almost 20% in aggregate. This is due to the cost and time advantages of using a combination of air/sea and sea/land compared to a full shift to air.\r\n\r\nThe results of the snap survey are below:\r\n\u003Cdiv class=\"infogram-embed\" data-id=\"_/e2IqwIAev0OMf5MYpaM5\" data-type=\"interactive\" data-title=\"Red Sea Crisis\"\u003E\u003C/div\u003E\r\n\u003Cscript\u003E!function(e,n,i,s){var d=\"InfogramEmbeds\";var o=e.getElementsByTagName(n)[0];if(window[d]&&window[d].initialized)window[d].process&&window[d].process();else if(!e.getElementById(i)){var r=e.createElement(n);r.async=1,r.id=i,r.src=s,o.parentNode.insertBefore(r,o)}}(document,\"script\",\"infogram-async\",\"https://e.infogram.com/js/dist/embed-loader-min.js\");\u003C/script\u003E\r\n\r\nTi\u2019s analysts provided additional context to the survey results.\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EAir cargo is the obvious choice for urgent shipments and this, c
2608ombined with the Chinese New Year, is pushing up rates for the first time in months.\u003C/li\u003E\r\n \t\u003Cli\u003EDelays, shortage of shipping capacity and increasing sea freight rates are making air (and sea-air hybrid combinations) more attractive.\u003C/li\u003E\r\n \t\u003Cli\u003EDubai-Europe is a particularly popular sea-air lane, with rate platform Xeneta asserting that it was seeing double digit growth in the early part of 2024, a period which is traditionally weak.\u003C/li\u003E\r\n \t\u003Cli\u003EShippers are also looking at alternative sea-air routes including China to Europe via Los Angeles.\u003C/li\u003E\r\n \t\u003Cli\u003EThe use of rail, either on its own or as part of a sea-rail hybrid solution, has also soared. Talking to CNBC, Rail Bridge Cargo claimed that China-Europe rail route bookings had risen by 37% since the start of the crisis.\u003C/li\u003E\r\n \t\u003Cli\u003EWhilst many global manufacturers and retailers are happy to wait out the crisis in the short term, if disruption continues for months rather than weeks, more are likely to seek alternative modal choices. Decisions to look for more expensive but expedited transport will be informed by the trade off with additional inventory carrying costs caused by delays to shipping.\u003C/li\u003E\r\n \t\u003Cli\u003EOne little talked about consequence of the crisis is the impact on carbon emissions. Significantly longer transit distances and the use of air cargo will make it difficult for shipping lines and their customers to meet their carbon reduction targets in 2024.\u003C/li\u003E\r\n\u003C/ul\u003E\r\n&nbsp;\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"Exclusive: New survey reveals extent of Red Sea modal shift","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"exclusive-new-survey-reveals-extent-of-red-sea-modal-shift","to_ping":"","pinged":"","post_modified":"2024-02-01 13:00:00","post_modified_gmt":"2024-02-01 13:00:00","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=21849","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21851","productGallery":null,"woo_quick_view":"[woosq id= 21849]","postGallery":"","post_type_name":"Post"},{"ID":"22110","post_author":"3","post_date":"2024-02-29 10:04:05","post_date_gmt":"2024-02-29 10:04:05","post_content":"The US Government has issued an \u201cExecutive Order\u201d to \u201cbolster the security of the nation\u2019s ports\u201d by attempting to replace the Chinese-built ship-to-shore gantry cranes at container terminals. A statement from the Whitehouse issued on Wednesday 21\u003Csup\u003Est\u003C/sup\u003E February said that the new Executive Order will give the U.S. Coast Guard \u201cthe express authority to respond to malicious cyber activity in the nation\u2019s MTS (Marine Transportation System) by requiring vessels and waterfront facilities to mitigate cyber conditions that may endanger the safety of a vessel, facility, or harbor\u201d. This seems to suggest that the US authorities will pressure container terminals to replace the electronic control systems on cranes, however there also seems to be an implication that operators will be obliged to buy new entire crane systems as well.\u003Cspan class=\"Apple-converted-space\"\u003E\u00a0\u003C/span\u003E\r\n\r\nThe reason for this action was given by the Whitehouse as the need to secure \u201cour maritime infrastru
2608cture\u2019s digital ecosystem and addresses several vulnerabilities that have been identified\u201d. It appears that the authorities in the US believe that the Chinese government is capable of taking-over the cranes remotely or using them as a platform for cyber-attacks within the US.\u003Cspan class=\"Apple-converted-space\"\u003E\u00a0\u003C/span\u003E\r\n\r\nAlthough the official statement from the Whitehouse did not explicitly suggest that terminals can or will be forced to replace entire crane systems, there is an implication that they are looking to eradicate all Chinese manufactured cranes from container terminals in the US. The statement elaborated that the Biden Administration aspired to rebuild \u201cthe U.S.\u2019s industrial capacity to produce port cranes with trusted partners. The Administration will invest over $20 billion, including through grants, into U.S. port infrastructure over the next 5 years through the President\u2019s Investing in America Agenda, including the Bipartisan Infrastructure Law and the Inflation Reduction Act. As a result, PACECO Corp., a U.S.-based subsidiary of Mitsui E&amp;S Co., Ltd (Japan), is planning to onshore U.S. manufacturing capacity for its crane production\u201d. This seems to imply that the purpose of the new legislation is as much about manufacturing cranes in the US as any security concerns.\u003Cspan class=\"Apple-converted-space\"\u003E\u00a0\u003C/span\u003E\r\n\r\nIt is also unclear if this initiative also includes the replacement of other container terminal equipment such as straddle-carriers or FLTs, some of which are made by Chinese manufacturers.\u003Cspan class=\"Apple-converted-space\"\u003E\u00a0\u003C/span\u003E\r\n\r\nIt is tempting to view this development as an extreme example of trade protectionist policies that have gripped the US Government over the past few years.\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Biden issues order to replace Chinese container cranes at ports","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"biden-issues-order-to-replace-chinese-container-cranes-at-ports","to_ping":"","pinged":"","post_modified":"2024-02-29 10:04:05","post_modified_gmt":"2024-02-29 10:04:05","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22110","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19646","productGallery":null,"woo_quick_view":"[woosq id= 22110]","postGallery":"","post_type_name":"Post"},{"ID":"22113","post_author":"3","post_date":"2024-02-29 10:19:32","post_date_gmt":"2024-02-29 10:19:32","post_content":"Amidst year long plummeting sea and air freight volumes, global freight forwarder Expeditors reported operating income for the full year 2023 down 48% y-o-y to US $940m on revenues that fell by 46% to $9,300m. Announcing further job cuts, its CEO Jeffrey S Musser said, \u201cIf I had to use one word to describe the fourth quarter and all of 2023 it would be \u2018uncertainty\u2019.\r\n\r\nQ4 air volumes fell by 3% y-o-y and sea volumes fell by 10%, leading to a 28% and 54% drop in revenues for the respective segments in the quarter. Recovery of consumer markets was counterbalanced by conflict in the Middle East that impacted the means in which goods were transported from East to West. Musser continued, \u201cWhile ocean and air markets have been recovering from the massive disruptions brought on by the pandemic, we continue to face further uncertainties due to the conflicts in the Middle East and Red Sea.\u2019\r\n\r\n\u003Cstrong\u003EModal shifts hit forwarders\u003C/strong\u003E\r\n\r\nAt the beginning of the month, a survey by Transport Intelligence showed that in the face of the problems in the Red Sea, shippers have shifted their goods from sea transport to air, rail and land. Our Director John Manners Bell reported, \u201cAlmost two thirds of shippers taking part in the survey said that they had switched a proportion of their shipments away from sea freight services. Of the various modal shift options available, the switch from sea to air was the most common choice (17.2%). But the shift towards multi-modal solutions (air/sea combination and sea/land combination) was also significant \u2013 almost 20% in aggregate. This is due to the cost and time advantages of using a combination of air/sea and sea/land compared to a full shift to air.\u201d Such switching will have added to the uncertainties faced by forwarders.\r\n\r\n\u201cFurther,\u201d added Musser, \u201c Volumes and capacity have remained uncertain due to additional capacity being brought into the marketplace while shippers have shippers have cautiously sought to avoid over extending their inventory levels.\u201d This led to a situation where, he explained, \u201cRates, which has fallen fairly significantly from the pandemic period, stabilised in ocean and in the case of air, increased in the fourth quarter of 2023.\u201d\r\n\r\n\u003Cstrong\u003EMore job cuts on the way\u003C/strong\u003E\r\n\r\nInflation and staff costs are also impacting the bottom line and the company has undertaken a raft of redundancies in the last year with more to set to come in Q1 of 2024. CFO Bradley S Powell continued, \u201cEven though [employee] compensation is 20% lower than the same period a year ago, just about everything else is more expensive\u2026 We c
2608ontinue to be focused on further aligning headcount and overhead expenses with lower levels of transactions and volumes.\u201d\r\n\r\nWith the cyclical nature of the global freight forwarding market, too deep cutting of employee numbers could impact Expeditors\u2019 ability to recover when volumes inevitably normalise. Powell concluded, \u201cWe recognise the need to be prepared when tonnage and volumes eventually trend upward in a rate environment that is less volatile.\u201d\r\n\r\nSuch rate environment volatility is the core to the puzzle for the company at the moment. Where the economies of North America and Europe are showing signs of recovery, these are early days just yet, and as the CEO of Expeditors said, the watchword for now is \u2018uncertainty\u2019.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Richard Shrubb\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"Expeditors International \u2013 \u2018Uncertainty\u2019 the Word for 2023","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"expeditors-international-uncertainty-the-word-for-2023","to_ping":"","pinged":"","post_modified":"2024-02-29 10:19:32","post_modified_gmt":"2024-02-29 10:19:32","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22113","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22114","productGallery":null,"woo_quick_view":"[woosq id= 22113]","postGallery":"","post_type_name":"Post"},{"ID":"22117","post_author":"3","post_date":"2024-02-19 10:19:56","post_date_gmt":"2024-02-19 10:19:56","post_content":"A vessel in the approaches to the Red Sea appears to be in distress after an attack by several projectiles launched by Houthis from southern Yemen. The various reports emerging from the region are not perfectly clear, however it seems that the crew have abandoned the ship and it is now drifting.\r\n\r\nThe vessel concerned is a bulker named the Rubymar, operating under the flag of Belize but Greek owned, although registered in the UK and believed to be operated by a Lebanese company. The ship was, according the US \u2018Central Command\u2019, hit by two anti-ship ballistic missiles south-west of the port of Aden. The level of damage is unknown, however \u2018Central Command\u2019 stated that the \u201cthe ship issued a distress call and a coalition warship along with another merchant vessel responded to the call to assist the crew of the MV Rubymar\u201d. The crew were taken to Djibouti. The ship still seems to be afloat and there are suggestions that the owners are looking to arrange a tow to Djibouti.\r\n\r\nThis seems to be the first example of a vessel in real distress after being hit by missiles. Most ships that have been struck have sustained minor damage, often to the containerised cargo.\r\n\r\nThere are suggestions that the Houthis are deploying more powerful weapons than previously. The US Central Command stated on the 17\u003Csup\u003Eth\u003C/sup\u003E February that the Houthis were using not only ballistic and cruise missiles but also \u201cunmanned surface vessels\u201d and \u201cunmanned underwater vessels\u201d. The latter in particular is a novel development although it is unknown how much of threat they pose to merchant shipping. Large merchant vessels are difficult to sink with projectiles for the reason that they are very large. Even penetrating the hull is difficult. As illustrated by attacks in the Red Sea over the past few weeks, the main threat has been that of fire breaking out on the vessel.\r\n\r\nWhatever the changing nature of the weapons being used, the conflict in the seas around Yemen show no sign of resolution.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti","post_title":"Ship hit by missiles left adrift south of Yemen","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"ship-hit-by-missiles-left-adrift-south-of-yemen","to_ping":"","pinged":"","post_modified":"2024-02-29 10:21:49","post_modified_gmt":"2024-02-29 10:21:49","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22117","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20193","productGallery":null,"woo_quick_view":"[woosq id= 22117]","postGallery":"","post_type_name":"Post"},{"ID":"22120","post_author":"3","post_date":"2024-02-29 10:24:36","post_date_gmt":"2024-02-29 10:24:36","post_content":"Given the possibility \u2013 some would say probability \u2013 that the American electorate will once again elect Donald Trump as President later this year, politicians around the world are taking his pronouncements increasingly seriously. His latest speech in which he refused to commit to the protection of \u2018delinquent\u2019 NATO allies, i.e. those that failed to spend 2% of their GDP on defence, has sent shock waves around Europe. This, of course, was his precise intention.\r\n\r\nAlthough less reported, his views on international trade are just as incendiary. His previous tenure as President was largely characterised (to foreign eyes at least) by his refusal to sign up to a trade deal with Asian countries; the re-negotiation of NAFTA; the marginalisation of the World Trade Organisation (WTO); a trade war with China and deteriorating trade relations with the EU. Recent speeches suggest that his approach to foreign trade will be even more robust in his second term. Although China is clearly in his sights, Europe will not be immune from his trade policies.\r\n\r\nTrump clearly believes (as do a large number of Americans) that globalisation has been a disaster for the US economy, transferring jobs and technological know-how to foreign adversaries. There is indeed some truth in his view. In 2001, the same year that China joined the WTO, there were still 17.1 million manufacturing jobs in the US. Three years later this figure had dropped to 14.3 million, falling to 11.5 million after the Great Recession of 2008-9. The result was the creation of so-called \u2018rust belts\u2019 as formerly prosperous industrial areas became derelict. Of course, the root causes are much more complicated than just off-shoring but this is the popular narrative, asserting that American workers were the victims of a globalist agenda in which politicians, well paid executives and shareholders benefited at their expense.\r\n\r\nPresident Trump\u2019s response was to impose duties on imports of Chinese (and some European) goods as well as punishing those institutions which he held responsible for facilitating the destruction of American manufacturing, such as the WTO. The problem with his approach, however, was that it generated huge costs, largely borne by US businesses and consumers. It has been estimated that the tariffs cost US households an additional $600 a year, US companies paid $46 billion in tariffs and 300,000 jobs were lost.\r\n\r\nThese eye-watering figures have not diminished President Trump\u2019s desire for \u2018more of the same\u2019. In fact, he has already committed to going much further, saying that he will impose a 10% tariff on \u003Cu\u003Eall\u003C/u\u003E imports from whichever country they originate. Some analysts believe that this policy is designed to destroy the existing global trade regime in order to re-industrialise the USA, by whatever means possible.\r\n\r\nThe policy has inevitably attracted criticism from many quarters although, notably, Democrats have not condemned it out of hand. Janet Yellen, the Treasury Secretary, for example, said that whilst it would raise the cost of products, she was open to more tariffs on some goods. Others have been more strident in their response. The Tax Foundation, a Washington think tank, estimated that the tariffs would cost US consumers a further $300 billion and, talking to CNBC, the American Action Forum said it would, \u201cdistort global trade, discourage economic activity, and have broad negative consequences for the US economy.\u201d\r\n\r\nThe repercussions of Trump\u2019s trade policy will not just be felt domestically. It would inevitably invite a reaction by US trade partners, resulting in multiple trade wars. Europe would certainly not be immune to the fall out and, indeed, trade tensions would reinforce the position of those in Europe who are already calling for \u2018strategic autonomy\u2019, such as France\u2019s President Macron. Disagreements over security spending, industrial strategy and international trade would coalesce to provide for toxic foreign relations, further splintering Western alliances and leading to political and economic fragmentation.\r\n\r\nIndeed, recent news reports suggest that trade with the European Union will be a policy priority if Trump is elected, in much the same way that he targeted the Trans Pacific Partnership (TPP) in the early days of his first presidency. Not only will he impose across-the-board tariffs, with more punishing levies targeted at European automakers, but counter-measures against the EU\u2019s digital services tax (which fall heavily on US tech companies) are to be expected. A large balance of trade deficit, imports of cheap European iron and steel and Europe\u2019s weak stance, as he sees it, on China are behind his frustrations.\r\n\r\nCritical to the future of global supply chains will be whether Trump\u2019s threats of a worldwide trade war are part of a negotiating tactic or whether they form part of a policy to dismantle international trade networks which he views as fundamentally malign. He does not believe in the concept of comparative advantage in which trade benefits both parties. Instead, trade is always a battle with winners and losers, and his view is that the American people have lost out for too long. Policy makers in Europe would do well to understand that Trump may not be looking for a deal. His ambitions of a re-industrialized America go way beyond the trade spats and bickering of previous administrations.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insight","post_title":"New Trump presidency aims to degrade global trade","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"new-trump-presidency-aims-to-degrade-global-trade","to_ping":"","pinged":"","post_modified":"2024-02-29 10:24:36","post_modified_gmt":"2024-02-29 10:24:36","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22120","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"625","productGallery":null,"woo_quick_view":"[woosq id= 22120]","postGallery":"","post_type_name":"Post"},{"ID":"22123","post_author":"3","post_date":"2024-02-15 10:25:24","post_date_gmt":"2024-02-15 10:25:24","post_content":"\u003Cp data-sourcepos=\"5:1-5:293\"\u003EAt the start of February China\u2019s and Hong Kong\u2019s equities market value is down 35% ($7tn) vs its peak in 2021 according to the Economist. This is in comparison to the US, which is up 14% and the India up 60%. This evidence reacting to growing uncertainty over the future of the Chinese market.\u003C/p\u003E\r\n\u003Cp data-sourcepos=\"10:1-10:23\"\u003E\u003Cstrong\u003EThe Story 5 months ago:\u003C/strong\u003E\u003C/p\u003E\r\n\u003Cp data-sourcepos=\"12:1-12:289\"\u003E5 months ago Ti\u2019s Datasets of the Month article used IMF GDP and Trade forecasted as evidence that the Chinese economy was heading into a 
2608new low growth period. Data at the time suggested trade would grow on average less than 5% per year to 2028 in contrast to 14.8% between 2000 and 2018.\u003C/p\u003E\r\n\u003Cp data-sourcepos=\"17:1-17:28\"\u003E\u003Cstrong\u003EHow has the story developed?\u003C/strong\u003E\u003C/p\u003E\r\n\u003Cp data-sourcepos=\"19:1-19:358\"\u003ESince Ti\u2019s brief published in August 2023, the value of the S&amp;P China 500 has fallen 16% following consistent monthly falls. Prior to 2023 China\u2019s zero covid policy was the main reason for poor Chinese economic growth. However, the economy struggled re-engage in 2023 and it appears investors are no longer expecting return to flourishing Chinese growth.\u003C/p\u003E\r\n\u003Cp data-sourcepos=\"24:1-24:49\"\u003E\u003Cstrong\u003EWhat does this mean for Logistics in the Country?\u003C/strong\u003E\u003C/p\u003E\r\n\u003Cp data-sourcepos=\"26:1-26:219\"\u003EOn January 31st Reuters reports China\u2019s manufacturing output declines for the 4th consecutive month while the purchasing managers index rose 0.2 points in January to 49.2 this remains in sub-50 contractionary territory.\u003C/p\u003E\r\n\u003Cp data-sourcepos=\"28:1-28:358\"\u003EIndustry looks set to have little demand-side incentive to expand. A toxic mix of deflation and weak domestic consumer demand means there is little domestic demand-side incentive to expand production. Whilst rising tension between the US and China continue to deter western companies from setting up long-term production relationships with Chinese suppliers.\u003C/p\u003E\r\n\u003Cp data-sourcepos=\"30:1-30:294\"\u003EFrom a purely financial standpoint falling equity markets will make raising capital harder and likely deter investment into production expansion. Combine this with a global trade finance gap reaching record high levels. the financial support for trade led industrial expansion is extremely low.\u003C/p\u003E\r\n\u003Cp data-sourcepos=\"32:1-32:192\"\u003EBased on the above we can expect financial markets to suggests the investments levels for Chinese international trade will remain subdued and point towards low growth rates in the coming year.\u003C/p\u003E\r\n\r\n\r\n\u003Chr /\u003E\r\n\u003Cp data-sourcepos=\"32:1-32:192\"\u003EAuthor: Nathaniel Donaldson\u003C/p\u003E\r\n\u003Cp data-sourcepos=\"32:1-32:192\"\u003ESource: Ti\u003C/p\u003E","post_title":"An end to high growth in China \u2013 Part 2 \u2013 The financial markets agree","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"an-end-to-high-growth-in-china-part-2-the-financial-markets-agree","to_ping":"","pinged":"","post_modified":"2024-02-29 10:27:32","post_modified_gmt":"2024-02-29 10:27:32","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22123","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19470","productGallery":null,"woo_quick_view":"[woosq id= 22123]","postGallery":"","post_type_name":"Post"},{"ID":"22136","post_author":"3","post_date":"2024-02-29 17:35:06","post_date_gmt":"2024-02-29 17:35:06","post_content":"Thanks to modern communications, news about disruption, drama and death is moved around the world in seconds. But bad things have always happened, and although it often took months to share the news elsewhere, it didn\u2019t mean that the world was less risky than now, in fact in many cases, it\u2019s the opposite.\r\n\r\nThe fundamentals used to price and manage risk were based on \u2018what needs to happen', \u2018where will it take place\u2019 and \u2018who is going to do it?\u2019 Most of these questions coalesced around the planning for long journeys, often by sea, and the trading of manufactured goods. Investors were always seeking as much information as they could get to help them quantify the levels of risk involved. They then tried to mitigate the risk by working with people who had done similar things before and had survived, or had not gone broke in the process.\u003Cspan class=\"Apple-converted-s
2608pace\"\u003E\u00a0\u003C/span\u003E\r\n\r\nIn other words, risk was determined by experience and knowledge. The information helping to create the required knowledge generally took a long time arrive and the necessary experience often took a lifetime to accumulate. \u003Cspan class=\"Apple-converted-space\"\u003E\u00a0\u003C/span\u003E\r\n\r\nThese days, knowledge and experience are still critical in understanding risk, it\u2019s just that access to data, transforming it into information and using it to comprehend risk, has been compressed into a real time stream actionable intelligence.\r\n\r\nCompanies operating or supporting global supply chains, now have to navigate a myriad of changes and disruptions that seem to occur on a daily basis. Because news travels fast and bad news even faster (as they say), logistics operators are constantly managing alerts, alarms, notifications, update requests and customer delivery demands each day. They are doing this against a background of unplanned system failures in their own or partner operations, inaccurate data, key performance metrics and increasingly, geopolitical events that erupt without warning. In this context, it is impressive that supply chains continue to function at all.\r\n\r\nDespite the pejorative inference above, information systems are critical in helping supply chain managers and logistics operators do their jobs. The very best systems are not only able to support and qualify the constant flow of data into the supply chain, but to process it into actionable intelligence. This can then be used to inform decision making in real time. In some cases, instances of machine learning can automatically adjust operational systems without bothering the human, subject to the rules inherent in the machine learning algorithm.\r\n\r\nThe use of intelligent systems to provide decision support in order to augment supply chain operations management will only get better. But to do so, it requires a few key elements. Critically, any data either generated or captured by activities across the supply chain, must be accurate and have some context. The context might include when it was generated, where, by what system and in response to what stimulus?\u003Cspan class=\"Apple-converted-space\"\u003E\u00a0\u003C/span\u003E\r\n\r\nThanks to the ubiquity and continuous manufacturing breakthroughs related to mobile phones, the price of sensors has collapsed to almost nothing. This means that it is possible to add sensors to almost every item moving through the chain. As 5G technology is rolled out across the world, it is providing the communications platform that can support the billions of new sensors \u2018beeping\u2019 and \u2018burping\u2019 location and status updates as required. The only drawback to this revolution, is that a large number of the operational systems currently in use, were never designed to deal the volumes of data now coming through the pipes.\u003Cspan class=\"Apple-converted-space\"\u003E\u00a0\u003C/span\u003E\r\n\r\nThis could also be quantified as an operational risk, in that the inability to receive critical data about a problem, removes the ability to avoid it and increases the cost of resolving what happens after it occurs?\r\n\r\nIf well designed and implemented operational systems are used to manage a global supply chain, by definition, that supply chain is a less risky proposition. The flow of products and information should be consistent with operational metrics and any issues or problems will be detected at an early stage, enabling swift correction or alternate solutions. The operators should have more time to consider how they manage their resources to either improve performance, or increase capacity. They should also be able to respond and manage any significant disruptions due to unplanned geopolitical events such as war or natural disasters (or new pandemics?).\r\n\r\nThe abundance of data and information that will accumulate within such an operation should be an ideal reference for pricing risk for insurance purposes. Indeed there are a few companies emerging that have developed artificial intelligence models that will price risk in real-time for various aspects of supply chain and logistics operations. e.g. individual transport legs, manufacturing machine performance, quality assurance related to product sourcing, etc.\r\n\r\nAdvanced vision systems are already augmenting the pick, pack and fulfilment operations of Amazon, identifying damaged or miss packed goods before they are shipped to the customer. This has reduced claims, cut expensive return and reshipping costs and helped the work with shippers to improve product quality. It would be surprising if this use of intelligent systems is not replicated in numerous other aspects of fulfilment operations.\r\n\r\nTherefore, as information systems platforms capable of absorbing the huge volumes of sensor data generated by supply chain operations proliferate, it is an optimistic hope that things will get better, faster, and more resilient.\u003Cspan class=\"Apple-converted-s
2608pace\"\u003E\u00a0\u003C/span\u003E\r\n\r\nIn short \u2013 be less risky!\r\n\r\nAuthor: Ken Lyon\r\n\r\nSource: Ti/Foundation for Future Supply Chain","post_title":"Long Read: The Intelligence to Manage Supply Chain Risk","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"long-read-the-intelligence-to-manage-supply-chain-risk","to_ping":"","pinged":"","post_modified":"2024-02-29 17:35:06","post_modified_gmt":"2024-02-29 17:35:06","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22136","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20770","productGallery":null,"woo_quick_view":"[woosq id= 22136]","postGallery":"","post_type_name":"Post"},{"ID":"22139","post_author":"3","post_date":"2024-02-29 17:42:24","post_date_gmt":"2024-02-29 17:42:24","post_content":"President Biden has issued an Executive Order which will limit the transfer of personal data to certain countries on the grounds of security. Although the order makes it clear that international trade should not be affected, there will inevitably be indirect repercussions for global businesses, technology companies and consumers. The move is part of a trend towards the adoption of data security policies throughout the emerging and developed world and the consequent fragmentation of data resources.\r\n\r\nAccording to a statement issued by the White House, the order is designed \u2018\u2026to protect Americans\u2019 sensitive personal data from exploitation by countries of concern\u2019. It also provides safeguards around other activities that can give those countries access to sensitive data which includes \u2018genomic data, biometric data, personal health data, geolocation data, financial data, and certain kinds of personally identifiable information.\u2019\r\n\r\nIn many respects, there is little to argue against in the order. It seems appropriate that a government should institute a policy which protects its citizens\u2019 data from being transferred to foreign adversaries \u2013 China, of course, being the main target. Regarding trade, the order specifically says that measures should, \u2018\u2026not stop the flow of information necessary for financial services activities or impose measures aimed at a broader decoupling of the substantial consumer, economic, scientific, and trade relationships that the United States has with other countries.\u2019\r\n\r\nHowever, although it may not directly impact the flows of goods, the development of so-called \u2018data islands\u2019 or \u2018techno-nationalism\u2019 (as this trend has been called) has important strategic implications for business. China is in the process of creating its own data regulations to prevent the transfer of personal data to foreign countries. Beijing\u2019s view is less influenced by concerns of personal confidentiality and more by its belief (mirrored by many in the emerging world) that personal data is a strategic national resource to be protected from foreign exploitation. Biden\u2019s order is more in line with the EU data regimes, although even here fundamental differences of opinion exist. Attempts to create an agreement on transatlantic data flows are presently mired in court cases over whether protections are equivalent in both jurisdictions. Many in the EU believe that US legislation which allows the surveillance of foreigners\u2019 data but not their own citizens is unfair. As one data security organisation, Dataguard, put it, \u2018The use of many software providers [by European consumers] implicitly involves the transfer of data from Europeans to the US, and European companies are thus (indirectly) promoting the surveillance practice [conducted by US intelligence agencies].\u2019\r\n\r\nThe inevitable result will be that companies will be forced to host and maintain databases in each jurisdiction and ensure that no data is transferred globally across a common enterprise-wide network. Whilst not impacting on shipment data, it will be a hindrance to multinationals operating in multiple markets and reinforce the competitive advantage of locally based companies. This in turn will provide another headwind to global flows of goods. This view is also held by the World Trade Organisation which sees the fragmentation of data regimes as \u2018value destroying\u2019, preventing many consumers from experiencing the benefits of the global digital economy.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti/Foundation for Future Supply Chain","post_title":"US ban on personal data transfer will impact supply chains","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"us-ban-on-personal-data-transfer-will-impact-supply-chains","to_ping":"","pinged":"","post_modified":"2024-02-29 17:47:16","post_modified_gmt":"2024-02-29 17:47:16","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22139","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22140","productGallery":null,"woo_quick_view":"[woosq id= 22139]","postGallery":"","post_type_name":"Post"},{"ID":"22384","post_author":"3","post_date":"2024-04-04 08:00:11","post_date_gmt":"2024-04-04 07:00:11","post_content":"In March 2024, a group of senior US business leaders, including Raj Subramaniam of FedEx, met with Xi Jinping in the Great Hall of the People, Beijing. The meeting was part of a \u2018charm offensive\u2019 by the Chinese government which is attempting to build bridges with US investors after a period of troubled relations. The suspicion that the Chinese market has become hostile to US businesses has resulted in foreign investment falling by 8% in 2023.\r\n\r\nThe tone struck by the Chinese President was much more conciliatory than has been the case in the past. Reported by the Chinese media, Xi said, \"The two countries' respective success is an opportunity for each other. As long as both sides see each other as partners and show mutual respect, coexist in peace and cooperate for win-win results, China-US relations will get better.\" Xi also expressed the hope that US businesses would participate in Belt and Road projects, previously almost exclusively reserved for Chinese enterprises.\r\n\r\nThe response of the US government to the meeting will be interesting. \u2018China-bashing\u2019 will be a key theme of the US presidential campaign with both candidates adopting a hawkish approach to trade with the country. US companies, meanwhile, seem much more willing to take a pragmatic and positive approach to the world\u2019s second largest economy, which contributes 30% to world GDP growth. Whether Xi\u2019s out-reach is a conscious effort to force a split between US government and business is a moot point, but it will certainly help dilute the calls for \u2018decoupling\u2019 coming from many on both sides of the US political divide.\r\n\r\nXi has certainly been adept at projecting Chinese economic power throughout the world by leveraging his country\u2019s trade and investment resources. However, that is not to say that his Belt &amp; Road Initiative is unchallenged, either domestically or abroad. Opposition in some countries to Chinese-backed projects is well documented, given that loans have to be repaid; Chinese companies are often the main beneficiaries of the investment and imported Chinese workers, rather than locals, are often employed. What is less well-reported is the pressure he is coming under to direct more investment to Chinese domestic projects, especially given that economic problems have resulted in a squeeze on capital. Therefore, foreign investment has certainly become more critical to his country\u2019s development needs, providing another reason for the recent change in tone.\r\n\r\nIt is impossible to tell whether the meeting with US business leaders was driven by economic need, astute foreign policy or a combination of the two (most likely). What it does show is the way in which trade and politics have come to underpin the political narrative on both sides of the Pacific. Xi has become an unlikely proselytizer for free trade and globalization (although his critics would say that this is borne of self interest) whilst Biden/Trump are both promoting protectionist manifestos. This ideological transformation has not only fractured the Western consensus, but it now threatens to drive a wedge between globalist big business and populist politicians. This will not in any way displease Xi or his policy advisers.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti / Foundation for Future Supply Chain","post_title":"Xi\u2019s charm offensive drives a wedge between global business and government","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"xis-charm-offensive-drives-a-wedge-between-global-business-and-government","to_ping":"","pinged":"","post_modified":"2024-04-04 08:17:54","post_modified_gmt":"2024-04-04 07:17:54","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22384","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19646","productGallery":null,"woo_quick_view":"[woosq id= 22384]","postGallery":"","post_type_name":"Post"},{"ID":"22387","post_author":"3","post_date":"2024-04-03 10:23:58","post_date_gmt":"2024-04-03 09:23:58","post_content":"Julia Swales, Senior Editor at Ti, interviewed Alan McKinnon, Professor of Logistics at the K\u00fcehne Logistics University in Hamburg, about the many roles of logistics in the climate crisis. One role in particular needs much more attention \u2013 moving the materials needed for carbon capture and storage.\r\n\r\n92% of the world economy is now covered by net zero pledges, but the carbon sequestration side of this is often overlooked. Reaching net zero is not just a matter of mitigating and reducing emissions, it\u2019s about remov
2608ing greenhouse gases already in the atmosphere. Of course, the more we underperform in mitigation, the more dependent we will be on sequestering greenhouse gases already in the atmosphere. That process is very logistics intensive, particularly if you look at the IPCC models and their projection for the amount of CO2 (8 billion tonnes) we're going to have to capture, transport, and find underground places for permanent storage by the 2050s.\r\n\r\nIn 2023, according to the International Energy Agency, direct air capture plants removed only 10,000 tonnes of CO2 from the atmosphere, so we're going to have to go from that to 8 billion tonnes in around 25 years. The technologies are not working well \u2013 a lot of money has been thrown at this and the results, as yet, are fairly disappointing. Assuming it is made to work at scale, at a planetary level, vast amounts of material we will have to be moved. \u00a0The transport demands could be equivalent to those of the oil and gas industry of today. It's not just that the technology has to work, because that's one of the big problems, we also have to find the right chemicals that capture the CO2 and that then will also release it again, to allow you to pressurize it and liquidize it so it can be buried underground. There are currently experiments with various chemicals, but a dream chemical which does that very effectively at speed has not been found yet.\r\n\r\nOne study suggests that to remove 30 billion tonnes of CO2 from the atmosphere you would need 22 billion tonnes of ammonia, 6.9 billion tonnes of sodium hydroxide and 4.4 billion tonnes of ethylene oxide. This is a vast amount of chemicals we would have to move just to capture the CO2. Once it\u2019s liquidized, you have to move it. It\u2019s been estimated that there are around 7000 kilometres of pipeline in the world moving CO2, often from natural sources, which the oil industry pumps into the ground to get more oil out \u2013 this is called enhanced oil recovery (EOR). Obviously, if large amounts of CO2 are captured, that's the last use it should have, as we don't want to increase the level of oil production. The Global Carbon Capture and Storage Institute estimates that the world will need 100 times that amount of pipeline network over the next 30 or 40 years to move the captured CO2 to locations where it can be stored long term in underground rock formations. The enormous logistics challenges that this will present is not widely recognized or acknowledged and this must change.\r\n\r\n\u003Cstrong\u003EAuthor: \u003C/strong\u003EJulia Swales\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti / Foundation for Future Supply Chain\r\n\r\n&nbsp;","post_title":"The Role of Logistics in Carbon Capture and Storage","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-role-of-logistics-in-carbon-capture-and-storage","to_ping":"","pinged":"","post_modified":"2024-04-03 10:23:58","post_modified_gmt":"2024-04-03 09:23:58","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22387","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21171","productGallery":null,"woo_quick_view":"[woosq id= 22387]","postGallery":"","post_type_name":"Post"},{"ID":"22390","post_author":"3","post_date":"2024-03-30 12:14:08","post_date_gmt":"2024-03-30 12:14:08","post_content":"\u003Cspan data-contrast=\"auto\"\u003EThe crash of a Maersk operated container vessel into a bridge at the entrance to the port of Baltimore has attracted a lot of attention.\u003C/span\u003E\u003Cspan data-contrast=\"auto\"\u003E However, its impact on supply chains in and out of the US is likely to be modest with the automotive sector suffering the worst problems.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:259}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EBaltimore\u2019s position in the container trade is not irreplaceable. The Port of Baltimore\u2019s Seagirt container terminal handled 1.1million TEU in 2023 compared to Los Angeles which saw volumes of 8.6m TEU and New York/New Jersey which handled 7.8million TEU. In terms of container operations, Baltimore is increasingly over-shadowed by the Georgia Ports, such as Savannah. In the present market, other ports on the East Coast of the US are likely to have the ability to absorb the container volumes displaced from Baltimore.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:259}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe disruption may have implications for the export and import of agri-bul
2608k and possibly coal, with Baltimore having two coal terminals generally used for export. However, the most prominent cargo type handled by Baltimore is vehicles. Baltimore is the largest port for the handling of ro-ro traffic in the US, much of which is passenger vehicles. The port is particularly important for German vehicle manufacturers moving European assembled vehicles into the US. There are two ro-ro terminals in Baltimore, one of which is a dedicated Volkswagen terminal that both handles and processes vehicles, holding finished vehicle stock to serve the markets of the US Eastern states. This facility is south of the collapsed bridge and is reported by Volkswagen to be unaffected. The other ro-ro terminal, the \u2018Mid-Atlantic terminal\u2019, does seem to be affected and there are reports from a number of \u2018Pure Car and Truck\u2019 vessel operators that they have diverted their ships away from Baltimore to neighbouring ports such as Wilmington.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:259}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EBearing in-mind the size of Baltimore for the ro-ro trade, parts of the automotive supply chain is likely to see significant disruption. The specific problems encountered may be in the ability of other ports to find more labour for the still quite manual process of unloading vehicles from ro-ro vessels and their subsequent processing. Possibly Volkswagen will permit non-Volkswagen consignments to be unloaded at its terminal, however this would still leave the problem of where to store and process the cars. There is also likely to be problems with landside transport for vehicles. It should also be noted that ro-ro terminals also handle other types of cargo, notably \u2018High &amp; Heavy\u2019 consignments. These too may struggle to find alternatives.\u003C/span\u003E\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"Automotive the most vulnerable sector from Baltimore disruption","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"automotive-the-most-vulnerable-sector-from-baltimore-disruption","to_ping":"","pinged":"","post_modified":"2024-04-03 12:16:20","post_modified_gmt":"2024-04-03 11:16:20","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22390","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21851","productGallery":null,"woo_quick_view":"[woosq id= 22390]","postGallery":"","post_type_name":"Post"},{"ID":"22393","post_author":"3","post_date":"2024-03-28 12:22:47","post_date_gmt":"2024-03-28 12:22:47","post_content":"\u003Cspan data-contrast=\"auto\"\u003EThe deadline for contract re-negotiations between the US East Coast dock workers and the terminal owners is approaching. \u003C/span\u003E\u003Cspan data-contrast=\"auto\"\u003EConsequently, the threats of strikes is increasing. Shippers are becoming nervous.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:259}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EFormal negotiations between the International Longshoreman Association (ILA) and the employers organisation, the United States Maritime Alliance, started last year, however they appeared to have broken-down quite quickly with the leader of the ILA, Harold Daggett, giving a forthright speech in the summer \u003Ca href=\"https://ilaunion.org/2023/08/ready-for-war-international-president-harold-j-daggett-and-the-ila-are-featured-cover-story-for-journal-of-commerce/\"\u003Erevelling in a cover of a trade magazine\u003C/a\u003E that declared he was \u201cready for war\u201d.\u00a0\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:259}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThis sort of rhetoric is probably to be expected from a trade union leader. Harold Daggett has been the leader of the ILA for several decades and is experienced in managing the expectations of his membership. However, there is pressure on him to deliver a substantial improvement of pay and conditions after the workers at the West Coast terminals negotiated a 35% wage increase. Yet there is uncertainty around how far Mr Daggett can go. The trade unions on the West Coast came under considerable pressure from the administration of President Joe Biden to come to agreement, with direct intervention by the Whitehouse in the negotiations. However, the political context is different at present, with election campaigns for the American Presidency effectively already having started. Putting pressure on the two sides may be more difficult. \u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:259}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThis has led to \u003Ca href=\"https://theloadstar.com/shippers-beware-an-us-east-coast-labour-battle-could-be-heating-up/\"\u003Esome shippers expressing concern\u003C/
2608a\u003E over the effects of any disruption at East Coast ports. For example, the American Apparel &amp; Footwear Association has just \u003Ca href=\"https://www.aafaglobal.org/AAFA/AAFA_News/2024_Press_Releases/Apparel_Footwear_Industry_Presses_East_Golf_Coast_Port_Resolution.aspx\"\u003Esent a letter to President Biden\u003C/a\u003E stating that \u201cmore than half of all apparel/footwear/accessories move through U.S. East Coast ports. AAFA members are already experiencing significant supply chain challenges including those caused by the Panama Canal drought and Red Sea security crises. Any slowdown at the U.S. East Coast ports will cause significant delays, drive up costs, and further fuel inflation\u201d.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:259}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThere is speculation that shippers are looking to anticipate the effects of any disruption by importing additional inventory into the US earlier than normal, however doing this on a large-scale would have significant impacts on logistics resources such as warehousing.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:259}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe \u2018master contract\u2019 between the ILA and the United States Maritime Alliance is set to expire at the end of September. It is probable that there needs to be an agreement between the two sides before that date. Therefore, the period of maximum friction is likely to be approaching.\u003C/span\u003E\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor: \u003C/strong\u003EThomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"Shippers get nervous over US East Coast port labour negotiations","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"shippers-get-nervous-over-us-east-coast-port-labour-negotiations","to_ping":"","pinged":"","post_modified":"2024-04-03 12:24:14","post_modified_gmt":"2024-04-03 11:24:14","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22393","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1699","productGallery":null,"woo_quick_view":"[woosq id= 22393]","postGallery":"","post_type_name":"Post"},{"ID":"22396","post_author":"3","post_date":"2024-03-27 12:24:32","post_date_gmt":"2024-03-27 12:24:32","post_content":"Two sets of European regulations are set to put zero emission truck (ZET) sales into overdrive in the coming years. European focused NGO Transport &amp; Environment estimates that as many as 30% of new trucks on the road in 2030 will be zero tailpipe emission.\r\n\r\n\u003Cstrong\u003EEuropean Union General Approach to HDV emissions\u003C/strong\u003E\r\n\r\nWhere the European Parliament needs to formally ratify the new regulations, the three main bodies - European Commission, European Council and European Parliament have in principle agreed a general approach on heavy duty vehicles\u2019 (HDVs) emissions. When ratified, with some exemptions for military, agricultural and things like rubbish collection vehicles, newly registered HDVs on Europe\u2019s road must:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EHave 45% lower CO2e emissions from 2030 as against 1990s levels\u003C/li\u003E\r\n \t\u003Cli\u003E65% lower CO2e emissions from 2035\u003C/li\u003E\r\n \t\u003Cli\u003E90% lower emissions from 2040\u003C/li\u003E\r\n\u003C/ul\u003E\r\nSuch demands from the European Union are going to push the logistics industry hard in the direction of acquiring ZETs as against internal combustion engine (ICE) vehicles. Freight manager at Transport &amp; Environment, Fedor Unterlohner commented at the time, \u201cEuropean producers now have a clear trajectory to ramp up production of electric and hydrogen rigs and be ready for the challenge of Tesla and Chinese rivals.\u201d\r\n\r\n\u003Cstrong\u003ETCO at break even for BETs and diesel\u003C/strong\u003E\r\n\r\nAs we have found in Transport Intelligence\u2019s recent total cost of ownership (TCO) research, BETs are already at the crossover point where they are at a comparable cost to run as diesel vehicles. We estimate that BETs cost \u20ac1.14/km where ICE HDVs cost \u20ac1.18. As such, the time is right from an economic as well as regulatory point of view to consider large fleet purchases of BETs.\r\n\r\nA number of major LSPs like DHL Supply Chain have already taken the leap, with the distribution arm of DHL Group committing to replacing 30% of its HDV fleet with ZETs in 17 countries by 2026. The new Euro 7 regulations that will apply to both newly registered EU and UK vehicles, will improve TCO even further.\r\n\r\n\u003Cstrong\u003EEuro 7 - costs disproportionally hit ICE HDVs\u003C/strong\u003E\r\n\r\nThe new Euro 7 regulations, on approval from the European Parliament probably later this year, will c
2608onsiderably add to the TCO of ICE trucks from around 2027. Euro 7 is less about greenhouse gases and more about the other noxious substances that affect public health and include:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003ECarbon monoxide\u003C/li\u003E\r\n \t\u003Cli\u003EHydrocarbons\u003C/li\u003E\r\n \t\u003Cli\u003ENon-methane volatile organic compounds\u003C/li\u003E\r\n \t\u003Cli\u003ENOx\u003C/li\u003E\r\n \t\u003Cli\u003EAmmonia (for the first time)\u003C/li\u003E\r\n \t\u003Cli\u003EParticulate matter from brakes and tyres, also for the first time\u003C/li\u003E\r\n\u003C/ul\u003E\r\nResearch commissioned by the European Automobile Manufacturers Association (ACEA) puts the TCO costs at a far higher level - perhaps as many as 10 times - as that suggested in the EC Impact Assessment.\r\n\r\nOne of the key issues, admitted by the EC, is that fuel economy will fall by 3.5% for ICE HDVs. Frontier Economics, which did the research, suggested that manufacturers will have to pay as much as \u20ac12,500 per HDV in production and this will be passed onto customers. It stated, \u201cTake for example a long-haul truck with a mileage of around 1m km and a fuel consumption of 25l/100km. At a diesel price of \u20ac2/l, a 3.5% fuel increase would result in \u20ac17,500 in added fuel costs over the assumed mileage of the truck.\u201d\r\n\r\nWith these two figures - \u20ac12,500 in added capital cost and \u20ac17,500 in fuel costs, the ICE vehicle will have an added \u20ac30,000 in TCO in a one million km lifetime. Ti estimates that an ICE HDV will cost close to \u20ac1.18/km already, so this added cost would be in the order of 2.5% for a million km.\r\n\r\nThe new Euro 7 regulations make demands on battery life that Frontier Economics estimate will add just \u20ac750 to a BET TCO in capital costs. Ti estimates that the TCO of a BET is \u20ac1.14/km before Euro 7, which over a million km would result in an added cost of 0.07%. As such, the ICE HDVs will be hit considerably harder than BETs. We have not forecast the TCO of BETs for 2027, but BETs will be cheaper then than now by a margin even without Euro 7 factored in.\r\n\r\n\u003Cstrong\u003EOther European regulations improving TCO\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003E\u00a0\u003C/strong\u003EWorthy of note, the 2.5% uplift in ICE HDV TCO is going to hit at a similar time to preferential ZET tolling on the main roads of the bloc. With new ZET preferential tolling, we estimate that BETs will get a 12.5% reduction in TCO over that of ICE HDVs over 600,000km. This preferential treatment will further improve the economic incentive of going electric. With the cost of fuelling factored 
2608in, hurdle by hurdle, the excuses to not choose a BET over an ICE vehicle are falling.\r\n\r\n\u003Cstrong\u003ENo firm dates\u2026\u003C/strong\u003E\r\n\r\nUnlike the UK where Parliament\u2019s agenda changes with the makeup of MPs, the European Parliament will certainly consider the new emissions regulations regardless of the European elections. Two questions remain - when will these regulations pass into law, and will MEPs have the appetite to support them in their current form? Where the Greens and Social Democrat blocs of MEPs are in full support, given the wave of protest against certain climate change related reforms in recent months, will they have sufficient numbers to drive such regulation forward?\r\n\r\nOne thing is certain - while the text might differ in some form from its current state, such regulation will pass through, and probably in 2024. Once again, even with uncertainties we raise here, they cannot be ignored.\r\n\r\n\u003Cstrong\u003E\u00a0\u003C/strong\u003E\u003Cstrong\u003EFleet managers need to look into BETs now\u003C/strong\u003E\r\n\r\nWith a typical new HDV ownership span of an HDV in the order of 5-7 years, these new regulations put ZET acquisition squarely on the desk of fleet managers even now. A sizeable proportion of regional use BET HDVs will make up fleets from just 3-4 years from now, and as such the time to consider the fleet makeup and infrastructure for future ZETs has come.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor: \u003C/strong\u003ERichard Shrubb\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"New European regulations improve the total cost of ownership of Zero Emission Trucks","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"new-european-regulations-improve-the-total-cost-of-ownership-of-zero-emission-trucks","to_ping":"","pinged":"","post_modified":"2024-04-03 12:26:18","post_modified_gmt":"2024-04-03 11:26:18","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22396","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21360","productGallery":null,"woo_quick_view":"[woosq id= 22396]","postGallery":"","post_type_name":"Post"},{"ID":"22399","post_author":"3","post_date":"2024-03-19 12:26:37","post_date_gmt":"2024-03-19 12:26:37","post_content":"Between January - March 2024, Ti ran a survey aimed at supply chain professionals which sought to gain an understanding of the current state of the logistics market. The results here make use of respondents who identified as representatives of a company in the 3PL/contract\u00a0logistics\u00a0market.\r\n\r\nRespondents were asked if they had any plans in the next five years to adjust their network and footprint to accommodate de-globalisation trends. Overwhelmingly, 86% of respondents voted yes.\r\n\u003Cp style=\"text-align: center;\"\u003E\u003Cem\u003EDo you have any plans in the next five years to adjust your network and footprint to accommodate de-globalisation trends?\u003C/em\u003E\u003C/p\u003E\r\n\r\n\u003Cdiv class=\"infogram-embed\" data-id=\"07df34df-f6f1-438d-aa47-cfb5f1126765\" data-type=\"interactive\" data-title=\"Survey brief\"\u003E\u003C/div\u003E\r\n\u003Cscript\u003E!function(e,n,i,s){var d=\"InfogramEmbeds\";var o=e.getElementsByTagName(n)[0];if(window[d]&&window[d].initialized)window[d].process&&window[d].process();else if(!e.getElementById(i)){var r=e.createElement(n);r.async=1,r.id=i,r.src=s,o.parentNode.insertBefore(r,o)}}(document,\"script\",\"infogram-async\",\"https://e.infogram.com/js/dist/embed-loader-min.js\");\u003C/script\u003E\r\n\r\nEvents of recent years have demonstrated that a complex and dispersed supply chain can be disrupted, making a reconnection with domestic and regional supply chains even more attractive. It is becoming ever clearer that we are entering a period of regionalised and self-sufficient supply chains, which is being championed by government regulation. \u00a0For example, the Biden administration has pushed through landmark fiscal packages - such as the Inflation Reduction Act and chips funding bill - that will involve unprecedented subsidies and funding for the green energy, technology, and semiconductor industries. China is working on a more than 1tn yuan ($144bn) support package for its semiconductor industry, and Europe is sure to follow with similar projects of its own.\r\n\u003Cp style=\"text-align: center;\"\u003E\u003Cem\u003EWhich of these de-globalisation trends (if any) do you expect the majority of your customers to pursue over the next five years?\u003C/em\u003E\u003C/p\u003E\r\n\r\n\u003Cdiv class=\"infogram-embed\" data-id=\"73498dfe-d2d0-48e0-914c-82cac64007a4\" data-type=\"interactive\" data-title=\"Survey brief 2\"\u003E\u003C/div\u003E\r\n\u003Cscript\u003E!function(e,n,i,s){var d=\"InfogramEmbeds\";var o=e.getElementsByTagName(n)[0];if(window[d]&&window[d].initialized)window[d].process&&window[d].process();else if(!e.getElementById(i)){var r=e.createElement(n);r.async=1,r.id=i,r.src=s,o.parentNode.insertBefore(r,o)}}(document,\"script\",\"infogram-async\",\"https://e.infogram.com/js/dist/embed-loader-min.js\");\u003C/script\u003E\r\n\r\n57.1% of respondents expect that most customers will pursue a strategy of reshoring over the next five years, that is relocating production, manufacturing and/or sourcing to the customer\u2019s original company. A not insignificant number of respondents (32.7%) believe that their customers will pursue a trend of nearshoring over the next 5 years, that is relocating production, manufacturing and/or sourcing to a nearby country.\r\n\r\nNearshoring/reshoring strategies will not happen overnight, nor will the decisions be available to everyone. The cost of localising supply chains appears to be a major barr
2608ier to making the change. Bank of America estimates that it would cost around $1tn in capital expenditure over five years to shift all foreign manufacturing not intended for domestic consumption out of China. Also, with a burgeoning middle class in China larger than the population of the US and hungry to consume new products, the Chinese domestic consumption cannot be ignored. This is where 3PL\u2019s expertise will be most needed, to help customers make and execute these decisions.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Ti Insight\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight\r\n\r\n&nbsp;","post_title":"Majority of 3PL providers plan to accommodate de-globalisation","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"majority-of-3pl-providers-plan-to-accommodate-de-globalisation","to_ping":"","pinged":"","post_modified":"2024-04-03 12:39:45","post_modified_gmt":"2024-04-03 11:39:45","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22399","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3350","productGallery":null,"woo_quick_view":"[woosq id= 22399]","postGallery":"","post_type_name":"Post"},{"ID":"22405","post_author":"3","post_date":"2024-03-20 12:41:05","post_date_gmt":"2024-03-20 12:41:05","post_content":"With just months before the US presidential election, Donald Trump, the likely Republican candidate, has doubled down on his controversial trade policies. In an interview with business channel, CNBC, he re-committed to the imposition of severe tariffs on imports in order, as he sees it, to create a fairer balance for American businesses and consumers.\r\n\r\nHis belief is that other countries, in particular China and India, have been \u2018smarter\u2019 than the US in forcing foreign companies to invest in their markets through a combination of industrial subsidies and barriers to trade. His policy would \u2018distort\u2019 international trade in order to encourage US businesses to re-shore production and foreign companies to set up manufacturing locations in the market.\r\n\r\nIn the interview, he seemed to accept the charge levelled by some economists that tariffs imposed during his first term had cost American households up to $2000. However, he believed that these costs could be offset by tax breaks and other forms of assistance and he was still adamant that erecting trade barriers would be in the long term interests of the economy.\r\n\r\nFormer President Trump went on to reference the benefits of the 50% tariffs he had imposed on Chinese steel which he said had been dumped on the US market. He said the US industry had been \u2018eaten alive\u2019 over the previous 25 years by foreign competition. His regret that the tariff \u2018should have been higher\u2019, suggests that a rise could be on the cards if he is re-elected. His focus on steel does not augur well either for the European Union. The 25% tariffs he imposed on European steel were paused (not abolished) by President Biden and it is very probable that this suspension will be lifted at an early stage in Trump\u2019s new term. His attitude to Europe was summed up by his statement, \u2018The European Union rips us almost as bad as China, but they do it with a smile.\u2019\r\n\r\nTrump views trade policy as a zero sum game rather than, as most free market economists believe, value generating, benefiting both exporting and importing markets. To him, it is a weapon with which to gain concession from your adversaries. As Trump says, \u2018It gives you power in dealing with other countries\u2026 [China] was so petrified of me putting on additional tariffs\u2026China is right now our boss, they are the boss of the United States, almost like we're a subsidiary of China.\u2019\r\n\r\nNor was Trump concerned about retaliatory measures. Even if other countries block the entrance of American companies to their markets, he believes that this will still be positive to the US economy as these companies will re-focus their investment on their home market. He referred to the pressure he had placed on Apple to build a plant in Texas as an example of what could be achieved.\r\n\r\nAutomotive supply chains are another obvious area of concern for Trump. He wants Chinese companies to build vehicles for the US market in the US rather than export them from China. He certainly does not want China to set up plants and supply chains in Mexico and export them across the border, tariff free. \u2018We want to get cars made by China in the United States using our workers.\u2019 This may mean that a re-negotiation of the US-Mexico-Canada free trade area is on the cards, depressing the high near-sourcing rates which have been driving cross-border trade.\r\n\r\nInterestingly, Trump also highlighted India throughout his interview. Whilst critical of the government\u2019s protectionist policies which have disadvantaged US manufacturers, he praised the outcomes from an Indian perspective. He mentioned that American motorcycle manufacturer, Harley-Davidson, was forced to build a factory in India in order to avoid 100% tariffs. \u2018Under me, we started doing the same thing here and we have a pot of gold.\u2019 He summed up his approach with the message, \u2018I made other countries \u2018sing\u2019 with the threat of tariffs and if you don't have tariffs we have nothing whatsoever on them.\u2019\r\n\r\nIf America\u2019s trade partners weren\u2019t worried before about the prospect of Donald Trump\u2019s re-election, then they really should be now. This will mean little to the man himself, who believes that US workers have been economically betrayed by previous administrations. As he has previously communicated, all imports are likely to face 10% tariffs but it seems that this will be just the start. It very much sounds as President Trump will not only be targeting China in a new total \u003Ca href=\"https://www.ti-insight.com/briefs/new-trump-presidency-aims-to-degrade-global-trade/?swcfpc=1\"\u003Etrade war\u003C/a\u003E, but will be opening up or extending new fronts against markets which will include Mexico, India and even Europe.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insight","post_title":"Trump threatens total trade war","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"trump-threatens-total-trade-war","to_ping":"","pinged":"","post_modified":"2024-04-03 12:46:12","post_modified_gmt":"2024-04-03 11:46:12","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22405","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22140","productGallery":null,"woo_quick_view":"[woosq id= 22405]","postGallery":"","post_type_name":"Post"},{"ID":"22408","post_author":"3","post_date":"2024-03-16 12:46:33","post_date_gmt":"2024-03-16 12:46:33","post_content":"Cambodia is attempting to transform its logistics infrastru
2608cture and position itself better on global supply chains by building a large new canal. It has announced that it is proceeding with the Funan Techo Canal project which is an attempt to connect the Mekong River south of Phnom Penh to Cambodia\u2019s sea ports. The canal will be 180 kilometres long, 4.7 metres deep, 100 metres wide and designed to take the types of large river barges that Cambodia already uses on its river and canal network. The cost is estimated to be US$1.7bn.\r\n\r\nAt present Cambodia\u2019s sole major container terminal is at the port of Sihanoukville, which any new canal would provide some connectivity to, although the end of the proposed canal is east of Sihanoukville. However, the important economic impact of the canal is that it would reduce Cambodia\u2019s reliance on the ports in the Mekong Delta, in Vietnam. At present Cambodian trade heavily uses ports in Vietnam, especially the Saigon Port Complex. This is politically sensitive as it implies that Cambodia is dependent on Vietnam for connectivity to global markets. And global markets are increasingly important to Cambodia. The country\u2019s economy is developing a valuable clothing production sector, much of which is based around Phnom Penh.\r\n\r\nWhat is unsettling Vietnam is that the canal is likely to be built and financed by Chinese infrastructure development companies. There is even the prospect that further container terminals will be built on the Cambodian coast by the Chinese.\r\n\r\nWhilst the political issue over the balance of power between Vietnam, Cambodia and China is important, the proposed Funan Techo Canal also highlights that South East Asia is striving to develop a logistics infrastructure in order to facilitate the continued growth of its trade. As sourcing of products such as clothing, footwear, furniture and electronics assembly shifts away from China, economies such as Cambodia are positioning themselves to benefit. As also illustrated in neighbouring Vietnam, sea ports, river and road transport developments, are central to these attempts. It is infrastructure such as these that are likely to drive the logistics sector in South East Asia over the next decade, making it of increasing global significance possibly comparable to that of China.\u003Cspan class=\"Apple-converted-space\"\u003E\u00a0 \u00a0\u003C/span\u003E\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"Cambodia looks to bypass Vietnamese ports with canal to the sea","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"cambodia-looks-to-bypass-vietnamese-ports-with-canal-to-the-sea","to_ping":"","pinged":"","post_modified":"2024-04-03 12:51:36","post_modified_gmt":"2024-04-03 11:51:36","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22408","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21827","productGallery":null,"woo_quick_view":"[woosq id= 22408]","postGallery":"","post_type_name":"Post"},{"ID":"22411","post_author":"3","post_date":"2024-03-14 12:48:43","post_date_gmt":"2024-03-14 12:48:43","post_content":"Ti\u2019s Chief Executive and Founder of the Foundation for Future Supply Chain, Professor John Manners-Bell, recently moderated a panel on Artificial Intelligence at the Kuehne + Logistics 1\u003Csup\u003Est\u003C/sup\u003E Supply Chain Orchestration Summit in conjunction with Capgemini in Brussels, Belgium.\u00a0 The session, involving senior supply chain officers from pharmaceutical, healthcare and consumer goods manufacturing companies, was aimed at cutting through the hype surrounding AI to i
2608dentify actual use cases, as well as assessing the likely impact of the technology on the industry.\r\n\r\nAt the outset of the session Manners-Bell delivered some introductory remarks, saying that the technology was already playing an important role in improving profitability, productivity and customer service. This role would only become more important. In terms of transportation, AI would empower Chief Supply Chain Officers to simply and easily interrogate transport and logistics systems to ascertain:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EThe lanes achieving the best service levels\u003C/li\u003E\r\n \t\u003Cli\u003EThe most costly freight lanes\u003C/li\u003E\r\n \t\u003Cli\u003EWhy they were paying more on some lanes than others\u003C/li\u003E\r\n \t\u003Cli\u003EWhat they should do about it\u003C/li\u003E\r\n \t\u003Cli\u003EWhy some freight contractors were being overpaid and\u003C/li\u003E\r\n \t\u003Cli\u003EWhat cost savings could be made.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nThe ensuing panel discussion showed that AI was already being taken very seriously by some of the world\u2019s largest buyers of freight services, despite some concerns over regulatory headwinds, especially in the healthcare sector. There was a consensus that whilst a key function of AI would be to enable better decision-making based on the terabytes of data being generated by movements of products, containers and transport assets around the world, predictive capabilities will become increasingly important. One panellist mentioned that at anyone time, 50% of their containers were static. AI would play an important role in increasing the velocity of products throughout the system by identifying bottlenecks as well as helping secure locations and nodes vulnerable to theft.\r\n\r\nThroughout the session, the impact of AI on staffing levels was frequently mentioned. What future would there be for new graduates entering the sector? Manners-Bell asserted that even though many process-based functions would be eliminated by new technologies such as AI, this would free up resources for more value adding roles, increasing the opportunities for talented individuals as well as enabling employees to become more focused on the development of customer solutions.\r\n\r\nAfter an insightful and spirited discussion about AI\u2019s opportunities and headwinds, the audience was asked for their opinion on the prospects for adoption of the technology. A majority thought that AI would become a useful tool in the evolution of the industry, whilst a sizeable proportion \u2013 including all the panellists \u2013 believed it would be transformational. Nobody believed that it would go the way of other technologies such as Blockchain which have ended up, for one reason or another, as more niche.\r\n\r\nThe session left everyone under no illusion that AI would play an important role in the future of an industry which was becoming increasingly dependent on the effective analysis of \u2018Big Data\u2019. The adoption of AI would evolve from being a competitive advantage for supply chain managers and logistics providers to an everyday business tool, integrated within processes. Whether the industry undergoes a root and branch transformation as a result is yet to be seen.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insight","post_title":"AI in the supply chain is \u2018not just hype\u2019","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"ai-in-the-supply-chain-is-not-just-hype","to_ping":"","pinged":"","post_modified":"2024-04-03 12:50:05","post_modified_gmt":"2024-04-03 11:50:05","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22411","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20770","productGallery":null,"woo_quick_view":"[woosq id= 22411]","postGallery":"","post_type_name":"Post"},{"ID":"22423","post_author":"3","post_date":"2024-04-04 09:51:38","post_date_gmt":"2024-04-04 08:51:38","post_content":"Decarbonisation and climate proofing will involve the movement of a vast amount of materials. The big one is the move to renew
2608able energy infrastructure. That process has begun, with wind turbines and solar panels. Producing zero carbon electricity from renewables or forces from the wind or solar power is highly decentralized. According to a DHL report, on the basis of German data it would take around 16,400 wind turbines to generate as much power as 13 oil refineries and 100 natural gas power plants, so there is a major upfront logistics task, putting the infrastructure in place.\u003Cspan class=\"Apple-converted-space\"\u003E\u00a0\u003C/span\u003E\r\n\r\nTaking CO2 out of the atmosphere is also a logistics challenge. It can be done using a mechanical chemical process with devices called carbon scrubbers. The big problem is that the concentrations of CO2 in the atmosphere are very low \u2013 CO2 represents 0.04% of the atmosphere, so you have to filter huge amounts of air to capture one ton of CO2. That requires the use of huge amounts of energy which must be renewable and zero carbon. Quite a few climate scientists are just very doubtful that this will ever be achievable on scale. The world\u2019 largest \u2018direct air capture\u2019 plant is in Iceland. As these plants are so energy intensive, they tend to be in locations where low carbon energy is relatively cheap and plentiful. The International Energy Agency estimates that there are only 27 of these prototype plants in the world.\r\n\r\nAnother way of removing CO2 is with a process called BECCS (bioenergy with carbon capture and storage), where vegetation is used to capture the CO2, which is obviously a well-established process. The newly planted vegetation, mainly trees, are harvested and the biomass is burned, then the CO2 is captured and buried underground. The IPCC think that this is the best method, but some of the modelling that's been done, suggest that more CO2 could be emitted in that process than would actually be captured. There are many issues, such as will there be enough land and water to support it? Also, forests are incredibly vulnerable to extreme weather. Winter storms in the UK in 2021-2 blew down around 8 million trees. Last year Canada was ravaged by wildfires. It seems that any capturing process which is dependent on vegetation is fundamentally vulnerable and risky.\r\n\r\nCarbon dioxide removal has now become mainstream, and it\u2019s factored into all the climate models, but another climate control method is very controversial \u2013 solar geo-engineering. If sulphate particles make it high enough in the atmosphere, they can form a haze that blocks some sunlight from reaching Earth\u2019s surface. The International Maritime Organization (IMO)\u00a0rules introduced in January 2020, putting a new limit on the sulphur content in the fuel oil used on board ships operating outside designated emission control areas to 0.50% m/m (mass by mass), have lowered global emissions of sulphur dioxide (SO2) from shipping by around 10%. But ironically this could actually be contributing to global warming, revealing an environmental trade-off between cutting air pollution and constraining global warming. Some researchers have\u00a0suggested\u00a0that the drop in SO\u003Csub\u003E2\u003C/sub\u003E as a result of the IMO\u2019s clean air regulations may have contributed to the recent\u00a0spike\u00a0in global sea surface temperature.\r\n\r\nAlthough it sounds like the stuff of science-fiction, sulphate particles could be artificially spread in the upper atmosphere using planes for stratospheric dispersal at altitudes of 20 kms which is far higher than a commercial jet usually flies. However, no planes are currently capable of doing this, particularly as it has been estimated that stratospheric dispersal of 3m tons of sulphates\u003Cb\u003E \u003C/b\u003Eper annum would be required for a 0.3\u00b0C reduction in global temperature. Some people argue it's never going to work at scale. Research shows that if it could be made to work, it could take as many as 100 years to deliver the required cooling of the atmosphere. It would also be highly risky, because there would almost certainly be other weather effects. As yet, our level of knowledge about what these other meteorological impacts would be is rather poor. It might help to lower global temperatures, but it could have other quite devastating effects in some parts of the world. \u003Cspan class=\"Apple-converted-s
2608pace\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Julia Swales/Alan McKinnon\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Foundation for Future Supply Chain\r\n\r\n.","post_title":"Logistics as a facilitator, remover and last resort in the climate crisis","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"logistics-as-a-facilitator-remover-and-last-resort-in-the-climate-crisis","to_ping":"","pinged":"","post_modified":"2024-04-04 13:38:58","post_modified_gmt":"2024-04-04 12:38:58","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22423","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22424","productGallery":null,"woo_quick_view":"[woosq id= 22423]","postGallery":"","post_type_name":"Post"},{"ID":"22578","post_author":"3","post_date":"2024-04-10 11:45:00","post_date_gmt":"2024-04-10 10:45:00","post_content":"The European Union\u2019s attempt to force companies to adopt more stringent ethical and environmental due diligence in their supply chains looks as if it will finally be successful. After years of debate and negotiation, the EU Council voted to adopt the Corporate Sustainability Due Diligence Directive (CS3D) on March 15 2024. Members will now have two years in which to transpose the law into national legislation.\r\n\r\nFor some time it looked as if the directive would be blocked by a lack of German support. The FDP, a member of the ruling coalition, believed that it would provide additional burdens for business and asymmetrically impact German importers and exporters.\r\n\r\nThe directive means that large companies will be required to identify and address human rights abuses and environmental damage within their supply chains. Failure to do so will result in fines amounting up to 5% of global turnover.\r\n\r\nAccording to law company, Herbert Smith Freehills, CS3D requires companies to carry out risk-based due diligence to:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003Eintegrate due diligence into their policies and risk management systems\u003C/li\u003E\r\n \t\u003Cli\u003Eidentify, assess and (where necessary) prioritise potential and actual adverse impacts\u003C/li\u003E\r\n \t\u003Cli\u003Eprevent and mitigate potential adverse impacts\u003C/li\u003E\r\n \t\u003Cli\u003Ebring actual adverse impacts to an end, or minimise their extent\u003C/li\u003E\r\n \t\u003Cli\u003Eremediate actual adverse impacts\u003C/li\u003E\r\n \t\u003Cli\u003Ecarry out meaningful engagement with stakeholders\u003C/li\u003E\r\n \t\u003Cli\u003Eestablish and maintain a notification mechanism and complaints procedure\u003C/li\u003E\r\n \t\u003Cli\u003Emonitor the effectiveness of due diligence policy and measures\u003C/li\u003E\r\n \t\u003Cli\u003Ecommunicate publicly on due diligence.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nIt also requires those affected companies to develop a transition plan for climate change mitigation, aligning the companies\u2019 strategies with climate neutrality targets and sustainability objectives.\r\n\r\nAt the end of 2023 Lara Wolters, an MEP with the Socialists &amp; Democrats who led work in the European Parliament said, \u201cAbuses such as child labour to extract cobalt [for] smartphones, rainforest degradation for soy ending up in our supermarkets, fruit pickers on European fields, these are just some of the examples of irresponsible business practices that now companies can no longer look away from.\u201d However, her celebration was slightly premature. The legislation needed a qualified majority of 15 EU countries, a threshold which at one point looked impossible to achieve. Germany was joined by Italy, Sweden and a number of other member states in their opposition to the law. There was also pressure from non-EU countries as foreign companies are not exempt from compliance with the legislation.\r\n\r\nConsequently, in order to get the law passed a number of concessions had to be made. The main difference between the draft version and the directive which was finally agreed related to the size of the companies affected. Legislators had originally hoped that the law would apply to companies with a turnover of more than \u20ac150 million and more than 500 employees. These thresholds changed to a turnover of \u20ac450 million and 1000 employees, substantially higher. The legislation also originally applied to smaller companies below this threshold in certain high risk sectors (so-called \u2018carve outs\u2019) but this was removed. The phasing of the implementation of the legislation was also changed. The largest companies (over \u20ac1.5 billion and more than 5000 employees) will have 3 years to comply (by 2027) whilst smaller enterprises will have until 2029. These dates depend on final approval in the European Parliament in April 2024.\r\n\r\nPerhaps surprisingly, many businesses had thrown their weight behind the new law. Aldi, Bayer, Mars, Tchibo, Maersk and Nestle published letters calling on the German government to approve the directive.\u00a0 The Cocoa Coalition stated, \u201cWe reiterate the critical importance of approving the CSDDD as 
2608soon as possible\u2026Failure to do so would significantly undermine the establishment of a level playing field across the European Union, lead to a fragmentation of national approaches and result in a major setback to sustainability in global supply chains.\u201d\r\n\r\nEU legislators have had a difficult job in balancing ethical and environmental concerns with the additional costs that this will impose on businesses. In justifying these costs, the European Commission asserted that the directive would create:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EHarmonised legal framework in the EU, creating legal certainty and level playing field.\u003C/li\u003E\r\n \t\u003Cli\u003EGreater customer trust and employees\u2019 commitment.\u003C/li\u003E\r\n \t\u003Cli\u003EBetter awareness of companies\u2019 negative environmental and human rights impacts.\u003C/li\u003E\r\n \t\u003Cli\u003EBetter risk management and adaptability.\u003C/li\u003E\r\n \t\u003Cli\u003EIncreased attractiveness for talent, sustainability-oriented investors and public procurers.\u003C/li\u003E\r\n \t\u003Cli\u003EHigher attention to innovation.\u003C/li\u003E\r\n \t\u003Cli\u003EBetter access to finance.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nMany of these benefits will accrue from increased visibility of the supply chain which will allow companies to increase quality and enhance resilience.\r\n\r\nAssessing the costs of the directive to European business, on the other hand, is more difficult. Many companies already have to comply with national legislation such as Germany\u2019s \u2018Lieferkettensorgfaltspflichtengesetz\u2019 (LkSG) or France\u2019s \u2018loi de vigilance\u2019. A survey by the EC found that about a third of companies already undertake due diligence of their supply chains under existing legislation.\r\n\r\nOther concerns about the legislation relate largely to its potential \u2018unintended consequences\u2019. The directive will necessarily result in some companies changing their sourcing behaviour, raising the possibility that some manufacturing may be re-shored, a consequence which would deprive some emerging markets of economic growth opportunities. More likely, given the difference in wage rates, the directive will lead to the migration of production from emerging markets with lower ethical and environmental standards to those which comply with the legislation. This may be better in the long term for standards in the \u2018Global South\u2019 but it will inevitably bring about short term pain and there is always the possibility that Western manufacturers may be put off completely from investing in the region if they see the risk as too great.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight / Foundation for Future Supply Chain","post_title":"New European supply chain law enforces ethics and sustainability","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"new-european-supply-chain-law-enforces-ethics-and-sustainability","to_ping":"","pinged":"","post_modified":"2024-05-01 11:48:58","post_modified_gmt":"2024-05-01 10:48:58","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22578","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1574","productGallery":null,"woo_quick_view":"[woosq id= 22578]","postGallery":"","post_type_name":"Post"},{"ID":"22581","post_author":"3","post_date":"2024-04-20 11:49:37","post_date_gmt":"2024-04-20 10:49:37","post_content":"The situation in the Middle East has worsened. There are now threats both to sea and air freight transport across most of the region. It also appears that types of cargo beyond just container cargoes are threatened.\r\n\r\nAlthough most attention has been given to the missile attack on Iran on Saturday the first incident occurred several hours earlier. The MSC Aries, a 14,300 TEU vessel flagged in Madeira, was attacked by a group of Iranian troops landing by helicopter on board the vessel 50 nautical miles northeast of Fujairah in the United Arab Emirates. The MSC Aries appears to have been exiting the Gulf after a call at Dubai, following calls at Saudi and other ports in the region.\r\n\r\nThere are several aspects of this event. Firstly, the vessel was leaving the port of Dubai when it was assaulted, suggesting that the logistics infrastru
2608cture of the UAE but also the wider Gulf region is vulnerable to attack. Additionally, the MSC Aries seems to have been singled out due to its various links with Israel. Media reports are highlighting the fact that the vessel is owned by Zodiac Group, part of the business interests of Israeli businessman Eyal Ofer. However, as previously suggested by Ti, the\u00a0\u003Ca href=\"https://www.ti-insight.com/briefs/possible-threat-to-indian-ocean-shipping/?swcfpc=1\"\u003EAponte\u003C/a\u003E\u00a0family also has links with Israel and the Houthi rebels in Yemen targeted its ships in an attack last week.\r\n\r\nA further problem is that these attacks on shipping cannot have helped the sentiment of airlines operating in the UAE, although the wider conflict between Israel and Iran is the specific reason why Lufthansa, AirFrance/KLM, and EasyJet have cancelled a number of services to Israel, Lebanon, and Teheran. The UAE authorities and the Gulf-based airlines, however, have been quick to assert that air operations are secure.\r\n\r\n\u003Cu\u003EShort and Medium-Term outlook\u003C/u\u003E\r\n\r\nIt seems too early to describe the conflict between Israel and Iran as a war. It would appear that the attack by Iran on Israel was deliberately limited to avoid what military theorists call \u2018escalation\u2019. However, this strategy may not work and the political stability of the Middle East may deteriorate even more. The effects of this on the logistics sector would be quite significant but it might be a mistake to exaggerate them.\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EImpact on pricing. Before the most recent attacks, there were signs that container shipping rates were softening over the past six weeks. Although, as ever, there are a number of variables at work, including an improving global economy, the underlying story is one of increasing numbers of new container vessels entering the market, ensuring that even with the impact of routing through around the Cape of Good Hope there was enough capacity available. Fundamentally this dynamic will not change, however, if there is further disruption to the ports in the UAE and elsewhere in the Gulf this may push short-term rates higher. Certainly, the threat to Dubai is serious. Even a modest disruption of a container terminal complex of this size will cause disruption to the wider system of container logistics. Whilst it is unlikely to be as severe as the dysfunction seen in 2021-2022, it will still inflict problems for the wider container sector.\u003C/li\u003E\r\n \t\u003Cli\u003ECargo volumes passing through the Suez Canal may fall further. Not all cargoes have ceased using the canal, with volumes in terms of the numbers of ships passing through the canal down by around a half. Energy cargoes, for example, still use the canal and these may be now vulnerable to disruption. On the other hand, it is now clear that the Houthis are not rogue operators but instruments of Iran. This suggests that if Iran is brought to terms the Houthi problem may become manageable.\u003C/li\u003E\r\n \t\u003Cli\u003EUAE and other ports in the Gulf are under threat. Iranian attacks in the Strait of Hormuz are not new however it is unusual for the Iranians to directly assault a cargo vessel. The response to this is highly unpredictable with the various naval forces in the area quite likely to take forceful action against Iran.\u003C/li\u003E\r\n \t\u003Cli\u003EOil cargoes may be affected by Friday\u2019s action if the situation continues to escalate. Although Iran has a powerful incentive to sustain the oil trade from the Gulf, it may lose control of the situation and there may be a return to the \u2018Tanker Wars\u2019 of the 1980\u2019s. The impact of this would certainly be an increase in oil prices.\u003C/li\u003E\r\n \t\u003Cli\u003EAirfreight is an important trade in the Gulf and the Gulf is important to airfreight. Two of the Gulf-based airlines are the largest conventional airfreight carriers in the world. If their hub operations are disrupted it will inevitably have a deleterious impact on the airfreight supply side.\u003C/li\u003E\r\n \t\u003Cli\u003EIndia is threatened by any disturbances in this region. The Houthis have already made missile attacks in waters neighboring India. The MSC Aires was\u00a0\u003Cem\u003Een route\u003C/em\u003E\u00a0to an Indian port when she was attacked. The trade from Dubai is important to India\u2019s growing international trade and Iran is an important supplier of hydro-carbons to India.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nThis crisis is highly unpredictable. On the one hand, the two sides could work to limit the crisis as this is in both their interests. However, Israel and indeed, the US, may feel obliged to escalate. In particular an attack on the Iranian ally Hezbollah in southern Lebanon may be a possibility. The issue for the logistics markets is that shipping and possibly airfreight have been sucked into this conflict. The response may be that the logistics sector will have to create short-term alternatives that isolate the Middle-East, indeed by creating the \u2018Cape route\u2019 this has already begun to happen. The price may be high in the short run.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insight","post_title":"Instability in the Middle East threatens global logistics sector","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"instability-in-the-middle-east-threatens-global-logistics-sector","to_ping":"","pinged":"","post_modified":"2024-05-01 11:51:31","post_modified_gmt":"2024-05-01 10:51:31","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22581","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20469","productGallery":null,"woo_quick_view":"[woosq id= 22581]","postGallery":"","post_type_name":"Post"},{"ID":"22584","post_author":"3","post_date":"2024-04-30 11:52:35","post_date_gmt":"2024-04-30 10:52:35","post_content":"Inflation has had a significant impact on economies globally in the wake of the pandemic. Factors such as economic disruptions, supply chain issues, government and central bank interventions, and price increases have all c
2608ontributed to a rise in inflation. However, this trend appears to be reversing, albeit gradually.\r\n\r\nBy the end of 2022, global growth was at 2.3%, with average inflation peaking at 8.7%. According to the latest International Monetary Fund (IMF) report \u2013 World Economic Outlook released in April 2024, growth is expected to stabilise around 3.2%, with average inflation decreasing from 5.9% in 2024 to 4.5% in 2025.\r\n\r\n\u003Ca href=\"https://www.ti-insight.com/wp-content/uploads/2024/04/Screenshot-2024-04-26-111541.png?swcfpc=1\"\u003E\u003Cimg class=\"size-full wp-image-256934 aligncenter\" src=\"https://www.ti-insight.com/wp-content/uploads/2024/04/Screenshot-2024-04-26-111541.png\" alt=\"Inflation\" width=\"288\" height=\"296\" /\u003E\u003C/a\u003E\r\n\r\nPositive supply developments, including a decrease in energy prices and a rebound in labour supply, have contributed to this trend. Additionally, decisive monetary policy actions and improved frameworks have helped to stabilise inflation expectations, particularly in emerging markets.\r\n\r\nHowever, recent data shows a slight upward trend in both headline and core inflation figures, raising concerns. While some progress has been made, particularly in energy and goods inflation, services inflation remains high, posing a potential obstacle to further disinflation.\r\n\r\nIn the euro area, growth is expected to increase, albeit from low levels, due to factors such as tight monetary policy, past energy costs, and fiscal consolidation efforts. However, persistent services inflation and wage growth could delay a return to target inflation levels.\r\n\r\nThe supply chain industry has been significantly affected by inflation, with disruptions in logistics operations and increased production and transportation costs. Persistent challenges such as transportation congestion, container shortages, geopolitical tensions, and economic uncertainties have highlighted the need for resilience in supply chains.\r\n\r\nAs inflation continues, it can lead to higher logistics costs and decreased consumer purchasing power, further exacerbating inflationary pressures. A report from McKinsey projects a surge in rates across the supply chain at 2.9% in 2024, attributing this to ongoing economic and geopolitical shifts and disruptions within supply chains.\r\n\r\nOverall, there is a continued need for resilience, flexibility, and partnership in navigating these challenges. Companies can strengthen their supply chains by collaborating closely with partners, enhancing agility and connectivity.\r\n\r\nAuthor: Dhairya Bahl\r\n\r\nSource: Ti Insight","post_title":"Inflation Challenges and Supply Chain Resilience in 2024","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"inflation-challenges-and-supply-chain-resilience-in-2024","to_ping":"","pinged":"","post_modified":"2024-05-01 11:54:57","post_modified_gmt":"2024-05-01 10:54:57","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22584","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1957","productGallery":null,"woo_quick_view":"[woosq id= 22584]","postGallery":"","post_type_name":"Post"},{"ID":"22587","post_author":"3","post_date":"2024-05-01 11:57:07","post_date_gmt":"2024-05-01 10:57:07","post_content":"The US trucking market is not buoyant but some trucking companies are dealing better with this than others.\r\n\r\nKnight-Swift Transportation, which announced its first quarter results on April 17, described the period as \u201cchallenging\u201d with the full truckload sector continuing to be \u201coversupplied with capacity\u201d. The company said that shippers were \u201cstill trying to push rates down further\u201d but that Knight-Swift was not willing \u201cto commit to further concessions on what we view as unsustainable contractual rates\u201d. Knight-Swift saw revenue up 11.3% year-on-year yet operating income fell by 85.8% to US$20m, whilst the company fell into a net loss of $2.6m for the quarter.\r\n\r\nOld Dominion Freight Line in contrast saw both revenue and net income over the quarter more or less flat, up 1.2% and 2.5% year-on-year respectively. Also, in contrast to Knight-Swift, freight rates increased, and revenue per hundredweight was up 6.7% across its \u2018less-than-trailer load\u2019 business however volumes handled fell by 3.2%. Profitability was also supported by stronger asset utilization. Old Dominion\u2019s strength may in part be explained by the general competitiveness of \u2018less than trailer load\u2019 services.\r\n\r\nLandstar System suffered more harshly over the quarter than Old Dominion. Revenue fell by 18.4% and operating income by 40.8% year-on-year. Landstar saw truckload volumes fall by 13% year-on-year whilst revenue per load fell by 7%. This performance was better than the seasonal average and that which Landstar expected. In an interesting piece of data, Landstar broke down revenue growth by sector, illustrating that demand in industries such as automotive and consumer durables fell sharply, with the latter down 20%.\r\n\r\nThe clear implication of these numbers is that the US road freight market continues to be, if not depressed, then struggling. Volume growth is poor even in consumer-facing sectors and this has had the effect of forcing a shrinkage in the supply trucks onto the market. It is a contrast to the early part of 2023 which saw continuing robustness demand straining the supply side. It is notable that labour-cost pressures are less salient than they were despite continuing high levels of employment in the economy generally. If the wider economy slows the condition of the road freight market might be painful.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Thomas Cullen\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insight","post_title":"Leading US truckers struggle in a weak market","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"leading-us-truckers-struggle-in-a-weak-market","to_ping":"","pinged":"","post_modified":"2024-05-01 11:57:07","post_modified_gmt":"2024-05-01 10:57:07","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22587","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1982","productGallery":null,"woo_quick_view":"[woosq id= 22587]","postGallery":"","post_type_name":"Post"},{"ID":"22601","post_author":"3","post_date":"2024-05-02 13:22:45","post_date_gmt":"2024-05-02 12:22:45","post_content":"The German Supply Chain Due Diligence Act (SCDDA) is currently in the spotlight and a major milestone in the fight against modern slavery. It entered into force in 2023 and it packs a punch with a hefty fine, which can be up to 2% of a company\u2019s average annual global turnover. The act initially applied to companies with 3,000 or more employees. Now, from the beginning of 2024, it applies to companies with 1,000 or more employees and a registered office or branch in Germany. This will continue to evolve, with smaller businesses also being liable in the near future. The Act obliges companies to design, implement and monitor procedures to ensure that every part of the supply chain, from the extraction of raw materials to the delivery to the final customer, is complying with human rights and environmental requirements.\r\n\r\nOther countries, such as France, Norway and Canada have also been introducing regulations to combat modern slavery in the supply chain. In the UK, the modern slavery act was introduced in 2013. It has a very w
2608orthy aim, but it is more of a reporting function \u2013 it is currently under review as it needs to carry more weight, but it\u2019s been put on the back burner by politicians for about three years now. In the US, President Joe Biden introduced the Uyghur Forced Labour Prevention Act (UFLPA) in 2021, with the aim of protecting the Uyghur population in China, where there is a history of very poor labour practices. If the US believes there\u2019s been inappropriate labour practices in a company\u2019s supply chain, they ban the import of the goods. There isn\u2019t any compensation for this, so if a company is found to be guilty, this comes at a significant cost.\r\n\r\nThese new regulations are a positive move forward for seafarers in the shipping industry too, as this vital part of the supply chain needs to come under scrutiny, with companies taking more responsibility. There are a rising number of crew abandonment cases \u2013 the Maritime Labour Convention defines this as \u2018the non-payment of wages to workers if the shipowner fails to cover the cost of a seafarers\u2019 repatriation, has left them without maintenance or support, or has severed ties with them and failed to pay wages for at least two months\u2019. Abandonment is happening across flags and locations, so it is an industry-wide problem. The International Trans
2608port Federation has reported owed wages in excess of $12.1 million.\r\n\r\nThere is clearly still a long way to go, but hopefully the German Supply Chain Due Diligence Act will prompt tougher regulations with enforced penalties, instigating global change and putting the abolition of modern slavery in the end-to-end supply chain at the top of all companies\u2019 agendas.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Julia Swales\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight / Foundation for Future Supply Chain","post_title":"Regulations are pushing companies to tackle modern slavery in their end-to-end supply chains","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"regulations-are-pushing-companies-to-tackle-modern-slavery-in-their-end-to-end-supply-chains","to_ping":"","pinged":"","post_modified":"2024-05-02 13:22:45","post_modified_gmt":"2024-05-02 12:22:45","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22601","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2157","productGallery":null,"woo_quick_view":"[woosq id= 22601]","postGallery":"","post_type_name":"Post"},{"ID":"22614","post_author":"3","post_date":"2024-05-03 13:09:41","post_date_gmt":"2024-05-03 12:09:41","post_content":"Julia Swales, Advisory Board Manager at the Foundation for Future Supply Chain, interviewed Nick Wildgoose, CEO of Supplien Consulting and Foundation advisory board member, about the need to use better data from deeper in the supply chain to enable more robust risk management and build more resilient supply chains.\r\n\r\nThere are an increasing number of new regulations that require organisations to monitor and report on their end-to-end supply chains, where greater transparency is needed. The Corporate Sustainability Reporting Directive in Europe, which entered into force in January 2023, is one example. It requires all large companies and listed companies to disclose information on what they see as risks and opportunities arising from social and environmental issues. The new rules seek to ensure that investors and other stakeholders have access to the information they need. It aims to drive multi-tiered transparency by making companies responsible for their whole value chain. As part of this approach, it brings in the concept of double materiality assessment, a mandatory exercise for companies to identify which sustainability matters are most material to the organisation and its stakeholders by evaluating their impact on environmental and social factors (inside-out perspective), while also considering how these factors influence the organisation (outside-in perspective).\r\n\r\nThe critical aspect for an organisation in carrying out this double materiality assessment (DMA) is getting access to the appropriate data; this DMA then not only determines the scope of the organisation sustainability reporting but also enables an inefficient allocation of the resources needed to achieve CSRD compliance and provides insights for shaping a company strategy.\r\n\r\nWithout this data and associated technology, the exercise can\u2019t be scaled and monitored as required under the regulation. Even if an organisation only has 10 suppliers at tier one, there will be many more in a sub tier. You also need to consider the multi-tier supply chain from a large variety of different data points in respect of carbon footprints, cyber and many other risk data points. Teams of hundreds of people are needed to monitor these if technology isn\u2019t used. The technology and data isn\u2019t perfect yet, as of course it\u2019s a journey of improvement, but the introduction of AI and machine learning is starting to help, for example, in automating the removal of false positive risk results.\r\n\r\nPenetration of solutions is growing quite rapidly, but it's nowhere near where it needs to be. Gartner say this is a multi-billion market, but they don't really know the potential scale of the softw
2608are market. At the end of 2023, the authorities behind the German Supply Chain Due Diligence Act, currently the strictest supply chain law globally, published a list of the sources of data that they had available to them. It was a push to companies through saying, we have this data available and we\u2019re watching you. If we can use it, why can\u2019t you? This is the way they have approached it, instead of demanding that companies buy a set of data. Some of this data is free, as NGOs share it with commercial organisations, but the hard, time-consuming part is bringing it into a system and displaying it. However, companies will need to do this to comply with the increasing range of global ESG regulations as part of a journey driving multi-tier supply chain transparency, with the resilience and competitive advantage that this offers.\r\n\r\n\u003Cstrong\u003EAuthor: \u003C/strong\u003EJulia Swales\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Foundation for Future Supply Chain","post_title":"How data is driving multi-tier supply chain transparency","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"how-data-is-driving-multi-tier-supply-chain-transparency","to_ping":"","pinged":"","post_modified":"2024-05-03 13:09:41","post_modified_gmt":"2024-05-03 12:09:41","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22614","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21499","productGallery":null,"woo_quick_view":"[woosq id= 22614]","postGallery":"","post_type_name":"Post"},{"ID":"22725","post_author":"3","post_date":"2024-05-10 10:13:47","post_date_gmt":"2024-05-10 09:13:47","post_content":"e-commerce volumes have become critical to the success of the international air cargo sector in the past few years. However, there is a real threat that laws being proposed by US lawmakers \u2013 with backing from right across the political spectrum \u2013 will undermine the growth of the industry.\r\n\r\nFacilitating the movement of millions of packages around the world are \u2018de minimis\u2019 thresholds which allow goods with a value of less than a certain value to be imported without duties or tariffs. In the US, this threshold is set at $800 per buyer per day. Many of these goods are bought over digital platforms and shipped using postal services. The lack of taxes combined with low cost shipping via the postal service has allowed US consumers to benefit from cheap imported goods, resulting in the exponential growth of the market.\r\n\r\nAccording to a report by Associated Press, 1 billion de minimis packages were imported into the US in 2023, compared with just 134 million in 2015. The value of China\u2019s online export sales to the US increased in 2023 by 20% to $257 billion (although this figure also includes goods which do attract tax). According to the House Select Committee on China\u2019s Communist Party, Chinese e-retail platforms Shein and Temu were responsible for about a third of de minimis shipments. This has made the issue politically explosive, especially in the run up to the Presidential election.\r\n\r\nIt is very likely that Presidents Trump and Biden will fight their campaigns on a similar manifesto, at least in relation to trade policy, and putting barriers in the way of Chinese companies exporting to the US will play out well with some parts of the electorate. Their likely stance on the issue is supported by some industry organisations. For instance, the National Council of Textile Organisations (NCTO) has argued that the tariff waiver mechanism is flawed and has directly resulted in 14 textile factories being shut down in the USA in the past few months. It believes that de minimis levels should not apply to \u2018sensitive sectors\u2019, specifically textiles, which, it says, account for half of shipments imported in this way. The NCTO said in a statement, \u2018China\u2019s abuse of the de minimis loophole [sic] impacts not only American workers and consumers but has also dis
2608placed over 100,000 textile and apparel workers throughout the Western Hemisphere, where our free trade partners are forced to compete with China\u2019s unfair de minimis access.\u2019\r\n\r\nIn addition, the organisation highlighted another issue: the abuse of the system to import illegal goods and drugs into the US. \u2018The de minimis threshold is a hotbed of trafficking in illicit goods, illegal products, and other contraband, including deadly fentanyl.\u2019 \u00a0The reason for this, according to the NCTO, is the sheer volume of shipments being processed on a daily basis which means that the US Customs is not able to effectively screen all the packages. This assertion, however, is hotly disputed by another organisation, the National Foreign Trade Council (NFTC). They put the other side of the argument, saying that Customs and Border Protection (CBP) screens these low-value shipments to the same standard as higher-value entries.\r\n\r\nThe final complaint levied by critics is that shipments imported under the de minimis rules are more likely to include products made by forced labour, undermining enforcement of the Uyghur Forced Labor Prevention Act (UFLPA). This too is disputed. According to the Department for Homeland Security Undersecretary, Robert Silvers, a risk-based approach to enforcing the act applies equally to de minimis shipments as any others, although he does admit that there are challenges.\r\n\r\nSet against these accusations are the benefits of the regime to US consumers and small businesses. The low-cost goods on offer are, inevitably, hugely popular as evidenced by the growth of the market. This has had a deflationary effect on the economy and allows goods to be imported with a minimum of red tape. Without the waiver, many goods would double in price, hitting the lowest earners the hardest.\r\n\r\nThe impact of ecommerce shipments on the air cargo sector is significant apparently causing capacity shortages even in the off-peak season (April 2024). During a period of economic downturn, it has provided a lifeline to the sector although some are warning that continued growth will have an impact on rates in run up to the holiday season. In response, cargo airlines, such as Atlas Air, are upping the number of services between China and the US. However, given US politicians appetite for shutting down Chinese platforms, with TikTok presently in the crosshairs, there is no guarantee that this buoyant market will continue for ever.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight / Foundation for Future Supply Chain","post_title":"e-commerce air cargo lifeline under threat","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"e-commerce-air-cargo-lifeline-under-threat","to_ping":"","pinged":"","post_modified":"2024-05-30 10:22:22","post_modified_gmt":"2024-05-30 09:22:22","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22725","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"3485","productGallery":null,"woo_quick_view":"[woosq id= 22725]","postGallery":"","post_type_name":"Post"},{"ID":"22728","post_author":"3","post_date":"2024-05-25 10:17:25","post_date_gmt":"2024-05-25 09:17:25","post_content":"Whilst\u00a0political, technological, environmental and economic trends are having a transformative effect on supply chains on a global basis, their impact is being felt most acutely at a local level, not least in Small Island Developing States in the Caribbean.\r\n\r\nAlthough the world\u2019s economy has been fragmenting for the past decade, the risks involved in supply chains became most apparent during the Covid crisis. Governments across the region experienced difficulties in procuring a whole range of goods supplied from abroad including personal protective equipment (PPE) and medicines. However, in addition to this, tourism and agricultural supply chains were hit hard as a result of border closures and airline and cruise line cancellations. At a basic level it proved impossible for exporters in the region to procure packaging such as cans, bottles and plastic containers, affecting small and medium-sized businesses in particular, the bedrock of the Caribbean economy.\r\n\r\nSince then, the region has also felt the impact of disruptions to the shipping industry, most recently the drought which reduced the transits of the Panama Canal, delaying shipments from China and increasing shipping costs, and even the diversion around the Suez Canal which has pushed up global shipping rates.\r\n\r\nWhilst disastrous in the short term, many governments believe that the Covid pandemic could be a watershed moment for the region. It has focused minds on making supply chains more resilient through a wide range of policy initiatives. These include far more localization and regionalization of supply, making islands less dependent on the USA, Europe or 
2608China. This would ideally involve more on-shoring of manufacturing presently undertaken elsewhere. In order to facilitate the movement of goods on an intra-regional basis, some believe that there needs to be investment in faster and more frequent ferry services linking the islands more effectively. Also supply chains need to be more circular, enabling products to be reused and recycled, reducing the need for so many imports.\r\n\r\nSome politicians also believe that there could be benefits from the present trend of near-shoring, already a major force for economic growth in Mexico. For example, Roberto Alvarez, Minister of Foreign Affairs of the Dominican Republic, believes that some supply chains could be restructured to include the Caribbean region, helping manufacturers avoid the tariffs which have been imposed by successive US administrations on Chinese imports. He has gone on record as saying, \u201cIn the case of the world\u2019s largest market, the United States, nearshoring represents a big opportunity for countries in the Caribbean and Central American regions\u201d.\r\n\r\nHowever, for these opportunities to become reality, much work needs to be done in terms of logistics infrastructure and services. Reports have highlighted that many ports lack equipment and that which exists is often in a poor state of repair; accessibility of ports is often difficult; ports often lack autonomy and investment (private and public); IT systems are weak and labour needs restructuring at key ports.\r\n\r\nThe region is also being disadvantaged by the longstanding shipping industry trend towards more efficient but ever larger vessels. According to the Caribbean Development Bank, new generations of ships can only call at a small number of large hub ports and this will mean an increasing level of transhipment to vessels small enough to call at many of the islands. In turn this will add cost and time to deliveries.\r\n\r\nIn summary, high costs, inefficient logistics operations, limited investment and constrained competition mean that it is challenging for Caribbean exporters to compete on a global scale.\r\n\r\nHowever, there are government initiatives which could reduce trade friction. The new Maritime single window CARICOM IMPACS, developed in collaboration with national border control agencies, will facilitate the movement of low risk shipments across the region whilst identifying those which present a security risk. Governments must also invest in logistics, financial and ICT infrastructure as well as providing a secure, stable and business friendly environment for foreign investors. Manufacturers and logistics companies can also play a role by undertaking risk assessments and crisis training to ensure the resilience of their supply chains.\r\n\r\nThere is no doubt that Small Island Developing States face many challenges from the global forces which are presently transforming supply chains and the logistics and shipping industry. However, the right policy decisions can ensure that the region\u2019s economy can become more robust and better able to cope better with high levels of volatility, complexity and uncertainty which are likely to characterize markets for many years to come.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0John Manners-Bell\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight / Foundation for Future Supply Chain","post_title":"Ti\u2019s CEO speaks at UN conference on maritime logistics","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"tis-ceo-speaks-at-un-conference-on-maritime-logistics","to_ping":"","pinged":"","post_modified":"2024-05-30 10:19:53","post_modified_gmt":"2024-05-30 09:19:53","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22728","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22729","productGallery":null,"woo_quick_view":"[woosq id= 22728]","postGallery":"","post_type_name":"Post"},{"ID":"22733","post_author":"3","post_date":"2024-05-30 10:24:30","post_date_gmt":"2024-05-30 09:24:30","post_content":"\u003Cspan style=\"font-size: 12pt;\"\u003EJohn Manners-Bell, Chief Executive of Ti Insight and Founder of the\u00a0\u003Ca href=\"https://futuresupplychains.org/\"\u003EFoundation for Future Supply Chain\u003C/a\u003E, recently spoke and moderated a panel at the\u00a0\u003Ca href=\"https://unctad.org/meeting/global-supply-chain-forum-2024\"\u003EUnited Nations Global Supply Chain Forum in Barbados\u003C/a\u003E. One of the aims of the conference was to i
2608dentify action-oriented recommendations, setting out how stakeholders and policy makers from transport and trade could better understand the evolving trading and shipping landscape, address the underlying challenges and leverage the associated opportunities.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EIn his preliminary remarks, Manners-Bell commented that the transformation of the global supply chain environment and a combination of political, environmental and economic factors presented the Caribbean region with a range of systemic risks. He mentioned that Small Island Developing States (SIDS) had suffered significantly in the past from natural disasters such as hurricanes, floods, volcanic eruptions and Covid had severely impacted societies and economies in the region. Climate change was also having an impact through reduced volumes of ships through the Panama Canal and even the disruption of the Suez Canal was having an effect.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EDespite this, when he took a poll of audience opinion, the majority of those present responded that they were optimistic about prospects for the future, although there was a significant minority who expressed the view that risks outweighed the benefits.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThis view was echoed across the panel of industry experts. One panellist, for instance, talked about being \u2018guardedly optimistic\u2019 although greater levels of coordination across the region were required. The consolidation in the shipping industry around a small number of shipping lines and larger vessels was regarded as a particular threat.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EManners-Bell also asked the audience whether they believed that near-shoring would be a driver for future economic growth. There was a unanimous \u2018no\u2019 from the audience, although the view of the panel was more nuanced. They believed that there could be opportunities accruing to countries in the Caribbean, but these would not be as great as in countries such as Mexico where manufacturing eco-systems already existed. Instead, the biggest opportunities would be in ancillary services. One panellist commented that it was all about \u2018getting the right pieces in place\u2019.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAt the conclusion of the session, Manners-Bell asked the panel to identify specific recommendations which could be taken to government ministers attending the forum. These included:\u003C/span\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ETrade facilitation must be a priority, with one system across the entire region. However, it was admitted that the prospects of having a single document to facilitate the movement of goods between Caribbean countries was \u2018not close\u2019.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;
2608\"\u003EThere should be a region-wide logistics strategy including public/private investment in shipping hubs.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EA shipping \u2018centre of excellence\u2019 should be created, putting training of logistics workers at the heart of any development plans.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EForeign investment should be encouraged and facilitated which would ultimately drive down logistics costs.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EThere must be more efforts to standardise rules across the region reducing the administrative burden on shippers and logistics providers.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EManners-Bell commented, \u2018It is clear that the supply chain and logistics industry knows what needs to be done to stimulate economic growth across the Caribbean region as well as improve resilience. However, it will need resolve, collaboration between private and public sector, investment and the sweeping away of unnecessary trade rules. The development of logistics hubs and improved freight services, including cool chain, could facilitate growth of the manufacturing sector and allow the region to become far more self-sufficient.\u2019\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EDespite clarity at an industry level, there needs to be a real desire to make the reforms. Whether politicians throughout the fragmented Caribbean region are willing to take a more \u2018joined up\u2019 approach to trade and logistics is yet to be seen.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAuthor: John Manners-Bell\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003ESource: Ti Insight\u003C/span\u003E","post_title":"Improved logistics links crucial to Caribbean economic growth, UN conference hears","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"improved-logistics-links-crucial-to-caribbean-economic-growth-un-conference-hears","to_ping":"","pinged":"","post_modified":"2024-05-30 10:24:30","post_modified_gmt":"2024-05-30 09:24:30","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22733","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22734","productGallery":null,"woo_quick_view":"[woosq id= 22733]","postGallery":"","post_type_name":"Post"},{"ID":"22737","post_author":"3","post_date":"2024-05-30 10:28:48","post_date_gmt":"2024-05-30 09:28:48","post_content":"It is quite clear that the centre of gravity in world trade is moving more towards Asia in general. India and China have been quite clear that while they will try to adhere to the Paris Climate Accord, they will need some dispensation and additional time. The net zero targets of India and China are not in line with the American or the European targets. They are well into 2050-2060 which means that they will probably be the biggest importers of fossil fuel in the next 30-40 years, to fuel their growth &amp; progress.\r\n\r\nIf that is needed, then this kind of infrastructure which connects Central Canada or Eastern Canada to the Western Canadian ports, which are much closer to Asia, is very critical for Canada. This infrastructure will also bypass the Panama Canal completely. Currently, tankers and bulkers are reluctant to pay the kind of auction fees for transits that the container ships are willing to pay, not to mention the huge delays in transiting the canal, which create greater uncertainty. The Canadians have been smart to eliminate that and say, let\u2019s take the crude down to Vancouver, and simply supply their biggest markets in Asia in a most timely and secure manner.\r\n\r\nCanada is also one of the largest suppliers to America through its own pipeline and now want to try and hedge their bets, as politically, they are concerned about Trump coming back. Trump\u2019s attitude towards the erstwhile NAFTA and the current US-Mexico-Canada Free Trade Agreement has been a tough one for Canada.\r\n\r\nFurther, Canada has got commitments from all the major oil companies to use this particular pipeline. They will start sending part of their production into the pipeline, rerouting the cargoes into Asia, from West Coast Canada, instead of doing it from the Eastern Seaboard. Interestingly, while the usual suspects are there, that is the Canadian and the US oil companies, there are a few Asian companies too. An example being PetroChina Canada.\r\n\r\nThis inclusive model is being used by many countries, such as Saudi Arabia \u2013 who have divided the export regions and refineries and formed joint ventures and marketing arrangements, according to the countries which are key demand markets. They have a joint venture agreement on the Middle East Gulf side, transiting through Straits of Hormuz, with Total Energies, the French oil giant. Similarly, they have joint venture partnership with Sinopec, the Chinese oil major, in Yanbu, in the Red Sea co
2608ast, where all the problems are. Essentially, it\u2019s a good model to have, if Canada can ensure a committed volume coming out from there.\r\n\r\nThere is one big issue though \u2013 the weather, which is getting worse due to global warming. The actual sea transit from Vancouver to Asia during the winter months is tough. We know that on the dry cargo side, that creates difficulties, because obviously cargo loading is open to elements and therefore, the efficiency really suffers. For the oil trade, this may not be a major concern as most of the operations are through hoses &amp; pipelines.\r\n\r\nThis pipeline doesn\u2019t solve all the problems, but it does provide a genuine alternative to the uncertain Panama Canal &amp; a better access to Asian markets, which are becoming even more important for Canada, given that America will probably go through a political change in November.\r\n\r\nAuthor: Julia Swales\r\n\r\nSource: Ti Insight / Foundation for Future Supply Chain","post_title":"The critical role of the Canadian oil pipeline in world trade","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-critical-role-of-the-canadian-oil-pipeline-in-world-trade","to_ping":"","pinged":"","post_modified":"2024-05-31 08:04:48","post_modified_gmt":"2024-05-31 07:04:48","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22737","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22738","productGallery":null,"woo_quick_view":"[woosq id= 22737]","postGallery":"","post_type_name":"Post"},{"ID":"22741","post_author":"3","post_date":"2024-05-30 10:32:38","post_date_gmt":"2024-05-30 09:32:38","post_content":"The quantity of supply of new ships is very important in determining container freight rates. The strength of the supply of new ships has enabled prices to remain, if not low, then moderate in the face of disruptions to traffic through the Suez Canal.\r\n\r\nWhilst the anxiety of major container shipping lines to sustain capacity and market share in 2020-2022 was the major cause of the wave of new ships hitting the market today, there were also supply-side reasons as well. In particular, the Chinese shipbuilding sector has been offering the market low-cost products delivered quickly.\r\n\r\nFor example, reports from China cite figures from the China Association of the National Shipbuilding Industry that assert that Chinese yards have seen a 59% increase year-on-year in production in the first quarter of 2024. Chinese shipbuilding now accounts for more than half of completed ships and possibly 70% of new orders. 40% of completed ships were container vessels, whilst container vessels make up 12% of new orders. The largest proportion of ship types, built and on order, are tankers and bulk vessels.\r\n\r\nHowever, this growth in Chinese shipbuilding is drawing the sector into the trade frictions between China and its trade partners. The American government and major ship-building nations of South Korea and Japan have been discussing some form of protection from Chinese ship production. The Americans have been suggesting to the South Koreans that they invest in yards in the US, although this appears to have few implications for the market for large merchant vessels. More importantly, there appears to be a suggestion that tariffs could be placed on Chinese-built ships. This would benefit South Korean y
2608ards in particular as it is they who provide the most significant competition to the Chinese for very large container, bulk, and LNG vessels.\r\n\r\nAlthough at one time such a notion would have seemed unlikely, such are the levels of tension between China and much of the rest of the world that tariffs on any product cannot be dismissed. The medium-term implications of all of this may be that the cost of new ships may increase. Although it will be hard to implement tariffs on all vessels from China, the major shipping lines may come under pressure to change their procurement policies.\r\n\r\nAuthor: Thomas Cullen\r\n\r\nSource: Ti Insight","post_title":"China shipbuilding boom triggers talk of tariffs","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"china-shipbuilding-boom-triggers-talk-of-tariffs","to_ping":"","pinged":"","post_modified":"2024-05-30 10:32:38","post_modified_gmt":"2024-05-30 09:32:38","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22741","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21827","productGallery":null,"woo_quick_view":"[woosq id= 22741]","postGallery":"","post_type_name":"Post"},{"ID":"22751","post_author":"3","post_date":"2024-05-30 13:57:17","post_date_gmt":"2024-05-30 12:57:17","post_content":"Julia Swales, Senior Editor at Ti Insight, talked to Brendan Heegan, CEO and ecommerce expert and Tom Behnke, VP of Sales and Marketing from \u003Ca href=\"https://boxzooka.com/\"\u003EBoxzooka\u003C/a\u003E to hear about how the retail world is evolving in response to disruption, the importance of putting the retail customer first and how Boxzooka is differentiating itself from the 3PL ecommerce giants. The cost v customer service challenge is here to stay.\r\n\r\n\u003Cem\u003EOverview of Boxzooka\u003C/em\u003E\r\n\r\nBoxzooka was founded in 2015 and is a domestic and international Ecommerce Order Fulfillment Technology WMS platform. Headquartered in Secaucus, NJ, USA, the company facilitates warehousing, inventory management and pick/pack of consumer goods, fashion, apparel and accessories.\r\n\r\nBoxzooka uses multi-client warehouses, so it can cross-utilise labour across multi-functions within the warehouse to reduce costs for clients. It's personalised, almost like a boutique service. Bigger 3PLs have several 1000s of customers and a revolving door, as they're constantly bringing in new accounts every day, while they've got other accounts leaving. Boxzooka has less than 100 clients and they pick and choose clients very carefully. They say no to 95% of the business that comes knocking on their door if it\u2019s not something that fits in with the ideal client profile.\r\n\r\nThe company claims that the Client Success Management Group separates them from other 3PLs. They are the advocate for the client and they are all located in the company facilities. In the bigger 3PLs, account managers will have around 50 or 100 clients each. Boxzooka has 5.2 clients per Client Success Manager. The company is very hands on \u2013 if they can help their clients to be successful, then Boxzooka will be successful. That\u2019s how they\u2019ve run the business since day one.\r\n\r\n\u003Cem\u003E3PL disruptors\u003C/em\u003E\r\n\r\nThe 3PL world, especially the ecommerce fulfilment world, has been disrupted in the past 20 years by Amazon, which became the king of fulfilment. They have disrupted retail in ways that are great as a consumer and really challenging as a 3PL competitor. This is also the story with Alibaba and JD. There are some huge American companies which are 3PL providers and are in the top 10 companies that compete against Amazon.\r\n\r\nWalmart and Target also had to set up global distribution to compete in that market and offer home delivery and free delivery. Amazon Prime, with same day deliveries, increased client expectations and it also made the competitive landscape harder. There's another tier of 3PLs in America and in the EU, which are local fulfilment companies that tarted out in supply chain or trucking then added fulfilment to that, such as DHL, FedEx and UPS. They all have a fulfilment arm, where they set up warehousing operations \u2013 they had one or tw
2608o clients and then they grew. This is a dynamic landscape.\r\n\r\n\u003Cem\u003EThe Red Sea and Baltimore Disruptions\u003C/em\u003E\r\n\r\nDisruptions such as the Red Sea situation or the Baltimore bridge collapse, end up costing consumers more and so it\u2019s challenging for retailers, with the pressure on pricing. The retailer faces an increased cost for the inbound goods, which adds to the product cost overall. They must make a business decision on how they are going to absorb it.\r\n\r\nAny retailer based out of the East Coast of the United States, uses Boxzooka\u2019s Pennsylvania warehouse for fulfilment. If they manufacture in Southeast Asia or Pakistan, they want to find the lowest cost for freight coming into the port of New York, or Baltimore which is normally through the Red Sea. Now container ships are forced to either go around the horn of Africa, or to the West Coast of the United States, so across the Pacific and then into the Port of Long Beach, then the goods are put on trucks to go across the country. It essentially doubles the retailers\u2019 costs and adds an additional two to three weeks of transit time, which is also cost. All the retailers, especially in the apparel business, use a seasonal marketing calendar to plan. When there is unplanned supply chain disruption, they still need to get goods in for the next season, or they lose their selling window. As a result, the retailer pays additional money for air freight and the price of the goods goes up.\r\n\r\nTo mitigate future disruption, retailers are starting to plan and design their products on a different schedule, so for example in apparel, retailers are ordering fabric earlier. They need to get used to last minute pivots and that's the hard part, long term. The small retailers are more drastically affected by disruption than the big retailers, who get longer payment terms. They\u2019re trying to lower their inventories so that they don't get stuck carrying stock that doesn't sell. The bigger companies can afford to flex a little.\r\n\r\nIt's all about balancing costs and taking into consideration customer loyalty. This is difficult for the smaller retailers, who need to start charging for returns and restocking. The big retailers can manage this a bit better and provide lifetime customer value, but it\u2019s complicated and it takes time. There are so many predatory competitors, especially in apparel. One of Boxzooka\u2019s clients produces copycat high fashion, so, for example, they can copy a $1,000 designer sweater, manufacture it and sell it for $200 in six weeks.\r\n\r\nThe ecommerce retail marketplace is a tough environment to be in, but Boxzooka aims to mitigate some of the risk and disruption by putting the client first, working with them collaboratively and being willing to flex and pivot.\r\n\r\nAuthor: Julia Swales\r\n\r\nSource: Ti Insight / Foundation for Future Supply Chain","post_title":"US 3PL disruptor putting the retail customer first","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"us-3pl-disruptor-boxzooka","to_ping":"","pinged":"","post_modified":"2024-05-30 14:02:06","post_modified_gmt":"2024-05-30 13:02:06","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22751","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22756","productGallery":null,"woo_quick_view":"[woosq id= 22751]","postGallery":"","post_type_name":"Post"},{"ID":"22764","post_author":"3","post_date":"2024-05-31 18:14:21","post_date_gmt":"2024-05-31 17:14:21","post_content":"At the European Cold Chain Association Annual Conference, in Brussels on 11 April 2024, John Manners-Bell provided the keynote address discussing the opportunities for the cold chain industry in a post globalization world.\r\n\r\n\u003Cstrong\u003E\u003Ca href=\"https://futuresupplychains.org/wp-content/uploads/2024/05/Post-Globalization-Supply-Chains-S3.pdf\"\u003ECLICK HERE TO DOWNLOAD.\u003C/a\u003E\u003C/strong\u003E","post_title":"Post Globalization Supply Chains: Re-shaping Logistics","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"presentation-post-globalization-supply-chains-re-shaping-logistics","to_ping":"","pinged":"","post_modified":"2024-05-31 18:15:12","post_modified_gmt":"2024-05-31 17:15:12","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22764","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22765","productGallery":null,"woo_quick_view":"[woosq id= 22764]","postGallery":"","post_type_name":"Post"}
2608,{"ID":"22914","post_author":"3","post_date":"2024-07-03 10:58:45","post_date_gmt":"2024-07-03 09:58:45","post_content":"2023 was the best year on record for new marine wind power across Europe, trade body WindEurope has reported. A total of 4.2GW of offshore turbines, 1.7GW up on 2022, arose from Europe\u2019s waters. 3GW was in the EU, an increase of 2.1GW year on year.\r\n\r\nThis is a huge industry and the import and export of the wind turbines has recently caused some controversy. Julia Swales, Advisory Board Manager for The Foundation for Future Supply Chain, spoke to Punit Oza, Founder and Director of Maritime NXT and asked him why the EU may impose a tariff on the export of wind turbines from China.\r\n\r\nMost wind turbines and related project cargoes come from China into Europe. Wood Mackenzie has said that in 2023, they saw a threefold increase in imports into Europe, from China. They see that trend continuing because the cost of production in China is genuinely low and as economies of scale are kicking in, China can now go and service the lower end of the market too. For example, when producing 100 wind turbines for a customer, they can add another 10 and sell those to another customer at a good price. However, an EU investigation is putting a big spanner in the works.\r\n\r\nThe EU is investigating whether the Chinese wind turbine producers who are exporting into Europe are getting an extraordinary amount of state subsidies from the Chinese government. The Chinese envoy to the EU has said that they are very competitive in terms of their pricing because they have lower production costs and are more efficient and innovative than their competitors. It has nothing to do with state subsidies.\r\n\r\nThe EU has launched investigations like this in the past and taken action \u2013 it is one of the most proactive jurisdictions. The latest example was the investigation the EU launched into electric vehicles, which they felt were being heavily subsidized by the Chinese government. Eventually, they decided to put a tariff on the export of these vehicles \u2013 this is already in place.\r\n\r\nSo will they take similar action against the wind turbine producers? If the Chinese government is giving an unfair amount of subsidies to producers, this threatens the European producers of wind turbines, who can\u2019t compete. That is coupled with the fact that Europe is trying to generate more renewable energy. If the EU\u2019s intention is to try and reduce imports and promote European wind turbine producers, the wind turbines will have to be moved either by road or on a short sea route.\r\n\r\nThe mast of the wind turbine and the blades are not very heavy, but the actual rotor and the superstructure are weighty, therefore may have to be carried separately in a project cargo vessel, which has extremely heavy lift cranes of around 150 tons. Supplying thousands of wind turbines into different ports in Europe is a very lucrative business. The carrier is looking at a complete solution, so shipments will be divided between bulk carriers, project vessels and container vessels \u2013 this is all subcontracted to various carriers.\r\n\r\nGeopolitically, there is a lot of change in Europe. In the recent parliamentary elections, the far right won a lot of seats in Italy and it seems to be going the same way in France, so some of the major importers are now looking at becoming more nationalistic in terms of their policies. This obviously points to the fact that they would support an internal rather than a global view and this may lead to tariffs.\r\n\r\nCountries can\u2019t start producing wind turbines overnight, it would be a three-to-six-month project. Even the tariffs would be progressive, so in the short term, there is likely to be a huge push from China, in case the tariffs kick in \u2013 they will exploit as much as they can and start pushing the market, so it could really go through the roof. Short sea routes within Europe will benefit and intra-Asia routes from China to other countries, but the long hauls will lose out.\r\n\r\nIf the European buyers are still keen to buy from China, in spite of the tariffs, they will simply have to pay more money for the Chinese goods, which is exactly what happened with America, when Trump imposed tariffs. Another effect could be retaliatory tariffs from China on goods coming from the EU, which is bad for world trade in general.\r\n\r\nIn conclusion, it\u2019s clear that this is a fascinating space which needs to be watched very carefully, as in a tense situation like this, opportunities can come and go very quickly.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Julia Swales\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Foundation for Future Supply Chain","post_title":"The EU launches an investigation into Chinese wind turbine producers","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-eu-launches-an-investigation-into-chinese-wind-turbine-producers","to_ping":"","pinged":"","post_modified":"2024-0
26087-03 16:16:25","post_modified_gmt":"2024-07-03 15:16:25","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22914","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21171","productGallery":null,"woo_quick_view":"[woosq id= 22914]","postGallery":"","post_type_name":"Post"},{"ID":"22918","post_author":"3","post_date":"2024-07-03 11:20:38","post_date_gmt":"2024-07-03 10:20:38","post_content":"With all the attention given to the dynamic economies of South East Asia such as Vietnam, Thailand, Malaysia, and Indonesia the Philippines tends to get forgotten.\r\n\r\nYet the Philippines has considerable potential for exploiting the shift in production activities away from China. It has a large, if relatively unskilled, workforce and an existing electronics assembly sector of some importance. The opportunities for logistics investment are considerable.\r\n\r\nA good example is a large new port project that has just been launched. The Philippines-based International Container Terminal Services, or \u2018ICTSI\u2019, announced in May that it had commenced planning a new international container terminal in Bauan in southern Luzon. It aims to be the second largest terminal in the country after the Manila International Container Terminal, with 900 meters of quay, at least eight ship-to-shore gantry cranes, and an estimated capacity of over two million TEUs per annum. ICTSI s
2608ays that the terminal will have \u201cunencumbered access to Southern Luzon\u2019s expressways\u201d. The project is scheduled to start in 2025 and is estimated to cost US$800m.\r\n\r\nThere are also rumors that the Indian port company Adani Group is seeking to build a terminal in Bataan, although there seems to be confusion over how realistic these plans are.\r\n\r\nAt a more prosaic level, the Philippines government has also just announced a program of port expansion for agricultural products, designed to support food imports for its growing population. Earlier in the year it revealed a new project for a large deep-water agri-bulk terminal in Northern Mindanao and the most recent initiative suggests it is looking to build 17 of such facilities. The issue of food costs is politically sensitive in the Philippines and the government is looking to improve the functioning of the food supply chain.\r\n\r\nThe logistics developments across Southeast Asia reflect both the growth in globally positioned assembly operations and the increase in domestic consumer demand in the economies. Although the large port developments may grab the headlines, there has also been a steady expansion in road building in countries such as the Philippines and Indonesia. This is amplifying the opportunities for warehousing and contract logistics-related infrastructure.\r\n\r\nAuthor: Thomas Cullen\r\n\r\nSource: Ti Insight","post_title":"The Philippines is also experiencing a logistics investment wave","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-philippines-is-also-experiencing-a-logistics-investment-wave","to_ping":"","pinged":"","post_modified":"2024-07-03 11:20:38","post_modified_gmt":"2024-07-03 10:20:38","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22918","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22919","productGallery":null,"woo_quick_view":"[woosq id= 22918]","postGallery":"","post_type_name":"Post"},{"ID":"22922","post_author":"3","post_date":"2024-07-03 11:50:20","post_date_gmt":"2024-07-03 10:50:20","post_content":"John Manners-Bell, Chief Executive of Transport Intelligence and Founder of the Foundation for Future Supply Chain, moderated a panel of shipping industry experts at \u003Ca href=\"https://www.tocevents-europe.com/en/home.html\"\u003ETOC Europe\u003C/a\u003E 2024 on 11th June. The panelists presented on the state of the market, looking at the data, exploring the trends and examining resilience. Will the cycle of boom/bust continue, characterised by adversarial relationships between shipper and carrier? It seems likely\u2026 As Peter Sand, \u003Ca href=\"https://www.xeneta.com/\"\u003EXenata\u003C/a\u003E chief analyst told delegates, the Red Sea crisis and bursts of regional port congestion continue to present problems to container trades, while the looming threat of tit-for-tat tariff wars is causing demand spikes.\r\n\r\nLars Jensen, CEO and Partner at Vespucci Maritime, talked about an unstable, highly unpredictable environment: port congestion is still in pandemic level territory, rate levels are likely to go back up to pandemic levels too; in the Red Sea, sanctions aren't having the desired effect \u2013 the West has become more irrelevant as the trade wars intensify; freight forwarders are becoming increasingly fragmented; there are more concerted cyber-attacks occurring against the top three container terminals in the world; consolidation is becoming more common \u2013 Intra-Asia is the largest consolidation in the world and a major battle ground. \"How can shippers navigate this unpredictable environment better than their competitors? It\u2019s a matter of being flexible and adaptable as everyone is in the same situation.\"\r\n\r\nAccording to Lamia Kerdjoudj, Managing Director - Secretary General at FEPORT (Federation of European Private Port Companies and Terminals) the profile of ports is changing. Getting back to normal will not happen quickly in this disrupted world. Ports used to be essentially used for trade and commercial activity, now many ports have taken on renewed importance from a military and defence point of view, including the dual use of port infrastru
2608ctures. Drug trafficking has become a real problem, but checks can be disruptive, from both a non-shipping related and cargo handling perspective. \u201cWe are living in a very difficult moment, facing many crises at the same time. We need to focus and make choices, as there is so much uncertainty\u201d.\r\n\r\nProf Dr Indra Vonck, Partner at \u003Ca href=\"https://www.mtbs.nl/about-mtbs/#:~:text=MTBS%20is%20the%20leading%20international,%2C%20transactions%2C%20and%20business%20cases.\"\u003EMTBS\u003C/a\u003E (Maritime &amp; Transport Business Solutions) said we need to stop being inwards focused and instead look outside of the box. Ports are globally connected supply chains and state-owned enterprises which drive wealth. They are extremely resilient. \u201cIt is an interesting industry for investment if this is matched to the current situation, not just investing to invest\u201d.\r\n\r\nOlaf Merk, from the \u003Ca href=\"https://www.itf-oecd.org/\"\u003EInternational Transport Forum at OECD\u003C/a\u003E, stated that container routes are the least resilient in shipping and every disruption is an opportunity to raise prices. \"This is a poly-crisis with cascading effects\". A local crisis becomes a global crisis as the shipping industry is so interconnected. Supply chain crises are the new normal and so is serial price hiking. The container shipping market has become used to cyclicality over the decades, but it is still evolving \u2013 it is the younger sibling in shipping, as in the tanker and dry bulk markets volatility is nothing new.\r\n\r\nOmera Khan, Founder and CEO at OQK Associates also spoke about a poly-crisis. She said that supply chains are being rewired at source and destination. There are now more strategic collaborations between service providers and \u2018ugly duckling\u2019 solutions are needed to develop more resilient supply chains.\r\n\r\nAs Gavin van Marle from \u003Ca href=\"https://theloadstar.com/\"\u003EThe Loadstar\u003C/a\u003E aptly said, \"this opening session at TOC largely revolved around one thing \u2013 or several, depending on your perspective \u2013 the rolling wave of crises that continually threaten container supply chains\".\r\n\r\nAuthor: Julia Swales\r\n\r\nSource: Ti Insight","post_title":"World trade is in tumultuous waters","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"world-trade-is-in-tumultuous-waters","to_ping":"","pinged":"","post_modified":"2024-07-03 11:50:20","post_modified_gmt":"2024-07-03 10:50:20","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22922","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20193","productGallery":null,"woo_quick_view":"[woosq id= 22922]","postGallery":"","post_type_name":"Post"},{"ID":"22925","post_author":"3","post_date":"2024-07-03 11:54:39","post_date_gmt":"2024-07-03 10:54:39","post_content":"The logistics infrastructure of South East Asia (S.E. Asia) continues to develop. The latest news from the region is an announcement of plans for a new port in Malaysia and an extension of the rail links with China.\r\n\r\nThe new port in Malaysia appears to be part of a national initiative to focus on the development of ports, with the country already having announced an extensive development of the container terminals at Port Klang. In March the government of the province of Negeri Sembilan signed an agreement with the property developer Tanco Holdings to build a new port at Port Dickson on the Straits of Malacca near Kuala Lumpur. As the facts around the development have emerged it remains unclear how large this facility will be in terms of the number of containers handled, however, Tanco Holdings have said that the new port will include an estate of \u201c480 acres\u201d and a further 33.66 hectares of the sea bed to be dredged. Bearing in mind the density of sea-borne traffic through the Straits it would seem reasonable to assume the port will be considerable.\r\n\r\nElsewhere in the region the extension of the China-Laos rail link has now reached Thailand. In a statement released last week, Thailand State Railways said that the link to Laos and China was now operational. Chinese railways had already constructed a high-speed rail link between Kunming and Vientiane which initially was an extension of the Chinese high-speed rail passenger network, however, rail freight capabilities have been established in parallel with this. The connection to Thailand will give Thai, Laos, and Chinese shippers an alternative to maritime container transport, in the S.E. Asia. It may al
2608so offer an alternative to the road freight networks that span the region from China to Singapore. These are increasingly capable but may be less competitive against the rail for the movement of high volumes of containers.\r\n\r\nThis is of strategic importance to all these economies as they seek to position themselves as locations for assembly activities at a global level.\r\n\r\nAuthor: Thomas Cullen\r\n\r\nSource: Ti Insight","post_title":"S.E. Asian logistics infrastructure continues to expand","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"s-e-asian-logistics-infrastructure-continues-to-expand","to_ping":"","pinged":"","post_modified":"2024-07-03 11:54:39","post_modified_gmt":"2024-07-03 10:54:39","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22925","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22926","productGallery":null,"woo_quick_view":"[woosq id= 22925]","postGallery":"","post_type_name":"Post"},{"ID":"22929","post_author":"3","post_date":"2024-07-03 11:56:54","post_date_gmt":"2024-07-03 10:56:54","post_content":"In the race to adopt renewable fuels for shipping, it\u2019s clear that there is a knowledge gap, with around 700,000 seafarers needing to be trained in the safe handling of new fuels.\r\n\r\nJulia Swales, Senior Editor at Transport Intelligence, interviewed \u003Ca href=\"https://www.linkedin.com/in/peter-schellenberger-05320/\"\u003EPeter Schellenberger\u003C/a\u003E, Director and Founder at \u003Ca href=\"https://www.google.co.uk/url?sa=t&amp;rct=j&amp;q=&amp;esrc=s&amp;source=web&amp;cd=&amp;cad=rja&amp;uact=8&amp;ved=2ahUKEwj7vpDsn-WGAxXsUkEAHbbXM2oQFnoECBMQAQ&amp;url=https%3A%2F%2Fwww.novamaxis.com%2F&amp;usg=AOvVaw1tw8n3-4bF_RCAk508bqQ4&amp;opi=89978449\"\u003ENovamaxis\u003C/a\u003E Pte Ltd Brand Ambassador and Advisory about this critical situation and the need for intermediate solutions.\r\n\r\nThe race is still on. There are new ships available, ready for alternative fuels such as LNG, ammonia and methanol, but key port supply chain security for green energy sources is lacking. Also, the engine manufacturers are still finalizing technology, dual-fuel approaches and recommendations (such as WinGD with ammonia). As usual, Singapore is leading the efforts and the first ammonia bunkering has happened there recently. The only green solution that is already available is replacing conventional fuels or adding to them with biofuels. These work with most current engine technologies and can be added to conventional fuel up to 100% (as proven on the Great Lakes). Of course, this too comes at a surcharge and discussions are ongoing about who will foot these bills.\r\n\r\nThe uptake of renewable fuels is directly related to the trade of these vessels. Container vessels tend to have liner traffic with usually maximum 14-20 key ports, which means that the supply of green fuels at some point will not be so complex. Bulkers and tankers can have up to 150 key ports, often in remote areas. This results in difficult bunker planning and higher costs for such operators.\r\n\r\nThe knowledge gap is huge. It is estimated that about 700.000 seafarers need to be trained in new fuels and safe handling (since for example ammonia is highly toxic). Training market leaders like \u003Ca href=\"https://oceantg.com/\"\u003EOcean Technologies Group\u003C/a\u003E are actively preparing the programs. Of course, there will be additional cost for owners/managers and the struggle between managers and principals will continue because of the need for continuous upgrading and the debate about who will pay for this. Crewing is basically commoditized as seagoing staff may change employers from contract to contract (especially if they work for managers who need to tailor their crew strength quickly around gained or lost fleets).\r\n\r\nThe training of crew before they start working (when they are qualifying) is going to change because of this, but also, post-covid not all officers or ratings pass by the crewing or owner office anymore, for briefing and physical training. This increases the need for meaningful online courses and ship/company specific programs, even digital twin efforts in the future. New skills will have to be certified and well documented in the seafarers\u2019 data set and documents for easy verification.\r\n\r\nMany types of renewable fuel are highly toxic. With strong standards, rules and training the risks may be reasonable but there will be difficult discussions in the industry once there is the first fatality, no matter what the reason for this may be.\r\n\r\nOrganisations such as IMO, flags and others are working on this, but due to their size and multinational nature they will need time for comprehensive solutions. Since the technologies or fuels are already in use and seafarers need to be protected, the industry must come up with self-imposed intermediate solutions for good operations. Also, bodies like \u003Ca href=\"https://www.intertanko.c
2608om/\"\u003EIntertanko\u003C/a\u003E, \u003Ca href=\"https://www.intermanager.org/\"\u003EIntermanager\u003C/a\u003E and others may be able to support this effort. Charterers will eventually only work with vessel owners who comply with either intermediate or regulatory solutions. It is likely that tankers and the container industry will lead the way due to their stakeholders.\r\n\r\nAuthor: Julia Swales\r\n\r\nSource: Ti Insight","post_title":"In the race to adopt renewable fuels for shipping, the knowledge gap is widening","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"in-the-race-to-adopt-renewable-fuels-for-shipping-the-knowledge-gap-is-widening","to_ping":"","pinged":"","post_modified":"2024-07-03 11:56:54","post_modified_gmt":"2024-07-03 10:56:54","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22929","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22424","productGallery":null,"woo_quick_view":"[woosq id= 22929]","postGallery":"","post_type_name":"Post"},{"ID":"22932","post_author":"3","post_date":"2024-07-03 11:59:52","post_date_gmt":"2024-07-03 10:59:52","post_content":"\u003Ch3\u003ETI Insight and \u003Cspan style=\"color: #ff0000;\"\u003E\u003Ca style=\"color: #ff0000; text-decoration: underline;\" href=\"https://www.logisyn.com/\" target=\"_blank\" rel=\"noopener\"\u003ELogisyn\u003C/a\u003E\u003C/span\u003E undertook joint research to highlight Mexico\u2019s emergence as a strong trading partner with the United States and as a growing nearshoring location. This report delves into Mexico\u2019s ascent as the top trading partner with the US, underscored by its remarkable $656 billion in two-way trade since Q1 2023. Industry experts highlight key trends within the transportation and logistics sector and share their outlook and expectations for the Southern Border region.\u003C/h3\u003E\r\n&nbsp;\r\n\r\n\u003Cstrong\u003E\u003Ca href=\"https://ti-insight.com/logistics-growth-opportunities-on-the-us-mexico-border/\" target=\"_blank\" rel=\"noopener\"\u003EDownload Now: Logistics Growth Opportunities on the US-Mexico Border\u003C/a\u003E\u003C/strong\u003E\r\n\r\nThe US-Mexico border has long been a hub of economic activity, shaped by various trade agreements and policies. From the inception of the Border Industrialization Program (BIP) in 1965 to the recent United States Mexico Canada Agreement (USMCA), the region has experienced significant growth and transformation. This brief delves into the key aspects of the Southern Border's trade and logistics landscape, highlighting the impact of near-shoring trends, foreign direct investment (FDI), and infrastructure developments.\r\n\r\n\u003Cstrong\u003EReplacement of NAFTA with the USMCA\u003C/strong\u003E\r\n\r\nThe replacement of NAFTA with the USMCA marked a new chapter in North American trade, fostering increased cross-border land transport and opening doors to near-shoring opportunities. The agreement's labor reforms, aimed at addressing wage disparities and strengthening workers' rights, have played a crucial role in shaping the region's economic dynamics. Despite uncertainties surrounding the USMCA's future, particularly with the upcoming \"sunset provision\" review in July 2026, FDI in Mexico has continued to trend upward. The first quarter of 2024 saw a 9% increase compared to the same period in 2023, with projections reaching $31 billion by year-end.\r\n\r\n\u003Cstrong\u003ENear-shoring production\u003C/strong\u003E\r\n\r\nThe surge in demand for near-shoring production to Mexico has reshaped the landscape of US-Mexico trade. Factors such as proximity to the US, lower labor costs, and the USMCA have made Mexico an attractive destination for manufacturers seeking to mitigate supply chain disruptions and reduce reliance on Asian markets. The automotive industry has been at the forefront of this shift, with companies like Tesla and Maersk investing heavily in the region. Additionally, the Biden administration's Inflation Reduction Act (IRA) has fuelled investment in green technologies, particularly in the electric vehicle sector.\r\n\r\n\u003Cstrong\u003EBorder infrastru
2608cture\u003C/strong\u003E\r\n\r\nTo support the growing trade volumes, significant investments have been made in border infrastructure. The Texas-Mexico Border Transportation Master Plan (BTMP) has allocated $37 billion for over 600 border-wide projects, aiming to enhance connectivity and facilitate the efficient movement of goods. The Laredo Port, which handles $800 million worth of shipments daily, exemplifies the region's pivotal role in global trade. Moreover, the integration of AI and digital tools is revolutionizing customs processes, with experts highlighting the potential for enhanced efficiency and accuracy in data analysis.\r\n\r\n\u003Cstrong\u003EMaquiladoras\u003C/strong\u003E\r\n\r\nMaquiladoras, operating under preferential tariff programs like IMMEX, have been instrumental in attracting FDI and stimulating economic growth in Mexico. The USMCA's labor reforms have further solidified their significance, improving working conditions and advocating for stronger workers' rights. Chinese companies have emerged as major investors in Mexico, seeking to capitalize on the USMCA and circumvent US tariffs. Nuevo Leon, in particular, has seen substantial Chinese FDI, accounting for 30% of the $7 billion invested in the state since late 2021.\r\n\r\n\u003Cstrong\u003ELogistics companies ramping up investments\u003C/strong\u003E\r\n\r\nThe booming cross-border trade has prompted logistics companies to ramp up their investments in transport and warehousing operations. Major players like Ryder, Echo Global Logistics, and Maersk have expanded their presence in the region, establishing new facilities and simplifying brokerage services. Rail intermodal services have also gained traction, with companies like BNSF and Canadian Pacific Kansas City (CPKC) launching new routes connecting the US Midwest with Mexico. Additionally, the logistics industry has witnessed increased M&amp;A activity, with companies acquiring established cross-border firms to gain a competitive edge and tap into their expertise.\r\n\r\n\u003Cstrong\u003EFuture of the Southern Border\u003C/strong\u003E\r\n\r\nThe Southern Border stands at the cusp of a transformative era, driven by near-shoring trends, FDI, and infrastructure developments. As the region continues to evolve, addressing challenges related to labor costs, infrastructure investment, and regulatory burdens will be crucial. By fostering collaboration, leveraging technology, and implementing strategic policies, Mexico can capitalize on the immense potential of cross-border trade and solidify its position as a key player in the global supply chain. The future of the Southern Border is undoubtedly bright, and with the right measures in place, it is poised to become a thriving hub of economic activity, benefiting both the United States and Mexico.\r\n\r\n\u003Cstrong\u003E\u003Ca href=\"https://ti-insight.com/logistics-growth-opportunities-on-the-us-mexico-border/\" target=\"_blank\" rel=\"noopener\"\u003EDownload Now: Logistics Growth Opportunities on the US-Mexico Border\u003C/a\u003E\u003C/strong\u003E\r\n\r\nAuthor: Ti / Logisyn\r\n\r\nSource: Ti / Logisyn","post_title":"The United States \u2013 Mexico Border: A Transformative Era of Trade and Logistics","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-united-states-mexico-border-a-transformative-era-of-trade-and-logistics","to_ping":"","pinged":"","post_modified":"2024-07-03 12:09:20","post_modified_gmt":"2024-07-03 11:09:20","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22932","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22938","productGallery":null,"woo_quick_view":"[woosq id= 22932]","postGallery":"","post_type_name":"Post"},{"ID":"22940","post_author":"3","post_date":"2024-06-29 12:11:49","post_date_gmt":"2024-06-29 11:11:49","post_content":"Container freight rates are continuing to spike upwards. The latest numbers from the freight market-place Freightos, assert that during the past week spot freight-rates on the Asia-Northern Europe route jumped 23% whilst on the Asia-Mediterranean route they have risen 24%. On these trades prices are roughly where they were in early January. According to the Freightos numbers, rates on trans-Pacific routes and other trades have also shot-up over the past week.\r\n\r\nPossibly there are a number of factors behind the increase. Interest rates are falling in a number of western economies and this might be supporting consumer demand, although evidence for this is mixed. There is also some speculation that retailers are rebuilding inventory, triggering suggestions that there might be a very early \u2018peak season\u2019. Yet the Red Sea Crisis continues to be the major driver of higher prices. However, there is the emerging possibility that the crisis might end.\r\n\r\nThere are attempts to agree a cease-fire between Israel and Hamas, with the US Secretary of State seeking to drive through a deal. At present Hamas is resisting but there is clearly a strong possibility that some sort of cessation of violence could take place in the next few days or weeks. This ought to have an impact on the Red Sea Crisis. The reason that the Houthis give for firing missiles at ships is to put pressure on the West to stop supporting Israel. The Houthis clearly also have other motives connected with the Houthis\u2019 Iranian allies and this makes it far from certain that the Houthis will stop firing missiles at ships.\r\n\r\nNone-the-less, it is conceivable that container shipping lines will perceive that it is safe to resume passage through the Red Sea and the Suez Canal in the near future. This is very likely to result in a wave of new shipping capacity hitting the market and this ought to drive-down prices, possibly quite suddenly and quite violently.\r\n\r\nAuthor: Thomas Cullen\r\n\r\nSource: Ti Insight","post_title":"Gaza negotiations has implications for freight rates","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"gaza-negotiations-has-implications-for-freight-rates","to_ping":"","pinged":"","post_modified":"2024-0
26087-04 10:26:55","post_modified_gmt":"2024-07-04 09:26:55","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22940","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19880","productGallery":null,"woo_quick_view":"[woosq id= 22940]","postGallery":"","post_type_name":"Post"},{"ID":"22944","post_author":"3","post_date":"2024-07-03 12:26:55","post_date_gmt":"2024-07-03 11:26:55","post_content":"The integration of Big Data and Artificial Intelligence (AI) is causing a dramatic revolution in the supply chain in today's fast-paced world. These innovations in technology are changing the way businesses handle logistics, optimise workflows, and improve decision-making. Large amounts of high-value data have historically been produced by supply chains; optimising, interpreting, and learning from this data is a challenge that many businesses encounter. Organisations may handle intricate operational difficulties and forecast demand more accurately, comprehend buying cycles, estimate future warehouse capacity, and manage supply chain operations, especially logistics, by utilising Big Data and AI.\r\n\r\nDemand planning and forecasting are two areas where Big Data and AI have the most effects on the supply chain. Conventional techniques for forecasting demand frequently depended on past performance and gut feeling, which could result in errors and inefficiencies. Businesses may now evaluate enormous volumes of data from a variety of sources, including social media, market trends, weather patterns, and economic indicators, thanks to big data.\r\n\r\nThe supply chain is seeing a revolution in operational efficiency because of AI and big data. Inventory control, warehouse management, and route planning can all be optimised with the application of automation and machine learning algorithms. Moreover, AI-powered predictive maintenance guarantees that machinery and equipment are maintained ahead of time, cutting down on maintenance expenses and downtime. AI evaluates real-time data on equipment performance from sensors and Internet of Things (IoT) devices to forecast when maintenance is required. This proactive strategy reduces supply chain interruptions and improves operational continuity.\r\n\r\nImproved cooperation and communication between partners, suppliers, and other supply chain players are made possible by big data and artificial intelligence. Through the provision of a centralised platform for the exchange of real-time data and insights, these technologies facilitate transparent and seamless collaboration. Artificial intelligence (AI) algorithms have the ability to analyse supplier performance, track shipping statuses, and keep an eye on regulatory compliance, ensuring that all parties follow established standards.\r\n\r\nFurthermore, supply chain security and trust are improved by blockchain technology, which is frequently combined with Big Data and AI. It ensures accountability and transparency by offering an unchangeable ledger of transactions. This is especially helpful in sectors where authenticity and traceability are crucial, including the food and pharmaceutical industries.\r\n\r\nThe supply chain is susceptible to a number of hazards and disturbances, such as shifts in the market, natural disasters, and geopolitical unrest. AI and big data are essential for detecting and reducing these dangers. AI systems are able to model various situations and forecast the effects of impending disruptions, enabling businesses to prepare ahead of time and take proactive measures.\r\n\r\nFor instance, a lot of businesses used AI to evaluate the effects of lockdowns and supply chain disruptions during the COVID-19 epidemic. AI models assisted businesses in quickly rearranging their supply chains, finding new suppliers, and responding to rapidly shifting market conditions by evaluating data from impacted areas.\r\n\r\nBig Data and artificial intelligence are not simply catchphrases; they are drivers of a supply chain that is more resilient, responsive, and efficient. Businesses may cut expenses, improve customer satisfaction, and obtain a competitive edge by utilising the potential of these technologies. Big Data and AI integration will continue to be at the forefront of supply chain evolution, spurring innovation and changing how companies conduct business in a more dynamic and complicated global environment.\r\n\r\nAuthor: Dhairya Bahl\r\n\r\nSource: Ti Insight","post_title":"Big Data and AI: Ushering in a New Era for Supply Chain","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"big-data-and-ai-ushering-in-a-new-era-for-supply-chain","to_ping":"","pinged":"","post_modified":"2024-0
26087-03 12:34:32","post_modified_gmt":"2024-07-03 11:34:32","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22944","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20770","productGallery":null,"woo_quick_view":"[woosq id= 22944]","postGallery":"","post_type_name":"Post"},{"ID":"22949","post_author":"3","post_date":"2024-06-30 12:45:31","post_date_gmt":"2024-06-30 11:45:31","post_content":"The prospect of disruption in the East Coast US ports has re-emerged with the International Longshoremen Union (ILA) pulling out of talks with the port employers\u2019 organisation, USMX. The formal negotiations around an agreement to the labour \u2018Master Contract\u2019 were supposed to start on June 11, however, the union issued a statement on June 10, cancelling the talks.\r\n\r\nThe reason given by the ILA for the withdrawal was it had \u201cdiscovered\u201d that \u201cAPM Terminals and Maersk Line are utilizing an Auto Gate system, which autonomously processes trucks without ILA labor. This system, initially identified at the Port of Mobile, Alabama, is reportedly being used in other ports as well\u201d. The union described this as \u201canother example of USMX members unilaterally circumventing our coast-wide Master Contract. This is a clear violation of our agreement with USMX, and we will not tolerate it any longer.\u201d\r\n\r\nThe union statement continued, asserting that \u201cmost of the problems the ILA is facing on the East and Gulf Coast all stem from APM Terminals and Maersk Line. Maersk Line has a track record of pushing automation. They started semi-automation in the Port of Hampton Roads, and have full automation at Pier 400 in Los Angeles, California. The ILA lost tens of thousands of jobs in the 1970s due to containerization, and APM and Maersk seem to be leading the charge to eliminate good, family-sustaining jobs right here in the U.S.\u201d\r\n\r\nThe issue of automation of port operations is a particular concern of the ILA. It views it as a direct threat to the jobs of its members and it is keen to make prohibitions on automation technology a central part of the labour agreements it negotiates. However, it is hard to know if raising this issue at this time is a negotiating tactic by the ILA. Certainly, demanding that automation technology as simple as truck management systems be banned from US ports is an ambitious objective.\r\n\r\nIn theory, the talks need to resume quite quickly as the master contract expires on September 30. Any disruption to East Coast port operations would be a further problem for shipping lines struggling with the problems in the Red Sea and congestion in Asian ports. However, it is tempting to suggest that the latest development will not present an insuperable barrier to a deal being reached later in the year.\r\n\r\nThe wider issue of automation however, is one that even the ILA may be overwhelmed by in the longer term. The whole logistics sector is slowly beginning to increase the level of robotics that it uses, although US ports may be slower to adapt.\r\n\r\nAuthor: Thomas Cullen\r\n\r\nSource: Ti Insight","post_title":"ILA enraged by Maersk automation, storms out from negotiation","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"ila-enraged-by-maersk-automation-storms-out-from-negotiation","to_ping":"","pinged":"","post_modified":"2024-07-04 10:14:04","post_modified_gmt":"2024-07-04 09:14:04","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22949","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21827","productGallery":null,"woo_quick_view":"[woosq id= 22949]","postGallery":"","post_type_name":"Post"},{"ID":"22952","post_author":"3","post_date":"2024-06-30 13:10:19","post_date_gmt":"2024-06-30 12:10:19","post_content":"The parcel delivery industry is undergoing a transformative shift as companies increasingly embrace artificial intelligence and robotics to streamline operations, enhance efficiency, and elevate customer experiences. Major players like Evri, DHL Express and PostNord are at the forefront of this revolution, leveraging cutting-edge technologies to automate time-consuming tasks, optimize workforce planning, and fortify security measures. From AI-powered robotic arms that can sort thousands of parcels per hour with remarkable accuracy to computer vision systems that verify safe deliveries and detect fraudulent claims, these innovations are reshaping the logistics landscape. As e-commerce continues to surge, investing in AI and robotics has become imperative for parcel delivery companies to meet soaring demand, reduce labor costs, and maintain a competitive edge in an increasingly technology-driven industry.\r\n\u003Ch2\u
2608003EEvri introduces AI to improve operations\u003C/h2\u003E\r\nEvri, a major UK parcel delivery company, is making a significant \u00a31 million investment in an artificial intelligence strategy aimed at transforming its operations. The AI strategy has three core focus areas: improving customer service, enhancing parcel security, and optimizing workforce planning. Evri has partnered with AI consultancy Robiquity and formed an \"AI Centre of Excellence\" team to spearhead this transformative work leveraging AI's capabilities.\r\n\r\nOn the customer service front, AI will be utilized to automate simple data collection and issue identification tasks, thereby freeing up human customer service agents to concentrate on resolving more complex matters. This is expected to expedite resolutions and provide a consistently elevated service experience. For parcel security, AI-powered tools will quickly analyze delivery photo data to verify if parcels are being safely left at doorsteps and will cross-check claims data against geo-locations and images to detect potential fraudulent claims. This builds upon Evri's existing ParcelVision technology that monitors all courier delivery photos in real-time. AI will also play a pivotal role in workforce planning by analyzing data to forecast future demands accurately. This will enable Evri to have the right staffing levels at the right locations, enhancing efficiency and delivery success rates.\r\n\r\nLooking ahead, Evri plans to leverage augmented reality headsets for accelerating new courier training by simulating real-world delivery scenarios and teaching optimal response protocols to achieve high customer satisfaction levels.\r\n\u003Ch2\u003EDHL Express introduces DHLBot to automate parcel sorting\u003C/h2\u003E\r\nDHL Express has introduced DHLBot, an AI-powered robotic arm that automates parcel sorting, in two countries in Asia Pacific. The DHLBot can sort over 1,000 small parcels per hour with 99% accuracy, reducing mis-sorts and the need for secondary sorting. It uses 3D and barcode cameras to scan each package and intelligently sorts them into delivery bins for specific courier routes. The robot complements manual sorting to enable hubs to handle greater volumes, increasing overall operational efficiency by at least 40%.\r\n\r\nThe implementation of DHLBot follows a successful pilot that boosted parcel sortation productivity and service quality. It addresses the consistent growth in shipment volumes across Asia Pacific, with DHL Express recording a 17.3% year-on-year increase during the 2020 peak season. The AI-powered robot reduces labor demands during peaks, translates to a safer work environment for employees, and allows couriers more time for route planning. The DHLBot initiative aligns with Deutsche Post DHL Group's Strategy 2025, which involves investing around \u20ac2 billion in automation, robotics, and advanced data analytics to derive greater operational efficiency.\r\n\u003Ch2\u003EPostNord tests AI robotic arm for parcel sorting\u003C/h2\u003E\r\nPostNord recently completed a 6-month pilot project testing the use of an AI robotic arm for parcel sorting at its Rosersberg terminal in Sweden. The project used sophisticated camera technology to allow the AI robot to identify and pick up small parcels from a bulk flow, sorting them onto the correct conveyor belt. It proved highly efficient, roughly twice as fast as a human worker, with very low error rates even when running 24/7.\r\n\r\nBeyond just increasing productivity, the AI robot also helped improve workplace ergonomics and safety by automating repetitive lifting and sorting tasks that can cause strain injuries for human workers. PostNord sees automated singulation of parcels using AI robotics as a cost-effective way to feed existing sorting facilities while reducing manual labor costs.\r\n\r\nThe pilot was deemed a success, and PostNord is now evaluating how to scale up deployment of AI robots across more of its mail terminals. The company also sees potential to use similar AI robotics technology for parcel sorting in the future. PostNord views AI and automation as key to remaining profitable and competitive long-term in the logistics industry.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cdiv\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Paul Chapman\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight\r\n\r\n\u003C/div\u003E","post_title":"AI and Robotics Revolutionizing Parcel Sorting and Delivery Operations","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"ai-and-robotics-revolutionizing-parcel-sorting-and-delivery-operations","to_ping":"","pinged":"","post_modified":"2024-0
26087-04 10:11:57","post_modified_gmt":"2024-07-04 09:11:57","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22952","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19698","productGallery":null,"woo_quick_view":"[woosq id= 22952]","postGallery":"","post_type_name":"Post"},{"ID":"22956","post_author":"3","post_date":"2024-06-30 13:24:58","post_date_gmt":"2024-06-30 12:24:58","post_content":"In a surprise result (perhaps the first of many in the coming few months) Narendra Modi\u2019s BJP party failed to win an outright majority in the Indian General Election. Despite this, with the support of coalition partners, Modi was appointed as Prime Minister for a third term.\r\n\r\nFor the past decade Modi has been able to aggressively push through his own agenda, transforming the Indian economy. At the forefront of his policies has been the \u2018Make in India\u2019 programme which has supported the development of domestic manufacturing. Now, forced to work with his National Democratic Alliance (NDA) coalition partners, Modi\u2019s approach will necessarily be more consensual.\r\n\r\nHowever, that is not to say that there will be any major changes to the direction of his economic policy. His coalition partners are made up of regional parties which seem more interested in ensuring government investment and special status for their own states, rather than rolling back Modi\u2019s style of interventionism. Worries about jobs, inflation and costs seem to be at the heart of Modi\u2019s waning popularity and so his new government is likely to double down on the programmes designed to stimulate the economy, implemented during previous terms.\r\n\r\nMarkets reacted very badly to the news that BJP had lost its overall majority. In particular, the industrial conglomerate, Adani Group, lost about a fifth of its value immediately after news of the election result was broken. Adani is present in the logistics and supply chain sector through its subsidiary, Adani Ports and Special Economic Zone. Once it was clear that Modi would return to government propped up by coalition partners, however, the stocks rallied. To many in opposition this showed the unhealthily close links between parts of \u2018big business\u2019 and Prime Minister Modi. As the opposition leader is quoted as saying by news agency, Nikkei, \"If you have looked at the Adani stocks, Adani is correlated with Modi. If Modi falls, Adani falls.\" Others believe that the volatility in the markets is more related to concerns over whether Modi will be able to push through economic reforms and infrastructure investment given his weaker position.\r\n\r\nIn short, it seems that the Indian government will continue on its course of supporting and protecting key sectors in its developing economy. The aim has been to build out domestic supply chains and reduce dependence on China. Western partners have been supportive of this approach as it also provides them with an alternative low cost, large scale labour market, particularly important given tensions between China and the West.\r\n\r\nWhat is not so welcome are the barriers being placed on the imports of Western goods and investment. India under Modi will continue to follow its historic position of non-alignment, an approach which has seen it at odds with many in the West, especially over its links with Russia. More positively, investment in transport and ICT infrastructure is likely to remain a key policy goal, meaning that logistics links will improve, benefiting both India and its overseas partners.\r\n\r\nAuthor: John Manners-Bell\r\n\r\nSource: Ti Insight","post_title":"Modi falters, but don\u2019t expect changes to supply chain policies","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"modi-falters-but-dont-expect-changes-to-supply-chain-policies","to_ping":"","pinged":"","post_modified":"2024-07-04 10:09:58","post_modified_gmt":"2024-07-04 09:09:58","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22956","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21342","productGallery":null,"woo_quick_view":"[woosq id= 22956]","postGallery":"","post_type_name":"Post"},{"ID":"22959","post_author":"3","post_date":"2024-06-10 13:26:42","post_date_gmt":"2024-06-10 12:26:42","post_content":"The crisis in the Red Sea has had some unex
2608pected effects. One of these is a surge of traffic into certain container ports. Singapore is one of the most affected. The Port Authority of Singapore has issued a statement outlining what is happening at the port and how they are responding.\r\n\r\nThe reason for the congestion, the Port Authority explained was due to \u201cseveral container lines discharging more containers in Singapore as they forgo subsequent voyages to catch up on their next schedules\u201d. Shipping lines are also \u201cleveraging PSA\u2019s cargo handling capabilities to help manage their containers stowage onboard vessels to facilitate expeditious discharge of cargo for their subsequent port calls\u201d. These statements suggest that the container lines have re-designed their route structures to reduce the length of their journeys. This has resulted in more trans-shipment through Singapore.\r\n\r\nThe consequence of the Red Sea-driven congestion, has been an 8.8% year-on-year increase in container throughput volume over the past four months and an increase in ships \u201carriving off-schedule\u201d. If the shipping lines cannot reschedule the arrival of ships, they may face an average waiting time of \u201cabout two to three days\u201d.\r\n\r\nIn an attempt to manage the situation, Singapore has \u201creactivated older berths and yards that have previously been decanted at Keppel Terminal\u201d. The port expects new berths at the Tuas terminal complex to be opened in a few months which will ease the problem.\r\n\r\nSingapore is not alone in seeing a jump in demand driven by the effects of the Cape of Good Hope route. Tanger-Med is experiencing double-digit percentage growth in what was already a large and rapidly growing port complex, whilst other ports in the Western Mediterranean such as Barcelona and Valencia are reported to be seeing growth rates of over 20% in the first quarter of 2024. Of course, there have been losers, notably ports in the Eastern and Central Mediterranean.\r\n\r\nAs Maersk implied in its statement earlier in the week, this congestion is making it harder for the shipping lines to deploy their growing fleet of vessels, which in turn supports higher rates.\r\n\r\nAuthor: Thomas Cullen\r\n\r\nSource: Ti Insight","post_title":"Singapore reacts to Red Sea-driven congestion","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"singapore-reacts-to-red-sea-driven-congestion","to_ping":"","pinged":"","post_modified":"2024-07-03 13:29:51","post_modified_gmt":"2024-07-03 12:29:51","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22959","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1957","productGallery":null,"woo_quick_view":"[woosq id= 22959]","postGallery":"","post_type_name":"Post"},{"ID":"22962","post_author":"3","post_date":"2024-06-06 13:32:30","post_date_gmt":"2024-06-06 12:32:30","post_content":"Maersk released on Monday, June 3, an ad hoc announcement increasing its \u2018guidance\u2019 for the performance of the company for the full year 2024.\r\n\r\nThe statement said that \u201con the back of continued strong container market demand and the disruption caused by the ongoing crisis in the Red Sea, A.P. M\u00f8ller - M\u00e6rsk A/S (APMM) now also sees signs of further port congestions, especially in Asia and the Middle East, and additional increase in container freight rates. This development is gradually building up and is expected to contribute to a stronger financial performance in the second half of 2024\u201d. In terms of results Maersk said that profits would be markedly higher than it had estimated last month, with what it called an \u201cunderlying EBITDA\u201d (Earnings Before Interest, Depreciation, and Amortisation) being US$7-9bn as opposed to the US$4-6bn forecast last month. EBIT (Earnings Before Interest and Tax) would be US$1-3bn, up from a forecast of at best, no profit.\r\n\r\nAn increase in profits of more than half is quite significant. That Maersk made this announcement a little more than a month after its first-quarter results suggests that the conditions in container shipping must have changed rapidly and dramatically. Even in last month\u2019s quarterly numbers, Maersk said its average container freight rate was 23% higher in the first quarter compared to the fourth quarter of 2023, a trend that it foresaw as moderating only slightly in the second half of the year. This new announcement suggests that rates are not moderating, rather they must be at least being sustained at the levels seen in January to March.\r\n\r\nAs implied in the Maersk statement, one of the problems now driving freight rates is the impact of port congestion. Singapore in particular is reporting delays in handling ships, however other ports that have emerged as hubs for trans-shipment on the new Cape of Good Hope route are struggling to cope. This appears to be restraining capacity and thus driving up rates. It does appear to be superficially similar to the effects of port congestion in 2021-2022. Combined with growth in demand from sectors of the market such as Chinese exports, such congestion threatens sustained, higher rates for the foreseeable future.\r\n\r\nAuthor: Thomas Cullen\r\n\r\nSource: Ti Insight","post_title":"Maersk new profit update suggests congestion is driving up rates","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"maersk-new-profit-update-suggests-congestion-is-driving-up-rates","to_ping":"","pinged":"","post_modified":"2024-0
26087-03 13:33:16","post_modified_gmt":"2024-07-03 12:33:16","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=22962","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5777","productGallery":null,"woo_quick_view":"[woosq id= 22962]","postGallery":"","post_type_name":"Post"},{"ID":"23078","post_author":"3","post_date":"2024-07-23 14:57:22","post_date_gmt":"2024-07-23 13:57:22","post_content":"\u003Cspan style=\"font-size: 10pt;\"\u003ECircularity is an intrinsic part of Volvo Trucks\u2019 sustainability strategy. About one third of a new Volvo truck's total weight is made from recycled material. Approximately half of the wrought iron is acquired from recycled metal and 97% of the cast iron is made from recycled iron. Volvo also uses remanufactured parts \u2013 it has green manufacturing plants all over the world. At the end of their lives the trucks are scrapped so that the metals go back into the cycle and the used parts and certain components are sold on.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EVolvo is part of the First Movers Coalition, co-operating with companies such as SSAB (fossil-free steel), BASF (polymers) and Hydro (aluminium). These organisations offer a solution which Volvo creates a market for, when it is still new and at the early stages of development. The Coalition has prompted many other companies to see opportunities and move in this direction. It is also supported by the European Union, because they recognise that partnerships and collaborations increase competitiveness within the industry and advance the circular economy.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Cstrong\u003EFossil-free steel\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EVolvo has SSAB fossil-free steel in production now, but in limited volumes due to supply constraints. Production is still on a pilot scale, but it will increase in the future.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EIn October 2021, Volvo Group unveiled a load carrier for use in mining and quarrying, made of 3000 kilos of fossil-free steel - around 70% of the vehicle weight comes from steel and cast iron. The fossil-free steel is created using hydrogen and zero carbon electricity instead of fossil-fuels or fossil raw materials in a joint venture between Swedish steelmaker SSAB, energy company Vattenfall and iron ore miner LKAB.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EThis is a major milestone in Volvo Truck\u2019s journey towards cutting industrial carbon emissions. If all the steel in a Volvo FH Electric truck could be replaced, the estimate is a 9-ton CO2eq reduction. Volvo delivered the first trucks with fossil-free steel to customers in 2022 and it will ramp up production in the near future.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EVolvo also has an agreement with H2 Green Steel, a company which produces low-carbon steel. The long-term supply agreement is for green steel from H2 Green Steel\u2019s new plant in Boden in Northern Sweden. Start of production is planned for end of 2025 and deliveries to Volvo Group will start mid-2026.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Cstrong\u003EPolymers\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EThe Volvo collaboration with BASF is part of the First Movers Coalition. Together they are looking at the different types of polymers and their usage, such as polypropylene, a highly durable polymer produced from propylene which is by far the most common automotive plastic, used in everything from bumpers to cable insulation to carpet fibers. It is the intention to deliver even more innovations into low-carbon materials, such as recycled plastic.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Cstrong\u003EAluminium\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003ETogether with the Norwegian company \u003Ca href=\"https://www.hydro.com/en/global/media/news/2023/hydro-and-volvo-group-join-forces-to-accelerate-net-zero-transportation/\"\u003EHydro\u003C/a\u003E, Volvo are looking into the different c
2608omponents on the truck which are made of aluminum. They are taking the first steps to make sure that there is as little carbon as possible in the manufacturing process, as it is a very energy intensive material. This involves:\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 10pt;\"\u003EEstablishing a roadmap towards supplying near zero aluminium ahead of 2030.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 10pt;\"\u003ECooperating to enable greater use of low-carbon aluminium in Volvo's production towards supplying net zero aluminium in 2040.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 10pt;\"\u003EValidating new recycling standards for alloys, to optimize material reuse and exploring closed-loop value chains enabling more scrap to be utilized.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 10pt;\"\u003EExploring how Volvo Group's innovative transport solutions can be used in Hydro's mining operations in Brazil to further reduce the carbon intensity of the aluminium value chain.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Cstrong\u003EBatteries\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EVolvo has been working on giving the batteries used in its vehicles a second life, through improving the battery energy storage system (\u003Ca href=\"https://www.volvoenergy.com/en/energy-storage.html\"\u003EBESS\u003C/a\u003E). A BESS works like a large-scale rechargeable battery, storing electricity when it\u2019s abundant, often from renewable sources like the sun and wind. In addition to supplying energy for your business when demand is high, a BESS acts as a reliable backup during outages or disruptions. This system provides financial benefits by optimizing energy costs and promotes a greener grid by reducing reliance on non-renewable sources. At Volvo, BESS will be available for temporary and stationery set-ups, enabling reliable backup power and a stable grid wherever needed. The system is equipped with first-life batteries, but Volvo aims to transition and fully tap into the benefits of second-life batteries.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EAn additional solution has now been developed to refurbish batteries and this is a real milestone for Volvo \u2013 they are not as good as new, but they can be used again in vehicles. Since batteries are so valuable, it\u2019s a real benefit to be able to use the batteries for as long as possible. Normally, when batteries come to the end of the first usage, they have around 70- 80% of capacity left. Volvo takes the batteries back, evaluates them and assesses what is needed to make them as good as possible.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EThe refurbishing is an industrial process which takes place in a production facility in Sweden, the \u003Ca href=\"https://www.linkedin.com/posts/volvo-group_how-we-refurbish-batteries-step-by-step-activity-7215988032196210689-0I-8/\"\u003ESk\u00f6vde\u003C/a\u003E plant, then they are sold and can be used again in electric vehicles, trucks and buses. The refurbished Cube batteries, backed by a two-year warranty, ensure continued performance, and significant reduction of CO2 emissions compared with using a new battery.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EThere are benefits from an environmental and circularity perspective, but they are also cheaper than new batteries. They have some limitations when compared with new batteries, but obviously the intention is that they should still function in an electric vehicle. In theory, it should be possible to refurbish them again, but every time there needs to be an evaluation to see if it's worthwhile and if the cost involved balances out the benefit. It\u2019s still early days when it comes to this type of advanced battery technology and the refurbishing process.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Cstrong\u003EEU Regulations\u003C/strong\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EThe EU End-of-Life Vehicle Regulation previously just applied to light vehicles, but it is now expected to be expanded to trucks and buses too. It will take several years to come into force \u2013 there is a proposal, but it still has to be published and this is a lengthy process, where of course, all different stakeholders will need to give their views. Circularity is important for heavy duty vehicles like trucks, trucks and buses, so it is hoped that this legislation can support the journey. There is also the very comprehensive EU Battery Regulation, covering everything from recycled content to end-of-life management of batteries.\u003C/span\u003E","post_title":"Volvo Trucks is continuing its journey towards becoming a circular business","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"volvo-trucks-is-continuing-its-journey-towards-becoming-a-circular-business","to_ping":"","pinged":"","post_modified":"2024-0
26087-25 13:45:57","post_modified_gmt":"2024-07-25 12:45:57","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23078","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20946","productGallery":null,"woo_quick_view":"[woosq id= 23078]","postGallery":"","post_type_name":"Post"},{"ID":"23090","post_author":"3","post_date":"2024-07-24 09:10:25","post_date_gmt":"2024-07-24 08:10:25","post_content":"Ti Insight's latest research into the global parcels market reveals a landscape of dynamic growth and regional disparities. The comprehensive analysis, part of TI\u2019s Express Market Sizing Analysis, offers a detailed look at the industry's performance over the past five years and projects future trends through 2028. This in-depth study examines key factors driving market expansion, including the surge in e-commerce, evolving consumer behaviors, and the impact of global economic conditions. By dissecting the market into segments such as domestic versus international shipments and B2B versus B2C deliveries, TI Insight provides a nuanced understanding of the forces shaping this rapidly evolving sector.\r\n\r\nThe global express parcels market has demonstrated substantial growth over the past five years, expanding from \u20ac396.4 billion in 2019 to \u20ac518.5 billion in 2023, with a compound annual growth rate (CAGR) of 6.9%. This growth trajectory, however, has not been without fluctuations. The market experienced a decline in 2022 but rebounded with a 3.8% growth in 2023. This performance reflects the impact of the COVID-19 pandemic, which initially accelerated e-commerce adoption and increased demand for parcel delivery services from 2020 to 2021. The global parcels market is significantly influenced by regional performances, with Asia Pacific and North America leading the charge. Asia Pacific, valued at \u20ac199.9 billion in 2023, shows the most robust growth with a CAGR of 9.4% from 2019 to 2023. North America follows closely at \u20ac192.2 billion, with a strong CAGR of 7.3%. Europe, ranking third at \u20ac102.4 billion, displays a more modest growth rate of 2.9% CAGR, suggesting a more mature market. Collectively, Asia Pacific and North America account for over 75% of the global market value, underscoring their dominance in the industry.\r\n\r\nThe competitive landscape of the global express parcels market is dominated by major players such as UPS, FedEx, and DHL, who hold a significant share of the market. Other key companies include SF Express, La Poste, USPS, Royal Mail, Sagawa Express, Yamato, and Yunda Express. These carriers represent major global economies including the US, China, UK, Germany, France, and Japan, with most having extensive international operations. The market is segmented into domestic and international sectors, as well as B2B and B2C categories. The domestic segment remains dominant, accounting for 80% of the market value in 2023. However, the international segment is growing at a faster rate, reflecting wider cross-border trade and increased consumer appetite for overseas e-commerce purchases. In terms of business models, the B2C segment has been the growth driver, accounting for 59.4% of the global market in 2023 compared to 47.6% in 2018. This shift is primarily due to the rapid increase in e-commerce retail sales worldwide.\r\n\r\nRecent market trends reveal some unusual dynamics, particularly in developed economies. Despite declining parcel volumes in some regions, operators have managed to maintain revenue growth through strategic price management. This has led to a situation where some carriers are experiencing a decline in both volume and revenue for certain service lines, resulting in a shift from premium to standard services. These trends reflect broader economic challenges, including high inflation and increasing cost pressures in major economies. The global economy is projected to maintain a steady growth rate of 3.2% in 2024 and 2025, mirroring the pace set in 2023. However, the five-year global growth forecast of 3.1% is notably low by historical standards, raising concerns about long-term economic prospects. Alongside these growth projections, global inflation is anticipated to decline steadily, from 6.8% in 2023 to 4.5% by 2025, with advanced economies expected to return to their inflation targets more quickly than their emerging and developing counterparts.\r\n\r\nLooking ahead, TI Insight forecasts continued growth for the global express parcels market. The market is expected to see 9.2% year-over-year growth. By 2028, the market is projected to expand quite significantly, growing at a 5-year CAGR of 7.3% between 2023 and 2028. This growth will be driven by several factors, including continued GDP growth and the exp
2608ansion of e-commerce. In major economies, e-commerce sales are expected to maintain their growth trajectory, with the UK, US, and China's e-commerce sales forecast to grow at 9.7%, 14.8%, and 9.2% respectively.\r\n\r\nThe global express parcels market is at a critical juncture, balancing between mature markets showing signs of saturation and emerging markets with high growth potential. The industry faces challenges such as economic uncertainties, inflationary pressures, and shifting consumer behaviours. However, it also presents opportunities in the form of technological advancements, cross-border e-commerce expansion, and the potential for market consolidation. As the market continues to evolve, carriers will need to adapt their strategies to navigate these complex dynamics, focusing on price optimization, service diversification, and operational efficiency to maintain growth and profitability. The coming years will likely see increased competition, particularly in high-growth regions like Asia Pacific, as well as a greater emphasis on sustainable and innovative delivery solutions to meet changing consumer expectations and regulatory requirements.\r\n\r\nRead the latest \u003Ca href=\"https://ti-insight.com/whitepapers/global-express-market-sizing-analysis-2024-2028/\"\u003EWhitepaper on Global Express Parcels Market\u003C/a\u003E Insight from Ti Insight\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cdiv\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Paul Chapman\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insights\r\n\r\n\u003C/div\u003E","post_title":"B2C Segment Drives Parcel Market Growth, Fueled by E-commerce Boom","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"b2c-segment-drives-parcel-market-growth-fueled-by-e-commerce-boom","to_ping":"","pinged":"","post_modified":"2024-07-24 09:58:57","post_modified_gmt":"2024-07-24 08:58:57","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23090","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"15871","productGallery":null,"woo_quick_view":"[woosq id= 23090]","postGallery":"","post_type_name":"Post"},{"ID":"23093","post_author":"3","post_date":"2024-07-24 09:14:34","post_date_gmt":"2024-07-24 08:14:34","post_content":"\u003Cspan data-contrast=\"auto\"\u003EUS East and Gulf Coast port workers are prepared to \u201chit the streets\u201d on 1 October, according to the president and chief negotiator of the International Longshoremen\u2019s Association (ILA), Harold Daggett.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:384,&quot;335559740&quot;:279}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe current master contract between the ILA and US Maritime Alliance (USMX) expires on 30 September, and\u003C/span\u003E\u003Cspan data-contrast=\"auto\"\u003E\u00a0Mr Daggett warned that the employers were \u201crunning out of time\u201d to negotiate a new agreement.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:384,&quot;335559740&quot;:279}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003E\u201cOnly 80 days remain before the end of our current contract and we are waiting on USMX,\u201d he said on Friday.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:384,&quot;335559740&quot;:279}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EMr Daggett said the ILA members were \u201c100 percent behind him\u201d and willing to \u201chit the streets\u201d on 1 October if the union\u2019s contract demands were not met.\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe ILA cancelled master contract negotiations with the USMX on 10 June, after union members took issue with APMT/Maersk\u2019s \u201cauto gate system\u201d, which autonomously processes trucks,\u00a0\u003C/span\u003E\u003Cspan data-contrast=\"auto\"\u003E\u201cviolating our current master contract,\u201d explained Mr Daggett.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:384,&quot;335559740&quot;:279}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe automated system was initially identified at the port of Mobile in Alabama, but according to the ILA it is also being used at other ports. The union has refused to meet with the USMX \u201cuntil the auto gate issue is resolved\u201d.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:384,&quot;335559740&quot;:279}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe ILA said it had observed an \u201cincreasing number of IT personnel on marine terminals\u201d, and that APMT and Maersk\u2019s IT departments in Charlotte, North Carolina, were \u201cencroaching on their jurisdiction\u201d.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:384,&quot;335559740&quot;:279}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EAt a July 2023 convention, Mr Daggett asked: \u201cWho the hell is a foreign company like Maersk to come on to American soil and build fully automated terminals?\u003C/span\u003E\u00a0\u003Cspan data-contrast=\"auto\"\u003EThis foreign company Maersk tries to shove fully automated terminals down our throats and for what reason? To eliminate good paying American jobs, ILA jobs.\u201d\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:384,&quot;335559740&quot;:279}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe union 
2608is also waiting for the results of an audit of jobs created out of new technology \u2013 a report it has \u201cbeen anticipating for almost two contract periods\u201d.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:384,&quot;335559740&quot;:279}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EMr Daggett emphasised that the union would not \u201centertain any discussions about extending the current contract\u201d, or on getting help from outside agencies to \u201cinterfere with negotiations\u201d, which, he said,\u00a0\u003C/span\u003E\u003Cspan data-contrast=\"auto\"\u003E\u201cincludes the Biden administration and Department of Labor\u201d.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:384,&quot;335559740&quot;:279}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EWhen, and if, the USMX resumed negotiations, the ILA said, it expected shipping companies \u201cto recognise the contributions ILA longshore workers made during the pandemic, when ports remained open, allowing companies to record billion-dollar profits\u201d.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:384,&quot;335559740&quot;:279}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EA strike across the east and Gulf coast ports would cause major supply chain issues, especially with west coast port workers not accepting diverted cargo in solidarity.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:384,&quot;335559740&quot;:279}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EA brief sliver of hope of avoiding a strike came at the end of June when the ILA announced it had reached agreement with USMX member South Carolina Ports, in Charleston \u2013 but the master contract agreement still hangs in the balance.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:279}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cem\u003ESource: Charlotte Goldstone, \u003Ca href=\"https://theloadstar.com/us-east-and-gulf-coast-dockers-ready-to-hit-the-streets-in-80-days/\"\u003ELoadstar\u003C/a\u003E\u003C/em\u003E","post_title":"US East and Gulf Coast dockers ready to 'hit the streets' in 80 days","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"us-east-and-gulf-coast-dockers-ready-to-hit-the-streets-in-80-days","to_ping":"","pinged":"","post_modified":"2024-07-24 09:14:34","post_modified_gmt":"2024-07-24 08:14:34","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23093","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19880","productGallery":null,"woo_quick_view":"[woosq id= 23093]","postGallery":"","post_type_name":"Post"},{"ID":"23097","post_author":"3","post_date":"2024-07-24 09:16:04","post_date_gmt":"2024-07-24 08:16:04","post_content":"\u003Cdiv\u003E\u003Cspan lang=\"EN-IN\"\u003EAccording to \u003Ca href=\"https://www.transporeon.com/en\"\u003ETransporeon's\u003C/a\u003E latest data, the European road freight capacity index decreased by -7.5% year on year in June 2024, marking the sixth consecutive fall this year.\u00a0\u003C/span\u003E\u003C/div\u003E\r\n\u003Cdiv\u003E\u003C/div\u003E\r\n\u003Cdiv\u003E\u003C/div\u003E\r\n\u003Cdiv class=\"infogram-embed\" data-id=\"_/c7Xz5LUFAiWPi0mnqpVi\" data-type=\"interactive\" data-title=\"Transporeon July 2024\"\u003E\u003C/div\u003E\r\n\u003Cscript\u003E!function(e,n,i,s){var d=\"InfogramEmbeds\";var o=e.getElementsByTagName(n)[0];if(window[d]&&window[d].initialized)window[d].process&&window[d].process();else if(!e.getElementById(i)){var r=e.createElement(n);r.async=1,r.id=i,r.src=s,o.parentNode.insertBefore(r,o)}}(document,\"script\",\"infogram-async\",\"https://e.infogram.com/js/dist/embed-loader-min.js\");\u003C/script\u003E\r\n\u003Cdiv\u003E\u003C/div\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EThe Capacity Index in May 2024 was 94.67. A reading under 100 indicates a capacity constrained environment.\u00a0The Capacity Index has been over 100 since November 2022, suggesting that capacity availability has not been an issue over the past year. However, the rate of capacity increases has been falling gradually since March 2023, suggesting a reduced capacity surplus\u00a0and that the capacity situation in the European road freight is normalising.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003ECompared to the previous month (May 2024), capacity in June 2024 has increased marginally by 1.5%. This signals a slight drop in demand, as evidenced by the reading of 96.10.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EI In June 2024, the Spot Price Index slid by -1.7% from May 2024 to 132.16. However, compared to the same period in the previous year, the Spot Price Index rose by 12.6%. On the other hand, the Contract Price Index showcased a modest growth of 0.4% from the previous month to 125.87 in June 2024 and a 4.0% growth from the previous year.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EIn June 2024, the Eurozone's Purchasing Managers' Index showed a further contraction in the manufacturing activity across the bloc from 47.3 in May 2024 to 45.8 in June 2024, while the new orders index dropped to 44.4 in June 2024 from 47.3 in May 2024. Intriguingly, input costs increased on the pricing front for the first time since February 2023, causing manufacturers in the eurozone to lower their discounts. For instance, according to sources, steel beam prices moved upwards in June 2024 due to rising production costs and increased offers from major mills in the eurozone. Sources also suggest that steel manufacturers were concerned with lacklustre demand which led to a comparable pricing situation between steel beam stock and freshly rolled steel.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EA spike in fuel prices, driver wages, tolls, and electricity rates contributed significantly to the increased operational costs for hauliers in the EU. So much so, the cost of electricity was one of the topics at the meeting of the Spanish Union of Steel Companies (Unesid) recently. The Association long c
2608autioned the authorities to Spain's high energy costs associated with steel production.\u003C/p\u003E\r\n\u003Cp style=\"font-weight: 400;\"\u003EOverall, low demand continues to push spot rates down; however, the magnitude of spot rate declines appears to be decreasing. This may indicate a less negative demand environment that could lead to rate normalization. On the supply-side, operating costs such as vehicle maintenance, insurance and tire costs, remain elevated compared to previous years, keeping cost high.\u003C/p\u003E\r\n\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Shruti Sasidharan\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"Is the European road freight capacity normalizing?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"is-the-european-road-freight-capacity-normalizing","to_ping":"","pinged":"","post_modified":"2024-07-24 09:18:22","post_modified_gmt":"2024-07-24 08:18:22","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23097","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1982","productGallery":null,"woo_quick_view":"[woosq id= 23097]","postGallery":"","post_type_name":"Post"},{"ID":"23102","post_author":"3","post_date":"2024-07-24 09:19:54","post_date_gmt":"2024-07-24 08:19:54","post_content":"China and Russia are continuing to expand their Arctic container shipping links.\r\n\r\nThey have launched a sea-rail service, Arctic Express No 1, which will involve railing containers from Moscow to Archangel, the only port in north-western Russia. From there, containerships will move the goods to China through the Arctic Ocean.\r\n\r\nThis service, covering around 13,000 km over 20-25 days, is expected to be one week faster than the Northern Sea Route (NSR).\r\n\r\nChina\u2019s ambassador to Russia, Zhang Hanhui, said on Friday the economic and trade ties between the two countries had stayed resilient. And diplomatic ties had strengthened amid the sanctions against Russia following its invasion of Ukraine.\r\n\r\nIn 2023, trade between Russia and China was just over $240bn, exceeding the target of $200bn. In the first five months of this year, it grew 3% year on year, to nearly $97bn.\r\n\r\nMr Zhang said: \u201cThe infrastructure in our countries is inadequate to fully meet our growing logistics and transportation needs, and it\u2019s imperative to open new logistics channels to further expand Sino-Russian economic and trade cooperation.\r\n\r\n\u201cChina has always advocated the peaceful development of the Arctic, and the creation of Arctic shipping routes. Over the past decade, the leaders of China and Russia have continued to pay attention to the development of Arctic shipping routes, and the governments have established mechanisms to explore Arctic cooperation.\u201d\r\n\r\nReferring to Yangpu Newnew Shipping\u2019s\u00a0\u003Ca href=\"https://theloadstar.com/first-arctic-liner-link-with-china-started-by-new-new-shipping/\"\u003Elaunch\u003C/a\u003E\u00a0of the first regular container shipping service between China and the Russian part of the Arctic Ocean last July, Mr Zhang said 14 round-trips have been completed since then.\r\n\r\nThe ambassador continued: \u201cSea-rail intermodal transport links and cooperation between Russia and China in shipbuilding will effectively promote bilateral trade, investment and technological innovation, and inject new meaning into the development of the \u2018Ice Silk Road\u2019.\u201d\r\n\r\nThe latest move comes after Russia\u2019s state nuclear agency, Rosatom, signed an agreement with Yangpu Newnew last month, pledging to operate routes through the NSR and to build up to five ice-breaking box ships. Rosatom is targeting to move at least 50m tonnes of cargo through the NSR this year.\r\n\r\n\u003Cem\u003ESource: Martina Li, \u003Ca href=\"https://theloadstar.com/china-and-russia-develop-their-cargo-links-with-an-ice-silk-road/\"\u003ELoadstar\u003C/a\u003E\u003C/em\u003E","post_title":"China and Russia develop their cargo links with an \u2018Ice Silk Road\u2019","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"china-and-russia-develop-their-cargo-links-with-an-ice-silk-road","to_ping":"","pinged":"","post_modified":"2024-0
26087-24 09:19:54","post_modified_gmt":"2024-07-24 08:19:54","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23102","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5808","productGallery":null,"woo_quick_view":"[woosq id= 23102]","postGallery":"","post_type_name":"Post"},{"ID":"23106","post_author":"3","post_date":"2024-07-24 09:23:15","post_date_gmt":"2024-07-24 08:23:15","post_content":"This July, a German team tested an aircraft engine\u2019s compatibility with future fuels, starting with traditional Jet-A fuel, which confirmed the V2500 engine\u2019s functionality. The focus then shifted to HEFA-SPK, a sustainable aviation fuel (SAF) made from reclaimed fats, which significantly reduces carbon emissions. The engine performed flawlessly, and the company joined an industry group to establish standards for 100% SAF, eliminating the need for fossil fuels.\r\n\r\nFor nearly a century, kerosene has been the primary fuel for aircraft. Now, a new generation of sustainable aviation fuels (SAFs) could potentially reduce the aviation industry\u2019s carbon emissions by half by 2050.\r\n\r\nSAF is certified jet fuel (Jet-A/A1) but differs from traditional jet fuel, which is entirely derived from fossil resources. Today\u2019s SAF is a blend of conventional fossil fuel and synthetic components made from various renewable feedstocks, including used cooking oils, fats, plant oils, and municipal, agricultural, and forestry waste.\r\n\r\nSAF is undeniably the future for air transport.\r\n\r\nGermany\u2019s M\u00f6nchengladbach Airport (EDLN) became the country\u2019s first to provide continuous SAF supplies. Partnering with TotalEnergies for regular deliveries of blended SAF produced via the HEFA pathway, the fuel will be distributed by Rheinland Air Service (RAS).\r\n\r\nThe Civil Aviation Authority of China (CAAC) established the country\u2019s first technical centre for SAF in Chengdu, focusing on standard setting and product research. This centre will lead efforts to develop industry policies and standards for SAF products and quality control, aiming to create a Chinese certification system for sustainable fuel.\r\n\r\nWhat does this spell out for the future of SAF regarding costs?\r\n\r\nThe EU SAF blending quota will rise from 2% in 2025 to 70% by 2050, leading to significant additional costs.\u00a0 IATA Director General Willie Walsh indicated that the SAF cost premium would increase airfares, estimating SAF production will meet 0.53% of global jet fuel demand in 2024, costing airlines $3.75 billion and adding $2.4 billion over conventional fuel costs, with CORSIA-related costs adding another $600 million.\r\n\r\nThis is evident in airlines introducing new charges to pass costs on.\r\n\r\nThe Lufthansa Group introduced an environmental surcharge on tickets issued from June 26 for flights departing from January 1, 2025, from the EU, UK, Norway, and Switzerland. This surcharge, ranging from 1 to 72 euros ($1.08 to $78), aims to cover rising regulatory environmental costs, including the ReFuelEU SAF blending quota, adjustments to the EU Emissions Trading System (EU ETS), and the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). Luis Gallego, CEO of International Airlines Group (IAG), noted that EU net-zero targets and SAF adoption will raise airfares and impact demand.\r\n\r\nIn 2023, SAF accounted for 0.2% of Lufthansa\u2019s fuel needs, making it a major SAF customer. IAG\u2019s Gallego warned that EU targets might make European airlines less competitive, advocating for consistent global decarbonisation efforts.\r\n\r\nAuthor: Jenan Hasan\r\n\r\nSource: Ti Insight","post_title":"The Dawn of Sustainable Aviation Fuel","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-dawn-of-sustainable-aviation-fuel","to_ping":"","pinged":"","post_modified":"2024-07-24 09:23:15","post_modified_gmt":"2024-07-24 08:23:15","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23106","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23107","productGallery":null,"woo_quick_view":"[woosq id= 23106]","postGallery":"","post_type_name":"Post"}
2608,{"ID":"23110","post_author":"3","post_date":"2024-07-24 09:25:31","post_date_gmt":"2024-07-24 08:25:31","post_content":"\u003Cp style=\"text-align: left;\"\u003EEvidence from the International Energy Agency (IEA) and Bloomberg New Energy Foundation suggests that peak sales of internal combustion engine (ICE) vehicles passed as long as eight years ago. Whatever your opinions of them, electric powered vehicles are gradually taking over. Current and future climate policies are set to significantly reduce transport crude oil demand - by the equivalent of US daily use in just 10 years time.\u003C/p\u003E\r\nAs can be seen in the figure below, global ICE vehicle sales hit their peak in 2017 and are in increasing decline. The next image shows Bloomberg NEF estimates of sales market share by vehicle type. You can see that where a fifth and a quarter of sales among cars and buses respectively were EVs, just 4% were vans and trucks - but this is set to change too.\r\n\u003Cp style=\"text-align: center;\"\u003E\u003Cimg class=\"wp-image-261786 aligncenter\" src=\"https://ti-insight.com/wp-content/uploads/2024/07/Peak-ICE--300x149.png\" alt=\"\" width=\"758\" height=\"377\" /\u003E\u003C/p\u003E\r\n&nbsp;\r\n\r\nNot to be ignored are emerging markets - 2- and 3-wheelers are the mode of transport for the majority of the world\u2019s population. You\u2019re more likely to receive a delivery by tuk-tuk than a van in India or Vietnam, and the data suggests that electric versions are already at just below 50% of global sales.\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EThe IEA estimates that global battery electric van and truck sales grew by 35% in 2023, though this was geographically uneven with China accounting for 70% of global sales. Europe is in a growth spurt with 300%+ y-o-y growth, albeit from a low base to 1.5% of market share in 2023. The US also had similar growth but only to an almost insignificant 0.1% of market share.\u00a0\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EEven so, the IEA stated, \u201cEvery other car sold globally in 2035 is set to be electric based on today\u2019s energy, climate and industrial policy settings.\u201d The IEA projection doesn\u2019t take account of strong new policies in recent months, notably the UK and EU but other countries and regions that are set to accelerate EV adoption even further.\u003C/span\u003E\u003C/p\u003E\r\nThe IEA estimates that global battery electric van and truck sales grew by 35% in 2023, though this was geographically uneven with China accounting for 70% of global sales. Europe is in a growth spurt with 300%+ y-o-y growth, albeit from a low base to 1.5% of market share in 2023. The US also had similar growth but only to an almost insignificant 0.1% of market share.\r\n\r\nEven so, the IEA stated, \u201cEvery other car sold globally in 2035 is set to be electric based on today\u2019s energy, climate and industrial policy settings.\u201d The IEA projection doesn\u2019t take account of strong new policies in recent months, notably the UK and EU but other countries and regions that are set to accelerate EV adoption even further.\r\n\r\n\u003Cspan lang=\"EN-US\"\u003E\u003Ca href=\"https://ti-insight.com/wp-content/uploads/2024/07/Picture1.png\"\u003E\u003Cimg class=\" wp-image-261787 aligncenter\" src=\"https://ti-insight.com/wp-content/uploads/2024/07/Picture1-300x107.png\" alt=\"\" width=\"773\" height=\"276\" /\u003E\u003C/
2608a\u003E\u003C/span\u003E\r\n\r\n\u003Cstrong\u003EHow good is this for the climate?\u003C/strong\u003E\r\n\r\nIn a recent report the American Trucking Research Institute (ATRI) suggested that electric HGVs only cut carbon emissions by 30% relative to that of diesel vehicles over their useful lifetimes. This does not match that of the IEA or Bloomberg NEF.\r\n\r\nThe IEA suggest an EV car will emit 50% the carbon dioxide of a diesel one. Bloomberg estimate that current electric vehicle use cuts transport crude oil consumption by 1.7m barrels per day - 3% of global transport demand - or the same as Japan\u2019s daily transport consumption.\r\n\r\nGrid energy power sources vary from country to country. China and India rely heavily on coal for example, where Europe relies far more on renewables proportionately. Relative efficiency of EV and ICE drivetrains are another factor: an EV will transform 85% of the power it receives from the grid into motion where a very efficient ICE, just 15% of the fuel it uses. Consequently a \u2018coal powered\u2019 EV could well emit less carbon dioxide than a diesel vehicle.\r\n\r\n\u003Cstrong\u003ELooking forward\u003C/strong\u003E\r\n\r\nOn current government policies, the IEA suggest that EV use will reduce transport crude oil demand by 10-12m barrels per day by 2035. This is the equivalent of US daily transport demand. Where some may say that this isn\u2019t enough, these projections still show a significant step forward. As governments around the world improve such climate and transport policies, and market demand for new energy vehicles starts to really kick in, so the logistics industry will start playing a big role in cutting global carbon emissions.\r\n\r\n\u003Cstrong\u003EAuthor: Richard Shrubb\u003C/strong\u003E","post_title":"Have internal combustion engines had their day?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"have-internal-combustion-engines-had-their-day","to_ping":"","pinged":"","post_modified":"2024-07-24 09:25:31","post_modified_gmt":"2024-07-24 08:25:31","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23110","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22424","productGallery":null,"woo_quick_view":"[woosq id= 23110]","postGallery":"","post_type_name":"Post"},{"ID":"23115","post_author":"3","post_date":"2024-07-24 09:30:57","post_date_gmt":"2024-07-24 08:30:57","post_content":"e-commerce driven freight out of China is booming apparently. Anecdotal reports suggest that a huge proportion of air freight moved out of China is consignments from Shein and Temu bound for American consumers.\r\n\r\nHowever, the picture is complicated. Certainly, the air freight market is growing as is the air passenger sector, yet the China-US route has pursued a strange trajectory. Data from several sources illustrate that that passenger flights between the two countries have never regained the intensity seen in 2019. For example, numbers from the air transport data source CAPA/OAG show that by 2024 the US was the 13\u003Csup\u003Eth\u003C/sup\u003E\u00a0largest origin/destination for Chinese flight services, down from 6\u003Csup\u003Eth\u003C/sup\u003E\u00a0in 2019. Even Russia is a larger market than the US for China at present.\r\n\r\nOf course, the reason for this is US government policy. The American airlines have pressed the Biden administration not to grant greater access to Chinese airlines citing \u201cexisting harmful anti-competitive policies\u201d. They seem to have had their wish fulfilled.\r\n\r\nThese flight service restrictions are being applied in the face of a strong airfreight market. The latest numbers from IATA show that the global air freight market grew by 14.7% year-on-year in May, whilst the Asia-Pacific market was up 18.1% year-on-year. Load-factors are not particularly high at 44.6%, but are rising.\r\n\r\nThis is also reflected in the results from Cathay Pacific, a Hong Kong based leading passenger and cargo airlines in the Asia-Pacific region. It saw its cargo business grow by 10.2% year-on-year in May whilst passenger service were up by 18.4%. Cathay is furiously introducing new capacity, with the number of \u2018seat kilometres\u2019 up 45% over the past year, yet utilisation has only edged-down. Cathay Pacific described the cargo market out of Hong Kong and the Pearl River Bay area as \u201c \u2018solid\u2019 with particularly strong growth from Hong Kong, the Chinese Mainland, the Taiwan regi
2608on and Southeast Asia\u201d. In terms of the composition of cargo \u201cthere was also an increase in tonnage of general cargo as well as special cargo, with significant movements of high-end electronics, seafood and consumer products\u201d whilst \u201cE-commerce continued to perform well\u201d.\r\n\r\nTherefore the US- mainland China air freight market might be described as reflecting the sort of \u2018geo-political\u2019 risk that has become so characteristic of the contemporary global economy. The effect of limits on passenger services mean that the prospects for belly-freight services between mainland China and the US look restricted. This might imply that freighters may have an opportunity.\r\n\r\nAuthor: Thomas Cullen\r\n\r\nSource: Ti Insight","post_title":"China-US air freight is not normal","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"china-us-air-freight-is-not-normal","to_ping":"","pinged":"","post_modified":"2024-07-24 09:30:57","post_modified_gmt":"2024-07-24 08:30:57","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23115","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23116","productGallery":null,"woo_quick_view":"[woosq id= 23115]","postGallery":"","post_type_name":"Post"},{"ID":"23412","post_author":"3","post_date":"2024-09-03 11:22:11","post_date_gmt":"2024-09-03 10:22:11","post_content":"A new virus is spreading throughout Africa, prompting the\u00a0World Health Organisation (WHO) to declare a Public Health Emergency of International Concern. The new outbreak of mpox (formerly known as Monkey Pox), originated in the Democratic Republic of Congo (DRC) and is a variant of a disease which has been in existence for over a decade. The spread of the new branch of the mpox \u2018family\u2019 throughout the wider region is being blamed on contact between African truckers and sex workers present on many of the main transit routes. This has led to the infection being identified in formerly unaffected countries such as Kenya, Rwanda and Uganda. The death rate resulting from the disease has been estimated by WHO as 3.6% but in previous outbreaks it has been as high as 10%. 500 people are believed to have died from mpox this year in the DRC alone.\r\n\r\nHowever, experts believe that spread of the virus around the world on a wider scale is unlikely. The disease is only passed from person-to-person by close physical contact, such as in the households of a traveller returning from an affected part of Africa. Consequently, the focus of the global health community is ensuring that vaccines are delivered to where they are really needed, central and eastern Africa.\r\n\r\nAccording to the Africa Centres for Disease Control and Prevention (Africa CDC), vaccination programmes are due to start in late August in the DRC. Pledges have been made by the European Union, the USA and Japan to provide funding for the vaccine which is being produced by Danish pharma company, Bavarian Nordic. However, the manufacturer has commented that it has yet to scale up production due to a lack of firm orders and this will take time. It has urged administrators to take decisions quickly, in the meantime donating 40,000 doses itself. The company is in talks with partners throughout Africa to manufacture the vaccine in the region, but this too will take time.\r\n\r\nAnother challenge will be transporting and storing the vaccine. Reuters reports Africa CDC Director General, Jean Kaseya, as saying, \u2018We need to make sure that the supply chain management, the logistics are ready\u2026to ensure that this vaccine will be safely stored and can be safely administered to people who need them.\u2019 The vaccine is presently held in bulk in Denmark and distribution of the drug will required filling, finishing and international delivery of thousands of vials.\r\n\r\nAccording to the US Centre for Disease Control (CDC), the vaccine must either be kept refrigerated (between 2 degrees and 8 degrees Celsius) or frozen. It c
2608an be stored refrigerated for up to 8 weeks after thawing. However, whilst this is a reasonable expectation in developed countries, achieving this level of temperature control in parts of Africa is highly challenging, not least due to a lack of appropriate equipment and power supply.\r\n\r\nProviding Personal Protective Equipment (PPE) to the region will also be a priority. Some experts believe that the disease can be transmitted by droplets and consequently the availability and distribution of face masks may be important although the WHO has said that more research is needed.\r\n\r\nmpox is certainly not the new-Covid-19 and as such it has gathered little attention in developing countries. However, it is having a major impact to communities and economies in parts of Africa. In order to mitigate the effects of the disease on the wider population, the roll out of vaccine programmes must take place swiftly. The global supply chain industry, specifically those sectors involved in temperature controlled logistics and storage, will play an important part in these efforts.\r\n\r\n\u003Cem\u003ESource: Ti Insight / Foundation for Future Supply Chain\u003C/em\u003E\r\n\r\n\u003Cem\u003EAuthor: John Manners-Bell\u003C/em\u003E","post_title":"Cool chain will be critical to mpox vaccine roll out in Africa","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"cool-chain-will-be-critical-to-mpox-vaccine-roll-out-in-africa","to_ping":"","pinged":"","post_modified":"2024-09-03 11:24:27","post_modified_gmt":"2024-09-03 10:24:27","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23412","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23413","productGallery":null,"woo_quick_view":"[woosq id= 23412]","postGallery":"","post_type_name":"Post"},{"ID":"23417","post_author":"3","post_date":"2024-09-03 11:55:28","post_date_gmt":"2024-09-03 10:55:28","post_content":"Government ports in India will face significant disruption if negotiations to avert an indefinite dockworker strike from 28 August fail to reach agreement, union leaders warned.\r\n\r\nThat threat comes as India is pushing hard on port flow enhancements to meet higher export volumes accruing from diversified supply chains.\r\n\r\nAt a recent joint meeting, a federation of six labour groups representing payroll and contract workers across 12 major ports voted unanimously for industrial action.\r\n\r\n\u201cWe have already issued appropriate notices to various port authorities and related government bodies,\u201d T Narendra Rao, general secretary of the Water Transport Workers Federation of India, told\u00a0\u003Cem\u003EThe Loadstar\u003C/em\u003E.\r\n\r\n\u201cWe tried in vain to address our long-overdue charter of demands through seven rounds of talks with port leaders and government representatives over the last three years,\u201d explained Mr Rao.\r\n\r\nHe claimed authorities remained apathetic on worker concerns regarding wage enhancements, productivity-linked rewards and festival bonus entitlements.\r\n\r\n\u201cThe ministry took a highly provocative stand without having any substantial justification and created a stalemate in the discussions,\u201d said the unions \u00a0in their joint strike notice.\r\n\r\nIn the absence of an approved productivity-linked reward scheme since 2021, interim retirees from the ports have lost these benefits, added union sources.\r\n\r\nNo negotiations are planned, but as a routine procedure, union representatives expect an invitation from the chief labour commissioner for conciliatory talks in the coming days, ahead of potential direct government-level intervention.\r\n\r\n\u201cWe will strongly press our demands, which are absolutely legitimate and in the interest of workers,\u201d a labour union source said. \u201cWe will play to our strengths at the ports.\u201d\r\n\r\nOn top of wage-related grievances, the unions are particularly concerned at the government\u2019s drive for privatisation which, they argue, has serious job security repercussions.\r\n\r\nAn updated port management law in late 2022 \u2013 despite strong labour pushback \u2013 sought to transform major port trusts into entities akin to a corporate body.\r\nAnd, pursuing an \u2018asset monetisation\u2019 strategy, Nhava Sheva, which handles a significant portion of India\u2019s containerised trade, is now a full-fledged landlord port, with all terminal facilities licensed to private operators.\r\n\r\nYet, Indian government ports continue to face heightened growth pressures because of a steady erosion of market share to smaller ports, led by Adani Group. For example, a few years ago Adani\u2019s Mundra passed Nhava Sheva port to emerge as India\u2019s top container handler. Mu
2608ndra grew fiscal year 2023-24 volumes 12% year on year, to 7.4m teu, while Nhava Sheva handled 6.4m teu, up 6%, according to data.\r\n\r\nAny port disruption, even if with scattered impact, could make supply chains more challenging for Indian shippers already hit hard by the Red Sea crisis, which has sent vessel schedules off-kilter and ocean freight rates unusually high on some routes.\r\n\r\nThat said, the overall strength of labour unions at Indian ports has eroded considerably over the years, due to the impact of the country\u2019s so-called \u201cgig economy\u201d.\r\n\r\n\u003Cem\u003ESource: Angelo Mathias, India correspondent, The \u003Ca href=\"https://theloadstar.com/deadline-set-for-strike-at-indian-government-ports-say-defiant-union-leaders/\"\u003ELoadstar\u003C/a\u003E\u003C/em\u003E","post_title":"Deadline set for strike at Indian government ports, say defiant union leaders","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"deadline-set-for-strike-at-indian-government-ports-say-defiant-union-leaders","to_ping":"","pinged":"","post_modified":"2024-09-03 11:55:28","post_modified_gmt":"2024-09-03 10:55:28","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23417","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23418","productGallery":null,"woo_quick_view":"[woosq id= 23417]","postGallery":"","post_type_name":"Post"},{"ID":"23421","post_author":"3","post_date":"2024-09-03 12:19:40","post_date_gmt":"2024-09-03 11:19:40","post_content":"Germany\u2019s Bundesbank has revealed that investments by German companies almost doubled in China in the second quarter of 2024 to \u20ac4.8bn, according to the UK\u2019s Financial Times. The overall figure for the first half of 2024 now surpasses the \u20ac6.5bn invested in the whole of 2023, despite the German government\u2019s efforts to reduce the country\u2019s dependence on China \u2013 so-called \u2018de-risking\u2019.\r\n\r\nMuch of the investment has been made by German vehicle manufacturers which, rather than repatriate profits, have decided to double down on the market in order to expand production capabilities. Ironically, one of their aims is to increase their supply chain resilience through policies of localisation in China, reducing their exposure to global supply chains transiting the Suez Canal.\r\n\r\nWhat many European politicians fear is that this policy will leave the German economy vulnerable to any future conflict between China and Taiwan, not only in terms of the impact on the prospects for German manufacturers but also disruption to the import of raw materials, batteries and other critical products. An article written for the Bundesbank asserted that, \u2018\u2026nearly one out of every two firms in the manufacturing sector directly or indirectly sources critical intermediate inputs from China.\u2019\r\n\r\nIt is not just the auto sector which is increasing its commitment to the market. Chemical manufacturer, BASF, is reportedly investing \u20ac10bn in a plant in Zhanjiang, Guangdong which will be its third biggest \u2018Verbund\u2019 site in the world after Ludwigshaven and Antwerp.\r\n\r\nThere is also the impact on German exports to consider. The \u2018In China, For China\u2019 approach will reduce demand for German goods such as intermediate components which in future will be produced locally.\r\n\r\nThe problem which Germany faces is that the level of integration of the two economies is already so great, any \u2018de-risking\u2019, let alone \u2018de-coupling\u2019 is almost impossible to contemplate. Indeed, the latter term has been banned from diplomatic vocabulary given the fear it would upset the Chinese authorities, already riled over Europe\u2019s criticism of their treatment of the Uyghur community in Xinjiang province. A study undertaken by the Kiel Institute estimated that de-coupling would cost the German economy at least \u20ac131bn, and more if the Chinese government retaliated.\r\n\r\nWhilst German and other European politicians are aware of the systemic geo-political threat to supply chains and economies, it seems that there is little they are able \u2013 or willing \u2013 to do. Despite the rhetoric, German corporations are determined to continue with their investment plans due to the profits which can be made in such a large and growing market. To paraphrase one German chemical executive, where in Europe (or indeed the rest of the world) could these types of profits be generated? From the
2608ir perspective, it would be an act of unforgivable self-harm to boycott the Chinese market, leaving it open to local competitors.\r\n\r\nRecent history, however, provides a salutary reminder of over-reliance on a geo-political adversary. Russia\u2019s invasion of Ukraine and the consequent rise in the price of natural gas cost the German economy about \u20ac100bn, according to the German Institute for Economic Research (DIW). Quoted in the Rheinische Post, DIW President Marcel Fratzscher said, \u2018The German economy has been more affected by the crisis because it was more dependent on Russian energy, has a high proportion of the energy-intensive industry, and is extremely dependent on exports and global supply chains.\u2019 This observation applies as much, if not more so, to Germany\u2019s relationship with China. Germany\u2019s European partners will also be concerned given the importance of the industrial powerhouse to the EU\u2019s economy as a whole.\r\n\r\nAuthor: John Manners-Bell\r\n\r\nSource: Ti Insight / Foundation for Future Supply Chain","post_title":"Despite risk fears, German manufacturers double down on China","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"despite-risk-fears-german-manufacturers-double-down-on-china","to_ping":"","pinged":"","post_modified":"2024-09-06 18:29:13","post_modified_gmt":"2024-09-06 17:29:13","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23421","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23422","productGallery":null,"woo_quick_view":"[woosq id= 23421]","postGallery":"","post_type_name":"Post"},{"ID":"23425","post_author":"3","post_date":"2024-09-03 12:23:51","post_date_gmt":"2024-09-03 11:23:51","post_content":"China-Europe rail freight volumes are continuing 2023\u2019s upward trajectory, recording an 11% year-on-year bounce in the first six months of this year, with some 1.23m teu moved.\r\n\r\nData from China State Railway Group, published on government websites, shows more than 11,400 trains operated in the first half of 2024; with the most recent monthly figures suggesting little sign that this positive momentum is dwindling.\r\n\r\nIndeed, July was the third consecutive month in which more than 1,700 trains made the journey between China and Europe, with 1,776 transporting some 185,000 teu.\r\n\r\nGrowth in Chinese rail freight volumes is partly attributable to the disruption in the Red Sea, with shippers eager to find routes around the chaos, but the government has also been rapidly developing rail services in the wake of Russia\u2019s invasion of Ukraine.\r\n\r\nWith traditional China-Europe services through Russia hitting the buffers, Chinese operators have turned to Russia\u2019s southern neighbours, with the number of routings through the likes of Kazakhstan growing.\r\n\r\nAnd these efforts have borne fruit, with China Railway\u2019s CR-Urumqi division having noted an 8.2% year-on-year bump in journeys made, hitting 7,746 in H1, with the operator stating it was \u201cdeepening cooperation\u201d with Kazakh rail services.\u00a0That \u201cdeepening\u201d will include efforts to expand, optimise and reconstruct ports in both countries to better facilitate train transfers.\r\n\r\nIncreasing demand for rail capacity is also feeding into spot rates, with price provided to\u00a0\u003Cem\u003EThe Loadstar\u00a0\u003C/em\u003Elast week indicating a 10% bounce over the preceding fortnight for China to Europe services.\r\n\r\nRates seen by\u00a0\u003Cem\u003EThe Loadstar\u00a0\u003C/em\u003Efor the week commencing 15 July were at around $8,000 for services departing from central China, while from east coast cities they hovered around $9,400.\r\n\r\nAverage rates now being offered by Chinese forwarders on export services have surpassed $10,000 per teu, with some quotes at more than $12,000.\r\n\r\n\u003Cem\u003ESource: Alexander Whiteman,\u00a0\u003Ca href=\"https://theloadstar.com/china-to-europe-railfreight-rates-soaring-as-operators-develop-red-sea-alternatives/\"\u003ELoadstar\u003C/a\u003E\u003C/em\u003E","post_title":"China-to-Europe railfreight rates soaring as operators develop Red Sea alternatives","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"china-to-europe-railfreight-rates-soaring-as-operators-develop-red-sea-alternatives","to_ping":"","pinged":"","post_modified":"2024-09-03 12:23:51","post_modified_gmt":"2024-09-03 11:23:51","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23425","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19564","productGallery":null,"woo_quick_view":"[woosq id= 23425]","postGallery":"","post_type_name":"Post"},{"ID":"23428","post_author":"3","post_date":"2024-09-03 12:28:57","post_date_gmt":"2024-09-03 11:28:57","post_content":"\u201cOver the previous five years, the U.S. demand for foreign goods has charted a curious course. A Covid-led boom was followed by an inflation-led drop. Over the past 9 months, we\u2019ve seen a spirited rally in imported volumes; now this rally seems to be cooling.\r\n\r\nThe USA demands a huge volume of goods each year and is by far the biggest importer of goods in the world. The country is the third most populous in the world (345m people), the largest economy in the world (28.7 Trillion USD), the 
26086th highest GDP per capita at $85k, and 1st when only considering countries with populations over 10 million people.\r\n\r\nAs a result of the above, the country is unsurprisingly a huge driver for goods production and transportation across the world. The American economy faltering means reduced opportunities for exporters across the globe.\r\n\r\nThis brief aims to quickly peer into the real-world data and identify the current trends in demand for consumer goods into the US.\r\n\r\n\u003Cstrong\u003EThe Story in Port Volumes:\u003C/strong\u003E\r\n\r\nIncreased money supply in the US as a result of Covid-battling fiscal and monetary policies in 2021 caused sea freight volumes on the US\u2019s west coast to swell, with H1 2021 throughput at the ports of LA, Long Beach, Oakland, and Seattle totaling 13.36m TEUs, which was 17.3% higher than during the same period in 2019. Volumes remained high in 2022 (13.46m TEUs). The effect of high inflation and interest rates pulled volumes down 23.6% in 2023 to 10.28m TEUs in H1, a level 9.8% below 2019 volumes.\r\n\r\nH1 2024 volumes show that the US economy has been extremely resilient in the face of pressure. Volumes rebounded 14.0% y-o-Y in H1 2024 and are now 2.8% higher than in H1 2019.\r\n\r\n\u003Cstrong\u003EWhat Story Can Be Taken from Recent Port Data?\u003C/strong\u003E\r\n\r\nWhen looking at H1, it would suggest volumes have rebounded well, and the US\u2019s demand for goods is in a very good position. However, when we focus on the latest data, it is clear that the rate of volume growth is slowing. In Q1 2024, volumes were up 19.1% y-o-y, but in Q2, this y-o-y growth dropped to 13.7%. While there is a base effect here, it also suggests the rate of volume recovery is slowing.\r\n\r\nFurthermore, the quarter-on-quarter volume growth from Q1 2024 to Q2 2024 was +7.4%, which is well below the 15-year average of +10.9%, suggesting volumes are now failing to grow in line with expected seasonal fluctuations. This is in contrast to Q4 2023 to Q1 2024, where volumes growth exceeded its 15-year average.\r\n\r\nSome may see warning signs in the fact that volumes are slowing at a level still well below their 2021 and 2022 levels. However, this isn\u2019t hugely surprising, nor is it a sign of a spluttering American economy. Economic activity is no longer being inflated by markets awash with Covid stimulus money. Instead, we\u2019re in a post-inflation world where American consumers remain poorer in real terms, and America\u2019s major trading partners are still only starting to slowly grind into their recovery phases (or failing to even do that, as we see in Germany).\r\n\r\n\u003Cstrong\u003EThe Health of US Consumers\u003C/strong\u003E\r\n\r\nEvidence suggests that US consumers are struggling right now, especially lower-income households, whose ability to cover the extra costs following inflation is depleted.\r\n\r\nAccording to the Financial Times, U.S. consumers, especially lower-income households, are facing financial strain. Dollar General, a key discount retailer, reported that many of its customers, earning less than $35,000 a year, struggle to make ends meet, often running out of money by month\u2019s end. This is reflected in the company\u2019s weak financial performance, with only 0.5% same-store sales growth and a 32% drop in its share price. Persistent inflation, depleted savings, and higher borrowing costs are driving reduced consumer spending on non-essential items.\r\n\r\nUS Consumer sentiment has been steadily improving since mid-2022. Consumer sentiment dropped to 50 in June 2022, the same month when inflation peaked at 9.1%. Since then, consumer sentiment has steadily increased as inflation fell. In Q2 2024, US consumer sentiment averaged 72, up 10 points y-o-y but down 6 points q-o-q. This suggests that confident US consumers have fueled a strong rebound in volume, adding demand pressure to rates. However, this confidence is waning, and the size of the consumer-led demand side pressure may ease in H2.\r\n\r\n\u003Cstrong\u003EConclusion\u003C/strong\u003E\r\n\r\nIn conclusion, initially, the US\u2019s demand for consumer goods rebounded strongly from its big drop in 2023. Markets have absorbed recent numbers as a 
2608sign of another potential slowdown and incoming contraction. However, when looking at the data, we see the economy lost a lot of its rebound momentum in Q2 2024 and into 2024. This is unsurprising, as this momentum was largely unsustainable. In addition, volumes remain down vs. 2021 and 2022, which may also worry the market. However, the reality is that there isn\u2019t enough money in the system to support that same level of activity, though this isn\u2019t a sign of a weak economy.\r\n\r\nAuthor: Nathaniel Donaldson\r\n\r\nSource: Ti Insight","post_title":"Not so Brief: Weakening U.S. demand for goods or a hot recovery starting to cool?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"not-so-brief-weakening-u-s-demand-for-goods-or-a-hot-recovery-starting-to-cool","to_ping":"","pinged":"","post_modified":"2024-09-03 12:28:57","post_modified_gmt":"2024-09-03 11:28:57","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23428","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"625","productGallery":null,"woo_quick_view":"[woosq id= 23428]","postGallery":"","post_type_name":"Post"},{"ID":"23431","post_author":"3","post_date":"2024-08-15 12:29:13","post_date_gmt":"2024-08-15 11:29:13","post_content":"Although not widely reported in the global media, the south east Asian country of Bangladesh is undergoing a period of national unrest with student-led demonstrations forcing out long term Prime Minister Sheikh Hasina who has been forced to resign and flee to India. The trigger for what has been called by many a \u2018coup\u2019 was the imposition of a quota-system for government jobs, although discontent over increased autocratic government has been simmering for many years.\r\n\r\nHasina was widely credited 
2608with turning Bangladesh into a global textile manufacturing hub although rising oil prices \u2013 caused by Russia\u2019s invasion of Ukraine \u2013led to a financial crisis which resulted in a $4.7bn bail out from the International Monetary Fund.\r\n\r\nThe combination of the political and economic crisis has major implications for a range of supply chains, especially those related to the fashion industry. The chaos has caused severe security issues which have prevented the export of goods due to the closure of factories and the unwillingness of business to dispatch boxes to ports and airports. Inland distribution of containers has also been disrupted and many imports remain in port yards leading to high levels of congestion. Chittagong, Bangladesh\u2019s main port was shut for five days and the main rail link with the capital Dhaka was also closed.\r\n\r\nIn an update to customers, shipping line Maersk commented that, several weeks after the violent clashes started and a week after Hasina had fled the country, some factories had started to open up with limited staffing and truck movements were gradually increasing.\r\n\r\nIt is not only the export of clothing which has been affected. It has been reported that there is a major shortage of foreign currency which is impacting on imports of capital goods from India such as machinery used in the textile sector. On top of this, many Indian manufacturers use Bangladeshi companies as vital components of regional value chains, out-sourcing production processes to the country. High inflation has also depressed the Bangladeshi consumer goods market impact on Indian exporters, limiting consumers\u2019 ability to purchase foreign goods.\r\n\r\nThe crisis has been developing for some time. In the summer of 2023, a union official was beaten to death when trying to negotiate a wage settlement at a garment factory. This raised ethical issues for global manufacturers sourcing goods from the country, raising a red flag for investors.\r\n\r\nThe upheaval which has gripped Bangladesh indicates many of the problems involved in doing business with emerging markets. Political instability, caused by or resulting from financial volatility, is a consistent source of supply chain risk. This will be evident in Western markets over the coming weeks as shipments from Bangladesh are delayed causing headaches to retail sourcing managers. Having said that, although there will be significant effects on the textile sector, the contagion should be contained. Bangladesh is not as embedded in global value chains as many other countries across Asia, such as Vietnam. Bangladesh\u2019s dependence on the export of low value finished products has held back the development of the economy but at the same time will limit the impact of the disruption to wider supply chain networks.\r\n\r\nAuthor: John Manners-Bell\r\n\r\nSource: Ti Insight / Foundation for Future Supply Chain","post_title":"Bangladesh coup disrupts global fashion supply chains","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"bangladesh-coup-disrupts-global-fashion-supply-chains","to_ping":"","pinged":"","post_modified":"2024-09-03 12:39:10","post_modified_gmt":"2024-09-03 11:39:10","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23431","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23432","productGallery":null,"woo_quick_view":"[woosq id= 23431]","postGallery":"","post_type_name":"Post"},{"ID":"23435","post_author":"3","post_date":"2024-08-10 12:39:32","post_date_gmt":"2024-08-10 11:39:32","post_content":"Maersk\u2019s just released second quarter results are complex, showing strong demand in some areas but higher costs in others.\r\n\r\nAlthough in-line with the market up-date Maersk issued a few days ago, the company still saw revenue over the first half of the year fall 7.7% year-on-year and over the second quarter, edge-down 1.7% to US$12.8bn. Profits fell significantly year-on-year, with EBITDA (Earnings Before Interest, Depreciation and Amortisation) down 26% at $2.1bn and EBIT down 40% at $963m. The first half of 2023 was a period of healthy returns, so the comparison should not be overly harsh.\r\n\r\nKey to understanding the results is, of course, the trajectory of the \u2018Ocean\u2019 shipping business. Here revenue rose 3.8% year-on-year in the second quarter, but also 4.5% compared to the last quarter, which illustrates how container freight rates have continued to climb. Yet profits were down, as EBITDA fell by 38% and EBIT (Earnings Before Interest and Tax) by 61% year-on-year, although up markedly on the first quarter 2024. Maersk said that \u201crates were up QoQ as additional supply was absorbed by additional capacity requirements from the Red Sea disruption and congestion in key Asian and Middle Eastern ports\u201d. Year-on-year c
2608ontainer volumes were up 6.7% and up 5.9% compared to the first quarter 2024 and utilisation is high, yet it appears the costs of operating the new routes are higher still.\r\n\r\nThe other businesses within Maersk were more stable, with the \u2018Logistics &amp; Services\u2019 business seeing revenue up 7.3% year-on-year in the second quarter and EBIT up 9.6%. Unsurprisingly Maersk\u2019s air freight operations seemed to have prospered, with the \u2018Transported by Maersk\u2019 unit experiencing 8.4% higher revenue. Fulfilment operations also did well.\r\n\r\nThe Terminals business seems to be benefitting from the effects of the Red Sea Crisis, with higher volumes combing with congestion driving up prices, resulting in higher revenue, up by 15% and strong profits, with EBIT up by 31%.\r\n\r\nThe slightly strange message of these results is that Maersk is struggling to make money from higher container freight-rates. These may be high due to the reliance on the Cape of Good Hope route but it appears that the costs of sustaining this operation are also high. This makes the prospects for container shipping even harder to estimate.\r\n\r\nAuthor: Thomas Cullen\r\n\r\nSource: Ti","post_title":"Maersk struggles to make money from high rates","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"maersk-struggles-to-make-money-from-high-rates","to_ping":"","pinged":"","post_modified":"2024-09-05 09:51:18","post_modified_gmt":"2024-09-05 08:51:18","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23435","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5777","productGallery":null,"woo_quick_view":"[woosq id= 23435]","postGallery":"","post_type_name":"Post"},{"ID":"23437","post_author":"3","post_date":"2024-09-03 12:45:33","post_date_gmt":"2024-09-03 11:45:33","post_content":"United Parcel Service (UPS) has been engaged in a huge automation effort over the past four years costing billions of dollars. They have done so with very serious intent to position the small package business for the likely markets of the future.\r\n\r\nThe umbrella description for this is called \u201cNetwork of the Future\u201d.\r\n\r\nOne of the consequences of this initiative is the closure of a large number of existing handling facilities, and redirecting package volumes into the new automated hubs. These hubs are completely automated \u201cwithin the 4 walls\u201d and the goal is to increase the existing 63 projects across the US, to 400 by 2028.\r\n\r\nThis effort will eliminate large numbers of manual operations, (30 in 2023, and 40 scheduled for 2024) which could massively reduce costs. Obviously cost reductions are welcomed so long as efficiency is maintained, or improved.\r\n\r\nBut cost savings are not the real goal here I would respectfully suggest. Ultimately UPS is trying to create a completely automated physical network that will be able, in real-time, to adjust and adapt to market and volume shifts immediately.\r\n\r\nThis would be an enormous prize if they can achieve this. Thanks to advances in technology and robotics, they have a good chance of pulling this off.\r\n\r\n\u003Cstrong\u003EUPS\u2019s Network of the Future: A Transformational Endeavour\u003C/strong\u003E\r\n\r\nUPS\u2019s Network of the Future represents a bold and comprehensive overhaul of the company\u2019s operations, with the aim of revolutionising the logistics industry. At its core, the initiative is centred on automation, facility consolidation, and advanced technology integration. By incorporating robotics, artificial intelligence, and the Internet of Things, UPS seeks to optimise its network, reduce costs, and enhance customer satisfaction.\r\n\r\nA fundamental aspect of this transformation is the consolidation of facilities into larger, more automated hubs. This strategic move is designed to increase efficiency, reduce operational costs, and improve overall network performance. Simultaneously, UPS is investing heavily in automation, deploying robots for various tasks such as package sorting and loading. These technological advancements promise to significantly boost productivity and accuracy while reducing labor-intensive processes.\r\n\r\nThe company is able to attempt this transformation thanks to the general availability and falling costs of (Radio Frequency Identification) RFID technology. This is enabling the shift from a \u2018scanning\u2019 based operation into a \u2018sensing\u2019 based 
2608network. Every item can broadcast its location and status within the network, either constantly or when interrogated by an RFID reader.\r\n\r\nAn RFID driven network can cope with huge volumes of items and does not require the reader to be in line of site of the barcode/tag on the item being scanned. This provides much greater flexibility in designing and running operations. RFID tags are also able to contain more information about the product than just barcodes.\r\n\r\nCrucially, data analytics and machine learning play a pivotal role in the Network of the Future. By harnessing the power of data, UPS can optimise delivery routes, predict demand fluctuations, and make data-driven decisions. This data-centric approach enables the company to respond swiftly to changes in the market and customer needs.\r\n\r\nSustainability is another key pillar of the project. UPS is committed to reducing its environmental impact by incorporating alternative fuels, promoting sustainable packaging, and implementing eco-friendly practices across its operations.\r\n\r\nThe implications of a fully realised Network of the Future are far-reaching. For UPS, it promises substantial cost reductions, increased efficiency, and a strengthened competitive position. Customers can expect faster delivery times, improved tracking visibility, and potentially lower shipping rates. The broader logistics industry is likely to witness increased adoption of automation and AI as companies strive to keep pace with UPS\u2019s advancements.\r\n\r\nHowever, the project is not without its challenges. Overcoming technological hurdles, managing workforce transitions, and mitigating cybersecurity risks are critical to the success of the initiative. Additionally, the dynamic nature of the global economy and geopolitical landscape means that UPS must remain agile and adaptable in its approach.\r\n\r\nThe Network of the Future equips UPS to navigate challenges such as unexpected geopolitical events and significant fluctuations in demand. By leveraging advanced technologies and data analytics, the company can mitigate risks, optimise operations, and maintain service levels.\r\n\r\nUltimately, UPS\u2019s Network of the Future represents a strategic investment in the company\u2019s future. By transforming its operations and embracing innovation, UPS aims to solidify its position as a global leader in logistics and set a new standard for the industry.\r\n\r\nIt has released various videos illustrating the capabilities of its latest automated facilities. They are impressive, but no more than can be found in the automated facilities of various other advanced fulfilment operations elsewhere. But when viewed in concert with a couple of other factors, the recent huge labour contract agreement and the unexpected increase in massive shipment volumes from very low margin shippers, an interesting theory emerges.\r\n\r\nJust automating a number of fulfilment centres and critical hubs will no doubt improve efficiency and some cost savings, but in the context of the entire network, bottlenecks elsewhere will still interrupt or impede network flows. If the entire operational network is automated, it can be \u2018directed\u2019 to respond automatically to unexpected problems and volume surges or falls. The operational cost implications for this scenario are potentially enormous.\r\n\r\nIf this theory is correct, the next question is obviously can UPS achieve such a goal? Well it does have a track record of operating at scale and has always made massive bets on technology, often influencing the entire industry, so perhaps it can. But UPS is not alone in its efforts to leverage technology to transform its operations. All of its peer competitors are investing heavily towards similar goals. So the race is on.\r\n\r\n\u003Cstrong\u003EUPS\u2019s major competitors are also investing heavily in network modernisation and technological advancements.\u003C/strong\u003E\r\n\r\nTo remain competitive, companies like FedEx, DHL, and Amazon Logistics are implementing similar strategies to UPS\u2019s Network of the Future.\r\n\r\n\u003Cstrong\u003EKey areas of focus for UPS competitors:\u003C/strong\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EAutomation and Robotics:\u003C/strong\u003E\u00a0Similar to UPS, these companies are adopting automation technologies for sorting, packing, and loading to improve speed and accuracy.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003ETechnology Integration:\u003C/strong\u003E\u00a0Investments in AI, machine learning, and data analytics are being made to optimise operations, enhance customer experience, and gain insights into market trends.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003ENetwork Optimisation:\u003C/strong\u003E\u00a0Competitors are also focusing on optimising their network infrastru
2608cture, including facility consolidation and the use of advanced routing algorithms.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003ESustainability:\u003C/strong\u003E\u00a0There\u2019s a growing emphasis on reducing carbon emissions and adopting sustainable practices, aligning with industry trends and consumer preferences.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nWhile the specific details of these initiatives may vary, the overall goal is to create more efficient, resilient, and customer-centric logistics networks.\r\n\r\nUPS\u2019s primary competitors in the global package delivery market are FedEx and DHL. Both companies have recognised the need to modernise their operations to keep pace with the evolving industry landscape and increasing customer expectations.\r\n\r\n\u003Cstrong\u003EFedEx\u003C/strong\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EFocus on automation and technology:\u003C/strong\u003E\u00a0FedEx has invested heavily in automation, including self-driving vehicles and robotics, to improve efficiency and reduce costs.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EGround network transformation:\u003C/strong\u003E\u00a0Similar to UPS, FedEx has been working on consolidating facilities and optimising its ground network to enhance delivery speed and reliability.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EEmphasis on e-commerce:\u003C/strong\u003E\u00a0FedEx has expanded its e-commerce services and fulfilment capabilities to cater to the growing online retail market.\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cstrong\u003EDHL\u003C/strong\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EGlobal network expansion:\u003C/strong\u003E\u00a0DHL has focused on expanding its global network, particularly in emerging markets, to capitalise on growth opportunities.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003ETechnology adoption:\u003C/strong\u003E\u00a0The company has invested in technology, including AI and IoT, to improve supply chain visibility and customer experience.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003ESustainability initiatives:\u003C/strong\u003E\u00a0DHL has made significant strides in sustainability by adopting electric vehicles and focusing on carbon reduction.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nIt\u2019s important to note that while these companies are making substantial investments in network modernisation, the pace and scale of their initiatives may vary. Additionally, other players, such as Amazon Logistics and regional carriers, are also engaged in similar efforts.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Ken Lyon\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insight","post_title":"UPS\u2019s network of the future","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"upss-network-of-the-future","to_ping":"","pinged":"","post_modified":"2024-09-03 12:45:33","post_modified_gmt":"2024-09-03 11:45:33","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23437","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20770","productGallery":null,"woo_quick_view":"[woosq id= 23437]","postGallery":"","post_type_name":"Post"},{"ID":"23440","post_author":"3","post_date":"2024-09-03 12:49:43","post_date_gmt":"2024-09-03 11:49:43","post_content":"Only 5% of virgin plastic in the UK is currently recycled, due to the lack of plastic recycling sites. Plans for the UK\u2019s first plastic recycling park were given the green light in 2022 \u2013 the \u00a3165m park will be developed at Protos, the strategic energy and resource hub near Ellesmere Port, Cheshire. It will have the UK\u2019s first waste plastic to hydrogen facility and a PET (polyethylene terephthalate) recycling plant that will take food and beverage packaging, such as plastic bottles, and recycle them for use in making new packaging products.\r\n\r\nThe UK is far behind many other countries in the EU, such as Germany, which leads the way in plastic recycling and Belgium. In 2024, Svensk Plast\u00e5tervinning opened the world\u2019s largest plastic sorting plant \u201cSite Zero\u201d in\u00a0Motala, Sweden, which will sort all Swedish plastic packaging waste into 12 different fractions.\r\n\r\nThe UK government\u2019s economic incentive to encourage companies to use recycled plastics in packaging, the PPT (Plastic Packaging Tax), was introduced on April 1, 2022. Producers of plastic packaging manufactured in, or imported into, the UK must pay GBP 200 per tonne of plastic packaging if it contains less than 30% recycled plastic. The tax does not apply to manufacturers and importers of less than 10 tonnes of plastic packaging per year, packaging exported from the UK, or packaging that is used for licenced human medicines. The United Kingdom\u2019s HM Revenue and Customs (HMRC) announced in 2023 that it \u201ccollected GBP 276 million (\u20ac323 million) in plastic packaging tax (PPT) receipts in the financial year 2022 to 2023\u201d.\r\n\r\nSpain\u00a0and\u00a0Italy\u00a0have also passed laws containing plastic packaging tax provisions. But while the Spanish tax entered into force as scheduled on January 1, 2023, Italy postponed its implementation (not for the first time) until further notice.\r\n\r\nIf c
2608ompanies can prove they are making specific, measurable circularity commitments, with tangible results, they don\u2019t need to pay those taxes \u2013 but without the plastic recycling facilities, this continues to be a problem. Companies are looking at ways to reward consumers if they recycle, but how do they prove to the government that this is happening? This is one of the many questions which is currently being raised.\r\n\r\nJulia Swales talked to Phil Wood, Director Strategic Programmes UK and Ireland at\u00a0\u003Ca href=\"https://www.mondelezinternational.com/\"\u003EMondelez International\u003C/a\u003E\u00a0and asked him how his company are coping with the difficulties of recycling plastics.\r\n\r\nCurrently, the majority of Mondelez packaging is paper-based, glass or metal and this is all recycled or recyclable. The other portion of its packaging is mostly made up of flexible plastic films used to preserve foods and prevent food waste.\r\n\r\nBy 2025, 100% of its packaging around the globe will be recyclable. In addition to the great impact this has on the environment, using less packaging provides an economic benefit by reducing material, transportation and disposal costs.\r\n\r\nCadbury packaging, for example, is made of post-consumer recycled PET \u2013 the plastic has to be chemically recycled through using specialist products and programs. There\u2019s investment going into this now and Mondelez has joined a pact with a number of FMCG suppliers and retailers. Mondelez intends to replace the PET used in Christmas Selection Box Trays with cardboard in the future, and Cadbury Milk Tray has also removed the cellophane plastic wrapping from the outside of its box.\r\n\r\nThe Mondelez brand Philadelphia has launched a cream cheese carton made from 100% recycled plastic \u2013 it claims to be the first cream cheese brand to achieve this. It hasn\u2019t been easy, as recycled plastic is so hard to come by. This is an important step towards limiting waste while supporting a closed loop system. Mondelez is also aiming to reduce virgin rigid plastic by 25% because it is difficult to recycle and therefore more environmentally impacting than the foil wrapper, for example.\r\n\r\nIt\u2019s clear that companies such as Mondelez need more governmental support, such as the building of more plastic recycling parks \u2013 the plastic packaging tax is raking in millions, but having little effect. The other option of course, is to replace plastics with other packaging, as Mondelez is doing. For consumers, a scheme similar to the one in Germany, where you receive money for every plastic bottle that\u2019s put into a bank in supermarkets, would make a big difference. The UK has a long way to go in the journey towards reducing and recycling plastic in packaging, but Mondelez seems to be one of the companies leading the way.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Julia Swales\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight / Foundation for Future Supply Chain","post_title":"The plastic tax is failing to prompt any major shift towards the use of recycled plastics","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-plastic-tax-is-failing-to-prompt-any-major-shift-towards-the-use-of-recycled-plastics","to_ping":"","pinged":"","post_modified":"2024-09-03 12:49:43","post_modified_gmt":"2024-09-03 11:49:43","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23440","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22424","productGallery":null,"woo_quick_view":"[woosq id= 23440]","postGallery":"","post_type_name":"Post"},{"ID":"23443","post_author":"3","post_date":"2024-09-03 13:00:08","post_date_gmt":"2024-09-03 12:00:08","post_content":"Crowdsourcing delivery drivers via online platforms is becoming an increasingly common form of finding delivery drivers in the last mile space. These drivers are classed as independent contractors/freelancers, as opposed to zero-hour contract workers, meaning that providers can circumvent employment legislation regarding zero-hour contracts.\r\n\r\nThis type of work, dubbed as \u2018platform work\u2019, is simply a new means of matching supply and demand for paid labour. Last mile providers which partake in these practices will use their own branded apps to onboard drivers as independent contracts to deliver packages using their own vehicles. Drivers then use the apps to select delivery blocks, navigate routes and manage deliveries, much like delivery drivers that work for restaurant delivery apps (such as UberEats or Deliveroo).\r\n\r\nSome examples of last mile providers which partake in these practices are:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EAmazon\u003C/strong\u003E\u00a0through its Amazon Flex programme\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EDPD\u00a0\u003C/strong\u003Ethrough Stuart, an instant delivery app for local stores and merchants\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EHermes\u00a0\u003C/strong\u003Ethrough its Courier Community app, which allows self-employed couriers to receive delivery assignments\u003C/li\u003E\r\n\u003C/ul\u003E\r\nThe EU now wants new rules to improve the working conditions of people working in the gig economy through the Platform Work Directive.\r\n\r\nThe Platform Work Directive aims to address cases of misclassification of platform workers and ease the way for such workers to be reclassified as employees, guaranteeing easier access to their rights as employees under EU law.\r\n\r\nThe directive obliges EU countries to establish a\u00a0\u003Cstrong\u003Erebuttable\u003C/strong\u003E\u00a0legal presumption of employment at national level, aiming to correct the imbalance of power between the digital labour platform and the person performing platform work. This means that, if certain conditions that indicate control and direction are present, the law in member states will assume that platform workers are employees unless proven otherwise. If platform workers believe they should be treated as employees, they will be able to claim this under the new rules. If a worker is classified as an employee, they gain access to benefits such as minimum wage, paid leave and social security. Following the introduction of the directive, thousands of gig employees could be reclassified as employees, and the onus will be on the platform to prove that workers are really independent.\r\n\r\nThe directive also introduces new rules on algorithmic management in order to ensure that a person performing platform work cannot be fired or dismissed based on a decision taken by an algorithm or an automated decision-making system.\r\n\r\nIn April 2024, MEPs approved the directive. After its publication in the Official Journal of the EU, member states will have two years to incorporate the provisions of the directive into their national legislation.\r\n\r\n\u003Cu\u003EWhat does the Platform Work Directive mean for last mile providers?\u003C/u\u003E\r\n\r\nMember states will establish a legal presumption of employment in their own legal systems, to be triggered when certain conditions that indicate control and direction are found. These conditions will be determined according to national law, whilst also taking into account EU case-law, and will be introduced over the next year.\r\n\r\nThis means that those self-employed drivers that utilise platforms to complete deliveries will be able to claim that they are employed (and thus entitled to legal employment benef
2608its) instead of self-employed if certain conditions are met.\r\n\r\nUltimately, European parcel and postal operators need to be continuously planning in the face of heightened last-mile regulation, driven not just by worker welfare but also sustainability concerns and traffic congestion. Looking forward, it will be interesting to see whether last-mile operators embrace or revoke the evolving regulatory landscape.\r\n\r\nLast mile providers that use platform workers will need to review working conditions of self-employed drivers and assess the relationship between driver and platform and ensure that deliverers are not subject to a subordinate relationship.\r\n\r\nAuthor: Nia Hudson\r\n\r\n\u003Cem\u003ESource: Ti Insight\u003C/em\u003E","post_title":"Delivery drivers set to gain more rights under new EU law","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"delivery-drivers-set-to-gain-more-rights-under-new-eu-law","to_ping":"","pinged":"","post_modified":"2024-09-03 13:00:08","post_modified_gmt":"2024-09-03 12:00:08","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23443","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23444","productGallery":null,"woo_quick_view":"[woosq id= 23443]","postGallery":"","post_type_name":"Post"},{"ID":"23447","post_author":"3","post_date":"2024-09-03 15:57:57","post_date_gmt":"2024-09-03 14:57:57","post_content":"B. Braun is working to eliminate a whole stream of single-use waste, such as syringes and wrap used to pack instruments.\r\n\r\nSingle-use wrap (often called \u2018blue wrap\u2019) has been used for years in the medical industry to pack the instruments while they are sterilized and then stored. It is effective but of course a lot of downstream waste is generated.\r\n\r\nB. Braun is now using reusable containers (typically called rigid sterile containers or RSCs) for this same packing and storage function. There is a dramatic difference in the quantity of downstream waste which is generated.\r\n\r\nAn example is the Aesculap Sterile Container System, consisting of various sizes of\u00a0lids and containers. It also includes accessories such as\u00a0perforated trays, filters, indicator cards, and tamper-evident locks. The sterile containers minimize the risk of microorganism penetration, so that the surgical instruments are sterile for the operating room.\r\n\r\nIn two separate studies it\u2019s been shown that following the initial investment in new equipment for the rigid sterile container process, hospitals save money in their ongoing processing of sterile equipment for the operating room.\r\n\r\nIn a US-based study by Practice Greenhealth, it has been estimated that a conversion to rigid sterile containers can save a medium size hospital up to $20K annually in disposable operating expenses and more than 150 hours in processing time. Hospitals produce more than 5 million tons of waste each year.\r\n\r\nA German-based study in the Health Economics Review, found that use of a sterilization container without an inner wrap has a per-use cost of \u20ac2.05 compared to \u20ac3.87 for two layers of single-use sterilization wrap.\u003Csup\u003E\u00a0\u003C/sup\u003E\r\n\r\nIn addition, for B. Braun the life cycle of a product extends to the individual materials the company gets from external suppliers. For example, B. Braun uses 100% recycled paper obtained from an outside source in some of its product packaging and the circulation of pallets in the B. Braun network is a standard process.\r\n\r\nAuthor: Julia Swales\r\n\r\nSource: Foundation for Future Supply Chain","post_title":"B. Braun's quest to reduce single-use plastic in the medical industry","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"b-brauns-quest-to-reduce-single-use-plastic-in-the-medical-industry","to_ping":"","pinged":"","post_modified":"2024-09-05 11:16:47","post_modified_gmt":"2024-09-05 10:16:47","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23447","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23448","productGallery":null,"woo_quick_view":"[woosq id= 23447]","postGallery":"","post_type_name":"Post"},{"ID":"23650","post_author":"3","post_date":"2024-10-03 10:43:29","post_date_gmt":"2024-10-03 09:43:29","post_content":"Chaos is re-emerging in the container shipping sector. A combination of str
2608ikes in ports in North America and war in the Middle East threatens the return of congestion to shipping.\r\n\r\nIn the US the threatened strike at the East Coast ports by the International Longshoreman\u2019s Association (ILA) has been realised. Although the Union does not appear to have made a definitive statement about the start of the strike, reports from the individual ports and in the media suggest that all of the ports on the US East Coast and the Gulf coast have ceased operations. There are ILA pickets at the entrances to several ports on the East Coast.\r\n\r\nIt is unclear how long the strike will continue, however the employer\u2019s organisation, the \u2018United States Maritime Alliance\u2019, commented that \"In the last 24 hours\u201d they and the ILA had \u201ctraded counter offers related to wages\u201d with the employers increasing \u201cour offer\u201d and that \u201cboth sides have moved off their previous positions\u201d. The ILA continues to make aggressive statements around automation, however it does appear that there is some movement on the core issue of pay.\r\n\r\nThere is also disruption in Canada, with continuing strikes at the port of Montreal which is one of Canada\u2019s largest container ports.\r\n\r\nThe combination of the two strikes will have a substantial impact on freight movement in North America. The US West Coast ports are probably in a better position to cope with increased volumes than they have been in the past, with access to containers somewhat better than in 2021-2022, however the pressure on the rail and road systems will be significant if the strikes continue for more than a few days.\r\n\r\nThe danger for the container shipping sector is that the increasing violence in the Middle East will combine with the closure of East Coast North American ports to disrupt the functioning of shipping networks. Already under pressure from the problems in the Red Sea, container shipping lines may struggle to adapt further their operations, leading to less reliable operations. Container freight rates have fallen over the past several weeks, however, it is possible that these new problems may limit or reverse these falls.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Thomas Cullen","post_title":"East Coast strikes threaten a return to global congestion","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"east-coast-strikes-threaten-a-return-to-global-congestion","to_ping":"","pinged":"","post_modified":"2024-10-02 10:46:03","post_modified_gmt":"2024-10-02 09:46:03","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23650","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1957","productGallery":null,"woo_quick_view":"[woosq id= 23650]","postGallery":"","post_type_name":"Post"},{"ID":"23653","post_author":"3","post_date":"2024-10-03 10:46:18","post_date_gmt":"2024-10-03 09:46:18","post_content":"Demand for weight-loss drugs across the developed world is soaring. Two of the most successful and well known of these medications are produced by Danish pharmaceuticals company, Novo Nordisk: Wegovy, approved for weight management, and the diabetes drug, Ozempic, which manages blood sugar levels. The manufacturer is also responsible for Rybelsus which uses the same active ingredient but is taken orally rather than by injection. With over 110 million people estimated to be living with obesity in the USA alone, the popularity of the drug, and others like it, looks set to continue for many years. One forecast suggests that the weight loss drugs market could rise to $45 billion by 2032 with a compound annual growth rate (CAGR) of 44%. This brings with it enormous opportunities, but also many supply chain and logistical challenges.\r\n\r\nThe supply chain involved in getting the drug to the end-user is complex and global. The active pharmaceutical ingredient in all three of these drugs is called semaglutide, which according to the company, is manufactured wholly in Denmark. The \u2018Fill-Finish\u2019 stage of the process for Wegovy and Ozempic, involving the filling of injection pens, is out-sourced to contract drug manufacturer, Catalent, at its sites in Brussels, Belgium or Bloomington, Indiana and Thermo Fisher in Greenville, North Carolina. The process is so important to Novo Nordisk that it is presently buying three of Catalent\u2019s plants (the two mentioned and a further facility in Anagni, Italy) \u2013 in effect \u2018re-verticalising\u2019 its supply chain. The final assembly of the filled pens and their packaging is either undertaken by Novo Nordisk itself or by PCI Pharma Services, a supplier based in the USA.\r\n\r\nDemand for the drug has been very high and this has resulted in some supply chain bottlenecks especially related to shortages of auto-injector pens. The drug has some side effects, so dosage is restricted at the outset of the course of medication and then gradually increased. Consequently, pre-filled pens come in multiple sizes depending on the dosage and, as a result, shortages of any size c
2608an impact on courses of medication. One of the bottlenecks was due to the temporary closure of Catalent\u2019s Brussels plant after an inspection by the Food and Drug Administration (FDA) in 2021. Disruption to supply lasted throughout much of 2022 and this may be one of the reasons why Novo Nordisk is keen to take over more control of the production stage.\r\n\r\nDemonstrating the strong relationship between product design and supply chain, Novo Nordisk commented in it 2023 report, \u2018We are also thinking strategically about ways to remove bottlenecks in the supply chain. For example, we are seeking to alleviate pressure on device supplies by introducing our medicines in once-weekly rather than daily formulations, and we are exploring ways to reduce the reliance on single-use injection devices.\u2019\r\n\r\nA further problem was the occurrence of what academic Professor Richard Wilding calls \u2018supply chain parallel interactions\u2019. In this case, celebrity endorsements of the weight-loss drug created demand for Wegovy which could not be fulfilled and consequently resulted in the so-called \u2018off-label\u2019 prescription of diabetes drug, Ozempic. Although similar, the drug is not licensed for this purpose. The result was demand amplification leading to shortages of medication for diabetes patients.\r\n\r\nThe shortages are also likely to result in so-called \u2018squirreling behaviour\u2019 by pharmacies. As it is probable that they will only receive part of their order, the usual response is to over-compensate, ordering multiples of what is actually needed. This results in an extreme version of the \u2018bull-whip effect\u2019, with all parties in the semaglutide supply chain overwhelmed by apparent demand. This can ultimately lead to market dysfunction leading to eventual surfeit of product and cost volatility.\r\n\r\nA crucial requirement of the storage and transportation of both Wegovy and Ozempic is that they need to stay within a specific temperature range: 36\u00b0F and 46\u00b0F (2\u00b0C and 8\u00b0C). Degradation of the drug can occur if its environment deviates from this range, limiting its effectiveness. The specialist logistics needs of the drugs have meant that logistics costs are high, impacting on margins for its wholesalers, which, in the USA, include AmerisourceBergen, Cardinal Health and McKesson. Rybelsus is more stable and can be stored and moved at room temperature.\r\n\r\nAs in any market, high demand has led to the risk of counterfeits and trafficked goods. In the US, prescribed medication can cost consumers $1000 for a month\u2019s supply (although it is much cheaper than that in Europe). The high price has driven many consumers to source the drugs on-line from non-licensed suppliers. The medication may be fake, diluted or contain unevaluated variants of the API which could be ineffective or even toxic - hospitalisations have resulted. It was reported in June 2024, that US authorities had seized shipments of Ozempic during its crack down on duty-free de minimis imports of e-commerce goods. According to the Customs and Border Protection (CBP) agency, \u2018Most of the shipments held over 100 pre-filled injection pens. Had all 11 shipments been legitimate with FDA approval, they would have had a combined value of $887,000.\u2019 Popular origins seem to be China and Colombia. Until supply steps up to reach demand or prices drop, this \u2018parallel\u2019 or even black market will persist.\r\n\r\nFor the supply chain and logistics industry, the weight-loss drugs market is a huge opportunity. It is highly logistics-intensive in nature, involving storage and transportation of high value, temperature-controlled products with all the associated environmental monitoring and security considerations. It is international in nature, involving multiple stages within a global value chain. Demand for the drug is high and supply limited making exceptional supply chain management an imperative to avoid what Professor Wilding has termed, \u2018deterministic chaos\u2019. No doubt artificial intelligence will play a part in the analysis of demand, capacity and shipping data to enhance supply chain decision-making.\r\n\r\nSource: Ti Insight / Foundation for Future Supply Chain\r\n\r\nAuthor: John Manners-Bell","post_title":"The logistics of weight loss drugs","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-logistics-of-weight-loss-drugs","to_ping":"","pinged":"","post_modified":"2024-10-02 10:48:24","post_modified_gmt":"2024-10-02 09:48:24","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23653","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23413","productGallery":null,"woo_quick_view":"[woosq id= 23653]","postGallery":"","post_type_name":"Post"},{"ID":"23656","post_author":"3","post_date":"2024-10-02 10:58:22","post_date_gmt":"2024-10-02 09:58:22","post_content":"An investigation by the Financial Times has claimed that an audit of a factory in China run by a joint venture involving German automotive manufacturer, Volkswagen (VW), has fallen short of international standards. Originally a report commissioned by VW concluded that the factory in Xinjiang had found no evidence of abuse of workers. However, it now seems that there were issues with the audit which were not originally declared.\r\n\r\nThe province has been the centre of complaints about the treatment of Muslim Uyghurs by the Chinese government. As a result of VW\u2019s earlier assessment of the audit, the rating agency, MSCI, lifted a \u2018red flag\u2019 on ESG investments in the auto maker. The Inter-Parliamentary Alliance on China (IPAC), an international group of lawmakers, has called for the sanction to be re-imposed, a measure which would compromise VW\u2019s credibility as a \u2018sustainable\u2019 investment opportunity. \"The Inter-Parliamentary Alliance on China is dismayed by the contents of a leaked audit of Volkswagen's investment project in Xinjiang,\" it said to German media organisation, ZDFheute.\r\n\r\nThe dispute is an example of what is being called \u2018value-washing\u2019 - efforts by corporations to gloss over problems in their supply chains relating to the treatment of their suppliers\u2019 workers. Modern slavery, and supply chain ethics more broadly, are becoming important considerations for manufacturers and retailers which have production facilities or source goods from China and emerging markets.\r\n\r\nVW is by no means the first global corporation to be implicated in the alleged abuses in Xinjiang. German chemical company, BASF, is in the process of withdrawing from the region, partly as a result of allegations related to its joint venture partner which were \u2018inconsistent with its values\u2019, despite asserting that there was no evidence employees at its joint ventures were involved in human rights violations. It has to be very careful not to upset the Chinese authorities. When Nike and H&amp;M promised to remove materials produced in the province from their supply chains they faced state-orchestrated boycotts by Chinese consumers.\r\n\r\nVW, as well as Jaguar Land Rover (JLR) and BMW, have all recently fallen foul of US supply chain legislation, the \u2018Uyghur Forced Labor Prevention Act (UFLPA)\u2019, which bans the use of parts made in the region. In 2024, thousands of vehicles were held by US Customs authorities until a part which was identified as being made by a proscribed supplier with links to Xinjiang was replaced. According to a BBC report, JLR said that it would identify and destroy any stock that included the component saying, \u2018[it] takes human rights and forced labour issues seriously and has an active ongoing programme of human rights protection and anti-slavery measures\u2019.\r\n\r\nGlobal manufacturers and retailers are in an unenviable position as they attempt to navigate a path through the political tensions which have arisen between Western and emerging market governments. There can be a clash of cultures resulting in disagreements over what is considered acceptable treatment of workers. Moreover, legislation passed in the West, such as the European Supply Chain Act or the UK\u2019s Modern Slavery Act, is regarded by some emerging markets as an unwelcome projection of Western \u2018soft power\u2019. As the Chinese Foreign Ministry has commented, \u201cThe so-called Uyghur Forced Labor Prevention Act by the US is not about forced labour but about creating unemployment. It does not protect human rights but, under the guise of human rights, harms the survival and employment rights of the people in Xinjiang\u2019.\r\n\r\nAt the same time, Western manufacturers need to please increasingly ethically (and environmentally) aware consumers; comply with ethical supply chain regulations whilst still delivering economic value to shareholders. Trying to achieve these competing strategic goals brings the risk of compromising sustainability credentials, losing markets and could even result in substantial fines. \u00a0\u2018Value washing\u2019 \u2013 projecting a set of ethical values whilst operating in a very different manner \u2013 is a short term and ultimately flawed approach to addressing deep-rooted supply chain challenges.\r\n\r\n\u003Cem\u003E\u003Cspan style=\"font-size: 14px;\"\u003E\u003Cstrong\u003EPre-order John Manners-Bell\u2019s new book, The Good Supply Chain, publishing on 6\u003Csup\u003Eth\u003C/sup\u003E December 2024, \u003Ca href=\"https://www.seapenbooks.com/product-page/the-good-supply-chain-how-being-ethical-and-sustainable-can-bolster-your-co\"\u003Ehere\u003C/a\u003E.\u003C/strong\u003E\u003C/span\u003E\u003C/em\u003E\r\n\r\nSource: Ti Insight / Foundation for Future Supply Chain\r\n\r\nAuthor: John Manners-Bell","post_title":"VW accused of supply chain \u2018value-washing\u2019","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"vw-accused-of-supply-chain-value-washing","to_ping":"","pinged":"","post_modified":"2024-10-02 10:58:22","post_modified_gmt":"2024-10-02 09:58:22","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23656","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"511","productGallery":null,"woo_quick_view":"[woosq id= 23656]","postGallery":"","post_type_name":"Post"},{"ID":"23659","post_author":"3","post_date":"2024-10-02 11:01:56","post_date_gmt":"2024-10-02 10:01:56","post_content":"In late September Ti Research Analyst Richard Shrubb attended part of the Charged Engineering Conference where Mark VanWingerden, Global Product Strategy Manager, eMobility, Eaton explained that in planning a battery electric truck (BET) fleet it pays to give substantially faster charges than the minimum. Ultimately such infrastru
2608cture costs less to install and keeps more of a BET fleet ready for action.\r\n\r\nWith the technology available today, most BETs will not require public charging as part of their daily routines. This is particularly the case with regional and local delivery routes, whose trucks can be charged at the depot without recourse to using public chargers.\r\n\r\n\u003Cstrong\u003EFaster charges for shorter periods\u003C/strong\u003E\r\n\r\nIn the experience of early adopter organisations such as those on the Run on Less trial underway in the United States at present:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003ELocal delivery BETs driving 200km in 24 hours need 150kW of charge over one 2 hour daily session\u003C/li\u003E\r\n \t\u003Cli\u003ERegional delivery vehicles driving 965km in 24 hours with two shifts of drivers will need two, 600kW charges over two hours per session\u003C/li\u003E\r\n \t\u003Cli\u003EA long haul sleeper doing 965km over 24 hours will theoretically need three, 1MW, one-hour charging sessions\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cstrong\u003EWhy?\u003C/strong\u003E\r\n\r\nIt\u2019s all down to the cost-benefit. The long-haul driver will not necessarily be able to get onto a charger the moment they need, and for depot charging it can be cheaper to install fewer, faster chargers than more, slower ones. The graphic below explains the cost-benefit analysis required for each use-case for depot and public charger uses:\r\n\u003Cp style=\"text-align: center;\"\u003EMegawatt charging cost versus benefit\u003C/p\u003E\r\n\r\n\u003Ctable style=\"border-collapse: collapse; width: 100%; height: 100px;\"\u003E\r\n\u003Ctbody\u003E\r\n\u003Ctr style=\"height: 19px;\"\u003E\r\n\u003Ctd style=\"width: 50%; text-align: center; height: 19px;\"\u003E\u003Cstrong\u003ECost\u003C/strong\u003E\u003C/td\u003E\r\n\u003Ctd style=\"width: 50%; text-align: center; height: 19px;\"\u003E\u003Cstrong\u003EBenefit\u003C/strong\u003E\u003C/td\u003E\r\n\u003C/tr\u003E\r\n\u003Ctr style=\"height: 19px;\"\u003E\r\n\u003Ctd style=\"width: 50%; height: 19px;\"\u003EBigger or faster batteries\u003C/td\u003E\r\n\u003Ctd style=\"width: 50%; height: 19px;\"\u003EFlexibility - when and where to charge\u003C/td\u003E\r\n\u003C/tr\u003E\r\n\u003Ctr style=\"height: 19px;\"\u003E\r\n\u003Ctd style=\"width: 50%; height: 19px;\"\u003ERobust power distribution &amp; protection\u003C/td\u003E\r\n\u003Ctd style=\"width: 50%; height: 19px;\"\u003ETime - increased available uptime\u003C/td\u003E\r\n\u003C/tr\u003E\r\n\u003Ctr style=\"height: 19px;\"\u003E\r\n\u003Ctd style=\"width: 50%; height: 19px;\"\u003EThermal management\u003C/td\u003E\r\n\u003Ctd style=\"width: 50%; height: 19px;\"\u003EFast charging with fewer plugs\u003C/td\u003E\r\n\u003C/tr\u003E\r\n\u003Ctr style=\"height: 24px;\"\u003E\r\n\u003Ctd style=\"width: 50%; height: 24px;\"\u003E\u003C/td\u003E\r\n\u003Ctd style=\"width: 50%; height: 24px;\"\u003E\u003C/td\u003E\r\n\u003C/tr\u003E\r\n\u003C/tbody\u003E\r\n\u003C/table\u003E\r\n&nbsp;\r\n\r\n\u003Cem\u003ESource: Charged/Eaton\u003C/em\u003E\r\n\r\nSome 80% of the costs of a fleet electrification programme comes from the infrastructure. That can be a big capital expenditure at the outset that needs not only future proofing but sensible design based on the best available understanding of such infrastructure projects. If done right, low operational expenditure (Opex) will lead to a lower total cost of ownership for the BET fleet than a combustion engined one.\r\n\r\nThe use cases can go up to 3.5MW and more, but the cost of such infrastructure kills the idea off, with the cost-benefit limit at around 1MW. The global Megawatt Charging Standard (MCS) protocol for ultra fast charging is being ironed out as we speak, and at least two companies are planning 1MW+ public charging networks across the UK and Europe. With these chargers will come things like pre-booking for access to a plug and comfortable rest areas for the BET drivers while plugging in.\r\n\r\nThough the cost of depot infrastru
2608cture was discussed in the webinar, something not discussed was the cost of plugging in the BET into a MCS charger. In the experience of EV car and eLCV users, rapid charging can cost the driver more per mile than that of diesel. The question that stakeholders in any planned MCS public charging network need to answer is whether such a problem will be encountered by fleet managers with their long-haul fleets. That is beholden on the charging providers who need to remember for decarbonisation of road logistics to be possible it needs to be financially attractive for logistics companies.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Richard Shrubb","post_title":"Megawatt charging and its implications: Revolutionizing commercial EVs","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"megawatt-charging-and-its-implications-revolutionizing-commercial-evs","to_ping":"","pinged":"","post_modified":"2024-10-02 11:01:56","post_modified_gmt":"2024-10-02 10:01:56","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23659","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19632","productGallery":null,"woo_quick_view":"[woosq id= 23659]","postGallery":"","post_type_name":"Post"},{"ID":"23663","post_author":"3","post_date":"2024-10-02 11:22:03","post_date_gmt":"2024-10-02 10:22:03","post_content":"The US has moved to attempt to shut-off the \u003Cem\u003Ede minimis\u003C/em\u003E feature of international internet retailing that enables low value items to pass through customs with minimal tariffs and customs duties. Joe Biden\u2019s administration stated on the 13\u003Csup\u003Eth\u003C/sup\u003E September that it intended to use \u201cexecutive authority to stop the abuse of the de minimis exemption\u201d. It appears that the White House hopes to use executive powers to attempt to restrict the use of \u003Cem\u003Ede minimis\u003C/em\u003E but is also looking to persuade the American Congress to pass legislation to suppress its use. However, the list of legislation is long and complex, suggesting getting rid of \u003Cem\u003Ede minimis\u003C/em\u003E entirely will not be easy.\r\n\r\nOf course, what Joe Biden is seeking to do is to make life hard for the Chinese e-retailers. The statement asserts that Biden is seeking to \u201cprotect American consumers, workers, and businesses by addressing the significant increased abuse of the de minimis exemption, in particular China-founded e-commerce platforms\u201d. The statement from the White House elaborates that \u201cover the last ten years, the number of shipments entering the United States claiming the de minimis exemption has increased significantly, from approximately 140 million a year to over one billion a year\u201d, but crucially continues, \u201cputting American consumers at risk, undercutting American workers and businesses, and resulting in the importation of huge volumes of low-value products such as textiles and apparel into the U.S. market duty-free\u201d.\r\n\r\nThe prospect of lowering the flow of e-retailing goods from China would have significant effects on logistics markets, especially \u003Ca href=\"https://ti-insight.com/air-ocean-freight-rate-tracker/\"\u003Eair freight markets out of China\u003C/a\u003E. At present the demand from the likes of Shein and Temu are sustaining the healthy demand for airfreight across the Pacific. However, as the details of the White House\u2019s statement imply, blocking-off \u003Cem\u003Ede minimis\u003C/em\u003E may take time. Possibly the price-threshold may be changed, but much of the existing goods flow is likely to be considerably under the US$800 level that \u003Cem\u003Ede minimis\u003C/em\u003E is applied at.\r\n\r\nThe founder of Shein, Donald Tang, responded to the White House statement by asserting that Shein\u2019s competitiveness was not dependent on the \u003Cem\u003Ede minimis\u003C/em\u003E rules. This is very credible. However, the rhetoric within the statement, such as references to \u201cputting American consumers at risk\u201d or \u201cundercutting American workers and businesses\u201d perhaps ought to give Mr Tang more pause for thought. For the push to change the \u003Cem\u003Edi minimis\u003C/em\u003E rules may be motivated by wider political and economic objectives.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Thomas Cullen","post_title":"White House attempts to suppress de minimis rules for packages from China","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"white-house-attempts-to-suppress-de-minimis-rules-for-packages-from-china","to_ping":"","pinged":"","post_modified":"2024-10-02 11:22:03","post_modified_gmt":"2024-10-02 10:22:03","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23663","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22140","productGallery":null,"woo_quick_view":"[woosq id= 23663]","postGallery":"","post_type_name":"Post"},{"ID":"23666","post_author":"3","post_date":"2024-10-02 11:24:28","post_date_gmt":"2024-10-02 10:24:28","post_content":"Deutsche Bahn has sold Schenker to DSV. After years of speculation and discussion, the German state railway has finally agreed to sell Schenker, the freight forwarding, road freight and contract logistics company that it bought in 2002. Contrary to press speculation, the purchaser is Danish freight forwarding, road freight and contract logistics company, DSV.\r\n\r\nThe price agreed is \u20ac14.3bn on what DSV calls an \u201cEnterprise Value basis\u201d.\r\n\r\nThe logic for Deutsche Bahn is fairly obvious. As Richard Lutz, CEO of Deutsche Bahn AG commented, \u201cfocusing on DB's core business is a key requirement for implementing the long-term Strong Rail strategy\u201d. He also said that reducing Deutsche Bahn\u2019s level of debt will \u201cmake a substantial contribution to the Group's financial sustainability\u201d. The sale of Schenker is highly political and Deutsche Bahn has been able to extract guarantees around the retention of jobs within Schenker after the purchase. The supervisory board of Deutsche Bahn still has to approve the deal, however this appears to be a formality.\r\n\r\nDSV summarised the effects of the purchase as a \u201ctransformative transaction for DSV\u201d, which has created \u201ca world-leading player within the global transport and logistics industry\u201d. After having absorbed Schenker, \u201cDSV will have a combined revenue of DKK 293 billion\u201d which is \u20ac39bn or \u20ac43.7bn\u201d and a workforce of 147,000 people in 90 countries.\r\n\r\nDSV explained that the acquisitions were an \u201cintegral part\u201d of \u201cDSV\u2019s growth strategy\u201d. In addition, the company now has the \u201cunique opportunity to create and develop a world-leading logistics provider\u201d. Certainly, DSV will now have stronger positions in many of its markets. It will be one of the worlds largest air and sea freight forwarders. It will be a very large contract logistics provider covering numerous sectors and, DSV will probably be the largest road freight provider in Europe with a particular strength in \u2018less-than-truckload\u2019 services. It is a good question what the impact on the market will be of such a large new provider emerging. Although some parts of DSV will benef
2608it from economies of scale, notably road freight, the impact of others, such as contract logistics may be more complex.\r\n\r\nFor many companies, a purchase of such size would represent a considerable risk. Integration issues in areas such as IT but also market strategy, can negate any added-value from economies of scale. However, DSV has demonstrated on a string of acquisitions that it is extraordinarily good at absorbing other organisations. Not only is strategy well worked-out but execution is generally also energetic. Therefore, judging by past experience, it is likely that DSV will become one of the worlds leading logistics service providers. What its strategy will be from here is unclear. Certainly, DSV may wish to rebalance its geography away from European markets, however its strategy of driving growth through acquisition may become increasingly hard to sustain due to its size.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Thomas Cullen","post_title":"Analysis: Deutsche Bahn finally sells Schenker","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"analysis-deutsche-bahn-finally-sells-schenker","to_ping":"","pinged":"","post_modified":"2024-10-02 11:24:28","post_modified_gmt":"2024-10-02 10:24:28","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23666","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23667","productGallery":null,"woo_quick_view":"[woosq id= 23666]","postGallery":"","post_type_name":"Post"},{"ID":"23670","post_author":"3","post_date":"2024-10-02 11:27:15","post_date_gmt":"2024-10-02 10:27:15","post_content":"The reality of how supply chains are evolving in the face of friction between the West and China is often hard to substantiate. However, the development of industrial and logistics property in South- East Asia is a key part of the new direction supply chains are taking, both within Asia and at a global level.\r\n\r\nFor example, in an interview in \u003Cem\u003ENikkei Asia \u003C/em\u003Elast month\u003Cem\u003E,\u003C/em\u003E the Chairman of the Thai property company Amata, Vikrom Kromadit, commented that the development of Amata\u2019s new industrial park in Laos was driven by the need of both Western but particularly Chinese companies, to deal with political uncertainty, stating \"with the U.S. presidential election looming and uncertainties surrounding China's economic trajectory, we expect more Chinese companies to seek overseas expansion as a lifeline\".\r\n\r\nAmata has just built what it calls an \u201cindustrial city\u201d at Natuey in northern Laos. The development appears a fairly conventional one, composed of assembly facilities and warehouses, however in addition to the usual attractions of cheap labour and low-cost energy the facilities at Natuey also have the additional attraction of being just 10km from the Chinese border.\r\n\r\nIn addition, Natuey is next to the China-Laos railway that has been developed by the Chinese Railway Ministry and gives access to the wider Chinese railway system. This rail system in-turn has been joined to wider passenger and freight rail network that now stretches into Thailand. Road-freight networks across the region have existed for sometime. Although Laos is landlocked, it can access Vietnamese ports through the Mekong and presumably would benefit from the canal that the Cambodians are building linking the Mekong to the sea. The clear purpose is the construct a logistics infrastructure that link Laos not just to China but also to the rest of South East Asia and indeed to global markets.\r\n\r\nCompanies such as Amata have been important is developing not just Thailand but other economies in the region, notably Vietnam. Their industrial parks are a key element in the emergence of such economies as major producers of consumer durables such as furniture and footwear which in-turn represent a large segment of the market for container-shipping. The continued development of this infrastructure across South-East Asia is a strong indicator of the source of container and other trades in the near future.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Thomas Cullen","post_title":"Laos now emerging as a production location","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"laos-now-emerging-as-a-production-location","to_ping":"","pinged":"","post_modified":"2024-10-02 11:27:15","post_modified_gmt":"2024-10-02 10:27:15","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23670","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22919","productGallery":null,"woo_quick_view":"[woosq id= 23670]","postGallery":"","post_type_name":"Post"},{"ID":"23673","post_author":"3","post_date":"2024-10-02 11:31:17","post_date_gmt":"2024-10-02 10:31:17","post_content":"\u003Cspan data-contrast=\"auto\"\u003EWorld economic forum 2023 figures show that 53.6m metric tons of e-waste is being produced every year worldwide, 83% of which isn\u2019t collected. This is a huge, missed opportunity for the circular economy. However, \u003Ca href=\"https://www.hpe.com/uk/en/home.html\"\u003EHPE\u003C/
2608a\u003E is ahead of the curve, according to Ray McGann, Managing Director Hewlett Packard Enterprise Ireland, with its technology renewal centres in Scotland and Andover, Massachusetts. \u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:259}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EIT tech is increasingly being leased and expenditure is growing fast. It increased by 36.9% in the first quarter of 2024 for HPE. When customers are renting IT tech, not buying it, this produces a significant footprint. Sometimes customers keep the equipment, or they extend the lease, or they buy it but then don\u2019t require the asset anymore. Asset upcycling is one of the big inflows in the facility. The level of reintroduction into the market is significant.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:259}\"\u003E\u00a0\u003C/span\u003E\r\n\r\nOn the client side, there are lots of early 1990s assets and storage network devices which come in to be refurbished \u2013 the overall average is mid-1980s. Some assets, such as components, desk tops and hard drives facilitate a very quick turnaround. Others are from legacy systems which go back around 25 years. For some applications or ERP systems that inherently are very valuable, clients want to retain the original software as much as possible.\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe Scottish facility takes in 3 million pieces of unwanted IT equipment every year, which is worth 35 million pounds and weighs 15,875 metric tons \u2013 for context that is over 370 mid-size jet airliners. Over 90% is refurbished and sent for reuse and the rest is recycled. The sister facility in Andover, Massachusetts, processed over 9 million assets this year. \u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:259}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe objective is that nothing that is managed from the HPE facilities in Scotland and Andover ends up in landfill. Anything non-functional and unreliable, which can\u2019t be sold in the open market, goes into recycling for the recovery of plastics and metals. HPE has an annual licence with the \u003Ca href=\"https://www.sepa.org.uk/\"\u003EScottish EPA\u003C/a\u003E, for the quantity of items that can be shipped into Europe from the UK. It\u2019s a very controlled and well-governed process.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;201341983&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:259}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cem\u003ESource: Ti Insight / Foundation for Future Supply Chain\u003C/em\u003E\r\n\r\n\u003Cem\u003EAuthor: Julia Swales\u003C/em\u003E","post_title":"Recycling and reusing old IT tech at HPE","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"recycling-and-reusing-old-it-tech-at-hpe","to_ping":"","pinged":"","post_modified":"2024-10-02 11:31:17","post_modified_gmt":"2024-10-02 10:31:17","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23673","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1075","productGallery":null,"woo_quick_view":"[woosq id= 23673]","postGallery":"","post_type_name":"Post"},{"ID":"23676","post_author":"3","post_date":"2024-10-02 11:39:35","post_date_gmt":"2024-10-02 10:39:35","post_content":"An illustration of the changing structure of global trade is the evolution of Apple\u2019s production geography. Bloomberg has just published an unsourced report outlining the expansion of Indian assembly activities for the new iPhone. The report said that Apple will make \u201cthe most expensive iPhone Pro and Pro Max models in India for the first time this year, a milestone for the US company and the Asian country\u2019s manufacturing sector\u201d. The report continued, stating that the sub-contractor Foxconn will start assembly of these models \u201cwithin weeks of their global launch\u201d and it had already \u201cbegun training thousands of workers at its factory in southern Tamil Nadu state\u201d.\u00a0 Bloomberg said that 14% of Apple\u2019s production now originates from India.\r\n\r\nCertainly, the \u003Ca href=\"https://ti-insight.com/briefs/apple-contributes-to-restructure-of-electronics-supply-chain/\"\u003Eshift to Indian production by the American company\u003C/a\u003E has been remarkably rapid. Just a few years ago Apple was notable for its reliance on China for both assembly operations but also the sourcing of components. It is unclear the degree to which Apple is still reliant on Chinese component suppliers to support its assembly operations in India.\r\n\r\nApple is also unusual in the degree to which it has shifted production to India. Its non-Chinese rivals have much preferred South East Asia for mobile phone assembly, with South Korean firms locating in Vietnam in particular. Therefore, it would be wrong to exaggerate the role of electronics assembly for the growth of both air and sea volumes into India. Certainly, Indian air freight volumes have grown consistently in high single digit percentages for over a year. Much of this has been driven by consumption as well as traditional industries attempting to avoid the problems in the Red Sea. However, the experience of Apple does appear to strongly confirm that India is a viable location for electronics production and therefore, possibly, for other sectors as well. As the world violently restructures its supply chains away from China, India is likely to be an attractive alternative production location.\r\n\r\nIndia has already begun to improve its sea, air and land freight transport capabilities. Over the past year air freight providers in India have begun to overhaul their freight capabilities, with \u003Ca href=\"https://www.aircargonews.net/airlines/indigo-begins-new-india-china-freighter-route/\"\u003EIndiGo introducing new freighter aircraft\u003C/a\u003E and AirIndia being restructured. The level of demand growth is likely to support continuing investment.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Thomas Cullen","post_title":"Apple consolidates production in India","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"apple-consolidates-production-in-india","to_ping":"","pinged":"","post_modified":"2024-10-02 11:39:35","post_modified_gmt":"2024-10-02 10:39:35","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23676","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2997","productGallery":null,"woo_quick_view":"[woosq id= 23676]","postGallery":"","post_type_name":"Post"},{"ID":"23686","post_author":"3","post_date":"2024-10-03 09:22:20","post_date_gmt":"2024-10-03 08:22:20","post_content":"The uptake of more sophisticated technology in shipping is painfully slow. The innovative approach which is needed in shipping today is one based on performance from collected data. The traditional approach, so the ERP solution enterprise softw
2608are, is based on introducing data \u2013 on procurement, maintenance and spare parts, quality and safety (HSQE) and crewing. However, manual processes can\u2019t be taken seriously, because they are so open to human error or misinterpretation.\r\n\r\nGiampiero Soncini, MD of \u003Ca href=\"https://theoceanly.com/\"\u003EOceanly Srl\u003C/a\u003E, told \u003Ca href=\"https://futuresupplychains.org/who-we-are/meet-the-fffsc-advisory-board/\"\u003EJulia Swales, Advisory Board Manager\u003C/a\u003E at the Foundation for Future Supply Chain, that rules and regulations are not keeping up with the needs of the market. As the software his company builds relies on the sensors on the ships, he\u2019s in the process of fighting for rules and regulations that make calibration sensor verification compulsory. Sensors on board ships tend to be neglected. When a data collection analysis system or software is used, it\u2019s important to be 100% sure that the sensors are reliable, so his company have inserted new functionality 
2608in their software and mechanisms which can check that the sensor is emitting accurate data.\r\n\r\nAnother benefit of using more advanced software, is accurate emissions measurement. Regulatory bodies such as the IMO should make flow meters and torque meters compulsory because right now, only one set of data is taken per day. As only the average is recorded, it\u2019s not accurate.\r\n\r\nMajor oil companies were previously being blamed for emissions and pollution, so they decided that tanker owners should undergo self-assessment. They have created a new methodology, so that they can wash their hands of responsibility \u2013 instead it\u2019s offloaded onto the tanker owners. Now we are onto version three of this self-assessment methodology, TMSA. The first version made recent plan maintenance and computerized plan maintenance compulsory, but these disappeared in version two, again showing that rules and regulations do not keep up with the with the needs of the market.\r\n\r\nIn addition, ships don\u2019t have a proper black box \u2013 in the aviation industry the performance of the engines is constantly monitored. However, it is incredible that it is possible to disconnect the transponder manually on an airplane \u2013 this is what happened to the Malaysia 370. It is also possible to disconnect the AIS (Automatic Identification System) manually on ships, but this should be forbidden \u2013 there should be rules and regulations against this too.\r\n\r\nIt's clear that the software landscape in shipping needs to undergo a remarkable transformation, driven by the need for agility, security, and efficiency.\r\n\r\nSource: Foundation for Future Supply Chain\r\n\r\nAuthor: Julia Swales","post_title":"Tougher regulations would boost the uptake of new technologies in shipping","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"tougher-regulations-would-boost-the-uptake-of-new-technologies-in-shipping","to_ping":"","pinged":"","post_modified":"2024-10-03 14:00:33","post_modified_gmt":"2024-10-03 13:00:33","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23686","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1086","productGallery":null,"woo_quick_view":"[woosq id= 23686]","postGallery":"","post_type_name":"Post"},{"ID":"23767","post_author":"3","post_date":"2024-10-23 13:30:54","post_date_gmt":"2024-10-23 12:30:54","post_content":"Maersk has\u00a0issued a results \u201cup-grade\u201d\u00a0one week ahead of its third quarter results. The shipping line stated that \u201con the back of strong third quarter results combined with strong container market demand and the continuation of the Red Sea situation, APMM now expects for the full year 2024 underlying EBITDA of USD 11.0 to 11.5bn and EBIT of USD 5.2 to 5.7bn (previously USD 9 to 11bn and USD 3 to 5bn, respectively)\u201d.\r\n\r\nMaersk also revised upwards the growth of the global shipping container market from 4-6%, which it forecast earlier in the year, to \u201caround 6%\u201d, illustrating that the rise in freight-rates is not just about the Red Sea crisis. Yet the\u00a0Red Sea crisis\u00a0is still important. The latest news from the area is that the Houthis are claiming to have hit a Maersk vessel with drones on Monday 21\u003Csup\u003Est\u003C/sup\u003E\u00a0October, although the ship, a 4,957 TEU vessel chartered from the ship owner Costamare, appears unharmed and is reported to be approaching Dubai.\r\n\r\nThe problem of the Houthis is not going away. A possible further development of the Red Sea crisis is the equipping of the North Yemeni group with more powerful Russian anti-shipping missiles. There is speculation that Russian collaboration with Iran may result in the Iranians giving the Houthis more powerful Russian weaponry than the mix of Iranian-made drones and ballistic missiles that they have been firing at ships for the past two years. One option might be for the Houthis to use the Russian P-800 Oniks missile which is supersonic and has a range of 200 miles. Operating such a weapon requires considerable infrastru
2608cture and trained missile crews. Yet, if the Russians or Iranians did position such a weapon in Yemen they could threaten ships in the central Indian Ocean and approach to the Straits of Hormuz.\r\n\r\nThe Houthi problem is largely driven by the conflict between Israel and Iran. So far, despite Israel and Iran striking at each other, escalation has been controlled. However, the option of escalating the actions of the Houthis is one option that Iran has in its conflict with Israel and the US. The implications for the shipping market are that the situation is unlikely to improve until the hostilities between Israel and Iran and its proxies are, if not resolved, then stabilised. This is not as distant a prospect as might be assumed, as Iran seems to be on the defensive in the face of Israel\u2019s offensive against Iran\u2019s other ally, Hezbollah. However, the prospect that all violence would end before Christmas seems unlikely and the possibility of increasing activity by the Houthis in response, for example to a wider attack by Israel on Iran, cannot be dismissed. Therefore, the Red Sea Crisis is likely to persist in the short-term and may get worse.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Thomas Cullen","post_title":"Maersk anticipates higher profits as Red Sea Crisis likely to persist","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"maersk-anticipates-higher-profits-as-red-sea-crisis-likely-to-persist","to_ping":"","pinged":"","post_modified":"2024-10-23 13:30:54","post_modified_gmt":"2024-10-23 12:30:54","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23767","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5777","productGallery":null,"woo_quick_view":"[woosq id= 23767]","postGallery":"","post_type_name":"Post"},{"ID":"23770","post_author":"3","post_date":"2024-10-23 13:33:45","post_date_gmt":"2024-10-23 12:33:45","post_content":"\u003Cspan data-contrast=\"auto\"\u003EThe global chemical industry has seen dramatic changes over the past two years. For a sector that is generally fairly stable, the changes experienced are unusual. This represents a restructuring of the industry at a geographical level and a consequent change in trade patterns.\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003ETi Insight forecasts that the global chemical logistics market will reach \u20ac454,637.7m in 2024, growing by 2.8% over the year.\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\u003Cspan data-contrast=\"auto\"\u003EForecasting out to 2028, the global chemical logistics market is expected to reach \u20ac513,188.5m, growing at a 5-year CAGR of 7.2% between 2023 and 2028.\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe expansion in Southeast Asia has notable implications for logistics services. The major economies in the region have embarked on heavy investment in new chemical production infrastructure. The objective is to support domestic demand for chemicals, which is generally growing strongly. However, most have an ambition to export production to global markets if they can.\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EIn China, by far the world largest market for chemicals, production has continued to increase. Western investment is still substantial with BASF for example, opening two very large integrated sites through 2023-2024, one in Nanjing and another in progress in Zhanjiang.\u00a0\u003C/span\u003E\u003Cspan data-contrast=\"auto\"\u003EBy 2023, China was accounting for 44% of global chemical sales, up from 31% in 2022, with a market size of \u20ac17,8392.3m. The 2024 market size is forecast to be \u20ac19,1325.7m and it is growing at a 5-year CAGR of 5.5%, the highest in the world. The total Asia Pacific CAGR for the same period is 4.3%.\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EIn contrast, there has been a crisis in Europe, mainly due to the impact of the increase in gas prices and Germany is central to this \u2013 the country\u2019s chemical production has been heavily depen
2608dent on gas exported from Russia, unlike chemical producers in Norway or the UK.\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\u003Cspan data-contrast=\"auto\"\u003EThese trends are reflected in the numbers, with a market size of \u20ac80,476.6m in 2021 dropping off to \u20ac72,849.8m in 2023. A slight increase year-on-year is expected after this, as the chemical industry gets back on its feet, with a 5-year CAGR of 1.1% from 2024-2028.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe North American chemical sector grew moderately in 2023 to \u20ac73,181m, with year-on-year growth of 0.5% in 2024. This is largely being driven by domestic growth in the US, which has been fairly robust, however the impact of exports has been limited so far.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe chemical industries of Saudi Arabia, the UAE and the smaller Emirates are now of global significance, with access to very cheap energy and gas. They have also built some very large logistics facilities that are of global significance.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\u003Cspan data-contrast=\"auto\"\u003EA little like North America, Middle Eastern chemical production would seem to have considerable potential, which is not yet being fully realised yet. Ti Insight forecasts that the Middle East and North Africa market will reach \u20ac16,576m in 2024 growing at a 5-year CAGR of 2.3% between 2023 and 2028.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-ccp-props=\"{}\"\u003EAuthors: Julia Swales, Thomas Cullen\u003C/span\u003E\r\n\r\nSource: Ti Insight","post_title":"Global chemical logistics market is forecast to grow by 2.8% in 2024","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"global-chemical-logistics-market-is-forecast-to-grow-by-2-8-in-2024","to_ping":"","pinged":"","post_modified":"2024-10-23 13:33:45","post_modified_gmt":"2024-10-23 12:33:45","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23770","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19642","productGallery":null,"woo_quick_view":"[woosq id= 23770]","postGallery":"","post_type_name":"Post"},{"ID":"23773","post_author":"3","post_date":"2024-10-23 13:37:58","post_date_gmt":"2024-10-23 12:37:58","post_content":"\u003Cspan data-contrast=\"auto\"\u003EThe ecommerce titans are quickly adapting their business models in the face of greater regulatory oversight and heavy competition.\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EExecutive action, announced by the White House last month, to tighten scrutiny of ecommerce and\u00a0\u003Cem\u003Ede minimis\u003C/em\u003E\u00a0shipments has triggered changes by Chinese platforms \u2013 although implementation of some new rules has been delayed.\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003ELaw firm Sandler, Travis &amp; Roseberg last week noted the plan to reject \u201cvague cargo descriptions\u201d in Air Cargo Advance Screening submissions would be postponed until 12 November.\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EUS Customs &amp; Border Protection (CBP) said it would extend the \u2018warning period\u2019 \u2013 an email is sent pointing out \u2018vague\u2019 descriptions such as \u201cgift\u201d, \u201cparts\u201d or \u201cdaily necessities\u201d. After 12 November, the warnings stop and shipments described like that will be rejected.\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EHowever, Temu is exploring a new business model which could eliminate concerns over\u00a0\u003Cem\u003Ede minimis\u003C/em\u003E\u00a0shipments. Earlier this year, it announced it would bring US-based third-party sellers onto its platform.\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThey must store products in US warehouses and manage their own delivery \u2013 essentially targeting Amazon vendors. And they must list it cheaper than on Amazon \u2013 the savings for sellers will rely on them avoiding Amazon\u2019s service fees.\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EFocusing on the domestic US market will allow Temu to circumnavigate US CBP scrutiny. But for its Chinese sellers, not being able to reliably use\u00a0\u003Cem\u003Ede minimis\u003C/em\u003E, they could see Chinese-made goods rise in price by up to 20%.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;335551550&quot;:0,&quot;335551620&quot;:0}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EJagath Narayan,\u003C/span\u003E\u00a0\u003Cspan data-contrast=\"auto\"\u003ECEO at ecommerce software company\u00a0Ordoro, noted on social media that the strategy \u201cmakes perfect sense\u201d for Temu.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;335551550&quot;:0,&quot;335551620&quot;:0}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003E\u201cThey\u2019re facing negative perceptions over\u00a0\u003Cem\u003Ede minimis\u003C/em\u003E\u00a0misuse and cheap overseas products harming US small businesses. This move helps shift and expand their business model.\u201d\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:1,&quot;335551620&quot;:1,&quot;335559685&quot;:0,&quot;335559737&quot;:0,&quot;335559738&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:278}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EHe added that Temu had just 1% of the US retail market, but is the second most-visited shopping site globally, after Amazon.\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003E\u201cThis is a big revenue opportunity for Temu. Amazon earned $140bn in fees from third-party sellers.\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003E\u201cIt\u2019ll be interesting to see how this plays out, but one thing is clear: increased competition in the 3rd party seller space is a win for US SMB e
2608commerce retailers.\u201d\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:1,&quot;335551620&quot;:1,&quot;335559685&quot;:0,&quot;335559737&quot;:0,&quot;335559738&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:278}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThe news comes as Temu, according to data from Earnest Analytics, saw a 25% fall in shopper activity in August, compared with January.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:1,&quot;335551620&quot;:1,&quot;335559685&quot;:0,&quot;335559737&quot;:0,&quot;335559738&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:278}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EAmazon, meanwhile, is copying Temu\u2019s strategy and is developing a direct-to-consumer from China option, as well as promoting its Fulfilment by Amazon service, which it claims cost two-thirds less than similar delivery services.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:1,&quot;335551620&quot;:1,&quot;335559685&quot;:0,&quot;335559737&quot;:0,&quot;335559738&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:278}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EBut its \u2018direct from China\u2019 option may be too late to the party, as it will not be able to exploit the\u00a0\u003Cem\u003Ede minimis\u003C/em\u003E\u00a0\u2018loophole\u2019 in the same way that triggered an influx of cheap Chinese goods from the likes of Temu and Shein.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:1,&quot;335551620&quot;:1,&quot;335559685&quot;:0,&quot;335559737&quot;:0,&quot;335559738&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:278}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EMeanwhile, the Chinese ecommerce sector continues to thrive: according to ecommerce specialist\u00a0\u003C/span\u003E\u003Ca href=\"https://soapboxtrade.substack.com/p/china-registers-a-new-cross-border\"\u003E\u003Cspan data-contrast=\"none\"\u003ESoapbox\u003C/span\u003E\u003C/
2608a\u003E\u003Cspan data-contrast=\"auto\"\u003E, 75 new Chinese companies open up daily \u2013 that\u2019s one every 20 minutes \u2013 and now has more than 80,000 companies focused on cross-border ecommerce.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:1,&quot;335551620&quot;:1,&quot;335559685&quot;:0,&quot;335559737&quot;:0,&quot;335559738&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:278}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EThese new companies will undoubtedly add pressure on the US CBP.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:1,&quot;335551620&quot;:1,&quot;335559685&quot;:0,&quot;335559737&quot;:0,&quot;335559738&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:278}\"\u003E\u00a0Ram Ben Tzion, co-founder and CEO of Publican, told\u00a0\u003Ci\u003EThe Loadstar:\u00a0\u003C/i\u003E\u003C/span\u003E\u003Cspan data-contrast=\"none\"\u003E\u201cEcommerce shipments contain an incredibly diverse range of products from countless sellers and manufacturers around the world.\u00a0\u003C/span\u003E\u003Cspan data-contrast=\"none\"\u003EThis diversity makes it difficult to ensure compliance with all relevant product safety, labeling and admissibility regulations for each type of imported product. Up to 75% of ecommerce products may breach safety rules.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:1,&quot;335551620&quot;:1,&quot;335559685&quot;:0,&quot;335559737&quot;:0,&quot;335559738&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:278}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"none\"\u003E\u201cLogistics operators facilitating this massive ecommerce play must rethink their compliance strategy. They can no longer rely solely on third-party compliance and accountability, whether from the platform, the seller, or the buyer.\u201d\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:1,&quot;335551620&quot;:1,&quot;335559685&quot;:0,&quot;335559737&quot;:0,&quot;335559738&quot;:0,&quot;335559739&quot;:160,&quot;335559740&quot;:278}\"\u003E\u00a0\u003C/span\u003E\r\n\r\nSource: By Alex Lennane,\u00a0\u003Ca href=\"https://theloadstar.com/chinas-ecommerce-giants-revamp-strategy-to-get-round-new-us-rules/\"\u003EThe Loadstar\u003C/a\u003E","post_title":"China\u2019s ecommerce giants revamp strategy to get round new US rules","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"chinas-ecommerce-giants-revamp-strategy-to-get-round-new-us-rules","to_ping":"","pinged":"","post_modified":"2024-10-23 13:37:58","post_modified_gmt":"2024-10-23 12:37:58","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23773","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":null,"productGallery":null,"woo_quick_view":"[woosq id= 23773]","postGallery":"","post_type_name":"Post"},{"ID":"23777","post_author":"3","post_date":"2024-10-23 14:25:31","post_date_gmt":"2024-10-23 13:25:31","post_content":"A minor embarrassment for the British government has underlined the success of a major investment by DP World.\r\n\r\nThe Dubai-based terminal operator and logistics services provider has announced a plan to further extend the London Gateway port east of London by adding further berths for container vessels. The statement from \u003Ca href=\"https://www.dpworld.com/\"\u003EDP World\u003C/a\u003E said that the terminal will increase to six berths from its present four, adding that \u201cby the end of the decade, the full quayside stretching more than 2.5km in length will be able to simultaneously receive six vessels, each more than 400 metres long, and boast Europe\u2019s tallest quay cranes\u201d. In addition, DP World is adding a second rail terminal to the port. DP World commented that the investment spend would total UK\u00a31bn.\r\n\r\nThe expansion of the London Gateway port represents a considerable achievement for DP World. Originally conceived as a smaller alternative to the container port complex at Felixstowe, which had a strongly competitive position within the Hamburg-Le Havre range, London Gateway will now rival Felixstowe in size, with the latter handling an estimated 3.5m TEU a year whilst, once the projected expansion is complete, London Gateway will have the capacity to handle 3m TEU. In effect, DP World has grabbed market-share from Felixstowe despite London Gateway\u2019s positioning on the Thames estuary not always being ideal for the largest vessels. In part this is due to operational problems at Felixstowe in the past but also the effectiveness of operational management at London Gateway.\r\n\r\nThe clumsy remarks of British politicians seemed to concern another DP World business in Britain, its ferry operation. This has experienced less success than the container terminal operation and was forced to aggressively re-structure two years ago, making 800 of its employees redundant with little notice and effectively replacing them with cheaper workers. The comments of the politicians evoked the ire of DP-World, who questioned them in the light of the London Gateway investment. However, the logic of expansion at London Gateway is too great for short-term issues to obstruct it.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Thomas Cullen","post_title":"London Gateway is an important success for DP World","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"london-gateway-is-an-important-success-for-dp-world","to_ping":"","pinged":"","post_modified":"2024-10-23 14:25:31","post_modified_gmt":"2024-10-23 13:25:31","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23777","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1840","productGallery":null,"woo_quick_view":"[woosq id= 23777]","postGallery":"","post_type_name":"Post"},{"ID":"23780","post_author":"3","post_date":"2024-10-23 14:31:42","post_date_gmt":"2024-10-23 13:31:42","post_content":"\u003Cspan style=\"font-size: 14px;\"\u003ETi has formulated its warehouse cost index, which features in its latest edition of the Warehouse Tracker Q2 2024. The index looks to track overall warehousing costs in North America, Europe, and North-East Asia, and utilises input
2608s from warehousing rent, labour, and energy costs to determine the current state of overall warehousing costs, as well as estimate the future direction of costs.\u003C/span\u003E\r\n\u003Cp style=\"text-align: center;\"\u003E\u003Cspan style=\"font-size: 14px;\"\u003E\u003Cstrong\u003ECost Index - Major Regions\u003C/strong\u003E\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp style=\"text-align: center;\"\u003E\u003Cimg class=\"wp-image-23816 aligncenter\" src=\"https://futuresupplychains.org/wp-content/uploads/2024/10/Screenshot_1-11-2024_93532_infogram.com_-1-300x223.jpeg\" alt=\"\" width=\"428\" height=\"318\" /\u003E\u003C/p\u003E\r\n\u003Cspan style=\"font-size: 14px;\"\u003ECosts have generally been rising since Q1 2022. Warehouse costs grew the quickest year-on- year in North-East Asia, driven by growth in Japan. This was followed by North America, which saw costs grow by 4% y-o-y. Europe saw the slowest year-on-year growth of 1.3% as demand continues to wane and inflation comes under control.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EBoth North America and North-East Asia saw quicker y-o-y growth in Q2 2024 in comparison to Q1 2024. Higher costs in North America have been driven predominantly by an increase in rents in the US due to constrained supply in certain core markets. As such, it is important to note that although y-o-y cost growth in Western economies is slower in Q2 2024 than in previous quarters, vacancy is still tight in comparison with historic norms in many markets and as such costs remain elevated.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003ELooking forward, we would therefore expect minimal cost movement in Europe. Based on its current trajectory, we would expect costs in North America to continue climbing over the next year, although at a much slower pace than in previous years. From late 2024 and into 2025 however, we\u2019d expect costs to push upward in both Europe and North America at a quicker pace once more, as reduced warehouse completions push down on vacancy rates and demand recovers.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EDespite an uptick in cost growth in Q2 2024, we would expect costs in North-East Asia to remain mostly flat or see minimal upward change as an abundance of supply leaves little room for cost and rent growth.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EOther report highlights include:\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EVacancy rates continue to rise globally.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EGlobal trade and demand are recovering, led by Europe and North America, while China lags due to weak consumption.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003E4% of respondents to Ti\u2019s confidence index expect warehouse costs to increase in 3 months\u2019 time in comparison with the same period last year.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003ENorth America saw its quickest q-o-q cost growth since Q2 2022\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cstrong\u003E\u003Cspan style=\"font-size: 14px;\"\u003EDownload the FREE whitepaper \u003Ca href=\"https://ti-insight.com/whitepapers/warehousing-tracker-q2-2024/?whitepaperTitle=Warehousing%20Tracker:%20Q2%202024\"\u003Ehere.\u003C/a\u003E\u003C/span\u003E\u003C/strong\u003E\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Ti Insight","post_title":"Ti\u2019s warehouse tracker: cost growth quickens in some markets","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"tis-warehouse-tracker-cost-growth-quickens-in-some-markets","to_ping":"","pinged":"","post_modified":"2024-11-01 09:40:30","post_modified_gmt":"2024-11-01 09:40:30","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23780","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23781","productGallery":null,"woo_quick_view":"[woosq id= 23780]","postGallery":"","post_type_name":"Post"},{"ID":"23784","post_author":"3","post_date":"2024-10-23 14:40:28","post_date_gmt":"2024-10-23 13:40:28","post_content":"Have you ever wondered how air freight came to be the global industry it is today?\r\n\r\nIt all began in 1910 when Philip Parmelee entered the annals of aviation history by flying the world's first flight entirely devoted to carrying cargo. He flew a Wright Model B aeroplane some 65 miles from Dayton to Columbus, Ohio, carrying a parcel of silk weighing 91 kgs for the opening day sale of a retail store. Although this was no more than a demonstration, it brought out the huge potential which air transport had in moving commercial cargo.\r\n\r\nWorld War I played a pivotal role in advancing aviation technology, primarily for military purposes. However, it also underscored the speed and strategic value of air transportation, laying the groundwork for the future of air freight.\r\n\r\nCargo carried by aircrafts became more extensive following the war. In 1919, the American Railway Express ambitiously attempted to airlift 499 kgs of freight from Washington, D.C. to Chicago with a converted WWI bomber. Unfortunately, the flight had to be aborted because of mechanical problems; it marked the beginning of serious experimentation with air cargo. Around this time, the International Air Traffic Association was formed, another significant step in giving air freight status as an industry in its own right.\r\n\r\nThe year 1925 saw Ford make another important contribution to the industry with the establishment of the Ford Air Transport Service, the world's first regularly scheduled commercial cargo airline. Its maiden flight was made on April 14th, 1925 when the Maiden Detroit carried 453 kgs of freight between Ford factories in Detroit and Chicago.\r\n\r\nIn 1927, air freight in the United States continued its giant leap when National Air Transport delivered the first cargo shipment between Dallas and New York. American Railway Express forwarded with different smaller airlines an estimated 20,800 kgs of freight throughout that year.\r\n\r\nThe 1930s brought further consolidation within the industry. In 1934, Western Air Express-which in the preceding decade broke off from Transcontinental and Western Air (TWA)-briefly took the name of General Air Lines, going back to the old name in the same year. That same year, the company referred to itself as the Western Air Division of General Air Lines, the early days of corporate mergers and restructuring in aviation.\r\n\r\nAir cargo started to get serious by the 1940s. On 14th March 1941, the most extensive airlines at that time, United Airlines, American Airlines, TWA, and Eastern Airlines combined to form Air Cargo, Inc. so that cargo delivery could be facilitated with much ease.\r\n\r\nOnly after the war did globalisation of air cargo really start to take place. On 19th April 1945, the International Air Transport Association - IATA - was formed at a conference in Havana, where 57 airlines joined together to establish international standards for air transport. A few months later, on 25th June, Flying Tiger Line was founded by Robert Prescott, a former WWII pilot who had flown C-46 \"Flying Tigers\". It became the first scheduled air freight airline in the United States.\r\n\r\nEmery Air Freight, now known as Emery Worldwide, was born in 1946. Emery became the first freight forwarder to be granted a carrier certificate from the U.S. government and was also acknowledged for almost 40 years as the largest freight forwarder in the country.\r\n\r\nThe Jet Age, beginning in the 1960s, totally changed the face of air freight. The introduction of jet-powered aircraft, such as the Boeing 707, and then the iconic Boeing 747 in 1969, transformed the industry. These jets were capable of carrying more volume at quicker speeds and over longer distances than any of their predecessors;
2608 thus, air freight became a much more practical and efficient means of conducting international trade.\r\n\r\nThe increased demand soon saw airlines designing planes purely for cargo. The Boeing 747F, and successive generations of specialized aircraft, has been and still is the backbone of global air cargo. Dedicated freight carriers like FedEx, founded in 1971, provided a pivotal impetus to its quick growth.\r\n\r\nThis was furthered also by the adoption of standardised shipping containers and the development of modern logistics hubs and air cargo terminals. In the case of Memphis International Airport, which would become the global hub of FedEx, the ease by which goods flow and the connectivity that it brought to global markets was something quite unprecedented at that time.\r\n\r\nThe history of air freight is one of innovation, persistence, and global collaboration. From early experimental flights right up to today's slick, high-speed integrated global networks, air cargo has changed the way in which the world moves goods around the globe and has become indispensable to the global economy.","post_title":"The Evolution of Air Freight","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-evolution-of-air-freight","to_ping":"","pinged":"","post_modified":"2024-10-23 14:40:28","post_modified_gmt":"2024-10-23 13:40:28","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23784","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19636","productGallery":null,"woo_quick_view":"[woosq id= 23784]","postGallery":"","post_type_name":"Post"},{"ID":"23788","post_author":"3","post_date":"2024-10-24 10:23:32","post_date_gmt":"2024-10-24 09:23:32","post_content":"BASF is the largest diversified chemical company in the world, with a revenue of around \u20ac68,900bn in 2023. In August 2024, the company released its strategic roadmap toward carbon neutrality in 2050, stating it wants to be at the 'forefront of the much-needed sustainability transformation in plastics'.\r\n\r\n\u003Cem\u003ECircular Economy\u003C/em\u003E\r\n\r\nBASF has teamed up with industry partners to transform reclaimed materials, such as denim, clothes, discarded coffee grounds, paper cups and chopsticks. BASF uses a process with binders that merge small particles of waste material and turns them into strong, stable composites. The low emission fiber bonding technologies are called Acrodur\u00ae, acForm\u00ae and Acronal\u00ae.\r\n\r\n\u003Cem\u003ESharkskin technology for aircraft\u003C/em\u003E\r\n\r\nWith partners at Lufthansa Technik, BASF have developed sharkskin technology which is a film added to the exterior that contains millions of microscopic 'riblets'. This makes the plane more aerodynamic, therefore it uses less fuel and emits less CO2. On a long-haul flight, this cuts more than 1000 tonnes of CO2 emissions each year.\r\n\r\n\u003Cem\u003ERenewable energy\u003C/em\u003E\r\n\r\nBASF is investing in the world's biggest subsidy free offshore wind farm, therefore generating its own renewable energy rather than relying on partners.\r\n\r\n\u003Cem\u003EReducing the CO2 impact of basic chemicals\u003C/em\u003E\r\n\r\nTen basic chemicals, which are the foundation for 20,000 chemical products such as hydrogen and methanol, are responsible for around 70% of greenhouse gas emissions from the European chemical industry. To mitigate this, BASF is working on an electrically heated steam cracker furnace for the production of clean hydrogen.\u00a0Researchers have also developed a\u00a0process to produce methanol without any greenhouse gas emissions.\r\n\r\n\u003Cem\u003EReporting standards using PACT and TfS\u003C/em\u003E\r\n\r\nA PCF is the\u00a0carbon footprint of a product from \u2018cradle to gate\u2019, providing the total sum of GHG emissions of products. PCFs help to quantify and manage carbon emissions, particularly scope 3 emissions.\r\n\r\nBASF has partnered with WBCSD and 60 other companies to develop the PACT Pathfinder Framework, which takes a cross-sectoral approach to exchange primary data-based PCFs.\r\nThrough this framework and TfS (Together for Sustainability), BASF can calculate and exchange primary PCF data for thousands of products, with hundreds of suppliers and customers.\r\nBy the end of\u00a02024, BASF aims to have all the most important suppliers onboarded.\r\n\r\nSource: Foundation for Future Supply Chain\r\n\r\nAuthor: Julia Swales","post_title":"BASF forges ahead with roadmap towards carbon neutrality","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"basf-forges-ahead-with-roadmap-towards-carbon-neutrality","to_ping":"","pinged":"","post_modified":"2024-10-24 11:21:41","post_modified_gmt":"2024-10-24 10:21:41","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23788","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21360","productGallery":null,"woo_quick_view":"[woosq id= 23788]","postGallery":"","post_type_name":"Post"},{"ID":"23793","post_author":"3","post_date":"2024-10-25 09:27:07","post_date_gmt":"2024-10-25 08:27:07","post_content":"\u003Cspan style=\"font-size: 10pt;\"\u003EProfessor John Manners-Bell, Chief Executive of Ti Insight and Founder of the Foundation for Future Supply Chains, recently addressed an expert meeting at the United Nations in Geneva on the subject of \u2018Future proofing maritime transport and logistics\u2019. The event, organised by United Nations Trade and Development, focused on how risk in maritime networks and supply chains could be mitigated and the steps that needed to be taken by global shippers, shipping lines and governments.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EIn his opening remarks, Manners-Bell told delegates that risk in maritime supply chains had become highly consolidated due to the nature of the networks which had developed in the past few decades. \u2018Hub and spoke\u2019 models had been created by shipping lines to maximise economies of scale. This has resulted in larger, but fewer vessels; better utilisation; larger and more automated ports and fewer carbon emissions per container shipped. Volumes have been concentrated on a few main trade lanes serving a limited number of ports big enough to receive the latest generation of vessels.\u003C/span\u003E\r\n\r\n\u003Cimg class=\" wp-image-23799 aligncenter\" src=\"https://futuresupplychains.org/wp-content/uploads/2024/10/Picture1-300x160.jpg\" alt=\"\" width=\"359\" height=\"191\" /\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EWhen these networks work well, there have been many benefits to consumers (lower prices) and shipping lines (higher profits). However, Manners-Bell went on to assert such networks are highly fragile in nature and many risks have been ignored or are invisible to those who developed such logistics systems. If disruption occurs to any of the \u2018hubs\u2019 or \u2018spokes\u2019, there is a risk of dysfunction at a network level. Such failure is not just conceptual and the weakness of the model has been demonstrated by events many of which he went on to discu
2608ss in more detail.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EAs he commented, \u2018The \u2018assortative\u2019 model which existed before the focus on mega-ships and mega-ports may have been more costly but it provided many more options for shippers to avoid disruption\u2019.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EHowever, shipping networks should not be viewed solely as the organisation and movement of goods from origin to destination. They exist in parallel but interconnected with multiple other networks including ICT, human, manufacturing, financial and energy. The complexity of the holistic, three dimensional eco-system means that the failure of one network has a profound but little understood or anticipated impact on all the other networks.\u003C/span\u003E\r\n\r\n\u003Cimg class=\" wp-image-23800 aligncenter\" src=\"https://futuresupplychains.org/wp-content/uploads/2024/10/Picture2-300x159.jpg\" alt=\"\" width=\"359\" height=\"190\" /\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EThe movement of goods is facilitated by flows of data up and down the supply chain, informing decisions which can mitigate risk by, for example, avoiding chokepoints or creating efficiencies through the automation of processes. The industry has now become so dependent on information and communications technology that any failure, such as through a cyber attack, can be devastating, bringing supply chains to a halt. No company is immune, from Maersk to Expeditors including Port Community Systems as I\u2019ll go on to describe.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003ELess obvious is the impact of human networks on global supply chains. During the Covid-19 pandemic we saw the effects of the disease on dock workers first in China and then throughout the rest of the world, slowing throughput and adding to levels of congestion. The human element is obvious too in the strikes seen recently at ports on the East Coast of the USA, showing how vulnerable the industry is at these critical maritime nodes.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EAs was clearly demonstrated during the Covid-19 pandemic, transport infrastructure only has a certain capacity and this became very clear when the West Coast ports of the USA were overwhelmed by demand for Chinese-made consumer goods. The demand for shipping forced up rates to astronomical heights and even if shippers could book space, vessels could be waiting outside ports for days or even weeks. Once finally offloaded, containers often spent weeks in yards due to a lack of port equipment, congestion in intermodal yards or a lack of trucks and truck drivers.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003ESupply chains are also vulnerable to shifting patterns of manufacturing. This can take many forms. More production is being undertaken now in \u2018China Plus\u2019 markets such as Vietnam and this is adding to the pressures on undeveloped transport infrastructure. Trade tariffs and the imperative to diversify sourcing and production strategies are behind this transformation in demand which has also led to far more near-sourcing at the fringes of Europe and in Mexico for the US market.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EFinancial networks are also of huge importance with flows of funds moving upstream from the consumer to the original supplier. There have been times when this model has also broken, during the Great Recession of 2008 and during Covid-19, for instance. When there is a squeeze on finance, suppliers, especially SMEs, find it very difficult to access finance and this can have a significant impact on both supply chains as well as local economies.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EAnd then there is the supply of energy. The invasion of Ukraine by Russia led to a surge in energy prices which fed through into logistics costs. In the future, establishing an alternative fuel bunker network to replace fossil fuels will be a major challenge and cost the shipping industry billions of dollars.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EWhat is clear is that to fully assess the risks involved in global supply chains, the entire eco-system has to be understood. Future proofing maritime transport and logistics can only be achieved by creating resilience in each of these interconnected networks.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Cimg class=\" wp-image-23801 aligncenter\" src=\"https://futuresupplychains.org/wp-content/uploads/2024/10/Picture3-1-300x155.png\" alt=\"\" width=\"358\" height=\"185\" /\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EThe map above shows some of the most recent, and in some cases on-going, issues to impact on maritime supply chains. Geo-political and security issues are at the forefront of network disruption. Attacks by the Yemen Houthis have prevented a large proportion of container traffic transiting the Red Sea and 
2608Suez Canal. The route via the Cape of Good Hope is much longer, has financial implications for European importers in terms of inventory holding costs and will result in much higher carbon emissions. It has also been found that containers ships using this route are vulnerable to winter storms and this has resulted in the loss of many hundreds of containers overboard with financial and environmental consequences.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EIn recent months, there have also been cyber attacks \u2013 such as those on the ports of Nagoya, Lisbon and Seattle. Environmental risks have included the drought which reduced the numbers of vessels able to use the Panama Canal and floods and droughts impacting on barge traffic on the Mississippi and Rhine rivers. Human risks include the strikes on the East Coast of the USA whilst security risks include on-going piracy in the Gulf of Guinea off Nigeria.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EOne of the biggest threats to maritime supply chains is the potential invasion of Taiwan by the Chinese military. This would of course have a huge impact on the global economy. The Chinese navy has very recently undertaken exercises off the Taiwanese coast in a practice run of a potential blockade.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003ESo, what will be the response of global shippers and carriers to the changing set of political, economic, technological and environmental factors in terms of supply chain and logistics? Shippers are implementing China Plus sourcing strategies as a way of mitigating geo-political risk and avoiding the tariffs which are now applicable to many goods imported into the US from China. To the same end, Chinese manufacturers are also expanding their production footprint into south east Asian market taking advantage of lower labour costs at the same time as reducing their exposure to US trade measures. Other companies in Europe and North America are undertaking re-shoring and near-shoring and this is leading to alternative routes, for example cross-border to the USA from Mexico; sea-air through the Gulf; or intermodal options, all designed to reduce the dependence on inter-continental shipping.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003ECarriers meanwhile are looking at developing more agile fleets and I expect the average ship size to fall in the future as smaller, more versatile ships are acquired. And this leads on to another important point. The trend to ever larger ships which can only be served by huge ports has left many emerging markets with few, if any direct calls. Transhipment results in extra costs and in some cases limited services, a point which is raised continuously by many emerging market governments. A reversion to smaller ships will reverse this trend and allow for the development of more \u2018disassortative\u2019 networks, mitigating overall risk.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003ESuch a trend will also allow for the use of secondary, regional ports in Europe, bypassing the major gateways and at the same time reducing distances between port and end-user. This brings with it the potential to reduce carbon emissions at the same time.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EOf course, there has been huge consolidation in the industry over the past two decades as carriers have fought to achieve market and network domination. Although share at the top of the market is likely to remain in the hands of a small number of carriers, there will be opportunities for smaller, regional or national carriers to enter the market providing more point to point services. The ill will which was generated at the height of the Covid crisis when the largest carriers re-deployed capacity from regional markets to the main trade lanes, led to calls for the creation of more national carriers. Whilst this is a long way off, it provided many in emerging markets with more evidence that \u2018globalisation was broken\u2019.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EFinally, the trend for manufacturers and retailers to adopt near-sourcing strategies is already leading to a big upturn in short sea shipping services in the Mediterranean. Ports in Italy and Spain are benefitting from increased throughput as more goods are imported on Ro-Ro services from North Africa, South East Europe and Turkey. The benefits for the importer include rapid delivery, lower inventory levels and cheaper goods than if produced within Europe itself.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EThe consequence of these changes is mixed. Certainly, there will be higher levels of supply chain complexity, shipping costs are likely to increase as there will be less benefits of economies of scale and in some cases there will be higher levels of carbon emissions per TEU. However, set against that, supply chains will become more flexible and agile to react to disruptive events \u2013 from geopolitical conflict to pandemics.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EThere will also be a wider spread of transport infrastru
2608cture and ICT investment to take advantage of the changing patterns of volume flows. This will lead to greater levels of automation and better supply chain visibility.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EWhat is the role of government in the changing market environment? There are some key steps which must be taken to ensure that positive change is facilitated.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EFirstly,\u00a0 governments must take steps to reduce trade barriers and implement trade facilitation measures. This is increasingly difficult in a world in which protectionism is becoming commonplace and accepted. Reducing barriers will enhance economic growth, cut transit times, increase efficiency, reduce carbon emissions by reducing dwell times and mitigate the risk of corruption through the introduction of \u2018single window\u2019 measures, for example. Secondly, they should also Increase investment in supply chain digitisation which will Increase supply chain visibility and improve integration with global economy, especially for small and medium-sized exporters. Thirdly, investment in transport infrastructure should be a policy priority. Investment provides very well-documented benefits in terms of economic value creation, reducing time to market and allowing for integration with the global markets. It also allows businesses to undertake higher value logistics activities such as cold chain \u2013 particularly important for pharmaceuticals and the export of fresh fruit and vegetables and floriculture. Connecting ports with their hinterland remains a high priority.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EFourthly, to take advantage of \u2018China plus\u2019 diversification strategies being deployed by many global manufacturers and retailers, emerging markets must focus on developing manufacturing eco-systems to attract suppliers. This will include the encouragement of FDI, the improvement of governance and, importantly, trade finance initiatives. The final priority for governments must be the development of supply chain skills. This will involve a focus on achieving gender diversity and an investment in education.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003EUndoubtedly the frequency of high impact events resulting in the disruption of maritime supply chains has increased over the past decade. However, shipping networks have not evolved at the same pace, still based on a \u2018hub and spoke\u2019 model which consolidates risk on trade lanes, choke points and ports. In the coming years, a new system must be developed which reflects changing demand patterns, meets the needs of emerging as well as developed nations and becomes more robust and resilient in the face of increasing risks.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Cem\u003ESource: Ti Insight / Foundation for Future Supply Chain\u003C/em\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Cem\u003EAuthor: John Manners-Bell\u003C/em\u003E\u003C/span\u003E","post_title":"Future proofing maritime transport and logistics","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"future-proofing-maritime-transport-and-logistics","to_ping":"","pinged":"","post_modified":"2024-10-25 09:33:05","post_modified_gmt":"2024-10-25 08:33:05","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23793","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23794","productGallery":null,"woo_quick_view":"[woosq id= 23793]","postGallery":"","post_type_name":"Post"},{"ID":"23949","post_author":"3","post_date":"2024-12-05 08:51:41","post_date_gmt":"2024-12-05 08:51:41","post_content":"\u003Cdiv class=\"layout fixed-width stack\"\u003E\r\n\u003Cdiv class=\"layout__inner\"\u003E\r\n\u003Cdiv class=\"column wide\"\u003E\r\n\u003Cdiv\u003E\r\n\r\nThe formation of new alliances and dissolution of old ones is set to reshape the shipping industry in 2025 as major players jostle for market share in an increasingly dynamic trade environment.\r\n\r\nThe end of 2M and THE Alliance - previously responsible for 34.4% of global container ship fleet capacity\u003Csup\u003E1\u003C/sup\u003E - will redefine global trade routes and capacity allocation, while the newly formed Premier Alliance (HMM, ONE and Yang Ming) and Gemini Co-operation (Maersk and Hapag-Lloyd), will focus on key east-west trade routes, including Asia-Europe, Trans
2608pacific and Transatlantic corridors.\r\n\r\nThe reallocation of capacity is poised to improve overall efficiency, particularly as carriers like HMM, which plans to invest US$17.4bn by 2030, work towards increasing their operational fleet to 1.55m TEU across 30 vessels.\r\n\r\nThis will also shift port preferences and regional flows. To that end, shippers can expect optimised service frequencies and better scheduling flexibility, with independent strategies from major players creating new competition on overlapping trade lanes.\r\n\r\nThe restructuring is also expected to lead to intensified competition on key routes, with members of THE Alliance splitting into more focused partnerships. And while the dominant Ocean Alliance remains intact and extended to 2032, the fragmentation will present opportunities for smaller, independent carriers to capture market share in underserved routes.\r\n\r\nAs carriers recalibrate their strategies, service reliability is also expected to improve. Both newly founded partnerships are emphasising better capacity utilisation and streamlined operations with the aims of reducing delays. The Gemini Co-operation in particular is targeting a schedule reliability rate of 90%, well above the October 2024 industry average of 51.5%.\u003Csup\u003E2\u003C/sup\u003E\r\n\r\nOn an industry level, the reshaped alliances will influence global supply by providing more resilient and flexible solutions. There\u2019s little doubt that conflict and geopolitical tensions have exposed vulnerabilities in global supply this year.\r\n\r\nUNCTAD reported in October that maritime trade grew 2.4% in 2023\u003Csup\u003E3\u003C/sup\u003E, but that the conflict means that the future remains uncertain because of these challenges. The restructuring of alliances is anticipated to bolster supply chain resilience by offering more reliable and diversified shipping options, with global schedule reliability - stabilised at 50-55% in 2024\u003Csup\u003E4\u003C/sup\u003E \u2013 leaving much room for improvement.\r\n\r\nIndeed, the spectre of geopolitics has loomed large over the industry in recent years, and on this front, it remains influential, though as we are seeing not necessarily definitive. It is expected that alliances with strong regional ties will circumvent conflict through regional trade networks and in the process influence global shipping power dynamics.\r\n\r\nOn that front, the Gemini Co-operation has said it will re-route away from the Red Sea until further notice. It\u2019s also adopted a hub and spoke model, using strategically located hubs at Tanjung Pelepas and Cartagena as it attempts to isolate disruption to specific nodes and enhance resilience.\r\n\r\nFurther afield, the Ocean Alliance, which features significant representation from Chinese carriers, will continue to play a pivotal role in China\u2019s Belt and Road initiative, highlighting the growing integration of shipping strategies with geopolitical objectives, and further shaping global trade flows.\r\n\r\nAs the industry adjusts to new challenges in 2025, the reshaping of alliances signals the start of a transformative era for shipping. These changes promise a more dynamic and efficient global trade network, setting the stage for a future that balances opportunity with uncertainty.\r\n\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\n\u003C/div\u003E\r\nSource: Ti Insight\r\n\r\nAuthor: Tom Holmes\r\n\r\n\u003Cem\u003E\u003Cspan style=\"font-size: 10pt;\"\u003ERefs:\u003C/span\u003E\u003C/em\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003E\u003Cem\u003E\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Ca href=\"https://www.statista.com/statistics/1337936/container-carrier-alliances-share-of-global-capacity/?utm_source=chatgpt.com\"\u003Ehttps://www.statista.com/statistics/1337936/container-carrier-alliances-share-of-global-capacity/?utm_source=chatgpt.com\u003C/a\u003E\u003C/span\u003E\u003C/em\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cem\u003E\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Ca href=\"https://www.sea-intelligence.com/press-room/299-global-schedule-reliability-improves-marginally-in-october-2024?utm_source=chatgpt.com\"\u003Ehttps://www.sea-intelligence.com/press-room/299-global-schedule-reliability-improves-marginally-in-october-2024?utm_source=chatgpt.com\u003C/a\u003E\u003C/span\u003E\u003C/em\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cem\u003E\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Ca href=\"https://unctad.org/publication/review-maritime-transport-2024\"\u003Ehttps://unctad.org/publication/review-maritime-transport-2024\u003C/a\u003E\u003C/span\u003E\u003C/em\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cem\u003E\u003Cspan style=\"font-size: 10pt;\"\u003Ehttps://www.sea-intelligence.com/press-room/299-global-schedule-reliability-improves-marginally-in-october-2024?utm_source=chatgpt.com\u00a0\u003C/span\u003E\u003C/em\u003E\u003C/li\u003E\r\n\u003C/ol\u003E","post_title":"Alliances to 
2608shake up shipping as industry recalibrates in 2025","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"alliances-to-shake-up-shipping-as-industry-recalibrates-in-2025","to_ping":"","pinged":"","post_modified":"2024-12-05 08:51:41","post_modified_gmt":"2024-12-05 08:51:41","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23949","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20469","productGallery":null,"woo_quick_view":"[woosq id= 23949]","postGallery":"","post_type_name":"Post"},{"ID":"23952","post_author":"3","post_date":"2024-12-05 08:54:04","post_date_gmt":"2024-12-05 08:54:04","post_content":"Mexico has been outlining its plans to build one of the America\u2019s largest container ports. Last week, the Mexican president, Claudia Sheinbaum, announced the start of a project to double the size of the port of Manzanillo from its present volume of 4.5m TEU to a capacity of 10m TEU. The project is estimated to require 55billion pesos (US$2.7bn) in investment and is scheduled to be completed by 2030. The primary aspect of the development is the construction of two new container terminals next to the present port infrastructure. A port handling 10m TEU would make Manzanillo the largest port in the Americas outside the US.\r\n\r\nOne key aspect of the development is the landside infrastructure. The new development project includes the creation of a new rail terminal serving the new container terminals, however the port has been working on the expansion of the road network as well, with new road construction at least in the locality around the port.\r\n\r\nManzanillo has been experiencing growth over the past several years, much of it generated by sectors such as mining in the region. However, the activity that is attracting the most publicity at present is Mexico\u2019s trade with China and its positioning on supply chains between China and the US. This has led to an increase in a variety of assembly activities producing finished products for the US market but utilising Chinese components. Such trade has put considerable pressure on Mexico\u2019s logistics infrastructure, both that around ports, to the rest of the Mexican economy but also across the border with the US. Developing these will be essential to Manzanillo\u2019s success.\r\n\u003Cp style=\"text-align: left;\"\u003EAlthough attention at present is being given to the implications for Mexico of the \u003Ca href=\"https://www.reuters.com/world/americas/mexican-president-tells-trump-tariffs-will-worsen-inflation-kill-jobs-2024-11-26/\"\u003Eincoming US administration\u2019s tariff policy\u003C/a\u003E, the development of large ports in Mexico with good access to the US market would be of considerable importance for the North American sea freight sector generally. Over the past two years, shippers have had to cope with threats of strikes in both West and East Coast ports in the US and the restriction of the capacity of the Panama Canal. A large, capable port on the Mexican coast could be an alternative to these routes if it can deliver the required landside capabilities.\u003C/p\u003E\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"Mexico looks to build leading container port","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"mexico-looks-to-build-leading-container-port","to_ping":"","pinged":"","post_modified":"2024-12-05 08:54:04","post_modified_gmt":"2024-12-05 08:54:04","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23952","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"22729","productGallery":null,"woo_quick_view":"[woosq id= 23952]","postGallery":"","post_type_name":"Post"},{"ID":"23955","post_author":"3","post_date":"2024-12-05 08:56:27","post_date_gmt":"2024-12-05 08:56:27","post_content":"According to Esen
2608dex, Black Friday online shopping deliveries in England are going to be hampered by a shortage of 11,000 delivery drivers and 10,000 HGV drivers. With just 5% of the current HGV driver workforce identified as female in the UK, there is a vast untapped potential workforce that could, if attracted and retained properly, resolve the HGV driver shortage here, in Europe and the US.\r\n\r\nResearch published in 2022 by the American Transportation Research Institute (ATRI) suggests that women make better drivers than men. The ATRI paper \u003Cem\u003EPredicting Truck Crash Involvement,\u003C/em\u003E showed that women make safer truck drivers, committing fewer traffic violations and having fewer crashes. That\u2019s similar to the widely observed phenomenon of women car drivers making fewer insurance claims. In short, not only could women fill empty HGV drivers roles but they could result in better bottom lines for those who employ them.\r\n\r\n\u003Cstrong\u003ERecruitment and retention of women drivers \u003C/strong\u003E\r\n\r\nThe US Bureau of Labor Statistics shows improved female driver numbers over the years, peaking at just over 8% of the US driver population in 2022, higher than the European average of 5% and even with the drop to just under 7% in 2023, still better than across the Atlantic. It is still a very heavily male-dominated industry even so.\r\n\r\nThe ATRI published a report earlier this year, \u003Cem\u003EIdentifying and Mitigating the Challenges Faced by Women Truck Drivers\u003C/em\u003E, that involved interviews with female truck drivers and carriers\u2019 representatives. The table below shows some of the striking differences in perceptions about female driver recruitment and retention:\u003Ca href=\"https://ti-insight.com/wp-content/uploads/2024/11/Picture1.png\"\u003E\u003Cimg class=\" wp-image-271526 aligncenter\" src=\"https://ti-insight.com/wp-content/uploads/2024/11/Picture1-300x132.png\" alt=\"\" width=\"929\" height=\"409\" /\u003E\u003C/
2608a\u003E\r\n\r\nThe top five points are most interesting as it shows the big differences in perceptions between carriers\u2019 representatives\u2019 perceptions and the reality on the ground. In the report\u2019s conclusions it looked at recruitment and retention of female drivers. Let\u2019s take a look at these now.\r\n\r\n\u003Cstrong\u003ERecruitment\u003C/strong\u003E\r\n\r\nMost US women entering the trade come in via family member recommendation. Positive publicity about female drivers is important in retention of drivers by companies too - this seems to be an important issue from end to end of the career.\r\n\r\nCompetitive and equal pay at trucking companies is a big draw for women. With Walmart offering more than $100,000 a year for experienced drivers in the US, and an average pay of 55% above minimum wage in Europe, this can be a serious income for a family, even if Mom (or Grandma more often) is out on the road most of the week.\r\n\r\nFair treatment in training is important too, with harassment even being reported at this stage of some women\u2019s careers - this can be resolved with women training other women to drive at training centres.\r\n\r\n\u003Cstrong\u003ERetention\u003C/strong\u003E\r\n\r\nThe ATRI research showed that carriers with women-specific initiatives maintain a higher percentage of women drivers than those without. This includes marketing materials, mentorship programmes and involvement in women\u2019s groups.\r\n\r\nInability to access exercise is an important factor in making females leave the industry, with 42.2% of those surveyed saying this is a problem they have daily. Poor diet and lack of exercise has been shown in other research to shorten drivers\u2019 lives and give serious health problems later in life, something that European truck stops have only woken up to in recent years.\r\n\r\nAccess to safe parking is a serious problem both sides of the Atlantic. Planned electric vehicle charging parks in Europe will revolutionise this, but such infrastructure will take years to come on stream. Within this is the issue of clean toilets and washing facilities that affect males and females alike.\r\n\r\nAllowing pets - specifically dogs - on an HGV is important, not least because a potential attacker is less likely to harass a woman with a dog, though tackling the loneliness of long hours at the wheel is another factor. Many US trucking companies permit pets with drivers already.\r\n\r\nHarassment and discrimination is an issue faced every day by 17% of all female drivers surveyed vs 8.4% of men in the ATRI report. This is why few women really wanted exercise facilities in truck stops as that was identified as a common location for such difficulties. Unfortunately such issues come from the industry being so heavily dominated by men, but even so safety systems and personal security ranked as fourth in the women drivers\u2019 issues in the table above where carriers ranked it second.\r\n\r\nFamily was cited as the biggest reason females end up leaving the job. Interestingly, by contrast variability of the job and independence were two of the biggest draws to becoming a truck driver. FaceTime, Zoom and so on were important to mitigate these while on the road, but the report found, \u201cwas the importance of organizing and planning. Whether it was planning their routes, schedules or time-off, ensuring a work-life balance between time away from home and being home or connected to home was critical.\u201d Route optimisation so the driver begins and ends their week\u2019s driving close to home would be one way to resolve this.\r\n\r\nIn conclusion, for a scenario where significant numbers of women are to enter the truck driving profession, there needs to be large scale structural change. For this to happen, more advocacy and mentoring by women for women is needed. If sufficient numbers of women can be attracted to and retained by the industry, driver shortages at key times like the current peak season could be a thing of the past.\r\n\r\n\u003Cstrong\u003EAuthor: Richard Shrubb\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight","post_title":"How Do We Get More Women into Truck Driving?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"how-do-we-get-more-women-into-truck-driving","to_ping":"","pinged":"","post_modified":"2024-12-05 08:56:27","post_modified_gmt":"2024-12-05 08:56:27","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23955","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1982","productGallery":null,"woo_quick_view":"[woosq id= 23955]","postGallery":"","post_type_name":"Post"},{"ID":"23958","post_author":"3","post_date":"2024-12-05 08:58:39","post_date_gmt":"2024-12-05 08:58:39","post_content":"Global automotive logistics market size was \u20ac81,383.4m in 2023 and is forecast to be \u20ac83,181.2m in 2024, growing at a 5-year CAGR of 1.7% between 2024 and 2029. The region with the highest growth in 2023 was North America at 11.7% and the region with the highest 5-year CAGR is Sub-Saharan Africa at 4.1%.\r\n\r\n\u003Cstrong\u003EInbound\u003C/strong\u003E\r\n\r\nGlobal automotive inbound growth was 12.3% in 2023 and is forecast to be 3.1% in 2024, with a 5-year CAGR of 0.8%.\r\n\r\nThe region with the highest growth rate in 2023 was Europe, at 17.3%. This is forecast to be 10.8% in 2024 with a 5-year CAGR of 1.2%. Germany has the largest market size, at \u20ac2066.6m in 2023 and it is forecast to grow to \u20ac2285.9m in 2024, with a 5-year CAGR of 0%. Europe remains a hub for automotive manufacturing, with leading automakers such as Volkswagen, BMW, and Daimler and growing consumer demand for EVs. Slovenia is forecast to have the highest inbound growth rate of 23.6% in 2024. Slovenia is strategically located at the crossroads of key European transportation corridors and close to major automotive manufacturing regions in Austr
2608ia, Germany, Italy, and Hungary. It also has a robust automotive sector. The country with the lowest growth in Europe is Russia at a forecast -1.7% in 2024. This is mainly due to Western sanctions imposed in response to Russia's actions in Ukraine.\r\n\r\nIn North America, 2024 actual market size is forecast to be \u20ac9826.3m. The largest market in the region is the USA with 2024 growth forecast to be 3.9% and a total market size of \u20ac6160.4m, compared to 12.5% in 2023, with a total market size of \u20ac5931m. The region with the highest growth in 2023 was South America at 16.3% in 2023 and a 5-year CAGR of 6.2%. The US has one of the largest manufacturers of electric vehicles, with large production facilities located in the US including a proprietary battery production capability.\r\n\r\nTotal market size in Asia Pacific was \u20ac300,009.7m in 2023 with a forecast market size of \u20ac31,361.4m in 2024 and a 5-year CAGR of 2.7%.Growth is highest in China, at 12% in 2023, a forecast 1.6% in 2024 and a 5-year CAGR of 1.5%. Forecast market size in 2024 is \u20ac17,024.1m. China has become one of the most important economies in global automotive production and consumption. Production in China is now in excess of 30m vehicles.\r\n\r\nIt\u2019s notable that the Sub-Saharan African inbound market has the highest 5-year CAGR of 3%. This is due to the rising middle class and urbanization, driving demand for vehicles, population growth and infrastructure development as well as localised automotive assembly and manufacturing.\r\n\r\n\u003Cstrong\u003EOutbound\u003C/strong\u003E\r\n\r\nGlobal outbound market size grew by 9.8% in 2023, but is forecast to shrink by 1.7% in 2024, with a 5-year CAGR of 2.3%.\r\n\r\nThe country with the largest market size is Germany, at \u20ac785.8m in 2023 and a forecast market size of \u20ac749.3m in 2024, with a 5-year CAGR of 1.6%. However there is a negative growth rate across most of Europe, with Poland standing out at -8.1%. Automotive sales growth in Europe has slowed due to economic pressures and the shift to EVs. In Poland, infrastructure and consumer demand for EVs are still developing. A significant portion of used cars in Poland come from fleet contracts - fewer fleet vehicles are entering the used-car market, impacting exports. Variations in the zloty and euro exchange rates have also influenced trade dynamics.\r\n\r\nSouth America is the region with the highest 5-year CAGR of 6.4%, with Sub-Saharan Africa following behind at 3.5%. South America is becoming a production hub for several global automotive manufacturers, thanks to lower labour costs and regional trade agreements. Automotive manufacturers in South America, particularly in Brazil, are increasingly targeting export markets to compensate for fluctuations in domestic demand.\r\n\r\nIn Asia Pacific, South Korea had the highest inbound growth in 2023, at 13%, but the 5-year CAGR is -2%, compared with 2.5% for China. Japan, like Germany, is an economy characterised by the production operations of large internal vehicle manufacturers. Most of these have struggled with marketing electric vehicles.\r\n\r\n\u003Cstrong\u003ESpare Parts\u003C/strong\u003E\r\n\r\nThe global spare parts market grew by 5.5% in 2023, with a market size of \u20ac15,626m and a 5-year CAGR of \u20ac19080.3m.\r\n\r\nThe region with the largest market size is North America, at \u20ac5457.8m in 2023 and a 2024 forecast of \u20ac5666.2m. It\u2019s notable that the 5-year CAGR for Mexico is higher than any other country in the world, at 11.5%. Mexico is one of the largest automobile manufacturers globally, and the country serves as a hub for many global car manufacturers. With increased vehicle production, there is a growing demand for spare parts to support both production lines and after-sales service. The ageing vehicle fleet and a booming after-market sector also contribute to the growth, as well as strong trade agreements and proximity to the US.\r\n\r\nThe region with the highest growth in 2023 was South America at 16.3% in 2023 and a 5-year CAGR of 6.2%. Brazil and Argentina have well-established automotive production and manufacturing industries and trade pacts such as Mercosur have made it easier to import and export automotive parts within the region.\r\n\r\nIn Europe, the countries with the highest growth in 2023 were Hungary and Turkey, at 24.4% and 15.6% respectively. Russia has the highest 5-year CAGR at 4.6%. The highest actual market size in 2023 was Germany at \u20ac729.4m.\r\n\r\nAsia Pacific ranks 3\u003Csup\u003Erd\u003C/sup\u003E in terms of total market size in 2023, at \u20ac4072.7m, with China forecast to have the highest market size in 2029 of \u20ac1893.5m.\r\n\r\nSub-Saharan Africa is the region with the highest 5-year CAGR of 6.4%. Economic growth and policies encouraging automotive trade and investments, coupled with Africa's participation in trade agreements such as the African Continental Free Trade Area (AfCFTA), facilitating the flow of spare parts across borders, are driving this growth. In addition, Sub-Saharan Africa imports a significant number of second-hand vehicles, which often require more frequent maintenance and spare part replacements than new vehicles.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E Julia Swales\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insight","post_title":"Global automotive logistics market projected to grow at a 5-year CAGR of 1.7%","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"global-automotive-logistics-market-projected-to-grow-at-a-5-year-cagr-of-1-7","to_ping":"","pinged":"","post_modified":"2024-12-05 08:58:39","post_modified_gmt":"2024-12-05 08:58:39","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23958","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20697","productGallery":null,"woo_quick_view":"[woosq id= 23958]","postGallery":"","post_type_name":"Post"},{"ID":"23961","post_author":"3","post_date":"2024-12-05 09:00:31","post_date_gmt":"2024-12-05 09:00:31","post_content":"The crash of the freighter aircraft outside Vilnius airport that killed one crewman on Monday 25\u003Csup\u003Eth\u003C/sup\u003E November may be something other than an accident.\r\n\r\nThe aircraft was being operated by Swiftair as a third-party provider for DHL Express, serving the route between the Lithuanian capital and DHL\u2019s main hub at Leipzig. The Lithuanian authorities have said that a \u201ctechnical failure\u201d could be to blame and DHL said in a statement that the \u201ccause of the accident is still unknown\u201d. However, remarks by the German foreign minister implied that the German Government thought the crash could have been caused deliberately, with Annalena Baerbock commenting to journalists that \u201cwe must now seriously ask ourselves whether this was an accident or whether it was another hybrid incident\u201d.\r\n\r\nThe crash follows a number of fires in DHL trans-shipment hubs in October which appear to have been caused by some form of incendiary device. The
2608se incidents were in facilities handling parcels in Poland, Germany and the UK. Various government officials in Poland, the US and Germany have suggested that these fires were caused by devices designed by the Russian intelligence services to evade the security systems at airports and those operated by the express companies themselves. The packages that ignited at both the German and the UK facilities are believed to have originated in Lithuania. It would appear that the package that caught fire in Germany had followed the same route between Vilnius and Leipzig as the freighter aircraft that crashed on Monday. The head of the German intelligence organisation, the BfV, described the incendiary incidents as \u201csabotage\u201d which could have resulted in the crash of the aircraft carrying the package if it had ignited on-board.\r\n\r\nIt would appear that there is a strong possibility that Russia has commenced attacks on the express network in Europe. If this is the case the motivation is obviously the tension between the western states and Russia over the war in the Ukraine. The implications for express operations in Europe must be regarded as serious. It is quite conceivable that air express operations could be significantly obstructed as a consequence of such attacks. It is worth noting that Russia has greater resources to launch such attacks than any terrorist organisation and this threat may be more serious than those anticipated after the attacks in 2011.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor:\u00a0\u003Cspan data-stringify-id=\"U05MKUCCZPH\" data-stringify-label=\"@Shruti Sasidharan\"\u003EThomas Cullen\u003C/span\u003E","post_title":"Vilnius crash could be threat to air express in Europe","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"vilnius-crash-could-be-threat-to-air-express-in-europe","to_ping":"","pinged":"","post_modified":"2024-12-05 09:00:31","post_modified_gmt":"2024-12-05 09:00:31","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23961","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23116","productGallery":null,"woo_quick_view":"[woosq id= 23961]","postGallery":"","post_type_name":"Post"},{"ID":"23964","post_author":"3","post_date":"2024-12-05 09:20:37","post_date_gmt":"2024-12-05 09:20:37","post_content":"Possibly the most important man in Indian logistics has just been charged with an enormous fraud in the US. Gautum Adani, who owns the Adani Group of which the port company APSEZ is part, has been charged, in the words of the US Justice Department, \u201cwith conspiracies to commit securities and wire fraud and substantive securities fraud for their roles in a multi-billion-dollar scheme to obtain funds from U.S. investors and global financial institutions on the basis of false and misleading statements\u201d.\r\n\r\nThis is not a complete surprise. Investment companies have been accusing Adani of fraud for well over a year. Notably the New York based investment analysis company, Hindenburg Research, has made a series of allegations around both the financial probity but also the viability of Adani Group. These allegations briefly destabilised Adani Group, with large falls in the value of its shares yet it seemed to recover strongly over the past year.\r\n\r\nThe allegations from American authorities seem to focus on inaccurate statements and unethical behaviour around the raising of funds on the New York Stock Exchange for investment in an energy project. The US Attorney General\u2019s Office stated that Adani \u201corchestrated an elaborate scheme to bribe Indian government officials to secure contracts worth billions of dollars\u201d.\r\n\r\nAdani Group has a number of businesses including energy, however central to its operations is the Mundra Port complex. This has risen to become India\u2019s largest container port, surpassing the previously largest port, the Jawaharlal Nehru Port complex near Mumbai. Adani\u2019s construction of Mundra port has been of great importance to the growth of the Indian economy. Previous to Mundra\u2019s construction India had insufficient deep sea port capacity and was reliant on trans-shipment services from Dubai and Singapore. Adani has now complemented the Mundra facility with a new complex at Thiruvananthapuram in southern India. Any interruption to the development of Adani Group\u2019s port investments would have a significant impact on the growth of the Indian logistics sector.\r\n\r\nThe US authorities have applied to have Gautum Adani extradited to the US, however the Indian authorities declined to investigate allegations earlier in the year so it is unclear what the course of the US case will be. It is believed that Gautum Adani is close to the Indian Prime Minister and his party, who rely on Mr Adani to manage important projects such as port development.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor:\u00a0\u003Cspan data-stringify-id=\"U05MKUCCZPH\" data-stringify-label=\"@Shruti Sasidharan\"\u003EThomas Cullen\u003C/span\u003E","post_title":"Adani charged in US","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"adani-charged-in-us","to_ping":"","pinged":"","post_modified":"2024-12-05 09:20:37","post_modified_gmt":"2024-12-05 09:20:37","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23964","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23965","productGallery":null,"woo_quick_view":"[woosq id= 23964]","postGallery":"","post_type_name":"Post"},{"ID":"23968","post_author":"3","post_date":"2024-12-05 09:24:07","post_date_gmt":"2024-12-05 09:24:07","post_content":"Shortage of capacity is rarely a problem in transport. Up until 2020 one of the major characteristics of road freight transport markets was the over-supply of vehicles. Shipping was even more prone to overcapacity. Air freight was slightly different, with the three large air express carriers maintaining a strong grip on large segments of the market by virtue of the sophistication of their networks, but not because there was any shortage of aircraft. Indeed, in much of the world, there was too much belly-freight. This condition of oversupply might be changing as aircraft manufacturers struggle to keep pace with demand.\r\n\r\nThe problem is that key equipment manufacturers have supply chains that are finding it hard to adapt to higher levels of production. A recent example is the jet engine manufacturer Rolls-Royce. It has been working, but not always succeeding, to provide the levels of spare parts support for the customers of its large Trent 1000 engine. This particular engine, which powers long-range airliners such as the Boeing Dreamliner, has proven to have a rapacious appetite for components. It appears that Rolls-Royce cannot source sufficient components to sustain the existing fleet let alone expand the fleet. These supply chain issues are also having an impact on the large maintenance hubs that Rolls Royce operates, with both a shortage of spares inventory and difficulties with maintenance hub capacity.\r\n\r\nThe situation is such that some airlines that operate the Trent 1000 are restricting operations, with British Airways interrupting services between London and Fort Worth Dallas, and Virgin Atlantic slowing the introduction of new services to Israel and Ghana.\r\n\r\nRolls-Royce is not alone in suffering supply chain issues. Both Boeing and Airbus have just been forced to inject cash into SpiritAero Systems, a supplier that builds aircraft wing and fuselage components. SpiritAero Systems has long struggled with profitability but recent strikes at Boeing appear to have destabilised production and inventory management operations with a resultant impact on cash-flow. A failure at SpiritAero Systems would bring production to a halt at much of Boeing and Airbus so they must ensure its stability.\r\n\r\nThese problems not only illustrate the importance of supply chain management to the aerospace industry but also warn that there are likely to be limits on the supply of aircraft in the short
2608-to-medium term. Bearing in-mind the robustness of demand for airfreight at present, this is likely to have a major impact on both freight-rates and service quality.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Thomas Cullen","post_title":"Supply chain problems threaten less capacity in air freight","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"supply-chain-problems-threaten-less-capacity-in-air-freight","to_ping":"","pinged":"","post_modified":"2024-12-05 09:24:07","post_modified_gmt":"2024-12-05 09:24:07","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23968","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23969","productGallery":null,"woo_quick_view":"[woosq id= 23968]","postGallery":"","post_type_name":"Post"},{"ID":"23972","post_author":"3","post_date":"2024-12-05 09:26:30","post_date_gmt":"2024-12-05 09:26:30","post_content":"The US port workers have shown themselves to be reluctant to embark on extended strike action, the Canadian dockers appear not to be. The strife at the port of Montreal has become so bad that the management has \u2018locked-out\u2019 the workforce, whilst dockworkers in Vancouver have now been on strike for a week.\r\n\r\nThe management of the port of Montreal, represented by the Maritime Employers Association said on Sunday 10\u003Csup\u003Eth\u003C/sup\u003E that it had declared \u201ca lockout as of 9 p.m. this evening\u201d because the Montr\u00e9al Longshoremen\u2019s Union had voted to reject what it called \u201cthe final and comprehensive offer\u201d made on Thursday last week. The employers commented that the offer \u201cprovided for a 3% salary increase per year for four years and a 3.5% increase for the two subsequent years\u201d. It is believed that the Longshoremen\u2019s Union is looking to match the offer to dock workers in Vancouver and Halifax which was a pay increase of 20% over four years.\r\n\r\nThe Maritime Employers Association stated that it hoped that the Canadian Federal Government would involve itself in attempting to resolve the dispute.\r\n\r\nThe seriousness of the strike is amplified by the similar situation in Vancouver, where the dock workers have been on strike for a week. As in the case of Montreal, there are differences over pay increases. Negotiations are continuing between the employers and the ILWU union.\r\n\r\nThe impact of these strikes has been significant. The container operations of Canadian Pacific Kansas City and Canadian National railways are no longer taking containers for export however it appears that agri-bulk cargoes are still being handled. There are media reports that substantial cargoes are being diverted to US ports. Other Canadian ports continue to work, notably Halifax and the port of St Johns.\r\n\r\nIn contrast to the various threatened disruptions in US container terminals over the past couple of years there does not appear to be too much political energy around these strikes. It is unclear if either the Provincial or Federal governments can help resolve them.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Thomas Cullen","post_title":"Canada\u2019s two largest container ports are shut by strikes","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"canadas-two-largest-container-ports-are-shut-by-strikes","to_ping":"","pinged":"","post_modified":"2024-12-05 09:26:30","post_modified_gmt":"2024-12-05 09:26:30","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23972","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5813","productGallery":null,"woo_quick_view":"[woosq id= 23972]","postGallery":"","post_type_name":"Post"},{"ID":"23975","post_author":"3","post_date":"2024-12-05 09:30:28","post_date_gmt":"2024-12-05 09:30:28","post_content":"\u003Cspan style=\"font-size: 12pt;\"\u003EWhat will a Trump presidency mean for the US and global logistics industry? Ti\u2019s CEO John Manners-Bell provides his immediate response to the US election result, looking at some of Trump\u2019s key policy commitments.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cu\u003EOil\u003C/u\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EIt is very likely that Trump will re-focus energy policy on the production of oil. Commentators are already talking about a $50 or even $40 barrel of oil resulting from a \u2018drill, baby, drill!\u2019 strategy. This will provide a significant boost for the domestic trucking market. In addition, it would reduce inflationary pressures, leading to a faster drop in the interest rate which could stimulate consumer demand. This will help not only domestic manufacturing, but also suck in imports from overseas. This would be positive for shipping, air cargo and international freight forwarding, although this will be countered by Trump\u2019s plans for raising tariffs.\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EPositive for domestic trucking, rail, intermodal, parcels, warehousing\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EPositive for shipping, air cargo and international freight forwarding\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cu\u003ETariffs\u003C/u\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EOne of Trump\u2019s headline manifesto commitments has been the imposition of large tariffs on foreign imports, especially those originating from China. This is likely to result in more re-shoring to the USA, relocation of production (and warehousing) by Chinese manufacturers to the USA and near-sourcing of goods from Mexico, although these flows could also be targeted if Trump believes that Chinese manufacturers are subverting the USMCA trade agreement. Running contrary to the deflationary pressures of lower oil and less regulation, tariffs will push up prices for consumers and manufacturers. Europe will not be immune from these trade measures \u2013 relations during the last Trump presidency were very strained. If Europe retaliates by imposing its own trade measures this will affect transatlantic trades but also potentially support and protect European manufacturing and increase local logistics demand.\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ENegative for shipping, air cargo and international freight forwarding\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EPositive for US warehousing\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EPositive for European regional logistics\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EImpact on domestic trucking and logistics unclear, potentially negative\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cu\u003ETaxation\u003C/u\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EOne of Trump\u2019s headline policies is the reduction or abolition of many types of tax. These include corporation tax on domestic manufacturing including breaks for machinery, equipment, and research and development (R&amp;D). The aim will be to create domestic growth and jobs.\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EPositive for domestic trucking, rail, intermodal, parcels, warehousing\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cu\u003ERegulation\u003C/u\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EMany businesses are looking forward to a reduction in levels of regulation following Trump\u2019s commitment that for every new regulation he would abol
2608ish ten existing ones. But Trump\u2019s plans go much further. Elon Musk may be heading up an \u2018efficiency commission\u2019 and whole government departments may face abolition. The goal is to reduce the size of the state and reduce business cost, impacting positively on inflation and acting as a huge stimulus for the domestic economy.\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EPositive for domestic trucking, rail, intermodal, parcels, warehousing\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cu\u003EClimate change \u003C/u\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAlthough many foreign governments and intergovernmental organisations see climate change policy as a priority, it is safe to say that Trump does not share this view. It is unconceivable that without support from the USA much progress will be made on global carbon emissions reduction agreements, potentially putting a brake on discussions at the International Maritime Organisation for a carbon tax. It should be remembered that Trump pulled out of the Paris Climate Agreement in 2017. The elimination of green energy subsidies in the Inflation Reduction Act (IRA) is also a probability. Trump\u2019s energy policies will make the transition from diesel engine vehicles less achievable by reducing the cost of oil.\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ELower costs for shipping lines and air cargo carriers\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003EPositive for domestic trucking\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003ENegative for US intermodal, rail\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cu\u003EForeign security policy\u003C/u\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EIn his victory speech, Trump has vowed to \u2018end wars\u2019 rather than start them. What this means for Ukraine and the Middle East is unclear. Some sort of resolution will undoubtedly have an impact on oil and gas prices, pushing down global energy costs. Trump\u2019s doubts over NATO may result in a larger spend on defence in Europe supporting logistics related to defence manufacturers based in the region.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cu\u003EConclusion\u003C/u\u003E\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe big winner from Trump\u2019s election will be US trucking and other domestic logistics services. The likely losers will be international shipping, air and freight forwarders although it must be pointed out that if there is strong US economic growth this will act as a growth driver. It must be expected that before tariffs are imposed there will be a major boom spike in imports to avoid extra costs and this will lead to an increase in shipping rates \u2013 for a short period at any rate. It is also unclear to what extent extra costs resulting from tariffs will negate many of the deflationary impacts of tax and regulation reduction.\u003C/span\u003E\r\n\r\n\u003Cem\u003ESource: Ti Insight\u003C/em\u003E\r\n\r\n\u003Cem\u003EAuthor: John Manners-Bell\u003C/em\u003E","post_title":"Quick take: What will a Trump presidency mean for the logistics industry?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"quick-take-what-will-a-trump-presidency-mean-for-the-logistics-industry","to_ping":"","pinged":"","post_modified":"2024-12-05 10:23:07","post_modified_gmt":"2024-12-05 10:23:07","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23975","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23986","productGallery":null,"woo_quick_view":"[woosq id= 23975]","postGallery":"","post_type_name":"Post"},{"ID":"23978","post_author":"3","post_date":"2024-12-05 09:40:38","post_date_gmt":"2024-12-05 09:40:38","post_content":"The bond between China and Mexico continues to go from strength to strength, with further growth in trade between the nations predicted in 2025.\r\n\r\nTo date, China\u2019s attempts to circumvent US tariffs on its exports are succeeding, with imports into Mexico maintaining a robust pace throughout 2024. As of August, China exported US$8.57bn of goods to Mexico, a 12.3% increase year-on-year.\r\n\r\nAlthough Mexico has sought to preserve its relationship with the US and redress a trade imbalance with China by imposing its own tariffs, shifts in the global supply chain indicate that will not hamper relations between the two. Indeed, the growth in trade is backed by infrastru
2608cture investments and a growing number of initiatives from shipping majors.\r\n\r\nOf the latter, the Dalian-Mexico container express service is the most significant. Introduced by COSCO Shipping in July 2024, the route was created to improve efficiency between Dalian and key Mexican ports, cutting 10 days off traditional transshipments. Elsewhere COSCO\u2019s TLP5, launched in early 2024, offers a direct link between key Asian ports and key Mexican ports, like Manzanillo and Ensenada.\r\n\r\nSimilarly CMA CGM and MSC both have direct services to accommodate the surging demand for Mexican manufacturing and distribution centres created by nearshoring. Meanwhile, the Qingdao to Mexico service, launched in Q1 of 2024, has contributed to the double-digit growth in container throughput between China and Mexico.\r\n\r\nThe direct routes and services have reduced reliance on transshipment in the region, cutting costs and shipping time, which benefits high volume shippers. In turn the routes are reducing dependency on US ports and are alleviating congestion in Mexico where several ports are being upgraded to accommodate larger volumes.\r\n\r\nIn that respect, the China-Mexico trade relationship will continue to influence global shipping throughout 2025 and beyond, driving multiple strategic changes \u2013 the most likely outcome of which is shipping lanes diversifying further, reducing pressure on the Panama Canal and US West Coast in particular.\r\n\r\nOf particular note is Mexico\u2019s Interoceanic corridor which will provide an alternative transport route between the Pacific and Gulf of Mexico, the net result of which will be a redistribution of volume across the Americas.\r\n\r\nThough not yet fully operational, the corridor will hit key milestones in the coming 12 months, with the Ports of Salina Cruz on the Pacific Coast and Coatzacoalcos on the Gulf coming online. This will streamline cargo transfer across the corridor and further enhance trade efficiency with Asia, giving countries in the latter diversified access to the East Coast of the US.\r\n\r\nAs 2024 comes to an end, there is little doubt that the China-Mexico trade partnership is strengthening. The projected surge in 2025 is fuelled by changes to strategic shipping routes, infrastructure upgrades and direct services.\r\n\r\nChina\u2019s continued bypassing of US tariffs through robust exports to Mexico and the introduction of direct shipping lanes reduces dependency on US ports, alleviating congestions and driving down costs in the process.\r\n\r\nMeanwhile, the Interoceanic trade corridor will enhance trade, creating an efficient link between the Pacific and Gulf of Mexico and redistributing trade across the Americas. Together, these developments indicate a deepening of the relationship between China and Mexico, with broad impacts of global shipping and the US West Coast in particular.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Tom Holmes","post_title":"China and Mexico continue to strengthen ties, reshaping shipping in the process","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"china-and-mexico-continue-to-strengthen-ties-reshaping-shipping-in-the-process","to_ping":"","pinged":"","post_modified":"2024-12-05 09:40:38","post_modified_gmt":"2024-12-05 09:40:38","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23978","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23980","productGallery":null,"woo_quick_view":"[woosq id= 23978]","postGallery":"","post_type_name":"Post"},{"ID":"23983","post_author":"3","post_date":"2024-12-05 09:45:10","post_date_gmt":"2024-12-05 09:45:10","post_content":"Last May, CH Robinson announced that they were making considerable progress in exploiting generative AI to automate various points in the lifecycle of a shipment. Since then, progress has continued and in the past week or so, they have provided more commentary about the progress of this initiative.\r\n\r\nC.H. Robinson (CHR) is advancing freight and logistics automation with its proprietary generative AI, aiming to streamline the lifecycle of freight shipments. By applying generative AI, CHR has automated key processes such as quoting, load acceptance, scheduling appointments, and tracking shipments. These steps\u2014previously done by manual email processing\u2014are now managed instantly, benefiting shippers who rely on email communications just as quickly as those integrated directly into CHR\u2019s platform.\r\n\r\nThis innovation marks a significant efficiency leap. CHR reports automating over 10,000 daily transactions that once demanded considerable human input, such as load tenders, which now take 90 seconds 
2608instead of up to four hours. This rapid response time offers substantial gains for businesses with complex supply needs, such as retailers needing stock replenishments or automotive companies requiring precise, just-in-time part deliveries.\r\n\r\nArun Rajan, CHR\u2019s Chief Strategy and Innovation Officer, highlights the industry-wide impact, noting, \u201cSaving hours and minutes on every shipment matters when you\u2019re managing intricate supply chains.\u201d Rajan explains that time-sensitive sectors, from retail to energy, benefit by securing optimal appointment slots and minimising costs associated with spot-market fluctuations.\r\n\r\nCHR\u2019s AI-based system automates various tasks:\r\n\u003Col\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EPricing Requests\u003C/strong\u003E: For shippers relying on emailed quotes, the AI system generates 2,600 quotes daily, reducing response time to an impressive 32 seconds.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003ELoad Tenders\u003C/strong\u003E: The system processes around 5,500 emailed shipment orders each day, completing these tasks within 90 seconds.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EScheduling Appointments\u003C/strong\u003E: CHR\u2019s AI extracts information from emails to set up pickup or delivery times, handling 3,000 appointments per day in just 60 seconds.\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cstrong\u003EIn-Transit Visibility\u003C/strong\u003E: When automated updates from carriers fail, CHR\u2019s AI intervenes to gather information on load status without requiring employee action.\u003C/li\u003E\r\n\u003C/ol\u003E\r\nThis transformation has been years in the making. CHR began scaling the first of these AI tools in early 2024, rolling out additional functions by mid-year. Now, thousands of transactions run seamlessly every day, optimising not just CHR\u2019s operations but also providing customers with quicker service and competitive pricing advantages.\r\n\r\nOrth noted that for CHR\u2019s customers, especially those facing time-sensitive supply needs, automation drives \u201cspeed-to-market,\u201d which impacts everything from shelf availability in retail to the timely arrival of components for manufacturers. Missing out on these efficiencies can inflate transportation costs, particularly when shippers face spot market pricing. For instance, delays in tendering shipments can lead to price hikes of 23% to 35%, illustrating the real value of instantaneous responses.\r\n\r\nAfter starting with price quotes, C.H. Robinson has applied generative AI to increasingly complex tasks. That required infusing the technology with the company\u2019s market knowledge, specialised expertise in nearly every kind of supply chain and the specifics of each customer\u2019s unique needs.\r\n\r\n\u201c\u003Cem\u003EAn emailed load tender might only say,\u00a0\u003C/em\u003E\u003Cem\u003E\u2018\u003C/em\u003E\u003Cem\u003EI have a load for Tuesday\u003C/em\u003E\u003Cem\u003E\u2019\u00a0\u003C/em\u003E\u003Cem\u003Ebecause the shipper knows we know what they ship on Tuesdays. Or it could contain thousands of words about 20 loads in a PDF attachment with handwritten notes on it,\u201d said Mark Albrecht, the company\u003C/em\u003E\u003Cem\u003E\u2019\u003C/em\u003E\u003Cem\u003Es Vice President for Artificial Intelligence.\u00a0\u003C/em\u003E\u003Cem\u003E\u201c\u003C/em\u003E\u003Cem\u003EOur tech can connect details in different parts of the email, discern what\u003C/em\u003E\u003Cem\u003E\u2019\u003C/em\u003E\u003Cem\u003Es missing, go fill in the blanks and take action. We\u003C/em\u003E\u003Cem\u003E\u2019\u003C/em\u003E\u003Cem\u003Eve even built it to determine things like which shipments are best for less-than-truckload and how different commodities should be palletised. We can do that like no one else, because we have the competitive advantage of the largest dataset in the industry and because our generative AI tools continually learn from our experts.\u003C/em\u003E\u201d\r\n\r\nCHR\u2019s advantage in leveraging generative AI stems from its deep data set and longstanding industry expertise. By integrating market intelligence, logistics knowledge, and customer specifics, the AI tools operate almost like an experienced human, adju
2608sting parameters based on real-time updates and tapping back to CHR teams for unusual cases. Orth emphasises that this human-AI synergy is critical, noting that CHR\u2019s long-standing client relationships enable its AI to perform with a high degree of contextual accuracy.\r\n\r\nIn essence, CHR\u2019s investment in generative AI marks a pivotal shift for the logistics sector, enhancing operational responsiveness while relieving teams from repetitive tasks. By combining automation with human oversight, CHR has set a new standard in the 3PL landscape, delivering faster service and supporting resilient supply chains in an increasingly demanding market.\r\n\r\nC H Robinson believe that this automation enhances operational speed and efficiency, which are essential in managing today\u2019s increasingly complex global supply chains. In a\u00a0\u003Ca href=\"https://www.logisticsmgmt.com/article/c.h_robinson_touts_progress_of_its_generative_ai_technology_for_automating_lifecycle_of_a_freight_shipment\"\u003EQ&amp;A with Logistics Management magazine\u003C/a\u003E\u00a0on this topic, Megan Orth (Director of Digital Technology) says, \u00a0\u201cWe\u2019re always looking for ways to lift repetitive tasks from our people so they can focus on more strategic work\u201d. She emphasises that generative AI allows CHR to automate previously manual tasks across the full shipment lifecycle reliably.\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Ken Lyon\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insight","post_title":"C H Robinson \u2013 Automating the Freight Lifecycle with generative AI","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"c-h-robinson-automating-the-freight-lifecycle-with-generative-ai","to_ping":"","pinged":"","post_modified":"2024-12-05 09:45:10","post_modified_gmt":"2024-12-05 09:45:10","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23983","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20770","productGallery":null,"woo_quick_view":"[woosq id= 23983]","postGallery":"","post_type_name":"Post"},{"ID":"23990","post_author":"3","post_date":"2024-12-05 11:27:26","post_date_gmt":"2024-12-05 11:27:26","post_content":"In an interview with Poul Woodall (a senior manager with extensive experience in the shipping industry) Julia Swales, Advisory Board Manager for the Foundation for Future Supply Chain, heard how shipping companies are focusing on the EU ETS and the Fuel EU, because the CII consequences for non-compliance, or a ship being in a low category (carbon intensity is rated A-E, where A is best) are less severe.\r\n\r\nThere's a lot of criticism of the CII. It came into force in January 2023 \u2013 now it\u2019s clear how it works in real life. The IMO Correspondence group has been tasked with more than 20 different amendments to consider, simply because the measurement is not reflecting the intention, which is not a surprise \u2013they use the AER (Annual Efficiency Ratio) as a calculation, and that's flawed.\r\n\r\nMany shipping companies have concerns and have illustrated how meeting the requirements actually go against the intentions of CII. Ships can ballast around releasing emissions, and they are rewarded for this, as they are able to better comply with the CII.\u00a0 One of the other big issues is that time idle, whether that is in dry dock, at an anchorage, or due to congestion in ports, models the whole efficiency picture and drag ships down in performance without the ship really being poor.\r\n\r\nCII doesn't have a monetary consequence for non-compliance. If a ship is in the lower categories, an improvement plan must be formulated, which is then documented in the SEEMP and approved by the flag state (but then there are flag states and flag states) \u2013 it is not clear what the time frame is for that and how it\u2019s going to work.\r\n\r\nThe EU ETS is being recorded this year, then the first payments will take place next year. It will need to be sorted out between the owners and the charterers. The EUAs (EU allowances, which are carbon credits) have to be submitted by the end of March next year.\r\n\r\nThe EU ETS will be public information. Of course, companies will want to make sure that they perform well, but it's more the financial impl
2608ication that will interest the parties here. EUAs are trading at about \u20ac65 a tonne right now, which is a lot of money. If a ship burns 15,000 tonnes a year that\u2019s around \u20ac3 million per ship. The ultimate measure here, the big stick, is that if a ship has not complied and paid when it comes into an EU port, it will be detained.\r\n\r\nThe Fuel EU is one of the most complicated pieces of legislation for shipping \u2013 the average carbon factor, on a well-to-wake basis, must decline over time. So, for example, if a tonne of diesel emits 3.2 tonnes of CO2 this year, that's the baseline \u2013 next year the average figure has to fall below this baseline, so thresholds have been established for the various types of ships. There is a very complicated mechanism for calculating non-compliance \u2013 if ships don\u2019t comply it can cost a lot of money. Many shipping companies are operationally rearranging themselves to minimize the consequences. One way of doing this is sailing on LNG, which by default makes the ship compliant for the next couple of years. The other one is mixing in biofuel, but these are in short supply.\r\n\r\nThis all calls into question the IMOs reasoning behind the CII \u2013 all the collected data will be confidential and there aren\u2019t any financial penalties, so this regulation provides no real incentive for the maritime industry to reduce CO2 emissions.\r\n\r\nSource: Foundation for Future Supply Chain\r\n\r\nAuthor: Julia Swales","post_title":"The IMO's CII regulation doesn't wield a 'big stick' in the fight to reduce carbon emissions","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-imos-cii-regulation-has-no-big-stick-to-make-the-shipping-industry-comply-and-reduce-carbon-emissions","to_ping":"","pinged":"","post_modified":"2024-12-07 08:36:05","post_modified_gmt":"2024-12-07 08:36:05","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=23990","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21171","productGallery":null,"woo_quick_view":"[woosq id= 23990]","postGallery":"","post_type_name":"Post"},{"ID":"24128","post_author":"3","post_date":"2025-01-08 10:06:56","post_date_gmt":"2025-01-08 10:06:56","post_content":"After nearly a decade in office, Justin Trudeau has announced his resignation as Canada\u2019s prime minister, citing the paralysis the country\u2019s parliament has experienced in recent months, but the decision also follows the fallout from US president-elect Trump\u2019s impeding tariff policy.\r\n\r\nJust before Christmas,\u00a0\u003Cem\u003EThe Loadstar\u00a0\u003C/em\u003Ereported the resignation of Mr Trudeau\u2019s deputy PM, Chrystia Freeland, with her citing the government\u2019s response to those tariffs.\r\n\r\nIn her resignation letter, Ms Freeland made clear that she \u201cfound herself at odds\u201d with Mr Trudeau over the \u201cbest path forward\u201d in the wake of Mr Trump\u2019s tariff pledge, and her concern that Canada needed to get ahead of the \u201cAmerica First\u201d policy.\r\n\r\nShe wrote: \u201cOur country faces a grave challenge. The incoming administration in the US is pursuing a policy of aggressive economic nationalism, including a threat of 25% tariffs.\r\n\r\n\u201cWe need to take that threat extremely seriously. That means keeping our fiscal powder dry, so we have the reserves we may need for a coming tariff war. That means eschewing costly political gimmicks\u2026 which make Canadians doubt we recognise the gravity of the moment.\u201d\r\n\r\nMr Trump warned shortly after his electoral victory that one of his first acts would be to sign an executive order that would implement a 25% tariff on all Canadian products in the US.\r\n\r\nWhile many suggested this was simply the president-elect setting out a negotiating position, Mr Trump has since doubled down, with Mr Trudeau being castigated in the Canadian press as being too cooperative to the looming threat of US nationalism.\r\n\r\nQuoted in\u00a0\u003Cem\u003EMarketWatch\u003C/em\u003E\u00a0before news of the resignation broke, president of Spectra Markets Brett Donnelly said: \u201cTrudeau does not look to have a strong hand against Trump.\u201d\r\n\r\nMr Donnelly added: \u201cThe whole situation has become kind of embarrassing for Canada, and there is a greater chance Trump continues to troll Canada with Trudeau in charge,\u201d a reference to Mr Trump repeatedly describing his opposite number in Ottawa as \u2018Governor\u2019 Trudeau.\r\n\r\nAfter Mr Trudeau\u2019s failure to win Mr Trump over with a November meeting at the president-elect\u2019s Florida home, other ministers have attempted to soothe relations.\r\n\r\nIn the closing days of 2024, finance minister Dominic LeBlanc and foreign affairs minister Melanie Joly met with Mr Trump\u2019s proposed picks for c
2608ommerce and interior secretaries, Howard Lutnick and Doug Burgum.\r\n\r\nMr LeBlanc\u2019s spokesperson said the meetings were \u201cpositive\u201d and \u201cproductive\u201d, however, it has been reported elsewhere that Mr Trump may be holding out for Canadian elections.\r\n\r\nAs things stand, Mr Trudeau\u2019s Liberal Party could be on course for being replaced by their Conservative opposition, which boasts friendly ties with the Trump administration and, in particular, his incoming vice president, JD Vance.\r\n\r\nSource: By Alexander Whiteman, \u003Ca href=\"https://theloadstar.com/trumps-tariff-pledge-prompts-trudeau-resignation/\"\u003EThe Loadstar\u003C/a\u003E","post_title":"Trump's tariff pledge prompts Trudeau resignation","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"trumps-tariff-pledge-prompts-trudeau-resignation","to_ping":"","pinged":"","post_modified":"2025-01-08 10:06:56","post_modified_gmt":"2025-01-08 10:06:56","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24128","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"24129","productGallery":null,"woo_quick_view":"[woosq id= 24128]","postGallery":"","post_type_name":"Post"},{"ID":"24132","post_author":"3","post_date":"2025-01-08 11:13:03","post_date_gmt":"2025-01-08 11:13:03","post_content":"According to industry data, the demand for Ultra Large Container Vessels (ULCVs) has decreased as shipping companies shift to smaller, more versatile vessels to accommodate changing trade patterns.\r\n\r\nThe data from Braemar\u003Csup\u003E1\u003C/sup\u003E shows that just six container vessels capable of holding over 17,000 TEUs are scheduled for 2025, while 83 mid-sized ships with capacities of 12,000 to 16,999 TEUs are slated.\r\n\r\nThe figures are the latest in a long line of indicators that trade routes are decentralising from China, with a growing emphasis on emerging hubs in Vietnam, India and Indonesia \u2013 all of which are generally better equipped to handle mid-sized vessels. To that end, we can expect to see an increase in activity at ports in South East Asia and South Asia, especially as supply chains move closer to emerging trade hubs and to end markets.\r\n\r\nThe increase in mid-sized vessels will also offer shippers greater flexibility. Smaller vessels are able to navigate more ports and routes, therefore reducing reliance on chokepoints (such as the Suez and Panama Canals), and reducing risk from geopolitical disruptions and congestion. In turn, there should be stronger regional connectivity, allowing intra-Asia and African trade routes to grow, and boosting efficiency and volume in those regions.\r\n\r\nWhile more versatile ships are likely to bring notable changes to trade routes, the impact on rates isn\u2019t entirely clear. We can expect them to stabilise or see a slight increase. Although smaller vessels typically offer more flexibility, their TEU per-unit cost is higher than those of ULCVs, meaning that overall rates tend to be higher \u2013 especially for niche routes which command a premium.\r\n\r\nEqually, with diverse trade lanes and a mix of vessels sizes means we could experience slight volatility in the short-term as companies adjust to shift in demands. If, as expected, there\u2019s a reduction on China-centric routes, rates will drop because of the decrease in demand and lower volumes.\r\n\r\nGenerally speaking, this evolution signals a step towards a more flexible, resilient and regionally interconnected global shipping network. Indeed, toward the latter stages of the year, we can expect to see broader trade coverage, with smaller ships accessing underutilised or emerging ports.\r\n\r\nWe will, therefore, likely see investment in ports in emerging economies as they look to improve facilities and hinterland connections for small to mid-sized vessels. On that front, there will be more focus on a broader network of mid-tier ports, and a decentralisation from mega ports, which in turn will foster regional economic development.\r\n\r\nFor shippers, this shift is a transition toward an adaptable and regionally diverse supply network. And while short-term sticking points \u2013 like rate volatility and adjusted trade patterns \u2013 will need to be worked through, the long-term outlook is positive.\r\n\r\nIndeed, if the scenario plays out as expected, shippers can expect enhanced flexibility, reduced risks and expanded market opportunities, with a strong focus on new supply chain dynamics and diversification into new markets.\r\n\r\n\u003Cspan style=\"font-size: 10pt;\"\u003E\u003Cem\u003ERef: 1. https://www.maritimegateway.com/smaller-ships-take-over-as-global-trade-routes-shift/\u003C/em\u003E\u003C/span\u003E\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Tom Holmes","post_title":"Evolving trade routes dampen demand for ultra large containers","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"evolving-trade-routes-dampen-demand-for-ultra-large-containers","to_ping":"","pinged":"","post_modified":"2025-01-08 11:13:03","post_modified_gmt":"2025-01-08 11:13:03","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24132","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"5808","productGallery":null,"woo_quick_view":"[woosq id= 24132]","postGallery":"","post_type_name":"Post"},{"ID":"24135","post_author":"3","post_date":"2025-01-08 11:57:18","post_date_gmt":"2025-01-08 11:57:18","post_content":"The evolving relationship between the USA and China is already having a \u003Ca href=\"https://ti-insight.com/briefs/donald-trump-trade-and-logistics/\"\u003Etransformative effect\u003C/a\u003E on global and regional supply chains. Whilst there has been a focus on the new tariffs which President Trump may impose on Chinese imports, the reality is that the Chinese government has been re-focusing its trade strategy for over a decade. This was initiated by the economic impact of the Great Recession in 2008 which left a large hole in Chinese exports combined with the political goal of extending Chinese influence through the emerging world by way of the Belt &amp; Road Initiative.\r\n\r\nWhilst the projection of China\u2019s Soft Power through the financing of port and energy projects has been well documented, far less has been written about the development of a rail network throughout South East Asia. The eventual goal of the governments involved \u2013 driven mainly by China \u2013 is to link Beijing to Singapore, reducing passenger travel times to 30 hours initially and to 18 hours by 2040. Whilst the priority of the rail network will be to expedite the movement of passengers across the region, including Chinese ex-pats and tourists, it will also create huge capacity for freight. The first part of the, the Laos-China Railway opened in 2021, and by 2023 was, according to CNN, transporting 4.22 million tons of freight, an increase of almost 100% on the year before.\r\n\r\nThe next stage could see Thailand connected in 2028 and following that an expansion into northern Malaysia and from there to Singapore. The network, also know as the Pan-Asia Railway, comprises three routes in total linking China\u2019s Kunming to Singapore via Myanmar, Thailand, Laos, Vietnam, Cambodia and Malaysia.\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003ECentral Route: Kunming (China) \u2013 Yuxi (China) \u2013 Vientiane (Laos) \u2013 Bangkok (Thailand) - Kuala Lumpur (Malaysia) - Singapore\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EWestern Route: Kunming - Dali (China) - Yangon (Myanmar) - Bangkok, Kuala Lumpur and Singapore\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EEastern Route: Kunming \u2013 Yuxi - Hanoi (Vietnam) - Ho Chin Minh (Vietnam) - Phnom Penh (Cambodia) to Bangkok, Kuala Lumpur and Singapore.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\nA further service has been recently launched on existing rail track, the ASEAN cargo express. This involves a 14 day trip from Kuala Lumpur to Chongqing operated by Malaysia's railway company, KTMB, transiting Thailand and Laos. According to one estimate the service will be 30% cheaper than air cargo equivalent.\r\n\r\nOf course, the investment comes at a cost \u2013 both financial and political. Laos \u2013 one of the poorest countries in the world \u2013 is not in a position to spend the multi-billion price tag required by the project. It consequently has had to rely on loans from the Chinese government, and in return allow China access to mineral ores, rare earth metals, timber and rubber. Laos is now one of the most indebted countries in the world.\r\n\r\nWhilst the benefits of economic integration across the region are evident, especially as Chinese manufacturers will be looking to supply the US market through new distribution channels in the wake of higher tariffs, many south east Asian governments will be wary of Chinese influence. Several ASEAN members are in dispute with China over territorial claims and political relationships will not be straightforward, with or without \u2018debt diplomacy\u2019. This has led to delays in parts of the project with Malaysia, for example, more hesitant on moving ahead. In addition to this, parts of the region are affected by political instability. Myanmar, on the western route, has for years been beset by a civil war in which the disruption of the country\u2019s railways is a key strategic objective for rebels.\r\n\r\nWhilst the economic benefits of an integrated rail network linking China with south east Asia are clear, political and security issues will make its development less than straightforward. Somewhat ironically, President Trump\u2019s tariff policy may provide additional momentum to the project as a result of Chinese manufacturers off-shoring production to neighbouring countries. This dynamic would consolidate China\u2019s influence in the region which, whilst bringing jobs and investment, would run counter to the USA\u2019s strategic aims.\r\n\r\n\u003Cem\u003ESource: Ti Insight\u003C/em\u003E\r\n\r\n\u003Cem\u003EAuthor: John Manners-Bell\u003C/em\u003E","post_title":"Trump\u2019s trade plans could boost China\u2019s pan-Asian railway dreams","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"trumps-trade-plans-could-boost-chinas-pan-asian-railway-dreams","to_ping":"","pinged":"","post_modified":"2025-01-08 11:57:18","post_modified_gmt":"2025-01-08 11:57:18","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24135","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"19646","productGallery":null,"woo_quick_view":"[woosq id= 24135]","postGallery":"","post_type_name":"Post"},{"ID":"24138","post_author":"3","post_date":"2025-01-08 11:59:10","post_date_gmt":"2025-01-08 11:59:10","post_content":"In the forthcoming Ti Contract Logistics Market Forecast, we observed that India is set to overtake Japan to be the second largest contract logistics market by volume in the Asia Pacific region by 2028. Ti forecasts that with 14.0%, 13.0% and 13.2% volume growth in 2024, 2025 and 2028, India will achieve a contract logistics market volume size of \u20ac22,838.5m by 2028, compared to Japan\u2019s \u20ac20,045.1m in the same year. Japan will grow 1.1% and 0.6% in 2025 and 2028, similar to Europe\u2019s 1.8% and 1.7% in 2025 and 2028 though slower than North America\u2019s 1.7% and 3.2%.\r\n\r\nAlmost all economic analysts suggest the Indian economy is set to grow around 7.0% y-o-y in 2024. According to Deloitte\u2019s anal
2608ysis of the Indian economy in Q1 of 2024-25, \u201cThe expenditure approach points to strong private consumption growth, which grew 7.4% in the first quarter from a year earlier.\u201d Given the private consumption will involve a supply chain and its warehouses at various points, this is just one of the reasons why contract logistics as a market is set for strong growth now and into the future.\r\n\r\nAt the same time, Deloitte stated that manufacturing activities grew 7% y-o-y in the quarter. This is again resultant of one of the newly re-elected PM\u2019s core policies - \u201cMake In India\u201d whose website states was originally developed in 2014 and is to, \u201cTransform India into a global design and manufacturing hub.\u201d Manufacturers use 3PLs as redundancy in their supply chains, so manufacturing contributes to contract logistics volumes as does private consumption.\r\n\r\n\u003Cstrong\u003EServices as exports\u003C/strong\u003E\r\n\r\nThe service sector as opposed to goods may well support the country\u2019s GDP growth, fostering domestic demand for retail goods, and this may well contribute to its powerful growth in the contract logistics market. In financial year 2021-2022, the service economy accounted for 52% of India\u2019s GDP, and service exports are growing at an explosive rate. Goldman Sachs valued the India services export industry at $338bn in 2023, growing at \u201calmost double the rate of the rest of the world - and [has] come to form nearly a tenth of the national GDP\u201d. By 2023 the analysts say, \u201cIndia services exports will hit 11% of GDP by 2030.\u201d\r\n\r\nWhere contract logistics is a service in its own right, the wider service industry itself is composed of salaried professional workers who in many cases have more disposable income than those in the unsalaried agrarian economy. This is why the services segment of the economy will feed back to Deloitte\u2019s \u2018private consumption growth\u2019 and thus to the supply chain and domestic contract logistics, setting the scene for long term growth in contract logistics in India.\r\n\r\n\u003Cstrong\u003EAuthor: Richard Shrubb\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E\u00a0Ti Insights","post_title":"India - the Rising Star of APAC Contract Logistics?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"india-the-rising-star-of-apac-contract-logistics","to_ping":"","pinged":"","post_modified":"2025-01-08 11:59:10","post_modified_gmt":"2025-01-08 11:59:10","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24138","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21342","productGallery":null,"woo_quick_view":"[woosq id= 24138]","postGallery":"","post_type_name":"Post"},{"ID":"24141","post_author":"3","post_date":"2025-01-08 12:20:46","post_date_gmt":"2025-01-08 12:20:46","post_content":"\u003Cspan style=\"font-size: 12pt;\"\u003EA recent report from the solution provider ShippyPro focused on the present state of the e-logistics market globally, indicated an astonishing statistic. Only 7% of supply chains are able to support real time decision making. They also state that 95% of supply chains require very short reaction times due to the speed at which they operate. (e-Commerce &amp; Logistics Trends 2024)\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAt Ti, we have been highlighting for many years the necessity for accurate and timely data flows throughout logistics operations. The reducing costs of the technology platforms capable of supporting these goals should provide the necessary ingredients to do so. And yet\u2026\u00a0\u00a0\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThis still seems to be a challenge.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EOnline retail operations have resulted in an explosion of delivery data as every parcel carrier can provide a track and trace capability.\u00a0 Knowing when your shipment is due to arrive is obviously a great benefit of the online shopping experience. But nifty track and trace for online impulse purchases is not supply chain visibility. It is only the last part of an often complex choreography required to get products manufactured and then distributed across the globe.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EWhich brings us back to the 7% mentioned earlier.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EEvery player in a typical supply chain has data relating to their operations. These data are held in a variety of systems. Some are old, some are not quite so old, and some have only recently been implemented. The data held in them will vary in quality and quantity. It is safe to say that all of the systems n
2608ow operating have been introduced after networking became a \u2018thing\u2019 back in the early 1990\u2019s and have the capability to exchange data with other systems. So, the real challenge is how fast can the data be shared, and can the recipient make sense of it.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAll of the technology necessary to make this happen is commercially available but is there the desire and vision to make this happen. That obviously varies by organisation, but it must be in the commercial interest of any company to know what\u2019s happening within their operations at any time.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe conventional approach to exchanging data and information between companies is via a mechanism called an Application Programming Interface (API). Indeed, it is probably possible to construct a supply chain visibility platform comprised primarily of API\u2019s, coordinated by some form of generative AI platform responsible to qualifying and directing the data flows, alerting the appropriate parties to any anomalies or disruptions.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThis seems to be the obvious destination where most, if not all, of the logistics and supply chain technology platforms will converge.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003ESo, in summary, APIs offer a powerful solution for enhancing supply chain efficiency and visibility. By connecting diverse systems, APIs enable seamless data exchange, real-time tracking, and automated processes.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EKey benefits include:\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EImproved Visibility:\u003C/strong\u003E Real-time tracking of shipments and inventory levels.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EEnhanced Collaboration:\u003C/strong\u003E Facilitated communication and data sharing between stakeholders.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EIncreased Efficiency:\u003C/strong\u003E Automation of tasks and streamlined processes.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EEnhanced Decision-Making:\u003C/strong\u003E Data-driven insights for better decision-making.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EImproved Customer Experience:\u003C/strong\u003E Faster delivery times and accurate tracking information.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EHowever, implementing APIs requires careful consideration of security risks and integration challenges. By addressing these concerns and following best practices, businesses can harness the power of APIs to optimise their supply chains and gain a competitive edge.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Ken Lyon\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003ESource:\u003C/strong\u003E Ti Insight / Foundation for Future Supply Chain\u003C/span\u003E","post_title":"Only 7% of Supply Chains Offer Real Time Visibility","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"only-7-of-supply-chains-offer-real-time-visibility","to_ping":"","pinged":"","post_modified":"2025-01-08 12:20:46","post_modified_gmt":"2025-01-08 12:20:46","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24141","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2153","productGallery":null,"woo_quick_view":"[woosq id= 24141]","postGallery":"","post_type_name":"Post"},{"ID":"24144","post_author":"3","post_date":"2025-01-08 12:34:34","post_date_gmt":"2025-01-08 12:34:34","post_content":"There has been much noise about the US President-elect\u2019s policy promises on trade. Donald Trump has been emphatic about his desire to impose tariffs on many of the US\u2019 trading partners, making it a central element in his manifesto for the American economy.\r\n\r\nHowever, a key figure in Donald Trump\u2019s administration is likely to be Scott Bessent, an investment manager who has been \u003Ca href=\"https://www.nytimes.c
2608om/2024/12/13/business/trump-bessent-economic-strategy.html\"\u003Enominated to be Treasury Secretary\u003C/a\u003E, a post of considerable influence. Certainly, Scott Bessant has spoken in favour of the imposition of tariffs, arguing in an article that \u201cfor too long, the conventional wisdom has rejected the use of tariffs as a tool of both economic and foreign policy. However, like Alexander Hamilton, we should not be afraid to use the power of tariffs to improve the livelihoods of American families and businesses\u201d. However, whilst this statement clearly embraces a policy of tariffs, it implies that tariffs are not an objective in themselves. In an interview he clarified this with the assertion that \u201cwe are at a key geopolitical moment. I see the need for a grand economic reordering. Something going back to Bretton Woods or the Treaty of Versailles\u201d. This strongly suggests that Scott Bessent at least is looking to the wider objective of restructuring the patterns of global trade.\r\n\r\n\u003Cstrong\u003EWhat are the implications of these policies for logistics markets?\u003C/strong\u003E If the patterns of world trade do change then it is inevitable that sectors such as air and sea freight will feel the effects. For example, since the late 1990's, trade into and out of China has been the dominant operation within container shipping. Although the pattern of shipping out of China has changed over the past two years with greater cargo volumes into South East Asia, the implication of Trump policies is to shrink trans-Pacific volumes. Another strong implication is that container traffic generally will become more balanced, as trade deficits in the US shrink. Air freight will possibly be hit even more violently as highly price sensitive e-retail trades are crushed by huge tariffs. As freight transport around the world changes, then it seems likely that the market for warehousing will have to adapt.\r\n\r\nIt is clear that Donald Trump and his government are intent on transforming how the economies of the world change. His policies are likely to be as significant as the entrance of China into the World Trade Organisation. It would be honest to admit that this latter policy has become non-viable, and trading relationships between many other economies have become more strained in recent years. The question that every logistics service provider trading at the global level should now ask themselves is, what will these policies look like and what will be the implications for logistics?\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Thomas Cullen","post_title":"Donald Trump, trade and logistics","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"donald-trump-trade-and-logistics","to_ping":"","pinged":"","post_modified":"2025-01-08 12:34:34","post_modified_gmt":"2025-01-08 12:34:34","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24144","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"625","productGallery":null,"woo_quick_view":"[woosq id= 24144]","postGallery":"","post_type_name":"Post"},{"ID":"24147","post_author":"3","post_date":"2025-01-08 12:39:31","post_date_gmt":"2025-01-08 12:39:31","post_content":"It is quite unusual for an American President to express opinions on container terminal automation. Nonetheless, Donald Trump has made a forceful intervention on the issue.\r\n\r\nHaving met the President of the International Longshoremen Association, Harold J. Daggett and the Association\u2019s Vice President Dennis Daggett on Thursday 12th, Donald Trump issued a statement on his \u2018Truth Social\u2019 social media site asserting that \u201cthere has been a lot of discussion having to do with \u201cautomation\u201d on United States docks. I\u2019ve studied automation, and know just about everything there is to know about it. The amount of money saved is nowhere near the distress, hurt, and harm it causes for American Workers, in this case, our Longshoremen\u201d.\r\n\r\nThe port operating companies, represented by USMX made a statement in response, asserting that they \u201cappreciate and value President-elect Trump\u2019s statement on the importance of American ports\u201d but \u201cwe need a modern technology that is proven to improve worker safety, boost port efficiency, increase port capacity, and strengthen our supply chains\u201d.\r\n\r\nThe International Longshoremen Association are at present in vigorous negotiations with the port terminal operating companies. The two sides seem to have some sort of agreement over pay but arguments over the issue of automation are threatening to result in a strike in the New Year.\r\n\r\nThe implications of Donald Trump\u2019s comments on the negotiations between the Longshoremen and USMX must be significant. It would appear that the next President has taken the side of the Longshoremen in the negotiation, which may make things difficult for the employers.\r\n\r\nIt also appears that Donald Trump is using the conflict between terminal operators and the Longshoremen to position himself politically. His statement asserted that \u201cForeign companies have made a fortune in the U.S. by giving them access to our markets. They shouldn\u2019t be looking for every last penny knowing how many families are hurt\u201d. For important groups of voters in the US this is probably an attractive message. For non-US companies, especially logistics companies looking to exploit the potential of automation, this is concerning.\r\n\r\nSource: Ti Insight\r\n\r\nAuthor: Thomas Cullen","post_title":"Donald Trump makes forceful intervention on container handling","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"donald-trump-makes-forceful-intervention-on-container-handling","to_ping":"","pinged":"","post_modified":"2025-01-08 12:39:31","post_modified_gmt":"2025-01-08 12:39:31","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24147","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23986","productGallery":null,"woo_quick_view":"[woosq id= 24147]","postGallery":"","post_type_name":"Post"},{"ID":"24149","post_author":"3","post_date":"2025-01-08 12:49:09","post_date_gmt":"2025-01-08 12:49:09","post_content":"Indian exporters and importers are breathing a sigh of relief as fears of a nationwide strike by unionised dockworkers across major government ports fade, according to industry sources.\r\n\r\nLabour groups last month threatened to launch indefinite work stoppages from 17 December in a bid to force the government to implement terms of a wage contract hammered out two months ago at port management level.\r\n\r\nSources told\u00a0\u003Cem\u003EThe Loadstar\u003C/em\u003E\u00a0officials at the Ministry of Shipping had finally received a mandatory \u201cgo-ahead\u201d to approve revised contract conditions for signature.\r\n\r\n\u201cA formal order is expected quickly, mostly by tomorrow,\u201d said one source, privy to the information. \u201cOfficials have already been instructed.\u201d\r\n\r\nUnion sources, however, said strike preparation plans would continue until the settlement that was agreed in late September was implemented.\r\n\r\nTo drum up worker support, several rounds of demonstrations have been scheduled for the run-up to the strike deadline, the first [protest was held outside all port headquarters on 5 December.\u00a0The next campaign has been scheduled for tomorrow.\r\n\r\n\u201cIt is also decided to mobilise pensioners and family members to hold mass demonstrations, with the support of serving employees, before the administrative office of the major ports, demanding implementation of the bipartite wage negotiation committee settlement and payment of various pension benefits,\u201d said the leaders of a six-member labour federation.\r\n\r\n\u201cWe have no official update as of now, regarding the order,\u201d one union source said.\u00a0\u201cWe are proceeding with our action but will definitely review should there be a positive missive.\u201d\r\n\r\nMeanwhile, container lines serving Indian trades had begun warning customers of potential cargo delays and advising them of contingency measures being explored to keep supply chains as uninterrupted as possible.\r\n\r\n\u201cOur teams are working to assess any impact on operations and are in close communication with all relevant parties to ensure delivering the latest updates that might impact your cargo planning,\u201d said Hapag-Lloyd in an advisory last week.\r\n\r\nA stable and seamless port environment is more critical than ever, as logistics challenges caused by the Red Sea crisis persist, say sources.\u00a0Additionally, Indian export trade data showed some volume rebound signals last month, after months of declines, and any port disruption could only compound industry concerns.\r\n\r\n\u201cThe rising tensions between Israel and Iran have continuously led to logistical challenges, as most of our trade to Europe, Africa, the CIS and the Gulf region happen through the Red Sea route or the Gulf region,\u201d said Ashwani Kumar, president of the Federation of Indian Export Organisations.\r\n\r\nSource: By Angelo Mathais, \u003Ca href=\"https://theloadstar.com/shippers-breathe-again-as-threat-of-indian-port-strikes-eases/\"\u003EThe Loadstar\u003C/a\u003E","post_title":"Shippers breathe again as threat of Indian port strikes eases","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"shippers-breathe-again-as-threat-of-indian-port-strikes-eases","to_ping":"","pinged":"","post_modified":"2025-01-08 12:49:09","post_modified_gmt":"2025-01-08 12:49:09","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24149","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23965","productGallery":null,"woo_quick_view":"[woosq id= 24149]","postGallery":"","post_type_name":"Post"},{"ID":"24152","post_author":"3","post_date":"2025-01-08 13:26:45","post_date_gmt":"2025-01-08 13:26:45","post_content":"China\u2019s civil aviation authority may be talking-up its \u201chistoric highs\u201d in airfreight volumes over the first nine months of 2024, but the looming inauguration of Donald Trump as US president has left some suggesting the boom is reaching its apex.\r\n\r\nBetween January and October, Civil Aviation Administration of China (CAAC) recorded some 7.3m tonnes of c
2608argo and mail flown, a 19.3% uptick on 2019.\r\n\r\nSpokesperson Shang Kejia added that this \u201chistoric peak\u201d had been fuelled by \u201crobust growth\u201d in international airfreight, and cited a 48.5% surge in volumes, which hit 2.93m tonnes, heading to export destinations.\r\n\r\nFurthermore, the CAAC pointed to year-on-year growth of 100.4% on cargo flights heading to international destinations in the last week of November.\r\n\r\n\u201cThe surge in air cargo comes against the backdrop of China\u2019s industrial transformation, deeper belt-and-road cooperation, and the rapid development of cross-border e-commerce,\u201d the CAAC official continued.\r\n\r\nHowever, concerns have been raised over the long-term viability of China\u2019s airfreight sector as the spectre of Donald Trump and tariffs looms ever larger.\r\n\r\nAnd e-commerce looks particularly at risk, with more than a third (35%) of Chinese e-commerce volumes moving by air to the US, with a further 25% heading to Europe, largely going through Germany.\r\n\r\nMr Trump has homed-in on Chinese e-commerce imports into the US as a particular bone of contention, claiming it bears the blame for the spike in fentanyl use across the US.\r\n\r\nThis is, in part, down to the ease with which those selling the illegal drug can acquire its ingredients on e-commerce platforms, which are set to be hit by Mr Trump\u2019s intention to stick an additional 10% on top of any existing or newly imposed tariff on all imports from China.\r\n\r\nBut while fentanyl may have received the attention, the tariffs policy will also negatively impact the flow of fast fashion, particularly from Chinese e-tailers like Shein and Temu.\u00a0Both have seen revenue shoot up as a consequence of their ability to secure cheap capacity for the cheap, or fast, fashion consumers in North America and Europe have become addicted to.\r\n\r\nA report from the US National Retail Federation, criticising the revival of Mr Trump\u2019s more aggressive form of protectionism, says it will be US consumers that suffer from any tariffs.\r\n\r\n\u201cConsumers would pay $13.9bn to $24bn more for apparel; $8.8bn to $14.2bn more for toys; $8.5bn to $13.1bn more for furniture; $6.4bn to $10.9bn more for household appliances; $6.4bn to $10.7bn more for footwear and $2.2bn to $3.9bn more for travel goods,\u201d the report claims.\r\n\r\nHowever, David Jack, an economics professor at Singapore\u2019s Yale NUS College, told\u00a0\u003Cem\u003EBusiness Insider\u00a0\u003C/em\u003Ethe impact would not purely be borne by US consumers.\u00a0He said: \u201cIt is hard to think of any scenario where the fast-fashion industry completely escapes revived US protectionism. Because their supply chains originate in China, Shein and Temu are likely to receive even great scrutiny and suffer higher tariffs.\u201d\r\n\r\nWere there not an alternative for European and North American consumers, the impact borne by them would obviously be high, but India has rapidly positioned itself to fill this spot.\r\n\r\nAll of this leaves question marks over the long-term viability of China\u2019s recent airfreight boom, with a recent update from Dimerco suggesting the surge could in part be driven by a desire by shippers to front-load and get ahead of potential tariffs.\r\n\r\nDimerco Express Group\u2019s VP of global sales and marketing, Kathy Liu, told\u00a0\u003Cem\u003EStat Times\u003C/em\u003E\u00a0that the November airfreight scene had started out relatively calm, \u00a0but market momentum increased \u201cfrom 18 November, with rates to the US and EU increasingly significantly\u201d, with Dimerco\u2019s update suggesting logistics networks would \u201cbegin to feel the pinch from the rush\u201d to get ahead of tariffs.\r\n\r\nSource: By Alexander Whiteman,\u00a0\u003Ca href=\"https://theloadstar.com/a-new-trade-war-with-us-would-threaten-chinas-historic-airfreight-boom/\"\u003EThe Loadstar\u003C/a\u003E","post_title":"A new trade war with US would threaten China\u2019s 'historic' air freight boom","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"a-new-trade-war-with-us-would-threaten-chinas-historic-air-freight-boom","to_ping":"","pinged":"","post_modified":"2025-01-08 13:26:45","post_modified_gmt":"2025-01-08 13:26:45","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24152","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23116","productGallery":null,"woo_quick_view":"[woosq id= 24152]","postGallery":"","post_type_name":"Post"},{"ID":"24155","post_author":"3","post_date":"2025-01-08 13:42:53","post_date_gmt":"2025-01-08 13:42:53","post_content":"After going into administration, \u003Ca href=\"https://voltatrucks.com/\"\u003EVolta Trucks\u003C/a\u003E has risen from the ashes and now has a second chance to be a successful business. Essa Al-Saleh, CEO of Volta Commercial Vehicles and FFSC board member, spoke to Julia Swales, FFSC Advisory Board Manager and Senior Editor at Ti, about the transformation and rebuilding the business.\r\n\r\n\u003Cstrong\u003EThe Four Pillars\u003C/strong\u003E\r\n\r\n\"Since we started phase two, in December last year, our mission has been to reassemble in a timely manner. The best way to think of that reassembly or re-emergence is in four pillars.\r\n\r\n\u003Cem\u003EThe first pillar\u003C/em\u003E is the people, getting them focused, aligned, committed to the reassembly, which is especially important when you go through a difficult step, like we had to go through. There's a lot of post-traumatic stress disorder in a situation like that. We reassembled 140 people who are very passionate about getting electric, sustainable, reimagined, safe, productive\u00a0vehicles\u00a0into customers hands.\r\n\r\n\u003Cem\u003EThe second pillar\u003C/em\u003E really is around the customer and rebuilding relationships and trust - this is in fact an overarching theme. We want to get our customers, especially what I call our most advanced ones, committed to a sustainable future and willing to experiment, innovate and trial our trucks. At the top of that list is DB Schenker who are very committed to a sustainable, safe future in transportation and trucking.\r\n\r\nDB Schenker are a lighthouse customer, meaning they engage in the development side. They test with us, they give us feedback. DB Schenker is in that segment of innovators, early adopters. They like to experiment. I think it's going to give them a long-term advantage, because in a transition from one ecosystem to another you can't just pick out 100 diesel trucks and replace them with 100 electric trucks, and assume you can operate the same way. It doesn't work like that. You must rethink your profile, your driver training and requirements for driver skills, as well as when and where to refuel those trucks and some of the routes you use.\r\n\r\nThe other feature in our truck in particular, which is where I think we're unique, is the design, the cab, the driver access, the visibility. We believe it provides around 10-15% more productive operations because of easy access. The driver gets in and out of the truck faster. With total visibility, they're able to manoeuvre into cities or the warehouse dock much faster. So that's an important opportunity to leverage and take advantage of.\r\n\r\n\u003Cem\u003EThe third pillar\u003C/em\u003E is the manufacturing and supply chain, one of the key things in the automotive sector - there's a lot of investment in establishing manufacturing processes, but in order to be successful, you have to go all the way up the value chain to who your supplier is, what your suppliers need to do in terms of tooling, equipment, inventory, raw material to meet your requirements. They have to commit to their supply chain, and then you have to build a synchronous approach to all that, so in terms of how you forecast the volumes you want to commit to so that process is working.\r\n\r\nAnd this is where understanding supply chain logistics and all the dynamics of it, from procurement sourcing all the way down to delivery to the customer, is critical in terms of people and the technology. So we've been working on that as a big part of it.\r\n\r\n\u003Cem\u003EThe fourth pillar\u003C/em\u003E\u00a0is raising enough capital to supp
2608ort our capital needs to get back to market. We, as a business, raised around 40 million in the past 10 months enabling us to lay the foundation of our re-emergence. However there is more we need to raise for 2025 and beyond as we look to ramp up and execute on our pillars. And if we're successful in that, then that positions us really well for the future. But we're doing this in an environment where many companies have not succeeded, us included to the end of last year. But we're thankful we have a second chance. Thanks to our shareholders and our key investors, thanks to our people and our partners, we have a second chance at it.\r\n\r\n\u003Cstrong\u003EThe Four Pivots\u003C/strong\u003E\r\n\r\nOur manufacturing is in Austria, with our manufacturing partner, Steyer Automotive, a very important partner to our return. Our supply base is a combination of Asia, Europe and US which is pretty broad.\r\n\r\n\u003Cem\u003EThe first pivot\u003C/em\u003E - we were building a truck that had the chassis and the box. I guess it was a good decision at the time, but proved to have a lot of complexity and cost. We pivoted to building just the chassis cab,\u00a0 and then we worked with many box suppliers who supported and understood our chassis frame and then they could attach their box or box design features to our chassis cab.\r\n\r\nThis opened up a lot of market opportunities, a lot of flexibility and lower cost for us. One particular box builder, Junge in Germany, was in the lead there. We'd exhibited with them at a conference in Germany.\r\n\r\n\u003Cem\u003EThe second pivot\u003C/em\u003E - we were building a business manufacturing trucks, but we also had a business within a business called our 'Truck as a Service', which was providing charging services, solutions, energy solutions, to educate our customers on what it takes to transition from internal combustion engine ecosystems to electric or battery electric ecosystems. We shrank that business considerably and now focus mainly on financing arrangements for our customers to purchase or finance their purchase from us. The reason we did that is there's quite a few capable companies out there in the marketplace that we can partner up with, rather than have to build it in-house. So that's another pivot that helped us lower our costs. We are focusing on what we do well, so the truck manufacturing, supply chain and the development of a great product.\r\n\r\n\u003Cem\u003EThe third pivot\u003C/em\u003E is we leaned in more into our service network, working more with partners. Before we had our own service centre, complimented with other service partners. That was a pragmatic choice because of cost and leveraging people who want to be part of the sustainable future.\r\n\r\n\u003Cem\u003EThe fourth pivot\u003C/em\u003E is just narrowing our focus on key markets in the short term. Germany, France, Sweden, UK, Austria, are our core first markets. We need to succeed and establish our presence with product and trucks in these markets. We want to earn the right to then expand beyond that.\r\n\r\n\u003Cstrong\u003ECustomer Trials and Costs\u003C/strong\u003E\r\n\r\nWe've done 40 live customer trials so far, right now we have about 11 live pilots in operation. Some pilots are long term, so we give the customer six months to run the pilot operation because their order is big, or it could be as short as a one week pilot operation.\r\n\r\nThese are customers who've indicated how much they would like to order subject to a pilot. So they may want to order five trucks, but they say they need to test the truck for one week or two weeks, or whatever, the period of time we give it to them. They test it in operation, then they confirm their order.\r\n\r\nYou have to build trust and there's a lot of anxiety around what it takes to drive an electric vehicle or electric truck, so you have to give them the confidence through testing a truck. That's the one thing we do differently than I think, as our competitors. Our sales approach, our go to market strategy, is direct to sales channel. 99% of business is through engaging our customer base, mainly in the logistics, supply chain, parcel side.\r\n\r\nRight now our truck with a 222 25 kilowatt hour battery capacity can give you up to 300 to 350, kilometre range. It all depends, obviously, on conditions and environment, but that's been a consistent metric we've been seeing in our 
2608customer operations.\r\n\r\nThe price of the trucks is the same, it's come down a little bit, but it's roughly, for our chassis cab, around 250K per truck and that represents the upfront cost, but with the energy savings, the lower maintenance cost, the productivity you can get you, you save about 50% a year on operations on the total cost of owning a truck over a lifetime. This is around 15% savings. This is very significant.\r\n\r\n\u003Cstrong\u003EFuture Success\u003C/strong\u003E\r\n\r\nSuccess is not guaranteed, but it's something that everybody in our ecosystem is very much passionate, committed and dedicated to. So that's where we are today, and that leads us up to this point, and then I would say in the next three to six months, we should start seeing our first commercial orders going out to customers with a view towards ramping up our first series production next year, and then into expanding markets and other products into 2026, and 2037.\r\n\r\nFor the size and volume that we're focused on right now, we do have pre orders and we\u2019re looking to expand that once we have more capital in the business.\r\n\r\nWe\u2019re working with the same partners, because they understand our business. You know, we have to agree the work with them through the lessons of the past and get back on the case. Obviously some of them make their own commitments to meet certain volumes and we need to deliver on those volumes as part of our mission and our goal. So that's the key and how to make it a win-win for all of us.\r\n\r\nThey are hopeful and supportive of our return. It's step by step - some of them had to work through some painful inventory that they had committed to, but the volumes come through because of our administration, so we had to work through that with them. Obviously, they had not been happy with some of the pain they had to take, but they're very understanding, and that's the mission. Now we need to look forward, rather than backward and by looking forward we commit to what kind of volumes we want to deliver on in 2025 therefore what orders want from them, how to manage that, when to manage that, what lead times are necessary.\"\r\n\r\nSource: Foundation for Future Supply Chain\r\n\r\nAuthor: Julia Swales","post_title":"Volta Trucks bounces back","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"volta-trucks-bounces-back","to_ping":"","pinged":"","post_modified":"2025-01-10 19:41:59","post_modified_gmt":"2025-01-10 19:41:59","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24155","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"2139","productGallery":null,"woo_quick_view":"[woosq id= 24155]","postGallery":"","post_type_name":"Post"},{"ID":"24163","post_author":"3","post_date":"2025-01-09 13:37:26","post_date_gmt":"2025-01-09 13:37:26","post_content":"\u003Cspan style=\"font-size: 12pt;\"\u003EIn a somewhat surprising twist of events, the Section 321 loophole has been cancelled not by the U.S government, but by the new president elect of Mexico, Claudia Sheinbaum.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe Section 321 loophole is a border-skipping strategy of importing goods from China to Mexico, and thus avoiding Section 301 tariffs which the US imposes on Chinese imports. These orders are then shipped to the U.S, one at a time under Section 321, which allows goods valued at \u003Cstrong\u003E$800 or less\u003C/strong\u003E (per shipment) to enter the U.S. duty-free and with minimal customs paperwork.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EFor e-commerce sellers, this supply chain configuration offers several benefits such as faster shipping times to the U.S and lower shipping costs from Mexico.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe controversy around Section 321 has been in the media for some time now - at the time of writing, the Biden administration had announced plans to restrict the Section 321 loophole but has not yet implemented a complete closure of the provision. However, it seems that the Mexican government is one step ahead; on December 19th 2024, Mexican President Claudia Sheinbaum issued a decree which, effective immediately, ends the border-skipping strategy for \u003Cstrong\u003Eapparel and textile \u003C/strong\u003Eimports that has so far been propping up many e-commerce sellers.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe new decree introduces several changes:\u003C/span\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003ETariff increases:\u003C/strong\u003E Import duties on 121 apparel products and 17 made-up textiles have been raised from 20-25% to 35%. Additionally, 17 tariff headings related to textiles now face a 15% duty, up from 10%.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12pt;\"\u003E\u003Cstrong\u003EIMMEX program restrictions: \u003C/strong\u003EThe decree excludes certain finished products, including clothing and textile articles classified under HTS Chapters 61, 62, and 63, from temporary importation under the IMMEX program.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ol\u003E\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAs the decree focuses predominantly on the textiles and apparel industry, theoretically an e-commerce seller that imports and sells tech for example from China to Mexico would not be affected. However, protectionist measures are continuing to gather steam in the country. At the end of December 2024, the Mexican government announced further regulations\u003Ca href=\"https://www.freightwaves.c
2608om/news/borderlands-mexico-mexican-government-aims-to-regulate-asian-e-commerce-imports\"\u003E aimed at cutting down Asian e-commerce imports\u003C/a\u003E. The requirements include additional documentation and more detailed product information. These regulations, separate from the 321 changes, are being enforced in January 2025.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThe new import rules in Mexico and changes to Section 321 will likely force many e-commerce sellers to \u003Cstrong\u003Erethink their supply chains\u003C/strong\u003E. Some may shift to \u003Cstrong\u003Edirect imports to the U.S.\u003C/strong\u003E to bypass the Mexican tariffs or \u003Cstrong\u003Emove away from China\u003C/strong\u003E in favor of other manufacturing regions to avoid rising costs. Others may look at \u003Cstrong\u003ECanada\u003C/strong\u003E as an alternative, although this comes with its own challenges and is also not immune to Section 321 changes from the U.S.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThere are therefore some potential winners from this situation, namely Canadian or U.S 3PL providers. Aaron Rubin, CEO of ShipHero, posted on his Linkedin arguing that \u201cMexican tariffs are so much that there is now no point going through Mexico anymore. It pays to use either a Canadian 3PL which still benefits from 321, or to just use a U.S 3PL and pay the U.S tariffs as you\u2019ll still get faster shipments and probably cheaper overall costs. Companies are now scrambling to find how to redo their distribution.\u201d\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EThese changes will ultimately lead to more intricate logistics for businesses\u2014a challenge which has unfortunately characterized the post-pandemic period for many companies.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003ESource: Ti Insight\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 12pt;\"\u003EAuthor: Nia Hudson\u003C/span\u003E","post_title":"Mexico\u2019s new rules end border skipping loophole","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"mexicos-new-rules-end-border-skipping-loophole","to_ping":"","pinged":"","post_modified":"2025-01-09 13:37:26","post_modified_gmt":"2025-01-09 13:37:26","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24163","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23980","productGallery":null,"woo_quick_view":"[woosq id= 24163]","postGallery":"","post_type_name":"Post"},{"ID":"24213","post_author":"3","post_date":"2025-01-30 09:53:19","post_date_gmt":"2025-01-30 09:53:19","post_content":"Three objectives currently feature prominently in government transport policies: to cut carbon emissions, to improve resilience and to increase connectivity. The decarbonisation of freight transport, which globally accounts for roughly 10% of CO\u003Csub\u003E2\u003C/sub\u003E emissions, is integral to national climate mitigation plans.\u00a0 Supply chain failures during the pandemic showed the need for stronger government action to make freight transport systems more robust.\u00a0 Increasing the connectivity of transport is seen mainly as a way of improving economic efficiency and boosting trade.\r\n\r\nAs these three policy initiatives are typically analysed and formulated separately, the interdependencies between them are often overlooked.\r\n\r\nIn a study for the International Trans
2608port Forum, partly funded by the German Federal Government, Alan McKinnon, Professor of Logistics at K\u00fchne Logistics University and FFSC advisory board member, explored these relationships and considered their implications for public policy making.\r\n\r\nThis involved identifying a series of critical attributes for decarbonisation, resilience and connectivity, 19 in total.\u00a0 Of all the possible relationships between them, he rated 35 to be the most important. These are plotted in the diagram and coloured-coded to show their classification into three categories: synergy, trade-off and hybrid (depending on local circumstances, the relationship can be either supportive or inhibiting)\u003Cem\u003E.\u003C/em\u003E\r\n\r\n\u003Cimg class=\"wp-image-24214 aligncenter\" src=\"https://futuresupplychains.org/wp-content/uploads/2025/01/Foundation-post-image-1-300x153.jpg\" alt=\"\" width=\"661\" height=\"337\" /\u003E\r\n\r\nThe good news is that two-thirds of these relationships appear to be in the first category, suggesting that most efforts to improve connectivity and resilience and to reduce emissions should be mutually-reinforcing. Only four (11%) are likely to involve a trade-off on every occasion, while eight (23%) can be either synergistic or conflicting. In the case of these hybrid relationships, governments can often take measures to mitigate potentially adverse effects.\r\n\r\nHere are examples of the relationships between three pairs of decarbonisation and resilience attributes:\r\n\r\n\u003Cstrong\u003ERelationship 26: \u003Cem\u003EBetween modal shift and intermodality\u003C/em\u003E\u003C/strong\u003E\r\n\r\nMaking greater use of rail and waterborne freight modes within a logistics system generally cuts carbon emissions while distributing the freight task across more transport networks should, at least in theory, spread the risk of service disruption. The degree of risk mitigation, however, is dependent on the relative vulnerability and resilience of the lower-carbon modes.\r\n\r\n\u003Cstrong\u003ERelationship 24: \u003Cem\u003EBetween freight transport demand and sourcing\u003C/em\u003E\u003C/strong\u003E\r\n\r\nThe shortening of supply chains is often advocated as both a risk mitigation measure and means of reducing the amount of freight movement, thereby cutting transport-related carbon emissions. There is much debate, however, over the amount of added resilience likely to accrue from reshoring and nearshoring. Much supply chain risk is country- or supplier-specific and not simply a function of the distance that products move. The carbon savings associated with more localised sourcing can also be small or non-existent, particularly when emissions from traded products are assessed on a life-cycle basis. Minimising these life-cycle emissions can involve transporting goods long distances from low-carbon production locations.\r\n\r\n\u003Cstrong\u003ERelationship 29:\u003Cem\u003E Between vehicle utilisation and scheduling\u003C/em\u003E\u003C/strong\u003E\r\n\r\nJust-in-time (JIT) replenishment has been widely criticised for rendering supply chains fragile and causing the under-loading of freight vehicles. Its relaxation has been advocated as both a de-risking and a decarbonisation measure, appearing to offer alignment between resilience and environmental objectives. On closer scrutiny, however, the possible contribution to both objectives is questionable, mainly on the grounds that JIT is a whole business philosophy and not simply a freight delivery mechanism. Confining analysis to the freight transport system suggests that relaxation of JIT pressures would yield both environmental and resilience benefits. At a logistical system or supply chain level, however, the outcomes could be quite different. This illustrates the complexity of modelling interactions between freight transport policy objectives.\r\n\r\nSource: Foundation for Future Supply Chain","post_title":"Decarbonisation, resilience and connectivity: A freight transport policy trinity","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"decarbonisation-resilience-and-connectivity-a-freight-transport-policy-trinity","to_ping":"","pinged":"","post_modified":"2025-01-30 12:48:42","post_modified_gmt":"2025-01-30 12:48:42","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24213","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21171","productGallery":null,"woo_quick_view":"[woosq id= 24213]","postGallery":"","post_type_name":"Post"},{"ID":"24217","post_author":"3","post_date":"2025-01-30 10:03:06","post_date_gmt":"2025-01-30 10:03:06","post_content":"Years after the US first imposed trade restrictions against Huawei, the government\u2019s strategy to restrain the Chinese technology company remains unclear. By mid-2019, after months of US pressure and restrictions, Huawei found its supply chain for c
2608omputer parts and software under siege, so it has actively pushed forward the localisation of its supply chain, continually increasing the domestic substitution rate of phone components. Before restrictions, Huawei relied heavily on companies like Intel, Qualcomm, Broadcom, and TSMC. Post-restrictions, Huawei has increased partnerships with domestic Chinese suppliers like SMIC for semiconductors and BOE Technology for displays. By 2023, the Mate 60 series achieved a domestic substitution rate of 90% of components and circuit boards to overcome the US restrictions. In December 2024, Huawei officially unveiled its Mate 70 series, the latest flagship smartphone for the Chinese market.\r\n\r\nThe US semiconductor export controls to China could result in annual sales losses of up to $83 billion for US semiconductor companies, along with a reduction of 124,000 jobs (American Chamber of Commerce). To overcome this, some US semiconductor giants like Intel and Qualcomm have opposed the tightening of chip export controls, and Nvidia continues to design chips for the Chinese market while adhering to export control standards. However Huawei have recently announced they want to grab the market share in AI chips from Nvidia.\r\n\r\nIn reaction, Huawei has shifted to Chinese suppliers and partnered with local chip manufacturers, as well as focusing on developing its HarmonyOS operating system as an alternative to Android. The company has expanded into non-smartphone areas such as cloud computing, enterprise solutions, and smart automotive technologies (with a significant presence in Mexico). Huawei has also invested in AI, 5G and semiconductors, integrating the supply chain into Huawei owned companies or a Chinese network of other companies.\r\n\r\nHowever there are some disruptors, competing with even the established Chinese companies. On 27th January, the Chinese start-up DeepSeek AI launch saw a trillion dollars wiped off the world\u2019s biggest tech companies share prices. Nvidia was the hardest-hit amongst American big tech related to AI, with Samsung in Europe down more than 20%. The DeepSeek AI has been produced quickly and cost effectively, going against the idea that enormous spending and the processes followed so far are the way to generate the best results and returns from AI.\r\n\r\nTrump is expected to reveal more details on which specific tariffs will be placed on imports from China, Canada, and Mexico on 1st February 2025, in a possible attempt to close a \u2018loophole\u2019 where Chinese companies can avoid tariffs by expanding in Mexico. Over the last few years Chinese investment has exploded in the country. In November it was announced that Foxconn is building a massive factory in Guadalajara, Mexico, to assemble Nvidia\u2019s artificial intelligence servers. Chinese electronics manufacturers Lenovo and Hisense have also been making announcements about building factories in Mexico.\r\n\r\nIt is clear that the continuing tariffs and export controls will mainly hurt the US, not China, who will still have an advantage and race even further ahead. It would be better for the Trump administration to focus on consolidating its remaining technological leadership.\r\n\r\nAuthor: Julia Swales\r\n\r\nSource: Ti / Foundation for Future Supply Chain","post_title":"Huawei continues to localise its supply chain","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"huawei-continues-to-localise-its-supply-chain","to_ping":"","pinged":"","post_modified":"2025-01-30 10:03:06","post_modified_gmt":"2025-01-30 10:03:06","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24217","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"473","productGallery":null,"woo_quick_view":"[woosq id= 24217]","postGallery":"","post_type_name":"Post"},{"ID":"24220","post_author":"3","post_date":"2025-01-30 10:04:35","post_date_gmt":"2025-01-30 10:04:35","post_content":"The future of the conflict between Israel and the Palestinians is of central importance to the short
2608-term prospects of the sea and air freight markets. If the present ceasefire agreement being implemented persuades the Houthi movement and its Iranian backers to stop attacking shipping in the Red Sea it will have strong effect on freight markets.\r\n\r\nThere are signs that the group is considering ceasing attacks. A spokesman from the organisation told the Qatar based news organisation Al Jazeera that \u201cIf Israel stops the aggression in Gaza, and if the US, UK and Israel stop the aggression against Yemen, the Houthis will stop their operations, including attacks against navies and commercial ships\u201d.\r\n\r\nIn an email sent to a variety of media and industry sources on Sunday, the Houthi\u2019s made a further statement asserting that they would\u00a0\u003Ca href=\"https://www.reuters.com/world/middle-east/yemens-houthis-will-target-only-israel-linked-vessels-after-gaza-ceasefire-says-2025-01-20/\"\u003Ecease attacks on shipping by Sunday 19\u003Csup\u003Eth\u003C/sup\u003E\u00a0January\u003C/a\u003E, however attacks on wholly-owned Israeli vessels would continue. Rather, British or American owned ships, vessels partly owned by Israeli companies and other nationalities would not be attacked.\r\n\r\nHowever, the organisation also stated that if there was further conflict between Israel and the Palestinians, they may resume attacks on shipping. It should also be noted that the Houthis fired two missiles at Israel over the weekend. Bearing in-mind, whilst Israel and Hamas have exchanged hostages and prisoners, the relationship is hardly a peaceful one. The possibility of further violence must be high. Therefore, the probability of the Houthi\u2019s returning to attacks on shipping may also be high. In addition, the position of the Houthi\u2019s supplier of weapons, Iran, is also unpredictable.\r\n\r\nThe container shipping lines face a difficult problem. Some smaller container lines are clearly willing to take the risk of resuming services through the Suez Canal. There are\u00a0\u003Ca href=\"https://theloadstar.com/two-winners-from-the-red-sea-crisis-the-shipping-lines-and-houthis/\"\u003Ealso suggestions that certain lines have been paying-off\u003C/a\u003E\u00a0the Houthis. The larger container lines are generally more cautious, although some are more cautious than others. However, once container lines of any size resume using the Suez route their competitors will be forced to do likewise or face a competitive disadvantage. The issue of insurance will be key in these decisions.\r\n\r\nIf there is less violence in Gaza, if Iran feels it is desirable to stop supplying missiles and the Suez route becomes usable again, then the container shipping market will experience a sharp correction. The resultant increase in supply of container carrying capacity of more than 20% will inevitably drive-down freight rates. It is also likely to affect airfreight as well. Yet the uncertainty will still remain.\r\n\r\nAuthor: Thomas Cullen\r\n\r\nSource: Ti","post_title":"Gaza truce may yet affect container shipping market","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"gaza-truce-may-yet-affect-container-shipping-market","to_ping":"","pinged":"","post_modified":"2025-01-30 10:04:35","post_modified_gmt":"2025-01-30 10:04:35","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24220","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"21827","productGallery":null,"woo_quick_view":"[woosq id= 24220]","postGallery":"","post_type_name":"Post"},{"ID":"24223","post_author":"3","post_date":"2025-01-30 10:05:45","post_date_gmt":"2025-01-30 10:05:45","post_content":"While it may be too soon to gauge the full impact of Romania and Bulgaria\u2019s accession to the Schengen Area, the EU\u2019s decision on 01 January 2025, after a 13-year wait, is undeniably a positive milestone for the road freight market.\r\n\r\nSince 31 March 2024, the two countries have been partial Schengen members, allowing internal air and sea border controls to be lifted. However, the European Economic and Social Committee (EESC) urged the Council of the European Union to set a firm deadline for the removal of land border controls between Bulgaria, Romania, and other Schengen Member States by the end of 2024. The ultimate decision to incorporate the two nations was thus made during the EU Justice and Home Affairs Council meeting on 12 December 2024.\r\n\r\nIt is widely recognized that Bulgaria and Romania faced substantial economic, environmental, and political challenges due to their partial integration into the EU. Companies in both countries bore billions of euros in annual costs from increased logistics expenses, delivery delays, and rising fuel and driver wages. These burdens were ultimately passed on to consumers. Furthermore, the partial integration had adverse effects on the environment, tourism, and cross-border labour mobility, among other areas.\r\n\r\nFor instance, a comprehensive study conducted by the Economic Research Institute of the Bulgarian Academy of Sciences (ERI) found that Bulgaria\u2019s partial accession to the Schengen Area has led to an annual average loss exceeding \u20ac834m for the Bulgarian economy. This loss includes direct, indirect, and environmental impacts.\r\n\r\nAlthough there are no comparable figures for Romania, estimates indicate that delays at land borders result in \u20ac90m in costs for transport operators, with an additional \u20ac2.32bn lost in annual revenues.\r\nWith the truck driver shortage already a significant challenge in the EU, drivers reported waiting up to 20 hours at border crossings in Bulgaria and Romania. Beniamin Lucescu, Head of the Romanian Transport Federation, stated, \u201cIt was a complete waste of time for drivers, who couldn\u2019t even stop to rest because they had to move their vehicles every 10 minutes.\u201d\r\n\r\nRomania\u2019s and Bulgaria\u2019s full accession is expected to have significant economic and logistical impacts. Joining the Schengen Zone is projected to boost both countries\u2019 gross domestic product (GDP) by at least one percentage point. Transport Minister Sorin Grindeanu emphasized that the removal of systematic border checks will significantly reduce waiting times for both freight and passenger transport. For example, rail transit times at major border crossings like Curtici and Valea lui Mihai are estimated to decrease by approximately 3
26080 minutes per train.\r\n\r\nSimilarly, road freight transport will no longer face delays at key crossing points such as N\u0103dlac, Giurgiu, and Vama Veche. Experts anticipate a notable increase in economic growth, with Romania alone forecasting a 2% rise in trade volume due to faster and more efficient border crossings.\r\n\r\nAccording to Ti\u2019s latest European road freight market estimates, in 2025, the Romanian and Bulgarian road freight markets are expected to grow by 4.1% and 3.5%, respectively.\r\n\u003Cdiv\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E\u00a0Shruti Sasidharan\r\n\r\n\u003Cstrong\u003ESource:\u003C/strong\u003E Ti\r\n\r\n\u003C/div\u003E","post_title":"Romania and Bulgaria Join Schengen: A Major Boost for Road Freight","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"romania-and-bulgaria-join-schengen-a-major-boost-for-road-freight","to_ping":"","pinged":"","post_modified":"2025-01-30 10:05:45","post_modified_gmt":"2025-01-30 10:05:45","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24223","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1982","productGallery":null,"woo_quick_view":"[woosq id= 24223]","postGallery":"","post_type_name":"Post"},{"ID":"24226","post_author":"3","post_date":"2025-01-30 10:07:34","post_date_gmt":"2025-01-30 10:07:34","post_content":"The Middle East is undergoing a remarkable transformation, redefining its economic foundations in response to global shifts and regional aspirations. Traditionally reliant on oil revenues, the region is pivoting towards diversification, with a strong focus on manufacturing, logistics, and sustainable practices. This journey signifies more than just economic evolution\u2014it is a bid for resilience and global competitiveness.\r\n\r\nOne of the driving forces behind this change is the rise in manufacturing activities. Strategically positioned between global markets, Middle Eastern countries are investing heavily in infrastructure, manufacturing, and logistics to cater to growing demands for specialised services. Sue Donoghue, CEO of DHL Global Forwarding\u2019s Arab cluster, highlights the region\u2019s unique advantage: \u201cThe Middle East\u2019s strategic location has made it a hub for major infrastructure and energy projects, boosting demand for local manufacturing services.\u201d\r\n\r\nSaudi Arabia leads this movement with initiatives such as the Saudi Advanced Manufacturing Hub and its Vision 2030 blueprint. These efforts focus on upskilling the workforce, supporting SMEs in their digital journeys, and enhancing local production capabilities. A standout achievement is the planned development of 59 logistics centres by 2030, aiming to position Saudi Arabia as a global logistics hub bridging Asia, Europe, and Africa.\r\n\r\nThe United Arab Emirates is also championing the region\u2019s export growth. Colin Charnock, CEO of Trans Global Projects Group, observes an uptick in exports beyond neighbouring countries, reaching markets in the US, Europe, and Africa. These advancements are supported by strategically located manufacturing yards along coastlines, which facilitate global trade more efficiently than inland facilities in other parts of the world.\r\n\r\nThe broader Gulf Cooperation Council (GCC) economies reflect this momentum. A projected 4% growth in non-oil sectors for 2025, coupled with favourable conditions such as higher government spending and strong purchasing power, underscores the region\u2019s bright economic outlook.\r\n\r\nHowever, the path forward is not without challenges. Sustainability has emerged as a critical priority. Project operators must balance the increasing demand for manufacturing with eco-friendly practices, including efficient resource management and greener logistics solutions. Workforce skill development is another essential factor in attracting and sustaining manufacturing projects in the region.\r\n\r\nThe global stage presents additional complexities. As the World Trade Organisation (WTO) predicts a 5% export growth for the Middle East by 2025, the region remains vulnerable to geopolitical tensions and supply chain disruptions. Yet, with advancements such as Saudi Arabia\u2019s Land Bridge Project and the UAE\u2019s Rail Direct initiative, the Middle East is bolstering its infrastru
2608cture to weather these uncertainties.\r\n\r\nDespite potential hurdles, the outlook remains optimistic. The Middle East is set to become a pivotal player in global trade, leveraging its geographical advantages, robust economic reforms, and commitment to innovation. As Charnock aptly puts it, \u201cThe trajectory is upwards.\u201d With a focus on diversification, sustainability, and regional collaboration, the Middle East is poised to redefine its role on the global economic stage, promising a future brimming with opportunity.\r\n\r\nAuthor: Dhairya Bahl\r\n\r\nSource: Ti","post_title":"Middle East\u2019s manufacturing renaissance","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"middle-easts-manufacturing-renaissance","to_ping":"","pinged":"","post_modified":"2025-01-30 10:07:34","post_modified_gmt":"2025-01-30 10:07:34","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24226","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"23965","productGallery":null,"woo_quick_view":"[woosq id= 24226]","postGallery":"","post_type_name":"Post"},{"ID":"24229","post_author":"3","post_date":"2025-01-10 10:09:52","post_date_gmt":"2025-01-10 10:09:52","post_content":"Another week another policy statement from Donald Trump. The latest is the suggestion, alongside the merger of Canada into the US and the annexation of Greenland, that the US re-take control of the Panama Canal. Speaking before Christmas he accused the Panamanians of charging too high canal fees and once in office he said he would end \u201cthis complete rip-off of our country\u201d. He also accused the Panamanians of permitting China too greater influence over port operations commenting that \u201cit\u2019s being operated by China, China, and we gave the Panama Canal to Panama we didn\u2019t give it to China. They\u2019ve abused that gift\u201d. The Panamanians responded, with the Panamanian Foreign Minister asserting that \u201cthe sovereignty of our canal is not negotiable\u201d.\r\n\r\nDonald Trump has now suggested that he would not rule out using force to regain influence over the Panama Canal. Asked on Tuesday, January 7, if he would rule out the use of force, he replied \u201cI\u2019m not going to commit to that. No. It might be that you\u2019ll have to do something\u201d, continuing, \u201cBut I can say this, we need them for economic security.\u201d The accusations of Chinese influence appear to focus on the operation of container terminals in Panama by Hutchison Ports, which is a Hong Kong-based company and part of the well-known CK Hutchison group.\r\n\r\nIt is suggested by American journalists that these statements by Donald Trump are simply bargaining positions around his plans for tariffs and trade relations. However, the Wall Street Journal newspaper proposed that they are also an attempt to \u201ccarve out spheres of influence and defend their economic and security interests by imposing their will on smaller neighbours\u201d.\u00a0 What Donald Trump appears to be grasping at is the re-orientation of global trade away from its present locus in China and towards the US. Accessing resource-rich areas such as Greenland and Canada would enable the US, which is already self-sufficient in energy, to support the growth of its domestic supply chains in areas such as consumer products manufacturing or automotive. The dominance of economies such as Mexico would offer locations for lower-labour cost assembly operations. The Panama Canal would be of increased importance in such a new economic environment. This is not an entirely new approach as prior to the 1970s the US strove to rely on the resources of the Americas rather than the rest of the world.\r\n\r\nThe implication of these policies is that the pattern of world trade would re-structure, with the US emerging as a more important generator of both exports and imports. This implies an enhanced role for logistics infrastructure across the Americas but particularly in economies such as Canada and Mexico as well as the US. The US taking greater control of the Panama Canal could be just the beginning.\r\n\r\nSource: Ti\r\n\r\nAuthor: Thomas Cullen","post_title":"Trump eyes Panama Canal","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"trump-eyes-panama-canal","to_ping":"","pinged":"","post_modified":"2025-01-30 10:10:35","post_modified_gmt":"2025-01-30 10:10:35","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24229","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"625","productGallery":null,"woo_quick_view":"[woosq id= 24229]","postGallery":"","post_type_name":"Post"},{"ID":"24239","post_author":"3","post_date":"2025-01-22 12:21:03","post_date_gmt":"2025-01-22 12:21:03","post_content":"\u003Cspan data-contrast=\"auto\"\u003EDonald Trump has vowed to unleash a raft of decrees from \u201cday one\u201d of his US presidency that will include orders for mass deportations and harsh tariffs \u2013 but with no explicit timeline to help supply chain stakeholders prepare.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003ECEO of Vespucci Maritime Lars Jensen said: \u201cA key event for stakeholders in the container shipping supply chain is the expected signature of a raft of presidential decrees following the inauguration of Donald Trump today.\u201d\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EHe warned that some \u201cmight entail the swift introduction of new tariffs\u201d, which would have \u201can impact on sourcing patterns, and hence both the volume and routing of cargo\u201d.\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EIndeed, during his campaign and in the run-up to his inauguration, Mr Trump has relentlessly threatened varying levels of tariffs on various countries, including 60% on goods from China and 10-20% globally.\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EMany have highlighted that placing import tariffs on all countries shipping cargo to the US would have an inflationary impact on domestic businesses and consumers, but it\u2019s not just US businesses that will be hit.\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"auto\"\u003EMatthew Clark, international trade partner at accountancy and business advisory firm BDO, warned that UK businesses \u201cwon\u2019t be immune\u201d to the \u201csignificant repercussions\u201d of tariffs\u00a0\u003C/span\u003E\u003Cspan data-contrast=\"none\"\u003Eto advance US domestic and foreign policy objectives.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"none\"\u003EHe urged UK businesses to \u201cunderstand and prepare for new trade dynamics\u201d that he warned could lead to supply chain disruption, increased costs, higher administrative burdens, and increased tax complexity\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"none\"\u003EHe suggested that UK companies exporting to the US adopted \u201cproactive measures\u201d, such as \u201cconfirming the correctness of goods classification and verifying the true country of origin for goods shipped to the US\u201d.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:0,&quot;335559740&quot;:300}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"none\"\u003E\u201cThere may al
2608so be important transfer pricing implications, so finance directors will need to do some careful modelling to understand the implications of potential tariff changes on related party transactions for goods imported into the US,\u201d Mr Clark added.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:0,&quot;335559740&quot;:300}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"none\"\u003EHe suggested that global businesses may ultimately need to consider their wider supply chain and operational footprint, which could mean changing their sourcing locations and/or manufacturing activities.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:0,&quot;335559740&quot;:300}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"none\"\u003EHowever,\u003C/span\u003E\u003Cspan data-contrast=\"none\"\u003E\u00a0Henrik Schilling, MD for global commercial development at Hapag Lloyd, told\u00a0\u003C/span\u003E\u003Ci\u003E\u003Cspan data-contrast=\"none\"\u003EThe Loadstar Podcast\u003C/span\u003E\u003C/i\u003E\u003Cspan data-contrast=\"none\"\u003E\u00a0that \u201cfluctuations in trade volumes are common\u201d and \u201ctrade will find its way\u201d \u2013 albeit with a higher price tag and a headache for sourcing managers.\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:0,&quot;335559740&quot;:300}\"\u003E\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan data-contrast=\"none\"\u003E\u201cWe have seen that global trade volumes did not shrink during the first Trump administration. So, in effect, they continue to grow,\u201d Mr Schilling concluded.\u00a0\u003C/span\u003E\u003Cspan data-ccp-props=\"{&quot;134233117&quot;:false,&quot;134233118&quot;:false,&quot;201341983&quot;:0,&quot;335551550&quot;:0,&quot;335551620&quot;:0,&quot;335557856&quot;:16777215,&quot;335559738&quot;:0,&quot;335559739&quot;:0,&quot;335559740&quot;:300}\"\u003E\u00a0\u003C/span\u003E\r\n\r\nSource: By Charlotte Goldstone, \u003Ca href=\"https://theloadstar.com/trump-moves-into-the-oval-office-and-supply-chains-enter-unchartered-waters/\"\u003EThe Loadstar\u003C/a\u003E","post_title":"Trump moves into the Oval Office and supply chains enter unchartered waters","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"trump-moves-into-the-oval-office-and-supply-chains-enter-unchartered-waters","to_ping":"","pinged":"","post_modified":"2025-01-30 12:23:55","post_modified_gmt":"2025-01-30 12:23:55","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24239","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"20193","productGallery":null,"woo_quick_view":"[woosq id= 24239]","postGallery":"","post_type_name":"Post"},{"ID":"24246","post_author":"3","post_date":"2025-01-30 21:13:46","post_date_gmt":"2025-01-30 21:13:46","post_content":"Soon after his inauguration in January 2025, President Trump threatened to impose tariffs of 25% on goods imported from Mexico and Canada. He said that such a move would force both countries to address the problems of illegal migration and the smuggling of Fentanyl into the United States. In his words, \u201cBoth Mexico and Canada have the absolute right and power to easily solve this long simmering problem.\u201d\r\n\r\nThe statement demonstrated that President Trump is prepared to use tariffs as a diplomatic lever as well to achieve economic goals. Further evidence of his resolve came soon after when he threatened Colombia\u2019s government with similar levels of tariffs if it refused to take back repatriated migrants. In what has been termed the \u2018shortest trade war in history\u2019, Colombia backed down and flights recommenced.\r\n\r\nWhilst Trump\u2019s focu
2608s on illegal immigration was well documented in his first term of office, the priority he is placing on addressing the challenges posed to society by the misuse of fentanyl is less well known, at least outside of the USA. According to the US Department of Justice, fentanyl is a synthetic opioid drug used as an analgesic (pain relief) and anaesthetic. It is approximately 100 times more potent than morphine as an analgesic. Whilst it has been approved by the US Food and Drug Administration (FDA) for prescription by medical professionals, large amounts of the drug have illegally found their way onto the streets, with around 100,000 people dying from overdoses each year.\r\n\r\nOf course, tariffs on Mexican imports will not directly impact the volumes of the drug crossing the border. Rather, the threat is designed to pressure the Mexican government to take action against the criminal gangs involved in its trafficking. However, President Trump has inadvertently highlighted a major vulnerability of supply chains: the fact that legal channels are often \u2018hijacked\u2019 by organised crime to move illicit goods or illegal immigrants. The battle between government agencies and smugglers has, of course, been on-going for hun
2608dreds of years and combatting the importation of illegal shipments of Fentanyl is just the latest episode in the so-called \u2018war on drugs\u2019.\r\n\r\nModern supply chains have become \u2018super-highways\u2019 for the movements of any form of illicit products due to the sheer volume of goods being moved across borders, especially within regional free trade areas such as the USMCA, or indeed EU. Border agencies do not have the capacity or technologies to inspect shipments \u2013 even intercontinental movements of shipping containers \u2013 on any great scale. For organised crime, it therefore becomes a \u2018numbers\u2019 game\u2019. When only, perhaps, 1% of containers are inspected, they are happy to absorb the loss of a tiny proportion of contraband seized, regarding this as what is called a \u2018crime tax\u2019 \u2013 a manageable business cost.\r\n\r\nAs I write in my book '\u003Ca href=\"https://www.koganpage.com/logistics-supplychain-operations/supply-chain-risk-management-9781398613218\"\u003ESupply Chain Risk Management\u003C/a\u003E\u2019, Mexico has become an important centre for value-adding processing and production for the narcotics industry; in fact, it would be termed near-sourcing in any legitimate manufacturing industry. A US Drug Enforcement Agency (DEA) report says that Mexican cartels produce fentanyl in clandestine laboratories with \u2018precursor chemicals\u2019 sourced largely from China and Hong Kong. These are typically shipped via mail services to the US, from there transported to Mexico where they are processed and then moved back to the USA where they are cut and diluted for further smuggling or pressed into counterfeit pills. A crackdown by China on the production of key chemicals in the process may lead to the development of other markets of origin, such as India. As has been the result of trade measures in legal industry sectors, a \u2018China Plus\u2019 supply chain is developing, with Chinese producers finding ways to maintain their trade with the USA through third countries.\r\n\r\nMany ways have been developed over the years to move narcotics across the US\u2013Mexico border and these are undoubtedly used for fentanyl. They include established (and \u2018white\u2019) logistics systems such as railroads, refrigerated truck networks and the major air express operators (as well as passenger vehicles). In one case (not fentanyl), an investigation exposed a network of employees working for a global express parcels carrier. The drugs were first dropped off at the employees\u2019 houses before being taken into the parcels facility and infiltrated into the system. The agent leading the investigation said the case exposed, \u2018vulnerabilities in the shipping infrastructure that have allowed for the undetected trafficking of narcotics for more than a decade\u2019.\r\n\r\nAs with any supply chain, there is a reverse flow of money \u2018up\u2019 the supply chain. In the drugs world this tends to be in cash and often uses the same routes as the drugs on the return journey. One of the problems faced by organized crime is the \u2018laundering\u2019 of the money, and these costs have been estimated at 15% of the amount moved. Cryptocurrency is reportedly becoming ever more popular due to its characteristics of anonymity and untraceability.\r\n\r\nThe development of global transportation networks and the logistics services that support them has ironically resulted in a highly efficient conduit for illegal goods of all types. Air cargo carriers, express operators, shipping lines, road freight companies and freight forwarders are all unwittingly involved in a multi-billion-dollar industry. Whether fentanyl from Mexico, antiquities from the Middle East or ivory from Africa, criminals operate highly efficient and complex value chains, relying on the authorities\u2019 inability to check the sheer volume of shipments moved.\r\n\r\nHowever, this means that legitimate supply chains are at increased risk from intervention by border and other government agencies as well as increased levels of regulation. President Trump\u2019s threat of tariffs will propel this issue up the list of political priorities and it is very likely that the \u2018solution\u2019 he is looking for will create additional friction in supply chains, reducing the overall efficiency of cross-border trade. This could have implications for near-shoring strategies, with one outcome potentially leading to more goods being made in or sourced from the US, something that President Trump may see as a good outcome for his policy initiative.\r\n\r\nJohn\u2019s book, \u003Ca href=\"https://www.koganpage.com/logistics-supplychain-operations/supply-chain-risk-management-9781398613218\"\u003ESupply Chain Risk Management: How to Design and Manage Resilient Supply Chains\u003C/a\u003E (fourth edition) is published by \u003Ca href=\"https://www.koganpage.com/logistics-supplychain-operations/supply-chain-risk-management-9781398613218\"\u003EKogan Page\u003C/a\u003E.\r\n\r\nAuthor: John Manners-Bell\r\n\r\nSource: Foundation for Future Supply Chain / Ti Insight","post_title":"Trump, tariffs and fentanyl supply chains","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"trump-tariffs-fentanyl-supplychains","to_ping":"","pinged":"","post_modified":"2025-01-30 21:17:09","post_modified_gmt":"2025-01-30 21:17:09","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=24246","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"24247","productGallery":null,"woo_quick_view":"[woosq id= 24246]","postGallery":"","post_type_name":"Post"},{"ID":"472","post_author":"4","post_date":"2021-03-30 09:24:04","post_date_gmt":"2021-03-30 08:24:04","post_content":"\u003Cspan style=\"font-family: arial, helvetica, sans-serif;\"\u003EA severe shortage in semiconductors \u2013 a vital part of the microchips found in cars, smartphones, PCs and more \u2013 is creating\u00a0\u003Ca href=\"https://www.ti-insight.com/briefs/the-high-tech-supply-chain-is-being-redefined/\"\u003Esupply chain\u003C/a\u003E\u00a0disruption that look set to plague manufacturing for at least the rest of 2021.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: arial, helvetica, sans-serif;\"\u003ESemiconductors have become increasingly important in most electronics over the decades since their invention in the 1960s. Over the last decade, global demand growth has been as strong as ever, primarily as smartphones, tablets and other consumer electronics became must-have items. In more recent year too, semiconductors have become ever more important to new industries, including automotive where production has shifted towards increasing levels of electronic and electrical engineering, a trend set to continue as battery power and higher levels of automation come online.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: arial, helvetica, sans-serif;\"\u003EChipmaking has generally kept pace with demand over the last decade too, according to data from\u00a0\u003Ca href=\"https://www.semi.org/en\"\u003ESEMI\u003C/
2608a\u003E, although production is concentrated amongst a relatively small number of manufacturers. These include Taiwan Semiconductor and Samsung Electronics, which make the majority of the world\u2019s supply between them. It\u2019s an expensive game to play too \u2013 Taiwan Semiconductor plans a 63% increase in capital expenditure to $28bn in 2021, while Samsung to invest $116bn over the next decade to keep pace.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: arial, helvetica, sans-serif;\"\u003EThe impact of the Covid-19 provided the catalyst for the semiconductor shortage. As demand for PCs, laptops and other home office equipment and consumer electronics rose, semiconductor demand spiked and imbalances followed. Changes in demand in other sectors caused problems too, with automotive again a good example. Demand for vehicles has been stronger during and after the pandemic than many carmakers predicted meaning many are running low on semiconductor inventory. As relatively small buyers, automotive OEMs are also at the back of the queue for the supplies that are available.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: arial, helvetica, sans-serif;\"\u003EThe shortages have led to production closures. Ford cancelled shifts at two plants and faces a profit hit of up to $2.5bn this year as a result of the shortage and GM expects a similar $2bn decline in profitability. Nissan has reduced production in Mexico and in January 2021, while Fiat Chrysler, Honda and Volkswagen have variously reduced production or warned of the impact on production, particularly in North America.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: arial, helvetica, sans-serif;\"\u003EElectronics manufacturers are feeling squeezed by the bottleneck too. Sony has cited the shortage as a likely reason why it will miss 2021 sales targets for its PS5 games console, with rival Xbox expecting challenges over supplies until at least the second half of the year. Apple, the world\u2019s largest buyer of semiconductor with an annual spend of $58bn, suspended the launch of the iPhone 12 in 2020 by two months as a result of the bottleneck.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: arial, helvetica, sans-serif;\"\u003EThe bottleneck will not clear any time soon and the reality is that semiconductor supplies are very likely to remain constrained for the rest of 2021. With so much production concentrated between a handful of players \u2013 namely Taiwan Semiconductor and Samsung Electronics \u2013 it will take time for production to catch up with demand. O
2608ne challenge here is that the major producers are both manufactures of their own semiconductors and chips, but also major suppliers to other \u2018producers\u2019 who only design chips, such as Apple, Nvidia and Qualcom. Some commercial realities in the market will determine recovery too \u2013 the global car industry spends around $37bn on semiconductors each year, some way below Apple\u2019s spend alone and suggesting vehicle manufacturers may not be prioritised when it comes to allocating scarce volumes. Semiconductors, though, have long been a leading indicator for the health of the airfreight market \u2013 with demand for consumer electronics set to push production capacity higher over the course of 2020, it may be one market that sees the benefit.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-family: arial, helvetica, sans-serif;\"\u003E\u003Cem\u003ESource: Transport Intelligence, March 30, 2021\u003C/em\u003E\u003C/span\u003E\r\n\r\nAuthor: Nick Bailey","post_title":"Semiconductor bottlenecks threatens recovery momentum","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"semiconductor-bottlenecks-threatens-recovery-momentum","to_ping":"","pinged":"","post_modified":"2021-05-17 19:08:52","post_modified_gmt":"2021-05-17 18:08:52","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=472","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"473","productGallery":null,"woo_quick_view":"[woosq id= 472]","postGallery":"","post_type_name":"Post"},{"ID":"478","post_author":"4","post_date":"2021-03-30 11:19:51","post_date_gmt":"2021-03-30 10:19:51","post_content":"With the\u003Ca href=\"https://www.bbc.co.uk/news/world-middle-east-56567985\"\u003E freeing of the Ever Given\u003C/a\u003E, it appears that the short-term problem affecting the \u003Ca href=\"https://www.ti-insight.com/briefs/suez-canal-blockage-is-threat-to-freight-rates/\"\u003ESuez Canal\u003C/a\u003E is beginning to be resolved. Admiral Osama Rabie, Managing Director of the Suez Canal Authority commented that the \u201ccontainer ship has been successfully refloated. This was the result of successful push and tow manoeuvres which led to the restoration of 80% of the vessel\u2019s direction; with the stern 102 metres away from the bank of the Canal now instead of 4 meters prior to the refloating. Manoeuvres are set to be resumed once more during high tide at 11:30 am; as it shall reach 2 metres, allowing for the full restoration of the vessel\u2019s direction so it is positioned in the middle of the navigable waterway\u201d. So presumably the canal will be operational shortly.\r\n\r\nThe impact on the container shipping sector will continue to be considerable, however, measuring its impact will be very difficult. It is unclear how quickly the vessels waiting to enter the canal will take to recommence their voyages, but the delay will probably disrupt the schedules of container ports both in the Mediterranean and Northern Europe, heightening the problem of congestion. The issue of maldistribution of containers worldwide will also be made worse. It also appears that around 20 large container vessels have already been despatched around the Cape of Good Hope, something which will also add to congestion and delays.\r\n\r\nThe incident was hardly a catastrophe and was resolved fairly quickly. There is a lot of chatter in the media about the supposed vulnerability of just-in-time logistics, however, the incident illustrates that shipping is quite robust due to its flexibility. The size of ultra-large container vessels does create rigidities in the system, and these can be a source of risk but shipping lines judge that the economies of scale they deliver justify this.\r\n\r\nAt present, the most significant issues for the container shipping sector are the imbalanced nature of global demand and the greater concentration of the \u2018supply side\u2019 that has led to higher freight rates. In the short-term, it is this that will heighten the impact of disruption.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, March 30, 2021\u003C/em\u003E","post_title":"The Suez Canal clears","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-suez-canal-clears","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:02","post_modified_gmt":"2021-05-17 17:59:02","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=478","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"479","productGallery":null,"woo_quick_view":"[woosq id= 478]","postGallery":"","post_type_name":"Post"},{"ID":"481","post_author":"4","post_date":"2021-03-25 11:52:35","post_date_gmt":"2021-03-25 11:52:35","post_content":"There are rumours that the efforts to move the Evergreen vessel, Ever Given, which is blocking the Suez Canal, are making progress and that the main channel of the canal could be clear for traffic in a matter of hours.\r\n\r\nNo statement from the \u003Ca href=\"https://www.suezcanal.gov.eg/English/MediaCenter/News/Pages/default.aspx\"\u003ESuez Canal Authority\u003C/
2608a\u003E has been made to confirm this, rather they have simply said \u201cthe floatation efforts included towing and pushing the grounding vessel using 8 large tugboats; largest of which is BARAKA 1 with a towing power of 160 tonnes\u201d and that preparations are being made to shelter vessels hoping to pass through the canal in the Bitter Lakes.\r\n\r\nIt appears that the Dutch salvage company Smit Salvage has been engaged to advise on the problem but at present no specialist equipment is entering the Canal other than that normally available to the Suez Canal Authority. There is speculation about how the vessel has become stuck, whether it has run aground or is simply jammed against the channel wall.\r\n\r\nThe CEO of Boskalis/Smit Salvage, Peter Berdowski, is quoted as saying to Dutch television that the ship could be \u201cbeached\u201d and that it might take weeks to move it, possibly involving the removal of part or all of its cargo, however, it is unclear if this just speculation.\r\n\r\nThe impact of the blockage of the Suez Canal for any length of time would be considerable. The canal has been blocked in the 1970s and although this did affect trade the impact was less than anticipated. Today, however, non-oil traffic through the canal is much greater and it is hard to believe that the movement of cargo into and from Europe would not be badly affected.\r\n\r\nThere really is no alternative to the Canal in the short-term. Certainly, vessels can be re-routed through the Panama Canal, but it cannot take the largest container vessels and the interruption to trade patterns would be very significant. There is also the option to send ships around the Cape of Good Hope, which would be equally time-consuming. The China-Europe rail and road links do not have the capacity to act as a replacement.\r\n\r\nThe impact of even a brief closure on container \u003Ca href=\"https://www.ti-insight.com/briefs/ti-dashboard-shows-the-exceptional-sea-freight-rates-over-2020-and-into-2021/\"\u003Efreight rates\u003C/a\u003E would be enormous in a market that is already struggling to access capacity and containers.\r\n\r\nThe episode is also a reminder of the distinctive risk profile of ultra-large container vessels. They are not just larger ships, they imply quite a distinctive management profile for much of the logistics sector.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, March 25, 2021\u003C/em\u003E\r\n\r\nAuthor: Thomas Cullen","post_title":"Suez Canal blockage is threat to freight rates","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"suez-canal-blockage-is-threat-to-freight-rates","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:03","post_modified_gmt":"2021-05-17 17:59:03","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=481","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"482","productGallery":null,"woo_quick_view":"[woosq id= 481]","postGallery":"","post_type_name":"Post"},{"ID":"485","post_author":"4","post_date":"2021-03-18 12:25:08","post_date_gmt":"2021-03-18 12:25:08","post_content":"\u003Cspan style=\"font-size: 14px;\"\u003EThe metamorphosis of the automotive supply chain continues as both vehicle manufacturers and others struggle to redefine their role in the sector.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EThe most high-profile development over the past week was Volkswagen AG\u2019s new plan to refocus its product strategy around electric vehicles and the development of its battery production plans to support that.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EThe Wolfsburg based Group has seen a significant recovery in its share price, with the roll-out of the ID series of vehicles which is perceived to have delivered a product competitive with Tesla.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EHowever, the company has also just outlined its new production strategy to support this new line of vehicles. Central to this is the Group\u2019s battery strategy. This is a notable change, with Volkswagen committing to the so-called \u2018gigafactory\u2019 in Skellefte\u00e5, Sweden which is a joint venture with the battery company Northvolt. Volkswagen\u2019s own battery plant in Salzgitter is also being expanded, with both plants having a target to produce 40GWh of batteries a year. Volkswagen states that it aiming to build a complex of six plants over the next ten years with a total production of 240 GWh worth of batteries.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EOne of the surprises in the announcement was that Volkswagen has moved away from its present battery suppliers, LG Energy Solution and SK Innovation, indicating that their technology was not favoured as part of the car manufacturer\u2019s future. The clear implication of Volkswagen\u2019s plans is that it wishes to take control of its supply chain, including the important component area of battery production and technology. It is not willing to outsource this to companies it does not control or cannot influence substantially.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EOf course, this is an aspiration. Volkswagen has struggled to deliver in other areas of the electric vehicle supply chain, notably in software and it is still not certain that it can provide the agility to adapt to the new technology without help from other, often larger companies such as Microsoft with whom it already has a significant relationship.\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EIn a measure of the level of change latent in the sector, Foxconn, the Taiwanese electronic assembly subcontractor best known for its work for Apple, has announced that it intends to build an automotive assembly plant in either the US or Mexico. Looking to diversify beyond consumer electronics Foxconn is keen to enter the automotive sector, utilising an \u2018open-platform\u2019 approach characteristic of the digital sector that it has experience of. Such an approach ought to be able to accommodate either Foxconn\u2019s technology or other companies.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EWhat is seen here is a conflict between two conceptions of the future of the automotive supply chain. Volkswagen is looking to retain the vertically integrated architecture characteristic of the internal 
2608combustion engine vehicle industry of the twentieth century, whereas Foxconn reflects its experience of the fragmented, flexible supply base of the electronics sector. It is still uncertain who will win.\u00a0\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003E\u003Cem\u003ESource: Transport Intelligence, March 18, 2021\u003C/em\u003E\u003C/span\u003E\r\n\r\nAuthor: Thomas Cullen","post_title":"Volkswagen\u2019s Gigafactories are a supply chain statement","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"volkswagens-gigafactories-are-a-supply-chain-statement","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:04","post_modified_gmt":"2021-05-17 17:59:04","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=485","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"511","productGallery":null,"woo_quick_view":"[woosq id= 485]","postGallery":"","post_type_name":"Post"},{"ID":"610","post_author":"4","post_date":"2021-03-11 17:00:35","post_date_gmt":"2021-03-11 17:00:35","post_content":"\u003Cspan style=\"font-size: 14px;\"\u003EA recent statement by the \u003Ca href=\"https://www.ipcc.ch/\"\u003EIntergovernmental Panel on Climate Change\u003C/a\u003E (IPCC) (March 2021) has made it clear that efforts to create a \u003Ca href=\"https://www.ti-insight.com/briefs/despite-corona-the-logistics-decarbonization-process-in-europe-is-underway/\"\u003Ecarbon neutral economy\u003C/a\u003E by the mid-21\u003Csup\u003Est\u003C/sup\u003E Century are \u2018not on track\u2019 and that countries which have signed up to climate accords must \u2018re-double\u2019 their efforts.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EAs agreed at the 2015 Paris COP21 meeting, countries publish Nationally Determined Contributions (NDCs) which set out their ambitions and plans to reduce carbon emissions. However, at present, these commitments indicate that by 2030 there will only be a very small reduction in total emissions - less than 1% - compared to the 2010 benchmark.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EThe IPCC asserted that by 2030 emissions would need to be reduced by 45% compared to 2010 if temperature rises were not to exceed 1.5\u00b0C by the end of the century (SR1.5) and net-zero achieved by 2050. To limit global warming to below 2\u00b0C (SR2), CO2 emissions would need to decrease by about 25% from the 2010 level by 2030 and reach net zero by around 2070.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EVery clearly there will have to be the rapid implementation of \u2018green\u2019 policies and a structural change in economic growth if there is to be any chance of reaching these goals, especially difficult given the impact of Covid 19.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EThe transport and logistics industry will have a major role to play if governments are to meet these net-zero carbon commitments. According to the Smart Freight Centre, transport accounts for 23% of global energy-related CO2 emissions and, of this figure, freight accounts for 42% (i.e. 9% of total emissions). However, the sector has an almost complete dependence on fossil-fuels, a situation which, in the words of Kuehne Logistics University\u2019s Professor Alan McKinnon, is \u2018hard-to-abate\u2019. Following the disruption to the world\u2019s economy in 2020 due to Covid, freight CO2 fell by 28% - but this fall is likely to be reversed in 2021 and may even accelerate due to the boom in e-retail last mile deliveries.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EIf the freight industry is to reduce its carbon intensity to meet corporate and government commitments, it will have to adopt the so-called \u2018avoid-shift-improve\u2019 strategy as outlined in Professor McKinnon\u2019s book, \u2018Decarbonizing Logistics\u2019:\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EThis part of the strategy involves the reduction of underlying volumes by restructuring supply chains. This could involve reducing their dependence on international transport through steps such as near-sourcing, localization of suppliers or decentralisation of inventory. It would also require industry to adopt elements of \u2018circularity\u2019 such as the shared economy, 3D printing and miniaturization of products.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EMoving freight from carbon intensive modes such as road to rail or short sea shipping. The problem with this approach is that, even if alternative modes are available or appropriate for shippers, they will need to considerably reduce their own carbon emissions through the greater adoption of clean energy. There are high levels of variation throughout the world in terms of their use of renewable sources of energy.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EThere are three elements to this approach:\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003Eimprove capacity utilization through, inter alia, a reduction of empty running, increased load factors and better routing by using new digital technologies.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;
2608\"\u003Eimprove energy efficiency through the use of automation, telematics, driver training, fuel economy standards, lightweighting aircraft, slow steaming etc\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003Ereduce carbon intensity by using alternative fuels such as Battery Electric, hydrogen, methanol etc.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 14px;\"\u003EUnfortunately, in terms of the adoption of alternative fuels in the road freight sector, none of the existing options can rival the all-round utility of diesel. On top of this, comprehensive re-fuelling/re-charging networks do not exist and in any case, many alternative fuels cannot yet be generated by using clean energy. Then there is the problem of adoption throughout the industry. The typical life span of a truck can be 10-15 years, which means that even if the sale of new diesel trucks is banned in, say 2035, many could still be operating in 2050.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EThe problem for governments is that if they are to meet their targets, the peak in carbon emissions needs to occur sooner rather than later. According to Professor McKinnon, a peak in 2035 means that there would be 28% more accumulated CO2 emissions in the atmosphere than if that peak had occurred in 2025.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003ESo, can the targets be achieved? It is fair to say that governments seem to be \u2018betting the house\u2019 on the development of new technologies, especially alternative fuels, and although industry is working at a frenetic pace to bring a range of new green technologies to market, it is still very unclear which will win out. A deadline for phasing out diesel and hybrids may even be counterproductive as manufacturers will inevitably reduce their investment in developing more efficient fossil fuel-based engines.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EIt seems evident that relying on the \u2018shifting\u2019 and \u2018improving\u2019 elements of decarbonization to meet the goals will be a considerable stretch and this places more emphasis on \u2018avoidance\u2019, requiring action by industry, government and consumers.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EThese issues affect not only the freight transport industry \u2013 all other sectors of the economy are wrestling with the same challenges. To meet the emissions targets, there will need to be significant behavioural change by consumers such as critical mass take up of electric vehicles and move to electric heating. Combining the policies of generating economic growth and employment, whilst reducing carbon emissions will be a considerable \u2013 if not impossible - challenge.\u003C/span\u003E\r\n\r\n\u003Cem\u003ESource:\u00a0Transport Intelligence, March 11, 2021\u003C/em\u003E\r\n\r\nAuthor: John Manners-Bell","post_title":"Can net-zero carbon emissions targets really be met?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"can-net-zero-carbon-emissions-targets-really-be-met","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:04","post_modified_gmt":"2021-05-17 17:59:04","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=610","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"611","productGallery":null,"woo_quick_view":"[woosq id= 610]","postGallery":"","post_type_name":"Post"},{"ID":"624","post_author":"4","post_date":"2021-02-25 20:43:36","post_date_gmt":"2021-02-25 20:43:36","post_content":"US President Joe Biden is set to make supply chain management an important part of his politics, apparently.\r\n\r\nIn a statement released on Wednesday, February 24, Biden said that he was \u201cshortly going to be signing another executive order that\u2019ll help address the vulnerabilities in our supply chains across additional critical sectors of our economy so that the American people are prepared to withstand any crisis and rely on ourselves.\u201d\r\n\r\nMuch of the emphasis in the short
2608-term concerned the provision of health-care equipment, however, Biden also articulated broader concerns, such as not having to \u201crely on a foreign country \u2014 especially one that doesn\u2019t share our interests or our values \u2014 in order to protect and provide our people during a national emergency.\u201d He also mentioned what he saw as the benefits of having \u201cresilient, diverse, and secure supply chains\u201d that would \u201chelp revitalize our domestic manufacturing capacity and create good-paying jobs, not $15 an hour\u201d\r\n\r\nLater in the statement, the president singled out semiconductor production as a particular focus for supply chain re-design; \u201cWe need to make sure these supply chains are secure and reliable.\u00a0 I\u2019m directing senior officials in my administration to work with industrial leaders to identify solutions to this semiconductor shortfall and work very hard with the House and Senate.\u201d At present, a number of US companies, notably in the automotive sector, are experiencing a shortage of semi-conductors and attempts are being made with Taiwan, a major source of semi-conductors, to increase production.\r\n\r\nIt is hard to know what to make of this declaration. On the surface, it seems to be advocating a systematic restructuring of global trade. Whilst the production of PPE is not of huge importance to the global economy, semiconductor production is. It appears that the policy of the US Government will be to redesign enormous areas of global trade with particular attention paid to ensuring many products are made in the US. Above all, the policy seems to be focussed on \u003Ca href=\"https://www.ti-insight.com/briefs/covid-19-trend-booster-us-china-decoupling-or-perhaps-just-social-distancing/\"\u003Emoving production out of China\u003C/a\u003E.\r\n\r\nThe political and economic implications of this are substantial. One early response was a press release from the \u003Ca href=\"https://www.uschamber.com/press-release/us-chamber-of-commerce-statement-supply-chain-executive-order\"\u003EUS Chambers of Commerce\u003C/a\u003E, who commented that \u201cWe can mitigate risks to our supply chains by working with key international partners to diversify our supply chains and stockpiling select products \u2013 and we trust that the administration will engage closely with the private sector to ensure that any policy recommendations reject punitive approaches, new trade barriers, and one-size-fits-all solutions\u201d. This statement suggests many are concerned about trade barriers.\r\n\r\nWhether any of Biden\u2019s new supply chain policies will happen and when they will happen is unclear. However, even if a small part of such a policy was implemented the impact on trade-lanes would be very noticeable. What perhaps is more certain is that the restructuring of electronics supply chains, which has been continuing for several years, will move further away from assembly in China.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, February 25, 2021\u003C/em\u003E\r\n\r\nAuthor: Thomas Cullen","post_title":"Biden looks to re-engineer global supply chains","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"biden-looks-to-re-engineer-global-supply-chains","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:05","post_modified_gmt":"2021-05-17 17:59:05","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=624","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"625","productGallery":null,"woo_quick_view":"[woosq id= 624]","postGallery":"","post_type_name":"Post"},{"ID":"632","post_author":"4","post_date":"2021-02-18 21:04:15","post_date_gmt":"2021-02-18 21:04:15","post_content":"In the Agility Emerging Markets Logistics Index 2021, Vietnam moved three places up the rankings to 8th place overall. The country\u2019s consistent economic growth over the past few decades as well as its recent success in controlling the spread of the Coronavirus has positioned it as a promising emerging market according to the 2021 Index.\r\n\r\nIn recent years, Vietnam has emerged as a very popular manufacturing location, especially for global companies determined to reduce the risk of producing exclusively in China. The country has recently positioned itself as a viable, cost-effective and proximate alternative to China for manufacturers looking to escape the growing costs of sourcing in China or fearing over-reliance on production there. Increasing levels of \u2018optionalization\u2019, as the trend has been termed, will continue to benefit Asian countries which are able to build out the necessary industrial eco-systems.\r\n\r\nThe survey found that once again Vietnam tops the ranking as the emerging market best placed to benefit from any shift away from China. Vietnam, along with India, which remains in second place, is rated as the best alternative option by meaningfully fewer respondents this year. Throughout the survey, respondents stress that China remains a vital supply chain location and that cost is an extremely important and complex calculation when determining geographic locations. While the vulnerabilities of overexposure to China have become more apparent during the Covid-19 pandemic, so too has the time, cost and complexity required to relocate.\r\n\r\n\u003Cimg class=\"aligncenter wp-image-137673\" src=\"https://www.ti-insight.com/wp-content/uploads/2021/02/vietnam-replacing-china-aemli21-300x155.jpg\" alt=\"\" width=\"524\" height=\"271\" /\u003E\r\n\r\n&nbsp;\r\n\r\nThe Vietnamese economy experienced its slowest rate of growth in 30 years \u2013 but still expanded by\u003Ca href=\"https://www.imf.org/en/Countries/VNM#countrydata\"\u003E 2.9% in 2020\u003C/
2608a\u003E, spurred by steady growth in manufacturing and processing. GDP is expected to grow 7% a year over the next five years. The country has benefitted from free trade agreements with the European Union and the UK, as well as Asia\u2019s Comprehensive &amp; Progressive Agreement for Trans-Pacific Partnership (CPTPP), which gives Vietnamese goods improved access to Canada and Mexico. Both before and during the pandemic, it has seen an influx of manufacturing and investment, including some from producers looking to relocate from China, some from neighbouring countries that could not reopen production lines amid the pandemic.\r\n\r\nHowever, so rapid has the investment and arrival of new businesses been that it is creating challenges of its own. There is a shortage of skilled worker in the technology manufacturing sector, lack of industrial zone capacity with the outskirts of Ho Chi Minh City occupancy at 94% in 2020 and lack of local suppliers of components forces Vietnam to import materials, namely from China.\r\n\r\nFurther reasons for the success of Vietnam in this year\u2019s Index lie with how the country dealt with the Coronavirus pandemic.\u00a0 It is among the countries most successful in containing the virus. The combination of social and economic restrictions in combination with a strict and comprehensive test and trace system, saw lockdowns last less than three months and less than 1,500 cases over 2020 (Johns Hopkins University), and by June many factories were reopened helping domestic operations recover quickly. Production and export capabilities were brought back online rapidly.\r\n\r\nThe Southeast Asian country\u2019s entry into the Top 10 as well a boost of three places is due to its effectiveness in limiting the spread of the virus, how it positioned itself deftly to absorb manufacturers seeking to leave China and the fact possesses an enviable investment pipeline across a number of sectors, including fashion and electronics, which could see its rise continue in 2022. Addressing the skills, capacity and ecosystem challenges Vietnam faces will be vital or each threatens to arrest the country\u2019s growth.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, February 18, 2021\u003C/em\u003E\r\n\r\nAuthor: Transport Intelligence","post_title":"Vietnam \u2013 the highest climber in this year\u2019s Agility Emerging Markets Logistics Index","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"vietnam-the-highest-climber-in-this-years-agility-emerging-markets-logistics-index","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:06","post_modified_gmt":"2021-05-17 17:59:06","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=632","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"633","productGallery":null,"woo_quick_view":"[woosq id= 632]","postGallery":"","post_type_name":"Post"},{"ID":"637","post_author":"4","post_date":"2021-02-09 21:08:59","post_date_gmt":"2021-02-09 21:08:59","post_content":"\u003Cspan style=\"font-size: 14px;\"\u003EThe annual \u003Ca href=\"https://www.agility.com/en/homepage/\"\u003EAgility\u003C/a\u003E Emerging Markets Logistics Index survey today reveals that supply chain industry executives hold little hope for a global recovery from the Covid-19 pandemic in 2021. More than half of those surveyed (51.5%) say it will be at least 2022 before the global economy is back on track, while the 1,200+ survey respondents foresee that amongst Emerging Market regions, only Asia Pacific is likely to recover during this year. In fact, most respondents believe it could be 2024 before the South American and Sub-Saharan African markets recover.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EIn the data-driven Index \u2013 an annual snapshot of industry sentiment and ranking of the world\u2019s 50 leading emerging markets \u2013 China and India once again claim the top ranking positions. The Index provides a broad gauge of countries\u2019 competitiveness based on the strength of their domestic and international logistics market and business fundamentals. The ranking offers a comparative assessment of the factors that make 50 of the world\u2019s most promising emerging logistics markets attractive operational environments and investment destinations logistics providers, freight forwarders, shipping lines, air cargo carriers and distributors. The Agility Emerging Markets Logistics Index is compiled by Transport Intelligence (Ti
2608) and has been published in partnership with Agility for more than a decade.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003EIn 2021, Vietnam emerges as a top performer, having effectively suppressed the spread of Covid-19 and maintained its attractiveness as an investment destination. Vietnam leaped to No. 8, up three spots, as Asia Pacific and Gulf markets dominated the top 10. Nigeria also saw its ranking improve to No. 30 overall. Its upward trajectory is powered by notable gains in the ranking for Domestic Logistics Opportunities, where a six-position rise saw it claim the No. 10 spot, the highest position a Sub-Saharan Africa market has ever achieved in that ranking. Malaysia also saw improved Domestic Logistics Opportunities, while in the counterpart International Logistics Opportunity ranking Turkey, Brazil, Morocco, Ukraine, Kenya and Myanmar all saw improvements.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003E\u003Cstrong\u003E2021 Index and Survey Highlights\u003C/strong\u003E\u003C/span\u003E\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003ECovid-19 is a once in a generation event which has profoundly altered the course of development in emerging markets, with economic damage worse now than that caused by the Great Recession of 2008- 2009.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EAccording to those surveyed, Vietnam, India and Indonesia are the leading choices for relocation away from China, followed by Thailand and Malaysia. Just 7.8% of industry executives would re-shore production to home countries,\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EDespite the caution, the global downturn has the logistics industry feeling opportunistic \u2013 if not optimistic \u2013 about emerging markets. Fifty-two percent of respondents say they plan to increase business activity in emerging markets or are expressing more confidence in those markets. Only 19.5% say they are less confident in emerging markets.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EThere has been a considerable shift in the factors driving emerging markets investment. Nearly half (45.5%) of survey respondents indicate that overall cost is a top consideration \u2013 but only 2.2% assert that low-cost labor is a key factor in assessing emerging market investment opportunities. After total cost, industry executives say the most important factors are government bureaucracy and regulation (25.8%), infrastructure quality (14.1%), and supply of skilled labor (8%). Moreover, as companies examine new production locations, their biggest concerns are insufficient infrastru
2608cture and additional cost.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003ELogistics executives felt disruption across the entire supply chain in 2020. Significant percentages say they have struggled to cope with port congestion, transportation capacity, supplies of parts and inputs, distribution and delivery, maintaining international operations, and storage.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003ESixty percent of logistics executives in the survey say the pandemic has resulted in permanent changes to the way their businesses operate globally or regionally. About 25% said it\u2019s too soon to tell.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EHow are logistics executives trying to build more resilient supply chains? By a two-to-one margin, they favour accelerated adoption and integration of technology plus enhanced digital business (40.3%) over movement of production through multi-shoring, near-shoring or reshoring strategies (20.9%).\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EThe online retail and healthcare/pharma sectors are expected to see extremely strong growth in 2021. The automotive, store-based retail and industrial sectors will struggle.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EThe sustainability movement is proving to be durable. Twenty-seven percent of executives surveyed say their companies are boosting implementation of environmentally sustainable practices in the wake of the pandemic. Another 45.9% say their plans are unchanged, suggesting they have no plans to retreat from sustainability commitments.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\n\u003Cspan style=\"font-size: 14px;\"\u003EJohn Manners-Bell, Chief Executive of Ti, says: \u201cThe strength of the Agility Emerging Markets Logistics Index has always been to differentiate between those emerging markets which demonstrate resilience in the face of adversity and those which are more \u2018fragile\u2019. This year is no exception. Although some \u2013 especially China and Vietnam \u2013 have been able to rebalance their economies around domestic industrial and consumer demand, the majority are still highly dependent on international markets and investment. A lack of global demand combined with the breakdown of air and sea logistics networks have had severe consequences for these economies and societies. As the Covid crisis finally unwinds over the next two years, those which are the most resilient will bounce back the fastest. Inevitably those which have failed to embrace market, trade, governmental and social reforms will be hardest hit by the fallout from the pandemic.\u201d\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 14px;\"\u003E\u003Cem\u003ESource: Transport Intelligence, February 9, 2021\u003C/em\u003E\u003C/span\u003E\r\n\r\nAuthor: Transport Intelligence","post_title":"Emerging Markets set for bumpy Covid-19 recovery","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"emerging-markets-set-for-bumpy-covid-19-recovery","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:07","post_modified_gmt":"2021-05-17 17:59:07","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=637","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"638","productGallery":null,"woo_quick_view":"[woosq id= 637]","postGallery":"","post_type_name":"Post"},{"ID":"640","post_author":"4","post_date":"2021-01-21 21:23:03","post_date_gmt":"2021-01-21 21:23:03","post_content":"The world has become used to the advantages of globalisation, though trade disputes and other disruptions prompted smarter companies to examine their vulnerability to the rapid imposition of sanctions and the likely impact on supplier relationships. Suppliers were themselves placed under greater scrutiny, due to the increasing demands for sustainable production and fair treatment of the workforce. Covid-19 accelerated these issues and triggered many more.\r\n\r\nCommercial activity has largely been able to continue thanks to the following technologies:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EUbiquity of Broadband networks\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003ECellular mobile networks supporting 4G\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EBasic communication services accessible across the Internet e.g. email, VoIP \u003C/span\u003E\u003Cspan style=\"font-size: 12px;\"\u003Ecalling\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003ECloud services providing computing power \u2018on-demand\u2019 at economic \u003C/span\u003E\u003Cspan style=\"font-size: 12px;\"\u003Ecost\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003ELow-cost end user computing and communication devices\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\nIf this pandemic had occurred before 2010, it is likely that economic activity would have collapsed in many countries. Back then, evolving communications and systems technologies were expensive, inflexible in-house platforms and relied on fixed locations for production and administration. This also meant that manufacturing companies, feeding extended \u003Ca href=\"https://www.ti-insight.com/briefs/five-steps-to-supply-chain-resilience/\"\u003Esupply chains\u003C/a\u003E were inherently fragile to any extended periods of disruption to supply or \u003Ca href=\"https://www.bbc.co.uk/news/business-55625246\"\u003Edemand\u003C/
2608a\u003E. Fortunately, since then, the situation has advanced into a digital stream of information and can be controlled from almost anywhere. Nonetheless, Covid-19 has accelerated the impact of several trends that were likely to transform how we live and work, compressing years into months. And this transformation shows no sign of stopping.\r\n\r\nIn many developed markets, the physical\u003Ca href=\"https://www.ti-insight.com/briefs/near-term-supply-chain-trends-in-the-retail-sector/\"\u003E retail sector\u003C/a\u003E and many of their underlying business models have been all but destroyed; though it had been underway. Inherently high-cost structures related to physical stores, reliable yet rigid operating plans and the expectations of customers for rapid direct delivery, exposed those retailers unable to adapt and accelerated their demise. It is worth noting that for every retail operation that fails, the associated network of service suppliers also suffers.\r\n\r\nThe logistics services required for the emerging e-commerce business models now depend on technology driven agility and information. Information sharing will be the norm, along with trusted networks of partners. This is something Ti has long championed, as we have seen in many of the more advanced supply chain operating models, open, agile collaboration between service providers and partners, always results in superior returns for themselves and their customers.\r\n\r\nPure, asset-light freight forwarders have always been able to adapt to their client\u2019s needs, giving them an advantageous flexibility. Modern information systems allied to advanced communications technology are the central nervous systems of supply chains. The explosion in e-commerce vendors will require the capacity of these technology services to grow rapidly. Thanks to the general availability of Cloud based information systems, this is no longer an onerous (and expensive) proposition. Many of the functional applications (e.g. OMS, IMS, TMS, etc.)\u00a0 that operated within discrete silos are now being viewed as not fit for purpose and are being replaced by the systems that can model and monitor operational process flows across a logistics operating network.\r\n\r\nCompanies using e-commerce to sell physical products to customers across the globe have become dependent on the reliable and low-cost transportation service providers. The advantage now lies with the established integrators, national postal and parcel services and those companies that have developed their own delivery services.\r\n\r\nThis transition to e-commerce and delivery to home or local store, will be the norm in many countries from now on. Platforms such as Shopify, enable e-commerce businesses to establish themselves online very quickly. As these platforms grow, they will evolve to provide whatever support services their customers require. They will have huge buying power for services related to inventory management and distribution and delivery. It is no surprise that they are being studied very closely by the established delivery giants, as they may become a tempting acquisition target, or more likely, a serious competitor.\r\n\r\nIt therefore makes sense for these platforms to explore partnerships with local or regional logistics service providers, to enable the broadest geographic footprint. At the same time, the LSP\u2019s themselves, need to invest in appropriate technology platforms that can support the rapid integration with any partner that wants to include them into their operating networks. But pricing will be important, as most last mile deliveries are done at a loss. Delivery density is key, and consumer residential deliveries are very expensive unless the volumes handled are huge. So robust, very low-cost business models are required.\r\n\r\n\u003Cstrong\u003EAuthor: Transport Intelligence\u003C/strong\u003E\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, January 21, 2021\u003C/em\u003E","post_title":"Covid-19: the catalyst accelerating adoption of logistics technology in 2021","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"covid-19-the-catalyst-accelerating-adoption-of-logistics-technology-in-2021","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:08","post_modified_gmt":"2021-05-17 17:59:08","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=640","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"641","productGallery":null,"woo_quick_view":"[woosq id= 640]","postGallery":"","post_type_name":"Post"}
2608,{"ID":"649","post_author":"4","post_date":"2021-01-19 09:50:38","post_date_gmt":"2021-01-19 09:50:38","post_content":"The Coronavirus pandemic has caused unprecedented disruption to the logistics industry, some aspects look to change the landscape for good. Over 2020 each market experienced the pandemic differently.\r\n\r\nThe impact on the \u003Ca href=\"https://www.ti-insight.com/briefs/global-freight-forwarding-market-set-to-rebound-with-a-cagr-of-5-2-from-2020-2024/\"\u003Efreight forwarding\u003C/a\u003E industry has been quite distinct. While the air freight market needed to tackle diminished capacity due to restricted passenger travel, the sea freight market had to navigate volatile demand and a deforming of supply.\r\n\r\nAir travel is likely to take time to recover to 2019 levels, leading to sustained low bellyhold capacity and thus high prices. The Coronavirus may be a turning point in the air freight industry\u2019s development. There was a political movement in the US to ban all air cargo on air passenger flights, following the 9/11 terrorist attack. This was resisted successfully by the industry and its supporters. The extended disruption over 2020 has generated further interest in this approach once more.\r\n\r\nThe sea freight market experienced whiplash effects due to demand volatility, capacity shortages, and at various times, over-supply. Following a wave of consolidation over the last seven years, shipping lines were in a much better position to ride out the storm than they would have been a few years ago.\r\n\r\nHowever, the overall freight forwarding market is expected to rebound. According to the IMF, global trade levels are projected to reach pre-COVID levels in 2021.\r\n\r\nThe global \u003Ca href=\"https://www.ti-insight.com/briefs/contract-logistics-market-to-bounce-back-from-a-painful-2020/\"\u003Econtract logistics\u003C/a\u003E market did not escape the deep impact of COVID-19 either. This comes after a year of significant disruption which saw manufacturing capacity taken offline and retail sectors across the world effectively shut down.\r\n\r\nThe Coronavirus crisis placed stress on supply chains as never before. Whilst most of the attention was focused on the response of the transport industry and the difficulties it has faced in moving product on an international and domestic basis, the warehouse sector has also experienced enormous challenges such as volatility and unpredictability caused by erratic customer behaviour, cargo pile-ups and unsynchronised supply and demand as the pandemic took hold in different locations at different times.\r\n\r\nNonetheless, there were positive developments for the contract logistics market in 2020 as well. While the impacts of COVID-19 have been negative in aggregate, certain sectors have seen significant growth in sales, such as grocery retail and consumer electronics, as a considerable proportion of the global workforce has reoriented to working from home.\r\n\r\nThe \u003Ca href=\"https://www.ti-insight.com/briefs/european-road-freight-market-set-to-recover-with-a-cagr-of-3-4-from-2020-2024/\"\u003EEuropean road freight\u003C/a\u003E market was primarily damaged in early 2020 by the outbreak, due to national lockdowns and government-imposed restrictions on everyday life.\r\n\r\nThe shutdown of vast swathes of the European economy meant demand for road freight declined sharply, particularly in industrial sectors. There were certain bright spots, however, in areas such as consumer electronics and healthcare &amp; pharmaceuticals.\r\n\r\nThe disruption caused by border closures and crossing times continued for several months. This combined with the varied and mismatched rules across the continent meant some countries began to reopen whilst others remained closed, resulting in difficulties due to out-of-sync trading.\r\n\r\nOverall, the European economy is expected to recover from the effects of the pandemic in the near future. EU GDP is projected to grow at a real 2020-2024 CAGR of 3.2% according to the IMF, with pre-crisis output levels met by 2022. This bodes well for the European road freight market, which typically shows a strong correlation with economic performance.\r\n\r\nThe success of the \u003Ca href=\"https://www.ti-insight.com/briefs/express-market-growth-accelerated-by-covid-19-to-a-cagr-of-7-9-between-2019-2024/\"\u003Eexpress\u003C/a\u003E market was significant as e-commerce arguably catapulted the retail industry into 2030. While other sectors scrambled to assess the decline in volumes and revenue, the express sector bucked the trend of \u003Ca href=\"https://www.ti-insight.com/briefs/express-success-in-q3-as-integrators-prosper/\"\u003Eexperiencing a bumper year\u003C/a\u003E.\r\n\r\nLogistics providers have commented that a significant proportion of 2020 has felt like peak season. With many \u2018non-essential\u2019 retailers, largely high street brick-and-mortar stores closed, e-retailers experienced a surge in sales as consumers turned to e-retailers to fulfil their shopping needs.\r\n\r\nThe pandemic is set to change the behaviours of consumers permanently regarding online shopping, creating capacity concern for logistics providers on the back of increasing demand. Express companies made significant investments as well as imposing surcharges over 2020 to help alleviate the strain.\r\n\r\nThe outbreak of COVID-19 was the defining feature of 2020 and though much of the world is on a path of recovery, many countries are still dealing with the ramifications of the virus. However, 2021 looks set to be promising in terms of a return to normality for logistics services but uncertainty remains as does the potential of structural change.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, January 19, 2021\u003C/em\u003E\r\n\r\nAuthor: Holly Stewart","post_title":"Snapshot of the logistics industry & pandemic impacts in 2020","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"snapshot-of-the-logistics-industry-pandemic-impacts-in-2020","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:09","post_modified_gmt":"2021-05-17 17:59:09","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=649","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"651","productGallery":null,"woo_quick_view":"[woosq id= 649]","postGallery":"","post_type_name":"Post"},{"ID":"655","post_author":"4","post_date":"2021-01-14 09:55:48","post_date_gmt":"2021-01-14 09:55:48","post_content":"\u003Cstrong\u003EAre logistics and supply chains \u2018turning green\u2019? A recent study by KLU\u2019s new Center for Sustainable Logistics and Supply Chain (CSLS), carried out in partnership with The European Freight &amp; Logistics Leaders\u2019 Forum, shows: Despite Corona, the logistics decarbonization process in Europe is underway and getting integrated into companies\u2019 strategic planning. Yet, many businesses are still at a relatively early stage in the process. The study helps to allay fears that the COVID-19 crisis would weaken or reverse companies\u2019 logistics decarbonization efforts. \u003C/strong\u003E\r\n\r\nThe report \u201cMeasuring Industry\u2019s Temperature: An Environmental Progress Report on European Logistics\u201d summarizes the results of a survey of over 90 senior executives involved in the management of European logistics systems, including case studies by Procter &amp; Gamble, Stora Enso, Kuehne + Nagel, Vlantana, Tata Steel, Saint-Gobain Isover, Trans
2608poreon, Bertschi, and LKW Walter.\r\n\r\n\u003Cstrong\u003EAlready a third of companies with strategies and carbon reduction targets \u003C/strong\u003E\r\n\r\nOverall, the decarbonization process in Europe is well underway. More than half of the companies in this survey already have a sustainable logistics strategy in place or are implementing one. 30% of the companies consulted were considered to be \u2018leaders\u2019 in sustainable logistics. They already have relevant strategies in place or being implemented and have also set absolute carbon reduction targets for their logistics operations and are capable of measuring related CO2 emissions at a disaggregated level. At the other end of the scale, 15% of businesses do not currently measure their logistics emissions and a third have yet to set targets for reducing these emissions.\r\n\r\n\u003Cstrong\u003ECoronavirus does not weaken companies\u2019 efforts \u003C/strong\u003E\r\n\r\nAlmost 70% of all respondents, and 87% in the \u2018leading\u2019 category, indicated that the recovery of their businesses from the pandemic would either have no impact or even a positive effect on their logistics decarbonization efforts. Prof. Alan McKinnon, one of the authors of the study, states, \u201cThe study clearly shows that so far, the COVID-19 crisis does not appear to be weakening or reversing companies\u2019 efforts to decarbonize their logistics.\u201d\r\n\r\n\u003Cstrong\u003EClose Alignment between Environmental and Commercial Objectives \u003C/strong\u003E\r\n\r\nIn addition to that, 60% of respondents in the \u2018leading\u2019 category reckon that at least half of CO2-reducing measures will also cut costs. Participants named three measures as the most cost-effective ways to decarbonize logistics: shifting freight from road to rail, improving vehicle utilization and switching transport operations from fossil fuel to renewable energy. Three-quarters of respondents assumed that digitalization will have a transformational impact on logistics over the next five years, with improvements to supply chain visibility, advances in transport management systems, innovations in vehicle routing and online logistics platforms likely to make the greatest IT contributions to logistics decarbonization over this period.\r\n\r\n\u003Cstrong\u003EResponsibility for decarbonization \u003C/strong\u003E\r\n\r\n\u201cOn the whole, providers of logistics services appear to have a greater capability to measure and manage the decarbonization process than the users of these services\u201d, says Prof. Moritz Petersen, Director of CSLS and co-author. Yet, companies could exert more environmental influence on the logistics process through their procurement procedures. Net-zero logistics will require much greater sharing of logistics assets, though this is still being inhibited by a range of constraints. The managers surveyed identified competitive pressures, management culture, data privacy concerns and a lack of trust as the main barriers to greater supply chain collaboration.\r\n\r\nThe report concludes with a series of recommendations for the various stakeholders in the European logistics industry.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, January 14, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor:\u003C/strong\u003E \u003Cstrong\u003EK\u00fchne Logistics University\u003C/strong\u003E\r\n\r\n\u003Cem\u003EAbout The European Freight and Logistics Leaders\u2019 Forum (F&amp;L) \u003C/em\u003E\r\n\r\n\u003Cem\u003EThe European Freight and Logistics Leaders\u2019 Forum (F&amp;L) is is a unique independent Forum based in Europe which creates a trusted space for senior business leaders working across all areas of the supply chain, with a particular focus on the freight logistics sector, to learn, debate and network. The aim of the Forum is to bring supply chain stakeholders together to discuss current issues, encourage best practice, and facilitate collaboration to promote a more efficient and sustainable sector. The network covers all transport modes and industries, with multiple stakeholders including shippers, carriers, technology businesses and other service providers, ports, academics, policy makers and NGOs. F&amp;L is a neutral forum promoting confidential discussions and learnings which are of mutual benefit for business leaders from across Europe. Members benefit from thought leadership, innovation and access to expertise across all aspects of freight logistics participating in robust debate in a confidential environment. F&amp;
2608L aims to support the development of a more efficient and sustainable freight logistics sector. \u003C/em\u003E\r\n\r\n\u003Cem\u003EAbout KLU K\u00fchne Logistics University \u2013 Wissenschaftliche Hochschule f\u00fcr Logistik und Unternehmensf\u00fchrung (KLU) \u2013 is a private university located in Hamburg\u2019s HafenCity. The independent, state-certified university\u2019s major research areas are Sustainability, Digital Transformation and Value Creation in the fields of Transport, Global Logistics, and Supply Chain Management.\u003C/em\u003E\r\n\r\nThe full report is available at \u003Ca href=\"https://www.the-klu.org/landingpages/sustainability-study/\"\u003Ehttps://www.the-klu.org/landingpages/sustainability-study/\u003C/a\u003E\r\n\r\nSource: Transport Intelligence","post_title":"Despite Corona, the logistics decarbonization process in Europe is underway","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"despite-corona-the-logistics-decarbonization-process-in-europe-is-underway","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:10","post_modified_gmt":"2021-05-17 17:59:10","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=655","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"657","productGallery":null,"woo_quick_view":"[woosq id= 655]","postGallery":"","post_type_name":"Post"},{"ID":"663","post_author":"4","post_date":"2021-01-07 10:03:08","post_date_gmt":"2021-01-07 10:03:08","post_content":"2021 promises to be the year in which shippers can rebuild from a devastating 2020 and reconstitute their supply chains to make them more resilient to shocks like the Covid-19 pandemic.\r\n\r\nThroughout 2020 Ti ran a series of polls and surveys of shippers to help better understand how they were managing the challenges posed by the pandemic and to identify their plans for the future. The surveys asked a variety of key questions about the strategic choices shippers would make about sourcing, modal choices, freight purchasing methods, the use of assets, business planning, logistics technology and outsourcing in the future. When drilling down into shippers\u2019 plans for outsourcing the surveys found that, on the whole, most shippers were not planning to outsource more of their supply chain functions in the future. In fact, just 17% of shippers wanted to outsource more physical operations and only 10% wanted to outsource supply chain management functions. More significantly, 43% of shippers plan to enlarge the pool of logistics partners they use for the services they do outsource to.\r\n\r\n\u003Cstrong\u003EWhat are the benefits of shippers outsourcing to an enlarged pool of suppliers driving this trend?\u003C/strong\u003E\r\n\r\nThe long term trend for shippers to outsource their logistics functions has been driven by seven key motivations, outlined by Jo Godsmark and Gwynne Richards in their 2020 book, The Logistics Outsourcing Handbook. The seven motivations are:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EThey have poor internal logistics capabilities\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EThey need to reduce asset capital\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EThey need greater flexibility and scalability\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EThey want to transfer/manage risk\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EThey want to concentrate on core competencies\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EThey need to reduce costs\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EThey want to access new technology\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\nIn normal times any combination of these motivations could lead to an outsourcing decision but the experience of the pandemic has highlighted the importance of managing risk, making it a central consideration in the outsourcing decision making process. The events of 2020 have also underlined the imperative of flexibility in response to risks when they become realities and the necessity of good technology to enable the management of supply chain disruption.\r\n\r\nBy outsourcing to a larger group of logistics partners the 43% of shippers looking to diversify their supplier pool may reasonably expect to improve their position on the three key considerations of risk management, flexibility and access to technology, which are all growing in importance. In theory, more suppliers should grant shippers more flexibility and greater access to capacity, enabling them to move freight even in a capacity crunch like the one seen over the course of the pandemic. More suppliers should also expose shippers to more leading technologies, giving them additional tools to manage disruption. However, simply having more logistics partners doesn\u2019t guarantee that these benefits will be conferred. To ensure shippers get the benefits they are seeking they must also select the right logistics partners.\r\n\r\n\u003Cstrong\u003ESelecting the right LSPs\u003C/strong\u003E\r\n\r\nSelecting the right logistics partners is a complex process demanding a significant investment of time and resources that requires shippers to specify their logistics needs, identify potential suppliers and validate their capabilities, all before even beginning the RFI and RFQ processes. Many shippers rely on the expertise of their logistics procurement teams to help find the right LSPs, but as more shippers seek to diversify their supplier pools they will often need to reach outside of this knowledge base, significantly increasing the need for research in the early stages of the outsourcing process. Enlarging any supplier pool is also likely to increase the number of tenders it is necessary to run, making any resources that can be saved in the process even more valuable.\r\n\r\nFor shippers to see a real benefit from enlarging their pool of logistics partners it is crucial that they set themselves up with the tools and resources to find the right suppliers and execute the tender process well, otherwise, the potential benefits may well be lost.\r\n\r\nIf you are looking to enlarge your pool of logistics partners in 2021 then take a look at Ti\u2019s supply chain intelligence tools designed to help you find the right logistics partner www.supplychainleaders.com\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, January 7, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Transport Intelligence\u003C/strong\u003E","post_title":"43% of shippers plan to increase resilience by enlarging their pool of logistics partners in 2021","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"43-of-shippers-plan-to-increase-resil
2608ience-by-enlarging-their-pool-of-logistics-partners-in-2021","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:10","post_modified_gmt":"2021-05-17 17:59:10","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=663","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"664","productGallery":null,"woo_quick_view":"[woosq id= 663]","postGallery":"","post_type_name":"Post"},{"ID":"667","post_author":"4","post_date":"2021-04-14 10:08:29","post_date_gmt":"2021-04-14 09:08:29","post_content":"2021 is considered by many as the year that the supply chain really starts to turn green. We\u2019ve seen some significant moves and heavy investments in green supply chains already this year, not least DP DHL\u2019s announcement in March that it would invest \u20ac7bn over the next 10 years to decarbonize its operations. Meanwhile, some of the other large players have also introduced strong carbon reduction goals for 2030.\r\n\r\nAlongside \u003Ca href=\"https://www.dpdhl.com/en/sustainability/environment.html\"\u003EDP DHL\u003C/a\u003E\u2019s carbon reduction plans other players like \u003Ca href=\"https://de.kuehne-nagel.com/en/-/unternehmen/nachhaltige-logistik\"\u003EKuehne + Nagel\u003C/a\u003E are also making moves, committing to pay to offset fees for all unavoidable emissions from its own direct operations from 2020 and set a goal to achieve carbon neutrality with its supplier pool by 2030. The plan to achieve these goals is based on gaining visibility on emissions, putting in place a plan to reduce those emissions to zero by 2030 and running carbon offsetting schemes to mitigate unavoidable emissions in the meantime, seemingly paid for by shippers (if they are willing). This is an approach that could be applied across the whole industry.\r\n\r\nThe first part of the plan is to gain visibility of carbon emissions and forwarders are increasingly offering carbon calculators to give themselves and their shippers more visibility on the carbon emissions related to different choices. Kuehne + Nagel itself offers a calculator for shippers in partnership with Clean Cargo which enables shippers to quantify the impact of their sea freight shipments, while DHL offers a calculator across different modes.\r\n\r\nThese carbon calculators empower shippers to make more environmentally friendly choices when moving their goods but they also help them to see the scale of carbon reduction or offsetting that would be required for them to become carbon neutral. Forwarders are now also offering shippers the opportunity to participate in carbon offsetting programmes as part of their services, both DHL and Kuehne + Nagel already offer participation in programmes of this nature which moves us on to stage two of the plan.\r\n\r\nSome of the newer digital players are now offering these services too, but with a more overt green surcharge for those companies wishing to pay to offset their emissions. Some start-ups, like \u003Ca href=\"https://www.upply.com/en-gb/\"\u003EUpply\u003C/a\u003E, are offering visibility on emissions for each shipment like the established players. But \u003Ca href=\"https://forto.com/en/sustainable-logistics/\"\u003EForto\u003C/a\u003E, a digital forwarder, is now offering the option to pay a carbon offsetting charge as well, at \u20ac11 per tonne of CO2 emitted by each shipment.\r\n\r\nThese offsetting initiatives are broadly welcome as the logistics industry engages with the task of reaching net-zero emissions, but paying an extra charge is a significant step and it is not yet clear whether shippers will be willing to pay.\r\n\r\nHowever, both DHL and Kuehne + Nagel report voluntary participation in their offsetting schemes from selected customers, so we know there is some appetite for these schemes from climate conscious shippers. But Forto has gone even further and has made carbon offsetting an \u2018opt-out\u2019 affair for its customers. Forto\u2019s customers appear to be content with this arrangement, in an interview with the Loadstar Forto\u2019s CEO, Michael Wax, reported that the majority of its customers had not opted out and had been happy to participate.\r\n\r\nSo it seems that shippers may now be willing to start paying for these offsetting schemes. However this offsetting is seen as only a short term measure, in the same interview Forto\u2019s CEO also said that this was only a part of the solution and that investments in new fuels and technologies would be the end goal, saying, \u201cOur mid-to-long-term goal is to reduce emissions as much as possible, and we are investigating several measures, including sustainable fuels.\u201d\r\n\r\nUltimately shippers will be looking for LSPs which can provide the services they require without incurring emissions at all, but in the meantime, it seems many will finally be willing to pay to offset the emissions they do incur.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, April 13, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Transport Intelligence\u003C/strong\u003E\r\n\r\n\u003Cem\u003EIf you would like to know more about the capabilities of different LSPs and how they could help you reach your goals then please take a look at Ti\u2019s Supply Chain Leaders tool to help you find the right partner: \u003C/em\u003E\u003Ca href=\"https://www.ti-insight.com/supply-chain-leaders/\"\u003E\u003Cem\u003Ehttps://www.ti-insight.com/supply-chain-leaders/\u003C/em\u003E\u003C/
2608a\u003E\r\n\r\n\u003Cem\u003EOr get in touch with Ti today to find out more about which LSPs could help you reduce your emissions: \u003C/em\u003E\u003Ca href=\"mailto:[email protected]\"\u003E\u003Cem\[email protected]\u003C/em\u003E\u003C/a\u003E","post_title":"Are shippers ready to pay to offset carbon emissions in the supply chain?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"are-shippers-ready-to-pay-to-offset-carbon-emissions-in-the-supply-chain","to_ping":"","pinged":"","post_modified":"2021-05-26 17:28:49","post_modified_gmt":"2021-05-26 16:28:49","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=667","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"669","productGallery":null,"woo_quick_view":"[woosq id= 667]","postGallery":"","post_type_name":"Post"},{"ID":"766","post_author":"4","post_date":"2020-12-10 13:12:17","post_date_gmt":"2020-12-10 13:12:17","post_content":"Logistics Control Towers are the aggregation points for the actionable data generated by various operational systems across the logistics network. The data sources include the inventory, order and transport management systems, as well as the track and trace systems operated by the various carriers in the network.\r\n\r\nThese aggregation points, or more accurately \u2018platforms\u2019, are constantly receiving updates from across every aspect of the operational spectrum. Event management systems trigger alarms and alerts for anything deviating from the expected process. Ideally, the platform would also be c
2608onsistently evaluating every new piece of data received and re-evaluating the conclusions and subsequent instructions if the data says so.\r\n\r\nControl Towers are not just Track and Trace systems, but carrier Track and Trace systems are critical sources of data for any control tower input. Data generated by applications and sensors functioning across the operational landscape is ingested into the Control Tower. The systems used by supply chain partners should also feed data and information into the platform.\r\n\r\nThe \u003Ca href=\"http://www.gscintell.com/Markets/Details/1913eb2f-60bf-4689-abe7-9a98d718fc33\"\u003ECovid pandemic has disrupted supply chains\u003C/a\u003E and logistics operations across the globe, resulting in the need to quickly identify problems, analyse the impact and redirect flows. Alongside this, the immediate and massive demand for PPE (Protective Personal Equipment) from producers concentrated in Asia had a profound impact on logistics asset availability and costs.\r\n\r\nNext-generation Control Towers should be the source of the \u2018Single Version of the Truth\u2019 across every aspect of supply chain and logistics operations. Many of the problems in existing operations are due to the variability of data and information provided by the inherent applications. This is because of the lack of context with much of the data held in systems, resulting in duplications or omissions. The results are higher operating costs and potential confusion in responding to issues.\r\n\r\nAs an example - inventory held across multiple physical locations that is referenced according to different conventions, even when it is the same product. This requires a mechanism to reconcile the different part and reference numbers, to avoid unnecessary reordering, while at the same time increasing potential availability.\r\n\r\nAn appropriately configured Control Tower should act as a collaborative platform through which management teams can observe and discuss operational situations in a consistent manner as they are all looking at exactly the same information. This prevents confusion and allows for open discussions.\r\n\r\nThis means the workforce will need to comprise of a large number of technology specialists, business systems analysts, data architects, and systems integration engineers. In many respects, this describes a technology development company rather than a logistics business.\r\n\r\nThere will also be managers specialising in procurement, supply chain and logistics network design, industrial engineering, etc., all with years of experience gained from working inside large scale logistics operations. For the supply chains, they are managing, they will be constantly evaluating and buying the services of 3PL\u2019s, carriers, forwarders, etc.\r\n\r\nThe increasing adoption of IoT (Internet of Things) sensors, across the operational landscape will result in a massive increase in data points. Sensors will be embedded in almost every box, pallet and container, particularly those related to high value or environmentally constrained shipments. They will all be generating data and thanks to the growing proliferation of 5G networks, have the means to share that data with any system able to capture it.\r\n\r\nAs all of these systems are connected, each interface presents a point of vulnerability. This is why adherence to robust security standards and vigilance regarding cyber risk must be maintained from the simplest devices to the most complex systems attached to the network.\r\n\r\nIn short, the implementation of a comprehensive Control Tower strategy will bring major advantages in operational efficiencies, customer service and cost control. There is also the potential for an increased risk in cyber vulnerabilities and increased operating costs if not planned and managed appropriately.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, December 10, 2020.\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: \u003Ca href=\"https://www.ti-insight.com/briefs/live-streaming-is-coming/\"\u003EKen Lyon\u003C/a\u003E\u003C/strong\u003E","post_title":"Next-generation Control Towers: what are they & why are they important","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"next-generation-control-towers-what-are-they-why-are-they-important","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:11","post_modified_gmt":"2021-05-17 17:59:11","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=766","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"767","productGallery":null,"woo_quick_view":"[woosq id= 766]","postGallery":"","post_type_name":"Post"},{"ID":"770","post_author":"4","post_date":"2020-11-19 13:19:21","post_date_gmt":"2020-11-19 13:19:21","post_content":"Supply chains may start to look very different over the coming decades if the intended benefits of the Regional Comprehensive Economic Partnership (RCEP) are realised. The deal, under negotiation since 2012, was agreed in November with 15 countries across Asia signing up. Several of the region\u2019s major emerging markets put their names to the deal, as did South Korea, Japan and China. The notable exception amongst the signatories is India, which pulled out of negotiations am
2608id fears local producers would be disadvantaged by a lowering of tariffs while China also resisted Indian ambitions to widen the scope of the deal to include trade in services and deepen economic ties in the pact further. Still, member states of the RCEP make up nearly one-third of the global population and contribute 29% of global GDP \u2013 more than both the US-Mexico-Canada Agreement and the EU can claim.\r\n\r\nThe RCEP aims to reduce tariffs on merchandise trade between the member states over the next 20 years. It will also supersede a number of bilateral trade agreements in the region and offer one set of rules for trade and customs procedures. For supply chains in the region, new \u2018rules of origin\u2019 will likely have the most significant impact in the short-term. The RCEP\u2019s single set of rules will replace a complex network of regulation and treat parts and components from all member states equally. While previously a product finished in Indonesia containing Australian parts could be subject to tariffs based on rules of origin elsewhere in the region, the new RCEP framework will remove such complications and likely encourage manufacturers and retailers to seek suppliers and partners within the trade region.\r\n\r\nThe potential benefits of the RCEP for member nations are significant. The Peterson Institute for International Economics estimates that by 2030, the RCEP could add $186bn to global national income annually while also adding 0.2% to the economy of its member states. Analysis from the Brookings Institute argues the RCEP could add $209bn to world incomes each year, and $500bn to world trade by 2030. Perhaps more importantly, the analysis goes on to suggest that along with the Comprehensive and Progressive Agreement for Trans-Pacific Partnership (CPTPP), the RCEP will \u201c\u003Ca href=\"https://www.brookings.edu/blog/order-from-chaos/2020/11/16/rcep-a-new-trade-agreement-that-will-shape-global-economics-and-politics/\"\u003Eoffset global losses from the U.S.-China trade war, although not for China and the United States\u003C/a\u003E. The new agreements will make the economies of North and Southeast Asia more efficient, linking their strengths in technology, manufacturing, agriculture, and natural resources.\u201d\r\n\r\nThe RCEP promises much. It doesn\u2019t go as far or cut tariffs as deeply as the CPTPP, but in combination, the deals have huge potential to change trade and supply chains in the region. It should also be remembered that while the RCEP has been agreed, nine member nations are still to ratify it, meaning any effects won\u2019t happen quickly. The RCEP is designed to realise its goals by 2030, by when other wider changes from the RCEP may also be taking effect.\r\n\r\nThe RCEP is the first regional multilateral trade deal China has signed up to. Upon its agreement, China\u2019s Premier Li Keqiang, described the RCEP as \"a victory of multilateralism and free trade\". It extends China\u2019s influence in the region and positions Asia\u2019s largest economy to gain markedly at the expense of two economies that have chosen to remove themselves from agreements \u2013 India and the US.\r\n\r\nBoth \u003Ca href=\"https://www.ti-insight.com/briefs/what-changes-to-expect-from-a-biden-presidency-on-trade-and-china/\"\u003Ethe US\u003C/a\u003E and India were set to be a part of the deals \u2013 CPTPP and RCEP, respectively \u2013 but withdrew. That pushed the agreements towards the promotion of intra-Asian trade with China and Japan acting as the poles around which regional integration will coalesce. The ASEAN nations were also the key players in getting the RCEP agreed, showing a new level of influence in regional policymaking. As such, while the RCEP makes incremental progress towards reducing tariffs and unifying trade rules in the region, the supply chains across Asia which support those gains are likely to change too. By the time RCEP achieves its goals in 2030, supply chains in the region are likely to have a distinctly more intra-Asian orientation than today.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, November 19, 2020.\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Nick Bailey\u003C/strong\u003E","post_title":"RCEP will spur development of intra-Asia supply chains","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"rcep-will-spur-development-of-intra-asia-supply-chains","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:12","post_modified_gmt":"2021-05-17 17:59:12","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=770","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"771","productGallery":null,"woo_quick_view":"[woosq id= 770]","postGallery":"","post_type_name":"Post"},{"ID":"779","post_author":"4","post_date":"2020-11-12 13:44:18","post_date_gmt":"2020-11-12 13:44:18","post_content":"Supply chain disruption can occur at many levels \u2013 from localized warehouse events \u2013 for example, fire or flooding \u2013 up to regional/global network failure caused perhaps by a major natural disaster or as, we know only too well, a pandemic.\r\n\r\nAlthough managers cannot predict the type of disruption which may occur, its severity or when it will take place, they can make operations and supply chains more resilient by developing a programme of risk management practices. Supply chain managers should be asking:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EWhat can happen and why?\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EWhat are the consequences?\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EWhat is the cost and duration of the disruption?\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EWhat is the probability of its future occurrence?\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EWhat factors mitigate the consequences of the risk or reduce its probability?\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ul\u003E\r\nThere are five straightforward steps which can be followed to increase resilience.\r\n\u003Col\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EIdentify all significant risks by auditing every step in your logistics and supply chain process. From this list identify the most urgent risks to your organization.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EAnalyse these major risks \u2013 look at the risk causes and consequences.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EMove onto the mitigation stage. Having identified the risks, it is necessary to identify courses of action that would prevent them from occurring. As this process takes place, each stage needs to be documented and a \u2018risk register\u2019 created which will allow the status and risk treatment plans to be tracked.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EAfter the initial assessment and mitigation phase, a programme of ongoing risk management needs to be put in place. This will review how risks are being managed on a regular basis and identify new and emerging risks. Put together a \u2018playbook\u2019 which details your company\u2019s response to disruption.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 14px;\"\u003EFinally, build risk awareness into your business planning, taking into account risks to overall corporate objectives.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ol\u003E\r\nEnhancing supply chain visibility is a fundamental part of the process. At a corporate level, this will involve auditing several tiers of suppliers to identify potential bottlenecks. Operationally, it may mean ensuring real-time visibility of shipments and the ability to re-route consignments to avoid potential disruption.\r\n\r\nObviously, the scale and complexity of this task will differ from company to company. However, every organisation is vulnerable to similar external risk categories. These include Economic (e.g. demand shocks, supply shocks, oil volatility, trade disruption and industrial action); Environmental (e.g. natural disasters, climate change, pandemics); Societal (ethics and corporate and social responsibility); Security (e.g. cargo crime, terrorism, corruption and piracy) as well as Technological (not least cyber-crime).\r\n\r\nAlthough you never know when disruption is going to occur, or indeed its origin, by putting in place a \u2018risk-agnostic\u2019 programme, you can improve your company\u2019s ability to maintain operations throughout a supply chain crisis. It may even mean that you gain an advantage over competitors who are not so well prepared.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, November 12, 2020.\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E","post_title":"Five steps to supply chain resilience","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"five-steps-to-supply-chain-resilience","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:12","post_modified_gmt":"2021-05-17 17:59:12","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=779","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"780","productGallery":null,"woo_quick_view":"[woosq id= 779]","postGallery":"","post_type_name":"Post"},{"ID":"784","post_author":"4","post_date":"2020-10-22 13:58:42","post_date_gmt":"2020-10-22 12:58:42","post_content":"\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EIn the time before lockdown and working from home, TV shopping channels were a very popular way of home shopping for certain demographics. The next iteration of this business model is heading westwards from China and it is called \u2018Live Streaming\u2019.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003ENow streaming video content across the internet is not new and it is possible to stream live video from a number of mobile applications, Facebook, Tik Tok, Instagram live stories, etc. The wave that is moving across from China is e-commerce live streaming and is being leveraged by major brands to present and demonstrate products in an interactive manner, similar to shopping in a physical store.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EThe growth in China has been huge and is a harbinger of what is likely to happen in other territories. According to the South China Morning Post, in the peri
2608od of January to June, some 10m live streaming shows occurred, involving around a third of China\u2019s internet users - approximately 310m users. Some early studies have shown that customers viewing in real-time, exhibited a greater propensity to purchase than through conventional advertising. This has been enabled by the almost universal ownership of smartphones that are the ideal platform to support this method of interactive shopping. The \u2018buy\u2019 button becomes a compelling attraction for many.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EOutside China, a number of the major e-commerce platforms have begun to ramp up their ability to live stream products. Amazon has rolled out \u2018Amazon Live\u2019 to primarily demonstrate products but also channel sales throughout and QVC now has \u2018Q Anytime\u2019. This is just the start and some commentators think this will be the basis of all retail models over the next few years.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003ESo the question is what, if any, are the implications for logistics operations in the future?\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EIn my view the major implications are;\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003E1. An explosion in the demand for logistics operational performance data.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EThis is because companies are adapting and transforming their logistics operations and migrating across to cloud services and platforms. These companies are usually operating in partnership with other companies, many of whom are logistics service providers (LSPs). The operational overviews they demand will require direct real-time feeds from partner operations and the sensor enabled assist moving through the logistics chain.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003E2. Increasing demand for faster delivery times. Flexible networks and VCS.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EAs the significant growth in online buying during the pandemic has shown, consumers now expect rapid fulfilment and delivery. Indeed, online retail sites will try and use faster delivery as a compelling differentiator, but only if they pay extra. The high cost of last-mile delivery is often \u2018baked in\u2019 due to geographical restrictions and operating models. To address the requirement for faster delivery alongside the customer need for flexibility to reroute or replan domestic deliveries on the day, logistics operators will need to develop flexible, data driven networks. As has been shown in China, the psychology around hitting the \u2018buy\u2019 button often drives the need for swift delivery satisfaction. This places a huge burden on the retailer to make sure they have a range of delivery options available for customers.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EThe retailer or LSP may not need to own the assets operating in their networks, but they will need to direct them. VCS or \u2018Virtual Carrier Systems\u2019 are software solutions that will be designed to manage a large number of transport companies, both SME\u2019s and larger fleet operators. The VCS will be able to select carriers based on performance and service levels, operating margin and reliability. The more the system is used, the more data that is accumulated to improve the algorithms managing the carrier selection.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003E3. Increasing demand for local \u2018touch points\u2019 capable of click and collect and returns.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003ETi has frequently reported on the growing demand for local pickup and delivery options for e-commerce customers. This trend is still increasing and as the retail landscape is changing, this requirement is unlikely to change. It is likely that some new innovations will appear as knowledgeable entrepreneurs exploit the large amount of vacant office and retail premises triggered by the mass moves towards working from home.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003E4. Increasing demand for streamlined cross border transit with more products held \u2018under bond\u2019 for rapid re-export.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EThe reshaping of the global trade flows for manufactured goods will require significant changes in the operating models of global logistics companies. The influences of sustainability, trade sanctions and new manufacturing processes, will be profound. Many of these changes may be at short notice. It will require the ability to redesign and implement complete cross border logistics operations \u2018on-demand\u2019. This may sound fantastical, due to the nature of established operations, but much of the past nine months has also been unimaginable.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cp class=\"Body\"\u003E\u003Cspan lang=\"EN-US\"\u003EThe technology exists to support agile and adaptable logistics operations, but many of the global players are still handicapped by the huge amounts of data held in legacy systems. They can only hope their inherent scale will be enough to buy time to transition off of those applications. But they may discover that the fickle nature of customers and the ability of new entrants leveraging technology that can scale, will present a formidable challenge. Especially if the new entrants are well funded.\u003C/span\u003E\u003C/p\u003E\r\n\u003Cem\u003ESource: Transport Intelligence, October 22, 2020\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: \u003Ca href=\"https://www.ti-insight.com/briefs/beacon-trade-finance-as-the-key-to-supply-chain-data-mining/\"\u003EKen Lyon\u003C/a\u003E\u003C/strong\u003E","post_title":"Live Streaming is coming\u2026","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"live-streaming-is-coming","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:12","post_modified_gmt":"2021-05-17 17:59:12","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=784","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"785","productGallery":null,"woo_quick_view":"[woosq id= 784]","postGallery":"","post_type_name":"Post"},{"ID":"788","post_author":"4","post_date":"2020-09-01 14:10:03","post_date_gmt":"2020-09-01 13:10:03","post_content":"This summer has seen some of the largest LSPs announce sustainability projects, with some companies adding new vehicles to their fleets or expanding services. This comes as calls for sustainable logistics practices increase on the back of growing environmental concerns, not to mention fast-approaching individual company emission-reducing targets.\r\n\r\nIn mid-August, \u003Ca href=\"https://www.ti-insight.com/db-schenker-achieves-100-electric-city-logistics-in-oslo/\"\u003EDB Schenker\u003C/a\u003E realised its goal of zero direct emissions in its Oslo city distribution network in Norway. To achieve this, the company ordered 11 Volvo FL Electric trucks for city logistics in Oslo, which replaced diesel-powered trucks. Globally, DB Schenker has a target of reducing its specific greenhouse gas emissions by 40% until 2030, compared to 2006. The company claims this 
2608successful milestone is proof it is meeting its long-term goal. It will be interesting to see this concept spread to further European cities, how long it takes and by how much this model will be able to reduce emissions.\r\n\r\nEarlier in the month, \u003Ca href=\"https://www.ti-insight.com/kn-adds-new-vehicles-to-its-uk-based-fleet/\"\u003EKuehne + Nagel\u003C/a\u003E purchased 13 new rigid vehicles and 50 new double-deck box trailers, all of which conform to the latest European standards on emissions and are fitted with telemetry systems, which monitor the vehicle and driver performance and in turn support fuel efficiency and emission reduction. The company already compensates for direct CO2 emissions and plans to achieve carbon neutrality for its suppliers\u2019 and customers\u2019 footprint by 2030 (Scope 3 of GHG Protocol).\r\n\r\nIn order to meet \u2018Mission 2050 \u2013 Zero Emissions\u2019, \u003Ca href=\"https://www.ti-insight.com/dhl-freight-creates-fully-sustainable-premium-ltl-service/\"\u003EDHL\u003C/a\u003E also announced plans to advance its sustainable practices, however, not through its fleet but rather through the extension of an existing service. DHL has expanded the Eurapid coverage and added new features to its premium less-than-truckload (LTL) product. The service now covers 95% of all business addresses within 25 countries in Europe. All services booked via Eurapid are completely climate-neutral with the carbon emissions caused by Eurapid shipments are fully offset in recognised climate protection projects.\r\n\r\nFinishing the month was \u003Ca href=\"https://www.ti-insight.com/mercedes-benz-adds-1800-electric-vehicles-to-amazons-delivery-fleet/\"\u003EAmazon\u003C/a\u003E. The company is to add 1,800 electric delivery vehicles from Mercedes-Benz. CEO, Jeff Bezos said that it is \u201cpart of our journey to build the most sustainable transportation fleet in the world, and we will be moving fast to get these vans on the road this year\u201d. The urgency is not uncommon within Amazon and shows the capital it has behind its sustainable strategies. However, the speed is not necessarily because of the state of the environment, but more so the fact it has the cash.\r\n\r\nWhilst these projects are moves in the right direction neither one of them is going to dramatically transform a company\u2019s emission output. All logistics companies, especially leading providers need to work further to expand these types of measures or develop more impactful measures, and quickly. Ten years in the scheme of technological advancements may seem like a long time and the advancements made since 2010 are vast. However, many company\u2019s 2030 goals are also substantial, and it is imperative they are achieved. At the same time, the customer requirement for flexible, efficient and cost-effective logistics services is only to increase. The rise of e-commerce following the pandemic is only to intensify this need. Whilst it is important for LSPs to remain focussed on their environmental targets at the same time as providing services, it may be in the interest of governments to promote existing, or expand, incentives. Grants for electric fleets, tax breaks or loans could all be used to push these strategies further.\r\n\r\nIt is clear from these new projects, along with many other LSPs working to reduce emissions, that the industry is acknowledging the severity of the issue. Consumers are becoming more and more aware of corporate social responsibility and choose companies based on this. It is now more vital than ever for companies to focus on sustainability and the environment in order to succeed going forward.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, September 1, 2020\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Holly Stewart\u003C/strong\u003E","post_title":"The first of many steps to reach environmental targets","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-first-of-many-steps-to-reach-environmental-targets","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:12","post_modified_gmt":"2021-05-17 17:59:12","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=788","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"669","productGallery":null,"woo_quick_view":"[woosq id= 788]","postGallery":"","post_type_name":"Post"},{"ID":"1074","post_author":"4","post_date":"2020-08-18 14:55:27","post_date_gmt":"2020-08-18 13:55:27","post_content":"The wave of Covid-19 lockdowns combined with the ongoing US-China trade war is hastening a shift in the structure of high-tech supply chains. In the coming years, significant changes to the logistics services which support tier suppliers and OEMs will be needed to track and adapt to deep changes in the geography and complexity of the high-tech supply chain.\r\n\r\nIn the short
2608-term, a looming shortage of consumer electronics devices will soon to be felt acutely in Western education systems, particularly in the US. With new academic years about to start and the Covid-19 pandemic only partially under control, remote classes and distance learning have become the go-to options for many education institutions. The problem is there simply aren\u2019t enough laptops to go around.\r\n\r\nAn \u003Ca href=\"https://www.axios.com/coronavirus-education-virtual-school-family-poll-d5a390a5-6a49-4b9a-9ef0-279593e7b7f7.html\"\u003EAxios/Ipsos\u003C/a\u003E poll of US parents showed 72% expect their children to be either partially or fully taught by remote means in the coming school year. That meets with some stark warnings from hardware manufacturers. In the US, lower-cost Chromebooks are popular in education settings, however, when asked about the likelihood of meeting demand in the coming months, Gregg Prendergast, Acer America president, responded that \u003Ca href=\"https://www.axios.com/coronavirus-education-laptop-shortage-f5990485-6277-4f4e-a37c-ec7f77d68241.html\"\u003Ea \u201chistoric\u201d shortage of inventory meant the supply of Chromebooks was \u201cnot even close\u201d\u003C/a\u003E to the levels needed for virtual learning. Prendergast went on to add that government departments in California and Nevada alone had submitted orders for \u201chundreds of thousands\u201d of devices in recent months.\r\n\r\n\u003Ca href=\"https://www.ti-insight.com/whitepapers/ti-covid-monitor-high-tech-supply-chain-and-logistics-coronavirus-update/?whitepaperTitle=Ti%20Covid-19%20Monitor:%20High%20Tech%20Supply%20Chain%20and%20Logistics%20Update\"\u003EAs research from Ti in March showed, \u003C/a\u003E\u00a0\u003Ca href=\"https://www.ti-insight.com/coronavirus-webinar-its-impact-on-the-global-supply-chain-and-logistics-industry-and-longer-term-implications/\"\u003Ethese challenges could be predicted\u003C/a\u003E. Nonetheless, the challenges run deep. Firstly, it\u2019s not only finished products that are in short supply. Throughout the supply networks that create hardware, makers of other components at various tiers have experienced their own challenges and makers of screens, batteries, chips and semiconductors are all facing shortages. In addition, transportation and infrastructure are still some way from operating at capacity with assets underutilised and backlogs yet to be cleared at ports.\r\n\r\nThe outcomes for students are potentially huge with \u003Ca href=\"https://www.worldbank.org/en/news/press-release/2020/06/18/covid-19-could-lead-to-permanent-loss-in-learning-and-trillions-of-dollars-in-lost-earnings\"\u003Ethe World Bank estimating\u003C/a\u003E the five-month shutdown of schools so far this year, which has affected 1.6bn students globally, could cost them as much as $10 trillion in lost lifetime earnings. It\u2019s also clear that the high-tech industry needs significant support from logistics providers over the next 12 months as manufacturing capacity comes back online.\r\n\r\nFor logistics providers active in the high-tech supply chain, though, there are also long-term challenges to contend with. The battle lines between Trump\u2019s White House and Chinese authorities have been drawn and look set to become ever more deeply entrenched. The exclusion of Huawei from US 5G networks has certainly taken attention \u003Ca href=\"https://www.axios.com/team-trumps-5g-misfires-barr-kudlow-20f5ad01-97db-4a66-b7df-6f5d67e659cb.html?utm_source=newsletter&amp;utm_medium=email&amp;utm_campaign=newsletter_axioslogin&amp;stream=top\"\u003Edespite mixed results\u003C/a\u003E. There are huge gains for any economy able to install, operate and secure 5G networks but the confrontational game between the US and China has already started to spill over into the wider high tech market.\r\n\r\nThe US has slowly ratcheted up sanctions against Huawei over the last 18 months, and in May 2020, it banned any vendors from using US technology to produce components for Huawei. Barring any major changes to the situation, \u003Ca href=\"https://www.theverge.com/2020/8/9/21360598/huawei-chips-us-sanctions-trump-china-privacy-smartphone\"\u003EHuawei will have to stop production of its Kirin chips as its contract manufacturers partners require US technology to make Huawei\u2019s own chips\u003C/a\u003E. As one of the world\u2019s largest producers of smartphones and network equipment, the implications of Huawei stopping production of certain product lines \u003Ca href=\"https://www.ti-insight.com/whitepapers/weaponizing-high-tech-supply-chains/?whitepaperTitle=Weaponizing%20high%20tech%20supply%20c
2608hains:%20Huawei%20and%20the%20US%20Government\"\u003Eare significant for the high-tech logistics market\u003C/a\u003E. Reports suggest the manufacture of the chips comes with a four-month lead time, meaning any resolution will take time to sink into the market.\r\n\r\nIn reality, though, any optimism for a resolution in the short-term is misplaced \u2013 \u003Ca href=\"https://www.reuters.com/article/us-usa-huawei-tech-exclusive/exclusive-u-s-to-tighten-restrictions-on-huawei-access-to-technology-chips-sources-say-idUSKCN25D1CC#:~:text=WASHINGTON%20(Reuters)%20%2D%20The%20Trump,access%20to%20commercially%20available%20chips.\"\u003Ethe US increased and tightened sanction just this week (August 17)\u003C/a\u003E. Indeed, looking deeper into the high-tech supply chain reveals that structural change is already underway. \u003Ca href=\"https://www.scmp.com/tech/policy/article/3096131/china-unveils-major-tax-incentive-policy-encourage-innovation-domestic\"\u003EChina has responded to US pressure by introducing wide-ranging and long-lasting tax incentives\u003C/a\u003E for chip design, packaging, testing and other relevant equipment, materials and software enterprises that in part aim to solve Huawei\u2019s problems while boosting domestic capability and the attractiveness of Chinese products in the global market.\r\n\r\nPerhaps the most salient sign for the future of high tech supply chains, though, comes from \u003Ca href=\"https://www.bloombergquint.com/business/hon-hai-beats-profit-estimates-after-pandemic-spurs-apple-demand#:~:text=A%20key%20supplier%20to%20Apple,because%20of%20the%20trade%20war.\"\u003EHoi Han Precision Manufacturing (also known as Foxconn) which has stated a plan to actively create separate supply chains to serve Chinese and US markets\u003C/a\u003E. For Foxconn, Trump\u2019s trade war has brought China\u2019s days as the factory of the world to an end. The company has increased the proportion of its manufacturing capacity that sits outside of China to 30% (from 25% in 2019) and it can now make the iPhone entirely outside of China if needed. It will push further into Southeast Asian markets as well as increase its manufacturing base in India.\r\n\r\nIn sum, the high tech supply chain is changing rapidly and 2020 looks set to be an inflexion point, with the dual challenges of meeting surging demand for products and navigating the ongoing US-China trade war all but certain to only intensify in the second half of the year and beyond.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, August 18, 2020\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Nick Bailey\u003C/strong\u003E","post_title":"The high-tech supply chain is being redefined","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-high-tech-supply-chain-is-being-redefined","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:13","post_modified_gmt":"2021-05-17 17:59:13","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1074","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1075","productGallery":null,"woo_quick_view":"[woosq id= 1074]","postGallery":"","post_type_name":"Post"},{"ID":"1078","post_author":"4","post_date":"2020-08-06 14:59:11","post_date_gmt":"2020-08-06 13:59:11","post_content":"The explosion in Beirut on Tuesday (August 4) was a violent demonstration of the importance of hazardous cargo logistics. The huge detonation of 2,750 tonnes of ammonium nitrate killed at least 135 people and has destroyed part of the city of Beirut.\r\n\r\nWhat appears to have happened is that a cargo of ammonium nitrate was abandoned in a conventional warehouse. Pictures purporting to be of the consignment show it stored in bags in a crude bulk store. It is reported to have been kept there since 2014, left for some reason by a Russian businessman after being unloaded from a vessel, which also appears to have been abandoned.\r\n\r\nAmmonium nitrate is a common and very useful chemical. Its primary use is in agriculture where is it used as a fertilizer. However, another important use is as an explosive and it is particularly used in mining. The latter generally uses ammonium nitrate with a distinct and less stable crystal structure, however, the agricultural grade product can also be made to detonate in the right circumstances. Although it is classified as hazardous cargo, its handling requirements are not demanding. Essentially it just needs to be isolated from sources of fire and intense heat. Indeed, one of the attractions of using ammonium nitrate as an explosive is its predictability.\r\n\r\nBeirut is not a major port and has suffered from the political and economic instability in Lebanon. That such cargo should explode like this is a disturbing indicator of the state of the port and it should not be assumed that other ports handling bulk ammonium nitrate shipments are under the threat of such explosions. Yet this should not lead to complacency.\r\n\r\nThe threat to larger ports may be greater. The volumes of hazardous materials passing through chemical, bulk and even container terminals are far higher and whilst the quality of the infrastru
2608cture may be better, this may not necessarily compensate for the higher level of activity. An example of what can happen is an explosion at the generally large and modern port of Tianjin in 2015 which was caused by a badly managed tank container storage facility.\r\n\r\nMajor ports, shipping and other logistics assets face the constant threat of accidents from the mishandling of hazardous cargo. It is dangerous to assume that such threats are remote or of minor significance.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, August 6, 2020\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Thomas Cullen\u003C/strong\u003E","post_title":"Beirut is a reminder for the logistics sector","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"beirut-is-a-reminder-for-the-logistics-sector","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:13","post_modified_gmt":"2021-05-17 17:59:13","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1078","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1079","productGallery":null,"woo_quick_view":"[woosq id= 1078]","postGallery":"","post_type_name":"Post"},{"ID":"1081","post_author":"4","post_date":"2020-06-30 15:06:38","post_date_gmt":"2020-06-30 14:06:38","post_content":"Significant changes are taking place in the structure of supply chains around the world. At their centre lies the behaviour of the huge digital technology companies that now dominate so much of the western world\u2019s economy. It is difficult at this stage to assess the full implications of these changes but they are likely to be leading indicators for the direction of global trade as well as the direction of supply chain management.\r\n\r\nLast week Apple announced that it was \u003Ca href=\"https://www.ft.com/content/93fa4fae-7cac-41cb-af07-059138575488\"\u003Eincreasing the insourcing of its supply chain\u003C/a\u003E, primarily with a move to design its own microprocessors. Adopting the ARM RISC architecture, Apple will cease using both Intel designs and the chips Intel physically produces. Whilst the reasons behind the change were partly driven by engineering issues, it implicitly gives Apple greater control over its most important component. Presumably \u2018Silicon Apple\u2019, as the microprocessors will be branded, will be manufactured at third-party fab plants, the logistics of which Apple will have a great deal of influence over.\r\n\r\nSimilarly, Amazon is said to be considering extending its grip over retailing in the US, with the company rumoured to be considering purchasing one of the number of conventional retailers whose finances and market positioning look vulnerable. The list is long with Neiman Marcus already in bankruptcy protection whilst J.C. Penny is shutting a third of its shops. It is suggested that Amazon is interested in the property that such conventional retailers own, planning to use it as the basis for an expansion of local fulfilment centres. It is an illustration of how much retailing has changed that corporations that just a few years ago were significant rivals to Amazon are now reduced to the role of logistics land banks.\r\n\r\nWhat these developments illustrate is that supply chains are increasingly shaped by a small number of customer-facing, digitally-driven corporations. Although the common perception of logistics and supply chain often focuses on automotive or conventional retailing, this is now anachronistic. These new technology companies are invariably very large, and in many cases, have near-monopoly positions. The supply chains that they are creating are key parts of the global economy. In the case of Amazon, it threatens to control whole areas of the economy, at least in the US.\r\n\r\nIt is the strategies of companies such as Apple and Amazon that define contemporary supply chain management and the latest move suggests that \u003Ca href=\"https://www.ti-insight.com/briefs/beacon-trade-finance-as-the-key-to-supply-chain-data-mining/\"\u003Ethe urge to vertically integrate\u003C/a\u003E has not gone away.\r\n\r\nSource: Transport Intelligence\r\n\r\nAuthor: Thomas Cullen","post_title":"Amazon and Apple move to a new supply chain era","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"amazon-and-apple-move-to-a-new-supply-chain-era","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:14","post_modified_gmt":"2021-05-17 17:59:14","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1081","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1082","productGallery":null,"woo_quick_view":"[woosq id= 1081]","postGallery":"","post_type_name":"Post"},{"ID":"1085","post_author":"4","post_date":"2021-04-29 15:59:04","post_date_gmt":"2021-04-29 14:59:04","post_content":"According to the \u003Ca href=\"https://www.weforum.org/agenda/202
26080/10/shipping-industry-carbon-emissions-climate-change-environment-ocean/\"\u003EWorld Economic Forum\u003C/a\u003E, the shipping industry accounts for over 80% of world trade and more than 1bn tonnes of greenhouse gas emissions per year, more than any but the top-five emitting countries.\r\n\r\nRenewed impetus in the alternative-finding efforts for the shipping industry came from the International Maritime Organisation (IMO), a United Nations agency regulating the global industry, to at least halve their impact by 2050, compared to 2008 levels. \u003Ca href=\"https://www.wsj.com/articles/ship-operators-move-toward-lng-to-pare-emissions-11619117449\"\u003ECostas Paris, from the Wall Street Journal\u003C/a\u003E, states that so far only the United States and Saudi Arabia have formally pledged to work toward the IMO\u2019s emissions strategy. In the biggest revolution for the industry since it switched from coal to oil over 100 years ago; this transition from bunker to zero-emissions vessels is estimated to cost the industry more than $3 trillion, according to Clarkson Research.\r\n\r\nNew solutions are presented ranging from ammonia and biofuels and hydrogen, though none are ticking all the required boxes yet to fuel the world\u2019s 60,000 ocean vessels and smaller ships.\r\n\r\nWhile certain alternative fuels are proven to be viable and less polluting, such as blue or green hydrogen, which is produced by using natural gas with carbon capture or renewable electricity creating only water as a by-product, they are most \u003Ca href=\"https://www.ft.com/content/b3cd9b09-584e-4205-8c98-2185466c9f81\"\u003Esuitable to work at small scale with refuelling infrastructure in place\u003C/a\u003E. For a sector that is almost entirely made up by bulk carriers, oil tankers and container ships, around 85% according to reporting by Royal Dutch Shell, fossil fuel is still the most efficient and low-cost fuel for them.\r\n\r\nEven though in the medium-term, shipping companies seem to focus on low-synthetic fuels and biofuels, critics highlight the limited resources available for biomethanol and the resulting environmental problems, in form of deforestation, water degradation, and the fact that it releases CO2 again when it is burnt. Thus, making this solution a less sustainable option.\r\n\r\nMeanwhile, LNG has seemingly positioned itself as a more mature solution in the industry. Many consider it a bridging fuel for their fleet, such as CMA CGM and Hapag Lloyd. According to the IMO, its current global book order stands at more than 139 ships, 27 of which have been ordered this year. However, LNG is not without its critics. Others, such as Denmark\u2019s AP Moller-Maersk, say these investments could prevent efforts to go fully \u003Ca href=\"https://www.ti-insight.com/briefs/last-mile-delivery-gets-a-little-greener/\"\u003Egreen\u003C/a\u003E. It says it will not be investing in LNG as a bridging fuel and will instead opt for zero-emission alternatives altogether, stating \u201cwe don\u2019t believe that LNG will play a big role as a transition fuel because it\u2019s still a fossil fuel and we would rather go from what we do today straight to a neutral type of fuel\u201d. It went on to say that new ship orders had not been placed as they are still figuring out the best course of action towards zero-emissions.\r\n\r\nThis sentiment was seemingly echoed when the World Bank, which is a major funding source, said in a report published this month that \u003Ca href=\"https://www.maritime-executive.com/article/world-bank-recommends-avoiding-lng-as-it-explores-ship-decarbonization\"\u003ELNG\u003C/a\u003E \u201cis likely to play a limited role\u201d in decarbonising the industry and recommended that countries \u201cavoid new public policy that supports LNG as a bunker fuel, reconsider existing policy support and continue to regulate methane emissions\u201d.\r\n\r\nWhile individual companies and countries, along with international organisations have set themselves clear targets, a clear path towards those goals has been largely missing and do not appear to be available in the short
2608-term.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, April 29, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Dila Cebeci\u003C/strong\u003E","post_title":"Can shipping find sustainable fuels before it is too late?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"can-shipping-find-sustainable-fuels-before-it-is-too-late","to_ping":"","pinged":"","post_modified":"2021-05-26 17:27:41","post_modified_gmt":"2021-05-26 16:27:41","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1085","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1086","productGallery":null,"woo_quick_view":"[woosq id= 1085]","postGallery":"","post_type_name":"Post"},{"ID":"1089","post_author":"4","post_date":"2020-06-16 17:43:03","post_date_gmt":"2020-06-16 16:43:03","post_content":"The International Energy Agency (IEA) has published an update on the market for electric vehicles (EVs), \u2018\u003Ca href=\"https://www.iea.org/reports/global-ev-outlook-2020\"\u003EThe Global EV Outlook 2020\u003C/
2608a\u003E\u2019. According to the IEA, sales of electric cars (that is, those cars powered either completely by battery or by plug-in hybrid) surpassed 2.1 million globally in 2019, increasing the stock to 7.2 million electric cars worldwide.\r\n\r\nChina is by far the largest market for both types of EVs, accounting for 2.58 million battery-powered cars and 0.77 million plug-in hybrids. However, the growth in sales of EVs declined \u2013 the category experienced a 6% expansion year-on-year down from annual growth levels of 30% plus seen since 2016.\r\n\r\nThe decline in growth was due to three factors:\r\n\u003Col\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EOverall passenger vehicle sales were depressed although EVs as a proportion of the total increased to 2.6%.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EPurchase subsidies have started to be withdrawn by governments which have replaced them with taxes and regulation of carbon-emitting alternatives.\u003C/span\u003E\u003C/li\u003E\r\n \t\u003Cli\u003E\u003Cspan style=\"font-size: 12px;\"\u003EConsumers are expecting rapid improvements in technologies and performance (battery life and cost, for example) and hence putting off purchases.\u003C/span\u003E\u003C/li\u003E\r\n\u003C/ol\u003E\r\nThe IEA believes that the Coronavirus crisis will have a big impact on sales of EVs in 2020. In its report it stated, \u2018Based on car sales data during January to April 2020, our current estimate is that the passenger car market will contract by 15% over the year relative to 2019, while electric sales for passenger and commercial light-duty vehicles will remain broadly at 2019 levels.\u2019 This will mean that EVs will make up 3% of the market by the end of the year.\r\n\r\nWhilst growth may be checked, charging infrastructure, critical for the long term adoption of EVs continues to develop with the number of publicly accessible points increasing by 60% in 2019. There are now 7.3 million charging points around the world, 6.5 million of them at private addresses. Of the publicly accessible fast chargers, 82% are located in China.\r\n\r\nRegarding electric trucks, sales rose to 6,000 units in 2019 and high power chargers are being developed and standardized globally, according to the agency. \u003Ca href=\"https://www.ti-insight.com/briefs/group-of-major-shippers-demands-fast-electrification-of-road-freight/\"\u003EOpportunities exist for the adoption of the technology\u003C/a\u003E in ports, driven by clean air regulations, as well as the development of possible competing technologies such as catenary line models which could be used for long-distance trucking in some parts of the world.\r\n\r\nAs with all sectors of industry, the Coronavirus crisis will, at least in the short term, influence the adoption rate of EVs and possibly even decide whether government zero-emission targets will be met. It is likely that stimulus measures will be put in place throughout the world to encourage consumers to buy new cars as a way of supporting the automotive sector. Depending on how and where this support is targeted, investment in alternative energy technologies could benefit. However, if vehicle manufacturers find themselves in a struggle for survival, investment in alternative power could be side-lined. Tech start-ups, which have played such an important role in this sector could also find themselves starved of capital adding to delays in development.\r\n\r\nIf the IEA is right and the pause button has been hit in the adoption of EVs, this can only have significant implications for governments seeking to transition economies towards zero emissions and their targets to eliminate petrol or diesel alternatives. The length of this hiatus will rely heavily on how quickly the global economy recovers; consumer attitudes towards EVs; their lifetime costs as well as the amount of money which governments have available to invest in the sector.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, 16 June, 2020\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E","post_title":"Coronavirus hits pause button in adoption of Electric Vehicles","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"coronavirus-hits-pause-button-in-adoption-of-electric-vehicles","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:14","post_modified_gmt":"2021-05-17 17:59:14","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1089","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1090","productGallery":null,"woo_quick_view":"[woosq id= 1089]","postGallery":"","post_type_name":"Post"},{"ID":"1092","post_author":"4","post_date":"2020-04-21 17:53:44","post_date_gmt":"2020-04-21 16:53:44","post_content":"Can you name a government/firm/enterprise that was prepped to meet the challenges of this pandemic with a streamlined supply chain? I cannot think of any, a few may have been close; however, given the scale and geographic reach, it would have been unique if it happened. Yes, Taiwan, South Korea or Singapore may be on that list. If you, dear reader, can think of a company which saw this coming and flexed its chain, we would love to learn more about it.\r\n\r\nWith so much being written about the influence of technology in the supply chain, a couple of years ago I wrote \"\u003Ca href=\"https://www.ti-insight.com/are-supply-chain-professionals-being-distracted-by-the-latest-shiny-object/\"\u003EAre supply chain professionals being distracted by the latest shiny object?\u003C/a\u003E\" highlighting the SC professional\u2019s penchant for gravitating towards the latest in supply chain technology without ensuring that foundational tools were in place. Can we meet our consumer\u2019s demand through good times and bad? Whatever happened to those algorithms and machine learning tools which were supposed to save the world? Yes, technology is an enabler, but understanding the needs and your ability to fulfil them is more critical.\r\n\r\nAlmost without fail, when there is a natural disaster or a severe weather event, firms like Walmart or Home Depot are way ahead of FEMA (Federal Emergency Management Agency in the US) in meeting the needs of the affected population. Clearly even they didn\u2019t foresee the widespread impact across the supply chain that this pandemic has wrought. Granted they, and several other companies, have efficient and streamlined supply chains and wherewithal to react fast and get products to end consumers sooner than most others. The challenge is their dependency on the manufactures of those products \u2013 which are normally produced on a set forecasting &amp; production schedule and delivered to regional distribution centres. Amazon\u2019s algorithms and Prime customer experience failed them \u2013 yes these are unprecedented times \u2013 and only weeks into it they are getting a handle on the complex logistics needed to get 3rd party sellers and marketplace opened to shopping. A logistics firm, such as 100+ year-old UPS, on the other hand, has plenty of experience flexing their network (heck they just did as recently as Xmas 2019) and delivering millions of packages to end consumers on a daily basis. The challenge for logistics firms, besides having goods to transport if all manufacturing is shut for prolonged periods, would likely have been the impact to their operations because of the \u201csocial distancing\u201d constraints and ensuring the health and wellbeing of their front-line employees.\r\n\r\nHave we taken this concept of cutting fat and efficie
2608ncy in our chain too far? In other words, is an efficient supply chain the same as an effective supply chain? It has been painful to watch the woeful shortage of critical medical supplies and desperate pleas from frontline medical personnel for additional PPE. I am sure the C-levels, of some of these for-profit hospital systems, must have been very happy with profits generated because of minimal empty beds or delivering equipment, supplies and patient care just in time. Nothing wrong with providing a reasonable return to their shareholders, but what about other stakeholders? A debate for a different time, without sounding political, is to identify those thresholds on risks, safety and profit.\r\n\r\nThe question that I have been wrestling with is; has the famed Toyota Just-In-Time System for supply chain efficiency, used in sectors and industries around the world including healthcare, run its course? We will always need an efficient and streamlined supply chain \u2013 but how much flexibility should be built in to account for unforeseen events? Of course, there is no previous model that can be referenced which had the scale and impact of this pandemic.\r\n\r\nThe 2011 Japan earthquake and Tsunami compelled the large auto firms/suppliers to add additional manufacturing capability/location, rethink inventory on hold and even the way they source and produce a majority of the parts in a car assembly. There is little doubt that events of the past few weeks will force the Supply Chain experts to rethink existing models and design more flexible systems. But is there any guidebook for developing a design?\r\n\r\nBefore Keith Oliver \u2013 the British logistician \u2013 coined the term Supply Chain, the US formed the Strategic Petroleum Reserve (SPR) in 1975 as a result of the oil shock of 1973. The reserve had an \u003Ca href=\"https://www.spr.doe.gov/dir/dir.html\"\u003Einventory of 635 million barrels\u003C/a\u003E as of March 2020, equivalent to 30+ pre lockdown days of consumption or \u003Ca href=\"https://www.eia.gov/energyexplained/oil-and-petroleum-products/imports-and-exports.php\"\u003E60+ days of crude oil import\u003C/a\u003E. The Pandemic and All-Hazards Preparedness Act (PAHPA) was enacted to \u201cimprove the Nation\u2019s public health and medical preparedness and response capabilities for emergencies, whether deliberate, accidental, or natural\u201d. Unfortunately, as recent press reports highlight, the past 20 years pandemic preparedness has been in fits and starts without staffing or a coherent strategy. The stockpiles were either past their use-by date or depleted without being replenished.\r\n\r\nThe Cybersecurity and Infrastructure Security Agency (CISA) lists \u003Ca href=\"https://www.cisa.gov/critical-infrastructure-sectors\"\u003E16 critical infrastructure sectors considered vital to the United States\u003C/a\u003E. Included in these are health, food and energy among others. While the plans are all-encompassing and have a goal of protecting all sectors of the economy from hazards such as terrorism, infectious disease outbreaks, and natural disasters there are no specific notes on how this is supposed to be executed.\r\n\r\nHere is a modest proposal, using the SPR as a guidepost, could we create a \u201creserve chain\u201d or call it a \u201cstrategic reserve chain\u201d in some of these sectors? What would it take to get this done? I am sure from 1973 till the SPR went live in 1975 required a tremendous amount of coordination among different federal departments and agencies. However, the SPR is a crude petroleum reserve and not a stockpile of petroleum products. The model for enterprises in other sectors would have to be modified to accommodate both infrastructure and products. Most enterprises would be taking their lead from CISA and their respective federal agency with their industry oversight. Perhaps this will be a call to action for the incumbents in these sectors to ensure that a defined percentage of their chain acts as a \u201creserve\u201d.\r\n\r\nBriefly, with either healthcare or food supply chain, create a reserve coordinated and housed in the states with the largest population and with the highest impact to the US economy. We could conceivably design a network of \u201cstrategic reserve\u201d disaster-proof facilities which house these critical commodities and products through a \u201creverse-engineered\u201d process \u2013 identifying the needs and usage of each of these commodities. Of course, if there is an expiry date for the usage of those products, much like the SPR, we could release it for use either within the US or work with other governments to distribute it to those in greater need.\r\n\r\nCan we make it happen? Let\u2019s get started.\r\n\r\nThis is a guest post from Raghu Ramachandran of 13 Colony Global LLC. you can contact Raghu at\u00a0\u003Ca href=\"mailto:[email protected]\"\[email protected]\u003C/a\u003E\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, April 21, 2020\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Raghu Ramachandran\u003C/strong\u003E","post_title":"Has the Just-In-Time system run its course?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"has-the-just-in-time-system-run-its-course","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:14","post_modified_gmt":"2021-05-17 17:59:14","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1092","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1093","productGallery":null,"woo_quick_view":"[woosq id= 1092]","postGallery":"","post_type_name":"Post"},{"ID":"1115","post_author":"4","post_date":"2021-04-30 16:08:59","post_date_gmt":"2021-04-30 15:08
2608:59","post_content":"Growth of the global economy, driven not least by the US and China, is gathering pace. Although Europe is lagging behind, it is likely that the region will be dragged along by the strength of the consumer and manufacturing boom already being experienced by the world\u2019s largest economies. But what does this mean for the global logistics industry in the short and medium term? John Manners-Bell, Founder of the Foundation for Future Supply Chain, highlights five key ways in which the global logistics industry will be affected.\r\n\u003Col\u003E\r\n \t\u003Cli\u003EMore M&amp;A \u2013 led by shipping lines\u003C/li\u003E\r\n\u003C/ol\u003E\r\nAdministrations, led by the US, have invested huge amounts in stimulus packages and this, combined with re-stocking activity, has driven the present surge in international shipments of goods. The primary beneficiaries of this trend have been container shipping lines which are operating at full capacity and able to charge historically high rates. This has created enormous cash resources for this sector of the logistics industry (one investor estimates combined profits of $9 billion in Q4 2020 alone), facilitating many shipping lines\u2019 existing plans to transform their business models. One result of this pot of cash will be further consolidation in the sector but, more importantly for the wider industry, it could also prompt acquisitions to expand end-to-end services (as seen with CMA CGM\u2019s purchase of CEVA) and purchases which increase capabilities (such as Maersk\u2019s acquisition of KGH Customs Services).\r\n\u003Col start=\"2\"\u003E\r\n \t\u003Cli\u003EPressure on labour\u003C/li\u003E\r\n\u003C/ol\u003E\r\nThe stimulus packages are aimed at creating demand for goods and services and this will necessarily generate jobs. However, in many parts of the transportation and logistics industry there are already shortages of labour and a boost for the wider economy will simultaneously increase the demand for workers whilst reducing the pool of available staff.\r\n\r\nThere are two possible results. Wage inflation is the greatest risk and this will increase consumer prices (with possible consequences for interest rates). However, companies will also be incentivised to invest in warehouse automation which will improve productivity.\r\n\r\nTransport will also be affected. During lockdowns many drivers which worked in personal mobility sectors for companies such as Uber have transferred to the on-demand delivery sector. Now that lockdowns around the world are ending there will be additional competition for their services, increasing the level of their remuneration.\r\n\u003Col start=\"3\"\u003E\r\n \t\u003Cli\u003EOpportunities for digital platforms\u003C/li\u003E\r\n\u003C/ol\u003E\r\nRelated to the above, digital platforms which offer efficiency improvements for the transportation industry will gain traction. It is generally accepted that truck capacity is under-utilised and so marketplaces which better match supply and demand will play an important role in keeping a lid on inflationary pressures. Other productivity-increasing supply chain execution technologies, such as routing software, Transport Management Systems (TMS) and control towers, to name a few, will be boosted not only by the need to improve efficiency but also by the underlying increase in volumes passing through networks.\r\n\u003Col start=\"4\"\u003E\r\n \t\u003Cli\u003EInvestment in sustainability\u003C/li\u003E\r\n\u003C/ol\u003E\r\nThe surge in shipment volumes and consequent rise in transport output will have an immediate effect on transport-generated carbon emissions putting many companies\u2019 sustainability targets at risk. However, in the longer term a more profitable sector will facilitate greater investment in cleaner technologies. This will include the transition to clean energy vehicles in the road freight/trucking sector; development of biofuel and/or electric powered aircraft as well as alternative fuels for the shipping sector. Given soaring carbon emissions, companies will come under increasing pressure from shareholders, governments and consumers to re-double their efforts to reduce their environmental impact.\r\n\u003Col start=\"5\"\u003E\r\n \t\u003Cli\u003EInvestment in warehouse property\u003C/li\u003E\r\n\u003C/ol\u003E\r\nAfter a year of constrained opportunities for consumers (and businesses) to 
2608spend money, the lifting of lockdown regulations, stimulus packages and the increase in personal savings will mean a sustained lift in retail sales. Volumes will increase for many parts of the retail sector, especially those selling bigger ticket items such as white goods, and subsequently there will be pressure on warehousing capacity.\r\n\r\nThe Covid crisis has already resulted in a boom for e-commerce sales and this has become engrained behaviour for many parts of society. In order to meet these needs, significantly more warehousing space will be required, catering for intensive picking of single-items; smaller, more frequent deliveries as well as higher levels of automation and robotics. The location of distribution centres will also change, taking into account the trend towards same day or even on-demand deliveries of orders.\r\n\r\nSummarising the situation faced by the logistics industry, Manners-Bell commented, \u2018For the most part, the transport and warehousing sector has weathered the Covid crisis very well and was already in a strong position to take advantage of the economic rebound. Stimulus packages, high levels of savings and re-stocking will mean that 2021 will be a bumper year for the industry \u2013 despite capacity constraints being experienced by ports and shipping. The profits generated will create the conditions for market transformation through significant M&amp;A activity as well as investment in new warehousing and transport technologies which will make the industry more sustainable.\u2019\r\n\r\nSource: Foundation for Future Supply Chain\r\n\r\nAuthor: John Manners-Bell","post_title":"Five ways in which the global logistics industry will be impacted by a post-Covid boom","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"five-ways-in-which-the-global-logistics-industry-will-be-impacted-by-a-post-covid-boom","to_ping":"","pinged":"","post_modified":"2021-05-26 10:28:49","post_modified_gmt":"2021-05-26 09:28:49","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1115","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1116","productGallery":null,"woo_quick_view":"[woosq id= 1115]","postGallery":"","post_type_name":"Post"},{"ID":"1155","post_author":"4","post_date":"2021-04-08 14:15:37","post_date_gmt":"2021-04-08 13:15:37","post_content":"The recent incident in respect of the blockage caused to the Suez Canal by the container ship \u003Cem\u003EEver Given\u003C/em\u003E, certainly focused the world's attention again onto the dependency we have on global supply chains and how vulnerable they can be. If they had not been able to move the vessel, say it had broken up as they tried to free it from the sand banks then the canal could have been blocked for months. However, this would not have been such an unprecedented situation as some journalists suggested, the canal has been closed on previous occasions in history such as following the Six-Day War it was closed for 8 years.\r\n\r\nHowever, it does highlight a broader risk issue, which is that of the adequacy and the interconnections of logistical and other infrastructure and the dependency that globalised supply chains have on these key pieces of infrastructure. There has been a trend for several years for container vessels to get larger in terms of their capacity, this has been largely driven by the cost and carbon footprint advantages. It does however restrict the number of ports that can take vessels of such a size. This together with the vessels themselves creates a concentration risk around one of these major ports being closed long term due to a blockage caused by one of these large vessels or damage due to a significant weather event or a failure of some other part of the key port infrastructure e.g., electrical power. It is important that organisations consider these potential single points of logistical failure in their critical supply chains. Just looking at one of these ultra large container ships which can carry up to 24,000 containers and assuming a conservative value per container of $20k(?) then the value of goods on a single ship is around $480m. Its failure to deliver on time can have an impact on many different supply chains.\r\n\r\nThis dependency on a particular part of logistics infrastru
2608cture is often overlooked in the typical risk management process carried out by many organisations. I personally have experienced this, for example, when working in the past on supply chain risk management review exercises with two large multinational companies: -\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EThe first company already had a well-developed supply chain risk management process. However, they were using the cheapest \u201cad hoc\u201d haulage companies to service their highest value adding factory facility in Europe.\u003C/li\u003E\r\n \t\u003Cli\u003EIn the other case, although the company was sourcing from a variety of suppliers in Thailand and neighbouring countries, around 80% of the profitability of that division was dependent upon the continued operation of Thailand's major port Laem Chabang.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nThis realisation led both companies to risk mitigation actions through logistical and sourcing changes to reduce the likelihood and impact of any potential disruptions. The importance of understanding the estimated financial impact of the failure of a particular aspect of your logistics network should be embedded in your supply chain risk management processes. The need for this is only likely to increase driven by several factors including: -\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EConcentration of logistical infrastructure and hence exposures.\u003C/li\u003E\r\n \t\u003Cli\u003EThe threat of climate risks to a number of these logistical structures such as ports\u003C/li\u003E\r\n \t\u003Cli\u003EFailures by governments to invest in a timely manner in infrastructure.\u003C/li\u003E\r\n \t\u003Cli\u003ELack of understanding of infrastructure interdependencies. For example, the ability of many logistical facility to operate without electrical power can be severely restricted.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nBased on your own internal data and that available in the public domain it is possible, to map out at a high level the value flows associated with your most profitable products. This is something I would urge you to do, so you are not taken by surprise by a single point of failure in your logistics infrastructure.\r\n\r\n\u003Cstrong\u003E\u00a0Author: Nick Wildgoose, Advisory Board Member\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003E\u00a0\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003E\u00a0\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003E\u00a0\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003E\u00a0\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003E\u00a0\u003C/strong\u003E\r\n\r\n\u003Cstrong\u003E\u00a0\u003C/strong\u003E","post_title":"Suez Crisis highlights infrastructure risks to globalized supply chains","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"suez-crisis-highlights-infrastructure-risks-to-globalized-supply-chains","to_ping":"","pinged":"","post_modified":"2021-05-17 18:59:01","post_modified_gmt":"2021-05-17 17:59:01","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1155","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"479","productGallery":null,"woo_quick_view":"[woosq id= 1155]","postGallery":"","post_type_name":"Post"},{"ID":"1482","post_author":"4","post_date":"2021-05-20 13:48:17","post_date_gmt":"2021-05-20 12:48:17","post_content":"A cyber-attack on the Colonial Pipeline, the largest pipeline system for refined oil products in the US, has led to a fuel shortage in much of the south-east of the country. The pipeline is 5,500 miles long, carries up to 3m barrels of fuel per day between Texas and New York and supplies the East Coast with 45% of its fuel.\r\n\r\nThe shutdown of the pipeline occurred on Friday, May 7, after a ransomware cyber-attack. It was announced on Wednesday, May 12, that operations had resumed. Meanwhile, the states of Florida, Virginia, North Carolina and Georgia have all declared \u003Ca href=\"https://www.bbc.co.uk/news/business-57090428\"\u003Estates of emergency\u003C/a\u003E. South Carolina, the District of Columbia, Maryland and Tennessee are also seeing shortages. The result has been panic-buying, a hike in prices and disruption to freight transportation.\r\n\r\nAs the news spread it caused somewhat of a frenzy, the panic-buying exacerbated the shortage and led to \u003Ca href=\"https://www.washingtonpost.com/business/2021/05/12/faq-gas-shortages/\"\u003Ethousands of gas stations running out of fuel\u003C/a\u003E this week. The disruption and ensuing worry also led to price increases. Various sources including GasBuddy have reported the average price of gas rose to $3 per gallon, this is the highest price seen since late 2014. The American Automobile Association noted the price was 7% higher on Wednesday, May 12, than the week prior.\r\n\r\nOf course, any disruption to fuel supply is going to impact freight transportation. Although diesel powers the majority of highway freight trucks in the US and whilst diesel does not appear to be as severely impacted, there has been a ripple effect for trucking. Dale Bennett, the President of the Virginia Trucking Association, said some members who buy diesel in bulk are seeing delivery delays. \u201cThey are \u003Ca href=\"https://www.freightwaves.c
2608om/news/colonial-pipeline-update-gasoline-shortages-developing-diesel-issues-less-clear\"\u003Ehaving to wait three days for delivery of fuel\u003C/a\u003E rather than the usual same-day delivery for bulk storage to fuel their trucks.\u201d Additionally, it has been reported that stations without gasoline have closed diesel pumps as well, which has led to rerouting and extra time on journeys and thus more fuel consumption.\r\n\r\nIn terms of express operations, \u003Ca href=\"https://edition.cnn.com/business/live-news/us-gas-demand-05-12-21/index.html\"\u003ECNN Business\u003C/a\u003E reported the major shipping companies in the US, Amazon, FedEx and UPS, are not commenting on whether the shortage has impacted their operations in the region. These large companies tend to use onsite fuel storage and therefore may not feel the full impacts of the shortage. However, smaller express and last-mile providers as well as the region\u2019s gig economy workers have already felt effect such as losing out on jobs and spending excessive time searching for fuel. They also said they foresee further financial impacts as services are not expected to resume for several days.\r\n\r\n\u003Ca href=\"https://www.garda.com/crisis24/news-alerts/477851/us-fuel-shortage-likely-to-affect-southeast-region-into-mid-may-update-1\"\u003EGardaWorld\u003C/a\u003E is advising logistics providers to plan for potential commercial trucking disruptions and freight delivery delays as Colonial Pipeline has said the service will not return to normal for several days.\r\n\r\nCurrently, this doesn\u2019t seem to be affecting the wider market, although where disruptions have occurred, several have been acute and it may be a number of weeks before supply and demand fully rebalance. Logistics companies with their own fuel storage have not had to change or pause operations and although trucking has faced some disruptions, they appear seemingly minor. Whilst a fuel shortage is significant, its impacts on the logistics industry are currently moderate. However, any further disruptions to supply and there may be difficulties down the road.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, May 13, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Holly Stewart\u003C/strong\u003E","post_title":"The Colonial Pipeline resumes operations but supply is still tight","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"the-colonial-pipeline-resumes-operations-but-supply-is-still-tight","to_ping":"","pinged":"","post_modified":"2021-05-20 13:48:17","post_modified_gmt":"2021-05-20 12:48:17","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1482","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1483","productGallery":null,"woo_quick_view":"[woosq id= 1482]","postGallery":"","post_type_name":"Post"},{"ID":"1487","post_author":"4","post_date":"2021-05-20 13:54:37","post_date_gmt":"2021-05-20 12:54:37","post_content":"The semi-conductor, or computer chips shortage continues to be the dominant news in the automotive supply chain world. The latest analysis by the consultancy \u003Ca href=\"https://www.reuters.com/business/retail-consumer/chip-shortage-cost-automakers-110-bln-revenues-2021-alixpartners-2021-05-14/\"\u003EAlixPartners\u003C/a\u003E suggests that the ongoing semi-conductor shortage will cost the global automotive industry $110bn in lost revenues this year. AlixPartners forecasts that as a result of the shortage, production of 3.9m vehicles will be lost in 2021. The chip crisis has been triggered by the COVID pandemic and then further exacerbated by events such as a fire in a key chip-making plant in Tokyo, extreme weather in Texas and a drought in Taiwan.\r\n\r\nWhile the auto manufacturing industry is gripped by a semi-conductor shortage, Japan\u2019s Toyota Motor Corp. announced it wasn\u2019t expecting a shortfall of semi-conductors to affect its production.\u00a0Chief Financial Officer Kenta Kon said that as part of its business continuity plans, Toyota had secured \u201cone to four months of stocks as necessary\u201d for various components.\r\n\r\nSo, what has Toyota done differently? Ironically, it decided to move away from the just-in-time manufacturing approach it invented in the 1970s, which has since been the dominant inventory and manufacturing approach in the auto manufacturing industry. Just-in-time manufacturing, or lean manufacturing, is commonly used to run assembly lines, but when nothing is running on time it makes sense to rethink the supply chain model. For certain components, Toyota asked its suppliers to stockpile parts, the antithesis of just-in-time manufacturing. The on-hand inventory held by Toyota\u2019s largest supplier,\u00a0Denso\u00a0Corp., rose to around 50 days\u2019 worth of supply in the year ended March 2020, up from 38 days in 2011.\u00a0More inventory benchmarking information can be found on\u00a0\u003Ca href=\"http://www.ti-insight.com/product/gsci/\"\u003EGSCi\u003C/a\u003E.\r\n\r\nFaced with parts shortages and the consequent production delays, other auto manufacturers are also trying to undo the just-in-time inventory and production approach to 
2608some degree. Ford started stockpiling key parts and materials and using multiple sources. Volkswagen\u00a0is building six factories so it can produce its own batteries.\u00a0Tesla moves into\u00a0raw materials\u00a0production. In other words, they are trying to create more resilient supply chains.\r\n\r\nDespite these adjustments, it is unlikely that auto manufacturers will want to entirely replace just-in-time manufacturing. Because ultimately, holding lower SKUs has advantages as it eliminates waste and cut costs, so the savings and efficiencies are too great. The greatest adjustments will be made in areas of greatest vulnerability. This means stockpiling more critical parts, especially if they are irreplaceable like semiconductors.\r\n\r\nWhile these measures should alleviate the problem to some extent, they are not enough. Alongside increasing inventory levels to some degree, auto manufacturers will have to accelerate investment into technologies, particularly visibility technologies and control-towers to reduce risks and manage\u00a0supply chains better. End-to-end supply chain planning systems including control towers, inventory optimization and advanced analytics should help manufacturers mitigate some of the risks associated with just-in-time.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, May 18, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Violeta Keckarovska\u003C/strong\u003E","post_title":"Automotive industry shifts from JIT manufacturing due to semi-conductor shortage","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"automotive-industry-shifts-from-jit-manufacturing","to_ping":"","pinged":"","post_modified":"2021-05-20 13:54:37","post_modified_gmt":"2021-05-20 12:54:37","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1487","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1488","productGallery":null,"woo_quick_view":"[woosq id= 1487]","postGallery":"","post_type_name":"Post"},{"ID":"1491","post_author":"4","post_date":"2021-05-20 14:32:16","post_date_gmt":"2021-05-20 13:32:16","post_content":"A survey undertaken for the Foundation for Future Supply Chain in collaboration with its research partner, Ti Insight, has found that out of 184 of the world\u2019s largest transport and logistics companies, only 105 measured and published their carbon emissions, just 57% of the total.\r\n\r\nMeasuring emissions is a fundamental step that needs to be taken before greenhouse gas reduction programmes can be initiated. Given that the transport industry\u2019s success in reducing emissions will be critical to meeting governmental net-zero targets, the fact that such a large proportion of industry leaders have yet to start measuring their emissions is of major concern.\r\n\r\n&nbsp;\r\n\r\n\u003Cimg class=\"alignnone wp-image-1501\" src=\"https://futuresupplychains.org/wp-content/uploads/2021/05/Picture1-2-300x180.gif\" alt=\"\" width=\"508\" height=\"305\" /\u003E\r\n\r\n&nbsp;\r\n\r\nSource: FFSC/Ti Insight\r\n\r\nThe sample provided a cross-section of the industry worldwide, comprising the largest companies in each of the following industry sectors: Trucking/Road Freight, International Freight Forwarding; Contract Logistics; Express &amp; Parcel; Postal Operators and Shipping.\r\n\r\nThe majority of the companies in the sample had revenues of over $1 billion and so the low proportion publishing carbon emissions data cannot be put down to cost or lack of resources, as might be assumed for small and medium-sized operators. Instead, it is likely due to the low priority given to the issue by management, the lack of pressure from customers and weak or absent regulation by governments. Although legislation has forced some corporate entities to publish data in certain parts of the world, its application seems only to have had a limited effect on the transport and logistics industry.\r\n\r\nHowever, the survey also revealed some more encouraging data. Although there is a way to go, the number of industry leading companies measuring emissions data has risen significantly since 2016 as the concept of disclosure is increasingly embraced. In 2016 just under a quarter of logistics companies were publishing carbon emissions data (23%), increasing by 34% to its present level (57%).\r\n\r\n&nbsp;\r\n\r\n\u003Cimg class=\"alignnone wp-image-1494\" src=\"https://futuresupplychains.org/wp-content/uploads/2021/05/Picture2-300x180.gif\" alt=\"\" width=\"497\" height=\"298\" /\u003E\r\n\r\nSource: FFSC/Ti Insight\r\n\r\nOne particularly interesting finding of the survey was the significant disparity in the number of companies publishing data from sector-to-sector. At one extreme, almost all shipping and postal operators were found to disclose the
2608ir carbon emissions. These markets are characterized by large players, with many companies nationalized or listed on stock exchanges. This typically means that not only are they likely to have strong governance but also that many are compelled to publish data by government regulation. At the other of the scale, smaller (albeit by the nature of the survey, still very large), predominantly privately owned trucking/road freight companies feel less obliged to measure or publish data.\r\n\r\n&nbsp;\r\n\r\n\u003Cimg class=\"alignnone wp-image-1495\" src=\"https://futuresupplychains.org/wp-content/uploads/2021/05/Picture3-300x180.gif\" alt=\"\" width=\"492\" height=\"295\" /\u003E\r\n\r\nSource: FFSC/Ti Insight\r\n\r\n&nbsp;\r\n\r\nThe findings of the survey are corroborated by analysis of data from the Science Based Targets initiative (SBTi), a cross-industry organization which defines and promotes best practice in emissions reductions, helping companies to set and meet net-zero targets.\r\n\r\nDespite being used by a total of 1420 companies, the SBTi has seen relatively low adoption rates by transport and logistics businesses (just 91 companies in May 2021 including those involved in passenger transportation and infrastructure). This may be partly due to the lack of homogeneity across the sector, with separate agencies setting targets in the air and maritime sectors; hyper-fragmentation in the road freight/trucking sector and the difficulties involved in defining \u2018logistics\u2019 as a sector in its own right.\r\n\r\nMost sectors of the transport and logistics industry are dominated by large numbers of small and medium-sized businesses, many of which will need support if they are to shoulder the additional cost burden of measuring emissions, setting targets and implementing carbon reduction strategies. These costs are significantly easier for big businesses to absorb and this could be an additional way in which to differentiate their operations from smaller competitors. Despite this, there seems to be a reluctance on the part of many corporate managers to embark on the net-zero journey, a position which is increasingly untenable. If more companies do not embrace the need to measure emissions, they will increasingly find themselves at a disadvantage when bidding for new business, or looking for new capital from investors becoming more sensitive to environmental considerations. Furthermore, governments around the world will undoubtedly regulate, or extend existing regulations, for mandatory disclosure.\r\n\r\nFurther data and analysis from this survey can be found by accessing the latest whitepaper: \u003Ca href=\"https://futuresupplychains.org/whitepaper/the-challenge-of-measuring-meeting-climate-change-targets/\"\u003EThe Challenge of Measuring and Meeting Climate Change Targets\u003C/a\u003E\r\n\r\nSource: Foundation for Future Supply Chain, May 20th 2021\r\n\r\nAuthor: John Manners-Bell","post_title":"If you don\u2019t measure carbon emissions, how can you reduce them?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"if-you-dont-measure-emissions-how-can-you-reduce-them","to_ping":"","pinged":"","post_modified":"2021-05-20 14:45:33","post_modified_gmt":"2021-05-20 13:45:33","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1491","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1496","productGallery":null,"woo_quick_view":"[woosq id= 1491]","postGallery":"","post_type_name":"Post"},{"ID":"1530","post_author":"4","post_date":"2021-05-21 09:30:45","post_date_gmt":"2021-05-21 08:30:45","post_content":"In a show of unity, leaders of organizations representing transport workers, logistics companies and shippers have come together to highlight the poor treatment of drivers around the world. The Global Shippers Alliance (GSA), IRU, the world road transport organisation, and the International Trans
2608port Workers\u2019 Federation (ITF) have launched a new Charter which they say is aimed at improving how truck and van drivers are treated at collection and delivery sites.\r\n\r\nAccording to these organizations, drivers often have to work in difficult conditions with poor access to sanitation facilities at loading and unloading sites. This has been made worse by the COVID pandemic which, in some cases, has resulted in drivers being refused permission to leave their vehicles.\r\n\r\nThe Charter also takes aim at the long term barriers to recruitment in the industry which has resulted in some parts of the world facing driver shortages. A lack of basic facilities is regularly cited as a reason why so few women and younger people enter the profession. The three organizations claim that women make up just 2% of the overall driver population and that only 5% of drivers are under 25. This has resulted in more than a fifth of driving vacancies going unfilled in many countries.\r\n\r\nCommenting on the launch of the Charter, Denis Choumert, GSA Chairman, said: \u201cShippers want to run collection and delivery sites that are welcoming and secure for drivers. It is in our interest, and the interest of efficient global supply chains, to make sure that drivers are empowered to do their job well.\u201d\r\n\r\nJohn Manners-Bell, Founder of the Foundation for Future Supply Chain, joined the calls for a commitment to better facilities for drivers. \u201cThis is a problem I have been highlighting for many years. As well as better sanitary facilities, I am glad the Charter makes reference to the provision of safe and secure parking. Cargo crime is widespread throughout the world and drivers cannot be expected to risk their own safety parked up overnight, for example, in vulnerable laybys. I would suggest that government also has a role to play in this respect by facilitating the construction of more truckstops. Only by addressing these very basic issues will the industry attract more women and younger workers. This is not a question of dogma, but common sense.\u201d\r\n\r\nSource: Foundation for Future Supply Chains, May 21st 2021\r\n\r\nAuthor: John Manners-Bell\r\n\r\n&nbsp;","post_title":"New charter launched to address poor driver treatment","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"new-charter-launched-to-address-poor-driver-treatment","to_ping":"","pinged":"","post_modified":"2021-05-21 09:30:45","post_modified_gmt":"2021-05-21 08:30:45","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1530","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1531","productGallery":null,"woo_quick_view":"[woosq id= 1530]","postGallery":"","post_type_name":"Post"},{"ID":"1683","post_author":"4","post_date":"2021-06-10 14:56:04","post_date_gmt":"2021-06-10 13:56:04","post_content":"A wave of sustainability initiatives has swept through the logistics industry over the last 12 months as logistics service providers grapple with a potent mix of legislation, consumer pressure and market incentives to decarbonise operations. Many of the world\u2019s leading LSPs have committed to be net carbon neutral by 2050, signed up to global programmes such as the Science Based Targets Initiative, and announced significant strategic realignments and investment programmes to achieve their goals.\r\n\r\nProgress on the decarbonisation of supply chains will be a significant measurement of the global community\u2019s ability to reach the extremely ambitious target of being net carbon zero by 2050. The Carbon Disclosure Project\u2019s Global Supply Chain Report 2020 concludes that supply chain emissions (those recorded by retailers, manufacturers and some LSPs themselves as Scope 3 emissions) were 11.4x higher that carbon emissions from direct operations \u2013 more than double previous estimates due to more comprehensive and accurate reporting.\r\n\r\nIn order to track the logistics and supply chain industry\u2019s progress, Ti and the \u
2608003Ca href=\"https://futuresupplychains.org/\"\u003EFoundation for Future Supply Chain\u003C/a\u003E have established a research programme to track the investments of major LSPs in decarbonisation. The sustainability programme\u2019s initial goal is to build a comprehensive database tracking all publicly announced investments, operational changes, technology upgrades and target commitments. The research so far examines announcements made by the three integrators \u2013 UPS, FedEx and DHL \u2013 since 2015. While the sample remains small at this stage, significant findings are already emerging.\r\n\r\n\u003Cstrong\u003EInvestment Focus\u003C/strong\u003E\r\n\r\n\u003Ca href=\"https://www.ti-insight.com/fedex-commits-to-carbon-neutral-operations-by-2040/\"\u003EFedEx\u003C/a\u003E and UPS both display an externally focussed approach to reducing carbon emissions and increasing the sustainability of their operations. For their electrical vehicles especially, both companies rely heavily on relatively new start-ups, which perhaps is a product of the business culture both providers find in America, perhaps simply company policy. UPS especially hedges its bets with its \u201cRolling Laboratory\u201d approach to decarbonisation, funding and trialling many different ways to reduce its carbon footprint at any one time.\r\n\r\nOn the other hand, DHL, a European provider, has so far used a far more internally focussed investment approach, \u003Ca href=\"https://www.dpdhl.com/en/media-relations/press-releases/2020/carbon-insetting-accelerates-decarbonization-of-logistics.html\"\u003Eadvocating for carbon \u201cinsetting\u003C/a\u003E\u201d and funding programmes such as its Greenplan and GoGreen initiatives. DHL state it sees \u003Ca href=\"https://www.dhl.com/content/g0/en/about_us/green_solutions.html\"\u003Eenvironmental protection and business success as being closely interlinked\u003C/a\u003E, with the provider often trying to monetise its investments into carbon neutrality. This was especially the case with the firm\u2019s StreetScooter subsidiary, which not only provided upwards of \u003Ca href=\"https://www.dpdhl.com/en/media-relations/press-releases/2019/milestone-on-the-way-to-the-green-zero.html\"\u003Eten thousand vehicles for the DPDHL Group\u003C/a\u003E, but also sold its vehicles to \u003Ca href=\"https://www.reuters.com/article/us-amazon-com-deutsche-post-streetscoote-idUSKBN1ZE17T\"\u003EAmazon\u003C/a\u003E and \u003Ca href=\"https://www.dhl.com/global-en/home/press/press-archive/2018/the-british-milkman-now-travels-by-streetscooter.html\"\u003EBritish milk delivery company Milk &amp; More\u003C/a\u003E. However, since announcing the \u003Ca href=\"https://www.electrive.com/2020/02/29/deutsche-post-to-cease-streetscooter-production/\"\u003Eend of StreetScooter production last year\u003C/a\u003E, it is possible DHL purses a similar strategy to its American counterparts in utilising the technological advancements of other companies to decarbonise its operations. \u003Ca href=\"https://www.dhl.com/global-en/home/press/press-archive/2021/dhl-express-partners-with-fiat-professional-for-further-electrification-of-last-mile-delivery.html\"\u003EThe purchase of the first 100 of Fiat\u2019s new e-Ducato vans\u003C/a\u003E seems to hint towards a change in strategy at the company as it strives towards its aim of being carbon neutral by 2050.\r\n\r\n\u003Cstrong\u003EElectric Trucks\u003C/strong\u003E\r\n\r\nThe research so far also lays bare the reality of progress in certain sustainable technologies. Electric trucks received large investments across 2017 and 2018 as new OEMs promised replacements for diesel-powered internal combustion engines capable of undertaking long-range journeys and line-haul operations were only a few years away. Delivery on such promises has been scant however, with \u003Ca href=\"https://www.cnbc.com/2021/01/28/tesla-semi-production-on-hold-until-company-can-make-its-own-batteries.html\"\u003ETesla\u2019s promised 2019 delivery date now scheduled for \u2018late 2021\u2019\u003C/a\u003E, although still contingent on the company manufacturing its own batteries. Nikola, another electric truck start-up to show early promise, has \u003Ca href=\"https://www.theverge.com/2020/9/14/21436126/nikola-fraud-allegation-hindenburg-short-seller-electric-truck\"\u003Eexperienced massive troubles of a completely different sort\u003C/a\u003E.\r\n\r\nDHL Supply Chain\u2019s order of 10 Tesla Semis in November 2017 has gone unfulfilled, as has UPS\u2019 order for 125 such vehicles and FedEx\u2019s purchase of 20 semis. There have been some more successful electric truck initiatives, however, including DHL Freight and Volvo\u2019s trial examining the performance of electric trucks over 150km in Q1 2021, deployment of the medium-duty Daimler FUSO eCanter by both UPS and DHL, as well as trials of Xos Trucks\u2019 X-Platform vehicles by UPS.\r\n\r\nIt should be noted that the decrease in investment in long-range electric vehicles may also be driven by a more optimistic view of fuel-based alternatives (such as natural gas and hydrogen) as a method of powering trucks, with constraints on advances in battery technology yet to be overcome. UPS especially have been making big investments in natural gas vehicles for over a decade, \u003Ca href=\"https://www.globenewswire.com/news-release/2016/08/02/860907/30428/en/UPS-Drives-1-Billion-Cleaner-Miles-Meeting-Goal-Early.html\"\u003Ehaving driven one billion miles in alternative fuel vehicles by 2016\u003C/a\u003E and having pledged \u003Ca href=\"https://www.globenewswire.com/news-release/2019/10/09/1927349/30428/en/UPS-To-Add-More-Than-6-000-Vehicles-To-Its-Natural-Gas-Fleet.html\"\u003E$450m in 2019 to fund gas infrastru
2608cture and to have 6,000 new natural gas trucks by 2022\u003C/a\u003E.\r\n\r\n\u003Cstrong\u003ETargets and Trials\u003C/strong\u003E\r\n\r\nAs LSPs have developed their own carbon emission reduction targets in the last few years, international, national and local government have also developed and implemented a range of targets, as well as incentives. This includes, for example, the EU\u2019s aim to be carbon neutral by 2050, and its aim to have 30 million electric vehicles on its roads by 2030. At the local level, New York has set a goal to reduce greenhouse gas emissions by at least 40% economy-wide by 2030 and achieve 100% net zero emissions by 2050. Also in the state, the \u003Ca href=\"https://www.globenewswire.com/news-release/2017/11/09/1178752/30428/en/UPS-And-NYSERDA-To-Convert-UPS-Diesel-Delivery-Trucks-In-NYC-To-Electric.html\"\u003ENew York State Energy Research &amp; Development Authority provided $500,000 in partnership with UPS\u003C/a\u003E to develop technology to convert existing diesel-powered vans into electric vehicles. These location-specific targets could see LSPs target investments at certain locations, while other regulatory incentives have already factored into LSPs decision-making. An example is UPS\u2019 announcement that \u003Ca href=\"https://www.globenewswire.com/news-release/2017/05/02/975621/30428/en/UPS-Unveils-First-Extended-Range-Fuel-Cell-Electric-Delivery-Vehicle.html\"\u003EFuel Cell Electric Vehicles would be trialled in California\u003C/a\u003E due to the state investing in zero tailpipe emission transportation and the installation of \u003Ca href=\"https://www.ti-insight.com/briefs/hydrogen-powered-vehicles-in-logistics/\"\u003Ehydrogen fuelling\u003C/a\u003E stations across the state. The \u003Ca href=\"https://www.dhl.com/se-en/home/press/press-archive/2021/dhl-freight-and-volvo-trucks-join-forces-to-speed-up-transition-to-fossil-free-road-transport-on-longer-distances.html\"\u003Eaforementioned DHL-Volvo partnership taking place in Sweden is partially funded by REEL, a joint initiative between Sweden's innovation agency Vinnova and the Swedish Energy Agency\u003C/a\u003E.\r\n\r\nAlready, the approaches, success, constraints, and influences on LSPs sustainability investments plans and strategies are becoming clearer. In the months ahead, as the database developed by Ti and FFSC grows, further insights will be generated. It is beyond doubt already, however, that the logistics industry is taking a serious and considered approach to the task at hand.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, June 10, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: Jonah Critten\u003C/strong\u003E","post_title":"How successful are LSPs\u2019 sustainability investments?","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"how-successful-are-lsps-sustainability-investments","to_ping":"","pinged":"","post_modified":"2021-06-16 15:01:33","post_modified_gmt":"2021-06-16 14:01:33","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1683","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"669","productGallery":null,"woo_quick_view":"[woosq id= 1683]","postGallery":"","post_type_name":"Post"},{"ID":"1698","post_author":"4","post_date":"2021-06-21 16:19:34","post_date_gmt":"2021-06-21 15:19:34","post_content":"With net-zero carbon emission targets in mind, massive investment is being made in alternatives to fossil fuels. Although renewables, such as wind and solar, will play an important role in powering future needs, their inherent unreliability and seasonality will require complementary balancing of needs through additional fuel sources. If conventional dirty coal, oil and gas are ruled out, this leaves the options (at present) of nuclear and \u003Ca href=\"https://www.ti-insight.com/briefs/hydrogen-powered-vehicles-in-logistics/\"\u003Ehydrogen\u003C/a\u003E.\r\n\r\nIt is the latter that is being regarded by \u003Ca href=\"https://www.ft.com/content/b3cd9b09-584e-4205-8c98-2185466c9f81\"\u003Eports around the world\u003C/a\u003E as offering the most potential. For hydrogen to be \u2018green\u2019 it needs to be generated using non-fossil fuels. Unsurprisingly, countries in the Middle East are investing heavily in solar arrays and hydrogen plants as a way of mitigating the risk of falling demand for their oil. The climate in the region makes this transition from fossil fuels very achievable. Interestingly, Iceland is also promoting its ability to leverage its geothermal resources to generate hydrogen.\r\n\r\nWherever it is produced \u2013 whether from solar, wind, wave, nuclear or geothermal, the gas has to be liquefied and then transported to end markets in super-insulated gas tankers. As is the case for chemicals, oil and natural gas, this will mean that main ports around the world will not only be gateways but also hubs for the distribution of hydrogen.\r\n\r\nThe focus of ports on hydrogen is not just seen as an opportunity, but as a necessity in order to replace the revenue accruing from storage and distribution of fossil fuels once these resources are eventually phased out. However, due to the close proximity of many ports to off-shore wind farms, they can also provide a location for hydrogen generation themselves. Existing downstream pipelines will eventually mean that these can be converted to carrying hydrogen rather than natural gas. Ports often also host heavy industry manufacturing facilities (e.g. chemical and steel) due to the ease with which they can access imports of raw materials and this would equally apply to hydrogen, used both as an energy carrier and a feedstock.\r\n\r\nIn many ways, the new investment in hydrogen infrastru
2608cture at ports will replace existing fossil fuel facilities which will be gradually wound down in line with government climate change policies (in theory at least). However, it will mean that new relationships will be developed, such as that recently announced between the Port of Rotterdam and Landsvirkjun, the National Power Company of Iceland; changing upstream supply chains and presenting opportunities for new investment across a port\u2019s real estate. In terms of downstream supply, ports will also be keen to ensure that they are connected to the pipelines which take the hydrogen to key industrial areas within their hinterlands.\r\n\r\nThere is also the question of bunkering for the shipping industry. Trials are presently underway to determine the feasibility of using hydrogen as an alternative for heavy fuel oil. Many shipping lines prefer the option of Liquified Natural Gas (LNG), but this could only be a stop-gap solution to total decarbonization. Shell is working with Singapore\u2019s SembCorp Marine and the Port Authority to establish the viability of this \u2018frontier fuel\u2019 in shipping. If hydrogen is indeed adopted, ports would, over the next three decades, need to achieve a shift from established bunkering systems. This would be very complex and expensive, especially for minor ports in developing economies. How this would be achieved is yet to be seen.\r\n\r\n\u003Cem\u003ESource: Transport Intelligence, June 17, 2021\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EAuthor: John Manners-Bell\u003C/strong\u003E","post_title":"Ports plan transition to hydrogen superhighway hubs","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"ports-plan-transition-to-hydrogen-superhighway-hubs","to_ping":"","pinged":"","post_modified":"2021-06-21 16:28:14","post_modified_gmt":"2021-06-21 15:28:14","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=1698","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1699","productGallery":null,"woo_quick_view":"[woosq id= 1698]","postGallery":"","post_type_name":"Post"},{"ID":"10498","post_author":"4","post_date":"2022-10-07 13:43:47","post_date_gmt":"2022-10-07 12:43:47","post_content":"Challenges occurring at the consumer packaged goods (CPG) manufacturing levels and across food distribution and retail are happening worldwide and these are driving forward the sustainability agenda. A report released on 20 June 2022 by The Consumer Goods Forum (CGF) listed five urgent actions identified by CEOs of 13 of the largest CPG companies needed to help reach the UN Sustainable Development Goals (SDGs) 2030 deadline:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EPartner for success\u003C/li\u003E\r\n \t\u003Cli\u003EMeasure for progress and impact\u003C/li\u003E\r\n \t\u003Cli\u003EEmbed sustainability into your company DNA\u003C/li\u003E\r\n \t\u003Cli\u003EBring the consumer on the journey\u003C/li\u003E\r\n \t\u003Cli\u003EAll sustainable development goals should be supported but prioritize the areas where you have the power to make the biggest difference\u003C/li\u003E\r\n\u003C/ul\u003E\r\nSo how is this being put into action? One of the many CPG companies which is embedding sustainability into its core strategy and business operations is PepsiCo.\r\n\r\nPepsiCo\u2019s \u2018Performance with Purpose\u2019 sustainability goals include reducing absolute GHG emissions across its value chain by 40% by 2030 and achieving net-zero emissions by 2040, one decade earlier than called for in the Paris Agreement.\r\n\r\nAs part of its efforts to reduce GHG emissions, PepsiCo has made significant improvements to the efficiency of its delivery fleet over the last ten years. For example, Frito-Lay North America is building the largest commercial fleet of electric vehicle route trucks, which produce around 70% less GHG emissions than conventional diesel trucks. It also operates 560 compressed natural gas (CNG) freight trucks, representing 38% of its long-haul fleet inventory, which emit 23% less GHG emissions than diesel freight trucks. 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Additional shipments with specially equipped refrigerated cars now travel 3,000 miles by rail to California.\r\n\r\nOther key sustainability goals include:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003ESpreading regenerative farming practices across 7 million acres (approximately equal to its entire agriculture footprint) which it estimates will eliminate at least 3 million tonnes of greenhouse gas emissions by the end of the decade.\u003C/li\u003E\r\n \t\u003Cli\u003ESustainably sourcing 100% of key ingredients.\u003C/li\u003E\r\n \t\u003Cli\u003EImproving water use efficiency by 15% in its agricultural supply chain (focused on corn and potatoes).\u003C/li\u003E\r\n \t\u003Cli\u003EReplenishing more than 100% of the water used back into the local watershed in high water-risk areas by 2030.\u003C/li\u003E\r\n \t\u003Cli\u003EAchieving \u2018world-class\u2019 water-use efficiency at all company-owned and third-party manufacturing facilities by 2030.\u003C/li\u003E\r\n \t\u003Cli\u003EDesigning 100% of packaging to be recyclable, compostable or biodegradable by 2025.\u003C/li\u003E\r\n \t\u003Cli\u003EReducing 35% of virgin plastic content across its beverage portfolio by 2025.\u003C/li\u003E\r\n \t\u003Cli\u003EIncreasing recycled content in the plastic packaging across the entire product portfolio to 30% by 2025.\u003C/li\u003E\r\n \t\u003Cli\u003EEliminating virgin fossil-based plastic in all crisp and snack bags by 2030.\u003C/li\u003E\r\n\u003C/ul\u003E\r\nAs CPG companies are on the brink of unprecedented growth, PepsiCo is clearly setting out the tools it needs to reduce its environmental impact while growing profits.\r\n\r\n&nbsp;","post_title":"Sustainability at the core of strategy and business operations for PepsiCo","post_excerpt":"","post_status":"publish","comment_status":"open","ping_status":"closed","post_password":"","post_name":"sustainability-at-the-core-of-strategy-and-business-operations-for-pepsico","to_ping":"","pinged":"","post_modified":"2022-10-07 13:43:47","post_modified_gmt":"2022-10-07 12:43:47","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?p=10498","menu_order":"0","post_type":"post","post_mime_type":"","comment_count":"0","thumbnailUrl":"1574","productGallery":null,"woo_quick_view":"[woosq id= 10498]","postGallery":"","post_type_name":"Post"},{"ID":"168","post_author":"1","post_date":"2021-03-07 09:47:57","post_date_gmt":"2021-03-07 09:47:57","post_content":"","post_title":"Community membership","post_excerpt":"","post_status":"publish","comment_status":"closed","ping_status":"closed","post_password":"","post_name":"test-report-product","to_ping":"","pinged":"","post_modified":"2021-05-19 16:46:00","post_modified_gmt":"2021-05-19 15:46:00","post_content_filtered":"","post_parent":"0","guid":"http://ffsc.local/?post_type=product&#038;p=168","menu_order":"0","post_type":"product","post_mime_type":"","comment_count":"0","thumbnailUrl":null,"productGallery":null,"woo_quick_view":"[woosq id= 168]","postGallery":"","post_type_name":"Product"},{"ID":"178","post_author":"1","post_date":"2021-03-07 10:49:35","post_date_gmt":"2021-03-07 10:49:35","post_content":"","post_title":"Corporate membership","post_excerpt":"","post_status":"publish","comment_status":"closed","ping_status":"closed","post_password":"","post_name":"corporate-membership","to_ping":"","pinged":"","post_modified":"2021-04-21 14:27:14","post_modified_gmt":"2021-04-21 13:27:14","post_content_filtered":"","post_parent":"0","guid":"http://ffsc.local/?post_type=product&#038;p=178","menu_order":"0","post_type":"product","post_mime_type":"","comment_count":"0","thumbnailUrl":"865","productGallery":null,"woo_quick_view":"[woosq id= 178]","postGallery":"","post_type_name":"Product"},{"ID":"179","post_author":"1","post_date":"2021-03-07 10:57:16","post_date_gmt":"2021-03-07 10:57:16","post_content":"","post_title":"Individual membership","post_excerpt":"This membership is perfect for individuals wanting access to the exclusive industry content the the Foundation provides.","post_status":"publish","comment_status":"closed","ping_status":"closed","post_password":"","post_name":"individual-membership","to_ping":"","pinged":"","post_modified":"2021-04-21 14:21:05","post_modified_gmt":"2021-04-21 13:2
26081:05","post_content_filtered":"","post_parent":"0","guid":"http://ffsc.local/?post_type=product&#038;p=179","menu_order":"0","post_type":"product","post_mime_type":"","comment_count":"0","thumbnailUrl":"864","productGallery":null,"woo_quick_view":"[woosq id= 179]","postGallery":"","post_type_name":"Product"},{"ID":"19673","post_author":"3","post_date":"2023-05-04 08:22:09","post_date_gmt":"2023-05-04 07:22:09","post_content":"\u003Cstrong\u003E\u003Cspan style=\"font-size: 18pt;\"\u003Ee-book: The Death of Globalization\u003C/span\u003E\u003C/strong\u003E\r\n\r\n\u003Cem\u003EBy Professor John Manners-Bell\u003C/em\u003E\r\n\r\n\u003Cstrong\u003EHow supply chains have become politicized and the implications for the global economy.\u003C/strong\u003E\r\n\r\nIt wasn\u2019t meant to be this way. China\u2019s accession to the World Trade Organization in 2001 was\u00a0supposed to herald a new era of open markets, a culmination of 50 years of trade liberalization\u00a0resulting in the worldwide adoption of Western economic, societal and political values. Instead, a\u00a0global recession, the resurgence of nationalism, fears for the environment, the Covid crisis and\u00a0growing geo-political tensions have resulted in the re-emergence of trade barriers and toxic\u00a0international relations. Neo-protectionism has transformed the economic landscape and supply\u00a0chains are now being shaped\u00a0by political rather than commercial imperatives. Fragmented, localized,\u00a0fractured\u2026globalization, if not completely dead, is on life support.\r\n\r\nIn a book for a post-Covid world, John Manners-Bell examines why initial optimism proved so\u00a0misplaced and what these systemic changes mean for businesses and administrators.\r\n\r\nA seasoned analyst and industry practitioner, Manners-Bell has been observing and writing on\u00a0international supply chains for over 35 years. He has published five books dealing with issues such as\u00a0the development of Emerging Markets, risk management, ethical and societal challenges, innovation\u00a0and disruption. His sixth book, The Death of Globalization, provides insights into a world\u00a0characterized by volatility and uncertainty, critical reading for anyone needing to understand the\u00a0seismic changes which are being driven by a new world order.\r\n\r\n\u003Chr /\u003E\r\n\r\n\u003Cstrong\u003ETABLE OF CONTENTS:\u003C/strong\u003E\r\n\u003Col\u003E\r\n \t\u003Cli\u003EA Framework for Understanding Deglobalization\u003C/li\u003E\r\n \t\u003Cli\u003EPolitical Risk and New Economic Protectionism\u003C/li\u003E\r\n \t\u003Cli\u003ESubsidies and their Role in Supply Chain Distortion\u003C/li\u003E\r\n \t\u003Cli\u003EFriends and Enemies: The Rise of Ally Sourcing\u003C/li\u003E\r\n \t\u003Cli\u003EWeaponizing High Tech Supply Chains: Huawei vs the West\u003C/li\u003E\r\n \t\u003Cli\u003ESecuring the Semiconductor Supply Chain\u003C/li\u003E\r\n \t\u003Cli\u003EThe Influence of Energy Policy on Globalization\u003C/li\u003E\r\n \t\u003Cli\u003ECan the West De-couple from China?\u003C/li\u003E\r\n \t\u003Cli\u003E'China Plus' Sourcing Options for Global Manufacturers\u003C/li\u003E\r\n \t\u003Cli\u003EThe Re-Shoring/Near-Sourcing Conundrum\u003C/li\u003E\r\n \t\u003Cli\u003EThe Impact of Green Legislation on Supply Chains\u003C/li\u003E\r\n \t\u003Cli\u003EHow Ethics and Politics will Determine Future Supply Chains\u003C/li\u003E\r\n \t\u003Cli\u003EThe Supply Chain Costs of 'Digital De-Coupling'\u003C/li\u003E\r\n \t\u003Cli\u003EConclusion\u003C/li\u003E\r\n\u003C/ol\u003E","post_title":"The Death of Globalization","post_excerpt":"The Death of Globalization - By John Manners-Bell\r\n\r\nHow supply chains have become politicized and the implications for the global economy.","post_status":"publish","comment_status":"closed","ping_status":"closed","post_password":"","post_name":"the-death-of-globalization","to_ping":"","pinged":"","post_modified":"2023-05-15 10:21:39","post_modified_gmt":"2023-05-15 09:21:39","post_content_filtered":"","post_parent":"0","guid":"https://futuresupplychains.org/?post_type=product&#038;p=19673","menu_order":"0","post_type":"product","post_mime_type":"","comment_count":"0","thumbnailUrl":"19674","productGallery":"19674","
2608woo_quick_view":"[woosq id= 19673]","postGallery":"","post_type_name":"Product"},{"ID":"489","post_author":"4","post_date":"2021-04-08 12:55:08","post_date_gmt":"2021-04-08 11:55:08","post_content":"\u003Cstrong\u003E\u003Cspan style=\"font-size: 16px;\"\u003ETotal Logistics 2021 reveals the global logistics market is expected to grow by 4.7% through to 2024.\u003C/span\u003E\u003C/strong\u003E\r\n\r\n\u003Cspan style=\"font-size: 16px;\"\u003EThe past 12 months has brought\u00a0considerable change to\u00a0the logistics industry. Some\u00a0markets have performed exceptionally well, whilst the vulnerabilities of other markets have been laid bare. Despite this, Ti predicts the market as a whole will recover well in 2021 and\u00a0through to 2024.\u003C/span\u003E\r\n\r\n\u003Cspan style=\"font-size: 16px;\"\u003E\u003Cstrong\u003ETotal Logistics 2021 \u003C/strong\u003Eexamines the future of logistics market growth and core trends for 2021. 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Lorem Ipsum has been the industry's standard dummy text ever since the 1500s, when an unknown printer took a galley of type and scrambled it to make a type specimen book. It has survived not only five centuries, but also the leap into electronic typesetting, remaining essentially unchanged. 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2608scription":"\u003Cem\u003EThe supply chain and logistics sector is undergoing a rapid transformation as a result of the development of new technologies and business models.\u003C/em\u003E\r\n\r\nInefficiencies, business fragmentation, low skill levels and out-dated technologies have combined to make the supply chain industry vulnerable to disruption from new market entrants. However, by focusing on value generation, smart technologies and intellectual capital as well as using \u2018clean\u2019 fuels, the industry has the potential to throw off many of its negative perceptions. To reach this goal there will need to be a transformation of established operating models and working practices. For all companies involved in the supply chain, there can be no more \u2018business as usual\u2019.\r\n\r\nTopics include:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EFourth Industrial Revolution\u003C/li\u003E\r\n \t\u003Cli\u003EDigital Markets\u003C/li\u003E\r\n \t\u003Cli\u003EE-retailing\u003C/li\u003E\r\n \t\u003Cli\u003E3D Printing\u003C/li\u003E\r\n \t\u003Cli\u003EBig Data, IoT and AI\u003C/li\u003E\r\n \t\u003Cli\u003EBlockchain\u003C/li\u003E\r\n\u003C/ul\u003E","parent":"0","count":"77"},{"term_id":"37","name":"Ethics","slug":"ethics","term_group":"0","term_taxonomy_id":"37","taxonomy":"category","description":"\u003Cem\u003EFor policy makers, lobbyists and the business community, nowhere is the link between \u2018people, planet and profits\u2019 more important than in modern supply chains.\u003C/em\u003E\r\n\r\nThe relationship between governments, lobbyists and the supply chain industry has been characterized by years of division and mistrust. All sides, with a few notable exceptions, have been guilty of a blinkered approach to developing ethical policies and corporate strategy. However, companies are increasingly aware that their businesses are at risk from operational disruption and reputational harm if they are not able to identify societal threats within their own or out-sourced supply chain. If their suppliers are acting unethically towards their employees or undertaking practices which could be harmful to local communities, the consequences could be severe.\r\n\r\nTopics include:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EModern Slavery\u003C/li\u003E\r\n \t\u003Cli\u003EFair Labour &amp; Gig Economy\u003C/li\u003E\r\n \t\u003Cli\u003E\u2018Conflict-free\u2019 minerals\u003C/li\u003E\r\n \t\u003Cli\u003EPost Harvest Food Loss\u003C/li\u003E\r\n \t\u003Cli\u003EHumanitarian Logistics\u003C/li\u003E\r\n \t\u003Cli\u003ECorruption\u003C/li\u003E\r\n \t\u003Cli\u003EEthical Investors\u003C/li\u003E\r\n\u003C/ul\u003E","parent":"0","count":"23"},{"term_id":"38","name":"Public Policy","slug":"public-policy","term_group":"0","term_taxonomy_id":"38","taxonomy":"category","description":"\u003Cem\u003EDevelopment of public policy related to the supply chain industry has become increasingly important for governments seeking to achieve key public policy, economic and sustainability goals.\u003C/em\u003E\r\n\r\nPublic policy has always played an important role in the development of the logistics and supply chain industry \u2013 whether it is transport infrastructure investment, trade relations or climate commitments. However, administrators are now becoming increasingly aware of the need to adopt a more cohesive and integrated approach to modern supply chains to overcome societal challenges, environment commitments and release economic value. Industry trends such as the impact of automation on jobs; the death of the High Street; or the conflicting pressures of globalization and re-shoring will transform the market environment and provide major challenges to governments right around the world.\r\n\r\nTopics include:\r\n\u003Cul\u003E\r\n \t\u003Cli\u003EInfrastructure Investment\u003C/li\u003E\r\n \t\u003Cli\u003EIndustrial Strategy\u003C/li\u003E\r\n \t\u003Cli\u003ETrade Policy\u003C/li\u003E\r\n \t\u003Cli\u003EChina Belt &amp; Road\u003C/li\u003E\r\n \t\u003Cli\u003EGlobalization &amp; Re-Shoring\u003C/li\u003E\r\n \t\u003Cli\u003EClimate Commitment\u003C/li\u003E\r\n\u003C/ul\u003E","parent":"0","count":"161"},{"term_id":"39","name":"Future Mobility","slug":"future-mobility","term_group":"0","term_taxonomy_id":"39","taxonomy":"category","de
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