A cost and CO2 comparison of using trains and higher capacity trucks when UK FMCG companies collaborate

Companies working in a collaboration are able to achieve higher vehicle capacity utilisation and reduced empty running, resulting in lower costs and improved sustainability through reduced emissions and congestion. Collaboration produces higher volumes of goods to be moved than individual companies which means that further efficiencies may be possible by relaxing the freight mode constraints and considering rail and higher capacity vehicles. This paper explains how real world data has been used in a model to quantify the economic and environmental benefits in the FMCG sector delivered through collaboration utilising road and rail freight modes. Data for one month was provided by 10 FMCG companies and included freight transport flows between depots and customers, inter depot movements, and supplier collections. Detailed road and rail costs and operating characteristics were obtained and, with the transport flows, applied to a network design model which was used to validate the company data sets. A strategy examining the potential use of alternative higher capacity vehicles and rail for the flows between nine regional consolidation centres showed cost and CO2 savings. Just under half the inter-regional flows benefited from double deck trailers, longer heavier vehicles for 30% of the flows and rail with different wagon configurations for the rest. In summary there was a 23% reduction in cost with 58% fewer road kilometres and a 46% reduction in CO2 emissions. The ability to backhaul the same mode of transport between most of the regional centres was one of the strengths of this strategy

The total-breath method yields higher values of DLCO and TLC than the conventional method

BACKGROUND: The 2017 ATS/ERS technical standard for measuring the single-breath diffusing capacity (DLCO) proposed the "rapid-gas-analyzer" (RGA) or, equivalently, "total-breath" (TB) method for the determination of total lung capacity (TLC). In this study, we compared DLCO and TLC values estimated using the TB and conventional method, and how estimated TLC using these two methods compared to that determined by body plethysmography. METHOD: A total of 95 people with COPD (GOLD grades 1-4) and 23 healthy subjects were studied using the EasyOne Pro (ndd Medical Technologies, Switzerland) and Master Screen Body (Vyaire Medical, Höchberg, Germany). RESULTS: On average the TB method resulted in higher values of DLCO (mean ± SD Δ = 0.469 ± 0.267; 95%CI: 0.420; 0.517 mmol*min-1*kPa-1) and TLC (Δ = 0.495 ± 0.371; 95%CI: 0.427; 0.562 L) compared with the conventional method. In healthy subjects the ratio between TB and conventional DLCO was close to one. TLC estimated using both methods was lower than that determined by plethysmography. The difference was smaller for the TB method (Δ = 1.064 ± 0.740; 95%CI: 0.929; 1.199 L) compared with the conventional method (Δ = 1.558 ± 0.940; 95%CI: 1.387; 1.739 L). TLC from body plethysmography could be estimated as a function of TB TLC and FEV1 Z-Score with an accuracy (normalized root mean square difference) of 9.1%. CONCLUSION: The total-breath method yielded higher values of DLCO and TLC than the conventional analysis, especially in subjects with COPD. TLC from the total-breath method can also be used to estimate plethysmographic TLC with better accuracy than the conventional method. The study is registered under clinicaltrial.gov NCT04531293

Collaborative Parcels Logistics via the Carrier’s Carrier Operating Model

Parcel logistics in urban areas are characterized by many carriers undertaking similar activity patterns at the same times of day. Using substantial carrier manifest datasets, this paper demonstrates advantages from rival carriers collaborating using a “carrier’s carrier” operating model for their last-mile parcel logistics operations. Under these circumstances, a single carrier undertakes all the deliveries within a defined area on behalf of the carriers instead of them working independently. Modelling the daily delivery activity of five parcel carriers working over a 3.7 km2 area of central London, comprising around 3000 items being delivered to around 900 delivery locations, and consolidating their activity through a single carrier suggested that time, distance and associated vehicle emissions savings of around 60% could be achieved over the current business-as-usual operation. This equated to a reduction in the number of delivery vans and drivers needed from 33 to 13, with annual savings of 39,425 h, 176,324 km driven, 52,721 kg CO2 and 56.4 kg NOx. Reliance on vans and associated vehicle emissions could be reduced further by using cargo cycles alongside vans for the last-mile delivery, with estimated annual emissions savings increasing to 72,572 kg CO2 and 77.7 kg NOx. The results indicated that consolidation of items for delivery in this way would be especially beneficial to business-to-consumer (B2C) carriers whose parcel profiles comprise relatively small and light items. One of the key barriers to the wider take up of such services by individual carriers is the loss of individual brand identity that can result from operating through a carrier’s carrier

ICT for Sustainable Last-Mile Logistics: Data, People and Parcels

In this paper we present a vision of how ICT can be leveraged to help combat the impact on pollution, congestion and carbon emissions contributed by the parcel delivery sector. This is timely given annual growth in parcel deliveries, especially same-day deliveries, and the need to inform initiatives to clean up our cities such as the sales ban on new petrol and diesel vehicles in the UK by 2040. Our insights are informed by research on parcel logistics in Central London, leveraging a data set of parcel manifests spanning 6 months. To understand the impact of growing e-commerce trends on parcel deliveries we provide a mixed methods case study leveraging data-driven analysis and qualitative fieldwork to demonstrate how ICT can uncover the impact of parcel deliveries on delivery drivers and their delivery rounds during seasonal deliveries (or “the silly season”). We finish by discussing key opportunities for intervention and further research in ICT4S and co-created Smart Cities, connecting our findings with existing research and data as a call to the ICT4S community to help tackle the growth in carbon emissions, pollution and congestion linked to parcel deliveries

Optimising Parcel Deliveries in London Using Dual-Mode Routing

Last-mile delivery operations are complex, and the conventional way of using a single mode of delivery (e.g. driving) is not necessarily an efficient strategy. This paper describes a two-level parcel distribution model that combines walking and driving for a single driver. The model aims to minimise the total travelling time by scheduling a vehicle's routing and the driver's walking sequence when making deliveries, taking decisions on parking locations into consideration. The model is a variant of the Clustered Travelling Salesman Problem with Time Windows, in which the sequence of visits within each cluster is required to form a closed tour. When applied to a case study of an actual vehicle round from a parcel carrier operating in London, savings of over 20% in the total operation time were returned over the current situation where 104 transactions from 99 consignees were being delivered to 57 stopping points

Quantifying environmental and financial benefits of using porters and cycle couriers for last-mile parcel delivery

Parcel carriers face increasingly difficult operating conditions in busy metropolitan areas due to growing consumer demand for ever faster delivery services and having to cope with traffic congestion and city authority measures that may restrict or penalise access for certain types of vehicle. This paper evaluates the potential environmental and financial benefits of switching from traditional van-based deliveries to an alternative operating model, where porters or cycle couriers undertake deliveries supported by a substantially reduced van fleet. Results using a specially-developed algorithm to model operations of a real carrier in an area of central London, UK, suggested that the carrier could reduce CO2 emissions by 45%, NOx emissions by 33%, driving distance by 78% and curbside parking time by 45%. Overall cost savings to the carrier were estimated to be in the range 34–39%. Scaling up the modelled emissions savings to London’s Central Activities Zone, an area of approximately 30 km2 and with current total annual parcel delivery distance of around 15 million km, could see annual emissions savings in the region of 2 million kg CO2 and 1633 kg NOx if all carriers utilised porters or cycle couriers. The key operating challenges identified were related to sorting and consolidating items by weight and volume, parcel handover arrangements and how to deal with express items and failed deliveries

Development of a digital tool to overcome the challenges of rural food SMEs

It has been recognised that throughout the UK, rural economies have a significant potential for growth but despite the potential for growth, many rural businesses face barriers that prohibit their expansion. In this study, we focus on one particular group of rural small- to medium-sized enterprises (SMEs): food and drink producers. Through user engagement activities, we identify the issues and needs associated with distributing products to the market, in order to understand the main issues which prevent rural food and drink SMEs from expansion, and to establish the requirements for a digital solution to this challenge

Understanding the Impact of E-commerce on Last-Mile Light Goods Vehicle Activity in Urban Areas: The Case of London

Growth in e-commerce has led to increasing use of light goods vehicles for parcel deliveries in urban areas. This paper provides an insight into the reasons behind this growth and the resulting effort required to meet the exacting delivery services offered by e-retailers which often lead to poor vehicle utilisation in the last-mile operation, as well as the duplication of delivery services in urban centres as competitors vie for business. A case study investigating current parcel delivery operations in central London identified the scale of the challenge facing the last-mile parcel delivery driver, highlighting the importance of walking which can account for 62% of the total vehicle round time and 40% of the total round distance in the operations studied. The characteristics of these operations are in direct conflict with the urban infrastructure which is being increasingly redesigned in favour of walking, cycling and public transport, reducing the kerbside accessibility for last-mile operations. The paper highlights other pressures on last-mile operators associated with managing seasonal peaks in demand; reduced lead times between customers placing orders and deliveries being made; meeting delivery time windows; first-time delivery failure rates and the need to manage high levels of product returns. It concludes by describing a range of initiatives that retailers and parcel carriers, sometimes in conjunction with city authorities, can implement to reduce the costs associated with last-mile delivery, without negatively impacting on customer service levels

Posttranscriptional regulation of angiotensin II type 1 receptor expression by glyceraldehyde 3-phosphate dehydrogenase

Regulation of angiotensin II type 1 receptor (AT1R) has a pathophysiological role in hypertension, atherosclerosis and heart failure. We started from an observation that the 3′-untranslated region (3′-UTR) of AT1R mRNA suppressed AT1R translation. Using affinity purification for the separation of 3′-UTR-binding proteins and mass spectrometry for their identification, we describe glyceraldehyde 3-phosphate dehydrogenase (GAPDH) as an AT1R 3′-UTR-binding protein. RNA electrophoretic mobility shift analysis with purified GAPDH further demonstrated a direct interaction with the 3′-UTR while GAPDH immunoprecipitation confirmed this interaction with endogenous AT1R mRNA. GAPDH-binding site was mapped to 1–100 of 3′-UTR. GAPDH-bound target mRNAs were identified by expression array hybridization. Analysis of secondary structures shared among GAPDH targets led to the identification of a RNA motif rich in adenines and uracils. Silencing of GAPDH increased the expression of both endogenous and transfected AT1R. Similarly, a decrease in GAPDH expression by H2O2 led to an increased level of AT1R expression. Consistent with GAPDH having a central role in H2O2-mediated AT1R regulation, both the deletion of GAPDH-binding site and GAPDH overexpression attenuated the effect of H2O2 on AT1R mRNA. Taken together, GAPDH is a translational suppressor of AT1R and mediates the effect of H2O2 on AT1R mRNA