English BESTUFS Guide - Copy

7/27/2019 English BESTUFS Guide - Copy

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BESTUFS

Good Practice Guide

on Urban Freight Transport


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2

BESTUFS administration centre

NEA Transport research and training

P.O. Box 1969

2280 DZ Rijswijk

The Netherlands

E-mail: [email protected]

Phone: +31 70 3988 356Fax: +31 70 3988 426

BESTUFS co-ordination

PTV

Planung Transport Verkehr AG

Stumpfstrae 1

76131 Karlsruhe

Germany

E-mail: [email protected]

Phone: +49 721 9651 177

Fax: +49 721 9651 696

This Guide reects only the authors views and the European Community is not liable for any use

that may be made of the information contained therein.


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BESTUFS

Good Practice Guide

on Urban Freight Transport

Content:

Introduction Page4

PARTI: Goodsvehiclesaccessandloadinginurbanareas Page10

PARTII: Lastmilesolutions Page7

PARTIII: Urbanconsolidationcentres Page59

MoreaboutBESTUFS Page80

Main authors:

Allen,J.,Thorne,G.andBrowne,M.(UniversityofWestmins ter)

Translated by:

Bulgarian-V.Spassov(Bulfralog&VTUT.Kableshkov),Czech-J.Vranova/P.Nemec(CDV),Danish-L.Bentzen/M.S.Laugesen(NTU),

Dutch-S.BrouwerVertalingen/J.Schoemaker(NEA),Finnish-V.Himanen(PoyryInfra),French-M.Thebert/L.Dablanc(Inrets),German

-C.Eichhorn(PTV),Greek-I.Dimitriadou(TRADEMCO),Hungarian-Cs.Rvsz/J.Monigl(Transman),Italian-G.Ruberti(CSST),

Lithuanian-S. Baiauskien / A. akalys / V. Gibaviius (VGTU),Polish-T.Dowgielewicz(ILiM),Portuguese-J.Lemos(GabLogis)/

J.Jacob,Slovene-S.Bozicnik/J.Cvahte(UniversityofMaribor),Spanish-G.Montero/I.Surez(PROINCA),Swedish-S.Franzen

(Chalmers)

Copyright:

Allrightsreser vedbytheBESTUFSconsortium.TheBESTUFSconsortiumall owsafullreproduction,photoc opyingorotherwi sefornoncom-mercialpurposes.Nopartsofthispublicationmaybereproduced,photocopiedorotherwiseusedforanycommercialpurposewithouttheprior

permissionoftheBESTUFSco-ordinatorPTVAG.


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Introduction

Urbanfreighttransport

Theurbanfreighttransportproblem

Untilthemid-1990s,researchersandpolicymak-

erspaidrelativelylittleattentiontotheincreasingly

severefreighttransportproblemsfacingurbanareas.

Morerecentlythishaschanged,andthereisgrowing

interestinthelogisticsofcollectionanddeliveryser-

vicesintownandcitycentresinparticular.Several

projectsinEuropeandelsewherehaveattemptedto

pinpointthekeyurbanfreighttransportproblemsand

identifypotentialsolutions.

However,thefundamentalurbanfreighttransport

dilemmaremains;thefuturesuccessoftownandcity

centresdependsontheireffectivenessindifferent,

often conicting dimensions. On the one hand, urban

areasmustbeattractiveplacestolive,work,shop

andspendleisuretime.Intheserespectstheyface

increasinglyseverecompetition,notablyfromout-of-townretailparks.Ifretailersandotheremployersand

income generators are to retain condence in town

and city centres, efcient logistics systems must be

providedsothatcommercialpremisescanbeser-

vicedinacosteffectivemanner.Ontheotherhand,

urbanplannersareveryconsciousoftheneedto

maintainorimprovethequalityofcitycentreenviron-

ments,toattractshoppers,touristsandworkersand

perhapstopersuadepeopletolivethere.

Thereisapopularperceptionthatgoodsvehiclesare

detrimentaltotheurbanenvironment,contributing

signicantly to the problems of congestion, pollution,

safetyandnoise.Itisnotsurprisingthereforethat

conict can arise between commercial interests and

theenvironmentallobbyasfarasurbanlogisticsis

concerned.


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Inmostcasesgoodsmovementswithinanurban

areainEuropearelikelytobemadebyroadbe-

causethetripdistancewillberelativelyshortandfor

reasonsofconnectivity.Forshipmentsintoandoutoftheurbanareathereismorescopeforsomedegree

ofmodalchoicebutroadisstillbyfarthedominant

mode.Roadfreightvehiclesclearlyplayanimportant

roleinthefunctioningoftownsandcities,distributing

goodstonumerouslocationsthatarevitaltourban

life.Thesevehiclesundertakeanumberoftypesof

urbanmovementincludingshipmentsofgoodsinto

anurbanareaforconsumption,shipmentsoutofan

urbanareaofgoodsproducedandwastemateri -

als,andcollectionanddeliveryoperationswithinthe

urbanarea.Manygoodsarealsotemporarilystored

inwarehousesandstoreroomswithintheurbanarea

priortouseorsale.

Urban trafc congestion

Thetypesandpatternsoffreighttransportmovement

withinanurbanareawilldependonawiderangeof

factorsincluding:

Thelocationandtypeofindustriespresent

Thesupplychainstructuresofthecompaniesin

theseindustries

Existingtransportinfrastructureincludingwhether

theurbanareacontainsamajorportorairportor

railfreightterminal

Thelocationandextentofwarehousingfacilities

Thesizesandweightsofgoodsvehiclepermitted

tooperateintheurbanarea

Accessandloadingregulationsappliedinthe

urbanarea

Theexistingroadtrafficconditions

Behaviourofcustomers(useofe-commerce,etc.)


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BESTUFSapproach

tosustainableurbanfreighttransport

Theaimofasustainabletransportstrategyis,to

answer,asfaraspossible,howsocietyintendsto

providethemeansofopportunitytomeeteconomic,

environmental and social needs efciently and equi-

tably,whileminimisingavoidableorunnecessary

adverseimpactsandtheirassociatedcosts,over

relevantspaceandtimescales(UKRoundTableon

SustainableDevelopment,199).

Inadditiontothepositiveimpactsnotedonpage

5existingfreighttransportsystemsinurbanareas

createavarietyofnegativeeconomic,environmental

andsocialimpacts.Theseinclude:

Economicimpacts:congestion,inefficiency,and

resourcewaste

Environmentalimpacts:pollutantemissionsin-

cludingtheprimarygreenhousegascarbondiox-

ide,theuseofnon-renewablefossil-fuel,landand

aggregates,andwasteproductssuchastyres,oil

andothermaterials

Socialimpacts:thephysicalconsequencesofpol-

lutantemissionsonpublichealth(death,illness,

hazardsetc),theinjuriesanddeathresultingfrom

trafficaccidents,noise,visualintrusion,andother

qualityoflifeissues(includingthelossofgreen-

fieldsitesandopenspacesinurbanareasasa

resultoftransportinfrastructuredevelopments)

Sustainabilitypoliciescanaddresseconomic,envi-

ronmentalandsocialobjectives.Themosteffective

sustainabilityfreighttransportpolicymeasuresare

likelytobethosethatmeeteconomic,environmental

andsocialneedssimultaneously;andsominimise

trade-offsbetweenobjectivestoreduceassociated

lossesandcosts.


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BESTUFSapproach

toimprovingurbanfreighttransport

Goodsvehicleoperatorsanddriversfacearange

of difculties when carrying out freight operations in

urbanareas.Theseinclude:

Trafficflow/congestionissuescausedbytraffic

levels,trafficincidents,inadequateroadinfra-

structure,andpoordriverbehaviour

Transportpolicy-relatedproblemsincluding,for

example,vehicleaccessrestrictionsbasedon

timeand/orsize/weightofvehicleandbuslanes

Parkingandloading/unloadingproblemsinclud-

ingloading/unloadingregulations,fines,lackof

unloadingspace,andhandlingproblems

Customer/receiver-relatedproblemsincluding

queuingtomakedeliveriesandcollections,dif-

ficultyinfindingthereceiver,collectionanddeliv-

erytimesrequestedbycustomersandreceivers

Loadingsigns

Itisimportanttodistinguishbetweenthetwodifferent

groupswhoarecapableofimplementingchangesto

theurbanfreightsystem,namely:

Urban authorities

Changesoccurthroughtheintroductionofpolicy

measuresthatforceorencouragecompaniesto

changetheiractions.Strategiesavailableincludeimprovementsinsignageandinformationprovision,

vehicleaccessandloading/unloadingregulations,

trafc management schemes, infrastructure develop-

ments,androadpricing.

Freight transport companies

Theytendtoimplementinitiativesthatwillreduce

theimpactoftheirfreightoperations,becausethey

will derive some internal benet from this change in

behaviour. These benets can be internal economic

advantagesfromoperatinginamoreenvironmentally

or socially efcient manner, either through improved

economic efciency or through being able to en-

hancemarketshareasaresultoftheirenvironmental

stance.

Instancesofcompany-ledinitiativesincludeincreas-

ingthevehicleloadfactorthroughtheconsolidation

ofurbanfreight,makingdeliveriesbeforeorafter

normalfreightdeliveryhours,theuseofrouteingand

schedulingsoftware,improvementsinthefuelef-

ciency of vehicles, in-cab communications systems,andimprovementsincollectionanddeliverysystems.

Someoftheseinitiativesaretechnology-related,

someareconcernedwithfreighttransportcompa-

niesreorganisingtheiroperations,andsomeinvolve

changeinthesupplychainorganisation.


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WhyBESTUFSGoodPracticeGuides?

ThisBESTUFSGoodPracticeGuidebuildsonthe

previousGoodPracticeHandbooksproducedin

BESTUFS.Itisintendedtogiveguidancetoanybody

involvedin,orinterestedin,themovementoffreightinurbanareas,whentheyareconsideringmeasures

which may be implemented to improve the ows of

productsinurbanareasandreducetheenviron-

mentalimpactoftheoperation.Threesubjectsare

addressedintheguidethatcanbeusedbyurban

planners,freighttransportcompaniesandother

supplychainpartiestoimprovethesustainabilityof

urbanfreighttransportsystems:

Goodsvehicleaccessandloadingapproachesin

urbanareas(PartI)

Theprincipalissuesinvolvedinlastmilesolutions

(PartII)

Theprincipalissuesassociatedwithurbancon-

solidationcentres(PartIII)

FurtherinformationcanbefoundontheBESTUFS

websitewww.bestufs.net(mostlyinEnglish).

BESTUFS-References


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PARTI:Goodsvehicleaccessandloading/

unloadinginurbanareas

1. Efcient usage of infrastructure

2.Guidanceonmeasuresforgoodsvehicle accessandloadinginurbanareas

Signing

Lorryroutes

Urbanfreightinformationandmaps

On-Streetloadingbays

Nearbydeliveryarea(ELP)

Urbanconsolidationcentres

Vehicleweightandsizeregulations

Timeregulations

Imposingandenforcingaccessandloadingregulations

Environmentalzones/emissionstandardregula-

tions

NightdeliveryLorrylanes

Roadchargingsystems

.Technologyinurbanfreight

4.Environmentally-friendlyvehicles

5.Enforcementissues

.Jointworkingbetweenpublicandprivatesectors


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Efcient usage of infrastructure

UnloadinginCopenhagen,DK

The efcient usage of road infrastructure in urban

areasisofhighpriorityasinmostcasesurbanroad

spacecannotbeincreased.Themanagementof

theuseofurbanroadinfrastructureintermsoftime

andspaceisoffundamentalimportancetourban

plannersandresultsinvariousmeasuresforregulat-

ingtheuseofthisinfrastructure.Forexample,some

townsandcitiesalreadyprovideloadingzonesorbays for commercial trafc in order to improve the

workingconditionsfortransportoperatorsandalsoto

addressthenegativeimpactsthatcanbecausedby

deliveryoperations(e.g.doubleparking).

Overthelastfewyearsnewexperimentalschemes

havealsobeenintroduced.Informationandcommu -

nicationtechnologies,togetherwithmechanicalac -

cessgatesorvariablemessagesignshavebecome

lessexpensiveandofferavarietyofnewaccess

schemes tailored to specic urban road infrastruc-

turesforgoodsdelivery.Besidestheprovisionof

infrastructure,somecitiesalsoprovidevalue-added

servicesofloadingzonestocarryoutthedeliveries

(e.g.thepossibilityforshort-termstorageorsupport

intranshipment).

Efcient and reliable deliveries are required to sup-

porttheurbaneconomy,bothbyurbanplannersas

wellasbytransportoperators.Keyissuesthatneed

to be taken into account in order to achieve efcientandsustainableapproachesinclude:

Vehiclesmakingthedeliveriesshouldimposeas

fewsocialandenvironmentalimpactsaspossible.

Planners(fromurban,city,municipalorlocal

transportauthorities),freighttransportcompanies

andotherbusinessesmustco-operatetoensure

thattheseobjectivesaremet.

Urbanplannersmayneedtoinfluenceorcontrol

themovementofgoodsvehicles.

Transportcompaniesmustoptimiseoperational

efficiencytoreducetrafficcongestionandenvi-ronmentalimpact.

Thetypesofpolicymeasuresrequireddependon

factorsincluding:

- Theeconomic,socialandenvironmental

objectivesoftheurbanauthority

- Theleveloffreighttransportandotherroad

trafc

- Thesize,densityandlayoutoftheurban

area


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Approaches availables

Freighttransportpartnerships

Telematicsforurbangoodstransport

Signing


Roadpricing

Allowingnightdeliveries

Lorrylanesornocarlanes

Telematicsforurbangoodstransport

Signing

Lorryroutes

Simplification&harmonisationofvehicleweight,

sizeandconstructionregulations

UrbanfreightinformationandmapsUrbanconsolidationcentres

Providingon-streetloadingbays

NearbyDeliveryArea(ELP)


Vehicleweight,sizeandemissionsstandards

regulations

Timeregulationsforgoodsvehicleaccessand

loading

AllowingnightdeliveriesEnvironmentalzones

Lorrylanes

Infrastructureimprovements

Encourageuseofenvironmentally-friendly

vehicles

Enforcement

Objectives

Gainingfreightindustrysupportforfreightstrategies

andinitiatives

Improvingjourneytimereliabilityofgoodsvehicles

Assistingthejourneyofgoodsvehicledr iversand

reducinggoodsvehicletripsandkilometres

Assistingfreighttransportcompaniesatthepointof

deliveringandcollection

Reducingenvironmentalimpactsandtheriskofac-

cidentsinvolvinggoodsvehicles

Thetableshowsapproachestobringaboutdifferentgoodsvehicleaccess

andloadingobjectivesinurbanareasthatarediscussedinthispartoftheGuide.


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Guidanceonmeasuresforgoodsvehicle

accessandloadinginurbanareas

Loadingsigns

Beforeintroducinganynewregulationsforgoods

vehiclestheurbanauthoritymustensurethatthey

are understandable and that they do not conict withregulationsinotherlocalareas.

Signing

Clearandaccurateroadsignsshouldbeusedby

urbanauthoritiestoexplainrouteingsandregulations

togoodsvehicledriversinurbanareas.

1.Roadsignsshouldbeusedto:

Warndriversaboutroadsthatmaybeinappropri-atefortheirvehicle(e.g.narrowstreets)

Informdriversaboutregulationsonroads

(e.g.vehicleweight,size,andtimeregulations)

Informdriversabouton-streetparkingand

loadingregulations

Directdriversonadvisorylorryroutes

Directdriverstolorryparksandkeyindustrial

areas

2.Urbanauthoritiesshouldensurethat:

Theroadsignsconveythecorrectinformation

Themostup-to-dateversionoftheroadsignis

beingused

Thesignsareeasytoseeandreadandarein

goodcondition

Therearesufficientsignswithparkingandload-

inginformation(sothatdriversdonotneedto

walkalongwaytoreadthesign)

. Urbanauthoritiescanworkwithownersand

tenantsinindustrialzonestointroducenewor

improvedinformationboards

4. Variablemessagesignscanbeusedtoconvey

real-timeinformation


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Lorrysigns

Lorryroutes

Advisor yorstatutorylorryroutescanbeusedbythe

urbanauthoritiestopreventgoodsvehicledrivers

usingunsuitableorsensitiveroutes.Whilstadvisory

lorryroutesrequirelittleornoenforcement,statutory

routes(whichprohibitlorriesfromusingnon-desig-

natedroutes)requireenforcement,andaretherefore

morecomplexandexpensivetoimplementand

manage.

1.Differenttypesoflorryroutethatcanbe

consideredinclude:

Strategicroutearouteusingmajorroadsfor

longerdistancejourneysbetweenkeylocationsor

withinmajorurbanareas

Zonedistributorrouteroadsthatlinkstrategic

lorryroutesandwhichprovidearoutefroma

majorroadtoaparticularlocationorarea

Localaccessroutearouteprovidingsuitable

accesstoaparticularlocation

2.Factorstotakeintoaccountinselectingsuitable

lorryroutesinclude:

Routesshouldcontainallmajorroadsinthearea

andlinksbetweenthem

Theroutesshouldservesitesthataremajorgen-

eratorsoffreight

Roadsusedforlorryroutesneedto:

- Bewellmaintained

- Be sufciently wide to accommodate heavy

goodvehicles

- Involvenosharpbendsandturns

- Have sufcient overhead clearance

- Havebridgescapableoftakingtheweightor

heavygoodsvehicles

Steephillsandsensitivelanduseareas

(e.g.residential,highpedestrianactivityetc.)

shouldbeavoided

Allplanningauthoritieswithresponsibilitiesfor

roadsintheurbanareaandthefreighttransport

industryshouldbeinvolvedintheselectionof

proposedroutes

Clearandsufficientroadsignsandthedissemi-

nationofprintedandelectronicmapswillbecriti-

caltosuccessfulintroductionoftheroute

Freightdeliverymaps


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Urbanauthoritiescanprovidemuchvaluableinfor-

mationtofreighttransportcompaniesanddrivers.

Methodsincludetheprovisionofmapsandtheuseof

real-timeinformation.

Maps

1.Mapscanshow:

Lorryroutes(bothtotheurbanareaandwithinit)

Informationaboutweight,size,timeaccess,load-

ingregulations,loadingbaysandlorrylanes

Keybuildingsandlocationssuchasindustrial

estates

Lorryparks

Sensitiveareastobeavoided

2.Mapscanbeproducedinpaperand

electronicform.Theycanbedistributedby:

Localtradingcompanies

Freighttransportcompanies

Freighttradeassociations

Motoringassociations

Urbanauthorities

.Someurbanauthoritieshaveproducedentire

freightatlasesoftheirareasforgoodsvehicle

drivers.

Real-timeinformation

1. Web based information on trafc problems

androadworkscanbemadeavailable.

2. ThiscanbelinkedtoGISmappingsystemsto

makeidentifyingrelevantinformationaseasyas

possible (for example the London Trafc Alerts

ServiceprovidedbyTransportforLondon).

. Informationboardsatlorryparkscanbeusedto

provide:

Essentiallocalinformation

Contactinformationforlocalhelpandassistance

Printedmaps

ExampleFALKTruckerAtlas


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On-streetloadingbays

On-streetloadingbayscanbeprovidedbyurbanau-

thoritiesinlocationsthatgenerategoodsvehicletrips

butdonothavesuitableoff-streetloadingfacilities

suchasbusinessdistrictsandretailareas.They

providededicatedspaceforgoodsvehiclestoload

andunload.

Loadingbayscaneitherbeunrestricted(allow

goodsvehicleloadingandunloadingatalltimes)orcanhavetimeregulationsappliedtothem.

Theycanbedesignedforoneorseveralgoods

vehiclesandshouldtakeaccountofthesizeof

vehiclesthatarelikelytousethem.

Theyaremostusefulwhenthereiscompetition

forkerbsidespacebetweengoodsvehiclesand

otherroadusers.

Theycanreducetrafficcongestion.

ExampleofloadingzonesinAalborg

Loadingzoneswereintroducedinanarrow

pedestrianisedarea.Beforetheirintroductionone

vehicleunloadingblockedothervehicles.

Eachoftheseloadingzonescanaccommodate

severalvehicles,andallowothergoodsvehicles

topasseasingtrafficcongestionduringtheearlymorningdeliverywindow.

Localshopkeepersagreedtowaituntil11.00

beforeplacingshowcasesinthestreetsand

rollingoutsunblinds.


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Example:NearbydeliveryareasinBordeaux

TheELPisintendedtomakethedeliveryof

goodstothecitycentreeasierandreducetraffic

congestion,noiseandpollutionassociatedwith

deliveries.

TheELPisacollaborationbetweenfreighttrans-

portcompanies,theChamberofCommerceof

BordeauxandtheBordeauxmetropolitan

authority.

ELPisanareaofstreetspacethathasbeen

dedicatedtogoodsvehiclesfortheloadingand

unloadingofgoodsdestinedforthenearbyshops.

Thisspaceisreservedandcontrolledbyupto

twomembersofstaffwhocanalsohelpgoods

vehicledriverstodelivertheirgoodstotheshops

usingtrolleys.

Thespacecanaccommodateto5deliveryvehi-

clesatonce(itisabout0metreswide).

TheELPoperatesfromMondaytoFridaybe-

tween09.00and17.00andonSaturdaybetween

09.00and11.00.

InitialresultsshowsthattheELPsystemisvery

popularwithfreighttransportcompaniesbecause

itofferstheguaranteeofanavailableandsecure

unloadingareaclosetothecommercialareain

thecitycentre.

AsecondELPwasset-upinBordeauxin2005

andatrirdin200.ELPsarealsobeingestab-

lishedinotherFrenchcities(e.g.Rouen).

Nearbydeliveryarea(ELP)

InBordeaux,asystemwasestablishedin200to

easethedeliveryofgoodsinthecitycentre,involv-

ingthecreationofnearbydeliveryareas(Espace

delivraisondeproximit-ELP).TheELPapproach

comprisestheinstallationofanurbantranshipment

platformonwhichdedicatedpersonnelprovides

assistanceforthedispatchingofconsignmentsfor

thelastmile(innercity).Goodsareunloadedfromincomingvehicles,andcanbeloadedontotrolleys,

carts, electric vehicles and bicycles for the nal

distributionleg.Thisapproachcanalsobeusedto

provideadditionalservices(suchashomedelivery,

short-termstorageetc.).ELPinBordeaux


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Bild:Schilder(z.B.40)


An Urban Consolidation Centre (UCC) is dened

as:alogisticsfacilitythatissituatedrelativelyclose

totheareathatitserves(bethatacitycentre,an

entire town or a specic site) from which consolidated

deliveriesarecarriedoutwithinthatarea.(UCCsare

addressedindetailinPartIIIofthisguide.)

Vehicleweightandsizeregulations

Regulationsarefrequentlyputinplacebyurban

authoritiesforsafetyandenvironmentalreasonsto

preventvehiclesaboveacertainweight,size(length

orwidth),ornumberofaxlesfromusingeithera

particularroadoraparticulararea(i.e.severalcon -

nectedroads).Reasonsforintroducingthistypeof

regulationinclude:

Anarrowroad

Aweakbridge

Alowbridge

Overhangingbuildings

Toimprovetheamenitiesoflocalresidents

Regulationsoftenexemptvehiclesthatneedtoac-

cesstheroadorareatomakeadelivery.Weight,

size and time regulations often conict with those ofothermunicipalities.Acarefulconsiderationshould

begiventoharmonisation.

Weightandtimeregulations

UCCinGermany-DeutschePostAG


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Bild:Schilder(z.B.4)

Timeregulations

Timeregulationscanbeimposedongoodsvehicles

inaparticularroadorurbanareaintwoways:

Timeregulationsonvehicleaccess

Timeregulationsonvehicleloading

Accesstimeregulations

Accesstimeregulationsforurbangoodstranspor t

arethemostimportantandmostcommonlyused

instrument used by urban planners to inuence urban

goodstransport.Accesstimeregulationscanbe

usedtopreventvehiclesfromenteringaroadorarea

atparticulartimesofday.Theycanbeimposedonall

roadvehiclesorjustongoodsvehicles(theycanalso

beimposedonlyongoodsvehiclesofacertainsize

orweight).Theseregulationsareusuallyimposedon

roads or areas that are very sensitive to road trafc.

Examplesinclude:

Pedestrianisedshoppingareasoftenallvehi-

clesarebannedduringthemainshoppinghours

Residentialstreetsgoodsvehiclesabovea

certainweightorsizearesometimesbanned

fromaroadorurbanareaatnighttoprevent

disturbance,orduringthedayneartoaschoolto

preventaccidents

Entireurbanareasweekendbansareimposed

ongoodsvehiclesinsomeEuropeantownsand

cities.Nightbanshavebeenimposedonhalfof

Frenchcitieswithmorethan100,000inhabitants.

Loadingtimeregulations

Loadingandunloadingtimeregulationsmaybe

appliedtothekerbside.Theserestrictthetimesat

whichvehiclescanstopatthekerbsideforloading

andunloadingactivities.Theserestrictionsmust

balancetheneedstousethespaceforloadingand

unloadingandotheractivitiessuchasparking.

Goodkerbsidemanagementcanenablebetter

useofrestrictedspaceandlimitcongestioninthe

area.

Detailsoftheregulationsareusuallydisplayedon

wellsitedtrafficsigns.

Theregulationsshouldbeconsistentandmeet

therequirementsoflocalbusinesses.


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Imposingandenforcingaccess

andloadingregulations

Itisimportantthatthereisclearsignageinforming

driversoftheregulationsapplyinginanyarea.Cam-

eraenforcementcanalsobeusedinordertodeter

driversfrombreakingthelawandforidentifyingany

thatdo.

Physicalbarriersmayalsobeused.These

include:

- Retractablebollards(maybecomputercon-

trolledtoallowaccesstopermittedvehicles).

- Widthrestrictions(suitablealternativearrange-

mentsmayneedtobemadeforaccessby

emergencyvehiclesorotherpermittedusers).

Whilsttheenforcementofregulationsbystaff

maybeexpensiveitscostmaybeoffsetbythe

revenuegeneratedfromfinesimposedonthose

breakingthem(ittakes50agentsinBarcelonato

enforce5,000loadingbaysinthecity).

Urbanplannersshouldcarryoutfeasibilitywork

toensurethattheadvantagesofimplementingtheaccessorloadingregulationsoutweighthe

disadvantages(takingintoaccounttheeconomy,

society,andtheenvironment).

Retractablebollards Accesscontrol


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Environmentalzones/emission

standardsregulations

ALowEmissionZone(LEZ)orEnvironmental

Zoneisanareathatcanonlybeenteredbyvehicles

meetingcertainemissionscriteria.Theymaybe

basedon:

Ageographicalarea

Atimeperiod

Vehicleemissionsstandards

Vehicletypes

ExamplesofLowEmissionZonesinEuropeancities

1. LEZshavealreadybeensuccessfullyimplement-

edandrunforseveralyearsinseveralSwedish

citiesincludingStockholm,Gothenburg,Malmo,

andLund.TheseLEZs:

Wereintroducedtoimproveairqualityandreducenoise

CancapitaliseonEUvehiclelegislationforroad

vehicleswhichsetsprogressivelytighteremission

limits

Targetalldieselvehiclesover.5tonnesgross

weight

2. AnLEZalsoexistsinRome.LEZsarealso

plannedinLondon,Madrid,Paris,Copenhagen,

MilanandurbanareasinNorway.

. Accessregulationsbasedonairornoiseemis-

sionstandardscanbeimposedwithoutdefininga

specificLEZarea.


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LKW-Spur(z.B.7)

Nightdeliveries

Inner-citynightdeliveryisthedeliverytoretailersand

shopsintheinnercityareaduringthenighthours

whenthecityusuallyisquietandinactive.Typical

timesarebetween22:00and0:00.Inseveralcities

suchasBarcelonaorDublin,successfulexperiences

withtrialsonnightdeliveryaremadereplacinga

(higher)numberofvehiclesoperatingduringday

timebya(fewer)numberofvehiclesoperatingduringnighttime.

InmostEuropeancitiestherearenighttimeregula-

tionswithsomenotableexceptionssuchasParis.

Twotypesofnight-timeregulationsmaybeintro-

duced:

Timeregulationsondeliveriesandcollectionsto

andfromaparticularbuilding(e.g.aretailoutlet,

officeorfactory)

Regulationsongoodsvehiclemovementinapart

orthewholeofanurbanarea

Theremaybeanumberofconsequencesforfreight

transportcompaniesduetonotallowingnighttime

activities:

Morevehiclesmayberequiredtomakedeliveries

inashorterdeliverywindow

Deliveriesmayhavetobemadeinperiodsof

greatercongestion(reducingvehicle&driverpro-

ductivityandincreasingfuelconsumption)

Journeytimesmaybeslowerandlessreliable

Thesupplychainmaybelessefficient

Totalsupplychaincostsmaybeincreased

Pointstoconsiderinrelationtonighttimedelivery

regulations:

Restrictivenight-timeregulationscanresultinan

increaseintotalcostswithinthesupplychain.By

beingallowedtomakenight-timedeliveries,some

companiescanimprovetheefficiencyoftheir

operationsandimprovesales.

Nighttimedeliveryregulationsshouldmainly

focusonnoiseissues.

Welldefinednoisestandardsfornighttimeop-

erationscouldbringsignificantbenefitstolocal

residentsincreasingtheacceptanceofnighttime

transportoperations.


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2

Example:ThePIEKprogrammeintheNetherlands.

Deliveriestoshopsareoftenmadeintheevening,

earlymorningorduringthenight.Manypeoplein

Dutchtownsandcitiesliveclosetooraboveshops.

Thishasresultedinmorepeoplebeingsubjectto

noisedisturbancefromdeliveryactivity.Alawwas

setuptoaddressnoisenuisanceandstatesthatthe

noiseemissiongeneratedwhenloadingandunload-

inggoodsmustcomplywithstrictnoiseemission

standards.Researchhasrevealedthatmanyloading

andunloadingactivitiesexceedthenoisestandards

of0and5dB(A)proposedduringtheeveningand

night.

TheDutchgovernmentcollaboratedinthePIEKpro-

grammetohelpprovidethemarkettodeveloptech-niquesandequipmenttomeetthenoisestandardsin

theorder.ThePIEKprogrammeconsistsoftenmain

projects:(i)transferofknowledgetorelevantcompa -

nies,(ii)encouragingquietbehaviour,(iii)optimum

loading/unloadinglocations,(iv)quietdistributionve-

hiclesupto7.5tonnes,(v)quietdistributionvehicles

exceeding7.5tonnes,(vi)quiettransport-refrigeration

installations,(vii)quieton-boardforklifts,(viii)noise

reductionofrollingcontainers,pallettrucks,andhand

pallettrucks,(ix)noisereductiontoshoppingtrolleys,

and(x)electricpropulsionoracombinationofelectric

propulsionwithdieselorgaspropulsion.

Lorrylanes

1.Roadlanesdesignatedforlorryusecouldhelpto

reducedelayandimprovejourneytimereliability.

Thefollowingoptionsexist:

Dedicatedlorrylane-laneonlyforgoodsvehicles

Busandlorrylane(alsocalledno-carlanes)

Highoccupancyvehiclelanelaneforbuses,

goodsvehiclesandcarswithaspecifiednumber

ofoccupants

Buslaneswhichmaybeusedbygoodsvehi-

clesforunloadinginspecificlocationsbutnotfor

travel(e.g.theLincolndeliverybaysimplement-

edinbuslanesinParis)

2.Issuestoconsiderinthinkingabouttheuseof

lorrylanesinclude:

Dedicatedlorrylanesareoftenusedonhills

(knownasCrawlerlanes)andtodirectlorriesto

industrialareasavoidingsensitiveareas.

No-carlanescanprovideaviablealternativeto

abusonlylaneinsituationswherebususageis

insufficienttojustifyanexclusivebuslane.

Lanesavailabletoallgoodsvehiclesareeasier

toenforce,comparedwiththoseavailableto

selectedtypesorsizesofvehicles,butmayresult

intoomanyvehiclesusingthelanetoimprove

journeytimesandreliabil ity.

Indesigninglanesthatpermitamixofvehiclesto

usethem,urbanplannersneedtoestablishhow

wellthesevehicleswillinteractwitheachotheron

thesectionofproposedroad.


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24

Roadpricingsystems

Severalexamplesofurbanroadpricingschemesex-

istinEuropeancities.Thebestknownexamplesare

infrastructurechargingschemesforsingletunnelsor

bridges,e.g.theresundbridgeortheWarnowTun-

nel in Rostock. One of the rst successful examples

ofurbanpricingisfromthecityofTrondheim.Avery

successfulrecentexampleistheLondoncongestionchargingscheme.Threemainobjectivesareoften

followedinurbanpricingschemes:

1. Tocoverconstructionandmaintenancecostsof

urbaninfrastructure

2. To inuence the transport demand for inner city

transportprocesses

. Tochargeexternalcostsfromtransportpro-

cesses

Exampleofurbanroadpricing:TollsinNorwegiancities

TollsystemswereintroducedinTrondheimin198

andOsloandBergenin198.

Thetollswereintendedtoprovidefundingfor

roadimprovementratherthanmanagetraffic

levels.

Theschemesareoperatedbyprivatecompanies

partiallyownedbythecitycouncils.

Thetollforvehiclesunder.5tonnesis1.5-2

euroand.5-4euroforvehiclesover.5tonnes.


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2

ITSforurbangoodstransport

TherearevarioussupportingtechnologiesforITS,

includingvehicletelematics(on-boardunits),global

positioningsystems(GPS),smartcards,andvideo

messaging signs that can be linked to trafc manage -

mentsystemsand/ortofreighttransportmanage-

mentsystems.Thedemandforsuchsystemshas

beengrowinginrecentyears.Thesesystemsare

usedtoimproverouteandtripplanningaswellas

servicesprovidedtocustomers(e.g.reliableestimat-

edtimeofarrival).Manyofthesesystemshavebeen

initiatedandoperatedbyurbanauthoritiesaspartof

the trafc management systems used to improve the

trafc situation within the urban area (e.g. by trafc

regulationsoraccesscontrol).Privately-operated

freighttransportmanagementsystemsaremainly

appliedtooptimiselogisticsanddistributionpro-cesses,hencecontributingtoacostoptimisationof

thesupplychain.

ITScanbedividedinto:

Freighttransportmanagementsystems

(e.g.fleetmanagementsystemsandtracking&

tracingsystems)

Trafficmanagementsystems(e.g.accesscontrol

systems,trafficmanagementandinformation

systems)

Freighttransportmanagementsystems

ComputerisedVehicleRoutingandScheduling:

Efficientplanningbyvehicleoperatorstoplan

vehicleloadsandjourneys

Navigationsystemsandtrafficcontrol:

Usedtoprovidespecificrouteingguidanceandreal-timeinformationaboutvehiclelocation,traffic

incidentsandchangesincustomersrequirements

TourplanningwithPTVIntertour

Trafc management center, Berlin

Technologyinurbanfreight


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27

In-CabCommunicationsystems:

Theseallowthedrivertocommunicatewiththeircompanyplannersandalsowithcustomerby

voiceorcomputer.

Slotbookingsystems:

Usedtoco-ordinateandplangoodsvehiclearriv-

alsatmajorsitesgeneratinglargeflows.

TheuseofITSandtelematicssystemscanhelp

companiestoreducetheiroperatingcosts,improve

journey reliability and time, and deal efciently with

unexpectedincidents.Althoughtheuseofsuchsys-temsisrelativelylimitedamonglogisticscompanies

atpresent,itisgrowing.

Trafc management systems

1. Urban trafc management and control

(UTMC)systems:

UTMC systems help to improve trafc ow, to reduce

journeytimesanddelays,andtoimproveroadsafety.

In Germany there are several examples of trafcmanagementcentresthatareworkingonafully

operational and commercial basis. Data on the trafc

situationarecollectedandprocessed.Examplesof

urban trafc management centres include Berlin,

LondonandParis.InparticularUTMCcaninvolvethe

useofarangeoftechnologyapproachesincluding:

UrbanTrafficControl(UTC)systemstoco-ordi-

natetrafficsignaltimings

Variablemessagesigns(VMS)tocommunicate

informationtodriversviaroadsidesigns

Carparkoccupancysensors

Journey-timemeasurementsystemsviaauto-

maticnumber-platerecognitiontechnology

2.Theprovisionofmappingorrouteguidance:

Canencouragegoodsvehicledriverstousethe

mostsuitableroutes.

Informationprovidedcaninclude:

-Preferredroutes

-Vehicleheightandweightrestrictions

-Accessandloadingregulations

-Locationsofgoodsvehicleparks

Mobiletrucknavigation

PTVValidate,Germany


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28

Environmentally-friendlyvehicles

.Automatedvehicleaccesscontrols:

Canactivaterisingbarriersorbollards

AccesscanbemanagedusingCCTV,smartcards

orwirelesscommunications

Wherebarriersareconsideredvisuallyintrusive,

automaticenforcementsystemssuchasnumber

platerecognitioncanbeemployedtoensure

compliance

MostEuropeancitiesareconfrontedwithproblems

of air- and noise-pollution caused by road trafc.

Airpollutionislinkedtoarangeofhealthproblems

includingprematuremortality,aggravationofrespira-

toryandcardiovasculardisease,asthma,bronchitis,

anddecreasedlungfunction.Manystudiesalsolink

exhaustgasestoincreasedincidenceoflungcancer.

Noiseisalsobecomingamajorprobleminurban

areas.

Theintroductionofenvironmentally-friendlyvehicles

(EFV)intourbantransportismostcommoninWest-ernEuropeancountriesatpresent.Publicauthorities

have made resources and nancial support avail-

abletoencourageinnovativefreighttransportand

logisticsconceptsincludingEFVandnewvehicle

technologiesinurbanareas,byamixofincentives

andregulations.

Environmentally-friendlylorry

Vehicleaccesscontrol


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29

Bild:Iveco-Truckmit

Euro-4sichtbaranFront

(Iveco-Disk)

MaintypesofEFVinclude:

1.Alternativefuels

IncludingLPG,CNG,Bio-FuelsandHydrogen-

based-technology

Technologiesandfuelsalreadyexistbutsignifi-

cantmarketpenetrationhasyettobeachieved

2.Dieselandpetrol

Euroengineemissionsstandardsforgoodsvehi-

clesarehelpingtosignificantlyreduceemissions

Particulatetrapscanbefittedtovehiclestocap-

tureparticulatesbeforetheyentertheatmosphere

.Electricandhybridvehicles

Electricvehiclesareespeciallysuitabletoreduce

noiseemissionsandproducenoexhaustemis-

sions

ThepromotionandusageofEFVinurbanfreight

transporthasbeenencouragedbyseveralurban

authoritiesandnationalgovernments.Manymunici -

palandnationalactivitieshavestartedtoencourage

theuseofEFVinurbanfreighttransport.National

programmeslikethePIEK-programmeortheFrenchNationalProgrammeonGoodsinCitieshave

evidencedthatnationalprogrammesandsupport

measurescanleadtosuccessfulresults.

ThefollowingtableshowsthetypesofEFVinitia-

tivesthatexistorhavebeentrialledinurbanfreight

transport.


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0

EFV initiatives in urban freight

Informalpartnerships:urbanauthorities,trans-

portoperatorsandurbanbusinesseshavecome

togethertosetupsustainablesolutionsbased

onamoreenvironment-friendlyformofurban

freighttransport

Taxreductionsandadvantagesfortheuseof

EFVs,alternativefuels,andtheinstallationof

modern lter technology on diesel vehicles

FreighttransportoperatorsthathaveusedEFVs

forurbandeliveries,oftenaspartofresearch

projectsco-fundedbypublicauthorities

Specialpermissiontoaccesspartsoftheurbanareasuchasshoppingandbusinessdistrictsfor

vehiclesthatmeetcertainemissionstandards

Roadpricingschemesthatprovidediscounts

andexemptionsforgoodsvehiclesthatmeet

certainemissionsstandards

Fundingofinnovativeresearchprojectsandtri-

als in the eld of urban freight transport by using

EFV

1.

2.

.

4.

5.

.

Examples

ThePIEKandDEMOprogrammesintheNeth-

erlands,andnightdeliveriesusingsilentvehicles

andequipmentinBarcelona

Lowerratesofvehicletaxforgoodsvehicles

thatmeettherequiredemissionscriteriainUK&

France

Lowertaxratesforalternativefuelsforexample

intheUK,FranceandSwitzerland

HermesLogisticGroupinGermany

LaPetiteReineinFrance

LOreal/Gefco/EDFexperimentwithelectric

vehicles

Monoprix/GEODISexperimentwithCNGvehicles

Environmentalzone(LowEmissionZone)schemeinSweden

ELCIDISprojectinLaRochelleUrbanConsolida-

tioncentreinFrancewhichuseselectricvehicles

TheCopenhagentrialinDenmark

CUDEprojectinMalaga,Spain

TheLondonCongestionChargingScheme

intheUK

TheHeavyVehicleFee(LSVA)inSwitzerland

ProgrammeNationalMarchandisesenVilleinFrance(experimentsofelectricandCNGdelivery

vehiclesinFrenchcities-withfinancialsupport

fromADEME)

Greentruckexperimentunderfinancialsupport

oftheADEME-projectandpromotionalsupportof

thecityofParis

Environmentally-friendlyvehicleinitiativesinurbanfreighttransport


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1

1. Therearecurrentlyseveralobstaclestowider

useofEFVs.Themainfailurefactorsthathave

beenassessedare:

HigheroperationalcostsofEFV

Lowcapacity/volumeofelectricvehicles

Aninsuff icientfill ingstation(loadingstation)

infrastructure

Reliabilityproblemsanddefectsresultinginhigh

maintenancerequirementsofEFV

2. MostEFVprojectsarecurrentlysupportedby

public nancial budgets.

. Privateoperatorstendtoonlychangetheir

eets if:

Thereisaclearfinancialbenefitforthecompany

Thereisanadequatealternativefuelstation

network

Therearemarketingbenefitsforthecompany

Thecompanyhasastrongcommitmentto

environmentalissues

Suitablevehiclesareavailable

4. Moreover,thesuccessforpromotingEFVoften

dependsonframeworkconditionslike:

Emissionandenvironmentalregulationsand

standards

Incentivesliketaxreduction(fuelpricedevelop-

ment)

Fillingstationnetworkavailability

Individualtransportstrategyanddeploymentof

vehicles

Acombinationofincentivesandrestrictionsasused

bypublicauthoritiesinGermany,France,theNether-

landsandotherEuropeancountrieshasshownthat

developmentsinEFVhavestarted.However,only

iftheoperatingcostandreliabilityofEFVimproves

comparedwithtraditionalfueltechnologieswilla

large-scaleintroductionofEFVbeachieved.Public

fundingandsupportmeasurescanhelptofosterand

promoteEFV.

Emission-freeenvironment


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2

Enforcementissues

Enforcementreferstoactivitiesthatarecarriedout

by administrative bodies to ensure that trafc laws

andregulationsareobservedbyroadusers.En-

forcementactivitiescanonlytakeplaceonthebasis

oflegalregulationsthatofferthepossibilitytotake

accountofoffendersthroughpenaltiesandthelegal

system.Typically,someurbanfreighttransportpolicy

measuresareadvisory,whileothersarestatutory.

1. Advisorymeasuressuggestapossiblecourseof

actiontodrivers,butthereisnoneedtoensure

thatdriverscomply,sothereisnoneedforen-

forcement.

2. Statutorymeasuresareintroducedwiththe

intentionofensuringthatdriverscomply.

Many trafc regulations require enforcement to

preventdriversignoringthem.Thisisespeciallytrue

ofvehicleaccessandloadingregulations,speeding

regulations,andstatutorylorryroutes.However,en-

forcement of trafc regulations can require signicant

resourcesandcanbeveryexpensive.

Inaddition,bodiesresponsibleforenforcementmay

notseeitastheirpriority.Traditionally,muchen-

forcement has involved police ofcers patrolling the

streets.Howeverthisischanging:

Insomecountries,powerfortheenforcementof

certaintrafficregulationshasbeenpassedtothe

urbanauthoritiesthatcanearnsignificantrev-

enuefortransportinvestmentfromthiswork.

Greateruseoftechnology(suchasroadside

camerasanddatabases)isbeingmadetoenforce

trafficregulations.

Thefollowingtableshowsthepointsthatshouldbe

consideredaboutenforcementwhendeveloping

freighttransportmeasuresinanurbanarea.

Policecontrol


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Pointstoconsideraboutenforcementwhendevelopingurbanfreighttransportmeasures

Itisveryimportanttoconsidertheissueofen-

forcementatthestartasthiscanplayakeyrole

indecidingthebestmeasuretoimplement.

Whenever possible, freight trafc schemes should

bedesignedsoastominimisetheneedforen-

forcement.

Freighttransportmeasuresthatdonotrequire

activeenforcement(suchasadvisoryroutes,

widthlimits,bollardsandotherbarriers)willbe

muchcheaperthanthosethatdoneed

enforcement.

Effective enforcement of trafc regulations can

makeamajorcontributiontodrivercompliance

butcanbeveryexpensive.

Technologicalsolutionsaremakingitpossibleto

1.

2.

.

4.

5.

carryouteffectiveenforcementwithoutneedinga

largestafftocarryoutpatrols.

Producing trafc regulations in conjunction with

thefreighttransportindustrywillalsohelpto

achievecompliance.

Bodiessuchasthepolicethatwillberesponsible

forenforcementshouldalsobeincludedindis-

cussions about urban freight trafc schemes at an

earlystage.

Providing information about trafc regulations to

goodsvehicledrivers,freightcompaniesandtheir

customerscanhelptoimprovecompliancewith

the trafc regulations.

Clearandaccurateroadsignsareneededfor

drivers to understand the trafc regulations.

Compliance rates with urban freight trafc regula-

tionsshouldbemonitored.

.

7.

8.

9.

10.

Urbantransport


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4

Variousexamplesofpublic-privatepartnerships

(PPP)existinurbanfreighttransportinrecentyears.

PPPsinurbanfreighttransporthavebeenusedfor

the nancing, building and operation of infrastructure

projects,aswellasforthenegotiationandsetting

offrameworkconditionsandagreementsbetween

thepublicandprivatesectors.Anexampleofsuch

partnershipsarethecitylogisticsschemesthatwere

heavilypromotedbythepublicsectorinsomecoun-

triesintheearly1990s.

However,mostofthesecitylogisticsschemeshave

sincefailed.Themainreasonsforthesefailures

were that the protability of such approaches were

overestimatedandthecriticalmassonconsignments

tobebundledforcitydistributionwasneverreached.

Hence,mostprojectsvanishedortheactivitiesweretakenoverbyoneprivateoperator.Thelesson

learnedfromthesecitylogisticsexperienceswas

that PPPs which do not provide sufcient commercial

benets are not sustainable over time. More recent

effortstoestablishworkingrelationshipsbetween

thepublicandprivatesectortoaddressurbanfreight

issueshaveprovedmoresuccessfultheexample

ofFreightQualityPartnershipsintheUKisprovided

below.

Obviously,theinitiationandmaintenanceofaPPP

isacomplextask.However,bringingbothsides

together can result in mutual benets, large synergy

effects and efciency gains especially for tasks which

arenotcoredutiesofthepublicsector.

Jointworkingbetween

publicandprivatesectors


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5

Withinaco-operativepartnershipthegovernment(localandnational)isexpectedtoplayaresponsible

roleformanyreasonsincluding:

Copingwithnegativeexternalities(e.g.roadcon-

gestionandairpollution)

Co-ordinationwithotherpublicpurposessuch

ascityplanning,regionaleconomicdevelopment

andenvironmentalmanagement

Cross-borderadministration

Presently,nationalgovernmentsandurbanauthor-

itiesdonothaveagoodtrackrecordininvolving

urbanfreighttransportactorsindecision-making.

Participationinpolicy-makinghasbeenoftenkeptto

alimitedconsultationexercise.

ExamplefromtheUK

AnexampleonamoreinclusiveapproachtoPPP

hasbeendevelopedintheUK.Thishasincluded:

Thepublicationofdocumentsthatoutline

thegovernmentsdeterminationtorecognise

problemscausedbyandfacedbyurbanfreight

transport.

Urbanauthoritiesbeingencouragedbythe

nationalgovernmenttofocusgreaterattention

onfreighttransportandtoincludeconsideration

ofurbandistributionandsustainabilityinLocal

TransportPlans(LTPs)andtoestablishFreight

QualityPartnerships(FQPs)

FreightQualityPartnerships(FQPs)

FQPsareameansforurbanauthorities,busi -

nesses,freightoperators,environmentalgroups,thelocalcommunityandotherinterested

stakeholderstoworktogethertoaddressspecific

freighttransportproblems.

FQPsprovideaforumtoachievebestpractices

inenvironmentallysensitive,economic,safeand

efficientfreighttransport.

FQPpartnersexchangeinformation,experiences

andinitiateprojectsregardingurbanfreight

transport.

FQPshavebeenformedbymanylocalauthor-

itiesintheUK.

InadditiontoFQPsintheUK,theParisDistribution

Partnershipwasrecentlyestablished.


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37/84

7

PARTII:Lastmilesolutions

Dening last mile solutions

Thesupplychain

Gettingthegoodstothecustomer

Technologyandtelematicsinlastmilelogistics

1.

2.

.

4.

Guidanceonlastmilesolutions

Advantagesanddisadvantagesoflastmilesolutions

Urbantransportimpactoflastmilesolu-tions

Urbanplanningandregulationissuesas-sociatedwithlastmilesolutions

Successandfailurefactors

5.


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8

Homeshoppingcallcenter


Homeshoppingviae-commerce

E-commerce(electronicallyfacilitatedremoteselling)

andotherremotesalesarerisingrapidlyeachyearin

manyEuropeancountries.Mintelestimatethetotal

home shopping market in Europe was worth 67.2

billionin200,(approximately.%oftotalretail

sales).Thisestimateincludespurchasesofproductsfrome-commercecompanies(onlinesalesofshop-

basedretailers,mailordercompanieswithonline

cataloguesandinternetretailers),thecataloguesof

mailordercompanies,anddirectsellingcompanies.

(Theestimatedoesnotincludethepurchaseofprod-

uctsfromotherconsumers(C2Ce-commerce)orthe

purchaseofgoodsinshopsthataredeliveredtothe

consumershome).Germany,theUKandFranceac-

countforalmostthreequartersofallEuropeanhome

shopping sales (accounting for almost 50 billion of

salesin200).

Source:Mintel,2005

Europeanhomeshoppingsalesas%allretailsales,200


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9

E-commerceisthefastestgrowingpartofthe

homeshoppingmarketandisexpectedtogrowrapidlyinthecomingyears.E-commercesales

representedapproximately25%oftheEuropean

homeshoppingmarketbyvaluein200.Thiswas

madeupofonlinesalesbyshop-basedretailers,

mailordercompanieswithonlinecataloguesand

internetretailers.

E-commercesalesasaproportionofthehome

shoppingmarketvariedsubstantiallybetween

Europeancountriesin200.E-commercesales

rangedfrom4%ofthetotalhomeshoppingmar-ketinHungaryto42%inDenmark.

Thesizeoftheotherpartsofthehomeshopping

market(traditionalcataloguemailorderanddirect

sellingmarkets)areeitherstaticorfallinginmost

Europeancountries.

Limitedspaceincitycenters

Keyissuesinlastmilesolutions

1.FromasurveyintheUKin2005:

Fewerthan12%ofonlineretailersallowcustom-

erstoselectadeliveryday

Only20%offerSaturdaydeliveries

95%ofonlineretailersdonotofferaguaranteed

delivery

2.ResearchintheUKhasshownthatover50per

centofhomesareemptybetween09:00and

16:00 (reecting increasing numbers of single

personandtwoworkingpersonhouseholds).

Standarddeliverytimesareusuallyfrom08:00

to17:00.

3. This results in a signicant proportion of failed

deliveries (often one in fteen).

4. Deliveriesattemptedwhentheconsumerisnotat

homeresultin:

Theneedtocallagain

Higherthannecessaryoperatingcosts

Poorcompanyimageforboththesupplierofthe

goodsandtheirdeliveryagent

5.Failuretodeliveratatimeagreedwiththe

consumercouldthreatenrepeatpurchases.

.Faileddeliveriesareinconvenientforcustomers.

InarecentUKsurvey,8%ofcustomerswho

havestoppedusingremoteshopping,saidthat

inconvenientorunknowndeliverytimeswerea

factor.9%ofthesecustomerssaidthiswas

affectedbythemrarelybeingathome.


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40

Customer benets

Greaterproductchoiceandpricecomparison

Abilitytoobtaingoodsnotsoldlocally

Usefulforbulkyandheavygoods

Usefulforpeoplewithmobilityproblemseither

duetolackoftransportordisability

Timesavings

Twenty-fourhourperdayorderingservices

Attractivetopeoplewhodislikeshopping

Retailerbenefits

Sellingwithoutgeographicallimitations

Costsavingsbyreplacingbrick-and-mortar

storeswithawebsiteorcatalogue

Overallcostsavingduetoasimplersupplychain

Real-timepricing(beforedeliveryismade)

Bettermarketingpossibilities

Benets of home shopping for customers and retailers


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41


Lastmilesolutions(alsooftenreferredtohome

deliveries) are the logistics element of the fullment

processwithinconsumere-commercetransactions

(bothbusiness-to-consumerandconsumer-to-con-

sumer-B2CandC2C),otherremotepurchasesfrom

mailorder,directsellingandtelevisionshoppingcom-

panies,anddeliveriesfromretailoutlets.

1.Deliveriesmaybemadeto:

Thecustomershome

Thecustomersplaceofemployment

Reception/deliveryboxes

Collectionpoints

Lockerbanks

2.Mostdeliveriesareof:

Parcelsandsmallpackages(e.g.books,CDs,

clothingandfootwear,jewelleryetc)

Largeitems(e.g.furniture,whitegoods,other

largeelectricalappliances)

Food

.Whilstmostdeliveriesaremadebyoneperson,

largeritemsmayrequiretwopersondelivery

crews.

Comparedtotraditionaldistributionchannelsthere

aretwofundamentalcharacteristicsoflastmile

approaches:mostapproachescutoutthemiddle-

manandinsteadrelyondirectbusinesscontactwith

consumers;but,moreimportantly,involvedeveloping

asupplychainthatallowseachconsumertoordera

personalizedproduct.Shorteningthesupplychain

andprovidingvalueaddedservicestothecustomercanhaveasubstantialimpactonproductqualityand

price.

Newsellingchannelsandtheirassociatedlogistics

systems have signicant implications on:

Orderpicking-traditionallycarriedoutbythe

customersinthestore,retailoutletisnowdone

bytheretailer(resultsinaparadigmchangefrom

acollectionsystemtoadeliverysystem)

Newbusinessrelationships(logisticsisbecoming

themaininterfacebetweenretailerandcustomer)

Newdeliverystructures(theconsignmentsize

decreasesfrombulkshipmentstoindividualpack-

ages)

Andhaveresultedinanincreaseinthefragmen-

tationofordersanddeliveries


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42

Part of supply chain

Orderpicking/distributionchannel

Transportorganisation

Deliveryconsolidation

Arrangementsfordeliverytocustomer

Deliverypoint

Options

Viadedicatedpickingcentre

Viaretailoutlet

In-housewithownvehicles

Externalusingthirdpartylogisticsprovider(PL)

Onlyonecompanysgoodsdeliveredondelivery

vehicle

Severalcompaniesgoodsdeliveredondeliveryvehicle

Dayagreedinadvancewithcustomer

Day&timeagreedinadvancewithcustomer

Notime/dayagreementswithcustomer

Attendedhomedelivery

Reception/deliveryboxesathome

Lockerboxes

Collectionpoints

Thesupplychain

Thephysicaldistributionofgoodstotheconsumer

isacriticalfactorinthesuccessofthelastmilebusi-

nessmodel.

Therearedifferentlogisticsoptionsavailableindif-

ferentpartsofthelastmilesupplychainasshownin

thetablebelow:


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4

Commonsupplychainsinlastmileoperations

Thestartingpointforalllastmileprocessesisaretail

warehouse or a eShop fullment centre. There are

varioussupplychainoptionsbywhichthegoods

reach the nal customer.

FromtheeShopfulfilmentcentreeitherown

vehiclesorPLnetworkstructuresandvehicles

areused.Mostcommonisthatgoodsaretaken

toaregionaldistributioncentrebeforethefinal

deliverylegiscarriedout.

Aconsolidatedtrunktourcanstar teitherfroman

eShopfulfilmentcentreorfromalocaldistribution

centre.Transhipmentoftentakesplacewithinthe

cityorclosetothecityborder.Mostcommonis

atranshipmentfromlargertruckstovansforthe

finaldeliveryleg.

SomeapproachesseparateeShopactivitiesand

operatingoflastmileinfrastructure.Orderedcon-

signmentswillbecollectedfromdifferentretailers

andeShopfulfilmentcentresinacollectinghub.

Fromthereeitherthefinallegstocollectionpoints

orafurthertoursplitviaaregionaldistribution

hubtakesplace.

Deliveriescanalsobemadeviaaretailoutlet

storebeingdeliveredfromaretaildistribution

centre.Deliveriesaremadetothecustomereither

byownvehiclesorwiththehelpofPL.

Ifthedeliveryismadetoacollectionpointor

lockerbank,theconsumermayhavetotravelto

thislocationtocollecttheirgoods(althoughthe

operatorswillseektominimiseanyadditional

travel).

Theconsumersometimescollectstheirgoods

fromtheretailoutletorthelocaldistributioncen-

tre.However,itismorecommonthatthedelivery

ismadefromtheselocationstotheconsumer

usinggoodsvehicles.

Thedistribution/collectionofthegoodsisad-

dressedinmoredetailinthenextsection.

Manufacturer

eShop fullment

centre

Retailer

warehouse

Regional

distribution

centre

Local

distribution

centre

Retailoutlet

Collectionpoint/

lockerbankHome


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44

Gettingthegoodstothecustomer

Attendeddeliverysystems

Attendeddeliver yordoorstepdeliveries(i.e.

wherethecustomerhastobeavailabletoaccept

thedelivery)isstillthemostcommontypeof

homedelivery.

Fooddeliveriesusuallytakeplaceonapre-ar-

rangeddayandwithinagiventime-window,as

theproductmaydeteriorateovertime.

Insomecasescustomersmakeanexplicitpay-

mentforthedeliveryinothercasesadelivery

chargeisonlyappliedbelowanagreedvalueof

goods.

Deliveriesoflargeitems(suchasfurnitureand

whitegoods)areusuallyonanagreeddayandtime-windowbasis,astheyareexpensivedeliv-

eriesusingtwomandeliverycrews.

Unattendeddeliverysystems

Unattendeddeliveriesarebasedontheconcept

thatthepresenceofcustomersshouldnotbe

necessarywhenmakingadelivery.

Unattendeddeliverycaneithertakeplaceatthe

customershomeortoanotherlocationneartotheirhome,workplaceorsomewhereelsethey

visitregularly.

Smallproductswhichfitthroughletterboxesor

intomailboxes&thatdonotrequireproofofde-

livery(POD)maybedeliveredwhetherornotthe

customerisathomeatthetimeofdelivery.


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45

Receptionboxes

Permanentlyfixedtoawalloutsidethecustom-

ershome

Accesstotheboxviaanelectroniccodeorkey

Customercanbealertedofthedeliverybymobilephoneoremail

Usedmostlyforparcels,butcanbeusedfor

foodsiftheboxesaretemperaturecontrolled

Deliveryboxes

Apoolofboxesownedbytheretailerordelivery

company

Filledwiththegoodsatthedistributiondepot

Atthecustomershome,theyaretemporarilyat-

tachedtothehomeviaalockingdevicefixedon

thewallinasecureplace

Emptyboxesorboxescontainingreturnedgoods

arethencollectedbythedeliverycompanyeither

asaseparatecollectionroundoraspartofthe

nextdelivery

Theseproductstendtobedistributedtocustom-

ersviaexistingnationalpostalnetworks,and

couriernetworks(bothnationalandinternational).

HoweverifPODisrequiredgoodsmaybeleft

withaneighbouroranotherdeliveryattemptis

madeatalaterdate.

Recentlylogisticscompanieshavedesigned

alternativedeliverysolutionstominimisethe

problemoffaileddeliveriesandthehighcostsof

failedattendedhomedeliveries.

Unattendeddeliverysystemsatthecustomers

homeincludetheuseof:

- Receptionboxes

- Deliveryboxes

- Control ledaccesssystems

Unattendeddeliverysystemsawayfromthecus-

tomershomeinclude:

- Collectionpoints

- Lockerbanks


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47

Collectionpointexample:Kiala

Kialaprovidesacollectionpointserviceforlong-dis-

tanceretailersore-commerceshopsfornon-food

productsinBelgium,Luxembourg,theNetherlands,

FranceandinfutureinUK.

Ithasestablishedanetworkofcollectionpoints

(KialaPoints)atwhichcustomerscancollect,pay

forandreturntheirparcels.

Transportbetweentheretailerwarehouses,pick-

pointsandKialaPointsareorganised.

Twomainnetworksareoperated:aconsumerori-

entednetworkandaprofessionalnetworkfortime

criticaldeliveriesforexpresscouriers,travelling

salesstaff,andfieldengineers.

Thecustomercanselectapreferredstorefor

collectingtheirdelivery.Oncethedeliverytothe

storehasbeenmadethecustomerisinformedvia

SMSorCallCentrethattheirgoodsarereadyfor

collection.

Theapplicationalsomanagesthedataflowsfrom

andtoend-customers,directsellingcompanies,

collectiondeliverypointsandtransportationpart -ners.Stateofthearttechnologyreducescostsan

increasesefficiency.

Inadditionthesystemallowsthecustomersto

track&tracetheirparcelontheKialaInternetsite

Locker-banks

Locker-banksaregroupsofreceptionboxunits

(lockers).

Locker-banksaresimilartocollectionpointsas

theyarenotsitedateachcustomerspremises.

Sitedinapartmentblocks,workplaces,carparks,

railwaystationsetc.

Customersarenotusuallyassignedtheirown

lockertooptimizeusage(lockershaveelectronic

lockswithavariableopeningcode,andcanbe

usedfordifferentcustomersondifferentdays).

Maybededicatedtoonedeliverycompanyor

usedbymany.

Customersmaybenotifiedbymessageabout

whentheirdeliveryhasarrived,theboxnumber

andlocation,andthecodetoopenthebox.

Locker-banksrequirethecustomertomakethe

finallegofthejourney.However,locker-banks

arelocatedtomakethedeviationincustomersjourneysasshortaspossible.


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48

DHLPackstation

Locker-bankexample:Packstation

PackStationisasystemprovidedbyDeutsche

PostinGermany.

Offersconsumersandprofessionalsthepossibil -

ityofaccesstotheirparcels7daysperweek,24

hoursperday.

CustomersareissuedwithaPIN,anInternet

password&acityplanCD-ROMshowingallthe

PackStationlocations.

Thesystemcanalsobeusedtomakereturnship-

ments.

Acustomerisinformedofdeliverybye-mail

and/orSMS.

Packagescanbeheldforuptoninecalendar

days.

Twotypesofmachinearecurrentlybeingused:

-astaticsystem,similartoaleftluggage

lockersinstations

-machineswithoutlockersthatworkusingarotaryplatter

Canbeusedforpackagesuptoamaximumsize

of0x5x5cm.

FirstintroducedinGermanyinDortmundand

Mainzin2001.

Bytheendof2005,DHLhadintroducedmore

than00machinesin90cities,usedbyover

00,000registeredcustomers.

Nationalcoverageisplannedbytheendof2007.

Largecompanies(includingBASF,Microsoft,

SiemensMedicalServicesandSAP)havelocker

banksontheirpremisestocopewithpersonal

parcelsforemployeesthatwouldotherwisehave

tobehandledbytheirmailrooms.

Theattributesofattendedandthevariousunattendeddeliverysystemsarelistedinthefollowingtable.


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49

Who covers the last

mile?

Customer present?

Types of products

Failed deliveries

Delivery window

Times at which goods

can be collected

Retrieval time forcustomer

Drop-off time

Initial investment

Delivery Costs

Possible operational

problems

Potential reduction in

goods vehicle activity

compared to attended

delivery

Attended

delivery

Delivery

company

Yes

Any

High

Fixeddelivery

hours

Not

appropriate

None

Long

Low

High

Highfailed

deliveries.

Pooruseof

vehicle

capacity

-

Reception box /

Delivery box

Delivery

company

No

Packages,

groceries

Virtuallynone

Deliverycompany

operatinghours

24hours

Veryshort

Short

High/Medium

Low

Largenumberof

boxesneeded/

Needtocollect

boxes

Some

reduction

Controlled

access system

Delivery

company

No

Packages,

groceries

Virtuallynone

Deliverycom-

panyoperating

hours

24hours

Veryshort

Short

Medium

Low

Customer

concernsabout

safety.Needfor

suitabledeliv-

erylocation

Somereduction

Locker-bank

Customer

No

Packages,

groceries

Virtuallynone

Deliverycom-

panyoperating

hours

24hours

Short-Long

Veryshort

Medium

Lowest

Customerhas

totravelto

collect

Greatest

reduction

Collection

point

Customer

No

Packages

Virtuallynone

CPopening

times

CPopening

times

Short-Long

Veryshort

Low-Medium

Lowest

Customerhas

totravelto

collect

Greatest

reduction

Acomparisonofattendedandunattendeddeliverysystems


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50

Technologyandtelematicsinlastmilelogistics

Informationandcommunicationtechnology,and

telematics solutions can have an important inuence

in making last mile processes more efcient. Devel-

opments in the following areas may be benecial.

Computerisedvehicleroutingandscheduling

Vehicleroutingandschedulingsystemscanresult

injourneytimesavingsof10to15%.

Customerscanreceivemoreprecisedelivery

timeestimates.

Theproportionoffirsttimedeliverysuccess

shouldincrease.

Operationalcostscanbereduced.

GPS-basedRoutenavigationsystems

Providesnewdriverswithdetailedroutinginstruc-

tionstotravelbetweendeliveries.

Overcomeslackoflocalknowledgeincreasing

speedofdeliveriesanddriverflexibility.

Real-time trafc information

Stillinitsinfancy.

Collectionanddisseminationofdatatohelp

updatetransportplanstomaximisevehicleutilisa-

tionandfirsttimedeliverysuccess.


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51

Radio frequency identication (RFID)

Stillatanearlystage.

Vehicleandtransitunitidentificationispossible

andisundertrialatsitesintheRuhrandthe

Netherlands.

Transportprocessupdatescanbeaddedtobasic

productinformationandareanotherwaytogive

realtimesupplychaininformationforcustomers

andoperators.

Earlyproblemsofreadersensitivity,standardisa-

tionofinformationandapplicationcostsstillneed

tobeovercome.

RealTime trafc information

Guidanceonlastmilesolutions

Citydeliveryinapedestrianzone

Advantagesanddisadvantagesoflastmilesolutions

Theexpectationofthevarioussupplychainparties

inlastmileoperationsarequitechallengingandcan

be difcult to achieve. On one side customers expect

lowerprices,moreconvenienceandalargerproduct

variety,whileontheothersidesellerswanttoreduce

costsandachievebetterplacementoftheirprod-

ucts. The distribution of costs and benets in the lastmilechainhasalargeimpactonthesuccessofthe

overallapproach.Thetableshowstheadvantages

anddisadvantagesofthedifferentlastmileoptionsin

termsofdistributionchannels,transportoperations,

deliverytocustomers,andtheuseofITforplanning

deliverywindowsforattendeddeliveries.


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52

Advantagesanddisadvantagesoflastmilesolutions-concerningdistributionchannel

Distribution channel

Picking centre

(Warehouse /

distribution centre)

Picking in retailoutlet

Advantages

Increaseinreliabilityduetostock

transparency

Economiesofscale

Efficientmanagementofthe

processes

Almostnof ixedcosts(storestaffdoingthepicking)

Localknowledge

Moreflexibleinmanagement

Higherservicelevel(e.g.indelivery

timeortheprovisionofperishable

groceries)

Disadvantages

Highinvestmentcostsininfrastructure

andstaff

Largevolumesnecessarytoreacha

satisfactoryuseofcapacity

Highercomplexityinmanagingshopandpickingatsametime

Slowerpickingspeeds

Riskofoutofstocksituations

Possiblenegativeeffectforconsumers

visitingtheshop

Transport operation

Shipper operates

own vehicles for

deliveries

Shipper uses 3rd

party operator for

deliveries

Advantages

Completecontrolovertransport

chain,e.g.temperaturesensitive

Possibilitytoprovidevalueadded

services

Moreflexibledispatching

Importantforreputationasdriver

representsthecompany

Nofixedcosts

Betterplanninginavolatilemarket

Improvedutilisationofvehicles

Disadvantages

Highercosts

Difficultiesachievinggoodvehicle

utilisation

Ownfleetmanagementstructures

Lessflexibilityandcontrolforretailer

Lossofdirectcontactwithrecipient

Advantagesanddisadvantagesoflastmilesolutions-concerningtransportoperation


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Delivery point

Attended home

delivery

Reception & delivery

boxes/access control

systems at

customers home

Locker bank /

convenience store

Advantages

Highlevelofcustomerservice

Directcontactwithcustomer

Fewerfaileddeliveries(benefitsfor

customeranddeliverer)

Morecontroloverplanning,routeing

andschedulingofdeliveryrounds

Lowervehicleoperatingcoststhan

attendeddelivery

Consolidationofconsignments

Pickupatanytimeafterthedelivery

Disadvantages

Customerhastobeathome

Costsofredeliveryduetofailed

deliveries

Qualifieddriverswithlocalgeographical

skillsneeded

Canbehighervehicleoperatingcostsduetosmallervehiclesusedthanin

unattendeddeliveries

Costofboxes/accesssystems

Canbedifficulttoco-ordinatewhenre-

ceivinggoodsfromseveralcompanies

Deliveryboxesneedtobecollected

Limitedspaceavailabilityforboxes/units

Infrastructurecosts

Customersalsohavetotraveltoreceive

goods

Riskofnon-acceptance

bythecustomers

Possiblelocalcartrafficgeneration

Advantagesanddisadvantagesoflastmilesolutions-concerningdeliverypoints


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55

Urbantransportimpactoflastmilesolutions

Urban trafc ow

Lastmilesolutionscanresultinreductionsintotal

vehicletripsandvehiclekilometres(takingboth

goodsvehicleandcustomertripsintoaccount).

Forexample,inastudyoffoodshoppinginthe

UK,itwascalculatedthatif10-20%oftotalfood

shoppersweretousehomeshopping:

- Theswitchfromcarjourneystomultidrop

vandeliveriescouldleadtoa7-1%reduc-

tioninthenumbersofvehicletrips.

- Therecouldbeasubstantialreductionin

vehiclekilometresforgoodsflowstocus-

tomersusingthehomeshoppingservices.

However,anyreductioninvehicleactivityis

dependenton:

- Theefficiencyofthedistributionsystems.

- Whethercustomersmakeothernon-

shoppingvehicletripsinstead.

Timesavedbyshoppersusinghomedelivery

servicesmayfreeuptheirtimetomakemore

leisuretrips.

Homedeliverycanincreasegoodsvehicleactivity

inresidentialstreetsandmayhaveanegative

environmentalimpacts

Manydifferentcompaniesmayservicethesame

deliverylocation/customerusingtheirownvehi-cles.

Heavyitemsdeliveredonheaviervehicles,

needing to get closer to the nal delivery point

mayexacerbatethisproblem.

Theuseoflockerbanksandcollectionplatforms

mayalsoincreasethenumberofcarjourneys

requirediftheyarepoorlysitedrelativetothe

consumerlocations.

Whilstfoodshoppingofteninvolvesadedicated

carjourneyandthesemaybereducedbygreater

useofnewshoppingchannelsandhomedeliv-

ery,manyothershoppingtripscombinevisitinga

numberofstoresandotheractivitiessuchasdin-

ingoutorvisitingfriends.Inthesecircumstancesthereductionincartripsresultingfromhome

deliveriesmaybereduced.


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5

Urbanplanningandregulationissues

associatedwithlastmilesolutions

Urbanplanningissues

Remoteshoppingoperationsmayposeadilem-

maforurbanplanners.

Theycouldhavesignificanteffectsonthefuture

viabilityofmanyexistingretailsites.

Newpickingcentres,localdistributiondepots,

collectionpointsandlockerbanksmaybeneeded

inorontheedgeofurbanareas.Asmulti-chan-

nelretailinggrowsthenumberofbothwarehou-

sesandshopsmayincrease.

CurrentplanningguidanceacrosstheEUcentres

onthereductionincartravelandtheconcentra-

tionofdevelopmentinexistingurbanareasbut

therearefewpoliciesforaddressingtheimpactof

newsellingchannelsandhomedeliveries.

Legislation

Productlegislation,vehicleoperatinglegislation

andlanduse/townplanninglegislationcanall

impactonlastmilesolutions.

Examplesofproductlegislationthatimpactson

lastmilesolutionsincludes:

- Foodhygieneandtemperaturecontrol

regulations.

- Dangerousgoodsregulation.

Vehicleoperatinglegislationmayimpacton:

- Thetimeatwhichdeliveriescanbemade

(bothintermsofvehicleaccesstothestreet andunloadingregulat ions).

- Thetimesatwhichcustomersarepermittedto

visitcollectionpointstocollecttheirgoods.

- Thesizeand/orweightofvehiclesthatcanbe

usedtomakehomedeliveries.

Urbanlanduseplanninglegislationcanbe

usedtocontrol:

- Thenumberandlocationofhomedelivery

fullment facilities, collection points and locker

banks.

- Andthetimesatwhichhomedeliveryvehicles

canoperate.

- Plannerscanalsodecidewhetherthereisa

rolefortheurbanauthorityinthedevelopment

andoperationofsuchfacilities,andwhether

theywillbeoperatedbyoneormanycompanies.

Dangerousgoodstransport


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57

Successfactorsforlastmilesolutionsinclude:

Manycompaniesthathaveasuccessfulonline

businesshaveatraditionalbusinessmodelto

whichtheyhaveaddedanonlinebusiness.

Manynewe-commercecompaniesthatdevel-

opedwithabigbangcompletelyfailed.

WithineachEuropeancountryonlyafewdomi-

nantmarketplayersexistwiththenecessaryskills

andexpertisetodeveloplastmilesolutions.

Structuralinvestmentmustbemadecarefullyin

anareawheredemandpredictionisdifficult.

Theprovisionofafast,reliable,flexibleserviceatareasonablepriceiskeytothesuccessofan

online/remotetransaction.

Theuseofwidespreadparcelnetworkshasbeen

successfulforsomeshippers.

Collectionpointsandlockerbanksaremost

promisingfornon-food,standardsizedpack-

ages.

Focusingoncustomerneedsinagivencountryisimportant.

Successandfailurefactors

inlastmilesolutions

Failurefactorsinclude:

Inabilitytoachieveanacceptablereturn

oninvestment.

Inaccuratedemandforecasting.

Insufficientlevelofgoodsthroughput.

Manyunattendeddeliverysolutionswerebefore

theirtimeortooexpensive.

Issues specic to small packages

Toimprovecustomerserviceand/orreduceoper-

atingcosts:

- Introducingpre-arrangeddeliverytime wheredemandedbytheconsumer.

- Increasetheuseofunattendedsolutions.

- Criticallyreviewingthespeedofdelivery

promisetoimprovevehicleutilisationand

deliveryreliability.

Parceldeliverycompaniesshouldworktogether

toidentifyopportunitiestoimprovevehicleutilisa-

tionandreducethetrafficandenvironmental

impactoftheiroperations.


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58

Issues specic to food

Keyissuesinclude:

Attendedhomedeliverywillcontinuetodominate

untiltechnicaldevelopmentsallowgreateruseof

unattendeddeliverysystemsforfoods.

Retailersneedtoconsiderhowtheycouldwork

togethertousesharedorcommonfulfilmentanddeliveryoperationstoreducecosts.

Thechoicebetweenfulfilmentfromthesalesfloor

ordedicatedfulfilmentcentres.

Toofferlowcostservicesretailersmustseek

toreducetheirpeakhourthroughputsthrough

innovativeservicepricing,sharedoperations

andtechnicallyacceptableunattendeddelivery

systems.

Issues specic to large items

Keyissuesinclude:

Theintroductionofsharedfulfilmentandhome

deliveryoperation.

Theintroductionofshortermoreregulardelivery

windows.

Improvedrealtimecommunicationwiththe

customer.

Improvedvehicledesigntosuitdeliveriesin

residentialareas.

Highstandardsofdeliverycrewappearanceand

training.


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59

Denitions of UCCs

Classication of UCCs

ImpactofUCCs

AdvantagesanddisadvantagesofUCCs

1.

2.

.

4.

IssuesinplanningUCCs

ParticipationofinterestedpartiesLocationManagementstructuresProductshandledTheoperationsofUCCsFundingSuccesscriteria

.GuidanceonUCCs

7.UCCchecklist

5.

PARTIII:Urbanconsolidationcentres


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0

HammarbyLogisticCenter,Sweden

Many people are unaware of the potential benets

ofacarefullyresearchedandimplementedUrban

ConsolidationCentre(UCC).RetailersandlogisticscompaniesoftenthinkthatUCCswillincreasetheir

costsandreducetheircontroloftheirsupplychains.

AlthoughmuchthinkingonUCCsfocusesonretail

activities,theyalsohaveapotentialroleinother

sectors including construction, ofces, hotels and

restaurants.

Anurbanconsolidationcentreof fersfreighttrans-

portcompaniestheopportunitytodelivergoods

destinedforurbanareatoaspecialistcentrefor

finaldeliveryratherthanhavingtomakethedeliv-

erytothefinalcustomerinabusypartofthecity.

UCCshavethepotentialtoimprovedelivery

reliabilityandtoimprovetheutilizationofgoods

vehicles.

Inaddition,itispossibleforaspecialistfleetof

environmentally-friendlygoodsvehicletobeused

forthefinaldeliveryfromtheurbanconsolidation

centretothecustomer.

Giventheenvironmentalcredentialsofsuchve-

hiclesintermsofpollutantemissions,noiseand

otherfactorsitcanbepossibletoallowthemto

accessandmakedeliveriesintheurbanareaat

timeswhendeliveryvehiclesareusuallyprohib-

ited,includingduringthenight.

UCCscanbeusedtoassistinachievingeconom-

ic,trafficandenvironmentalobjectives.Retailand

otherproductssuchasconstructionmaterialscan

bedeliveredviaaUCC.

ExperienceswithpubliclyoperatedUCChave

beenmostlynegativefromacommercialperspec -

tive.ManyUCCshavesubsequentlycloseddueto

lowvolumesofthroughput,on-goingrequestsfor

nancial support from urban or regional govern-

ment,anddissatisfactionwithservicelevels.Since

2000mostofthetrialsandoperationswereledby

commercialenterprises(suchasBAAatHeathrow

Airpor t,LondonandShoppingCentreOperators)

which recognised the benets of controlling their

logisticsoperations.SchemescurrentlyoperatingintheUKareoftenoperatedbyasingle,majorlogistics

operator.

The nancing arrangements of UCC vary:

Somearedependentonpublicfundingfrom

central,regionalorurbangovernment(e.g.La

Rochelle,AmsterdamandMonaco).

SomehavereceivedfundingfromEUprojects

(suchasLaRochelle,NurembergandBristol).

Othershavebeenpartiallyorfullyfundedbycen-

treoperators,recipientsorlogisticscompanies

deliveringtotheUCC.


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1

Denitions of UCCs

1.ThephraseUrbanConsolidationCentres(UCCs)

hashadmanydifferentmeanings.

2.Differentterminologyhasbeenusedovertime

andbetweencountries.

3. Denitions are often vague or ambiguous.

4.Descriptionsusedinclude:

Publicdistributiondepot

Centralgoodssortingpoint

Urbantranshipmentcentre

Shared-userurbantranshipmentdepot

Freightplatforms

Co-operativedeliverysystem

Consolidationcentre(sometimesspecific,e.g.

retail,construction)

Urbandistributioncentre

Citylogistics(orcitylogistik)schemes

Logisticscentre

Pick-up/drop-offlocation

Off-sitelogisticssupportcentre

Freightvillage

5.Itisoftendifficulttoidentifytheboundarybe-

tweenUCCsandothersimilarschemes,suchas:

Expressparcelshubs Collectionpointsforhomedeliveries

Intermodalterminals

Retailerdistributioncentres

.Theconcepthasfocussedon:

Communal(shareduser)operations

Breakbulk

Transhipmentfromlargertosmallervehicles

7.Today,aUCCisbestdescribedas:

Alogisticsfacilitysituatedinrelativelycloseprox-

imitytothegeographicareathatitserves(bethat

a city centre, an entire town or a specic site such

asashoppingcentre),towhichmanylogistics

companiesdelivergoodsdestinedforthearea,

fromwhichconsolidateddeliveriesarecarried

outwithinthatarea,inwhicharangeofother

value-addedlogisticsandretailservicescanbe

provided.


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2

Classication of UCCs

Three distinct categories of UCC can be identied:

AreaUCCs-servingatown/city

ExamplesincludemanyGermancitylogistics

schemes,LaRochelleinFrance,Monaco,

GenovaandBristol.

Thegeographicalareaservedmayvaryfroma

specificretailarea(e.g.BroadmeadinBristol),

acitycentre(e.g.LaPetiteReineinParis)toan

entiretownorcity(e.g.Monaco).

Thenumberofcompaniesoperatingthescheme

canvaryfromasinglecompany(e.g.LaRochelle,

andMonaco)orbeseveralcompanies(e.g.Ger-

mancitylogisticsschemes).

UCCsonsinglesiteswithonelandlord

Usually:

Theyarebuilt,aspartof,ortoserve,asingle

operation.

Thelandlordcaninsistthattenantsusethem.

Thefinalunloadingpointsareusuallyoffstreet

andapproachedbyasingledesignatedroute.

Theycanbeselffinancingfromrentsandhan-

dlingcharges.

ExamplesincludeUCCsatairportsandshopping

centres(e.g.HeathrowretailUCC,andMeadow-

hallshoppingcentre).


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UCCexampleinBristol,UK

SpecialprojectUCCs

Usually:

Fornon-retailpurposes(e.g.constructionmaterial

atHeathrowandStockholm)

Servingasinglesite

Overaspecificperiodoftime

EachofthethreetypesofUCCcanofferconsolida-

tionservicesorcanofferawiderrangeofvalue-

addedservicesincluding:

Stockholdingfacilities

Ticketingandpricing

Goodsreturn

Wastecollectionservices

Communitycollectionanddeliverypoint

Homedeliveryoperation

ExamplesofeachofthethreetypesofUCCare

providedintheboxes.


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4

Example:Broadmead,Bristol,UK

Current status (2007):

Objective:

Start date:

Description:

Parties involved:

Voluntary/compulsory:

Users:

Outcomes:

Extendedtrial

Benets of consolidation to suppliers / benets to retailers (improved supply chain

& potential added value services) / benets for community (reduced congestion,

improvedairquality&improvedwasterecycling).

2004

DeliveriesaremadefromtheconsolidationcentretoretailersintheBroadmead

retailing district in the centre of Bristol. Suitable customers for the trial identied as

mediumsize,non-perishablegoods,nothighvaluegoods.UCClocatedcloseto

strategicroadnetwork(M4&M2);45m 2ofspace;25minutesjourneytimeto

Broadmead.Deliverymadebyone7.5tandone17tEuroIIIstandardenginevehi-

cles.Value-addedservicesalsobeingoffered.

BristolCityCouncil,TheBroadmeadBoard,TheGalleriesShoppingCentre,Busi-

nessWest(formerlyChamberofCommerce),ExelEUfundingthroughtheVivaldiproject(partofCIVITAS).

Voluntary

Currently51retailersintheBroadmeadretailingarearangingfrommajorhighstreet

storestosmallindependentswiththeclothingandfashionsectorsparticularlywell

represented.

Thenumberofrollcageswhichpassedthroughthecentrerosefrom101inMay

2004to401inDecember2004.8%reductioninvehicletripsintoBristolcentrefor

retailersinscheme.ToOctober2005-42,772totalvehiclekm;5,29tofCO 2emis-sions;0,8kgofNOxand11,0kgofPM10emissionshadbeensaved.

AreaUCCsservingtown/city

UCCinlaRochelle,France


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5

Example:LaPetiteReine,Paris,France

Current status (2007):

Objective:

Start date:

Description:

Parties involved:

Voluntary/compulsory:

Users:

Outcomes:

Trialinitiallynowpermanent.

The objective is to test an alternative to motorised vehicles for nal delivery of goods

andreducetheimpactsofurbanfreighttransport.

200

Twotypesoftricycleswithelectricalassistancehavebeenusedduringtheexperi-

menttoprovidedeliveryservices.Thetricycleshaveamaximumpayloadof100kg,

maximumvolumeof450litres,andmaximumspeedof20km/h.Thefourcentral

arrondissementswereinitiallyservedbyLaPetiteReineintheexperiment.Thishas

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