“Continuity and planning certainty, which we had for years, simply no longer exist. Even if there is now a deal, we cannot expect it to remain this way forever. The day after tomorrow something new may come.” When Jörg Mosolf, chairman of the Mosolf Group, describes the uncertainties in global trade in an interview with the DFV, he has Trump’s unpredictability in view in particular. He expects that there will be “production relocations in the end.” Where the volumes will shift is open—whether from the USA toward Europe or from Mexico to other markets. For the industry, this means: routes and volume flows remain unpredictable
Global uncertainty compels internationalization
As Mosolf explains in the interview with the Deutsches Verkehrsforum, he relies on international presence to be prepared.
“We are currently in the process of buying an American company. With that, we can better advise our customers and also help operationally.”
In addition, an expansion in Shanghai as well as new activities in the Middle East – steps that show
how closely logistics chains are linked to political decisions and how companies respond in order to stay able to act.
Intermodal transport: rail and shipping without reliability
But Mosolf’s concerns are not only outward. He would like more—or something else—from domestic German politics from time to time as well. He makes this especially clear in intermodal transport. His verdict on rail is clear:
“We receive about 30 percent of our goods by rail. But the rail system is not reliable and it is not competitive.” The consequence: “We once had 250 of our own wagons for car transport. We sold them.”
Also inland shipping offers only limited opportunities.
There is only one route for car transport that makes sense, “and that is the Rhine with the Ford plants in Cologne and Daimler in Düsseldorf.”
For the industry, this is an important signal: Politically desired relocations to rail and waterways are currently failing due to the reality of automotive logistics.
Infrastructure as a decisive location factor
When asked about the
biggest obstacles for his business model, Mosolf answered bluntly:
“For us, that is the infrastructure that has been neglected for years.”
Even if the federal government decides on new investments, it would take “at least ten years” until new roads or bridges are built.
With regard to the security policy situation, he emphasized:
“We have today a different scenario because we also must be militarily prepared. Now no one can avoid the topic of infrastructure. How could we defend ourselves if the logistics don’t even work?”
For the industry, that means: infrastructure is not only a cost factor, but a strategic foundation.
Transformation: Electrification with own initiative
The switch to alternative drives is already driving the company forward.
“We currently have twelve electric trucks in operation; fifteen are planned. We are also building our own charging infrastructure at eight locations for this purpose.”
Theoretically, the company could then deliver 50 to 60 percent of our goods electrically within a radius of up to 450 kilometers.
The federal government plays
little role here, according to Mosolf: “By the time the federal government has set up a public charging network, we’ll be finished.” Instead, he criticizes federal differences:
“What is approved in Baden-Württemberg does not yet apply in Saxony. What we need is transparency and clarity.”
For the industry, it is clear: Whoever pursues electrification must largely build the charging infrastructure themselves – and should expect bureaucratic hurdles.
Future technologies assessed soberly
He also took a stance on hydrogen and autonomous driving. He sees hydrogen trucks at most in the long term:
“Perhaps in ten or twenty years. At present, I have no interest in building a second or even third technology.”
The same applies to autonomous driving. In closed factory fleets it is conceivable; but “outside of such closed systems it always comes down to the question of liability.” And as long as liability questions are not clarified: “No.”
Thus, he provides a clear orientation: investments should, in the short term, focus on electric mobility, not on distant technologies.
