inner urban freight transport and city logistics transparencies 2003 eu-funded urban transport...
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INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
Transparencies 2003
EU-funded Urban Transport Research Project Results
www.eu-portal.net
TRANSPORT TEACHING MATERIAL
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
URBAN FREIGHT TRANSPORT AS PART OF THE TRANSPORT CHAIN
Chapter 1
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
OVERVIEW
Introduction to logistics
Specialities and problems of urban freight transport
New trends in urban freight transport
Chapter 1
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
LOGISTICS
Logistics is that part of the supply chain process that plans,
implements, and controls the efficient, effective flow and
storage of goods, services, and related information
from the point of origin to the point of consumption
in order to meet customers’ requirements
Chapter 2
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
IMPORTANCE OF CITY LOGISTIC
High rate of urbanisation in Europe
Delivery and supply of transport are very cost intensive
Environmental sensitivity of urban areas
• Air pollution
• Noise emissions
Economic competitivity of urban areas
Chapter 2
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
COMPONENTS OF THE LOGISTICAL PROCESS
PRODUCTION i.e. the qualitative change of a good
DECONSOLIDATION i.e. shipments are united or dispersed
STORAGE i.e. goods are stored until they are called for by consumers
CONSUMPTION i.e. goods are consumed or further changed qualitatively
DISPOSAL i.e. used goods are disposed as waste
Chapter 2
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
PASSAGERS - GOODS
Passangers Goods
Travel (active) Must be loaded, unloaded and transferred
Board, get off and transfer without assistance
The information must be processed through logistics managers
Process information and act on it without assistance
Logistics managers meet choices between means of transport
rationally
Meet choices between means of transport without assistance but
often irrationally
Must be loaded, unloaded and transferred
Chapter 2
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
SINGLE-STEP SYSTEM
Chapter 2
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
MULTI-STEP SYSTEM
Chapter 2
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
COMBINED SYSTEM
Chapter 2
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
TRANSPORT CHAIN
Sequence of technical and organisational inter-
connected events, by which goods are moved from
an origin (supplier) to a destination (receiver)
Chapter 2
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
ORGANISATION OF FREIGHT TRANSPORT
Chapter 2
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
Chapter 2
POSSIBLE TRANSPORT CHAINS
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
SPECIAL FEATURES OF URBAN FREIGHT TRANSPORT
Spatial restrictions
Traffic infrastructure
Environmental concerns and sensitivities
Chapter 3
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
RESEARCH ON FREIGHT TRANSPORT IN URBAN AREAS
political reglementations
particularities of todays logistic processes
new conceptsin city logistic
strong constraints
economical necessities
research and development
todays processes
future processes
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Chapter 3
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
POSSIBILITIES FOR CITY DELIVERY
• Receivers without self-coordinated delivery logistics
• Receivers with distribution company coordinated delivery logistics
• Receivers with self-coordinated logistics
Chapter 3
Individual forms of organizations
Superordinated forms of public organizations
• Goods distributions centres
• Freight villages
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
RECEIVERS WITHOUT SELF-ORGANIZED LOGISTICS1. 2.
Chapter 3
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
RECEIVERS WITH CO-ORDINATED LOGISTICS
Chapter 3
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
LACK OF OVERSIGHT FOR THE ENTIRE SYSTEM
Chapter 3
Freight transport is normally based on rational decisions
• One aspires to minimal operation cost
Should lead to a reduced use of resources
However, many transport processes are not optimal from a macroeconomic perspective
• The several subsystems (involved companies) are too small
• Subsystems are optimised under the constraint of business without taking into account the entire system
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
RELATIONSHIP BETWEEN TRIPS AND TONNAGE
88%
52%
38%
1%
10%11%
0%
20%
40%
60%
80%
100%
Semi-trailers
Trucks (> 3.5 to)
Delivery vans (< 3.5 to)
trips tons
Chapter 3
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
SUBOPTIMAL TRANSPORT CHAINS FROM A MACROECONOMIC PERSPECTIVE
Companies tend to avoid breakpoints in the transport chain
Chapter 3
Short-haul vehicles (e.g. vans) are used also for midlength and long stretches
Combined transport (Rail - Road) is rarely used
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
NO FURTHER BUNDLING OF TRIPS
Chapter 3
No interest by the enterprises involved (receivers/distribution companies)
• des Single enterprises are in competiton with one another
• en Doesn‘t go along with internal process optimisation
Incentive measures from the public a necessity
company A
company Bcompany C
city centre
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
POSSIBILITIES FOR OTPIMISATION
New forms of Organisations• Goods distribution Centres
• Freight villages
New Technical Developments• New Transhipment Technologies
• Smaller Containers in the Logistical Sphere
Administrative Control Mechanisms• Creation of regulations
• Taxation
• Subsidy and infrastructure development
Chapter 4
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
GOODS DISTRIBUTIONS CENTRE (City Terminal)
At a Goods distribution centre all goods flows with
destination city centre are consolidated and compiled to new
loads. The aim of a city terminal is the Minimisation of the
number of Delivery Tips in City Centres.
Chapter 4
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
GOODS DISTRIBUTION CENTRES AND FREIGHT VILLAGES
1 Function of a goods distribution center
2 Functionaliy of a village with transhipment service
1. 2.
Chapter 4
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
FREIGHT VILLAGES
Freight villages are industry zones with the best connections to
the transport network, where freight transport intensive
enterprises, are established. Ideally, they have the equipment for the
transhipment between different transport modes.
Chapter 4
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
LOGISTICAL SERVICES AT A FREIGHT VILLAGE
Chapter 4
• Long-distance transport
• Distribution transport
• Warehousing
• Deconsolidation
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
INFRASTRUCTURE AT A FREIGHT VILLAGE
Chapter 4
• Connections to the network (high capacity roads, railway network, waterways, etc.)
• Transhipment services for intermodal transport
• Branch lines
• Environmental protection services
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
ADMINISTRATIVE AND TECHNICAL SERVICES AT A FREIGHT VILLAGE
Chapter 4
• Distribution service, in the sense of a city terminal
• Garage for vehicles, containers and transhipment equipment
• Offices for customs, road traffic
• Safety services
• Information services, communications services (i.e., conference rooms), consultancy services
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
NEW TRANSHIPMENT TECHNOLOGIES
Chapter 4
Why?
• Cheaper transhipment
• Separation of long distance transport and short distance transport
• Adequate vehicles for short distance transport
• Promotion of rail transport
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
NEW TRANSHIPMENT TECHNIQUES TO PROMOTE COMBINED TRANSPORT
Chapter 4
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
SMALLER CONTAINERS IN THE LOGISTICS SHEPHE
Chapter 4
Why?
• More adequate load units for supply and delivery
• Cheaper deconsolidation
• Long distance container = short distance container
• No interruption in transport chain
• Better degree of utilisation of the loading capacity
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
SMALLER CONTAINERS
Chapter 4
INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS
ADMINISTRATIVE CONTROL MECHANISMS
Creation of regulations
• Weight
• Emission
• Delivery times
• Access roads
• Loading zones
Taxation
Subsidy and infrastructure development
Chapter 4