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Peter Sonnabend Solutions for Green Logistics and Urban Freight BESTFACT 1 st International Workshop Amsterdam, 22 June 2012

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Page 1: Solutions for Green Logistics and Urban Freight - Bestfact · Solutions for Green Logistics and Urban Freight ... . Air transport. 61%. ... GoGreen, Deutsche Post DHL Measure. Reduce

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, ...)

MAIL

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

3

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

8

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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?