City Logistics 2 E-Book
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- Herausgeber: John Wiley & Sons
- Kategorie: Geisteswissenschaft
- Sprache: Englisch
This volume of three books presents recent advances in modelling, planning and evaluating city logistics for sustainable and liveable cities based on the application of ICT (Information and Communication Technology) and ITS (Intelligent Transport Systems). It highlights modelling the behaviour of stakeholders who are involved in city logistics as well as planning and managing policy measures of city logistics including cooperative freight transport systems in public-private partnerships. Case studies of implementing and evaluating city logistics measures in terms of economic, social and environmental benefits from major cities around the world are also given.
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Veröffentlichungsjahr: 2018
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Table of Contents
Cover
Preface
1 Urban Logistics Spaces: What Models, What Uses and What Role for Public Authorities?
1.1. Introduction
1.2. Literature review
1.3. ULS typology
1.4. Recommendations
1.5. Conclusion
1.6. Bibliography
2 Dynamic Management of Urban Last-Mile Deliveries
2.1. Introduction
2.2. Review of urban freight loading bay problems and solutions
2.3. Information system for dynamic management of urban last-mile deliveries
2.4. Algorithm for dynamic management of urban freight deliveries
2.5. Application of the model to a real case
2.6. Conclusions
2.7. Bibliography
3 Stakeholders’ Roles for Business Modeling in a City Logistics Ecosystem: Towards a Conceptual Model
3.1. Introduction
3.2. Research background
3.3. The CL business model framework: roles, business entities and value exchanges
3.4. City logistics concepts and role assignment
3.5. Conclusions
3.6. Bibliography
4 Establishing a Robust Urban Logistics Network at FEMSA through Stochastic Multi-Echelon Location Routing
4.1. Introduction
4.2. Strategic distribution network design
4.3. Solution scheme
4.4. Case study
4.5. Results
4.6. Conclusion
4.7. Bibliography
5 An Evaluation Model of Operational and Cost Impacts of Off-Hours Deliveries in the City of São Paulo, Brazil
5.1. Introduction
5.2. Literature review
5.3. Proposed approach
5.4. Scenario generation
5.5. Results
5.6. Concluding remarks
5.7. Bibliography
6 Application of the Bi-Level Location-Routing Problem for Post-Disaster Waste Collection
6.1. Introduction
6.2. Model formulation
6.3. Solution algorithm
6.4. Case study
6.5. Result analysis
6.6. Conclusion
6.7. Bibliography
7 Next-Generation Commodity Flow Survey: A Pilot in Singapore
7.1. Introduction
7.2. Integrated commodity flow survey
7.3. Key survey features
7.4. Pilot survey implementation
7.5. Conclusion
7.6. Acknowledgements
7.7. Bibliography
8 City Logistics and Clustering: Impacts of Using HDI and Taxes
8.1. Introduction
8.2. Methodology
8.3. Results
8.4. Conclusion
8.5. Bibliography
9 Developing a Multi-Dimensional Poly-Parametric Typology for City Logistics
9.1. Introduction
9.2. Literature review
9.3. Methodology
9.4. Evaluation and analysis
9.5. Validation and enhancement of the inventory
9.6. Proposed typology
9.7. Reflections
9.8. Conclusion
9.9. Acknowledgements
9.10. Bibliography
10 Multi-agent Simulation with Reinforcement Learning for Evaluating a Combination of City Logistics Policy Measures
10.1. Introduction
10.2. Literature review
10.3. Models
10.4. Case studies in Osaka and Motomachi
10.5. Conclusion
10.6. Bibliography
11 Decision Support System for an Urban Distribution Center Using Agent-based Modeling: A Case Study of Yogyakarta Special Region Province, Indonesia
11.1. Introduction
11.2. Theoretical background
11.3. The proposed decision support system
11.4. Example of application: the case of Yogyakarta Special Region
11.5. Conclusion
11.6. Acknowledgements
11.7. Bibliography
12 Evaluating the Relocation of an Urban Container Terminal
12.1. Introduction
12.2. Methodology
12.3. Results
12.4. Conclusion
12.5. Acknowledgements
12.6. Bibliography
13 Multi-Agent Simulation Using Adaptive Dynamic Programing for Evaluating Urban Consolidation Centers
13.1. Introduction
13.2. Literature review
13.3. Models
13.4. Case study
13.5. Results and discussions
13.6. Conclusion and future work
13.7. Bibliography
14 Use Patterns and Preferences for Charging Infrastructure for Battery Electric Vehicles in Commercial Fleets in the Hamburg Metropolitan Region
14.1. Introduction
14.2. State of the art/context of study
14.3. Research goal and approach
14.4. Method of data collection
14.5. Results and discussion
14.6. Conclusions
14.7. Acknowledgements
14.8. Bibliography
15 The Potential of Light Electric Vehicles for Specific Freight Flows: Insights from the Netherlands
15.1. Introduction
15.2. Definition of LEFV
15.3. State of the art
15.4. Methodology
15.5. Potential of LEFV for different freight flows
15.6. Multi-criteria evaluation
15.7. Discussion
15.8. Conclusion
15.9. Acknowledgements
15.10. Bibliography
16 Use of CNG for Urban Freight Transport: Comparisons Between France and Brazil
16.1. Introduction
16.2. Brief literature review
16.3. Methodology
16.4. Brazilian case
16.5. French case
16.6. Comparison of Brazilian and French experience
16.7. Conclusion
16.8. Acknowledgements
16.9. Bibliography
17 Using Cost–Benefit Analysis to Evaluate City Logistics Initiatives: An Application to Freight Consolidation in Small- and Mid-Sized Urban Areas
17.1. Introduction
17.2. Characteristics of city logistics and some terminology
17.3. Potential costs and benefits of implementing urban consolidation centers
17.4. Coordinated freight distribution in Linköping
17.5. Evaluating urban freight initiatives by cost–benefit analysis
17.6. The problem of cost allocation
17.7. Conclusion
17.8. Bibliography
18 Assumptions of Social Cost–Benefit Analysis for Implementing Urban Freight Transport Measures
18.1. Introduction
18.2. The assumptions for utilization of SCBA in city logistics
18.3. Conclusions
18.4. Acknowledgements
18.5. Bibliography
19 Barriers to the Adoption of an Urban Logistics Collaboration Process: A Case Study of the Saint-Etienne Urban Consolidation Centre
19.1. Introduction
19.2. Background and theoretical framework
19.3. Research methodology
19.4. Results
19.5. Conclusions
19.6. Bibliography
20 Logistics Sprawl Assessment Applied to Locational Planning: A Case Study in Palmas (Brazil)
20.1. Introduction
20.2. Logistics sprawl and the importance of logistics facilities’ location
20.3. Methodology
20.4. Area of study
20.5. Conclusion
20.6. Acknowledgements
20.7. Bibliography
21 Are Cities’ Delivery Spaces in the Right Places? Mapping Truck Load/Unload Locations
21.1. Introduction
21.2. Moving more goods, more quickly
21.3. Establishment of a well-defined partnership
21.4. The Final 50 Feet project
21.5. Getting granular
21.6. Mapping the city’s freight delivery infrastructure
21.7. Research results
21.8. Conclusion
21.9. Bibliography
List of Authors
Index
End User License Agreement
Guide
Cover
Table of Contents
Begin Reading
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e1
Series Editor
Jean-Paul Bourrières
City Logistics 2
Modeling and Planning Initiatives
Edited by
Eiichi Taniguchi
Russell G. Thompson
First published 2018 in Great Britain and the United States by ISTE Ltd and John Wiley & Sons, Inc.
Apart from any fair dealing for the purposes of research or private study, or criticism or review, as permitted under the Copyright, Designs and Patents Act 1988, this publication may only be reproduced, stored or transmitted, in any form or by any means, with the prior permission in writing of the publishers, or in the case of reprographic reproduction in accordance with the terms and licenses issued by the CLA. Enquiries concerning reproduction outside these terms should be sent to the publishers at the undermentioned address:
ISTE Ltd
27-37 St George’s Road
London SW19 4EU
UK
www.iste.co.uk
John Wiley & Sons, Inc.
111 River Street
Hoboken, NJ 07030
USA
www.wiley.com
© ISTE Ltd 2018
The rights of Eiichi Taniguchi and Russell G. Thompson to be identified as the authors of this work have been asserted by them in accordance with the Copyright, Designs and Patents Act 1988.
Library of Congress Control Number: 2018936342
British Library Cataloguing-in-Publication Data
A CIP record for this book is available from the British Library
ISBN 978-1-78630-206-9
Preface
This book contains chapters inspired by the proceedings of the Tenth International Conference on City Logistics which was held on June 14 to 16, 2017, in Phuket, Thailand. Urban freight transport has become an important issue in urban planning. There are many challenges and problems related to increasing levels of traffic congestion, environmental impacts, safety and security issues and energy conservation. In addition, freight carriers are expected to provide higher levels of service at lower costs. To address these complicated and difficult problems, numerous city logistics schemes have been proposed and implemented in several cities, including joint delivery systems with urban consolidation centers, advanced information systems, public freight terminals, off-hour delivery, freight demand management, time windows, access control to city center, road pricing and the regulation of load factors and parking. City logistics schemes are relatively new concepts that are aimed at increasing the efficiency of urban freight transport systems as well as reducing traffic congestion and energy consumption and impacts on the environment and safety. However, new modeling, evaluation and planning techniques are required to conduct in-depth investigations before city logistics schemes can be effectively deployed.
This book includes recent developments in the modeling, evaluation and planning of city logistics schemes. Since city logistics schemes have already been implemented in several cities, a review of the performance of these schemes is presented and discussed. The book also presents a description of emerging techniques for increasing practical applications of city logistics models and reducing social and environmental impacts of urban freight transport. Several chapters describe the application of ICT (Information and Communication Technology) and ITS (Intelligent Transport Systems) which play a vital role in collecting data and providing a platform for managing urban freight transport. New dimensions of freight transport platforms using the IoT (Internet of Things) or Physical Internet are also discussed. A number of chapters in this book focus on public–private partnerships among stakeholders, which are important for promoting city logistics. Economic analyses using cost–benefit analyses relating to urban distribution in an e-commerce environment are discussed. Case studies that address frameworks for managing urban freight transport including legal, organizational and financial aspects are presented. Decision support systems are also important tools for making appropriate decisions based on correct data and scientific analyses. Chapters covering new areas of city logistics such as crowd logistics, zero emission urban delivery, co-modality and the use of electric vehicles and bicycles are included. New algorithms and applications of models to practical problems using vehicle routing and scheduling, location routing and multi-agent models are highlighted.
We believe that this book covers a wide range of important developments in city logistics throughout the world. It will help researchers, students and administrators to understand the current status of urban freight transport issues, models, evaluation methods and planning approaches. We hope that the ideas and perspectives contained in this book will encourage researchers and practitioners to create more efficient and environmentally friendly logistics systems for sustainable cities.
We would like to express our heartiest appreciation to all of the authors of the papers submitted to the conference for their contributions and to the members of organizing committee for their help in organizing the conference. Special thanks go to all of the reviewers of the papers submitted to the conference. A total of 61 papers were accepted for publication after peer review to make up the chapters in the three volumes of this book.
Professor Eiichi TANIGUCHIAssociate Professor Russell G. THOMPSONMarch 2018
1Urban Logistics Spaces: What Models, What Uses and What Role for Public Authorities?
Despite the failure of initial attempts and still uncertain economic profitability, UCCs are continuing to develop in France and elsewhere in Europe. In this chapter, we show that there is no single solution but rather a whole range of urban logistics spaces between which local authorities must decide on the basis of the objectives assigned to these facilities. To do this, we propose the criteria to be taken into account and the institutional and regulatory measures that appear best adapted. We analyze the examples which we consider the most innovative, efficient and in tune with the changes occurring in lifestyles.
1.1. Introduction
The most widespread solutions for reducing the impact of goods delivery vehicles in cities (environmental, noise and safety) affect several domains. The most common are the land available for logistics activities, the pooling consolidation of flows, the implementation of restrictive regulations, the use of less pollutant vehicles better adapted for urban use, road sharing through time and by type of use, and performing studies to obtain better knowledge of flows and to design tools to evaluate measures [OEC 03, BES 07].
Among these solutions, the Urban Logistics Space (ULS), “a facility intended to optimize the delivery of goods in cities, on the functional and environmental levels, by setting up break-in-bulk points” [BOU 06], appears very interesting. It can be broken down into six categories: the Urban Logistics Zone (ULZ), the Urban Distribution Center (UDC), the Vehicle Reception Point (VRP), the Goods Reception Point (GRP), the Urban Logistics Box (ULB) and the “mobile” Urban Logistics Space (mULS). Each of these types of facility mirrors issues based on land (surface areas dedicated to logistics) and constitutes a place for pooling (equipment, m2 and transport capacities). Some ULSs allow for better distribution of flows over the day by dissociating the delivery by the transporter from the collection by the client, and privilege the use of “clean” vehicles for last-mile deliveries. ULSs thus allow optimizing urban goods deliveries and pickups through better filling of vehicles, more efficient round organization, fewer conflicts linked to infrastructure use regarding goods vehicle traffic and parking.
Thus, it is clear why urban logistics spaces have given rise to a multitude of studies and experiments, especially in the form taken by the “urban distribution center (UDC)”. In order to avoid any misunderstanding, we underline here that according to the typology formulated by Boudouin, these UDCs also encompass “urban consolidation centers (UCC)”. The aim of both the UDC and the UCC is to consolidate flows destined for the city. In the UDC, this is done by pooling several actors, often with the involvement of the public authorities. In the case of UCCs, they are specific to an economic sector or to a zone of the city. Despite the large number of experiments, few have latched on to a working economic model, as most have been abandoned or subsist only thanks to public subsidies. Nonetheless, these failures do not appear to discourage initiatives and ULS projects continue to emerge. The objective of this paper is to classify the different types of ULS and, for each of the six categories identified, specify their scope of application, the elements regarding implementation and/or operating costs, and detail the appropriate accompanying measures needed to favor their success. Examples of successes and failures are presented to highlight the key factors underlying the former and the reasons for the latter.
1.2. Literature review
The literature on ULSs can be divided into two categories. The most widely known is naturally that which focuses on the experiments carried out. It would be futile to try to provide a full panorama, thus emphasis will be placed on syntheses performed in the framework of projects aimed at proposing recommendations regarding good practice. The other category concerns theoretical documents, presenting models of logistics centers [BRO 05].
Between these two focal points, the French approach of categorizing ULSs, performed in the framework of the National Urban Goods Program (Ministry of Transport and the Agency for the Environment), is particularly singular. Indeed, it is both a conceptual and pragmatic perception that identifies models of facilities while providing an approach that uses a number of indicators to allow local actors to select those best adapted to the objectives desired. In addition, this classification of ULSs is based on taking into account the spatial dimension of the facility. By not setting a threshold on the surface area, the area of impact or the volume of goods handled, or applying rules regarding the institutional structure of these spaces, it is possible to group a whole array of facilities under the single denomination of ULS along with their respective scopes of application and between which urban actors can arbitrate to build their logistic framework. We obtain a typology of ULSs in five categories, now increased to six to integrate mobile ULSs [BOU 06, BOU 17], as a function of the objectives desired, the modifications introduced in the supply chain, the level of public involvement required to favor their implementation and their range of action.
Figure 1.1.The typology of ULSs [BOU 06]. For a color version of this figure, see www.iste.co.uk/taniguchi/cities2.zip
The literature has mainly focused on the concepts of UDC and UCC among the types of logistics spaces in this inventory. The generic term of ULS has essentially remained specific to France apart from a few exceptions (e.g. [DEO 14]). As for other variations of the ULS, concepts of freight villages have been observed in different countries, although they do not necessarily cover an essentially urban dimension. For the most part, the latter signifies areas enabling the intermodal transfer of goods at the national and international levels. However, the term “vehicle reception point” is used in several articles such as [VAN 14, BRI 12]. Likewise for the concept of “goods reception point” [JAN 13].
In Europe, the first experiments conducted to set up ULSs emerged in the United Kingdom in the 1970s. They involved the construction of Urban Consolidation Centers (UCC) by transporters, since the concept of ULS was deemed too expensive and likely to increase the volume of traffic linked to the use of large fleets of small vehicles to make last-mile deliveries [OEC 03]. Elsewhere in Europe, projects in this area were mainly carried out starting from the second half of the 1990s, mainly in the form of UDCs. About 150 were initiated, although few are still operating [SUG 11]. Mention can be made of the city of Padua whose Cityporto concept was adopted by other Italian cities: Modena, 2007, Como, 2009, Aosta, 2011 and Brescia, 2012 [LEO 15]. The United Kingdom, a pioneer regarding UCCs, also focused on their most efficient models: Heathrow, Bristol and London.
In this brief panorama, France was no exception to the ebullience stimulated by the concept of UDC and more generally ULS. Since the 1990s, 44 ULSs (excluding Goods Reception Points) have been identified. However, the evaluation of these realizations is harsh: seven projects have been abandoned and 10 have closed. Only 17 are still in service. Nonetheless, the concept continues to attract attention since eight are currently in the project phase [SER 15].
1.3. ULS typology
These failures indicate that the Urban Logistics Space should not be an end in itself. It only has substance if considered within the framework of a global analysis of the urban context leading to the selection of the type of ULS best adapted to local issues, independently of considerations of political leaning. Before making any decision as to the installation of a ULS, it is therefore advisable to perform a detailed diagnostic of needs, to specify the objectives assigned to the equipment and the institutional framework necessary to achieve them, and to examine the perimeter of pertinence in order to finally choose the suitable site.
According to the size of the city, the needs identified and the objectives pursued, the installation may require integration in a logistics master plan and a full overhaul of the regulations relating to transport and town planning. Marked differences can also exist regarding the size of the tools considered, the financial implications of the actors involved and the regulatory measures taken to facilitate their operation.
1.3.1.The Urban Logistics Zone (ULZ) or freight village
1.3.1.1. The concept
The freight village ensures the transit of goods between the city and interurban areas, and it provides the interface between modes of transport: railway/river/maritime/road. According to case they can be: enterprise zones comprising buildings or land made available for this purpose, agri-food markets, often freight terminals on railway or river port sites, that provide interfaces between urban and interurban areas, or logistic hotels, buildings with several floors accommodating simultaneously to reduce land costs, production and service activities and sometimes dwellings.
The localization must be chosen as close as possible to the barycenter of activities generating flows of deliveries and pickups intended for dense areas.
The role of the local authority is to preserve zones capable of accommodating these activities, and to ensure that the price asked is not dissuasive. It may pay for or subsidize equipping the land, and maintaining the quality of the site and the safety of access to it.
1.3.1.2. The challenge
Our analysis focuses on the case of agri-food markets which, year after year, are excluded from the borders of cities and relocated several tens of kilometers away on sites most often without rail or river links. This displacement of logistical activities is the result of land pressure, which incites to free the space for large urban development projects. This situation prevents the consolidation of upstream flows and increases the length of downstream trips made by all the clients that come daily to obtain their supplies from the agri-food market.
1.3.1.3. Case study: Montpellier agri-food market
Contrary to what has occurred in several French cities, Montpellier, a city in the south of France, decided to keep its agri-food market in the city by integrating it in an urban logistics master plan implemented at the scale of the greater city area.
The agri-food market is located on a 10 ha site and accommodates 40,000 m2 of buildings, 220 companies, offset storage and producers. It delivers goods to the entire region. The City of Montpellier wanted to keep this facility as it is an instrument for developing the municipal area and an actor in local urban logistics. It reduces urban sprawl and land consumption, and it is a key element in local development. Its inclusion in the planning documents (master plan and Urban Mobility Plan) gave it a new status and new functions leading to the creation of new jobs:
– UDC (pooling of distribution for certain sectors) and the use of clean vehicles. Offset storage warehouses for retailers and SMEs in the city center;
– rental, maintenance and charging of clean utility vehicles for last-mile deliveries;
– service functions linked to urban distribution: training, business “nursery” premises, etc. Installation of selective sorting: recycling or urban waste plus waste removal;
– development of agro-food stuff processing activities;
– supply of services for wholesalers, transporters and express delivery services.
To strengthen the role of this agri-food market, the city has also implemented regulations to prohibit the most polluting transport vehicles from delivering to the city center.
NOTE.– The keys to success:
The influence of the local authority in ensuring the success of the project is obvious and goes beyond expectations: synergy has been generated and there is strong demand from innovative companies to set up on the site.
1.3.2.The Urban Distribution Center (UDC)
1.3.2.1. The concept
The transit of goods via a grouping platform before delivery or after picking up is attractive and has long been considered as a means of rationalizing the urban supply chain. However, the additional cost linked to transit via this facility is often the cause for the failures observed, as the UDC is unable to generate a sufficiently large clientele to obtain the financial resources required for its survival. This is why, prior to setting up a UDC, it is vital to perform a diagnostic to evaluate the volumes that can be generated (not all types of products are eligible for transit via a UDC), the place of installation best adapted and specific local characteristics.
The objectives are variable:
– preservation of historic centers: clean vehicles and regulations aimed at encouraging or imposing transit via a UDC (Vicenza);
– dedicated to a sector of activity, such as the UDCs of Heathrow (UK) and Hammarby (Sweden);
– dedicated to pooling supplies to shopping centers (e.g. UDC of Bristol).
UDCs are adapted to areas for which supplying services is difficult (generally city centers, circumscribed according to the density of shops and the level of attendance). They are not intended for full batches, already bulked shipments, or certain categories of product (e.g. perishables, especially luxury products). However, some UDCs attempt to widen the list of receivable flows to improve their profitability. Thus, the UDC of Padua has experimented since 2016 with the delivery of fresh products and express deliveries [DOT 16], and the UDC of Cordeliers in Lyon receives both luxury products and perishable fresh foods.
They must be installed close to the city center, in accessible places, and with low rental costs, e.g. in multi-storey car parks.
Starting up a pooled UDC in a city of more than 100,000 inhabitants generally requires action from the public authorities, since the service providers, which compete with each other, rarely take the initiative to join together and exploit such a facility. This involvement by the public authority is all the more logical, as setting up a UDC generally requires restrictive measures aimed at encouraging its use.
1.3.2.2. Case study 1: UDC of Cordeliers (Lyon)
Covering a surface area of 300 m2, this UDC is part of a space covering 1,200 m2 dedicated to services linked to mobility (meeting place for car sharers and a station of self-service vehicles) on the ground floor of a public car park belonging to the City of Lyon and managed by Lyon Parc Auto (LPA). It is located on the strip of land between the two rivers running through Lyon and forming the city center, a district with a dense shopping area where space is rare and expensive.
Taking advantage of the reorganization of the car park in 2011, the city of Lyon launched the UDC project: LPA fitted the UDC and equipped it with a charging station for electric vehicles and then offered it for hire at a “logistic price”. “Deret Transporteur”, specialized in transporting luxury goods and which had been using electric trucks to serve Lyon city center since 2009, won the call for offers aimed at finding a tenant for the UDC. It set up in the premises to deliver to Lyon and the shopping centers of the greater Lyon area. However, its activity only uses the surface area of the UDC between 3 a.m. and 1 p.m., five to six days a week, hence the idea of pooling with Ooshop, a logistics provider for e-commerce in food goods. LPA reorganized the space to allow the storage of refrigerated and frozen products, and Ooshop now uses the UDC for home deliveries in the city center between 8 a.m. and 10 p.m.
At the request of LPA the two tenants “pool upstream flows”, a challenge for products with different added values, packaging and logistical organization. On leaving their platform located 23 km from Lyon, the Deret vehicles serve the Ooshop platform to retrieve products (excluding fresh and frozen products).
The result of this pooling is that the UDC is used from Monday to Saturday, its organization is optimized and its profitability is higher. In addition, the use of electric vehicles has led to Deret saving 14 tons of CO2/year, while the negative externalities and local pollutants have been divided by more than 50. As for Ooshop, it has saved 20% on the time it takes to serve its clients from the city center due to easier parking for electric vehicles (which are smaller than traditional ones). The saving on fuel is 9%. These savings must be compared to the cost of bulk breaking of 23% and the fixed cost of occupying the UDC. Thus, political will is necessary to allow the occupation of the site at low cost.
NOTE.– The keys to success:
The UDC of Cordeliers shows an example of a “risky” experiment: pooling very different sectors regarding both their organizations and their respective clienteles. The success is due to the following combination of factors:
– a PPP with strong commitment from the public authorities (new regulations on the integration of logistic activities in car parks, restrictive measures relating to the circulation of pollutant vehicles) and a long-term strategy to duplicate this type of UDC to other sites;
– a supple and adjustable project in search of permanent improvement;
– good knowledge of urban logistics by the actors involved;
– a genuine business plan;
– an in-depth diagnostic upstream, with real-time monitoring; and
– car park management by a semi-public company that allows for action on costs that would be impossible to achieve with a private company.
1.3.2.3. Case study 2: CityLogistics (Lyon)
The originality of the CityLogistics UDC installed in the suburbs of Lyon (France) stems from two reasons: it was conceived as a network of ULSs (one UDC and several GRP) which mesh the region, and it is financed wholly by private funds. It was in operation for nearly two years, but had to close down at the end of 2016, due to poor profitability and a stock burglary that had driven clients away. Despite the fact that it failed, this model is interesting in several ways.
This UDC, very close to the urban ring road and the highways of Lyon, started operating at the beginning of 2015. Its objective was to serve two Goods Reception Points (one located in the historic center of Lyon and the other in the business district) intended to distribute and temporarily store parcels (for up to a week). The goods pooled in the UDC were then loaded in “clean” trucks (bioNGVs) to be delivered to customers, either directly, or via one of the GRP. The project also planned to make deliveries to local ULBs.
The fleet of vehicles was composed of units of different sizes, making it possible to choose the vehicle best adapted to the quantities of goods to be transported and the regulations allowing access to the area to be delivered. The CityLogistics model aimed to incorporate a river distribution service to serve districts located between the rivers Rhône and Saône and thus eliminate heavy vehicles from the city (optimization of urban deliveries in an approach to promote sustainable development). There was also a plan to set up a reverse logistics service for returned goods and waste collection aimed at the customers of the UDC.
The service which started with a clientele of three delivery services (50 rounds a week) quickly grew in size: 10 large operators and smaller transporters (a hundred rounds a week). The clientele was satisfied with the service provided (reliable information on the position of their deliveries, space saved on their bays, return management, etc.).
Despite its good performance, the company went bankrupt since the CityLogistics project had been conceived with the assumption that a restricted traffic area would be applied to the city center, which would have attracted to the UDC a large clientele of transporters and shippers unable to convert their fleets in order to be entitled to enter the city. The implementation of this restricted access area never took place and the company’s financial burdens (the withdrawal of a partner) led it to raise its prices which drove away its clientele.
NOTE.– The reasons for failure:
– a partner which withdrew its funds when the company had not yet settled for a business model;
– bad anticipation of regulation measures’ timing;
– the service was too new to cultivate real customer loyalty and the burglary scared potential users of the service;
– a clientele highly sensitive to prices; and
– the additional cost linked to bulk breaking overshadowed the system’s ecological performance.
1.3.3.Vehicle Reception Points (VRP)
1.3.3.1. The concept
VRP are a space facilitating the parking of utility vehicles intended to reduce the nuisance caused by deliveries and pickups. There are two types:
– the On-street Loading Bay (or Proximity Logistics Space) is a point where the deliverers can leave their vehicle to end the last few meters of their delivery on foot, the mode best adapted to very dense zones. This space can be equipped with handling facilities or electric three-wheeled vehicles made available to the deliverer to travel the final distance. In certain cases, the services of an assistant are used. The latter is responsible for helping the deliverer over the last few meters or for watching over the vehicles. This space can be used by residents for parking outside the times specified for delivery vehicles;
– the road time-sharing space is a new type of VRP that facilitates a better organization of roads with large numbers of shops and where double parking is frequent due to the lack of available delivery spaces. According to the time of day, the road is dedicated either to the circulation of all vehicles or to the parking of delivery vehicles, whatever their size or mode of management, for a period generally limited to 30 minutes. No handling equipment or assistant is available. Barcelona was the first European city to implement this concept and an increasing number of cities are implementing it in view of ensuring that the road is shared between all its users without the need to make major investments.
Vehicle reception points are subject to time-sharing occupy a whole segment of road and can receive several types of trucks simultaneously. Suitable dimensions for a Proximity Logistics Space depend on the number of operations generated by the surrounding businesses and the configuration of the city. However, it is necessary to provide for angle parking (simplified maneuvers) for five to six utility vehicles from 7 to 10 meters long. It is also necessary to provide premises (or a vehicle) intended to store handling equipment and receive the delivery assistant.
The role of the local authority consists of offering a space for accommodating these VRP and installing clear signaling indicating who can use the space and under what conditions. It must also change the regulations accordingly and can grant advantages to the users of the equipment. The financial involvement in this type of facility for the local authority is therefore low (simple road surface marking and upright signs) except in the case of a Proximity Logistics Space for which a delivery assistant has been hired and for which technical premises are available. This may require a significant cost, although the gains expected in terms of improved service are considerable.
1.3.3.2. Case study: multi-use road (Barcelona)
To reduce the effects of higher traffic levels in the commercial center of Barcelona, the municipality introduced a new mode of road management. Five multifunctional lanes were created and signaled with variable message signs. These lanes are used from 8 a.m. to 10 a.m. and 5 p.m. to 9 p.m. for general traffic and buses, from 10 a.m. to 5 p.m. for deliveries and from 9 p.m. to 8 a.m. for residential parking.
This multi-function lane system is intended to reduce illegal and double parking, reduce the time spent searching for a parking space and optimize road space use. It has been designed by associating all the actors in urban goods delivery (municipality, transport operators, town planners, retailers and their representatives).
Quantification of goods movements performed by the City of Barcelona revealed the need for a large number of delivery areas. The multi-function lane provides a solution to the problem of parking, but it requires major investment: €0.5 million per lane to which must be added the cost of control by the police.
Variable Message Signs provide information to users regarding their rights of passage in real time (driving, parking and deliveries/pickups). When the lane is dedicated to parking or deliveries/pickups, a message signals which users are concerned.
Stronger police control has been introduced to ensure that the residents who have parked their vehicles for the night have removed them in the morning so as not to impede the road traffic (especially bus traffic).
The implementation of these lanes has proven efficient for improving traffic. Travel time has been cut by 12 to 15% and the system has been deployed progressively for new lanes.
Figure 1.2.Barcelona multi-use roads
NOTE.– The keys to success:
– the role of the municipality was essential (studies, investment, regulation and control);
– the police unit assigned to controlling adherence to the lane-sharing rules was strengthened; and
– a sufficiently large road network allows the introduction of this system without disturbing the rest of the traffic.
1.3.4.Goods Reception Points (GRP)
1.3.4.1. The concept
A GRP is an establishment used as a local relay. The transporter no longer goes to the client (or the client to the supplier) but to this establishment (with long opening times) where the packages are left during its rounds.
Besides relay points for e-commerce, a GRP can also be an establishment that offers a parcel reception service to its employees. This service can also include concierge services that provide a wide array of conveniences (for example, dropping off laundry bags). Finally, a GRP also includes drive-through pickup services where clients recover their products without entering the store.
This facility avoids the problem of a failed delivery made to an absent client. It can also be used as an offset storage point to eliminate storage space in stores and free them for selling goods or providing rest spaces.
Access to a GRP must be easy for both transporters and clients. In particular, it must be part of their clientele’s program of activities. One of the keys for their success is that they must form a network in the region.
1.3.4.2. Case study: Oxipio, a deported reserve
Given that approximately 30% of the surface of a store and of the working time of the staff is used for purposes of storage and stock management, in 2011 the company, Oxipio, developed a new concept of distant storage.
This service aims at allowing the storekeepers to enlarge their sales area and to re-assign their employees to sales and advice tasks thanks to the use of a storage platform located near the city center. Two complementary services are provided by Oxipio:
– A service of deported reserves dedicated to the city center storekeepers:
- stocks are managed by the storekeepers through an Internet service (the Cloud) which allows them to place orders with suppliers, to plan returns, to ask for a delivery in the store or for the customer;
- a 700 m
2
storage capacity close to the city center (less than 20-minutes bike ride from the trading center);
- employees dedicated to the customer storekeepers who receive, check and store the goods, then prepare the orders and deliver them on request; and
- a tailor-made approach for the customer storekeepers which also includes advice in organizational optimization.
– Last-mile distribution:
- reception of the goods on the Oxipio platform or on the customer carriers’
quay;
- constitution of the rounds according to the addresses, the time slot and the constraints of delivery; and
- drivers trained in eco-driving with vehicles adapted to the urban space (NGV vehicles and electric tricycles).
