Interest is growing

To establish a common solution for exchanging emissions data, 16 members of the Open Logistics Foundation are now involved in the Working Group Enabling Logistics Decarbonisation (ELD) and its associated project Emissions Data Exchange. The initiative was launched by the international logistics provider Dachser because an increasing number of the company’s customers – ranging from automotive suppliers and consumer goods manufacturers to the chemical industry – were requesting detailed information on the CO₂ emissions of their shipments. “In addition to regulatory requirements obliging companies to systematically document supply chain emissions, many businesses are also increasingly taking a proactive interest in creating transparency regarding emission-intensive transport operations in order to then reduce them in a targeted manner”, explains Ingo Müller, Department Head of Prototyping & Testing at Dachser.

It thus became clear to the logistics service provider that its previous method of exchanging data via Excel spreadsheets would no longer meet future requirements and that the process needed to be significantly more digitised and automated. Ingo Müller continued, “So it was clear to us right from the start: we need a standardised solution that works for everyone involved and for the entire industry! After all, creating individual interfaces for a large number of customers would entail significant implementation and maintenance costs and, in the long term, lead to a diversity of systems that would be difficult to manage”. Dachser’s push for ‘one solution for all’ was met with broad approval among the members of the Open Logistics Foundation.

Starting point: iLEAP

At the same time, the Working Group formed, Smart Freight Centre and SINE Foundation (see profiles at the bottom) unveiled the iLEAP protocol. It defines the structure, collection and transmission of emissions data, thereby creating a digital standard that ensures reproducibility, consistency and interoperability across software systems. It enables emissions data to be shared in a standardised manner between companies, partners and authorities. It is based on the GLEC Framework and the associated ISO 14083 standard, the globally recognised methodology for calculating greenhouse gas (GHG) emissions consistently across the multimodal logistics supply chain.

This methodology is now, in the EU context, the methodological backbone of CountEmissionsEU, part of the Corporate Sustainability Reporting Directive (CSRD). The iLEAP protocol increases transparency and traceability throughout the entire supply chain – even when a shipment passes through multiple companies – whilst supporting compliance with regulatory requirements such as the CSRD.Furthermore, iLEAP boosts operational efficiency: emissions metrics can be closely linked to operational data such as fuel consumption or route planning. In this way, emissions reporting becomes an active management tool, not merely a regulatory obligation.

A key principle of iLEAP is open source development. “Developing the protocol as open source allows companies of all sizes to participate in developing and later adopting the protocol”, writes Violetta Matzoros of the Smart Freight Centre, Senior Technical Manager, Data & Digitalization – Methods, Standards & Assurance at Smart Freight Centre, in her Experts’ blog. “This creates a collaborative ecosystem for emissions accounting in logistics”. For the Working Group and the Open Logistics Foundation project, iLEAP proved to be an ideal starting point and basis for further development.

Productive use cases

The first use cases have now been carried out, in which members of the Open Logistics Foundation have implemented and tested the interface. Two of these use cases were worked on by logistics service providers in collaboration with a platform for analysing transport emissions data:

• Dachser partnered with Gryn. The Hamburg-based company enables logistics firms to automatically record, standardise, and analyse transport emissions, and to use them for sustainability and regulatory reporting.
• LKW WALTER partnered with the Norwegian company Kinver, a consolidation and analysis platform.

In both use cases, the logistics service providers made emissions-related data on transport operations for a shared customer available to the platforms – in Dachser’s case, an international automotive supplier; in LKW WALTER’s case, a global market leader in cleaning technology. The main differences lie in the interface hosting: at Dachser, the Gryn platform served as the host, whilst at LKW WALTER, the logistics service provider itself acted as the host. Both projects were successfully completed following the full go-live of iLEAP.

The effort involved in implementing the interface was relatively manageable. At Dachser, the project took around four weeks of working time, spread over a period of three months. The data exchange was set up in stages to enable testing and expansion of the functionality in successive phases. Initially, data exchange was carried out manually. At the same time, semi-automatic data transfer functionality was implemented.

At LKW WALTER, the implementation took a little longer because, unlike Dachser, the company hosted the iLEAP interface itself. The main technical challenge lay in authentication. Unlike traditional methods that use tokens valid for a specific period, iLEAP uses TANs – one-time tokens for a single data query. However, an extension to the API connector quickly resolved this issue. At the same time, two-factor authentication was implemented – an important security mechanism for distinguishing authorised from unauthorised requests. An additional layer of complexity in the use case arose from the fact that, as a specialist in intermodal transport, LKW WALTER had to verify whether and how this could be mapped within iLEAP. It became clear that iLEAP processes the relevant data points regardless of the sequence of transport modes.

In conclusion, the two use cases have demonstrated that the iLEAP interface works with standard ERP and TMS systems – including SAP – and that all of these systems provide the data points required by iLEAP.

Mission accomplished

Dachser and LKW WALTER also draw a positive conclusion from their use cases. Ingo Müller says, “iLEAP has proven itself to be practical and will therefore become the interface of choice at Dachser”. Michael Gschwandtner, Chief Digital Officer (CDO) at LKW WALTER, agrees: “We too will rely on iLEAP for the exchange of emissions data in future. This provides our customers with a simple, secure and, moreover, cost-effective solution”. The work of the Working Group and the project thus exemplifies what the Open Logistics Foundation stands for. Here, companies develop well-thought-out solutions for practical use that take into account the perspectives of many market participants and which then spread rapidly across the market via the companies involved in the project and the use cases. Ingo Müller and Michael Gschwandtner agree: “As our two companies together reach a very large number of end customers across Europe and worldwide, by using the new iLEAP interface, we are laying an important foundation for it to gradually become the industry standard. Mission accomplished!”

Way conducts trials in Northern Europe

The Finnish start-up Way Data Technologies, also a member of the Working Group and project, has tested the interface in an additional use case. The company operates a platform that collects and analyses telematics and vehicle data from transport fleets. Way piloted the iLEAP interface with several fleets in Scandinavia. The implementation has already been released as open source. The company is also preparing to take part in the pilot project for iLEAP certification. “Our goal is to improve transparency and accuracy in CO₂ accounting by making it easier for all players in the transport and logistics chain to access and exchange carbon footprints based on primary data”, says Juho Hyytiäinen, CEO and co-founder of Way.

Logistics sites are following

In another use case, Fraunhofer IML is investigating the extent to which the iLEAP interface is also suitable for exchanging emissions data from logistics sites. This is based on the REff Tool® (short for Resource Efficiency at Logistics Sites), a web-based application developed at the institute to determine greenhouse gas emissions from logistics sites, such as warehouses, transhipment sites or distribution facilities. The tool helps companies collect primary data – such as energy consumption, refrigeration systems, or other on-site consumption – and use it to calculate and report their carbon footprint in accordance with the ISO 14083 standard. Currently, more than 100 companies use the REff Tool® at over 1.000 sites. Relevant information can be exported as an XML file and imported into other systems for further processing.

“The aim of this use case is to address current challenges in exchanging data from the REff Tool® with another system via iLEAP and to develop practical solutions. To this end, we have examined whether all relevant data for logistics sites is also contained in iLEAP and how the data should be prepared and made available for the interface”, explains Dr.-Ing. Kerstin Dobers, Senior Scientist and Deputy Head of the “Sustainability and Circular Economy” department at Fraunhofer IML.

The partner for this use case is the Hannover-based company IVE mbH, which offers EcoTransIT World, a software solution for complex calculations and optimisation of emissions and energy consumption in intermodal transport. EcoTransIT World is used by shippers, logistics providers and transport companies worldwide, which also transmit data from the REff Tool®, amongst other sources. IVE is participating in the use case to actively support standardisation in sustainability.

For sustainability researcher Kerstin Dobers, this use case is yet another step towards greater sustainability in logistics. “We cannot achieve sustainability in logistics overnight,” she says. “It is, rather, a journey comprising many steps that will lead us towards sustainable logistics solutions and services”.

All results from the use cases are, or will be, documented in the Open Logistics Repository. Companies wishing to implement iLEAP can draw on the insights and experience gained there, enabling them to roll out the system more quickly

About Smart Freight Centre

Smart Freight Centre (SFC), founded in 2013, is a globally active non-profit organisation (NGO) for climate action in the freight sector based in the Netherlands. SFC works to mobilise the global logistics ecosystem, in particular its members and partners, to track and reduce greenhouse gas emissions. It accelerates the reduction of logistics emissions to achieve a zero-emission global logistics sector by 2050 or earlier. To support this objective, SFC develops and disseminates methods, standards and tools – such as the globally recognised GLEC framework or ISO standard 14083 – for the consistent calculation and reporting of emissions along the supply chain. The organisation promotes collaboration between businesses, policymakers and NGOs to implement practical decarbonisation solutions and strengthen the exchange of knowledge and technology. Together with the SINE Foundation, SFC has developed the iLEAP interface as a shared organisational and technical framework for exchanging emissions data. Smart Freight Centre is a network partner of the Open Logistics Foundation.
www.smartfreightcentre.org

SINE Foundation

The SINE Foundation is a non-profit organisation based in Berlin turning pioneering research in the fields of cryptography and economics into action. This “think and do tank” combines technology (e.g., cryptographic software) with governance mechanisms to enable companies and organisations to share data securely and with confidence, without losing control over sensitive information. A key area of focus is promoting sustainable collaboration, for example, through protocols such as PACT for CO2 transparency or the iLEAP data interface. In this way, the organisation aims to pave the way for a more collaborative and sustainable economy.
www.sine.foundation

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Dr.-Ing. Kerstin Dobers: A key lever is resource efficiency – in other words, alongside the question of whether we need to use resources at all, there is the question of how we can use materials, energy and products for as long as possible and in the most sensible way. After all, sustainability begins long before transport. When companies make greater use of secondary rather than primary raw materials and close material loops, this can reduce not only emissions but also cuts down natural resource consumption. At the same time, it is important to keep products and components in use for as long as possible, for example, by updating or modernising existing products, machines or systems – so-called retrofitting – through software updates, or through services such as predictive maintenance. Those who consider the entire life cycle, from the design stage of products and services, lay the foundations for a genuine circular economy.

Q: Which measures are particularly relevant at the moment?

Dr.-Ing. Kerstin Dobers: A key component of the circular economy in the coming years will be the Digital Product Passport, or DPP for short. It is being introduced as part of the EU’s circular economy framework and will become mandatory. From 2027, manufacturers and importers of certain products in the European Union will be required to provide such passports, starting with resource-intensive goods such as batteries, textiles, and electronics, as well as intermediate products such as steel. The Digital Product Passport will document information on materials, origin, reparability and recycling options. This means significantly greater transparency regarding products and materials throughout their entire life cycle. At the same time, new opportunities are opening up for data-driven services in logistics, such as return processes, reuse or recycling. However, establishing these data structures is technically and organisationally challenging, as many stakeholders must jointly define processes. Various research projects are currently underway at Fraunhofer IML in this area, in which companies are also involved. However, there are also fundamental points of contact with OLF-eCMR, the Open Logistics Foundation’s software solution for the digital consignment note.

Q: What role do open source approaches and standards generally play in the context of sustainability?

Dr.-Ing. Kerstin Dobers: We achieve sustainable business practices through the collaboration of various stakeholders. Open standards and interoperable platforms are particularly crucial when it comes to exchanging data across organisational boundaries. Open source approaches can help to establish a common technical foundation that can be used and further developed by a wide range of stakeholders. This not only facilitates data exchange but also lowers barriers to entry for companies that lack significant in-house development resources.

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At the last Ideation Workshop, members were able to discuss various topics suggested throughout the year in small groups, such as the electronic Bill of Lading (eBL) – the key to international logistics – along with time-on-site prediction and yard access management. Paweł Ziaja, Product Development Team Leader at Trans.EU, decided to participate in the eBL session, among others. He shares, “My most exciting insight was that the biggest obstacle is not the technology, but its acceptance – similar to the digital consignment note eCMR in road freight transport. In the B2B sector, there is also a day-zero problem: unlike private deliveries, the recipient needs their own legally valid proof of delivery. Digitalisation must therefore work across the entire network and cannot start with a single sender”.

Learn more about the Open Logistics Foundation’s yearly Ideation Workshop.

Learn more

The open, cross-company exchange continues between and after the sessions. “What stood out most was the ability to openly debate such challenges with companies that are competitors in daily business. OLF is one of the very few forums that not only allows, but actively facilitates, this kind of honest, cross-industry collaboration”, Paweł Ziaja continues.

The results of the sessions are presented to the plenary by the respective group spokespersons. “The structured, small-group format encouraged open dialogue and honest input. Hearing different perspectives and constraints across the ecosystem highlighted how much coordination is required to make digital logistics work in practice”, emphasises Zoltán Aranyi from CargoTrack. “The workshop reinforced our belief that progress starts with early collaboration, a shared understanding, and jointly developed standards”.

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Not “if”, but “when”

A recent study by Fraunhofer IML reveals that companies worldwide are actively developing humanoid robots that, according to current product claims, are feasible to be deployed in logistics. The researchers identified more than 80 systems in a market survey; the study presents a dozen of them. A complementary industry survey showed that, although humanoid robots are not yet in productive use at any company, most enterprises expect deployment within the next four to ten years. Thus, the question is no longer whether humanoid robotics will be used in intralogistics, but when and under what integration conditions.

The new Fraunhofer IML study is entitled “Automation on Two Legs? Humanoid Robots in Logistics”. It presents the results of a detailed industry survey and an international market study. From these insights, Fraunhofer IML derives recommendations for action for companies, researchers, and policymakers.

Download

Hardware development is currently concentrated in the USA and China. So far, Europe is represented sporadically. However, integration nonetheless concerns European companies. To operators of warehouses and distribution centres, the integrability of the new generation of robots into existing systems directly affects productivity, scalability, and economic efficiency.

In highly automated environments, physical material flow is inseparable from ERP, WMS, and control systems. Any additional technology that cannot be seamlessly integrated into this architecture reduces the transparency necessary for decision-making, increases complexity, and creates new interfaces. European users, logistics service providers, and system integrators who will incorporate humanoid robots into their portfolios face similar challenges. Robots from different manufacturers each come with unique navigation concepts, data models, and communication protocols. Each new system combination, therefore, results in project-specific integration solutions.

This was already observed several years ago with the introduction of driverless transport vehicles in intralogistics. In 2017, the German Association of the Automotive Industry (VDA) and the Specialist Association for Conveyor Technology and Intralogistics of the German Engineering Federation (VDMA) therefore initiated a communication interface for the development of an open standard: VDA 5050, a manufacturer-independent, standardised communication between driverless transport vehicles, autonomous mobile robots (AMRs), and central control systems, enabling operators of logistics and distribution centres to run mixed fleets of different types of robots. The open source software libvda5050++, developed at Fraunhofer IML in 2021 and published in the Open Logistics Repository of the Open Logistics Foundation, provides an open source solution that serves as the technical implementation of the standard and can equip almost any driverless transport vehicle for the VDA 5050 standard.

Opportunity for Europe

The more diverse and universal the fields of application for robotics become, the greater the need for shared, open integration foundations. In the context of humanoid or multi-purpose robots, it is not just about communication, but about modelling basic logistics functions, standardised process descriptions, and interoperable data models that allow flexible task allocation between humans and robots. Open standards and open source components for non-competitive areas provide users and integrators with the opportunity to focus development resources on performance features that differentiate them, rather than repeatedly solving interface problems on a project-by-project basis. Operators benefit because they can integrate new robotics faster and with lower risk into existing structures.

Especially against the backdrop of global hardware dynamics outside Europe, this presents an important opportunity. If it is possible to further develop the integration and software architecture of intralogistics on open, shared foundations, Europe can strengthen its competitive position in logistics in a sustainable fashion.

“In intralogistics, many fundamental terms such as pick, order picking, retrieval, or packing have so far been interpreted differently, resulting in processes being implemented inconsistently. The introduction of humanoid robotics now emphasises the need for both operators and manufacturers to standardise definitions and procedures. To ensure processes are implemented consistently and productively, uniform standards that benefit everyone are now essential for greater efficiency and lower costs. Against this background, I can very well imagine operators and manufacturers working together on this in a Working Group on Intralogistics within the Open Logistics Foundation and in corresponding projects.”
Christian Prasse, Head of Strategy, Fraunhofer IML

About the author

Prof. Dr.-Ing. Alice Kirchheim is an expert in intralogistics, with a focus on the planning and design of warehousing and order picking systems, the automation of logistics processes, and the use of AI. Since April 2024, she has been Director of the Fraunhofer Institute for Material Flow and Logistics IML and holds the Chair of Material Handling and Warehousing at TU Dortmund University. Fraunhofer IML is a founding member of the Open Logistics Foundation; Alice Kirchheim is Chair of the Board of Open Logistics e. V., the Foundation’s supporting association.

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Applications of artificial intelligence (AI) have long arrived in logistics. Yet solutions that address isolated sub-problems still dominate. However, this hardly does justice to logistics’ true strength – its ability to network and control highly complex processes. “The core competence of logistics lies in coordinating many individual steps in such a way that highly complex tasks can be reliably accomplished”, says Andreas Nettsträter, CEO of the Open Logistics Foundation. “Now the question is how artificial intelligence can provide support at this central point”.

The often-expressed hope that artificial intelligence will solve all logistical questions in the form of a universal system – in other words, a “ChatGPT for logistics” – will certainly not be fulfilled. Instead, a different scenario is emerging: an ecosystem of specialised AI agents orchestrated to manage supply chains. AI agents typically operate within a clearly defined area of responsibility, react to events, and trigger subsequent processes in a targeted manner. The particular added value for logistics lies in their interplay: when multiple specialised AI agents act together, an end-to-end process along the entire value chain becomes possible.

For AI agents to be integrated into logistics processes and usable along the entire value chain, the underlying workflows, data models, and interfaces must be comparable and defined in a binding manner. “AI delivers its benefits above all, where structured and comparable data are available”, Andreas Nettsträter sums his thoughts up.

2. How data models become “AI-ready”

Within the Open Logistics Foundation, companies have already developed various components and data models that can be specifically used for the development and deployment of AI agents.

• One example is the electronic consignment note (eCMR). The solution developed by the member companies of the Open Logistics Foundation – the so-called OLF-eCMR – is based on structured, standardised data. This makes documents directly machine-readable and easier for AI to process. It enables automatic extraction and validation of content, handover to downstream processes, and integration with transport, billing or compliance systems. In addition, the three status messages of the eCMR – “Provision by Sender”, “Loading by Driver”, and “Acceptance by Recipient” – are legally effective through the respective signature and act as triggers for subsequent processes, such as initiating automated invoicing or payment release.
• Another example is the Tracking Event Model of the Open Logistics Foundation. Companies have agreed on a standardised description of status events along the transport chain. The model thus provides an ideal basis for AI agents that can interpret events in real time and automatically derive subsequent actions. For example, an agent can evaluate incoming status messages and automatically trigger notifications, suggest re-routings, or re-coordinate time windows.
• Currently, companies in the Open Logistics Foundation are also developing a basic model for timeslot management. This could allow AI agents to dynamically manage time slots based on real-time data and capacity information. Instead of static bookings, an adaptive system emerges that can respond to delays, utilisation, or changed priorities and replan or optimise time slots accordingly. Through the use of AI, the examples mentioned can be fully automated. Simple agents can accelerate usage while simultaneously simplifying the dissemination of standardised data models and status events.

3. Why open source is an enabler for agentic AI

The current shift towards agentic AI, which acts proactively and “works on” tasks, is not only a technological but also an organisational question. Agentic AI should therefore not be conceived as a centrally provided solution, but rather as the result of the interplay of open components and company-specific integration. “Companies will only deploy AI agents in critical end-to-end processes if they can understand the decisions, retain control over their data, and integrate systems securely”, identifies Jens Leveling, Technology Advisor at the Open Logistics Foundation, citing two main reasons for open source: traceability and trust in open implementations. Open architectures and open source approaches enable the connection of different systems – a fundamental prerequisite for seamless value chains. Jointly developed components also reduce implementation effort and accelerate innovation. In addition, companies avoid dependencies on proprietary platforms and retain control over their processes.

In principle, the Open Logistics Foundation develops only basic functionalities, so-called commodities. Agentic AI and the underlying data models are not, in themselves, elements that differentiate competitively. Therefore, it makes sense for companies to develop them together and provide them as open source. Each company thus has the opportunity not only to use them but also to reuse them commercially. Andreas Nettsträter says, “The same principle also applies in the field of artificial intelligence: the actual differentiation in logistics does not arise in the AI agents themselves, but in the orchestration of AI agents within concrete application environments”. For companies, this opens the opportunity to develop their own solutions based on these building blocks and deliberately leverage the orchestration of AI agents as a competitive advantage.

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Digitalisation plays a key role. Regulatory requirements must be met through appropriate technical solutions: “The EU has set itself the goal of simplifying and digitalising logistics in Europe, for example through the eFTI Regulation on Europe-wide paperless freight document exchange in goods transport, which is currently being implemented,” says Armin Wagner. However, countries such as Ukraine, which are digitally savvy, have already made considerable efforts to digitalise their logistics in recent years. In doing so, they have relied on open solutions that are spreading rapidly. Against this backdrop, collaborative work on logistics at the EU and European levels is the right way forward. “The many small logistics companies with limited financial and technical resources can particularly benefit from open and interoperable solutions, as they allow them to integrate into the market more quickly.”

Entering new markets

The member companies of the Open Logistics Foundation from countries such as Slovenia and Romania, which joined the EU in 2004 and 2007, respectively, are also convinced that integration into European logistics systems can only be successful with open solutions. The involvement of Eastern European companies in the Foundation‘s Working Groups and projects is an expression of their specific interest in European integration through technology. “The early introduction of open source technologies and interoperability give us an opportunity to facilitate entry into new markets,” says Matjaž Auflič, Head of Development at TRINET Informatika, d.o.o., based in Ljubljana, Slovenia, who sees the company‘s membership in the Foundation as a stepping stone to strengthen its position in Europe. TRINET is one of the leading providers of software solutions for automated customs procedures and logistics on the Slovenian and Croatian markets. At the same time, according to Auflič, membership also helps the company to better keep pace with the changing regulatory environment in Europe.

Another important point, particularly for companies in Eastern Europe, is visibility within the pan-European logistics community. “Membership of the Open Logistics Foundation allows us to connect with leading European logistics and supply chain companies, develop strategic partnerships, and promote collaborative innovation,” says Razvan Perțicaș, Chief Executive Officer of CargoTrack. The Romanian company provides transport companies with digital solutions for GPS fleet monitoring, real-time vehicle tracking, and toll payment automation. “By working with the logistics community, we gain access to extensive knowledge bases, research results and technical standards. We can contribute to industry standards and regulations, promoting our operational efficiency in the EU. Ultimately, this strengthens our ability to provide efficient, scalable and integrated logistics solutions.” Membership in the Foundation also enhances brand reputation and market position in Europe.

Diversity of perspectives

The implementation of the eFTI Regulation is currently of particular interest to European companies. Through eFTI (Electronic Freight Transport Information), the European Union is establishing a Europe-wide framework to digitalise control and authorisation processes for freight transport by road, rail, water, and air. The regulation came into force in August 2020 and will take full effect from 2027. Initially, authorities will be required to accept electronic transport documents. However, companies will also be required to use the eFTI-compliant format when transmitting documents electronically. “The key thing now is to work towards a uniform, open solution that everyone can use,” says Jens Leveling, Technology Advisor at the Open Logistics Foundation. “To achieve this, we need a variety of perspectives from logistics companies across Europe and beyond. This is the only way to develop solutions that work technically and meet the specific requirements of different markets. On the other hand, this diversity means that
the resulting standards and systems are more likely to be interoperable.”

Armin Wagner from GIZ also believes that the Open Logistics Foundation’s work and engagement are of great interest to companies in both the EU and candidate countries. He says, “It is crucial for every company to understand how the European market works and to anticipate future developments at an early stage. Taking an active role in such initiatives is always worthwhile if you want to establish and grow your business in Europe in the long term.”

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Open source software guarantees transparency, reduces dependencies, strengthens European value creation, and ensures that taxpayers’ money is invested sustainably. Every euro that flows into open source software can remain effective in Europe – because it does not flow into licence fees, but can be invested locally in further development, support and innovation. International and national open source associations have therefore been in continuous dialogue with European institutions, national governments, and companies for years. By now, terms such as “independence from manufacturers” or “digital resilience” hardly need explaining anymore – rather, they are part of the political debate and of digital culture. Also, within the framework of legislative procedures for regulating digitalisation at the EU level, much has been achieved for the open source community. A key lever for accelerating the introduction of open source software and hardware lies in public administration or procurement. Open standards and technologies must be made mandatory there. Therefore, a core demand of both APELL, the European Open Source Business Association, and of the German Open Source Business Alliance (OSBA) is that the public sector should rely 100% on open source by 2035. The administration can take on a pioneering role here and build a European open source ecosystem.

OSPOs as gamechangers

When it comes to Europe’s technological sovereignty, however, European industry also bears responsibility. Companies can translate open source into concrete solutions, integrate open standards into products, and accelerate innovation. But why has the industry been slower than the public sector so far? Much of it is due to a certain “resistance to change”. Managers still ask two initial questions when it comes to open source: Who bears liability? And: How can business secrets be protected? Above all, in medium-sized companies, there is a great fear of giving away know-how. A decisive instrument for the structural spread of open source (not only in companies) are Open Source Programme Offices (OSPOs). They find answers to these questions, pool knowledge, coordinate the use of software as well as hardware, and ensure that not only consumption takes place, but also giving back. With OSPOs, however, openness becomes a strategic element – and that changes everything. Openness does not mean that companies have to disclose their business model – on the contrary: it opens up new possibilities, from cost-sharing to innovation partnerships, right through to additional sales arguments.

Lighthouse logistics

A lighthouse for a fundamental change towards more open source is logistics, with the Open Logistics Foundation as a trailblazer. Here, companies that otherwise compete with one another work together on a joint open infrastructure. Competition no longer occurs at the level of basic functionalities, but rather at the level of services built upon them. This model builds trust – and demonstrates how cooperation across process chains can succeed. This is exactly how Europe must think of its digital infrastructure: not in silos, but in open platforms that benefit everyone.

Digital fragmentation in Europe is not a law of nature. Open standards, open source, clear political direction and the active involvement of industry can secure for Europe the digital sovereignty that we so urgently need. Every day of hesitation increases dependence on non-European technologies. Every step towards openness, on the other hand, strengthens Europe – economically, technologically and socially. It is time for decisive action.

About the authors

Sebastian Raible is Head of EU Relations at APELL – Association Professionnelle Européenne du Logiciel Libre. – www.apell.info

Lothar Becker is Chair of the OSBA (Open Source Business Alliance). – www.osb-alliance.de.
APELL and OSBA are Network Partners of the Open Logistics Foundation.

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For the start-up, this is simply a logical decision: We have over a decade of combined experience with software for emissions calculation and reporting,” says Oscar Söderlund, Engineering at Way. “That’s why we immediately recognised the value of the iLEAP standard. However, many aspects of such software have so far not been standardised, meaning that we often have to make assumptions in our implementation. That’s why we want to exchange ideas with other companies in the Open Logistics Foundation. Because we don’t believe it makes sense for everyone to keep rebuilding the same functionality in slightly different and non-interoperable ways.”

Learning faster together

Nathalie Böhning, Innovation and Project Manager at the Open Logistics Foundation, sees it the same way: “When companies like Way or the Norwegian software developer Kinver, which has also already tested the iLEAP standard, come to us with their solutions, it’s a gain. Because they bring their practical knowledge, new perspectives, and European diversity to the work. The experiences of early adopters are especially valuable for those who are just getting started. They can build directly on existing knowledge, share experiences, learn from each other – and ultimately avoid unnecessary mistakes.” What Way particularly values in its participation in the project is the feedback from industry stakeholders with their specific needs and requirements: “As a technology platform, we are constantly looking for the best ways to help our customers adapt to the changing requirements of their business environment,” says Juho Hyytiäinen, co-founder and CEO of Way. “Through our involvement in the Open Logistics Foundation, we now better understand how the standard and our own implementation can and must evolve to achieve even greater impact.”

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The electronic consignment note (eCMR) is one element of Rhenus’ digital transformation strategy. Together with the members of the Open Logistics Foundation, we have successfully implemented a future-oriented solution and reached an important milestone on our path toward full digitalisation. By replacing the previously paper-based CMR document, the eCMR becomes a valuable data source and an enabler of efficient processes along the entire transport chain. Pilot projects have already demonstrated clear benefits: from scheduling to invoicing, manual efforts are reduced, throughput times decrease, and critical data—such as loading, recipient details, and digital signatures—are automatically transferred into the TMS system. High shipment volumes can now be processed more efficiently, invoices are generated faster, and the overall administrative workload decreases. This not only improves cash flow and liquidity but also creates transparency through instantly available data, supporting analyses and data-driven decision-making. Delivery times, waiting periods, and routes can thus be continuously optimised. For Rhenus, the eCMR plays a particularly important role in direct load traffic but also holds potential for the Rhenus Groupage Network. In the long term, we plan to further roll out the eCMR across our road freight activities in order to leverage the improved data quality for analyses and informed decision-making.

Boris Jeggle, Managing Director, Rhenus 4PL Solutions GmbH

Transparent supply chain

For Dachser, its commitment to the electronic consignment note (eCMR) is fundamentally about driving forward the digitalisation of the logistics industry. At the centre of this is the barrier-free collaboration of all actors along the supply chain – from the sender via the transport service provider through to the recipient. The OLF-eCMR now enables not only the integration of large companies into the system, but also that of small and medium-sized enterprises (SMEs) on an equal footing. In tests of the software with our partner Markant, it has become clear that the digital consignment note brings considerable relief for all parties in the transport chain – from drivers to planners through to the recipients of the goods. The successful pilot applications also confirm to us that with the open source approach, we can digitalise many more commodities, i.e. transport documents and information. In this way, the OLF-eCMR paves the way for a more networked, more efficient and more transparent supply chain, from which all parties will benefit in the long term.

Ingo Müller, Department Head Prototyping & Testing – Corporate Research & Development, DACHSER SE

Finally interoperable

Our goal at Markant is to fully digitalise all documents relevant to delivery in logistics and to provide them as structured, machine-readable data. With our cloud-based Digital Transaction File (DVA), we already enable suppliers, freight forwarders and retailers to use a central platform for end-to-end digitalisation, automation and real-time communication. The DVA is characterised by a high degree of innovation with a particular impact on process optimisation between industry and retail, and for this, it won the ECR Collaboration Excellence Award 2025. Processes such as delivery, complaint and status reporting are thereby handled efficiently, transparently and standardised at the position level. The DVA uses established standards such as the electronic standard format EDI, which replaces paper-based documents such as orders or invoices. With the OLF-eCMR, we have now been able to integrate a new standard, which once again ensures interoperability across company boundaries, creates process security, reduces effort and supports sustainable, future-proof supply chains throughout the entire industry. In this way, we can now offer our customers an improved product that creates even more tangible benefits.

Reiner Sailer, Lead Service Owner Supply Chain Services, Markant Services International GmbH

Real innovations

Open source components are often the starting point for real innovation because they are modular, flexible and open for integration. The OLF-eCMR is an example of this. Currently, the digital consignment note primarily serves as digital documentation. However, its potential is much greater and includes, for example, many more possibilities for automated and intelligent processes. As an IT company that co-developed the eCMR, we want to maximise the potential of digital consignment notes for our customers in logistics. We are working in two directions. Our developers are currently working on an application for drivers who only need to take a photo of a paper-based CMR. The data is automatically read out with the help of generative artificial intelligence and loaded into the eCMR system. This process, previously manual, is thus mapped more efficiently in digital form and also simplifies traceability. But the eCMR can also automatically trigger entire processes and value chains. Imagine the following: After the goods have been delivered and the eCMR updated, an AI agent automatically informs the ERP system, customer service and the accounting department so that the invoice for the delivery can be created. The OLF-eCMR shows how open standards enable real innovations – not through isolation, but through cooperation. When processes are intelligently networked and automated, companies gain major competitive advantages based on open source components.

Ulrich Buhrmann, Director Market Transport & Logistics, iteratec

New stages

For EDITEL, it has been a central concern from the very beginning to place security and reliability at the forefront in the standardisation of digital transport documents. Only if authenticity, integrity and traceability of a document are guaranteed can the necessary trust be created so that companies, as well as authorities, fully accept digital processes in cross-border transport. For us, standards are not a marginal condition, but the basis for a functioning, digital supply chain. Equally important in our view is interoperability: digital standards only deliver their full benefits when they are consistently adhered to and actively applied. This allows all parties to collaborate seamlessly within their existing systems, eliminating media discontinuity, costly interface projects, and the limitations of closed networks. This is exactly where we see our strength: together with the Open Logistics Foundation, EDITEL ensures that compliance and efficiency go hand in hand and that every partner can digitalise their processes without losing flexibility. Looking ahead, we already see new stages on the path to seamless digitalisation. Customising options, such as flexible PDF layouts or the targeted adaptation of content and process steps, open companies up to the possibility of embedding digital transport documents precisely into their established workflows. In the long term, we envision the next logical step in integrating further documents that extend the transformation beyond transport to the entire supply chain. In this way, we create the basis for fully seamless, legally compliant and interoperable documentation – for the entire order-to-cash process.

Thomas Höfler, Product Manager, EDITEL Group

More than transport

Since the publication of the industry-ready OLF-eCMR, the introduction of the digital consignment note has been gaining momentum rapidly and is developing into a European movement. In addition to the OLF members Rhenus and Dachser, which are among the most important and highest-revenue logistics service providers in Europe, small and medium-sized transport companies, which represent the largest share of the industry in terms of numbers, are also joining in rapid succession and at high speed. This accelerates the spread of the digital consignment note far beyond established supply chains. In the consultations that the Open Logistics Foundation regularly offers on the OLF-eCMR, it is no longer a question of “if”, but “how”. The development partners of the OLF-eCMR, for example, are then available for the concrete technical implementation in companies. The electronic seal is a frequent topic whose importance for digitalisation, not only in logistics, is often still underestimated. The seal implementation can also be used far beyond eCMR – wherever companies sign digitally.

Jens Leveling, Lead Software Architect, Fraunhofer IML; Technology Advisor, Open Logistics Foundation

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Community as a success factor

While large corporations have been strategically investing in software infrastructures and both using and developing open source software for many years, small and medium-sized enterprises often still struggle with the latter: resources are limited, external dependencies are high, and internal IT capacity is rarely scalable. Yet SMEs benefit from contributing to open source projects in a very particular way, because their investments have greater impact. Even small contributions can have a major effect – helping to differentiate their own products or services and strengthening independence, innovative capacity, and visibility. “The Open Logistics Foundation has recognised these leverage effects and offers SMEs exactly what has often been lacking until now: a community that invites companies not only to use software, but to help shape it,” says open source professor Dirk Riehle. The principle is: those who contribute, help build – for themselves and for others. This is how a digital ecosystem emerges in which everyone grows, not just the few.

Close to the processes

SMEs are a key factor in this success. Because SMEs operate close to the processes – and know exactly where digitalisation efforts fall short. This applies not only to logistics companies but also to IT firms working in logistics. In the projects of the Open Logistics Foundation, they benefit from sitting at the forefront of development and being able to provide their customers with targeted support in the implementation of new open source solutions. And it is precisely SMEs that can bring their specific requirements directly into the projects through active contributions – instead of having to adapt to solutions primarily made for large companies. This results in software that truly meets their needs. “Being part of an open source project community does not give a company an advantage over competitors who are also active in the community. However, it does give them a competitive advantage over everyone who is not part of that community,” says Prof. Dr. Dirk Riehle. “I call this the country or cluster-level competitive advantage that foundations like the Open Logistics Foundation offer their members.”

Sustainable change

Whether it’s data models, interfaces, or the digital mapping of logistics processes: the challenges currently facing small and medium-sized enterprises are similar. Martin Schulze, CEO of IT consultancy BusinessCode, a member of the Open Logistics Foundation, consistently observes: “As a solution provider specialising in unlocking the value of data in the logistics industry, we have observed that many logistics service providers operate on proprietary data models, creating extra effort for both providers and their customers.”

SMEs, in particular, often don’t have the same opportunities to work on innovations as larger companies. This could ultimately limit, or even threaten, their competitiveness, says logistics technology strategist André Kaeber, who advises SMEs on digitalisation projects through his company, also OLF member ANDKAEBER: “That’s why I especially recommend cooperative approaches for SMEs, like those offered by the Open Logistics Foundation, to work on innovations together with a network of experts.”

Ulrich Buhrmann, Director Market Transport & Logistics at IT company iteratec, with 500 employees across seven locations, also sees a major opportunity for SMEs in collaboration within a network: “Everyone who wants to elevate industry standards is invited to join – to bring in real challenges and co-create practical, scalable solutions. We all face similar hurdles. Together, we can create a lasting impact that benefits the entire industry.”

Collaboration works

Within the Open Logistics Foundation, SMEs also have the opportunity to engage with young, innovative companies. Especially when it comes to knowledge transfer, promoting innovation, and forming strategic partnerships, the exchange with start-ups offers great added value for SMEs. And the reverse is also true. As Gabriel Beslic, Chief Product Officer at start-up Gryn – one of the newest members of the OLF – emphasises: “The Open Logistics Foundation is a rare space where collaboration really works. What’s especially valuable is being able to work directly with much larger companies. That kind of exchange makes a real difference.” Gryn is a SaaS platform that helps companies to capture, report, and reduce transport-related carbon emissions. Its customers include leading global companies that are supported by Gryn in complying with sustainability standards.

Against this backdrop, Gryn is involved in the “Emissions Data Exchange” project of the Open Logistics Foundation, which is working on the implementation and adoption of the iLEAP standard for logistics emissions. “In projects like this, we get to bring in our hands-on perspective and help shape solutions that actually fit the industry’s needs,” says Beslic. Martin Schulze from BusinessCode also appreciates the cooperative collaboration in the network: “As an active member of the Open Logistics Foundation, I see firsthand how the collaborative work within the Foundation ensures SME’s voices are truly heard and valued.”

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