Urban freight logistics in the European Union

The paper recalls the main challenges of the European urban freight policy: the environment, the need for sustainable growth and quality of urban life. These are then interpreted by the member states. Some states have a top down prescriptive approach some others do not. The BESTUFS project, promoted by the EC, collects and disseminates best practice across the EU. It has identified a deep weakness at a local level, whilst also a wide range of pilots and successful exceptions

Evaluating the impacts of urban freight traffic: application of micro-simulation at a large establishment

Heavy Goods Vehicles, HGV, and Light Goods Vehicles, LGV, are a significant contributor to air pollution problems in urban areas. This paper quantifies the contribution to the environment of the deliveries to a single, large city employer addressing a research gap in the literature. Analysis of data from comprehensive surveys carried out over two years demonstrated that freight delivery traffic generated by an urban establishment with multiple properties in a compact urban setting, is characterised by a high proportion of LGV consistent with recent national and international trends. Also, despite freight traffic is only 10% of local traffic, more than 50% serves the single establishment, suggesting a different approach to policy making driven by the employer should be explored. The modelling results showed, relatively, the largest contribution to total emissions comes from HGVs in the AM peak, 13.8%, 43.7%, 9.2% for CO2, NOx and PM respectively. LGV contribute less, with 5.5%, 3.8%, 6% for CO2, NOx and PM respectively but more responsible for local congestion due to their numbers. This research is the first known study of its type and with the unique combination of measurement and traffic microsimulation allowed consideration of more effective traffic management strategies as well as providing evidence to support a consolidation centre for deliveries outside the city with fewer electric or low emissions last mile vehicles reducing substantially the environmental impact. The research outputs are relevant to many other similar cases in UK and Europe. The paper contributes to the ongoing development of research and policy looking to achieve sustainable urban logistics through receiver and purchasing led initiatives

Understanding the Purchasing Behaviour of a Large Academic Institution and Urban Freight Demand

AbstractOnly in recent years has a conceptual model focussed on the ‘receiver’ end of the supply chain has been discussed amongst European urban freight researchers even though purchasing for large organisations does certainly have a documented and often regulated sustainability agenda. A localised city logistics Delivery Service Plan, within a ‘coherent campus strategy’ for an academic campus has been established at Newcastle University, located at the centre of a medium size British city. In order to better understand the relationships between delivery services, urban environment and staff attitudes, a questionnaire was conducted targeting Newcastle University staff, addressing the purchasing of all goods to be delivered at the work place. A high response rate led to new data on purchasing behaviour. Tentatively we would draw out that the qualitative surveys show willingness amongst the buying population to both suggest and embrace alternatives ideas. We can see that a very small core of people raise most of the orders, and as such it should be possible to influence the majority of orders through them

Exploring the relationship between urban freight demand and the purchasing behaviour of a University

Abstract Introduction This research was focused on the ‘receiver’ end of the supply chain that has, in recent years, emerged as a novel area of investigation by European urban freight researchers. The paper explores the importance of procurement policy and mechanisms in a higher education establishment in order to drive a sustainable approach to inbound logistics. There is little known of the purchasing behaviour at individual level within such organisations. A localised city logistics Delivery Service Plan, within a ‘coherent campus strategy’ for an academic campus was established at Newcastle University, located at the centre of a medium size British city. Method Purchasing data and interviews with the purchasing manager demonstrated the current state of purchasing practice at the University, relative to the benchmarks established in the literature. In order to better understand the relationships between delivery services, the urban environment, and staff attitudes, a questionnaire was conducted with Newcastle University staff, addressing the purchasing of all goods to be delivered to the workplace. Result Multivariate analysis of cross-sectional data, as well as qualitative analysis, shows that variable frequency in demand can be explained by: job type; the different ways to raise a purchase order (PO); type of goods purchased; expected delivery times; and from where the PO originates. The findings suggest that training within specific staff roles would benefit the University’s urban freight coordination and management. We can also see that a very small core of people raise most of the orders and that, through them, it should be possible to influence the majority of orders. Lastly, demonstrating to the University’s Executive that employee views on private purchasing directly influence the practice, has convinced the board that changing purchasing behaviour towards freight efficiency is a feasible option for a sustainable institutional organisation. Conclusion The key contribution of this paper is demonstration of the important role of logistics receiver can make in delivering sustainable city logistics. This is especially true for large organisation with multi-sited and multi-level management (central vs local) that require multi-type of logistics in a city-centred bound historic built environment University. This paper shed light on identifying the key determinants of freight demand at University that can be managed and act as catalyst for accommodating urban freight in city planning

Assessment of existing and future rail freight services and Technologies for low Density High Value Goods in Europe

Abstract Introduction In recent years there have been major changes in the composition of cargo to the point where, in Europe, semi-finished products (e.g. car parts) and finished goods represent the greatest transport demand. This type of cargo is typically of lower density and higher value (LDHV) than previous goods and requires faster and more reliable transportation. Currently, LDHV goods are predominantly transported by road. Methodology This research applies qualitative approach with an online survey consisting of 24 industry experts in assessing the ‘existing’ solutions for competitive rail freight service operation for LDHV cargoes, plus the proposed ‘future’ (i.e. in 7 years’ time). The results are presented in the form of a ‘GAP’ analysis that examined three core themes: ‘wagon’, ‘train and hubs’ and ‘business quality and planning’. Results The study finds that, under the theme of wagon, the provision of an electrical power supply to each individual rail freight wagon is deemed important. In the train and hubs theme, the research suggests that greater importance is assigned to terminal access and functionality, rather than their overall cargo handling capabilities. In the business quality and planning theme, one issue in particular stood out: the ability to freely integrate freight and passenger services; this is considered a key requirement of the railways of the future. Conclusion This research contributes significantly to the field by demonstrating that the desire to transport LDHV goods by rail freight has potential. There are difficulties in integrating freight and passenger services, but technical innovation can allow freight services to operate at similar performance levels to passenger services. This research has identified a number of such technical innovations. It is envisaged that the adoption of these innovations, by the rail industry, will lead to a modal shift from road to rail for the transport of LDHV goods. The analysis suggests that the emerging technologies presented in the survey (e.g. horizontal transhipment) have the capability to promote modal shift by directly strengthening the rail freight service offering, as an alternative to less sustainable modes such as road. Finally the research is revelatory in that this topic has not been addressed by academia nor the industry previously, and has identified future research gaps and questions with potential impact that researchers can look to answer in the future

Experiences of rail intermodal freight transport for low-density high value (LDHV) goods in Europe

Abstract Objective Previous studies have suggested an upward growth trend in low density, high value (LDHV) goods in Europe. Such goods require time sensitive, reliable services and currently, most LDHV goods are transported by road. The paper presents the findings of four case studies which detail the barriers and enablers to intermodal rail services for transporting LDHV goods. Methodology We applied a methodological pluralism, quantitative and qualitative, on an inductive basis. Using a case study approach, the research investigates the requirements of shippers, identifies key barriers to intermodal rail service offerings and, based on the findings, suggests enablers for intermodal rail freight transport. The current research applies parallel top down and bottom up streams, with a final integration synthesis. Findings Terminals may appear as an important barrier or enabler towards achieving a competitive intermodal rail service. By making rail terminal as an enabler, the research suggests that it is possible to carry LDHV goods by intermodal rail in a cost-efficient manner. The research attempts to seek a potential innovative solution to the barriers identified. The research compares road with an intermodal rail-road solution, in terms of cost and time, for a door-to-door service along the selected routes/corridors. Recommendation The research recommends that technical solutions, such as automated transhipment and temperature controlled systems, are required for rail freight services for LDHV goods, but that they must be complemented by collaborative operational solutions and viable service planning for an intermodal rail transport service to be reliable and competitive with road transport

Investigating Freight Corridors Towards Low Carbon Economy:Evidence from the UK

AbstractThe objective of this study is to gain a better understanding of whether a freight corridor concept, as promoted by the EU TEN-T initiative, is feasible and sound and can be promoted to reduce the environmental (greenhouse gas) impact of long distance freight operation. Research has been conducted to investigate the characteristics of freight corridors across the European Union. This paper reports the analysis of freight corridor links from the UK and Ireland to Duisburg, Germany. This analysis is based on desktop research and interviews with UK freight operators. The findings suggest that the corridor is relatively green and, by its use, has the potential to attract greener freight flow. The key barriers are capacity bottlenecks on road and rail. We found that key improvement opportunities to promote the use of the green corridors are: the uptake of Channel Tunnel surplus capacity; released capacity on rail due to the planned high speed lines; better train management systems and the development of cleaner road transport