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ABSTRACT  The spatial extension of production networks presents a significant challenge to managers accustomed to reducing lead times by geographically contracting supply chains. This paper extends the theory on time in transportation by defining the elements of transport time, order time, timing, punctuality, and frequency and elaborating on their characteristics. Structured along these elements, it analyses the consequences of extending production networks from within a mature economic region, mainly the EU‐15, U.S., and Japan, first to adjacent and then to nearby and finally distant low‐cost regions. Distance obviously affects the transport quality in all time dimensions. Except for air parcel services that globally match what road transport offers within an economic region, the longer the distance, the lower the time‐related performance. Distant, low‐cost regions, meaning China and India, also imply a polarisation between air and sea transport at opposite ends of the time, cost, and capacity scales. This supply gap restricts the types of products traded. The conceptual framework is illustrated in the setting of a global vehicle manufacturer spatially extending its sourcing. It demands that sequenced sub‐assemblies and small, cheap, and generic components are delivered from the vicinity of each assembly plant. Batched components can be sourced from adjacent regions, but deliveries from longer distances imply storage at pick‐up points to fulfil their time requirements. Hence, the suppliers must offer the manufacturing firm deliveries as if they produce relatively close to the assembly plants.

Transport systems are designed according to geographical and infrastructural conditionsas well as the demand for transport services in terms of goods flow and desired transportquality. Thorough knowledge about these factors is especially important for developersof integrated transport chains that must consider the preconditions for all linksand nodes in the transport chain. Due to the additional costs of terminal handling and local road haulage, transport relationsmust exceed a certain minimum distance to allow CT to compete with pure roadtransport. This implies that international CT is of greater importance than domestic CTfor most European countries and compatibility between national networks is of utmostimportance. Contrary to this fact, transfer technology development is by many still consideredto be governed by national policies and preconditions. This paper aims at describing the national features that logically should guide the developmentof combined transport transshipment technology, national and EU researchand development support measures and, finally, to analyse whether national or internationalconditions are prevailing for a number of current development projects. The presentation is focused on the transshipment function, as shown in the simple systemmodel presented in figure 1, regardless of whether it is terminal-based or integratedwith a vehicle or a load carrier.

There are large differences in both speed and costs between the traffic modes road and air. Rail has not yet successfully offered services "faster than road but cheaper than air", although there are technical, logistical and economical opportunities for competing with air for intra‐continental shipments and co‐operate for intercontinental ones. The article categorises segments of the European express freight market and analyses them in a rail perspective. Services between Sweden and Continental Europe and domestically in Sweden are focused. System modelling tools are also adapted to the application of express intermodal transport and prospective roles for rail in express transport are defined. The analysis shows that a transport chain with many actors and long distances does not necessarily entail longer transport times than a short‐distance with the same circumstances under a single management. The analysis also shows that many express transport systems are built in a modular way, implying that subsystems can be exchanged.

PurposeLogistics service providers (LSPs) have unique resources and capabilities that position them to deliver supply chain finance (SCF) solutions. The study aims to discuss and illustrate the necessary resources and process of value creation and capture of LSPs, potentially offering SCF solutions.Design/methodology/approachRelying on a theoretical framework, combining a resource-based view (RBV) with the literature on SCF, the authors apply an abductive case study methodology, including 11 interviews with representatives from four LSPs.FindingsThe main findings are as follow: (1) although an LSP has sufficient resources for value-added SCF solutions, it may not capture enough value to motivate realising them; (2) an LSP considering offering SCF should account for the interaction between its resources and cargo transit times, risk and regulatory restrictions and (3) future studies should distinguish between financing the logistics services and the moved products.Research limitations/implicationsThe authors contribute to the growing field of SCF research by analysing motives and barriers for LSPs to offer SCF service to their customers. Because none of our case companies decided to move beyond experimentation further research is needed on the resources and capabilities needed for LSPs to successfully venture into SCF.Practical implicationsThe study provides LSPs with clear indications of the difficulties involved when contemplating a move into SCF solutions and discusses the potential value of offering such services.Originality/valueDespite evidence of LSPs engaging in SCF in various industries, academic contributions do not go beyond operational conditions or quantification of benefits. The authors add evidence on how LSPs are currently evaluating the prominence of adding SCF to their value offerings, including a new perspective on resources, value generation and capture mechanisms.

PurposeSevere disruptions to maritime supply chains, including port closures, congestion and shortages in shipping capacity, have occurred during the COVID-19 pandemic. This paper's purpose is to explore flexibility-based countermeasures that enable actors in maritime supply chains to mitigate the effects of disruptions with different characteristics.Design/methodology/approachSemi-structured interviews were conducted with shipping lines, shippers, forwarders and ports. Data on the COVID-19 pandemic's effects and countermeasures were collected and compared with data regarding the 2016–2017 Gothenburg port conflict.FindingsSpatial, capacity, service and temporal flexibility emerged as the primary countermeasures, whilst important characteristics of disruptions were geographical spread, duration, uncertainty, criticality, the element of surprise and intensity. Spatial flexibility was exercised in both disruptions by switching to alternative ports. During the COVID-19 pandemic, ensuring capacity flexibility included first removing and then adding vessels. Shipping lines exercising service flexibility prioritised certain cargo, which made the spot market uncertain and reduced flexibility for forwarders, importers and exporters that changed carriers or traffic modes. Experience with disruptions meant less surprise and better preparation for spatial flexibility.Practical implicationsUnderstanding how actors in maritime supply chains exercise flexibility-based countermeasures amid disruptions with different characteristics can support preparedness for coming disruptions.Originality/valueComparing flexibility-based measures in a pandemic versus port conflict provides insights into the important characteristics of disruptions and the relevance of mitigation strategies. The resilience of maritime supply chains, although underexamined compared with manufacturing supply chains, is essential for maintaining global supply chain flows.

This exploratory paper contributes to a new body of research that investigates the potential of digital market places to disrupt transport and mobility services. We are specifically looking at the urban freight sector, where numerous app-based services have emerged in recent years. The paper specifically looks at 'instant deliveries,' i.e. services providing on-demand delivery within two hours - by either private individuals, independent contractors, or employees - by connecting consignors, couriers and consignees via a digital platform. The paper provides an overview of the main issues concerning instant deliveries, supported by data (including a survey of 96 courier delivery providers) and examples. After presenting a typology of companies (digital platforms) involved in 'instant deliveries,' we question in what way they transform the urban freight current patterns. We highlight four issues, discussing their potential to impact urban freight services and related policies in European cities: 1) Freight trips and data; 2) Business models; 3) Labor legislation and work conditions; and 4) Local public policies. We conclude by saying that predicting the medium-term consequences of these changes is difficult, but it is essential that city planning and policies take account of these developments and consider how planning and possibly regulation needs to be adapted to these new ways of doing things.

This exploratory paper contributes to a new body of research that investigates the potential of digital market places to disrupt transport and mobility services. We are specifically looking at the urban freight sector, where numerous app-based services have emerged in recent years. The paper specifically looks at 'instant deliveries,' i.e. services providing on-demand delivery within two hours - by either private individuals, independent contractors, or employees - by connecting consignors, couriers and consignees via a digital platform. The paper provides an overview of the main issues concerning instant deliveries, supported by data (including a survey of 96 courier delivery providers) and examples. After presenting a typology of companies (digital platforms) involved in 'instant deliveries,' we question in what way they transform the urban freight current patterns. We highlight four issues, discussing their potential to impact urban freight services and related policies in European cities: 1) Freight trips and data; 2) Business models; 3) Labor legislation and work conditions; and 4) Local public policies. We conclude by saying that predicting the medium-term consequences of these changes is difficult, but it is essential that city planning and policies take account of these developments and consider how planning and possibly regulation needs to be adapted to these new ways of doing things.