Prof. Alan C. McKinnon, PhD

Abstract

The study of freight transport has been subject to a long-term paradigm shift since the 1970s as the movement of freight has increasingly been researched as an integral part of logistics systems and supply chains. It has also benefited from the development of logistics and supply chain management as a business activity and academic discipline. This paper outlines the history of this 'logistification' of freight transport research, examining its impact on the modelling of freight flows and its relevance to a series of major transport policy issues, and discusses the methodological implications of this reorientation and diversification of the field.

Abstract

Logistics accounts for around 9-10% of global CO2 emissions and will be one of the hardest economic sectors to decarbonize. This is partly because the demand for freight transport is expected to rise sharply over the next few decades, but also because it relies very heavily on fossil fuel. Decarbonizing Logistics outlines the nature and extent of the challenge we face in trying to achieve deep reductions in greenhouse gas emissions from logistical activities. It makes a detailed assessment of the available options, including restructuring supply chains, shifting freight to lower carbon transport modes and transforming energy use in the logistics sector. The options are examined from technological and managerial standpoints for all the main freight transport modes.
Based on an up-to-date review of almost 600 publications and containing new analytical frameworks and research results, Decarbonizing Logistics is the first to provide a global, multi-disciplinary perspective on the subject. It is written by one of the foremost specialists in the field who has spent many years researching the links between logistics and climate change and been an adviser to governments, international organizations and companies on the topic.

Abstract

Despite the spread of automation and new supply chain management paradigms, logistics remains dependent on a rather specific set of skills and competences, whether for managerial, administrative or blue collar jobs, such as trucking or warehousing. This implies that the logistical performance of businesses, industries and nation states is strongly influenced by the quantity and quality of the workforce. Insufficient resources of a competent and properly trained workforce in logistics adversely affect the quality of service, reduce productivity in sectors dependent on logistics and ultimately reduce trade competitiveness. While other interventions that affect logistics performance, such as international infrastructures, trade corridors, regulations and services have already been reviewed extensively, this report is the first to cover the contributions of human resources and how to develop skills and improve competences, especially in developing countries. The study proposes a framework for the skills needed according to the logistics activity (e.g. transportation or warehousing) or the type and level of responsibilities. Based on several sources, including recent surveys carried out by the World Bank and the Kuehne Logistics University, the report uncovers where the skills constraints are according to the type of job or countries. Findings include that logistics is an industry struggling to hire skilled workers, although with differences between rich countries (where trucker shortages are more acute) vs. developing economies (were managerial shortages are more widespread). Typically blue-collar logistics jobs have lower status and lower pay than blue-collar jobs in other industries, and are thus less attractive for skilled workers. In developing countries with a potentially available workforce, lack of vocational preparation for careers in logistics means that less skilled workers are not easily re-skilled. Logistics tasks at the upper end of the occupational hierarchy and those with high IT content often require an upskilling of employees to keep pace with new technology. Yet the problem is not confined to recruitment. The surveys points to limited resources, money and staff time allocated to training, especially in developing countries. Realizing the promise of quality jobs from the growth of logistics worldwide requires a coordinated effort by logistics companies, professional associations, training providers and policymakers. Through a combination of facilitation, regulation, advice, financial instruments and land use planning, governments can exert significant influence.

© World Bank

Abstract

Abstract The paper challenges the conventional view that the movement of goods through supply chains must continue to accelerate. The compression of freight transit times has been one of the most enduring logistics trends but may not be compatible with governmental climate change policies to cut greenhouse gas emissions by 60–80% by 2050. Opportunities for cutting CO2 emissions by ‘despeeding’ are explored within a freight decarbonisation framework and split into three categories: direct, indirect and consequential. Discussion of the direct carbon savings focuses on the trucking and deep-sea container sectors, where there is clear evidence that slower operation cuts cost, energy and emissions and can be accommodated within current supply chain requirements. Indirect emission reductions could accrue from more localised sourcing and a relaxation of just-in-time (JIT) replenishment. Acceleration of logistical activities other than transport could offset increases in freight transit times, allowing the overall carbon intensity of supply chains to reduce with minimal loss of performance. Consequential deceleration results from other decarbonisation initiatives such as freight modal split and a shift to lower carbon fuels. Having reviewed evidence drawn from a broad range of sources, the paper concludes that freight deceleration is a promising decarbonisation option, but raises a number of important issues that will require new empirical research.

Abstract

Interest in product‐level carbon auditing and labelling has been growing in both business and government circles. This paper examines the practical problems and costs associated with highly disaggregated analyses of greenhouse gas emissions from supply chains. It then weighs these problems and costs against the potential benefits of the carbon labelling of products. The conclusion is that product-level carbon auditing of supply chains and the related carbon labelling of products will be fraught with difficulty and very costly. While simplification of the auditing process, the use of data inventories and software support may assist these processes, the practicality of applying them to all consumer products seems very doubtful. The resulting environmental benefits are also highly questionable. The main conclusion, therefore, is that product‐level carbon auditing and labelling is a “wasteful distraction” and that it would be better to devote management time and resources to other decarbonisation initiatives.