Array
(
[derick] => Array
(
[Powering through the challenges for an electric vehicle supply chain] => 戰勝電動汽車供應鏈的挑戰
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains.] => 全球電動汽車需求的強勁增長給汽車供應鏈參與者帶來諸多變化。
[[]] =>
[https://www.dhl.com/global-en/home/industry-sectors/automotive/dhl-ev-tv-series.html] => https://www.dhl.com/global-en/home/industry-sectors/automotive/dhl-ev-tv-series.html
[The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.] =>
電氣化對汽車交通供應鏈的多方面影響都表明了一種需求：即針對電動汽車供應鏈採用一體化物流，從新車設計和生產開始直到回收利用及之後階段。
“汽車行業正在經歷劇變。隨著電動汽車需求量的增長以及工程技術與現代技術之間的融合，物流企業也必須對自身的產品和服務進行調整，”DHL客戶解決方案和創新事業部全球汽車交通總裁Fathi Tlatli說道。
德國郵政DHL集團（DPDHL）最近實施了DHL EV TV計劃，旨在幫助客戶更好地了解汽車物流行業以及支持電動汽車行業的解決方案。
[Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] => 該系列節目包含12個主要節目並以網絡研討會和播客作為支持平台，包含整個價值鏈中對於電動汽車革命不可或缺的深入見解和研究結果。
DHL電動汽車團隊的資深供應鏈專家將憑藉電動交通不同方面的經驗，闡述從能源生產和車輛續航里程到電池儲存和安全的各種主題――這些主題對於建設適應性、高效率的電動汽車供應鏈至關重要。
如需了解電動汽車供應鏈的更多信息，敬請關注EV TV系列最新節目或者立即聯繫我們的汽車交通專家。
[One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.] => 到2030年，電動汽車（EV）可能會佔道路上行駛汽車的三分之一。但要想實現這個目標，供應鏈需要應對不同類型的電池、不統一的法規以及不斷變化的物流狀況，其中存在巨大的挑戰。
“客戶在供應鏈的不同階段對多家供應商進行管理時，他們會發現其中存在重重困難，因為目前產品管理方式的相關流程並不統一，”DHL電動汽車團隊商務事業部副總裁Fabio Sacchi解釋道。
近年來，電動汽車的銷售進入快車道。據國際能源機構報導，2019年全球汽車銷售交易數量達到了創紀錄的2100萬筆，超過了之前2018年的最高水平，從而使全球電動汽車保有量達到720萬輛。
大型諮詢公司德勤（Deloitte）稱，到2030年，全球電動汽車年銷量將達到3110萬輛。雖然作為電動汽車製造商的特斯拉仍然領先，但傳統品牌――例如全球第二大電動汽車製造商大眾、通用汽車（GM）和福特――都在奮起直追。
到2030年，預計大眾一半的銷售額將來自純電動汽車；從目前到2025年，大眾將總共投入730億歐元資金專門用於未來技術研發。通用汽車2020年11月宣布將投入270億美元（224.8億歐元）開發電動汽車和無人駕駛汽車，而福特已經推出野馬和F-150卡車的電動車型。
[wysiwyg] => wysiwyg
[outbound_box] => outbound_box
[Watch: DHL’s insights into the EV sector] => 觀看：DHL對電動汽車行業的深入見解
[DHL EV TV Series] => DHL EV系列電視節目
[In a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.] => 在一系列網絡研討會和電動汽車電視節目中，DHL分享了它在這個行業中的專業技術及日常所需的電池物流知識。
[EV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.] => EV TV系列節目致力於研究電動汽車術背後的難題和物流運作，探索2020年到2050年電動汽車的未來發展路徑。
[Read more] => 閱讀更多
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains. One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.
RELATED ARTICLESWatch: DHL’s insights into the EV sectorIn a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Within the past decade, China has become the largest producer of electric vehicle parts, including batteries and the main EV market in the world.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.
RELATED ARTICLESDHL EV TV SeriesEV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] =>
[] =>
[challenges-electric-vehicle-supply-chain] => challenges-electric-vehicle-supply-chain
[China] =>
[Untitled design (6)] => Untitled design (6)
[Chongqing,,China,Â,May,28,,2018:,New,Energy,Electric,Vehicle,] => Chongqing,,China,Â,May,28,,2018:,New,Energy,Electric,Vehicle,
[Untitled design (7)] => Untitled design (7)
[Article Key Image_791639731] => Article Key Image_791639731
[Single Column Image_791639731] => Single Column Image_791639731
[Oslo,,Norway,-,08,June,2017:,Electric,Car,Charging,Station.] => Oslo,,Norway,-,08,June,2017:,Electric,Car,Charging,Station.
)
[$value] => One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.
)
Array
(
[derick] => Array
(
[Powering through the challenges for an electric vehicle supply chain] => 戰勝電動汽車供應鏈的挑戰
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains.] => 全球電動汽車需求的強勁增長給汽車供應鏈參與者帶來諸多變化。
[[]] =>
[https://www.dhl.com/global-en/home/industry-sectors/automotive/dhl-ev-tv-series.html] => https://www.dhl.com/global-en/home/industry-sectors/automotive/dhl-ev-tv-series.html
[The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.] =>
電氣化對汽車交通供應鏈的多方面影響都表明了一種需求：即針對電動汽車供應鏈採用一體化物流，從新車設計和生產開始直到回收利用及之後階段。
“汽車行業正在經歷劇變。隨著電動汽車需求量的增長以及工程技術與現代技術之間的融合，物流企業也必須對自身的產品和服務進行調整，”DHL客戶解決方案和創新事業部全球汽車交通總裁Fathi Tlatli說道。
德國郵政DHL集團（DPDHL）最近實施了DHL EV TV計劃，旨在幫助客戶更好地了解汽車物流行業以及支持電動汽車行業的解決方案。
[Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] => 該系列節目包含12個主要節目並以網絡研討會和播客作為支持平台，包含整個價值鏈中對於電動汽車革命不可或缺的深入見解和研究結果。
DHL電動汽車團隊的資深供應鏈專家將憑藉電動交通不同方面的經驗，闡述從能源生產和車輛續航里程到電池儲存和安全的各種主題――這些主題對於建設適應性、高效率的電動汽車供應鏈至關重要。
如需了解電動汽車供應鏈的更多信息，敬請關注EV TV系列最新節目或者立即聯繫我們的汽車交通專家。
[One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.] => 到2030年，電動汽車（EV）可能會佔道路上行駛汽車的三分之一。但要想實現這個目標，供應鏈需要應對不同類型的電池、不統一的法規以及不斷變化的物流狀況，其中存在巨大的挑戰。
“客戶在供應鏈的不同階段對多家供應商進行管理時，他們會發現其中存在重重困難，因為目前產品管理方式的相關流程並不統一，”DHL電動汽車團隊商務事業部副總裁Fabio Sacchi解釋道。
近年來，電動汽車的銷售進入快車道。據國際能源機構報導，2019年全球汽車銷售交易數量達到了創紀錄的2100萬筆，超過了之前2018年的最高水平，從而使全球電動汽車保有量達到720萬輛。
大型諮詢公司德勤（Deloitte）稱，到2030年，全球電動汽車年銷量將達到3110萬輛。雖然作為電動汽車製造商的特斯拉仍然領先，但傳統品牌――例如全球第二大電動汽車製造商大眾、通用汽車（GM）和福特――都在奮起直追。
到2030年，預計大眾一半的銷售額將來自純電動汽車；從目前到2025年，大眾將總共投入730億歐元資金專門用於未來技術研發。通用汽車2020年11月宣布將投入270億美元（224.8億歐元）開發電動汽車和無人駕駛汽車，而福特已經推出野馬和F-150卡車的電動車型。
[wysiwyg] => wysiwyg
[outbound_box] => outbound_box
[Watch: DHL’s insights into the EV sector] => 觀看：DHL對電動汽車行業的深入見解
[DHL EV TV Series] => DHL EV系列電視節目
[In a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.] => 在一系列網絡研討會和電動汽車電視節目中，DHL分享了它在這個行業中的專業技術及日常所需的電池物流知識。
[EV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.] => EV TV系列節目致力於研究電動汽車術背後的難題和物流運作，探索2020年到2050年電動汽車的未來發展路徑。
[Read more] => 閱讀更多
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains. One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.
RELATED ARTICLESWatch: DHL’s insights into the EV sectorIn a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Within the past decade, China has become the largest producer of electric vehicle parts, including batteries and the main EV market in the world.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.
RELATED ARTICLESDHL EV TV SeriesEV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] =>
[] =>
[challenges-electric-vehicle-supply-chain] => challenges-electric-vehicle-supply-chain
[China] =>
[Untitled design (6)] => Untitled design (6)
[Chongqing,,China,Â,May,28,,2018:,New,Energy,Electric,Vehicle,] => Chongqing,,China,Â,May,28,,2018:,New,Energy,Electric,Vehicle,
[Untitled design (7)] => Untitled design (7)
[Article Key Image_791639731] => Article Key Image_791639731
[Single Column Image_791639731] => Single Column Image_791639731
[Oslo,,Norway,-,08,June,2017:,Electric,Car,Charging,Station.] => Oslo,,Norway,-,08,June,2017:,Electric,Car,Charging,Station.
)
[$value] => The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
[caption id="attachment_27619" align="alignnone" width="2560"] Within the past decade, China has become the largest producer of electric vehicle parts, including batteries and the main EV market in the world.[/caption]
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.
)
Array
(
[derick] => Array
(
[Powering through the challenges for an electric vehicle supply chain] => 戰勝電動汽車供應鏈的挑戰
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains.] => 全球電動汽車需求的強勁增長給汽車供應鏈參與者帶來諸多變化。
[[]] =>
[https://www.dhl.com/global-en/home/industry-sectors/automotive/dhl-ev-tv-series.html] => https://www.dhl.com/global-en/home/industry-sectors/automotive/dhl-ev-tv-series.html
[The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.] =>
電氣化對汽車交通供應鏈的多方面影響都表明了一種需求：即針對電動汽車供應鏈採用一體化物流，從新車設計和生產開始直到回收利用及之後階段。
“汽車行業正在經歷劇變。隨著電動汽車需求量的增長以及工程技術與現代技術之間的融合，物流企業也必須對自身的產品和服務進行調整，”DHL客戶解決方案和創新事業部全球汽車交通總裁Fathi Tlatli說道。
德國郵政DHL集團（DPDHL）最近實施了DHL EV TV計劃，旨在幫助客戶更好地了解汽車物流行業以及支持電動汽車行業的解決方案。
[Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] => 該系列節目包含12個主要節目並以網絡研討會和播客作為支持平台，包含整個價值鏈中對於電動汽車革命不可或缺的深入見解和研究結果。
DHL電動汽車團隊的資深供應鏈專家將憑藉電動交通不同方面的經驗，闡述從能源生產和車輛續航里程到電池儲存和安全的各種主題――這些主題對於建設適應性、高效率的電動汽車供應鏈至關重要。
如需了解電動汽車供應鏈的更多信息，敬請關注EV TV系列最新節目或者立即聯繫我們的汽車交通專家。
[One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.] => 到2030年，電動汽車（EV）可能會佔道路上行駛汽車的三分之一。但要想實現這個目標，供應鏈需要應對不同類型的電池、不統一的法規以及不斷變化的物流狀況，其中存在巨大的挑戰。
“客戶在供應鏈的不同階段對多家供應商進行管理時，他們會發現其中存在重重困難，因為目前產品管理方式的相關流程並不統一，”DHL電動汽車團隊商務事業部副總裁Fabio Sacchi解釋道。
近年來，電動汽車的銷售進入快車道。據國際能源機構報導，2019年全球汽車銷售交易數量達到了創紀錄的2100萬筆，超過了之前2018年的最高水平，從而使全球電動汽車保有量達到720萬輛。
大型諮詢公司德勤（Deloitte）稱，到2030年，全球電動汽車年銷量將達到3110萬輛。雖然作為電動汽車製造商的特斯拉仍然領先，但傳統品牌――例如全球第二大電動汽車製造商大眾、通用汽車（GM）和福特――都在奮起直追。
到2030年，預計大眾一半的銷售額將來自純電動汽車；從目前到2025年，大眾將總共投入730億歐元資金專門用於未來技術研發。通用汽車2020年11月宣布將投入270億美元（224.8億歐元）開發電動汽車和無人駕駛汽車，而福特已經推出野馬和F-150卡車的電動車型。
[wysiwyg] => wysiwyg
[outbound_box] => outbound_box
[Watch: DHL’s insights into the EV sector] => 觀看：DHL對電動汽車行業的深入見解
[DHL EV TV Series] => DHL EV系列電視節目
[In a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.] => 在一系列網絡研討會和電動汽車電視節目中，DHL分享了它在這個行業中的專業技術及日常所需的電池物流知識。
[EV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.] => EV TV系列節目致力於研究電動汽車術背後的難題和物流運作，探索2020年到2050年電動汽車的未來發展路徑。
[Read more] => 閱讀更多
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains. One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.
RELATED ARTICLESWatch: DHL’s insights into the EV sectorIn a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Within the past decade, China has become the largest producer of electric vehicle parts, including batteries and the main EV market in the world.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.
RELATED ARTICLESDHL EV TV SeriesEV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] =>
[] =>
[challenges-electric-vehicle-supply-chain] => challenges-electric-vehicle-supply-chain
[China] =>
[Untitled design (6)] => Untitled design (6)
[Chongqing,,China,Â,May,28,,2018:,New,Energy,Electric,Vehicle,] => Chongqing,,China,Â,May,28,,2018:,New,Energy,Electric,Vehicle,
[Untitled design (7)] => Untitled design (7)
[Article Key Image_791639731] => Article Key Image_791639731
[Single Column Image_791639731] => Single Column Image_791639731
[Oslo,,Norway,-,08,June,2017:,Electric,Car,Charging,Station.] => Oslo,,Norway,-,08,June,2017:,Electric,Car,Charging,Station.
)
[$value] => Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.
)
過去十年內，中國成為包括電池在內的電動汽車部件的全球最大生產國，也是全球主要電動汽車市場。[/caption]
據弗若斯特沙利文（Frost & Sullivan）商務諮詢公司預測，ICE汽車動力系統部件的40-50％將不會出現在未來的電動汽車中。
傳統供應商還將面臨電池價格不斷下跌的局面以及傳統汽車供應鏈之外的企業競爭――這些企業目前是電動汽車電池的主要製造商。
這會造成什麼局面？隨著電動汽車普及率的提高，供應商的潛在市場將不斷萎縮，而且利潤率會不斷收窄。提供ICE車輛部件的供應商不得不開展多元化經營，以便在市場中保留一定的份額，否則就會承擔收入下降的風險。
過去十年內，中國成為包括電池在內的電動汽車部件的全球最大生產國，也是全球主要電動汽車市場。[/caption]
據弗若斯特沙利文（Frost & Sullivan）商務諮詢公司預測，ICE汽車動力系統部件的
繁體中文（香港）