In this paper we examine the performance of a quantum annealer on a single product Maritime Inventory Routing Problem (MIRP) with many-to-many route structure, hard inventory constraints, and end-of-horizon considerations. In today’s competitive market, mathematical optimization is becoming an increasingly popular tool to consider for planning a variety of logistics operations across the industry. MIRPs are a class of mathematical optimization problems with the aim to plan efficient sea trade. The task at hand is to optimize the distribution of a bulk product among supplying and demanding ports with limited inventories by a fleet of heterogeneous vessels. A literature review about problem and modelling variations as well as solution methods is provided.
Our considered MIRP variant is well-studied and stands out due to its generality, making it a good candidate to apply and conform to a variety of industry needs. However, one challenge of such models can come by the assumption of a finite planning horizon, penalizing any operations near its end. In order to mitigate such end-of-horizon effects and make the model more realistic, we propose a reward for non-empty vessel inventories at the end of the planning horizon.
With that we avoid the risk of inducing infeasilities, unlike previously applied methods in the MIRP literature.

The main aim of this work is to investigate the capabilities and limitations of Quantum annealing as a new solution method for MIRPs. Previously, this technology has only been considered on simpler problems like the capacitated vehicle routing problem. To this end, we generate a set of test instances, formalized as mixed-integer linear models, and benchmark them on both D-Wave’s quantum annealer and a laptop with CPLEX, while varying the computation time.
As one of the main takeaways, we find that on the linear test instances the annealer does not profit from longer computation times.

In this paper, we assess whether the impacts of the stricter 2015 Sulfur Oxides (SOx) regulation within the Sulphur Emission Control Area (SECA) influenced shipowners' strategies in SECA ports. This SOx level is currently the standard applied in all SECAs. This research is essential because there has been limited validation of assumptions in SECA literature. Indeed, SECAs are primarily assessed from the perspective of pollution reduction and benefits on human health (Zheng et al., 2019; Zhu et al., 2021; Wan et al., 2019; Zhang et al., 2020, 2022; Viana et al., 2015), but very few studies have evaluated the ex-post impacts of SECAs from the perspectives of shipowners or ports' outcomes (Fan et al., 2023; Chang et al., 2018).

The policy of interest was introduced in 2015 and applied to all SECA ports. We constructed our dataset from 2012 to 2019 and chose the Northern European ports for our analysis. Using a difference-in-differences model, our main contribution is to assess the impacts of SECAs on calling patterns at SECA ports, as well as on ship characteristics and the contract strategies employed by shipowners. In our identification strategy, we selected two groups of ports: the European Northern Sea ports, which were treated with the SECA policy in 2015, and the European Mediterranean Sea ports, which were the non-treated group. We trace the routings, vessel characteristics (capacity, age, compliance option) and contracts of vessels for all containerships calling at these 172 ports. Building this database provided us with more than 2 million lines of data.

The significant expected contribution is to answer and test the predominant body of SECA literature that focuses on optimizing shipowners' compliance strategies by providing ex-post results. We expect differentiated results depending on whether the route connects with another SECA or not, as well as potential differentiated effects depending on the size of the vessel and the compliance option chosen by the shipowners. Additionally, results may vary based on the specific companies involved and the contracts associated with the ship. These results will be valuable for addressing part of the academic literature and informing policymakers. Notably, substantial policy implications are expected in the phase of new ECAs being discussed for potential Atlantic and Korean SECAs. Additionally, there are more concrete proposals already on the Marine Environment Protection Committee agenda for the Norwegian and Canadian Arctic SECAs, and the introduction of the Mediterranean SECA is expected soon. This is particularly significant since the SOx level that will be applied is the same as the one reduced in the 2015 reform.

Events such as pandemics, natural disasters, and even terrorist attacks have increased the emphasis on mitigating disturbances and disruptions in supply chains, stimulating research on Supply Chain Resilience (SCR). However, the concept of resilience and how supply chains can become resilient remains unclear, making measuring resilience difficult. The literature presents multiple definitions of SCR, but in summary, SCR is described as the ability of a supply chain to anticipate, withstand, and recover from disruptions while maintaining operations and delivering products and services.

Concurrently, a new challenge has arisen with the emergence of digital technologies: a massive influx of unstructured data. Through advanced analytics techniques, Big Data Analytics (BDA) can analyze large and unstructured datasets to extract valuable insights and uncover hidden patterns, correlations, and trends that can guide decision-making, generate business value, and enhance supply chain operations. BDA enhances supply chains by increasing their visibility, analytical capabilities, flexibility, responsiveness, and reliability and improving their ability to adapt to external changes rapidly. By enabling supply chains to recover when disrupted, BDA increases its risk resilience capacity. These benefits highlight the importance of developing BDA capabilities and IT infrastructure to ensure better coordination. Although BDA has proven effective in helping supply chains resist disruptions and increase resilience, there remains a gap in understanding how SCR and BDA intersect and can be effectively leveraged together.

Through an initial literature review, research opportunities were identified. While studies have shown BDA's potential in improving SCR, the specific mechanisms and most effective BDA capabilities to do so remain poorly understood (Hasan, et al., 2024). Additionally, there is a limited exploration of the interaction between BDA capabilities and SCR, especially regarding the best configurations, challenges and barriers to BDA adoption and implementation in supply chains (Jiang, et al., 2023). Some authors point out the need to consider the various stages of supply chain resilience: readiness, responsiveness, and recovery (Zamani, et al., 2022).

The proposed research intends, through a systematic literature review, to identify the most effective BDA capabilities for improving SCR and explore how BDA can improve SCR's key dimensions. Therefore, the study aims to provide valuable insights for organizations seeking to build more resilient and adaptive supply chains. It also intends to lay the groundwork for further investigation into this critical area and to develop comprehensive strategies to enhance SCR through advanced data analytics.

References

Hasan, R. et al., 2024. Critical analysis of the impact of big data analytics on supply chain operations.. Production Planning & Control, 35(1), pp. 46-70.

Jiang, Y., Feng, T. & Huang, Y., 2023. Antecedent configurations toward supply chain resilience: The joint impact of supply chain integration and big data analytics capability. Journal of Operations Management, Volume Volume 70.

Zamani, E. D., Smyth, C., Gupta, S. & Dennehy, D., 2022. Artificial intelligence and big data analytics for supply chain resilience: a systematic literature review.. Annals of Operations Research, Volume Volume 327, p. 605–632.

Disasters pose a significant challenge for last-mile operations, straining emergency logistics systems' ability to provide timely aid and support. Therefore, ensuring the rapid and cost-effective distribution of goods to people in need is one of the most critical tasks of humanitarian logistics.

In this context, we formulate a Fleet Size and Mix Vehicle Routing Problem for Disaster Management (FSMVRP-DM) that extends the known FSMVRP with a fleet composition decision and adapts it to the specifics of disaster relief logistics. The model aims to optimize routing and fleet decisions to minimize the sum of operating costs and population deprivation costs. Moreover, we introduce a prioritization approach to monitor deprivation time during transport resource scarcity.

In non-disruptive times, drones are restricted by “no-fly-zones” – for example, environmental protection areas. However, this restriction might be temporary repealed by authorities during disaster relief. The additional possibilities may increase efficiency significantly, though this requires communication and coordination through public-private collaboration. Our model considers this to prevent extended supply gaps at specific demand points and minimize suffering costs.

A case study is conducted in the German state of Baden-Württemberg to illustrate the potential applicability of the model and provide implications for decision-makers in a real-world setting. The findings highlight the advantages of integrating diverse and innovative fleet types, such as drones, and prioritizing the supply of multiple demand points when resources are scarce.

Consequently, optimizing fleet size and composition can result in substantial cost reductions and efficient resource allocation. Overall, our research offers decision support for authorities by enhancing information transparency, facilitating resource management, strengthening the effectiveness of disaster response capabilities, and providing resilient and adaptive strategies for last-mile distribution efforts. Certain factors should be addressed in future works, such as time windows, additional network constraints, and heuristic algorithms. Nevertheless, our study derives valuables insights that will contribute to improving last-mile logistics in the future.

Globalization, growing population and urbanization, and changing buyer behavior due to pandemics such as COVID-19 increased e-commerce practice adoption throughout the globe. Following an improved access to digital ordering and settling payments for online transactions, ensuring faster, cheaper, sustainable and inclusive last mile delivery is becoming critical. Studies show last mile delivery logistics is considered as very ineffective, expensive (acounting for 13 to 75% of the full supply chain cost), and polluting (resulting in environmental and social externalities such as air and noise pollution, accidents and road congestion, parking problems, causing the emergence of health problems) globally. Research in this area is fragmented with disparate conclusions. Ethiopia is the second populus nation in Africa with huge potential for last mile delivery business. Addis Ababa (new flower in local language) is the Capital of Ethiopia with a projected residents of 5,704,000 in 2024 of which roughly 40% is below 25 years of age. The government of Ethiopia has been currently working towards the realization of Digital Ethiopia by 2025 initiative for ensuring prosperity and creation of job for the youth. In Addis Ababa, city logistics infrastructure is limited or unparraleled with rate of population growth and urbanization. Congestion is becoming more prevalent in the city. People are getting busy as cost of living is increasing hence looking for easy, reliable and efficient last mile delivery services. Some of the routes in the city are not allowed for motor cycles operated by last mile delivery service providers. Business are not concentrated. Most of the vehicles used at the moment are fuel based.There is a tendency from the government towards enforcing the use of electric vehicles aspiring to make the city sustaianble as its name. Eventhough, more than 20 last mile delivery providers have emerged in the city, the status of urban last mile delivery is uncharted from the pecular context of Addis Ababa City. Considering last mile delivery logistics as a multidisciplinary issue, this study aims to explore sustainability of urban last mile delivery logistics. The study will conduct urban last mile delivery logistics stakeholder and process mapping in order to identify weakest link with regard to sustainability, efficiency and inclusivity. Sociogram will be used as a tool to explore level of influence, direction of influence, and strength of relationship among the stakeholders. The study will also utilize the decision making trial and evaluation laboratory (DEMATEL) technique to identify and categorize urban last mile delivery logistics sustainability factors into cause and effect groups. The study will identify urban last mile delivery logistics characteristics of top priority from a developing economy perspective. The findings of this study will guide city logistics leaders and government officials where to focus for improving sustainability while addressing real-time needs of citizens in the urban area.

Increasing CO₂ reduction and reporting obligations as well as rising customer demands for sustainability-related data increase the need for accurate calculation and reporting of transport-related CO₂ emissions. Currently, the widespread use of standard emission factors is leading to a lack of accuracy, preventing effective management of CO₂ emissions and the visibility of CO₂ reduction measures taken. To increase the accuracy of determining transport-related CO₂ emissions, the importance of primary data is growing which in turn requires the exchange of sustainability- and transport-related data. In general, small and medium-sized companies (SMEs) are at a disadvantage in adopting green practices due to their limited resources. Nevertheless, there is a lack of research focusing on transport SMEs, which often act as subcontractors for larger logistics service providers, although they are responsible for carrying out most of the environmentally damaging activities. Therefore, this study investigates the role of transport SMEs regarding carbon disclosure and the influence of proactive environmental behavior on emission data sharing and competitiveness. The purpose of this study is to explore the effects that a company`s environmental strategy and its shipper-carrier relationship can have on the sharing of CO₂ emission data.

A qualitative study based on semi-structured interviews (n = 30) with different stakeholders from the logistics industry is conducted. The interview sample focuses on SMEs carrying out transport to investigate their behavior. The interview data is analyzed by using qualitative content analysis following Mayring (2015). Afterwards, we conduct a quantitative study in form of a survey to confirm and validate results, as well as testing a series of hypotheses derived from literature and results of the interviews. The data were collected through a web-based survey sent to shippers, LSPs, and carriers. Studying a sample of 107 responses, the conceptual model is tested using the partial least squares structural equation modeling (PLS-SEM) method.

This paper shows that companies with a proactive environmental strategy tend to have a closer relationship with their business partners. Furthermore, a better shipper-carrier relationship increases the level of emission information sharing between these companies. Furthermore, transport SMEs perceive the exchange of emission data as a competitive advantage.

This study provides important insights into the role of sharing emission data focussing on the perspective of transport SMEs. The study demonstrates that collaboration and a long-term relationship between shippers and carriers can be an essential pillar and enabler to remain competitive and pursue a successful sustainability strategy. Therefore, companies should be encouraged to close cooperation between clients and customers increasing the mutual exchange of information.

This paper contributes a new perspective on the role of sharing emission data through the lens of an SME and its behavior in preparing for future sustainability reporting obligations.

The transition to renewable energy and alternative fuels is already a key strategy to achieve the agreed-upon climate target of limiting global temperature rise to 2 degrees Celsius. However, sectors such as cement production, which are difficult to decarbonize, require additional solutions like Carbon Capture and Storage (CCS) to reduce CO₂ emissions further. CCS involves capturing CO2 directly at the emission source and then permanently storing the greenhouse gas in underground geological formations. Often, the locations of CO2 sources are not close to storage sites, necessitating the development of a new supply chain that can connect these points through various transportation modes and capacities. While pipelines and maritime transport are extensively studied for their capacity to move large volumes of CO₂, vehicle transport, like trucks or trains, presents a viable alternative for the initial phase of CCS deployment or for smaller-scale emissions. This research focuses on the characteristics of emission sources, transportation modes, and the transshipment between them as well as permanent storage sites within the CCS supply chain. To achieve a viable and cost-effective supply chain that can scale with increasing sizes, we formulate the problem as a mixed-integer linear program aimed at minimizing the net present value over a specified planning horizon. The model accounts for both investment and operational costs of various components of the supply chain, including intermediate storage facilities for switching between pipeline and vehicle transportation modes, as well as facilities for altering the conditions of CO₂. The size of the supply chain is constrained by an annual emission capture target, in alignment with CO₂ reduction goals. For a case study, the model is solved using the IBM Solver CPLEX, and preliminary findings are presented. The results are analyzed in terms of cost per ton of captured CO₂ and the selection of transportation modes over different periods within the planning horizon.

On a global scale, organizations are not just passively observing but actively developing responses to address the multifaceted challenges of climate change. Decarbonization strategies and net zero commitments are not just emerging but becoming crucial steps for climate change mitigation and adaptation. This underscores the urgent need for sustainable development, balancing economic growth with environmental preservation and social well-being. The urgency of this issue cannot be overstated, and organizations must act swiftly and decisively to decarbonize their supply chains. Despite these efforts, significant gaps remain in developing and adopting supply chain decarbonization strategies.

Through a literature review, this study aims to identify research opportunities to understand how organizations implement decarbonization strategies by focusing on the practices that precede their implementation, and the factors influencing the adoption of supply chain decarbonization strategies. However, studies on net zero in operations management are still short, with many opportunities for further research. This research focuses on the research gaps around supply chain decarbonization to assist in the transition toward neutrality.

Research must explore which practices are antecedents of decarbonization strategies and what decisions are made regarding supply chain decarbonization strategies. The literature recognizes the need to identify critical determinants in a net zero supply chain context to achieve a competitive advantage (Balci and Ali, 2024). Decarbonization responses rarely consider multiple initiatives in integrated actions. Identifying the ‘best’ strategy is challenging once it varies over time, carbon intensity, and firm-level characteristics (Berger-Schmitz et al., 2023). Thus, it is necessary to examine under what conditions commitments are being translated into emissions reductions and how organizations are developing their supply chain decarbonization strategies to achieve competitive advantages. Operations management scholars need to contribute to understanding how achieving neutrality might affect interactions among all three dimensions of environmental, social, and economic performance (Zhang et al., 2024).

This review supports researchers and practitioners in deepening their knowledge of supply chain decarbonization and its role in achieving broader environmental and organizational sustainability goals. Developing a portfolio of decarbonization measures, understanding the business benefits of net zero strategies, and identifying key factors influencing the adoption of supply chain decarbonization strategies are critical steps for organizations to address climate change. The study provides a foundation for future research that can drive meaningful progress toward a sustainable future.

References

Balci, G., and Ali, S. I. (2024), "The relationship between information processing capabilities, Net-Zero capability and supply chain performance", Supply Chain Management, 29(2), 351-370, https://doi.org/10.1108/SCM-06-2023-0320

Berger-Schmitz, Z., George, D., Hindal, C., Perkins, R., & Travaille, M. (2023), “What explains firms' net zero adoption, strategy and response?”, Business Strategy and the Environment, 32(8), 5583–5601, https://doi.org/10.1002/bse.3437

Zhang, Q., Wong, C. W. Y., & Klassen, R. (2024), “Carbon neutrality: Operations management research opportunities”, Journal of Operations Management, 70(3), 344–354, https://doi.org/10.1002/joom.1303

Introduction

The globalization of the international economic system and the progress made in the field of information and communication technologies have led to the development of very extensive trade networks. The accompanying unbundling of production systems, driven by low transport costs, has accelerated the diversification towards global supply and value chains. This well-intentioned idea to promote global economic development led to a relocation of production facilities towards economically favorable regions, in particular emerging and developing countries with mostly low social and environmental standards. As a result of that, the United Nations (UN, 2011) and, subsequently, the OECD (2016, ongoing) adopted guidelines on respecting responsibilities in the global supply chains.

However, international regulations are needed ensuring compliance with due diligence obligations along global supply chains. Various European countries (e.g., Germany) have already adopted regulations, which is why companies in Austria, for example, are already indirectly obliged with corporate due diligence obligations. The EU adopted its Corporate Sustainability Due Diligence Directive (CSDDD) in 2024 which will act as a harmonized legal framework. Its most important goals include, among others, the reduction of human rights related and environmental risks along supply chains and ensuring compliance with the 1.5°C climate target.

This paper deals with the potential effects of regulations which focus on due diligence obligations along the supply and value chains of companies. Based on a survey supplemented by structured in-depth interviews with companies and interviewees in Austria, a critical assessment of existing and upcoming legislation is presented.

Methodological approach

Based on a literature review, a mixed approach consisting of an online survey and supplementary in-depth interviews was chosen as the underlying research method. A compact, yet broadly based questionaire was developed for the online-survey, which comprises a total of 24 questions consisting of single choice, multiple choice and open text questions divided into seven sections. In addidtion to two general chapters on company key figures, comments and contact data, five content-based sections have been considered: introduction to legal aspects, human right related risks, environmental risks, risk management and challenges/risks and chances/opportunities associated with the due diligence acts. A guideline has also been developed for the structured in-depth interviews in order to obtain specific additional information regarding the survey from the interviewees.

Preliminary results

This survey with various partners among companies in Austria will run until the end of June 2024, which is why only a few preliminary results can be analyzed at present. Among the companies survey it turned out, that only a few companies were aware of existing regulations. Some of the supply chain laws surveyed are at least partially known, e.g., the Corporate Sustainability Due Diligence Directive (CSDDD), Conflict minerals regulation (CMR) from EU and USA, Supply Chain Acts from Germany and Switzerland. Others regulations from Norway, the Netherlands, Australia, France and Great Britain are, however, rather unknown. Further results will follow.

Purpose

Truck drivers are a central occupational group within transportation, including about 4.5 million persons within the EU. A major focus in transportation research is safety (Barnett, 2020; Schindler & Bianchi Piccinini, 2021). Existing approaches examined for example sleep patterns (Cai et al., 2021; Onninen et al., 2021) or physical stress (Sekkay et al., 2020) in relation to road accidents. However, mental stress of drivers is increasing due to external time pressure or increased technological complexity (Kamzanova et al., 2014), as is the lack of drivers caused by this and bad working conditions. For this reason, research with a human-centered approach is duely needed. This paper analyzes human factor issues influencing safety in order to contribute to improved conceptual frameworks for road transportation safety.

Approach

Since road traffic is a cybernetic model consisting of subsystems, a mixed-methods approach is used. Human behaviour plays a central role in the occurrence of accidents (Lajunen et al., 2004). Therefore, we use a mixed-method design including interviews to identify both objective and subjective factors which indicate human driver stress. To this end, we combine various vital parameter quantitative data with qualitative interviews. Heart rate variability as a neurocardiac function reflects the heart-brain interaction (Perrone et al., 2021) and can therefore be used as an indicator of mental stress (Taelman et al., 2011). For this reason, a mobile ECG was applied. In addition, the brain exhibits a course of alpha spindles, which reflect the neurological function of alertness (Schmidt et al., 2009). Therefore, a mobile cEEGrid is used as examination method (Bleichner & Emkes, 2020). During stress, cortisol is released (Aguilar Cordero et al., 2014). It is one of the best-known hormones for stress assessment (Antoun et al., 2017) and is analyzed by taking saliva samples. Truck drivers are particularly exposed to external stress factors (Shattell et al., 2010). These include, for example, the driving itself, the behavior of other drivers, visibility, and weather conditions, also collected in the course of this study (Hill & Boyle, 2007). All data is time-stamped to enable synchronization and qualitative interviews were conducted with drivers. These are analyzed in a rule-guided and systematic way (Mayring, 2000). We then use supervised learning methods of AI to identify stressful situations.

Findings

The survey data is diverse, with enclosed Figure 1 showing a small extract. At the top left is an excerpt from the ECG of a driver journey. The top right shows the number of alpha spindles recorded by different drivers over the course of the ride. The changes in a driver’s pulse rate and HRV in different traffic situations are shown at the bottom. The other data was also processed individually and analyzed by machine learning applications. The investigation has brought several new insights. This innovative approach shows that by collecting human-centered data in combination with the use of artificial intelligence, stressful factors can be identified. This approach can contribute to healthier work for truck drivers and an increase in road safety.

The rapid global development in Science and Technology has fuelled economic globalization. This tendency has put pressure on available resources flowing through global supply chains. Supply chains are not only considered as carriers of resources from upstream through to downstream the firm but also strategic assets for competition. To sustain their competitiveness, firms are forced to embrace environmental and social concerns in addition to mainstream economic motives. Research has indicated that firms from both developed and developing countries adopt sustainability practices from varied perspectives (Saeed & Kersten, 2019). There is scanty literature on sustainability in developing countries due to infancy of the sustainability agenda as opposed to the developed world. While Northern researchers focus on matters such as carbon gases emissions and carbon footprint measures and private certifications as remedial actions for reducing impacts of both industrial and human-made greenhouse gases (GHGs) and similar climate change agents (Wakamatsu and Maruyama, 2024; Tsutsumi, Furukawa and Kitamura, 2024; Blanco, 2021; Boukherroub et al., 2017; Jairo et al., 2015), their counterparts in the South are still uncertain and lagging behind except for Brazil, China and India (Saeed and Kersten, 2019:9).

We argue that knowledge about China, Brazil and India does not warrant generalizability for all developing countries. Hence we pose the following research question: which factors determine sustainability adoption by manufacturing firms operating in Tanzania? Responding to this question will contribute to an invaluable understanding of the dynamics involved between developing and developed countries not only because of eminent differences in market conditions but also obvious departures in the rules and standards exercised by the ‘two worlds’.

Theoretically, the study treats sustainability adoption as an innovation and therefore deploys the diffusion of innovation (DOI) theory. Through DOI it is assumed that manufacturing firms initiate sustainable practices and export (diffuse) them to trading partners along the chain. Chain members will adopt them because the prevailing conditions both internally and externally.

Our sample comprised a total of 106 firms which were drawn among first tier supplier and customer firms with manufacturing firms providing recommendations. We collected the data through a questionnaire. We also supplemented our data by conducting interviews with selected company executives and browsing on company web pages. A regression analysis through a probit model was used to analyze the quantitative data while qualitative information was analyzed thematically.

Findings indicate that most firms have adopted sustainable practices along their supply chains. They attributed their adoption to compatibility, external pressure and relative advantage as key factors. The same are significantly and positively related to adoption of sustainable supply chains in the model. However, supply chain complexity is not a significant determinant for adoption. These findings point to policy in two ways. First, policies made to guide the industrialization process should require businesses to internalize sustainability practices right from their inception rather than later. Second, even though the results could be generalized across industries, it is recommended that regulatory enforcement should focus on industry-specific characteristics as sustainability uptake differs across the studied industries.

Purpose

Against the backdrop of a tensioned geopolitical landscape in Europe, the concept of logistics preparedness in defence supply chains has emerged as a pivotal area of focus. Despite its importance, the existing literature on integrating commercial logistics suppliers into defence supply chains, especially for preparedness purposes, remains scarce. This research aims to address this gap by synthesising existing literature, highlighting key research gaps, and proposing a conceptual framework for governing buyer-supplier relationships across the security crisis spectrum – from peace to armed conflicts

Methodology

A systematic literature review was conducted to analyse academic papers published up to 2024 on collaborations between defence organisations and commercial suppliers within the defence logistics domain.

Findings

The literature largely overlooks the role suppliers play in transforming defence logistics from peacetime to crisis/war operations. The findings underscore the necessity of a dual-focused approach to cater to both peacetime and crisis/war requirements, recognising that the dynamics and success factors of defence-commercial collaborations vary across the security crisis spectrum. We suggest that more research is needed on collaborations during military operations, on the collective transition from peace to crisis or war operations, and the implications of public procurement legal framework on the ability to foster preparedness collaborations.

Research limitations/implications

The sample of papers is retrieved from Scopus and Web of Science using specific search-strings, potentially omitting relevant studies that do not match the search query.

Practical implications

This study highlights the need for defence organisations to proactively foster collaborative relationships with suppliers, adapt contractual and relational governance mechanisms, and address regulatory barriers to enhance logistics preparedness. It further provides insights into how defence organisations can effectively leverage suppliers’ capabilities and resources to ensure operational effectiveness across the security crisis spectrum.

Social implications

This research emphasises the importance of a cohesive approach to national defence that includes both defence and civilian sectors. Fostering collaboration between these entities can strengthen societal resilience and improve the collective response to emergencies.

Original/value

This study contributes to the existing body of knowledge by providing a comprehensive overview of the challenges and opportunities in collaborations between defence and commercial logistics suppliers. The proposed conceptual framework and research agenda offer a novel perspective on logistics preparedness, with significant practical and societal implications for enhancing defence capabilities and resilience in an increasingly unpredictable security environment.

Introduction

The last two years have seen a fundamental shift in the security of maritime supply chains, directly effecting the security of supplies for the German economy. Germany is the third largest economy in the world while at the same time almost entirely dependent on imports of natural resources to drive its production. Furthermore, its economic model focusses predominantly on exports. Both imports and exports in their vast majority are transported by sea.

From COVID-19 via the Russian invasion in Ukraine, to the effects of the attacks of the Houthi rebels on vessels in the Red Sea, Germany’s vulnerability with regard to its maritime supply chains has become strikingly obvious.

Methodology

This topic is approached by analyzing open-source literature, as well as shipping and trade data. The goals are to identify the impact of geopolitical events on maritime supply chains critical for Germany, i.e. identifying exemplary critical raw materials and products and how their supply is affected. Additionally, how are important ports affected by this new reality. To achieve this, the authors look at imports for Germany by sea – especially for the exemplary case of the port of Hamburg, data from shipping companies and freight rates to determine the impact of these threats. The aim of this study is to establish a framework of reference for comparisons and to monitor changes.

Findings

The research reveals that the global system of maritime transport fortunately has a degree of in-built resilience. For example, over-capacities in the shipping-market went a long way to cushion the blow to global supply chains, when the Houthi-attacks began in fall 2023. At the same time, a shift in trade-patterns with a clear geopolitical dimension is discernible – an indicator of more than just a temporary disruption caused by the attacks on shipping. Furthermore, the fact that chance seemed to have played a big part in softening the effects of these latest disruptions suggests that conscious efforts should be undertaken to analyze and monitor maritime risks more closely and increase resilience – reduce exposure and prepare for speedy recovery, regardless of the origin of ultimately inevitable disruptions, be they intentional, accidental or the result of natural disasters.

Discussion

The current realities show that the topic resilience of maritime supply chains has to become more of a focus for Germany. New concepts, models and frameworks for analyzing, monitoring and responding to a broadest possible range of potential disruptions need to be developed to make the German economy more resilient to threats.

Conclusion

The sea, maritime transport, maritime infrastructure, resources and the entire oceanic ecosystem are crucial to human development and the viability of modern societies. Accordingly, threats to maritime supply chains are of great importance. Especially with the proliferation to these threats driven by geopolitical rivalry, in combination with an increased likelihood of natural disasters as a result of climate change, promoting maritime resilience is a strategic imperative.

Purpose: Electric cargo cycles (ECCs) can be seen as a good alternative to conventional delivery vans for last-mile delivery. With their wider implementation, battery range is frequently mentioned as one of the main limitations of ECCs. Fast charging and battery swapping are two potential technologies to address this challenge. This paper preliminarily explores the feasibility of adopting battery swapping and fast charging to address the battery range limitation of ECCs, and provides insights on future research directions.

Methodology: the study is based on a systematic literature review. Afterwards, a content analysis is performed. Additionally, some grey literature regarding the latest technical parameters of charging technology was analyzed as well, in order to consider state-of-the-art technologies. Collected data is cross-checked in a prudential way from the official website of more than one manufacturer.

Findings: due to their wider adoption, ECCs are likely to work longer hours and more frequent shifts, often traveling over 100 km and working more than 10 hours per day. During daily operations, the idle time is usually very short. Riders sometimes find it difficult even to take lunch breaks due to the high work intensity. Moreover, the duration of reloading parcels when going back to depots and the idle time in which messengers stop and wait for the parcel to be signed for receiving is around 5 minutes, which is not long enough for battery recharge.

Regarding battery range, manufacturer estimations often fail to match real-world energy consumption in urban last-mile delivery. Rider assistance has a limited impact on extending electric range. Additionally, environmental factors such as weather and terrain can negatively impact battery range and increase rider fatigue, reducing pedalling assistance. To have a more comprehensive understanding of the battery range of ECCs, 20 factors affecting battery range and their interrelationships are identified and a conceptual framework is developed. After that, battery swapping and fast charging options are analyzed and compared based on charging speed, infrastructure requirements, and technical challenges.

The evidence from the literature is that when a single battery capacity can't meet distribution requirements, the fastest charging technology available may not suffice for enough rapid energy replenishment. Equipping ECCs with smaller, easily swappable batteries is then a promising solution for robust delivery operations without long breaks, despite higher initial investment.

Originality: This paper is one of the first papers that discusses the potential of employing battery swapping and fast charging technologies on ECCs for last-mile delivery, providing new insights into these emerging concepts. Furthermore, this paper develops an original framework that identifies and analyzes the factors affecting the battery range of ECCs, providing a comprehensive understanding of the vehicle performance characteristics in real-life operational conditions. Additionally, research gaps are identified, and further potential directions are proposed.

Purpose: For efficient and effective promotion of sustainability in urban transportation, the predictors of transportation like ridesharing is imperative. The study aimed at segmenting urban dwellers basing on their perceptions in the use of ride-sharing. Specifically, the perceived benefits of ride-sharing including cost, social, sustainability, and efficiency were related to satisfaction with ride-sharing. The Social Exchange Theory integrating sustainability were the theoretical lenses for the study.

Methodology: A self-administered questionnaire was used for data collection. A proportionate and convenient sampling strategies were used to pick respondents in the three districts of Dar es Salaam, a commercial and largest city in Tanzania. A total of 613 valid cases out of 630 were used for analyses. Using the Chi-Square Automatic Interaction Decision (CHAID) tree, the respondent’s satisfaction with ride-sharing was used as the dependent variable while the benefits (efficiency, costs, social, and sustainability) were used as predictor and grouping variables.

Findings: the decision tree yielded 5 different segments with efficiency, cost, and sustainability in that order to be relevant predictors for satisfaction. The highly satisfied group tended to focus more on efficiency as well as being cost conscious. The 5 segments were further explored using one-way Analysis of Variance (ANOVA) with demographic variables. Among the demographics, age, income, occupation, and place of residence can be used to further differentiate the segments.

Originality: The paper extends the use of CHAID into the context of urban logistics and sustainability in a less researched sub-Saharan African context. Practically, the results provide insights on how to market ride-sharing both online and offline for higher impacts including sustainability aspects. Specifically, to marketers of ridesharing can prioritize efficiency and costs in their marketing strategies. As sustainability was the last to be included in the segmentation, sustainability advocates need to undertake more social marketing to change the attitudes favoring sustainability. Theoretically the results offer support to the Social Exchange Theory with the three significant factors impacting satisfaction with ridesharing in urban context of sub-Saharan African country.