BESTUFSGood Practice Guideon Urban Freight Transport
BESTUFS is funded by the European Commission under the6 th Framework Programme for Research and Technological Demonstration© 2007 by the BESTUFS consortium
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PTV AGNEWRAILNEARappTransTransmanCDVLET-ISHUniv. of Westminster
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DieterTomMartinMartinJanosJanaJean-LouisJulian
Laetitia PeterLaurence GarthFrancesco
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WildZunderQuispelRueschMoniglVranovaRouthierAllen
Dablanc SonnabendDouvinThorneMassa
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Giovanni Guillermo Iro Lars Stig Veli Eric Hugh Jürgen Algirdas Maciej Stane Vikenti Peter Sylvain Izaskun Valérie Russell Eiichi Hans
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BESTUFS
Good Practice Guideon Urban Freight Transport
Content:
Introduction Page4
PARTI: Goodsvehiclesaccessandloadinginurbanareas Page10
PARTII: Lastmilesolutions Page�7
PARTIII: Urbanconsolidationcentres Page59
MoreaboutBESTUFS Page80
Main authors:
Allen,J.,Thorne,G.andBrowne,M.(UniversityofWestminster)
Translated by:
Bulgarian-V.Spassov(Bulfralog&VTU”T.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.Révész/J.Monigl(Transman),Italian-G.Ruberti(CSST),
Lithuanian-S. Bačiauskienė / A. Šakalys / V. Gibavičius (VGTU),Polish-T.Dowgielewicz(ILiM),Portuguese-J.Lemos(GabLogis)/
J.Jacob,Slovene-S.Bozicnik/J.Cvahte(UniversityofMaribor),Spanish-G.Montero/I.Suárez(PROINCA),Swedish-S.Franzen
(Chalmers)
Copyright:
AllrightsreservedbytheBESTUFSconsortium.TheBESTUFSconsortiumallowsafullreproduction,photocopyingorotherwisefornoncom-
mercialpurposes.Nopartsofthispublicationmaybereproduced,photocopiedorotherwiseusedforanycommercialpurposewithouttheprior
permissionoftheBESTUFSco-ordinatorPTVAG.
4
Introduction
Urbanfreighttransport
Theurbanfreighttransportproblem
Untilthemid-1990s,researchersandpolicymak-erspaidrelativelylittleattentiontotheincreasinglyseverefreighttransportproblemsfacingurbanareas.Morerecentlythishaschanged,andthereisgrowinginterestinthelogisticsofcollectionanddeliveryser-vicesintownandcitycentresinparticular.SeveralprojectsinEuropeandelsewherehaveattemptedtopinpointthekeyurbanfreighttransportproblemsandidentifypotentialsolutions.
However,thefundamentalurbanfreighttransportdilemmaremains;thefuturesuccessoftownandcitycentresdependsontheireffectivenessindifferent,often conflicting dimensions. On the one hand, urban areasmustbeattractiveplacestolive,work,shopandspendleisuretime.Intheserespectstheyfaceincreasinglyseverecompetition,notablyfromout-of-townretailparks.Ifretailersandotheremployersand
income generators are to retain confidence in town and city centres, efficient logistics systems must be providedsothatcommercialpremisescanbeser-vicedinacosteffectivemanner.Ontheotherhand,urbanplannersareveryconsciousoftheneedtomaintainorimprovethequalityofcitycentreenviron-ments,toattractshoppers,touristsandworkersandperhapstopersuadepeopletolivethere.
Thereisapopularperceptionthatgoodsvehiclesaredetrimentaltotheurbanenvironment,contributingsignificantly to the problems of congestion, pollution, safetyandnoise.Itisnotsurprisingthereforethatconflict can arise between commercial interests and theenvironmentallobbyasfarasurbanlogisticsisconcerned.
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TheEuropeanCo-ordinationActionon“BESTUrbanFreightSolutions”(BESTUFS)isfundedbytheEu-ropeanCommission(DGTransportandEnergy)andisactivefrom2000until2008.Themainobjectiveistoidentify,describeanddisseminatebestpractices,successcriteriaandbottlenecksofurbanfreighttransportsolutions.Furthermore,BESTUFSaimstomaintainandexpandanopenEuropeannetworkbetweenurbanfreightexperts,usergroups/asso-ciations,ongoingprojects,therelevantEuropeanCommissionDirectoratesandrepresentativesof
national,regionalandlocaltransportadministrationsandtransportoperators.TheprojectteamorganisesregularworkshopsandconferencesalloverEuropeandreportsaboutinterestingurbancommercialtransportrelateddevelopments,demonstrationsandeventsonEuropean,national,regionalandlocallevel.BESTUFSreachedaconsiderableattentionfrompractitionersaswellasfromresearchersandallinformationispubliclyavailableviathewebsitewww.bestufs.net.
WhatisBESTUFS?
BESTUFSHomepage
Whyisurbanfreighttransportimportant?
Urbanfreighttransportisimportantformanyreasonsincluding:
Thetotalcostoffreighttransportandlogisticsissignificantandhasadirectbearingontheef-ficiencyoftheeconomy.Theroleitplaysinservicingandretainingindus-trialandtradingactivitieswhichareessentialformajorwealthgeneratingactivities.Itisamajoremployerinitsownright.Thecontributionthatanefficientfreighttransportsectormakestothecompetitivenessofindustryintheregionconcerned.Itisfundamentaltosustainingourexistinglifestyles.Thenegativesocialandenvironmentaleffectsofurbanfreighttransport.
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InmostcasesgoodsmovementswithinanurbanareainEuropearelikelytobemadebyroadbe-causethetripdistancewillberelativelyshortandforreasonsofconnectivity.Forshipmentsintoandoutoftheurbanareathereismorescopeforsomedegreeofmodalchoicebutroadisstillbyfarthedominantmode.Roadfreightvehiclesclearlyplayanimportantroleinthefunctioningoftownsandcities,distributinggoodstonumerouslocationsthatarevitaltourbanlife.Thesevehiclesundertakeanumberoftypesofurbanmovementincludingshipmentsofgoodsintoanurbanareaforconsumption,shipmentsoutofanurbanareaofgoodsproducedandwastemateri-als,andcollectionanddeliveryoperationswithintheurbanarea.Manygoodsarealsotemporarilystoredinwarehousesandstoreroomswithintheurbanareapriortouseorsale.
Urban traffic congestion
Thetypesandpatternsoffreighttransportmovementwithinanurbanareawilldependonawiderangeoffactorsincluding:
Thelocationandtypeofindustriespresent
Thesupplychainstructuresofthecompaniesintheseindustries
Existingtransportinfrastructureincludingwhethertheurbanareacontainsamajorportorairportorrailfreightterminal
Thelocationandextentofwarehousingfacilities
Thesizesandweightsofgoodsvehiclepermittedtooperateintheurbanarea
Accessandloadingregulationsappliedintheurbanarea
Theexistingroadtrafficconditions
Behaviourofcustomers(useofe-commerce,etc.)
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BESTUFSapproachtosustainableurbanfreighttransport
Theaimofasustainabletransportstrategyis,“toanswer,asfaraspossible,howsocietyintendstoprovidethemeansofopportunitytomeeteconomic,environmental and social needs efficiently and equi-tably,whileminimisingavoidableorunnecessaryadverseimpactsandtheirassociatedcosts,overrelevantspaceandtimescales”(UKRoundTableonSustainableDevelopment,199�).
Inadditiontothepositiveimpactsnotedonpage5existingfreighttransportsystemsinurbanareascreateavarietyofnegativeeconomic,environmentalandsocialimpacts.Theseinclude:
Economicimpacts:congestion,inefficiency,andresourcewaste
Environmentalimpacts:pollutantemissionsin-cludingtheprimarygreenhousegascarbondiox-ide,theuseofnon-renewablefossil-fuel,landandaggregates,andwasteproductssuchastyres,oilandothermaterials
Socialimpacts:thephysicalconsequencesofpol-lutantemissionsonpublichealth(death,illness,hazardsetc),theinjuriesanddeathresultingfromtrafficaccidents,noise,visualintrusion,andother
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qualityoflifeissues(includingthelossofgreen-fieldsitesandopenspacesinurbanareasasaresultoftransportinfrastructuredevelopments)
Sustainabilitypoliciescanaddresseconomic,envi-ronmentalandsocialobjectives.Themosteffectivesustainabilityfreighttransportpolicymeasuresarelikelytobethosethatmeeteconomic,environmentalandsocialneedssimultaneously;andsominimisetrade-offsbetweenobjectivestoreduceassociatedlossesandcosts.
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BESTUFSapproachtoimprovingurbanfreighttransport
Goodsvehicleoperatorsanddriversfacearangeof difficulties when carrying out freight operations in urbanareas.Theseinclude:
Trafficflow/congestionissuescausedbytrafficlevels,trafficincidents,inadequateroadinfra-structure,andpoordriverbehaviour
Transportpolicy-relatedproblemsincluding,forexample,vehicleaccessrestrictionsbasedontimeand/orsize/weightofvehicleandbuslanes
Parkingandloading/unloadingproblemsinclud-ingloading/unloadingregulations,fines,lackofunloadingspace,andhandlingproblems
Customer/receiver-relatedproblemsincludingqueuingtomakedeliveriesandcollections,dif-ficultyinfindingthereceiver,collectionanddeliv-erytimesrequestedbycustomersandreceivers
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Loadingsigns
Itisimportanttodistinguishbetweenthetwodifferentgroupswhoarecapableofimplementingchangestotheurbanfreightsystem,namely:
Urban authoritiesChangesoccurthroughtheintroductionofpolicymeasuresthatforceorencouragecompaniestochangetheiractions.Strategiesavailableincludeimprovementsinsignageandinformationprovision,vehicleaccessandloading/unloadingregulations,traffic management schemes, infrastructure develop-ments,androadpricing.
Freight transport companiesTheytendtoimplementinitiativesthatwillreducetheimpactoftheirfreightoperations,becausetheywill derive some internal benefit from this change in behaviour. These benefits can be internal economic advantagesfromoperatinginamoreenvironmentallyor socially efficient manner, either through improved economic efficiency or through being able to en-hancemarketshareasaresultoftheirenvironmentalstance.Instancesofcompany-ledinitiativesincludeincreas-ingthevehicleloadfactorthroughtheconsolidationofurbanfreight,makingdeliveriesbeforeorafternormalfreightdeliveryhours,theuseofrouteingandschedulingsoftware,improvementsinthefuelef-ficiency of vehicles, in-cab communications systems, andimprovementsincollectionanddeliverysystems.Someoftheseinitiativesaretechnology-related,someareconcernedwithfreighttransportcompa-niesreorganisingtheiroperations,andsomeinvolvechangeinthesupplychainorganisation.
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WhyBESTUFSGoodPracticeGuides?
ThisBESTUFSGoodPracticeGuidebuildsonthepreviousGoodPracticeHandbooksproducedinBESTUFS.Itisintendedtogiveguidancetoanybodyinvolvedin,orinterestedin,themovementoffreightinurbanareas,whentheyareconsideringmeasureswhich may be implemented to improve the flows of productsinurbanareasandreducetheenviron-mentalimpactoftheoperation.Threesubjectsareaddressedintheguidethatcanbeusedbyurbanplanners,freighttransportcompaniesandothersupplychainpartiestoimprovethesustainabilityofurbanfreighttransportsystems:
Goodsvehicleaccessandloadingapproachesinurbanareas(PartI)
Theprincipalissuesinvolvedinlastmilesolutions(PartII)
Theprincipalissuesassociatedwithurbancon-solidationcentres(PartIII)
FurtherinformationcanbefoundontheBESTUFSwebsitewww.bestufs.net(mostlyinEnglish).
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► BESTUFS-References
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PARTI:Goodsvehicleaccessandloading/unloadinginurbanareas
1. Efficient usage of infrastructure
2.Guidanceonmeasuresforgoodsvehicle accessandloadinginurbanareas
SigningLorryroutesUrbanfreightinformationandmapsOn-StreetloadingbaysNearbydeliveryarea(ELP)UrbanconsolidationcentresVehicleweightandsizeregulationsTimeregulationsImposingandenforcingaccessandloadingregulations
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Environmentalzones/emissionstandardregula-tionsNightdeliveryLorrylanesRoadchargingsystems
�.Technologyinurbanfreight
4.Environmentally-friendlyvehicles
5.Enforcementissues
�.Jointworkingbetweenpublicandprivatesectors
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Efficient usage of infrastructure
UnloadinginCopenhagen,DK
The efficient usage of road infrastructure in urban areasisofhighpriorityasinmostcasesurbanroadspacecannotbeincreased.Themanagementoftheuseofurbanroadinfrastructureintermsoftimeandspaceisoffundamentalimportancetourbanplannersandresultsinvariousmeasuresforregulat-ingtheuseofthisinfrastructure.Forexample,sometownsandcitiesalreadyprovideloadingzonesorbays for commercial traffic in order to improve the workingconditionsfortransportoperatorsandalsotoaddressthenegativeimpactsthatcanbecausedbydeliveryoperations(e.g.doubleparking).
Overthelastfewyearsnewexperimentalschemeshavealsobeenintroduced.Informationandcommu-nicationtechnologies,togetherwithmechanicalac-cessgatesorvariablemessagesignshavebecomelessexpensiveandofferavarietyofnewaccessschemes tailored to specific urban road infrastruc-turesforgoodsdelivery.Besidestheprovisionofinfrastructure,somecitiesalsoprovidevalue-addedservicesofloadingzonestocarryoutthedeliveries(e.g.thepossibilityforshort-termstorageorsupportintranshipment).
Efficient and reliable deliveries are required to sup-porttheurbaneconomy,bothbyurbanplannersaswellasbytransportoperators.Keyissuesthatneedto be taken into account in order to achieve efficient andsustainableapproachesinclude:
Vehiclesmakingthedeliveriesshouldimposeasfewsocialandenvironmentalimpactsaspossible.Planners(fromurban,city,municipalorlocaltransportauthorities),freighttransportcompaniesandotherbusinessesmustco-operatetoensurethattheseobjectivesaremet.Urbanplannersmayneedtoinfluenceorcontrolthemovementofgoodsvehicles.
Transportcompaniesmustoptimiseoperationalefficiencytoreducetrafficcongestionandenvi-ronmentalimpact.Thetypesofpolicymeasuresrequireddependonfactorsincluding:
- Theeconomic,socialandenvironmental objectivesoftheurbanauthority- Theleveloffreighttransportandotherroad traffic- Thesize,densityandlayoutoftheurban area
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Approaches availables
Freighttransportpartnerships
TelematicsforurbangoodstransportSigningUrbanfreightinformationandmapsRoadpricingAllowingnightdeliveriesLorrylanesornocarlanes
TelematicsforurbangoodstransportSigningLorryroutesSimplification&harmonisationofvehicleweight,sizeandconstructionregulationsUrbanfreightinformationandmapsUrbanconsolidationcentres
Providingon-streetloadingbaysNearbyDeliveryArea(ELP)Urbanconsolidationcentres
Vehicleweight,sizeandemissionsstandardsregulationsTimeregulationsforgoodsvehicleaccessandloadingAllowingnightdeliveriesEnvironmentalzonesLorrylanesInfrastructureimprovementsEncourageuseofenvironmentally-friendlyvehiclesEnforcement
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Objectives
Gainingfreightindustrysupportforfreightstrategiesandinitiatives
Improvingjourneytimereliabilityofgoodsvehicles
Assistingthejourneyofgoodsvehicledriversandreducinggoodsvehicletripsandkilometres
Assistingfreighttransportcompaniesatthepointofdeliveringandcollection
Reducingenvironmentalimpactsandtheriskofac-cidentsinvolvinggoodsvehicles
ThetableshowsapproachestobringaboutdifferentgoodsvehicleaccessandloadingobjectivesinurbanareasthatarediscussedinthispartoftheGuide.
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Guidanceonmeasuresforgoodsvehicleaccessandloadinginurbanareas
Loadingsigns
Beforeintroducinganynewregulationsforgoodsvehiclestheurbanauthoritymustensurethattheyare understandable and that they do not conflict with regulationsinotherlocalareas.
Signing
Clearandaccurateroadsignsshouldbeusedbyurbanauthoritiestoexplainrouteingsandregulationstogoodsvehicledriversinurbanareas.
1.Roadsignsshouldbeusedto:
Warndriversaboutroadsthatmaybeinappropri-atefortheirvehicle(e.g.narrowstreets)
Informdriversaboutregulationsonroads(e.g.vehicleweight,size,andtimeregulations)
Informdriversabouton-streetparkingandloadingregulations
Directdriversonadvisorylorryroutes
Directdriverstolorryparksandkeyindustrialareas
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2.Urbanauthoritiesshouldensurethat:
Theroadsignsconveythecorrectinformation
Themostup-to-dateversionoftheroadsignisbeingused
Thesignsareeasytoseeandreadandareingoodcondition
Therearesufficientsignswithparkingandload-inginformation(sothatdriversdonotneedtowalkalongwaytoreadthesign)
�. Urbanauthoritiescanworkwithownersand tenantsinindustrialzonestointroducenewor improvedinformationboards
4. Variablemessagesignscanbeusedtoconvey real-timeinformation
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Lorrysigns
Lorryroutes
Advisoryorstatutorylorryroutescanbeusedbytheurbanauthoritiestopreventgoodsvehicledriversusingunsuitableorsensitiveroutes.Whilstadvisorylorryroutesrequirelittleornoenforcement,statutoryroutes(whichprohibitlorriesfromusingnon-desig-natedroutes)requireenforcement,andarethereforemorecomplexandexpensivetoimplementandmanage.
1.Differenttypesoflorryroutethatcanbeconsideredinclude:
Strategicroute–arouteusingmajorroadsforlongerdistancejourneysbetweenkeylocationsorwithinmajorurbanareas
Zonedistributorroute–roadsthatlinkstrategiclorryroutesandwhichprovidearoutefromamajorroadtoaparticularlocationorarea
Localaccessroute–arouteprovidingsuitableaccesstoaparticularlocation
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2.Factorstotakeintoaccountinselectingsuitablelorryroutesinclude:
Routesshouldcontainallmajorroadsintheareaandlinksbetweenthem
Theroutesshouldservesitesthataremajorgen-eratorsoffreight
Roadsusedforlorryroutesneedto: - Bewellmaintained - Be sufficiently wide to accommodate heavy goodvehicles - Involvenosharpbendsandturns - Have sufficient overhead clearance - Havebridgescapableoftakingtheweightor heavygoodsvehicles
Steephillsandsensitivelanduseareas(e.g.residential,highpedestrianactivityetc.)shouldbeavoided
Allplanningauthoritieswithresponsibilitiesforroadsintheurbanareaandthefreighttransportindustryshouldbeinvolvedintheselectionofproposedroutes
Clearandsufficientroadsignsandthedissemi-nationofprintedandelectronicmapswillbecriti-caltosuccessfulintroductionoftheroute
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Freightdeliverymaps
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Urbanfreightinformationandmaps
Urbanauthoritiescanprovidemuchvaluableinfor-mationtofreighttransportcompaniesanddrivers.Methodsincludetheprovisionofmapsandtheuseofreal-timeinformation.
Maps
1.Mapscanshow:
Lorryroutes(bothtotheurbanareaandwithinit)
Informationaboutweight,size,timeaccess,load-ingregulations,loadingbaysandlorrylanes
Keybuildingsandlocationssuchasindustrialestates
Lorryparks
Sensitiveareastobeavoided
2.Mapscanbeproducedinpaperandelectronicform.Theycanbedistributedby:
Localtradingcompanies
Freighttransportcompanies
Freighttradeassociations
Motoringassociations
Urbanauthorities
�.Someurbanauthoritieshaveproducedentirefreightatlasesoftheirareasforgoodsvehicledrivers.
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Real-timeinformation
1. Web based information on traffic problems androadworkscanbemadeavailable.
2. ThiscanbelinkedtoGISmappingsystemsto makeidentifyingrelevantinformationaseasyas possible (for example the London Traffic Alerts ServiceprovidedbyTransportforLondon).
�. Informationboardsatlorryparkscanbeusedto provide:
Essentiallocalinformation
Contactinformationforlocalhelpandassistance
Printedmaps
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ExampleFALKTruckerAtlas
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On-streetloadingbays
On-streetloadingbayscanbeprovidedbyurbanau-thoritiesinlocationsthatgenerategoodsvehicletripsbutdonothavesuitableoff-streetloadingfacilities–suchasbusinessdistrictsandretailareas.Theyprovidededicatedspaceforgoodsvehiclestoloadandunload.
Loadingbayscaneitherbeunrestricted(allowgoodsvehicleloadingandunloadingatalltimes)orcanhavetimeregulationsappliedtothem.
Theycanbedesignedforoneorseveralgoodsvehiclesandshouldtakeaccountofthesizeofvehiclesthatarelikelytousethem.
Theyaremostusefulwhenthereiscompetitionforkerbsidespacebetweengoodsvehiclesandotherroadusers.
Theycanreducetrafficcongestion.
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ExampleofloadingzonesinAalborg
Loadingzoneswereintroducedinanarrowpedestrianisedarea.Beforetheirintroductiononevehicleunloadingblockedothervehicles.
Eachoftheseloadingzonescanaccommodateseveralvehicles,andallowothergoodsvehiclestopasseasingtrafficcongestionduringtheearlymorningdeliverywindow.
Localshopkeepersagreedtowaituntil11.00beforeplacingshowcasesinthestreetsandrollingoutsunblinds.
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Example:NearbydeliveryareasinBordeaux
TheELPisintendedtomakethedeliveryofgoodstothecitycentreeasierandreducetrafficcongestion,noiseandpollutionassociatedwithdeliveries.
TheELPisacollaborationbetweenfreighttrans-portcompanies,theChamberofCommerceofBordeauxandtheBordeauxmetropolitanauthority.
ELPisanareaofstreetspacethathasbeendedicatedtogoodsvehiclesfortheloadingandunloadingofgoodsdestinedforthenearbyshops.
Thisspaceisreservedandcontrolledbyuptotwomembersofstaffwhocanalsohelpgoodsvehicledriverstodelivertheirgoodstotheshopsusingtrolleys.
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Thespacecanaccommodate�to5deliveryvehi-clesatonce(itisabout�0metreswide).
TheELPoperatesfromMondaytoFridaybe-tween09.00and17.00andonSaturdaybetween09.00and11.00.
InitialresultsshowsthattheELPsystemisverypopularwithfreighttransportcompaniesbecauseitofferstheguaranteeofanavailableandsecureunloadingareaclosetothecommercialareainthecitycentre.
AsecondELPwasset-upinBordeauxin2005andatrirdin200�.ELPsarealsobeingestab-lishedinotherFrenchcities(e.g.Rouen).
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Nearbydeliveryarea(ELP)
InBordeaux,asystemwasestablishedin200�toeasethedeliveryofgoodsinthecitycentre,involv-ingthecreationof‘nearbydeliveryareas’(Espacedelivraisondeproximité-ELP).TheELPapproachcomprisestheinstallationofanurbantranshipmentplatformonwhichdedicatedpersonnelprovidesassistanceforthedispatchingofconsignmentsforthelastmile(innercity).Goodsareunloadedfromincomingvehicles,andcanbeloadedontotrolleys,carts, electric vehicles and bicycles for the final distributionleg.Thisapproachcanalsobeusedtoprovideadditionalservices(suchashomedelivery,short-termstorageetc.).
ELPinBordeaux
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Bild:Schilder(z.B.40)
Urbanconsolidationcentres
An Urban Consolidation Centre (UCC) is defined as:“alogisticsfacilitythatissituatedrelativelyclosetotheareathatitserves(bethatacitycentre,anentire town or a specific site) from which consolidated deliveriesarecarriedoutwithinthatarea.”(UCCsareaddressedindetailinPartIIIofthisguide.)
Vehicleweightandsizeregulations
Regulationsarefrequentlyputinplacebyurbanauthoritiesforsafetyandenvironmentalreasonstopreventvehiclesaboveacertainweight,size(lengthorwidth),ornumberofaxlesfromusingeitheraparticularroadoraparticulararea(i.e.severalcon-nectedroads).Reasonsforintroducingthistypeofregulationinclude:
AnarrowroadAweakbridgeAlowbridgeOverhangingbuildingsToimprovetheamenitiesoflocalresidents
Regulationsoftenexemptvehiclesthatneedtoac-cesstheroadorareatomakeadelivery.Weight,size and time regulations often conflict with those of othermunicipalities.Acarefulconsiderationshouldbegiventoharmonisation.
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Weightandtimeregulations
UCCinGermany-DeutschePostAG
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Bild:Schilder(z.B.4�)
Timeregulations
Timeregulationscanbeimposedongoodsvehiclesinaparticularroadorurbanareaintwoways:
Timeregulationsonvehicleaccess
Timeregulationsonvehicleloading
Accesstimeregulations
Accesstimeregulationsforurbangoodstransportarethemostimportantandmostcommonlyusedinstrument used by urban planners to influence urban goodstransport.Accesstimeregulationscanbeusedtopreventvehiclesfromenteringaroadorareaatparticulartimesofday.Theycanbeimposedonallroadvehiclesorjustongoodsvehicles(theycanalsobeimposedonlyongoodsvehiclesofacertainsizeorweight).Theseregulationsareusuallyimposedonroads or areas that are very sensitive to road traffic. Examplesinclude:
Pedestrianisedshoppingareas–oftenallvehi-clesarebannedduringthemainshoppinghours
Residentialstreets–goodsvehiclesaboveacertainweightorsizearesometimesbannedfromaroadorurbanareaatnighttopreventdisturbance,orduringthedayneartoaschooltopreventaccidents
Entireurbanareas–weekendbansareimposedongoodsvehiclesinsomeEuropeantownsandcities.NightbanshavebeenimposedonhalfofFrenchcitieswithmorethan100,000inhabitants.
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Loadingtimeregulations
Loadingandunloadingtimeregulationsmaybeappliedtothekerbside.Theserestrictthetimesatwhichvehiclescanstopatthekerbsideforloadingandunloadingactivities.Theserestrictionsmustbalancetheneedstousethespaceforloadingandunloadingandotheractivitiessuchasparking.
Goodkerbsidemanagementcanenablebetteruseofrestrictedspaceandlimitcongestioninthearea.
Detailsoftheregulationsareusuallydisplayedonwellsitedtrafficsigns.
Theregulationsshouldbeconsistentandmeettherequirementsoflocalbusinesses.
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Imposingandenforcingaccessandloadingregulations
Itisimportantthatthereisclearsignageinformingdriversoftheregulationsapplyinginanyarea.Cam-eraenforcementcanalsobeusedinordertodeterdriversfrombreakingthelawandforidentifyinganythatdo.
Physicalbarriersmayalsobeused.Theseinclude:- Retractablebollards(maybecomputercon- trolledtoallowaccesstopermittedvehicles).
- Widthrestrictions(suitablealternativearrange- mentsmayneedtobemadeforaccessby emergencyvehiclesorotherpermittedusers).
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Whilsttheenforcementofregulationsbystaffmaybeexpensiveitscostmaybeoffsetbytherevenuegeneratedfromfinesimposedonthosebreakingthem(ittakes50agentsinBarcelonatoenforce5,000loadingbaysinthecity).
Urbanplannersshouldcarryoutfeasibilityworktoensurethattheadvantagesofimplementingtheaccessorloadingregulationsoutweighthedisadvantages(takingintoaccounttheeconomy,society,andtheenvironment).
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Retractablebollards Accesscontrol
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Environmentalzones/emissionstandardsregulations
A“LowEmissionZone”(LEZ)or“EnvironmentalZone”isanareathatcanonlybeenteredbyvehiclesmeetingcertainemissionscriteria.Theymaybebasedon:
Ageographicalarea
Atimeperiod
Vehicleemissionsstandards
Vehicletypes
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ExamplesofLowEmissionZonesinEuropeancities
1. LEZshavealreadybeensuccessfullyimplement- edandrunforseveralyearsinseveralSwedish citiesincludingStockholm,Gothenburg,Malmo, andLund.TheseLEZs:
Wereintroducedtoimproveairqualityandreducenoise
CancapitaliseonEUvehiclelegislationforroadvehicleswhichsetsprogressivelytighteremissionlimits
Targetalldieselvehiclesover�.5tonnesgrossweight
2. AnLEZalsoexistsinRome.LEZsarealso plannedinLondon,Madrid,Paris,Copenhagen, MilanandurbanareasinNorway.
�. Accessregulationsbasedonairornoiseemis- sionstandardscanbeimposedwithoutdefininga specificLEZarea.
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LKW-Spur(z.B.�7)
Nightdeliveries
Inner-citynightdeliveryisthedeliverytoretailersandshopsintheinnercityareaduringthenighthourswhenthecityusuallyisquietandinactive.Typicaltimesarebetween22:00and0�:00.InseveralcitiessuchasBarcelonaorDublin,successfulexperienceswithtrialsonnightdeliveryaremadereplacinga(higher)numberofvehiclesoperatingduringdaytimebya(fewer)numberofvehiclesoperatingduringnighttime.
InmostEuropeancitiestherearenighttimeregula-tionswithsomenotableexceptionssuchasParis.Twotypesofnight-timeregulationsmaybeintro-duced:
Timeregulationsondeliveriesandcollectionstoandfromaparticularbuilding(e.g.aretailoutlet,officeorfactory)
Regulationsongoodsvehiclemovementinapartorthewholeofanurbanarea
Theremaybeanumberofconsequencesforfreighttransportcompaniesduetonotallowingnighttimeactivities:
Morevehiclesmayberequiredtomakedeliveriesinashorterdeliverywindow
Deliveriesmayhavetobemadeinperiodsofgreatercongestion(reducingvehicle&driverpro-ductivityandincreasingfuelconsumption)
Journeytimesmaybeslowerandlessreliable
Thesupplychainmaybelessefficient
Totalsupplychaincostsmaybeincreased
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Pointstoconsiderinrelationtonighttimedeliveryregulations:
Restrictivenight-timeregulationscanresultinanincreaseintotalcostswithinthesupplychain.Bybeingallowedtomakenight-timedeliveries,somecompaniescanimprovetheefficiencyoftheiroperationsandimprovesales.
Nighttimedeliveryregulationsshouldmainlyfocusonnoiseissues.
Welldefinednoisestandardsfornighttimeop-erationscouldbringsignificantbenefitstolocalresidentsincreasingtheacceptanceofnighttimetransportoperations.
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2�
Example:ThePIEKprogrammeintheNetherlands.
Deliveriestoshopsareoftenmadeintheevening,earlymorningorduringthenight.ManypeopleinDutchtownsandcitiesliveclosetooraboveshops.Thishasresultedinmorepeoplebeingsubjecttonoisedisturbancefromdeliveryactivity.Alawwassetuptoaddressnoisenuisanceandstatesthatthenoiseemissiongeneratedwhenloadingandunload-inggoodsmustcomplywithstrictnoiseemissionstandards.Researchhasrevealedthatmanyloadingandunloadingactivitiesexceedthenoisestandardsof�0and�5dB(A)proposedduringtheeveningandnight.
TheDutchgovernmentcollaboratedinthePIEKpro-grammetohelpprovidethemarkettodeveloptech-niquesandequipmenttomeetthenoisestandardsintheorder.ThePIEKprogrammeconsistsoftenmainprojects:(i)transferofknowledgetorelevantcompa-nies,(ii)encouraging‚quiet‘behaviour,(iii)optimumloading/unloadinglocations,(iv)quietdistributionve-hiclesupto7.5tonnes,(v)quietdistributionvehiclesexceeding7.5tonnes,(vi)quiettransport-refrigerationinstallations,(vii)quieton-boardforklifts,(viii)noisereductionofrollingcontainers,pallettrucks,andhandpallettrucks,(ix)noisereductiontoshoppingtrolleys,and(x)electricpropulsionoracombinationofelectricpropulsionwithdieselorgaspropulsion.
Lorrylanes
1.Roadlanesdesignatedforlorryusecouldhelpto reducedelayandimprovejourneytimereliability. Thefollowingoptionsexist:
Dedicatedlorrylane-laneonlyforgoodsvehicles
Busandlorrylane(alsocalled“no-car”lanes)
Highoccupancyvehiclelane–laneforbuses,goodsvehiclesandcarswithaspecifiednumberofoccupants
Buslanes–whichmaybeusedbygoodsvehi-clesforunloadinginspecificlocationsbutnotfortravel(e.g.the“Lincoln”deliverybaysimplement-edinbuslanesinParis)
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2.Issuestoconsiderinthinkingabouttheuseof lorrylanesinclude:
Dedicatedlorrylanesareoftenusedonhills(knownasCrawlerlanes)andtodirectlorriestoindustrialareasavoidingsensitiveareas.
“No-car”lanescanprovideaviablealternativetoabusonlylaneinsituationswherebususageisinsufficienttojustifyanexclusivebuslane.
Lanesavailabletoallgoodsvehiclesareeasiertoenforce,comparedwiththoseavailabletoselectedtypesorsizesofvehicles,butmayresultintoomanyvehiclesusingthelanetoimprovejourneytimesandreliability.
Indesigninglanesthatpermitamixofvehiclestousethem,urbanplannersneedtoestablishhowwellthesevehicleswillinteractwitheachotheronthesectionofproposedroad.
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Roadpricingsystems
Severalexamplesofurbanroadpricingschemesex-istinEuropeancities.Thebestknownexamplesareinfrastructurechargingschemesforsingletunnelsorbridges,e.g.theÖresundbridgeortheWarnowTun-nel in Rostock. One of the first successful examples ofurbanpricingisfromthecityofTrondheim.AverysuccessfulrecentexampleistheLondoncongestionchargingscheme.Threemainobjectivesareoftenfollowedinurbanpricingschemes:
1. Tocoverconstructionandmaintenancecostsof urbaninfrastructure2. To influence the transport demand for inner city transportprocesses�. Tochargeexternalcostsfromtransportpro- cesses
Exampleofurbanroadpricing:TollsinNorwegiancities
TollsystemswereintroducedinTrondheimin198�andOsloandBergenin198�.
Thetollswereintendedtoprovidefundingforroadimprovementratherthanmanagetrafficlevels.
Theschemesareoperatedbyprivatecompaniespartiallyownedbythecitycouncils.
Thetollforvehiclesunder�.5tonnesis1.5-2euroand�.5-4euroforvehiclesover�.5tonnes.
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Exampleofurbanroadpricing:CongestionchargingschemeinLondon
AcongestionchargingschemewasintroducedincentralLondoninFebruary200�.Itisoper-atedonbehalfoftheurbanauthoritybyaprivatecompany.
Thepriorityofthisschemeistoreducetraf-ficcongestionandtherelatedenvironmentalimpacts.AnysurplusrevenuesgeneratedareinvestedintransportinLondon.
Driversenteringthechargingzonewereinitiallycharged£5(approx.7.50Euro)adaytodrivewithinthezonebetween07.00and18.00onMondaystoFridays.Thiswasincreasedto£8(approx.12Euro)in2005.Goodsvehiclespaythesamedailychargeasothervehicles.
Exemptionsandspecialtariffsareavailableforlicensedtaxis,vehiclescarryingdisabledper-sons,emergencyservicevehicles,motorbikes,andalternatively-fuelledandelectrically-poweredvehiclesthatattainstrictemissionstandards.
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Thechargecanbepaidforoneday,oneweek,onemonthoroneyearbytelephone,post,inter-netoratretailoutlets.
Driversarenotrequiredtodisplayalicence–buttheirvehicle’sregistrationnumberisenteredonadatabase.
Numberplatesofvehiclesenteringorcirculat-ingwithinthechargingzoneareobservedbyanetworkof700fixedandmobilecameras.Thesenumbersarethencheckedagainstthedatabase.
Ifthekeeperofavehicleobservedinthezonebutnotshownonthedatabasehasnotpaidthechargebythenextdaytheyreceiveapenaltychargeof£50-£150(approx.75-225Euro).
Sincetheschemewasintroducedtrafficvolumeenteringthezonehasfallenby18%,delaysareestimatedtohavereducedby�0%,andtherehasbeenabroadlyneutralimpactonoverallbusinessperformanceinthezone.
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Congestionchargingsignonroadsurface
2�
ITSforurbangoodstransport
TherearevarioussupportingtechnologiesforITS,includingvehicletelematics(on-boardunits),globalpositioningsystems(GPS),smartcards,andvideomessaging signs that can be linked to traffic manage-mentsystemsand/ortofreighttransportmanage-mentsystems.Thedemandforsuchsystemshasbeengrowinginrecentyears.Thesesystemsareusedtoimproverouteandtripplanningaswellasservicesprovidedtocustomers(e.g.reliableestimat-edtimeofarrival).Manyofthesesystemshavebeeninitiatedandoperatedbyurbanauthoritiesaspartofthe traffic management systems used to improve the traffic situation within the urban area (e.g. by traffic regulationsoraccesscontrol).Privately-operatedfreighttransportmanagementsystemsaremainlyappliedtooptimiselogisticsanddistributionpro-cesses,hencecontributingtoacostoptimisationofthesupplychain.
ITScanbedividedinto:
Freighttransportmanagementsystems(e.g.fleetmanagementsystemsandtracking&tracingsystems)
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Trafficmanagementsystems(e.g.accesscontrolsystems,trafficmanagementandinformationsystems)
Freighttransportmanagementsystems
ComputerisedVehicleRoutingandScheduling:Efficientplanningbyvehicleoperatorstoplanvehicleloadsandjourneys
Navigationsystemsandtrafficcontrol:Usedtoprovidespecificrouteingguidanceandreal-timeinformationaboutvehiclelocation,trafficincidentsandchangesincustomersrequirements
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TourplanningwithPTVIntertour
Traffic management center, Berlin
Technologyinurbanfreight
27
In-CabCommunicationsystems:Theseallowthedrivertocommunicatewiththeircompanyplannersandalsowithcustomerbyvoiceorcomputer.
Slotbookingsystems:Usedtoco-ordinateandplangoodsvehiclearriv-alsatmajorsitesgeneratinglargeflows.
TheuseofITSandtelematicssystemscanhelpcompaniestoreducetheiroperatingcosts,improvejourney reliability and time, and deal efficiently with unexpectedincidents.Althoughtheuseofsuchsys-temsisrelativelylimitedamonglogisticscompaniesatpresent,itisgrowing.
Traffic management systems
1. Urban traffic management and control(UTMC)systems:
UTMC systems help to improve traffic flow, to reduce journeytimesanddelays,andtoimproveroadsafety.In Germany there are several examples of traffic managementcentresthatareworkingonafullyoperational and commercial basis. Data on the traffic situationarecollectedandprocessed.Examplesofurban traffic management centres include Berlin, LondonandParis.InparticularUTMCcaninvolvetheuseofarangeoftechnologyapproachesincluding:
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UrbanTrafficControl(UTC)systemstoco-ordi-natetrafficsignaltimings
Variablemessagesigns(VMS)tocommunicateinformationtodriversviaroadsidesigns
Carparkoccupancysensors
Journey-timemeasurementsystemsviaauto-maticnumber-platerecognitiontechnology
2.Theprovisionofmappingorrouteguidance:
Canencouragegoodsvehicledriverstousethemostsuitableroutes.
Informationprovidedcaninclude:-Preferredroutes
-Vehicleheightandweightrestrictions -Accessandloadingregulations -Locationsofgoodsvehicleparks
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Mobiletrucknavigation
PTVValidate,Germany
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Environmentally-friendlyvehicles
�.Automatedvehicleaccesscontrols:
Canactivaterisingbarriersorbollards
AccesscanbemanagedusingCCTV,smartcardsorwirelesscommunications
Wherebarriersareconsideredvisuallyintrusive,automaticenforcementsystemssuchasnumberplaterecognitioncanbeemployedtoensurecompliance
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MostEuropeancitiesareconfrontedwithproblemsof air- and noise-pollution caused by road traffic. Airpollutionislinkedtoarangeofhealthproblemsincludingprematuremortality,aggravationofrespira-toryandcardiovasculardisease,asthma,bronchitis,anddecreasedlungfunction.Manystudiesalsolinkexhaustgasestoincreasedincidenceoflungcancer.Noiseisalsobecomingamajorprobleminurbanareas.
Theintroductionofenvironmentally-friendlyvehicles(EFV)intourbantransportismostcommoninWest-ernEuropeancountriesatpresent.Publicauthoritieshave made resources and financial support avail-abletoencourageinnovativefreighttransportandlogisticsconceptsincludingEFVandnewvehicletechnologiesinurbanareas,byamixofincentivesandregulations.
Environmentally-friendlylorry
Vehicleaccesscontrol
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Bild:Iveco-TruckmitEuro-4sichtbaranFront
(Iveco-Disk)
MaintypesofEFVinclude:
1.Alternativefuels
IncludingLPG,CNG,Bio-FuelsandHydrogen-based-technology
Technologiesandfuelsalreadyexistbutsignifi-cantmarketpenetrationhasyettobeachieved
2.Dieselandpetrol
Euroengineemissionsstandardsforgoodsvehi-clesarehelpingtosignificantlyreduceemissions
Particulatetrapscanbefittedtovehiclestocap-tureparticulatesbeforetheyentertheatmosphere
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�.Electricandhybridvehicles
Electricvehiclesareespeciallysuitabletoreducenoiseemissionsandproducenoexhaustemis-sions
ThepromotionandusageofEFVinurbanfreighttransporthasbeenencouragedbyseveralurbanauthoritiesandnationalgovernments.Manymunici-palandnationalactivitieshavestartedtoencouragetheuseofEFVinurbanfreighttransport.NationalprogrammeslikethePIEK-programmeortheFrench“NationalProgrammeonGoodsinCities”haveevidencedthatnationalprogrammesandsupportmeasurescanleadtosuccessfulresults.
ThefollowingtableshowsthetypesofEFVinitia-tivesthatexistorhavebeentrialledinurbanfreighttransport.
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EFV initiatives in urban freight
Informalpartnerships:urbanauthorities,trans-portoperatorsandurbanbusinesseshavecometogethertosetupsustainablesolutionsbasedonamoreenvironment-friendlyformofurbanfreighttransport
TaxreductionsandadvantagesfortheuseofEFVs,alternativefuels,andtheinstallationofmodern filter technology on diesel vehicles
FreighttransportoperatorsthathaveusedEFVsforurbandeliveries,oftenaspartofresearchprojectsco-fundedbypublicauthorities
Specialpermissiontoaccesspartsoftheurbanareasuchasshoppingandbusinessdistrictsforvehiclesthatmeetcertainemissionstandards
Roadpricingschemesthatprovidediscountsandexemptionsforgoodsvehiclesthatmeetcertainemissionsstandards
Fundingofinnovativeresearchprojectsandtri-als in the field of urban freight transport by using EFV
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4.
5.
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Examples
ThePIEKandDEMOprogrammesintheNeth-erlands,andnightdeliveriesusingsilentvehiclesandequipmentinBarcelona
LowerratesofvehicletaxforgoodsvehiclesthatmeettherequiredemissionscriteriainUK&FranceLowertaxratesforalternativefuelsforexampleintheUK,FranceandSwitzerland
HermesLogisticGroupinGermanyLaPetiteReineinFranceL’Oreal/Gefco/EDFexperimentwithelectricvehiclesMonoprix/GEODISexperimentwithCNGvehicles
Environmentalzone(LowEmissionZone)schemeinSwedenELCIDISprojectinLaRochelleUrbanConsolida-tioncentreinFrancewhichuseselectricvehiclesTheCopenhagentrialinDenmarkCUDEprojectinMalaga,Spain
TheLondonCongestionChargingSchemeintheUKTheHeavyVehicleFee(LSVA)inSwitzerland
ProgrammeNationalMarchandisesenVilleinFrance(experimentsofelectricandCNGdeliveryvehiclesinFrenchcities-withfinancialsupportfromADEME)“Greentruckexperiment”underfinancialsupportoftheADEME-projectandpromotionalsupportofthecityofParis
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Environmentally-friendlyvehicleinitiativesinurbanfreighttransport
�1
1. Therearecurrentlyseveralobstaclestowider useofEFVs.Themainfailurefactorsthathave beenassessedare:
HigheroperationalcostsofEFV
Lowcapacity/volumeofelectricvehicles
Aninsufficientfillingstation(loadingstation)infrastructure
ReliabilityproblemsanddefectsresultinginhighmaintenancerequirementsofEFV
2. MostEFVprojectsarecurrentlysupportedby public financial budgets.
�. Privateoperatorstendtoonlychangetheir fleets if:
Thereisaclearfinancialbenefitforthecompany
Thereisanadequatealternativefuelstationnetwork
Therearemarketingbenefitsforthecompany
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Thecompanyhasastrongcommitmenttoenvironmentalissues
Suitablevehiclesareavailable
4. Moreover,thesuccessforpromotingEFVoften dependsonframeworkconditionslike:
Emissionandenvironmentalregulationsandstandards
Incentivesliketaxreduction(fuelpricedevelop-ment)
Fillingstationnetworkavailability
Individualtransportstrategyanddeploymentofvehicles
AcombinationofincentivesandrestrictionsasusedbypublicauthoritiesinGermany,France,theNether-landsandotherEuropeancountrieshasshownthatdevelopmentsinEFVhavestarted.However,onlyiftheoperatingcostandreliabilityofEFVimprovescomparedwithtraditionalfueltechnologieswillalarge-scaleintroductionofEFVbeachieved.PublicfundingandsupportmeasurescanhelptofosterandpromoteEFV.
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Emission-freeenvironment
�2
Enforcementissues
“Enforcement”referstoactivitiesthatarecarriedoutby administrative bodies to ensure that traffic laws andregulationsareobservedbyroadusers.En-forcementactivitiescanonlytakeplaceonthebasisoflegalregulationsthatofferthepossibilitytotakeaccountofoffendersthroughpenaltiesandthelegalsystem.Typically,someurbanfreighttransportpolicymeasuresareadvisory,whileothersarestatutory.1. Advisorymeasuressuggestapossiblecourseof actiontodrivers,butthereisnoneedtoensure thatdriverscomply,sothereisnoneedforen- forcement.
2. Statutorymeasuresareintroducedwiththe intentionofensuringthatdriverscomply.
Many traffic regulations require enforcement to preventdriversignoringthem.Thisisespeciallytrueofvehicleaccessandloadingregulations,speedingregulations,andstatutorylorryroutes.However,en-forcement of traffic regulations can require significant resourcesandcanbeveryexpensive.
Inaddition,bodiesresponsibleforenforcementmaynotseeitastheirpriority.Traditionally,muchen-forcement has involved police officers patrolling the streets.Howeverthisischanging:
Insomecountries,powerfortheenforcementofcertaintrafficregulationshasbeenpassedtotheurbanauthoritiesthatcanearnsignificantrev-enuefortransportinvestmentfromthiswork.
Greateruseoftechnology(suchasroadsidecamerasanddatabases)isbeingmadetoenforcetrafficregulations.
Thefollowingtableshowsthepointsthatshouldbeconsideredaboutenforcementwhendevelopingfreighttransportmeasuresinanurbanarea.
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Policecontrol
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Pointstoconsideraboutenforcementwhendevelopingurbanfreighttransportmeasures
Itisveryimportanttoconsidertheissueofen- forcementatthestartasthiscanplayakeyrole indecidingthebestmeasuretoimplement.
Whenever possible, freight traffic schemes should bedesignedsoastominimisetheneedforen- forcement.
Freighttransportmeasuresthatdonotrequire activeenforcement(suchasadvisoryroutes, widthlimits,bollardsandotherbarriers)willbe muchcheaperthanthosethatdoneed enforcement.
Effective enforcement of traffic regulations can makeamajorcontributiontodrivercompliance butcanbeveryexpensive.
Technologicalsolutionsaremakingitpossibleto
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2.
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4.
5.
carryouteffectiveenforcementwithoutneedinga largestafftocarryoutpatrols.
Producing traffic regulations in conjunction with thefreighttransportindustrywillalsohelpto achievecompliance.
Bodiessuchasthepolicethatwillberesponsible forenforcementshouldalsobeincludedindis- cussions about urban freight traffic schemes at an earlystage.
Providing information about traffic regulations to goodsvehicledrivers,freightcompaniesandtheir customerscanhelptoimprovecompliancewith the traffic regulations.
Clearandaccurateroadsignsareneededfor drivers to understand the traffic regulations.
Compliance rates with urban freight traffic regula- tionsshouldbemonitored.
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10.
Urbantransport
�4
Variousexamplesofpublic-privatepartnerships(PPP)existinurbanfreighttransportinrecentyears.PPPsinurbanfreighttransporthavebeenusedforthe financing, building and operation of infrastructure projects,aswellasforthenegotiationandsettingofframeworkconditionsandagreementsbetweenthepublicandprivatesectors.Anexampleofsuchpartnershipsarethecitylogisticsschemesthatwereheavilypromotedbythepublicsectorinsomecoun-triesintheearly1990s.
However,mostofthesecitylogisticsschemeshavesincefailed.Themainreasonsforthese“failures”were that the profitability of such approaches were overestimatedandthecriticalmassonconsignmentstobebundledforcitydistributionwasneverreached.Hence,mostprojectsvanishedortheactivitiesweretakenoverbyoneprivateoperator.Thelessonlearnedfromthesecitylogisticsexperienceswas
that PPPs which do not provide sufficient commercial benefits are not sustainable over time. More recent effortstoestablishworkingrelationshipsbetweenthepublicandprivatesectortoaddressurbanfreightissueshaveprovedmoresuccessful–theexampleofFreightQualityPartnershipsintheUKisprovidedbelow.
Obviously,theinitiationandmaintenanceofaPPPisacomplextask.However,bringingbothsidestogether can result in mutual benefits, large synergy effects and efficiency gains especially for tasks which arenotcoredutiesofthepublicsector.
Jointworkingbetweenpublicandprivatesectors
�5
Withinaco-operativepartnershipthegovernment(localandnational)isexpectedtoplayaresponsibleroleformanyreasonsincluding:
Copingwithnegativeexternalities(e.g.roadcon-gestionandairpollution)
Co-ordinationwithotherpublicpurposessuchascityplanning,regionaleconomicdevelopmentandenvironmentalmanagement
Cross-borderadministration
Presently,nationalgovernmentsandurbanauthor-itiesdonothaveagoodtrackrecordininvolvingurbanfreighttransportactorsindecision-making.Participationinpolicy-makinghasbeenoftenkepttoalimitedconsultationexercise.
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ExamplefromtheUK
AnexampleonamoreinclusiveapproachtoPPPhasbeendevelopedintheUK.Thishasincluded:
Thepublicationofdocumentsthatoutlinethegovernment‘sdeterminationtorecogniseproblemscausedbyandfacedbyurbanfreighttransport.
UrbanauthoritiesbeingencouragedbythenationalgovernmenttofocusgreaterattentiononfreighttransportandtoincludeconsiderationofurbandistributionandsustainabilityinLocalTransportPlans(LTPs)andtoestablishFreightQualityPartnerships(FQPs)
FreightQualityPartnerships(FQPs)
FQPsareameansforurbanauthorities,busi-nesses,freightoperators,environmentalgroups,thelocalcommunityandotherinterestedstakeholderstoworktogethertoaddressspecificfreighttransportproblems.
FQPsprovideaforumtoachievebestpracticesinenvironmentallysensitive,economic,safeandefficientfreighttransport.
FQPpartnersexchangeinformation,experiencesandinitiateprojectsregardingurbanfreighttransport.
FQPshavebeenformedbymanylocalauthor-itiesintheUK.
InadditiontoFQPsintheUK,the“ParisDistributionPartnership”wasrecentlyestablished.
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Action points for urban planners before setting up an FQP
Throughconsultation,developadistributionstrategy
ConsiderhowanFQPcouldhelpyoudeliveryourdistributionstrategy
Promote the benefits of the FQP - internally tosecurethenecessarycommitmentandexternallytoattractpartners
Action points in setting up an FQP
Set initial objectives that are specific, measur-able,achievable,realisticandtimed
AppointaFreightChampionwhowilltakere-sponsiblyfortheFQPwithintheAuthority
Identifyandrecruitpartnersthathelpachieveyourobjectives
EstablishtheFQP’smanagementstructureincludingachairandsecretariat
Decidewhen,whereandhowoftenyoushouldmeet
Identifyfundingsourcesandseekthenecessaryendorsement
Trytopre-emptpotentialproblems
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4.
5.
�.
7.
ThefollowingtableshowsthesuggestedactionpointsforsettingupanFQPintheUK.
SuggestedactionpointsforsettingupaFreightQualityPartnershipintheUK
Action points in developing an FQP
Identifyproblemsandcollectthenecessaryinformationtoclarifytheirprecisenature
Assessthevarioussolutionsandreachconsen-susonwhatshouldbedone
Drawupatimedactionplanfordeliveringthesolutions,identifyingwhoisresponsibleforeachtaskbywhen
Action points for maintaining momentum in an FQP
Considerhowyoucanmaintaininterestandkeepthemomentumgoing
UsepublicitytopromotethePartnershipanditsactivities
Constantlymonitorprogressoftheprocess,outputsandoutcomes
Source:UKDepartmentforTransport200�.
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�7
PARTII:Lastmilesolutions
Defining last mile solutions
Thesupplychain
Gettingthegoodstothecustomer
Technologyandtelematicsinlastmilelogistics
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4.
Guidanceonlastmilesolutions
Advantagesanddisadvantagesoflastmilesolutions
Urbantransportimpactoflastmilesolu-tions
Urbanplanningandregulationissuesas-sociatedwithlastmilesolutions
Successandfailurefactors
5.
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�8
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Homeshoppingcallcenter
Defining last mile solutions
Homeshoppingviae-commerce
E-commerce(electronicallyfacilitatedremoteselling)andotherremotesalesarerisingrapidlyeachyearinmanyEuropeancountries.Mintelestimatethetotalhome shopping market in Europe was worth €67.2 billionin200�,(approximately�.�%oftotalretailsales).Thisestimateincludespurchasesofproductsfrome-commercecompanies(onlinesalesofshop-basedretailers,mailordercompanieswithonlinecataloguesandinternetretailers),thecataloguesofmailordercompanies,anddirectsellingcompanies.(Theestimatedoesnotincludethepurchaseofprod-uctsfromotherconsumers(C2Ce-commerce)orthepurchaseofgoodsinshopsthataredeliveredtotheconsumer’shome).Germany,theUKandFranceac-countforalmostthreequartersofallEuropeanhomeshopping sales (accounting for almost €50 billion of salesin200�).
Source:Mintel,2005
Europeanhomeshoppingsalesas%allretailsales,200�
�9
E-commerceisthefastestgrowingpartofthehomeshoppingmarketandisexpectedtogrowrapidlyinthecomingyears.E-commercesalesrepresentedapproximately25%oftheEuropeanhomeshoppingmarketbyvaluein200�.Thiswasmadeupofonlinesalesbyshop-basedretailers,mailordercompanieswithonlinecataloguesandinternetretailers.
E-commercesalesasaproportionofthehomeshoppingmarketvariedsubstantiallybetweenEuropeancountriesin200�.E-commercesalesrangedfrom4%ofthetotalhomeshoppingmar-ketinHungaryto42%inDenmark.
Thesizeoftheotherpartsofthehomeshoppingmarket(traditionalcataloguemailorderanddirectsellingmarkets)areeitherstaticorfallinginmostEuropeancountries.
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Limitedspaceincitycenters
Keyissuesinlastmilesolutions
1.FromasurveyintheUKin2005:
Fewerthan12%ofonlineretailersallowcustom-erstoselectadeliveryday
Only20%offerSaturdaydeliveries
95%ofonlineretailersdonotofferaguaranteeddelivery
2.ResearchintheUKhasshownthatover50per centofhomesareemptybetween09:00and 16:00 (reflecting increasing numbers of single personandtwoworkingpersonhouseholds). Standarddeliverytimesareusuallyfrom08:00 to17:00.
3. This results in a significant proportion of failed deliveries (often one in fifteen).
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4. Deliveriesattemptedwhentheconsumerisnotat homeresultin:
Theneedtocallagain
Higherthannecessaryoperatingcosts
Poorcompanyimageforboththesupplierofthegoodsandtheirdeliveryagent
5.Failuretodeliveratatimeagreedwiththe consumercouldthreatenrepeatpurchases.
�.Faileddeliveriesareinconvenientforcustomers. InarecentUKsurvey,�8%ofcustomerswho havestoppedusingremoteshopping,saidthat inconvenientorunknowndeliverytimeswerea factor.�9%ofthesecustomerssaidthiswas affectedbythemrarelybeingathome.
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40
Customer benefits
Greaterproductchoiceandpricecomparison
Abilitytoobtaingoodsnotsoldlocally
Usefulforbulkyandheavygoods
Usefulforpeoplewithmobilityproblemseitherduetolackoftransportordisability
Timesavings
Twenty-fourhourperdayorderingservices
Attractivetopeoplewhodislikeshopping
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Retailerbenefits
Sellingwithoutgeographicallimitations
Costsavingsbyreplacing“brick-and-mortar”storeswithawebsiteorcatalogue
Overallcostsavingduetoasimplersupplychain
Real-timepricing(beforedeliveryismade)
Bettermarketingpossibilities
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Benefits of home shopping for customers and retailers
41
Defining last mile solutions
“Lastmilesolutions”(alsooftenreferredto“homedeliveries”) are the logistics element of the fulfilment processwithinconsumere-commercetransactions(bothbusiness-to-consumerandconsumer-to-con-sumer-B2CandC2C),otherremotepurchasesfrommailorder,directsellingandtelevisionshoppingcom-panies,anddeliveriesfromretailoutlets.
1.Deliveriesmaybemadeto:
Thecustomer’shomeThecustomer’splaceofemploymentReception/deliveryboxesCollectionpointsLockerbanks
2.Mostdeliveriesareof:
Parcelsandsmallpackages(e.g.books,CDs,clothingandfootwear,jewelleryetc)Largeitems(e.g.furniture,whitegoods,otherlargeelectricalappliances)Food
�.Whilstmostdeliveriesaremadebyoneperson,largeritemsmayrequiretwopersondeliverycrews.
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Comparedto“traditional”distributionchannelstherearetwofundamentalcharacteristicsof“lastmile”approaches:mostapproachescutoutthemiddle-manandinsteadrelyondirectbusinesscontactwithconsumers;but,moreimportantly,involvedevelopingasupplychainthatallowseachconsumertoorderapersonalizedproduct.Shorteningthesupplychainandprovidingvalueaddedservicestothecustomercanhaveasubstantialimpactonproductqualityandprice.
Newsellingchannelsandtheirassociatedlogisticssystems have significant implications on:
Orderpicking-traditionallycarriedoutbythecustomersinthestore,retailoutletisnowdonebytheretailer(resultsinaparadigmchangefromacollectionsystemtoadeliverysystem)
Newbusinessrelationships(logisticsisbecomingthemaininterfacebetweenretailerandcustomer)
Newdeliverystructures(theconsignmentsizedecreasesfrombulkshipmentstoindividualpack-ages)
Andhaveresultedinanincreaseinthefragmen-tationofordersanddeliveries
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Part of supply chain
Orderpicking/distributionchannel
Transportorganisation
Deliveryconsolidation
Arrangementsfordeliverytocustomer
Deliverypoint
Options
ViadedicatedpickingcentreViaretailoutlet
In-housewithownvehiclesExternalusingthirdpartylogisticsprovider(�PL)
Onlyonecompany’sgoodsdeliveredondeliveryvehicleSeveralcompanies’goodsdeliveredondeliveryvehicle
DayagreedinadvancewithcustomerDay&timeagreedinadvancewithcustomerNotime/dayagreementswithcustomer
AttendedhomedeliveryReception/deliveryboxesathomeLockerboxesCollectionpoints
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Thesupplychain
Thephysicaldistributionofgoodstotheconsumerisacriticalfactorinthesuccessofthelastmilebusi-nessmodel.
Therearedifferentlogisticsoptionsavailableindif-ferentpartsofthelastmilesupplychainasshowninthetablebelow:
4�
Commonsupplychainsinlastmileoperations
Thestartingpointforalllastmileprocessesisaretailwarehouse or a eShop fulfilment centre. There are varioussupplychainoptionsbywhichthegoodsreach the final customer.
FromtheeShopfulfilmentcentreeitherownvehiclesor�PLnetworkstructuresandvehiclesareused.Mostcommonisthatgoodsaretakentoaregionaldistributioncentrebeforethefinaldeliverylegiscarriedout.
AconsolidatedtrunktourcanstarteitherfromaneShopfulfilmentcentreorfromalocaldistributioncentre.Transhipmentoftentakesplacewithinthecityorclosetothecityborder.Mostcommonisatranshipmentfromlargertruckstovansforthefinaldeliveryleg.
SomeapproachesseparateeShopactivitiesandoperatingoflastmileinfrastructure.Orderedcon-signmentswillbecollectedfromdifferentretailersandeShopfulfilmentcentresinacollectinghub.Fromthereeitherthefinallegstocollectionpointsorafurthertoursplitviaaregionaldistributionhubtakesplace.
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Deliveriescanalsobemadeviaaretailoutletstorebeingdeliveredfromaretaildistributioncentre.Deliveriesaremadetothecustomereitherbyownvehiclesorwiththehelpof�PL.
Ifthedeliveryismadetoacollectionpointorlockerbank,theconsumermayhavetotraveltothislocationtocollecttheirgoods(althoughtheoperatorswillseektominimiseanyadditionaltravel).
Theconsumersometimescollectstheirgoodsfromtheretailoutletorthelocaldistributioncen-tre.However,itismorecommonthatthedeliveryismadefromtheselocationstotheconsumerusinggoodsvehicles.
Thedistribution/collectionofthegoodsisad-dressedinmoredetailinthenextsection.
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Manufacturer
eShop fulfilmentcentre
Retailerwarehouse
Regionaldistribution
centre
Localdistributioncentre
Retailoutlet
Collectionpoint/lockerbank
Home
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Gettingthegoodstothecustomer
Attendeddeliverysystems
Attendeddeliveryordoorstepdeliveries(i.e.wherethecustomerhastobeavailabletoacceptthedelivery)isstillthemostcommontypeofhomedelivery.
Fooddeliveriesusuallytakeplaceonapre-ar-rangeddayandwithinagiventime-window,astheproductmaydeteriorateovertime.
Insomecasescustomersmakeanexplicitpay-mentforthedelivery–inothercasesadeliverychargeisonlyappliedbelowanagreedvalueofgoods.
Deliveriesoflargeitems(suchasfurnitureandwhitegoods)areusuallyonanagreeddayandtime-windowbasis,astheyareexpensivedeliv-eriesusingtwomandeliverycrews.
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Unattendeddeliverysystems
Unattendeddeliveriesarebasedontheconceptthatthepresenceofcustomersshouldnotbenecessarywhenmakingadelivery.
Unattendeddeliverycaneithertakeplaceatthecustomer’shomeortoanotherlocationneartotheirhome,workplaceorsomewhereelsetheyvisitregularly.
Smallproductswhichfitthroughletterboxesorintomailboxes&thatdonotrequireproofofde-livery(POD)maybedeliveredwhetherornotthecustomerisathomeatthetimeofdelivery.
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Receptionboxes
Permanentlyfixedtoawalloutsidethecustom-er’shome
Accesstotheboxviaanelectroniccodeorkey
Customercanbealertedofthedeliverybymobilephoneoremail
Usedmostlyforparcels,butcanbeusedforfoodsiftheboxesaretemperaturecontrolled
Deliveryboxes
Apoolofboxesownedbytheretailerordeliverycompany
Filledwiththegoodsatthedistributiondepot
Atthecustomer’shome,theyaretemporarilyat-tachedtothehomeviaalockingdevicefixedonthewallinasecureplace
Emptyboxesorboxescontainingreturnedgoodsarethencollectedbythedeliverycompanyeitherasaseparatecollectionroundoraspartofthenextdelivery
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Theseproductstendtobedistributedtocustom-ersviaexistingnationalpostalnetworks,andcouriernetworks(bothnationalandinternational).
HoweverifPODisrequiredgoodsmaybeleftwithaneighbouroranotherdeliveryattemptismadeatalaterdate.
Recentlylogisticscompanieshavedesignedalternativedeliverysolutionstominimisetheproblemoffaileddeliveriesandthehighcostsoffailedattendedhomedeliveries.
Unattendeddeliverysystemsatthecustomer’shomeincludetheuseof:
- Receptionboxes - Deliveryboxes - Controlledaccesssystems
Unattendeddeliverysystemsawayfromthecus-tomer’shomeinclude:
- Collectionpoints - Lockerbanks
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4�
DHLPackstation,Germany
Controlledaccesssystems
Providethedeliverydriverwithameansofgain-ingaccesstoalockedareatoleavethegoodsin
Akeymaybesealedinsideaunit,whichismountedinalocationwheredeliverystaffcanaccessit
Thedriverentersanaccesscodeintothesealedunittoreleasethekeyandopenthenominateddeliverylocationtoleavethegoods
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Collectionpoints
Basedontheuseoflocationsotherthancustom-ers’homestowhichgoodsaredelivered
LocationscanincludethenearestPostOffice,aconveniencestoreorapetrolstation
Oftenhavelongopeninghours
Goodsaredeliveredbytheretailerortheircarriertothecollectionpoint
Thecustomerisinformedthattheirorderisreadyforcollection
Customersmayarrangewiththecollectionpointforthegoodstobedeliveredtotheirhome
Collectionpointsresultinfewerdeliverylocationsandimproveddropdensity
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Collectionpointexample:Kiala
Kialaprovidesacollectionpointserviceforlong-dis-tanceretailersore-commerceshopsfornon-foodproductsinBelgium,Luxembourg,theNetherlands,FranceandinfutureinUK.
Ithasestablishedanetworkofcollectionpoints(KialaPoints)atwhichcustomerscancollect,payforandreturntheirparcels.
Transportbetweentheretailerwarehouses,pick-pointsandKialaPointsareorganised.
Twomainnetworksareoperated:aconsumerori-entednetworkandaprofessionalnetworkfortimecriticaldeliveriesforexpresscouriers,travellingsalesstaff,andfieldengineers.
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Thecustomercanselectapreferredstoreforcollectingtheirdelivery.OncethedeliverytothestorehasbeenmadethecustomerisinformedviaSMSorCallCentrethattheirgoodsarereadyforcollection.
Theapplicationalsomanagesthedataflowsfromandtoend-customers,directsellingcompanies,collectiondeliverypointsandtransportationpart-ners.Stateofthearttechnologyreducescostsanincreasesefficiency.
Inadditionthesystemallowsthecustomerstotrack&tracetheirparcelontheKialaInternetsite
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Locker-banks
Locker-banksaregroupsofreceptionboxunits(lockers).
Locker-banksaresimilartocollectionpointsastheyarenotsitedateachcustomerspremises.
Sitedinapartmentblocks,workplaces,carparks,railwaystationsetc.
Customersarenotusuallyassignedtheirownlockertooptimizeusage(lockershaveelectroniclockswithavariableopeningcode,andcanbeusedfordifferentcustomersondifferentdays).
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Maybededicatedtoonedeliverycompanyorusedbymany.
Customersmaybenotifiedbymessageaboutwhentheirdeliveryhasarrived,theboxnumberandlocation,andthecodetoopenthebox.
Locker-banksrequirethecustomertomakethefinallegofthejourney.However,locker-banksarelocatedtomakethedeviationincustomers’journeysasshortaspossible.
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DHLPackstation
Locker-bankexample:Packstation
PackStationisasystemprovidedbyDeutschePostinGermany.
Offersconsumersandprofessionalsthepossibil-ityofaccesstotheirparcels7daysperweek,24hoursperday.
CustomersareissuedwithaPIN,anInternetpassword&acityplanCD-ROMshowingallthePackStationlocations.
Thesystemcanalsobeusedtomakereturnship-ments.
Acustomerisinformedofdeliverybye-mailand/orSMS.
Packagescanbeheldforuptoninecalendardays.
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Twotypesofmachinearecurrentlybeingused:-astaticsystem,similartoaleftluggagelockersinstations-machineswithoutlockersthatworkusingarotaryplatter
Canbeusedforpackagesuptoamaximumsizeof�0x�5x�5cm.
FirstintroducedinGermanyinDortmundandMainzin2001.
Bytheendof2005,DHLhadintroducedmorethan�00machinesin90cities,usedbyover�00,000registeredcustomers.
Nationalcoverageisplannedbytheendof2007.
Largecompanies(includingBASF,Microsoft,SiemensMedicalServicesandSAP)havelockerbanksontheirpremisestocopewithpersonalparcelsforemployeesthatwouldotherwisehavetobehandledbytheirmailrooms.
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Theattributesofattendedandthevariousunattendeddeliverysystemsarelistedinthefollowingtable.
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Who covers the last
mile?
Customer present?
Types of products
Failed deliveries
Delivery window
Times at which goods
can be collected
Retrieval time for
customer
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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Technologyandtelematicsinlastmilelogistics
Informationandcommunicationtechnology,andtelematics solutions can have an important influence in making last mile processes more efficient. Devel-opments in the following areas may be beneficial.
Computerisedvehicleroutingandscheduling
Vehicleroutingandschedulingsystemscanresultinjourneytimesavingsof10to15%.
Customerscanreceivemoreprecisedeliverytimeestimates.
Theproportionoffirsttimedeliverysuccessshouldincrease.
Operationalcostscanbereduced.
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GPS-basedRoutenavigationsystems
Providesnewdriverswithdetailedroutinginstruc-tionstotravelbetweendeliveries.
Overcomeslackoflocalknowledge–increasingspeedofdeliveriesanddriverflexibility.
Real-time traffic information
Stillinitsinfancy.
Collectionanddisseminationofdatatohelpupdatetransportplanstomaximisevehicleutilisa-tionandfirsttimedeliverysuccess.
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Radio frequency identification (RFID)
Stillatanearlystage.
VehicleandtransitunitidentificationispossibleandisundertrialatsitesintheRuhrandtheNetherlands.
Transportprocessupdatescanbeaddedtobasicproductinformationandareanotherwaytogiverealtimesupplychaininformationforcustomersandoperators.
Earlyproblemsofreadersensitivity,standardisa-tionofinformationandapplicationcostsstillneedtobeovercome.
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Guidanceonlastmilesolutions
Citydeliveryinapedestrianzone
Advantagesanddisadvantagesoflastmilesolutions
Theexpectationofthevarioussupplychainpartiesinlastmileoperationsarequitechallengingandcanbe difficult to achieve. On one side customers expect lowerprices,moreconvenienceandalargerproductvariety,whileontheothersidesellerswanttoreducecostsandachievebetterplacementoftheirprod-ucts. The distribution of costs and benefits in the last milechainhasalargeimpactonthesuccessoftheoverallapproach.Thetableshowstheadvantagesanddisadvantagesofthedifferentlastmileoptionsintermsofdistributionchannels,transportoperations,deliverytocustomers,andtheuseofITforplanningdeliverywindowsforattendeddeliveries.
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Advantagesanddisadvantagesoflastmilesolutions-concerningdistributionchannel
Distribution channel
Picking centre(Warehouse / distribution centre)
Picking in retail outlet
Advantages
Increaseinreliabilityduetostocktransparency
Economiesofscale
Efficientmanagementoftheprocesses
Almostnofixedcosts(storestaffdoingthepicking)
Localknowledge
Moreflexibleinmanagement
Higherservicelevel(e.g.indeliverytimeortheprovisionofperishablegroceries)
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Disadvantages
Highinvestmentcostsininfrastructureandstaff
Largevolumesnecessarytoreachasatisfactoryuseofcapacity
Highercomplexityinmanagingshopandpickingatsametime
Slowerpickingspeeds
Riskofoutofstocksituations
Possiblenegativeeffectforconsumersvisitingtheshop
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Transport operation
Shipper operates own vehicles for deliveries
Shipper uses 3rd party operator for deliveries
Advantages
Completecontrolovertransportchain,e.g.temperaturesensitive
Possibilitytoprovidevalueaddedservices
Moreflexibledispatching
ImportantforreputationasdriverrepresentsthecompanyNofixedcosts
Betterplanninginavolatilemarket
Improvedutilisationofvehicles
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Disadvantages
Highercosts
Difficultiesachievinggoodvehicleutilisation
Ownfleetmanagementstructures
Lessflexibilityandcontrolforretailer
Lossofdirectcontactwithrecipient
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Advantagesanddisadvantagesoflastmilesolutions-concerningtransportoperation
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Delivery point
Attended homedelivery
Reception & delivery boxes/access control systems at customer’s home
Locker bank / convenience store
Advantages
Highlevelofcustomerservice
Directcontactwithcustomer
Fewerfaileddeliveries(benefitsforcustomeranddeliverer)
Morecontroloverplanning,routeingandschedulingofdeliveryrounds
Lowervehicleoperatingcoststhanattendeddelivery
Consolidationofconsignments
Pickupatanytimeafterthedelivery
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Disadvantages
Customerhastobeathome
Costsofredeliveryduetofaileddeliveries
Qualifieddriverswithlocalgeographicalskillsneeded
Canbehighervehicleoperatingcostsduetosmallervehiclesusedthaninunattendeddeliveries
Costofboxes/accesssystems
Canbedifficulttoco-ordinatewhenre-ceivinggoodsfromseveralcompanies
Deliveryboxesneedtobecollected
Limitedspaceavailabilityforboxes/units
Infrastructurecosts
Customersalsohavetotraveltoreceivegoods
Riskofnon-acceptancebythecustomers
Possiblelocalcartrafficgeneration
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Advantagesanddisadvantagesoflastmilesolutions-concerningdeliverypoints
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Information Flow
Use of phone/text/email to communi-cate with customer for attended home delivery
Use of text/email to communicate with customer for deliv-ery to locker bank/collection point
Advantages
Ensurethatcustomerisathome
Morereliableservice
Fewerfaileddeliveries
Highlevelofcustomerserviceandfeedback
Includingcustomerinsupplychainplanning
Customerlikelytocollectmorequicklyandfree-upspace
Morereliableservice
Encouragescustomertouseservice
Includingcustomerinsupplychainplanning
Directcustomercontactandfeed-back
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Disadvantages
Lessflexibilityinschedulingdeliverie
Greaterplanningeffort
Greaterplanningeffort
Obstacleforcustomersnotfamiliarwithnewertechnologies
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Advantages and disadvantages of last mile solutions - concerning information flow
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Urbantransportimpactoflastmilesolutions
Urban traffic flow
Lastmilesolutionscanresultinreductionsintotalvehicletripsandvehiclekilometres(takingbothgoodsvehicleandcustomertripsintoaccount).Forexample,inastudyoffoodshoppingintheUK,itwascalculatedthatif10-20%oftotalfoodshoppersweretousehomeshopping:
- Theswitchfromcarjourneystomultidrop vandeliveriescouldleadtoa7-1�%reduc- tioninthenumbersofvehicletrips.
- Therecouldbeasubstantialreductionin vehiclekilometresforgoodsflowstocus- tomersusingthehomeshoppingservices.
However,anyreductioninvehicleactivityisdependenton:
- Theefficiencyofthedistributionsystems.
- Whethercustomersmakeothernon- shoppingvehicletripsinstead.
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Timesavedbyshoppersusinghomedeliveryservicesmayfreeuptheirtimetomakemoreleisuretrips.
Homedeliverycanincreasegoodsvehicleactivityinresidentialstreetsandmayhaveanegativeenvironmentalimpacts
Manydifferentcompaniesmayservicethesamedeliverylocation/customerusingtheirownvehi-cles.
Heavyitems–deliveredonheaviervehicles,needing to get closer to the final delivery point mayexacerbatethisproblem.
Theuseoflockerbanksandcollectionplatformsmayalsoincreasethenumberofcarjourneysrequirediftheyarepoorlysitedrelativetotheconsumerlocations.
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Whilstfoodshoppingofteninvolvesadedicatedcarjourneyandthesemaybereducedbygreateruseofnewshoppingchannelsandhomedeliv-ery,manyothershoppingtripscombinevisitinganumberofstoresandotheractivitiessuchasdin-ingoutorvisitingfriends.Inthesecircumstancesthereductionincartripsresultingfromhomedeliveriesmaybereduced.
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Urbanplanningandregulationissuesassociatedwithlastmilesolutions
Urbanplanningissues
Remoteshoppingoperationsmayposeadilem-maforurbanplanners.
Theycouldhavesignificanteffectsonthefutureviabilityofmanyexistingretailsites.
Newpickingcentres,localdistributiondepots,collectionpointsandlockerbanksmaybeneededinorontheedgeofurbanareas.Asmulti-chan-nelretailinggrowsthenumberofbothwarehou-sesandshopsmayincrease.
CurrentplanningguidanceacrosstheEUcentresonthereductionincartravelandtheconcentra-tionofdevelopmentinexistingurbanareasbuttherearefewpoliciesforaddressingtheimpactofnewsellingchannelsandhomedeliveries.
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Legislation
Productlegislation,vehicleoperatinglegislationandlanduse/townplanninglegislationcanallimpactonlastmilesolutions.
Examplesofproductlegislationthatimpactsonlastmilesolutionsincludes:
- Foodhygieneandtemperaturecontrol regulations.
- Dangerousgoodsregulation.
Vehicleoperatinglegislationmayimpacton:
- Thetimeatwhichdeliveriescanbemade (bothintermsofvehicleaccesstothestreet andunloadingregulations).
- Thetimesatwhichcustomersarepermittedto visitcollectionpointstocollecttheirgoods.
- Thesizeand/orweightofvehiclesthatcanbe usedtomakehomedeliveries.
Urbanlanduseplanninglegislationcanbeusedtocontrol:
- Thenumberandlocationofhomedelivery fulfilment facilities, collection points and locker banks.
- Andthetimesatwhichhomedeliveryvehicles canoperate.
- Plannerscanalsodecidewhetherthereisa rolefortheurbanauthorityinthedevelopment andoperationofsuchfacilities,andwhether theywillbeoperatedbyoneormanycompanies.
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Dangerousgoodstransport
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Successfactorsforlastmilesolutionsinclude:
Manycompaniesthathaveasuccessfulonlinebusinesshavea“traditional”businessmodeltowhichtheyhaveaddedan“online”business.
Manynewe-commercecompaniesthatdevel-opedwitha“bigbang”completelyfailed.
WithineachEuropeancountryonlyafewdomi-nantmarketplayersexistwiththenecessaryskillsandexpertisetodeveloplastmilesolutions.
Structuralinvestmentmustbemadecarefullyinanareawheredemandpredictionisdifficult.
Theprovisionofafast,reliable,flexibleserviceatareasonablepriceiskeytothesuccessofanonline/remotetransaction.
Theuseofwidespreadparcelnetworkshasbeensuccessfulforsomeshippers.
Collectionpointsandlockerbanksaremostpromisingfornon-food,standard–sizedpack-ages.
Focusingoncustomerneedsinagivencountryisimportant.
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Successandfailurefactorsinlastmilesolutions
Failurefactorsinclude:
Inabilitytoachieveanacceptablereturnoninvestment.
Inaccuratedemandforecasting.
Insufficientlevelofgoodsthroughput.
Manyunattendeddeliverysolutionswerebeforetheirtimeortooexpensive.
Issues specific to small packages
Toimprovecustomerserviceand/orreduceoper-atingcosts:
- Introducingpre-arrangeddeliverytime wheredemandedbytheconsumer. - Increasetheuseofunattendedsolutions. - Criticallyreviewingthespeedofdelivery promisetoimprovevehicleutilisationand deliveryreliability.
Parceldeliverycompaniesshouldworktogethertoidentifyopportunitiestoimprovevehicleutilisa-tionandreducethetrafficandenvironmentalimpactoftheiroperations.
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Issues specific to food
Keyissuesinclude:
Attendedhomedeliverywillcontinuetodominateuntiltechnicaldevelopmentsallowgreateruseofunattendeddeliverysystemsforfoods.
Retailersneedtoconsiderhowtheycouldworktogethertousesharedorcommonfulfilmentanddeliveryoperationstoreducecosts.
Thechoicebetweenfulfilmentfromthesalesfloorordedicatedfulfilmentcentres.
Toofferlowcostservicesretailersmustseektoreducetheirpeakhourthroughputsthroughinnovativeservicepricing,sharedoperationsandtechnicallyacceptableunattendeddeliverysystems.
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Issues specific to large items
Keyissuesinclude:
Theintroductionofsharedfulfilmentandhomedeliveryoperation.
Theintroductionofshortermoreregulardeliverywindows.
Improvedrealtimecommunicationwiththecustomer.
Improvedvehicledesigntosuitdeliveriesinresidentialareas.
Highstandardsofdeliverycrewappearanceandtraining.
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59
Definitions of UCCs
Classification of UCCs
ImpactofUCCs
AdvantagesanddisadvantagesofUCCs
1.
2.
�.
4.
IssuesinplanningUCCs
ParticipationofinterestedpartiesLocationManagementstructuresProductshandledTheoperationsofUCCsFundingSuccesscriteria
�.GuidanceonUCCs
7.UCCchecklist
5.
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PARTIII:Urbanconsolidationcentres
�0
HammarbyLogisticCenter,Sweden
Many people are unaware of the potential benefits ofacarefullyresearchedandimplementedUrbanConsolidationCentre(UCC).RetailersandlogisticscompaniesoftenthinkthatUCCswillincreasetheircostsandreducetheircontroloftheirsupplychains.AlthoughmuchthinkingonUCCsfocusesonretailactivities,theyalsohaveapotentialroleinothersectors including construction, offices, hotels and restaurants.
Anurbanconsolidationcentreoffersfreighttrans-portcompaniestheopportunitytodelivergoodsdestinedforurbanareatoaspecialistcentreforfinaldeliveryratherthanhavingtomakethedeliv-erytothefinalcustomerinabusypartofthecity.
UCCshavethepotentialtoimprovedeliveryreliabilityandtoimprovetheutilizationofgoodsvehicles.
Inaddition,itispossibleforaspecialistfleetofenvironmentally-friendlygoodsvehicletobeusedforthefinaldeliveryfromtheurbanconsolidationcentretothecustomer.
Giventheenvironmentalcredentialsofsuchve-hiclesintermsofpollutantemissions,noiseandotherfactorsitcanbepossibletoallowthemtoaccessandmakedeliveriesintheurbanareaattimeswhendeliveryvehiclesareusuallyprohib-ited,includingduringthenight.
UCCscanbeusedtoassistinachievingeconom-ic,trafficandenvironmentalobjectives.RetailandotherproductssuchasconstructionmaterialscanbedeliveredviaaUCC.
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ExperienceswithpubliclyoperatedUCChavebeenmostlynegativefromacommercialperspec-tive.ManyUCCshavesubsequentlyclosedduetolowvolumesofthroughput,on-goingrequestsforfinancial support from urban or regional govern-ment,anddissatisfactionwithservicelevels.Since2000mostofthetrialsandoperationswereledbycommercialenterprises(suchasBAAatHeathrowAirport,LondonandShoppingCentreOperators)which recognised the benefits of controlling their logisticsoperations.SchemescurrentlyoperatingintheUKareoftenoperatedbyasingle,majorlogisticsoperator.
The financing arrangements of UCC vary:
Somearedependentonpublicfundingfromcentral,regionalorurbangovernment(e.g.LaRochelle,AmsterdamandMonaco).
SomehavereceivedfundingfromEUprojects(suchasLaRochelle,NurembergandBristol).
Othershavebeenpartiallyorfullyfundedbycen-treoperators,recipientsorlogisticscompaniesdeliveringtotheUCC.
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�1
Definitions of UCCs
1.ThephraseUrbanConsolidationCentres(UCCs)hashadmanydifferentmeanings.
2.Differentterminologyhasbeenusedovertimeandbetweencountries.
3. Definitions are often vague or ambiguous.
4.Descriptionsusedinclude:
PublicdistributiondepotCentralgoodssortingpointUrbantranshipmentcentreShared-userurbantranshipmentdepotFreightplatformsCo-operativedeliverysystemConsolidationcentre(sometimesspecific,e.g.retail,construction)UrbandistributioncentreCitylogistics(orcitylogistik)schemesLogisticscentrePick-up/drop-offlocationOff-sitelogisticssupportcentreFreightvillage
5.Itisoftendifficulttoidentifytheboundarybe-tweenUCCsandothersimilarschemes,suchas:
Expressparcelshubs Collectionpointsforhomedeliveries Intermodalterminals Retailerdistributioncentres
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�.Theconcepthasfocussedon:
Communal(shareduser)operationsBreakbulkTranshipmentfromlargertosmallervehicles
7.Today,aUCCisbestdescribedas:
“Alogisticsfacilitysituatedinrelativelycloseprox- imitytothegeographicareathatitserves(bethat a city centre, an entire town or a specific site such asashoppingcentre),towhichmanylogistics companiesdelivergoodsdestinedforthearea, fromwhichconsolidateddeliveriesarecarried outwithinthatarea,inwhicharangeofother value-addedlogisticsandretailservicescanbe provided.”
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�2
Classification of UCCs
Three distinct categories of UCC can be identified:
AreaUCCs-servingatown/city
ExamplesincludemanyGermancitylogisticsschemes,LaRochelleinFrance,Monaco,GenovaandBristol.
Thegeographicalareaservedmayvaryfromaspecificretailarea(e.g.BroadmeadinBristol),acitycentre(e.g.LaPetiteReineinParis)toanentiretownorcity(e.g.Monaco).
Thenumberofcompaniesoperatingtheschemecanvaryfromasinglecompany(e.g.LaRochelle,andMonaco)orbeseveralcompanies(e.g.Ger-mancitylogisticsschemes).
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UCCsonsinglesiteswithonelandlord
Usually:
Theyarebuilt,aspartof,ortoserve,asingleoperation.
Thelandlordcaninsistthattenantsusethem.
Thefinalunloadingpointsareusuallyoffstreetandapproachedbyasingledesignatedroute.
Theycanbeselffinancingfromrentsandhan-dlingcharges.
ExamplesincludeUCCsatairportsandshoppingcentres(e.g.HeathrowretailUCC,andMeadow-hallshoppingcentre).
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UCCexampleinBristol,UK
SpecialprojectUCCs
Usually:
Fornon-retailpurposes(e.g.constructionmaterialatHeathrowandStockholm)
Servingasinglesite
Overaspecificperiodoftime
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EachofthethreetypesofUCCcanofferconsolida-tionservicesorcanofferawiderrangeofvalue-addedservicesincluding:
Stockholdingfacilities
Ticketingandpricing
Goodsreturn
Wastecollectionservices
Communitycollectionanddeliverypoint
Homedeliveryoperation
ExamplesofeachofthethreetypesofUCCareprovidedintheboxes.
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�4
Example:Broadmead,Bristol,UK
Current status (2007):
Objective:
Start date:
Description:
Parties involved:
Voluntary/compulsory:
Users:
Outcomes:
Extendedtrial
Benefits of consolidation to suppliers / benefits to retailers (improved supply chain & potential added value services) / benefits for community (reduced congestion, improvedairquality&improvedwasterecycling).
2004
DeliveriesaremadefromtheconsolidationcentretoretailersintheBroadmeadretailing district in the centre of Bristol. Suitable customers for the trial identified as “mediumsize,non-perishablegoods,nothighvaluegoods”.UCClocatedclosetostrategicroadnetwork(M4&M�2);4�5m2ofspace;25minutesjourneytimetoBroadmead.Deliverymadebyone7.5tandone17tEuroIIIstandardenginevehi-cles.Value-addedservicesalsobeingoffered.
BristolCityCouncil,TheBroadmeadBoard,TheGalleriesShoppingCentre,Busi-nessWest(formerlyChamberofCommerce),ExelEUfundingthroughtheVivaldiproject(partofCIVITAS).
Voluntary
Currently51retailersintheBroadmeadretailingarearangingfrommajorhighstreetstorestosmallindependentswiththeclothingandfashionsectorsparticularlywellrepresented.
Thenumberofrollcageswhichpassedthroughthecentrerosefrom101inMay2004to401inDecember2004.�8%reductioninvehicletripsintoBristolcentreforretailersinscheme.ToOctober2005-42,772totalvehiclekm;5,29tofCO2emis-sions;0,8kgofNOxand11,0kgofPM10emissionshadbeensaved.
AreaUCCsservingtown/city
UCCinlaRochelle,France
�5
Example:LaPetiteReine,Paris,France
Current status (2007):
Objective:
Start date:
Description:
Parties involved:
Voluntary/compulsory:
Users:
Outcomes:
Trialinitially–nowpermanent.
The objective is to test an alternative to motorised vehicles for final delivery of goods andreducetheimpactsofurbanfreighttransport.
200�
Twotypesoftricycleswithelectricalassistancehavebeenusedduringtheexperi-menttoprovidedeliveryservices.Thetricycleshaveamaximumpayloadof100kg,maximumvolumeof450litres,andmaximumspeedof20km/h.ThefourcentralarrondissementswereinitiallyservedbyLaPetiteReineintheexperiment.Thishassincebeenextendedtothewholeofthecity.ThreetypesofdeliveryservicehavebeentestedbyLaPetitReine:
Adhocdeliveriesfrombusinessestocustomer’shomesDriverandtricyclededicatedtoabusinessfordeliveriestocustomers(dedicatedshop-basedservice)ConsolidationandfinaldeliveryofgoodsenteringParis(usingaconsolidationcentrelocatedinthecentreofParisofferedbytheMairiedeParisatlowrent).
ProductstargetedbylaPetiteReineduringtheexperimenthaveincluded:foodproducts, flowers, non-food products (including parcels) and equipment and parts. Inthe24monthssincetheexperimentstartedthenumberoftricycleshasincreasedfrom7to19.
TheCityofParishasbeensupportinglaPetiteReinecompanyintheexperimenta-tionofdeliveriesusingtricyclessinceMay200�.ThisexperimenthasbeenalsosupportedbytheADEME(FrenchAgencyofEnvironmentManagement)providingfinancial aid representing 50% of the feasibility study and evaluation reports, and 15%oftheinvestmentintricycles.
VoluntaryMajorparcelcarriers,transportoperators,retailersandotherParis-basedbusi-nesses.
Useofthedeliveryserviceshasbeenincreasingduringthetrial.79�tripsinmonth1to14.��1tripsinmonth24.Parcelfreighthasbecomethemostimportanttypeoffreightduringthecourseofthetrial.Ithasincreasedfrom51%ofallitemshandledatthebeginningoftheexperimentto97%after2years.15�248kmofdieselvanactivityhavebeenavoidedasaresultofthetrial.Thishassaved4�.�toe(tonnesoilequivalent)ofenergyconsumption,andhelpedtoavoid112tonnesofCO2,1.4�tonnesofCO,and280kgofNOx.
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Example:HeathrowAirportRetailUCC,London,UK
Current status (2007):
Objective:
Start date:
Description:
Parties involved:
Voluntary/compulsory:
Users:
Outcomes:
Operational
Toalleviatecongestionwithinairport/reductioninvehiclemovements/security/environmentalimprovement/reductioninhandlingcosts/improvedeliverytoretailunits/improvewastemanagement.
Commenced2000asatrial,5-yearcontractawarded2001–ongoing.
AretailoperationsupplyingallshopsatTerminals1,2,�&4.Alldeliveries(exceptnewspapersandhighvalue/highinsuranceitems)aremadetoaconsolidationcentreoutsidetheairportperimeterwhereinbounddeliveriesaresecuritychecked(scanned)andsortedbydeliveryaddressintosealedrollcagesandthendeliveredtoaregularschedule.Somelowvalueitemse.g.softdrinksaredeliveredonpallets.Theserviceincludes:deliveringtoindividualpremisesbyadedicated“deliveryteam”locatedwithineachterminalandthereturnofpackaging/wastetothedepot.2,�20m2warehouse(�25m2chilled),1500rollcages,�8operational&clericalstaff,�management.24hour/7dayoperation.�rear-steerurbanarticulatedvehiclesand�rigidvehicles.
ApartnershipbetweenBritishAirportsAuthorityandalogisticsprovider(Exel).
Initiallyvoluntary.Compulsoryforallretailersintheterminalssince2004.
Allretailerswithpremiseswithinthe4terminals.In11/01chilled&frozenfacilitiesaddedsoastocoveralltemperaturebandstherebyaddingcateringoutletstocustomerbase.
Resultsshowthatin2004thecentrereceived20,000vehicledeliveries;thisresultedin45,000storedeliveriesbeingmadefromthecentreon5,000vehicletrips.190outof240oftheretailoutletsareusingthecentre.Vehicletripreductionofapproxi-mately 70% is being achieved for those goods that flow through the centre. This was estimatedtoresultin87,000vehiclekilometressavedin200�,and144,000vehiclekilometressavedin2004.Vehicleemissionsreductionshavealsoincreasedasgoodsthroughputhasgrown,withCO2savingsof1,200kgperweekin200�and�,100kgperweekin2004.
UCCsonsinglesiteswithonelandlord
�7
Example:Hammarby,Sweden
Current status (2007):
Objective:
Start date:
Description:
Parties involved:
Voluntary/compulsory:
Users:
Outcomes:
Operational
MinimisingtheimpactofthelargestongoingurbandevelopmentinSwedenontheearlyresidents(8,000apartmentsbeingbuiltintotal).Tobeachievedlargelybyeliminatingunco-ordinateddeliveryvehicles“touring”thesiteinsearchoftheirdeliv-ery point. Deliveries to the building site are difficult due to the location.
Spring2001andtoremainuntilthebuildingprojectiscomplete(2010).
Deliveriesofconstructionmaterialsareroutedviatheconsolidationcentrewheretheyarelabelledandstoredonashort-termbasispriortodeliveryonaJITbasis.Idealmaximumstorageperiodis5days.Deliveriesmadeonaconsolidatedbasisin“workpacks”asrequestedbytheTradeContractors.Somebulkitemssuchasconcreteandsteelarenotroutedviatheconsolidationcentre,buttheirdeliveryisco-ordinatedviaaninternetbasedschedulingsystemtoavoiddeliveryclashes.TheUCCislocatedattheentranceoftheconstruction-site.Itconsistsof:
10peopleworkingattheUCC(officeandstorageareaof8,000m2)8goodsvehicles(EuroIVstandard)areusedfordeliverieswithintheconstruction-siteWebsiteandasupervisionsystem
TheUCCisrunbyasubcontractorwhoisresponsiblefortheoperationofthecen-tre, which includes fleet purchase and operation, employment of drivers and other staff, warehouse and office management, and web supervision system.
Allthecontractorsonthesite(10),Investors(inthedevelopment),CityofStockholm
Compulsoryexceptforexemptedmaterials.
Allcontractorsworkingonthesite
Estimatedthatforeveryonetruckdeliveringunderthissystemtherewouldhavebeen4-5withouttheuseofthecentre.700tonnesdeliveredperday/averageof1.5tonne per final delivery. Reductions in energy use and emissions will be calculated aspartoftheevaluationwork.
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SpecialprojectUCCs:constructionconsolidationcentre
�8
Impactontransportoperations
1. Substantial transport benefits can be achieved fromtheintroductionofUCCsdependingonthe natureoftheschemeandthelevelofuptake.
2.Thesemayinclude:
ReductionsinthenumberofvehicletripsReductionsinthenumberofvehiclekilometresBettervehicleanddriverutilisationforsuppli-ersdeliveringtoUCCsQuickervehicleturnaroundsPotentialreductioninnumberofdropsBetterloadingandunloadingfacilitiesTheabilitytoseparatetrunkmovementsfromlocaldeliveriesMakingtheuseofalternativemodesandvehicletypesmorefeasible(e.g.railfortrunkmovementandelectricpoweredvehicleswithintheurbanarea)
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ImpactofUCCs
Improvementsinthevolume/weightutilisationofvehiclesReducedunitcostsoftransportationforthefinaldeliverystageFewervehiclesrequiredwithintheareaservedbytheconsolidationcentreOpportunitiesforrevenueearningreturnloads
�.Therehavebeenrelativelyfewattemptsto quantifytheactualtransportimpacts.
4.Severalstudieshaveclaimedthatvehicletrips and/orvehiclekilometreshavebeenreducedby 30 to 80% for those flows using a UCC however lowlevelsofuptakehasresultedinverysmall reductionsinoveralltransportactivity.
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�9
Impactonothersupplychainactivities
UCCscanimpactonothersupplychainactivitiesasdiscussedbelow.
1.Stockholding
Subjecttocapacityandtheavailabilityof requiredstorageconditions
Generallydesignedtobeshortterm
Actsasbufferstockto: - improveproductavailability - improvecustomerservice
Couldfacilitateinventorymonitoringlinkedto in-storesystemsto: - increasethevisibilityofthesupplychain - improveproductavailability - improvesservicelevels - reducestocklosses
2.Productqualityandquantitychecking
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�.Pre-retailingofproduct
removalofpackaging
preparationofproductsforsalesfloor
pricing/labelling
4.Returnandrecyclingofproduct,wasteand packaging flows:
► asaresult,storageandreceptionspace atthedeliverylocationcanbefreedupfor moreproductiveorprofitableuse
► moreflexibleandreliabledeliveryoffewer consolidatedloads,mayresultin: - improvedproductorcomponent availability - improvedsaleslevels - improvedsiteproductivity
5.UCCsmayofferthepotentialtoimprovethemanagementofthesupplychaintoreducecostsandimproveservicelevels.
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70
Economic,socialandenvironmentalimpactsofUCCs
UCCscanhelpto:
Reducethenumberofunsuitablegoodsvehiclesandpossiblythetotalnumberofvehiclesoperat-ingintheurbanarea
Reducevehiclemovementsanddistancetrav-elledbyimprovingloadfactorsandreducingemptyrunning
Reducetheunitcostoftransport
Improvedriverutilisation
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Offertheopportunitytooperateenvironmentallysensitivevehiclesonthefinallegoftheurbansupplychain
Reducethenumberofdeliveriestocitycentresites.
Reducefuelconsumption,emissionsandnoisepollution.
Maketheareamorepedestrian-friendly
These potential benefits have to be weighed against potentialcostincreasesassociatedwiththeopera-tionoftheUCC.
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Lastmiletransportation
71
AdvantagesanddisadvantagesofUCCs
Advantages
UCCshavethefollowingpotentialadvantages:
Environmentalandsocialbenefitsfrommoreef-ficientandlessintrusivetransportoperations
Betterplanningandimplementationoflogisticsoperation
Theopportunitytointroducenewinformationsystems
Betterinventorycontrol,productavailabilityandcustomerservice
Facilitateaswitchfrompushtopulllogisticsthroughbettercontrolandvisibilityofthesupplychain
Potentialtolinkinwithwiderpolicyandregulatoryinitiatives
Theoreticalcostbenefitsfromcontractingout“lastmile”
Publicrelationsbenefitsforparticipants
Potentialtoallowbetteruseofresourcesatdeliv-erylocations
Specifictransportadvantages
Opportunityforcarryingoutvalue-addedactivi-ties
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Disadvantages
UCCshavethefollowingpotentialdisadvantages:
Potentiallyhighset-upcosts(especiallywithhighlandpricesinurbanareas)
Operationalcomplexityresultingfromthediffer-ingstorageandhandlingrequirementsofawiderangeofproducts
Apotentialcost(andtime)penaltyfromintroduc-inganadditionalpointintothesupplychain
Theintroductionofanadditionaldeliverypointmaynegatetransportsavingsforonwarddistribu-tion
Organisationalandcontractualproblems
Potentialtocreatemonopolisticsituations
Lossofthedirectinterfacebetweensuppliersandcustomers
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UCCatwork
72
IssuesinplanningUCCs
Participationofinterestedparties
1.TheestablishmentofeventhemostbasicUCCtrialrequirestheinvolvementofmanyparties:
RepresentativesoftheurbanauthorityPotentialUCCoperatorsTradeassociationsLogisticscompaniesPoliceauthoritiesOccupiersofpremisesinthearea
2.Itisessentialthatallinterestedpartiesarein-volvedinthediscussionandplanningprocesstogaincommitment.Location
ThelocationoftheUCCinrelationtoitstargetmar-ket will have important consequences for the traffic and environmental and commercial benefits.
1.UCCslocatedatadistancefromthedeliveryarea:
Reducetheneedfortrunking&deliveryvehiclestoenterthedeliveryareaatall
Maximisethedistancecoveredbytheenviron-mentallyfriendlyvehicleusedinthefinaldelivery
but
Thenumberofdeliveryvehiclesandthedistancetheytravelmayincrease
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2.UCCslocatedclosetothedeliveryarea:
Reducethedistanceoverwhichenvironmentally-friendlyvehiclestravel
ReducetheenvironmentalbenefitsoftheUCC.
WhereverpossibleUCCsshouldbelocatedclosetootherintermodaltransferpointsandotherprivateDistributioncentres.
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Padovafreightcenter,Italy
7�
Managementstructures
Avarietyofmanagementstructuresexist:
UCCschemesinmainlandEuropehaveaprefer-enceforlegallyconstitutedbodies.
UKschemestendtobeledbycommercialorgani-sationswithasingleclient.
Productshandled
UCCsarelikelytobebettersuitedtosometypesofgoodsandvehiclemovementsthanothers.
Theyareunlikelytobesuitedtoperishableandhighlytime-sensitiveproducts(suchasfreshfoodandnewspapers)andgoodswithspecificdistribu-tionandhandlingrequirements.
UCCsarebestsuitedtohandlingnon-perishablegoodsbutmustbedesignedtohandlethewiderangeofpackaginginvolved(e.g.hangingrailsfortextiles,boxes,rollcagesandpallets).
TheoperationoftheUCC
Mostschemesenvisagethedecantingofgoodfromlargertosmaller(moreenvironmentallyac-ceptable)vehiclesattheUCC.
HoweveritisnowrecognisedthatapplyingthisprincipletowellladenHGV’smaybecounterproductive.
Ifthetransportoperationistobeoptimisedthereturntripsfromthedeliveryareamustbeutilisedasmuchaspossible.
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Funding
Initialfundingfromnational,regionalorurbangovernmentwillberequiredfortheresearchandpilotstageofanyprojectwhichisnotrelatedtoanewpropertyorcommercialdevelopment.
IfenvironmentalimprovementaretheprimeobjectiveforoperatingaUCC,longtermsupportfromotherhypothecatedtransportfundswillprob-ablyberequired(e.gLaRochelle).
Althoughthereisnostrongevidencethatanytrulyself-financingschemesexist,thelongtermaimmustbeforthemtobeselffunding.
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74
Criteriaforsuccess
UCCsmostlikelytosucceedinthefollowingcircum-stances:
Significantexistingtransportproblemswithintheareatobeserved(e.g.poorvehicleaccess,significanttrafficcongestion,constrainedloading/unloadingfacilities).
Aninadequatetransportinfrastructuretocopewithincreasesinfreightflows.
Historictowncentresanddistrictsthataresuf-feringfromdeliverytrafficcongestionwherethereisacommoninterestinimprovingthestreetenvironment.
Areaswithahighincidenceofindependentsmalltraders/outletswhoarenotpartofaregional/nationalbusinesswithadedicatedandsophis-ticatedsupplychainandwhoarelookingforacompetitiveedge.
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Newandlargeretailorcommercialdevelopments(bothinandoutoftown)wherethereistheoppor-tunitytoconsolidateallthegoodsreceivingandrelatedactivitieswithinadedicatedpartofthecomplexfromtheoutsetandaspartofthetotaldesign.
Majorconstructionsiteswherethebuildingprogrammerequiresanorganisedanddisciplinedflowofmaterials.
A“spontaneous”bottomuppressureforsuchadevelopmentfromagroupofpotentialuserswhohaveinterestsandobjectivesincommon.
“Takeup”willbegreatestinsituationsinwhichlittleurbanfreightisalreadyconsolidatedattheintra-companylevelorbyparcelscarriers.
AvailabilityoffundingfortheUCCscheme.
AvailabilityofexistingbuildingsthatcanbeusedfortheUCCscheme.
Strongpublicandprivatesectorinvolvementtoencourage(orforce)theirusethroughtheregula-toryframework.
EffectiveenforcementofanytrafficregulationsassociatedwithgoodsvehiclesnotincludedintheUCCscheme.
ImposedUCCsolutionsonlyseemtobesuccess-fuliftheimposingorganisationisabletocontrolorstronglyinfluencealltheplayers.
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UCCrendez-vous
75
GuidanceonUCCs
Thereisclearlyaneedtoraiseawarenessamongsturbanauthorities,retailersandtransportoperatorstoenablethemtoaddtheUCCconcepttotheirsetofpossiblepolicymeasuresforcon-sideration.
Governmentsshouldissueguidancetourbanau-thoritiesthatconsiderationshouldbegiventotheestablishmentofUCCswhenmajordevelopmentproposalsarebeingconsideredandwhentowncentresarebeingrestructured.
ActivesupportofanawarenessbuildingprocessisimportanttothesuccessoftheUCCconcept.Thiscanbeachievedthrough:
- Developingappropriateinstruments(e.g.UCCplanningguidelinesortools)
- Trainingmeasuresforurbanfreightplanners
PublicfundingneedstobemadeavailabletopayfortheresearchworkandpilotstudiesforanyformofUCCthatisnotfundedthroughacom-mercialdevelopment.
WhenaUCCschemeisbeingconsideredthereisaneedfordetailedmeasurementofexistingtraf-ficandgoodsflowsintheprospectivelocation(s).
Thedetailedfeasibilityandmeasurementworkshouldbefollowedby:-AperiodofconsultationabouttheprecisenatureoftheUCCschemetobetested
-Anextendedpilotschememanagedandscrutinisedbyrepresentativesofalltheinterestedpartiesatbothlocalandnationallevel
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WhenaUCCissetupittakestimetosignupusersandestablishthescheme.Thisgradualbuildupwilladverselyimpactonthefinancialviability,trafficandenvironmentaladvantagesofthescheme.
UCC trials need sufficient funding to enable them todevelopfullyandtoallowformeaningfulevalu-ationofperformance.
UCCs are likely to need to be financially success-fulintheirownrightinthemedium/longtermandinmanycasespublicsubsidieswillnotbeaviablesolution.
Acasecouldbemadeforhypothecatedfundsfromothertransport-relatedsourcessuchascongestionchargingandroadpricingbeingusedtosupportUCCoperations.Thiswouldcertainlyneedtobethecaseifenvironmentalimprovementweretobetheprimeorsolereasonforestablish-ingaUCC.
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Limitedspaceforlorries
7�
OneofthekeyfinancialconsiderationsishowtoallocatethecostsandbenefitsresultingfromaUCCschemeintotalityandnotsolelythecostimpactinonepartofthesupplychainorasingleplayer.Thisisnotasimplematterandthealloca-tionofcostsandbenefitsneedstobethesubjectofamorecomprehensiveanddetailedstudyandideallyonebasedonafullymeasuredpilotproject.
StudiesandevaluationsofUCCsshouldtakeaccountofthefinancialcosts/benefitsalongthewholesupplychainbutalsothewiderissueofhowtohandletheenvironmentalcostsandbenefits.
StrengtheningtheevaluationmethodologyusedforUCCassessmentisimportantasithelpsbuildacaseforthesituationsinwhichUCCsaremostappropriate.MorerecentUCCsthathavebeencommerciallydriventendtoplacerestrictionsontheavailabilityofcertaininformationanddata.However,evenintheseUCCschemesmore
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wide-rangingevaluationshouldbepossiblethatdoesnotimpingeoncommercialconfidentiality.
ConsistentandthoroughevaluationofexistingandfutureUCCsshouldtakeplace.
Publicly-organisedUCCsdonothaveagoodtrackrecordintermsofimplementationandoperation.
ForUCCstobeattractivetocompaniesandtobesuccessfullyset-uptheyshouldbeledandoper-atedbyoneorseveralkeycommercialplayersthathaveidentifiedthepotentialbenefitsofbeinginvolved.
ProspectiveUCCoperatorsneedtobeabletodemonstratetheirabilityandwillingnesstoadoptstockreceipt,inspectionandcontrolproceduresandtotakeresponsibilityforthe“lastmile”ofadelivery.
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77
Question
IstheUCCintendedforretailproductsorotherproducts(e.g.construction)?
IstheUCCintendedtobepermanentortemporary?
WilltheUCCmakedeliveriestoasinglesitewithonelandlord(e.g.shoppingcentre)ormultiplesiteswithmanylandlords(e.g.shopsindifferentbuildings)?
HowmuchoftheurbanareawilltheUCCserve?
WilltheuseoftheUCCbevoluntaryorcompulsoryforcompaniesreceivinggoodsinthetargetdeliveryarea?
WhatserviceswilltheUCCoffer?
WhattypeofvehicleswillmakedeliveriesintothetargetareafromtheUCC?
Options
RetailOtherproducts
PermanentTemporary
SinglesitewithonelandlordMultiplesites
SinglesiteinurbanareaPartofurbanareaEntireurbanarea
VoluntaryCompulsory
DeliveryservicesCollectionservices:waste,packagingandreturnsPre-retailservices:unpacking,ticketing,etc.Stockholding
Vans,rigidsorarticulatedvehiclesNormalpetrol/dieselvehiclesorenvironmentallyfriendlyvehiclesOthermodessuchasbicycles
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UCCchecklist-PartI
UCCs can be used to assist in achieving economic, traffic and environmental objectives. The checklist below containsrelevantquestionstoaddressinconsideringthetypeofUCCrequiredinagivensituation.
78
Question
WilltheUCCbeconnectedtoothertransportmodesthanroad?
WilltheUCCbeoperatedbyoneorseverallogisticscompanies?
HowclosewilltheUCCbelocatedtothetargetdeliveryarea?
WilltheintroductionoftheUCCbeaccompaniedbyanyothertransportmeasuresinthetargetarea?
Is there sufficient interest and intent to use the UCC amongallrelevantstakeholders?
Hasafeasibilitystudybeencarriedout?
WilltheUCCinitiativebeledbytheprivatesector,thepublicsectororisitajointinitiative?
Inthecaseofapublicinitiative,istheurban,regionalornationalgovernmentreadytoparticipateinthefundingoftheUCCoperation?
Options
YesNo
OnelogisticscompanySeverallogisticscompanies
……..km
Newaccessand/orloadingtimeregulationsNewvehicleweightregulationsRoadpricingEnvironmentalzoneOther………………………
YesNo
YesNo
PublicsectorPrivatesectorJointinitiative
Yes,tohelpstarttheprojectYes,onapermanentbasisifnecessaryNo,theprojecthastobefinanciallyautonomousfromthestart
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UCCchecklist-PartII
80
MoreaboutBESTUFS
Network-thought
Exchangingexperiencesandknowledgewithcol-leaguesinsimilarpositionsinothercitiesisanassetwhenstartingyourowninnovativeprojects.Thistypeofinformationhasabetterqualityandoftenhasmoreinitiationpowercomparedtotherecommendationsofexternalconsultants.BESTUFSisfacilitatingtheestablishmentofpersonalconnectionsandthewid-ening of contact networks in the field of urban freight transportforallinterestedpersons-withoutimposinganycommitmentsorformalstructures.BESTUFSiscurrentlymaintainedbyECfunding,butitishopedthattheurbanfreighttransportnetworkkindofcom-munitywillcontinueaftertheprojectend.
BESTUFSencouragesthereadersoftheseGuidestoapproachBESTUFSnetworkpartnersortheBE-STUFS administration centre if they would like to find
a suitable contact in Europe for a specific innovation orquestion.
Urbanfreighttransportbestpractices,experiencesandrecommendationswerecollectedundertheumbrellaofBESTUFSandonlyacollaborativeap-proachofalargenetworkcouldleadtosuchawidecoverageoftopics,resultinaverygoodEuropeancoverageandensurethatallpointsofviewwereconsidered.
The BESTUFS network is non-profit oriented and althoughthecoreexpendituresarereimbursedbytheEC,acrucialadditionalshareofeffortswascontrib-utedbyamotivatedSteeringCommittee(comprisingacademics,consultantsandindustrypractitioners),byinterestedstakeholdersandbythirdparties.
Europeancitiesofallsizes
Experiencehasshownthatthemostactivecitiesimplementingfreighttransportinnovationstendtobethecountrycapitalsorthelargestmetropolis.Theseconurbationshavetheresourcestoaccesssupportforinnovativetransportsolutions,toparticipateincitynetworksandtoexchangeknowledgeandexperi-enceswitheachother.AnimportantobjectiveofBESTUFSandthisGuideistoreachalsosmallandmediumsizedcitiessincetheyarecomparativelyisolatedfromaEuropeanperspective.Itisnotunusualforlocalrepresentativestoexperi-enceforeignlanguageproblemswhichlimitstheiropportunitiestolearnfromotherEuropeancitiesexperiences.Thisguideisthereforetranslatedandprintedin17Europeanlanguagesandthuscomple-mentstherichmaterialinEnglishmadeavailablebyBESTUFS(www.bestufs.net).
81
1�-17May200027September2000
17-18January2001
10-11May2001
�0-�1August2001
08-09November2001
25-2�April2002
12-1�September2002
2�-24January200�28-29April200�18-19September200�1�-14October200�
1�-14January2005
21-22April200529-�0September2005
09-10March200�20-21September200�
22-2�March2007September2007March2008
Identification of thematic network priority themesCityAccess,ParkingRegulationsandAccess,AccessTimeRestrictionsandEnforcementSupportOptimisedCityDistributionVehiclesasdemandedbyTrans-portOperatorsandCitiesChangingurbanTransportduetoE-commerceandE-LogisticsRailbasedTransport:AdisappearingOpportunityoraChal-lengeforurbanAreas?CityAccessFeesandurbanPricing:WhataretheConse-quencesforurbanFreightTransport?LandUsePlanningandBusinessModelsforurbanDistributionCentresSuccessfulprivatepublicpartnership(PPP)enhancingurbangoodstransportNightdelivery:afurtheroptioninurbandistributionJointWorkshopBESTUFS-EPTRITSinurbangoodstransportUrbanfreightstrategies:laissez-faireorfollowingacomprehensivestrategy?ApproachestoUrbanConsolidation:conceptsandexperi-encesLastMileSolutionsFreightlogisticsinsmallandmediumsizedcities:Approaches,solutionsandsuccessfactorsUrbanWasteLogisticsManagingurbanfreighttransportbycompaniesandlocalauthoritiesPortcitiesandurbanfreightTo be confirmedTo be confirmed
BrusselsBrussels
Turin
TheHague
Dresden
Genova
LaRochelle
Malaga
BudapestDublinPalmelaMaribor
London
NurembergKaposvar
ZurichVienna
GothenborgBalticstatesSpain
BESTUFSworkshops
82
Statisticaldata,dataacquisitionanddataanalysisregardingurbanfreighttransportCityaccess,parkingregulationsandaccesstimeregulationsandenforcementsupportE-Commerceandurbanfreightdistribution(homeshopping)RoadpricingandurbanfreighttransportUrbanfreightplatforms(UFP)IntelligentTransportSystems(ITS)PublicPrivatePartnerships(PPP)inurbanfreightWastetransportlogisticsinurbanareasExperimentsandincentivesforenvironment-friendlyvehiclesControlandEnforcementinUrbanFreightTransportCityAccessRestrictionSchemes
BESTUFSI–BPH1BESTUFSI–BPH1BESTUFSI–BPH2BESTUFSI–BPH�BESTUFSI–BPH�BESTUFSI–BPH4BESTUFSI–BPH4BESTUFSII–BPH1BESTUFSII–BPH1BESTUFSII–BPH2BESTUFSII–BPH2
BESTUFSBestPracticeHandbooks
TheBestPracticeHandbooks,thepresentationsandminutesofallworkshopsandconferences,alink-listtothisGuide,abestpracticesearchtoolaswellasfurthermaterialisavailableontheBESTUFSwebpagewww.bestufs.net(inEnglishonly).
2
BESTUFS administration centre
NEA Transport research and trainingP.O. Box 19692280 DZ RijswijkThe Netherlands
E-mail: [email protected] Phone: +31 70 3988 356Fax: +31 70 3988 426
BESTUFS co-ordination
PTVPlanung Transport Verkehr AGStumpfstraße 176131 KarlsruheGermany
E-mail: [email protected]: +49 721 9651 177Fax: +49 721 9651 696
This Guide reflects only the author’s views and the European Community is not liable for any use
that may be made of the information contained therein.
BESTUFS team
Country
GermanyUnited KingdomNetherlandsSwitzerlandHungaryCzech RepublicFranceUnited Kingdom
FranceGermanyFranceUnited KingdomItaly
Company
PTV AGNEWRAILNEARappTransTransmanCDVLET-ISHUniv. of Westminster
Inrets Deutsche PostParisUniv. of WestminsterIVECO
First Name
DieterTomMartinMartinJanosJanaJean-LouisJulian
Laetitia PeterLaurence GarthFrancesco
Last Name
WildZunderQuispelRueschMoniglVranovaRouthierAllen
Dablanc SonnabendDouvinThorneMassa
[email protected]@[email protected]@[email protected]@[email protected]@westminster.ac.uk
[email protected]@[email protected]@[email protected]
Network contacts
Country
Italy Spain Greece DenmarkSweden Finland Belgium Ireland Austria Lithuania Poland Slovenia Bulgaria Slovakia EU EU EU Australia Japan South Africa
Company
CSST PROINCA Trademco NTU CIT Poyry Infra Stratec Trinity ECONSULT VGTU ILIM Uni Maribor Bulfralog VUD POLIS UITP Eurocities University of Melbourne Kyoto University CSIR
First Name
Giovanni Guillermo Iro Lars Stig Veli Eric Hugh Jürgen Algirdas Maciej Stane Vikenti Peter Sylvain Izaskun Valérie Russell Eiichi Hans
Last Name
Ruberti Montero Dimitriadou Bentzen Franzen Himanen Monami Finlay Schrampf Sakalis Tumasz Bozicnik Spassov Zitnansky Haon Arenaza Bénard ThompsonTaniguchi Ittman
[email protected]@[email protected]@[email protected]@[email protected]@[email protected]@[email protected]@[email protected]@[email protected]@[email protected]@[email protected]@csir.co.za
Updated contact details can be found on: www.bestufs.net
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