Solutions for Green Logistics and Urban Freight - Bestfact · Solutions for Green Logistics and...
Transcript of Solutions for Green Logistics and Urban Freight - Bestfact · Solutions for Green Logistics and...
Peter Sonnabend
Solutions for Green Logistics and Urban Freight
BESTFACT 1st International WorkshopAmsterdam, 22 June 2012
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Corporate Center
FORWARDING, FREIGHT
Air FreightOcean FreightLand Freight
SUPPLY CHAIN
Contract LogisticsIndustrial Supply
Chain Management
CORPORATE FUNCTIONS
Global Business Services
(Real Estate, IT, ...)
Letter MailPackage/ParcelDirect Marketing
EXPRESS
International time and day definite
shipments
One of the largest global providers of mail and logistics services
Deutsche Post DHL – the Group
June 2012
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Carbon footprint 2011(own sources and contracted transport)
Fuel and power use 2011(own fleet and buildings)
Energy consumption and carbon footprint
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Source: DPDHL Corporate Responsibility Report 2011, www.dp-dhl.de
Air transport61%
Land transport21%
Ocean transport14%
Buildings and others4%
1,270 mio litres kerosene
435 mio litres diesel
37 mio litres petrol
3.3 bln kWh electricity
The content of about 1,350 olympic swimming pools.
The content of about 465 olympic swimming pools.
The content of about 40 olympic swimming pools
Roughly equivalent to a city of 250,000 inhabitants.
5.3 mio tonsown fleet and buildings< 20%
22.3 mio tonscontracted transport> 80%
Logistics operations are still dependent on fossil fuels
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Source: GoGreen, Deutsche Post DHL
Measure Reduce Offset
The GOGREEN Program
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Co-modal green strategies for international supply chains
Total distance 14,435 kmTotal transit time 35 daysTotal CO2 emissions 4 tons
Sea only
Total distance 11,474 kmTotal transit time 15 daysTotal CO2 emissions 73 tons
Sea + Air
Total distance 10,444 kmTotal transit time 5 daysTotal CO2 emissions 199 tons
Air only
x 7
x 1
x 3
x 18
x 1
x 55
Source: DGF Green Strategy
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Multi-layered green strategies for logistics solutions
DGF Carbon Dashboard
Services to Customers
Carbon Accounting
Carbon Reporting
Carbon Optimisation
Carbon OffsettingSource: DGF Green Strategy
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Converting from fossil fuels to sustainable transport energy
Source: DPDHL Corporate Responsibility Report 2011
DPDHL today operates nearly 250 electric and hybrid electric vehicles in a global fleet of about 1,600 alternative fuel vehicles
Electromobility has potential to help facilitate green urban freight transport, but it requires an underlying structured approach to efficient urban logistics.
CLIMATE PROTECTIONCLIMATE PROTECTION AMBIENT AIR QUALITYAMBIENT AIR QUALITY NOISE REDUCTIONNOISE REDUCTION
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Key drivers for logistics in the urban domain
Growing urban populations will intensify today's logistics challenges
A majority of the total world population is living in cities
Trend is expected to persist with 22 megacities by 2020, and continued expansion of metropolitan areas
More single households
Resultant increase in the demand for personal and goods mobility in conurbations
Sources: UN Population Division, World Bank
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Growing population in cities puts additional demand on mobility of people and goods in light of increasing competition for limited urban space
The conditions for urban logistics are rather complex:
multiple receivers with individualised order patterns
multiple suppliers of goods from local to global origins
multiple transport operators in unregulated competition
limited infrastructure and accessibility of urban spaces
limited coordination of inbound and outbound moves
Freight consolidation and organised distribution is common intralogistics practice for large industrial compounds in e.g. automotive, chemical, whiteware manufacturing and for large construction sites.
The situation of urban freight today
Goods flows are vital to the workings of cities but considered a nuisance by the urban community
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Freight distribution in conurbations and industry
Amsterdam Centre, source: Google Maps.
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Mercedes-Benz plant in Bremen, source: Google Maps
Freight distribution in conurbations and industry
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Freight consolidation schemes for industry
INTRALOGISTICS
SUPPLIERS
Material flows have been abstracted and simplified. Actual operators may vary.
Organisation of inbound goods traffic in large manufacturing plants
~10 km
Supplier Consolidation Center
Mercedes instructs all suppliers to deliver to consolidation center instead of directly to plant line
Single operator for consolidation and distribution scheme is being tendered by Mercedes
Individual transports of suppliers that are optimised for production arrive at consolidation center
Materials requested by line are consolidated and trucked just in time to destination inside plant
Arriving goods are distributed to their respective points of use on the assembly line
Tor 1
Feeder trucks arrive at delivery location and dock at assigned ramp space for unloading
Example: Mercedes-Benz plant in Bremen, Germany; daily output app. 1,400 cars
DELIVERYto final receivers
FEEDERINGinto delivery zone
CONSOLIDATIONoutside delivery zone
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Freight consolidation reduces vehicle movementsand frees up receivers’ time and storage space
Shipments are routed to a strategically located warehouse instead of multiple vehicles making individual direct deliveries to the same receiver
Goods are stored off-shelf and consolidated to maximise last mile vehicle utilisation and make a reduced number of deliveries at agreed times
Consolidation schemes typically save more than 70% of the original delivery traffic to participants; full loads and express items bypass consolidation
Consolidation centers require critical mass of subscribers to work efficiently and profitably, i.e. are not suited for consignees with small volumes
Benefits of freight consolidation schemes
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Freight consolidation schemes in non-industrial areas
London-Heathrow (airport retail)
Bristol & Bath (urban retail) Binnenstadservice (urban retail) London Regent St (urban retail)
Stockholm Hammarsby (construction) O-Centralen Stockholm (restaurants)
Organised goods consolidation and distribution is realised across various sectors including airports, construction, food, hotels, hospitals and retail
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Freight consolidation scheme for airport services & retail
Operated by DHL/Exel since 2001
Now serving 380 clients on airport
5,500 m2 off-perimeter warehouse
40,000 cages processed per month
Dedicated loadspace at Terminal 5
99.2% on-time delivery to receivers
70% reduction of delivery trips
85,400 vehicle-km saved in 2009
London-Heathrow
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Freight consolidation scheme for urban retail
Operated by DHL/Exel since 2004
Serving 63 outlets in Bristol centre
Expanded in 2010 to adjacent Bath
Secure warehouse close to Bristol
Electric and other green vehicles
100% on-time delivery to receiver
76% reduction of delivery trips
264,000 vehicle-km saved in 2009
Bristol and Bath
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High-capacity vehicles are most effective for moving goods through the urban periphery
Bundled shipments can be transferred collectively from a consolidation center into the city area with large trucks, trams, rail or barges
Full loads are delivered straight to large receivers such as retail outlets, shipments for multiple small receivers must connect to last mile distribution
Challenges are the generation of steady volumes and the availability and affordability of urban space for approach and exit routes and transfer platforms
Examples for collective feedering to urban areas include the VW Cargo Tram in Dresden and the shuttle train for Monoprix supermarkets in Paris
Beyond consolidation – collective urban freight feeders
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Collective urban freight feeders in the past and present
Goods Sheds Terminal, Melbourne
Central Post Office, Liverpool (1958) Postal Parcel Tram, Munich (1959) Rail Freight Yard, Cologne (1950s)
Volkswagen CargoTram, Dresden Monoprix Goods Shuttle Train, Paris
Modern solutions for collective urban freight transport and transshipment nodes often mirror or replicate functionalities of historical applications
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Local provisions for the final transfer of goods to the actual point of use can take a variety of forms
Full loads are delivered by feeder directly to consignees making use of available private ramp spaces to unload; lesser loads must be split up for capillary distribution
Transhipment points are buildings or outdoor spaces allowing feeders to unload cargo for final distribution
Final distribution of shipments is realised either through active coverage of the last mile by a delivery service, or self-collection by receivers from a transhipment point
Urban last mile solutions in general follow this blueprint but show remarkable versatility in response to the local situation including concepts such as shop-and-drop, internet shops, and off-peak or night deliveries
Urban last mile solutions
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Delivery
CollectionDelivery Collection Delivery
CollectionDelivery Collection
Delivery on foot by driver of atemporarily stopped vehicle
Collection of mail from vehicle atpublic stops at designated times
Large vehicle parked for extendedperiod to feed local distribution
Private ramp e.g. in retail stores tocollect supplies from large vehicles
Deposit box for mailmen to pick up further items along their tour
24/7 collection of shipmentsfrom automated locker boxes
Delivery depot for cross-dockingfrom larger to smaller vehicles
Collection of shipments from post office, parcel shops or pickpoints
Design options for the urban last mile
unattended attended
short-stay long-stay
Fixed transhipment points
Mobile transhipment points
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Organising the last mile in sensitive urban areas
Short-term parking, Netherlands
La Petit Reine cargo trike, France Cargohopper carrier train, Utrecht
ELP stationary depot, France Truck as mobile depot, Germany
Transhipment points can also facilitate local consolidation of shipments onto a single common delivery service for a pedestrian zone or borough
Prototype parcel minitrain, Hannover
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Urban last mile solutions in the past and present
Thalys catering carrier, Paris Gare du Nord
Electric parcel carrier, Bremen (1920s) Collection from horse mail, Kiel (til 1950s) Parcel lockerboxes, GDR (til 1990s)
Collection from parcel shop - Kiala Automated parcel lockerbox, Vienna
Modern concepts for urban deliveries also often show functional analogies to historical applications or related solutions in other sectors
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The adoption of logistics best practices is beingconstrained by specifics of the urban domain
The principles of city logistics are well known from established industrial practice and historic examples
The application of these principles today however is constrained by several non-logistics aspects:
no single authority over infrastructure and goods
costs of urban space prohibitive for logistics use
uncontained proliferation of competing operators
market pressure on reduced lead times and costs
mismatch of receiver availability and accessibility
lack of knowledge, interest and competence
Overdesign of solutions especially during startup phase remains another critical issue, e.g. failure of CityCargo scheme in Amsterdam
Barriers to organised urban logistics
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A vision of intralogistics for the ‘urban factory‘
City logistics requires non-logistical innovationin concerted organisation and business models
OPERATORS
RECEIVERS
AUTHORITIES
Decisive actor in control of goods flows Potential provider of private infrastructure Main beneficiary of space and time savings Principal funding source for running costs
Mandate to initiate and mediate, not direct Governance of regulation and infrastructure Valuation of non-fiscal community benefits Spark investment to ramp up critical mass
Liable to enact directives from customers Normally tendered for trunking and delivery Potential investor in local shared services Subject to antitrust and competition rules
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Thank you for your attention. Questions or Comments?