1. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS Transparencies 2003 EU-funded Urban Transport Research Project Results www.eu-portal.net TRANSPORT TEACHING MATERIAL

2. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS URBAN FREIGHT TRANSPORT AS PART OF THE TRANSPORT CHAIN Chapter 1

3. 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

4. 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

5. 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

6. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS COMPONENTS OF THE LOGISTICAL PROCESS PRODUCTIONi.e. the qualitative change of a good DECONSOLIDATIONi.e. shipments are united or dispersed STORAGEi.e. goods are stored until they are called for by consumers CONSUMPTIONi.e. goods are consumed or further changed qualitatively DISPOSALi.e. used goods are disposed as waste Chapter 2

7. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS PASSAGERS - GOODS PassangersGoods 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

8. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS SINGLE-STEP SYSTEM Chapter 2

9. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS MULTI-STEP SYSTEM Chapter 2

10. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS COMBINED SYSTEM Chapter 2

11. 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

12. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS ORGANISATION OF FREIGHT TRANSPORT Chapter 2

13. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS Chapter 2 POSSIBLE TRANSPORT CHAINS

14. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS SPECIAL FEATURES OF URBAN FREIGHT TRANSPORT Spatial restrictions Traffic infrastructure Environmental concerns and sensitivities Chapter 3

15. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS RESEARCH ON FREIGHT TRANSPORT IN URBAN AREAS political reglementations particularities of todays logistic processes new concepts in city logistic strong constraints economical necessities research and development todays processes future processes System thinking well directed influence negative macroeconomic effects positive macroeconomic effects Chapter 3

16. 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

17. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS RECEIVERS WITHOUT SELF-ORGANIZED LOGISTICS Chapter 3

18. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS RECEIVERS WITH CO-ORDINATED LOGISTICS Chapter 3

19. 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

20. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS RELATIONSHIP BETWEEN TRIPS AND TONNAGE Chapter 3

21. 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

22. 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 B company C city centre

23. 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

24. 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

25. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS GOODS DISTRIBUTION CENTRES AND FREIGHT VILLAGES Chapter 4

26. 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

27. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS LOGISTICAL SERVICES AT A FREIGHT VILLAGE Chapter 4 Long-distance transport Distribution transport Warehousing Deconsolidation

28. 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

29. 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

30. 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

31. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS NEW TRANSHIPMENT TECHNIQUES TO PROMOTE COMBINED TRANSPORT Chapter 4

32. 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

33. INNER URBAN FREIGHT TRANSPORT AND CITY LOGISTICS SMALLER CONTAINERS Chapter 4

34. 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