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3‘Efficiënter en groener’, dat vat samen wat moderne stadslogistiek kan brengen. De realisatie van deze voordelen is niet altijd eenvoudig gebleken. Stadslogistiek wordt een succes als verzenders, ontvangers, consultants en stadslogistieke dienstverleners elk vanuit hun eigen rol, stappen gaan zetten. Deze stappen moeten niet vrijblijvend zijn en bij voorkeur ook nog eens onomkeerbaar. In deze bluepaper presenteert de expertgroep Next-level City Logistics oplossingsrichtingen voor de belangrijkste showstoppers op het gebied van stadslogistiek.
Geschreven door expertgroep Shopping Tomorrow (Walther Ploos van Amstel is lid)
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ABSTRACT Purpose of this paper This paper aims to study different aspects of a logistics purchasing process from both the buyer's and supplier's perspective to compare literature and practice. Design/methodology/approach A multiple case study approach is chosen based on the exploratory character of the study. Seven recent logistics purchasing projects are studied by means of semi-structured interviews and company documents. Findings Literature review makes clear that the complexity of outsourced logistics services increased. As a result, buyers of these services should adapt their purchasing process to thoroughly think through its purchasing processes before going on the market, and to fully benefit from the expertise of service providers. Nevertheless, the cases show that most buyers still follow a traditional purchasing approach and process where service providers are not involved in defining the specifications of the logistics services. As a result shippers do not fully benefit from the expertise and possibilities of the service providers. Research limitations/implications The research is qualitative in nature and therefore limited to making theoretical propositions and to generalizing the findings to the total population. This must be accomplished through additional empirical verification. Practical implications The paper shows that both shippers and logistics service providers could improve their competitive position by changing the purchasing process and approach for logistics services. What is original/value of paper Our research differs from existing publications on logistics outsourcing for two reasons: 1) Existing publications do not primarily focus on the aspect of supplier involvement in purchasing logistics services. 2) Our study involves both the buyer's and the supplier's perspective.
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The implementation of autonomous vehicles in logistics can offer a significant solution to the growing driver shortage. However, an important barrier to implementation is the financial investment needed to adopt autonomous vehicles. In this article we present a methodology to calculate the business case of autonomous vehicles and demonstrate this methodology in two case studies. Despite the initial increase in equipment costs, our results show substantial benefits in terms of personnel costs, CO₂ emissions and required amount of personnel. By analyzing the two case studies, we identify which factors influence the business case and provide valuable insights for other companies interested in the business potential of autonomous vehicles.
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Uit: M. Kraan, S. Weijers, & B. Vannieuwenhuyse (Eds.), Bijdragen Vervoerslogistieke Werkdagen 2022 (pp. 353-371). University Press Zelzate Municipalities play an important role in tackling city logistics related matters, having many instruments at hand. However, it is not self-evident that all municipalities use these instruments to their full potential. A method to measure city logistics performance of municipalities can help in creating awareness and guidance, to ultimately lead to a more sustainable environment for inhabitants and businesses. Subsequently, this research is focused on a maturity model as a tool to assess the maturity level of a municipality for its performance related city logistics process management. Various criteria for measuring city logistics performance are studied and based on that the model is populated through three focus fields (Technical, Social and Corporate, and Policy), branching out into six areas of development: Information and communication technology, urban logistics planning, Stakeholder communication, Public Private Partnerships, Subsidisation and incentivisation, and Regulations. The CL3M model was tested for three municipalities, namely, municipality of Utrecht, Den Bosch and Groningen. Through these maturity assessments it became evident the model required specificity complementary to the existing assessment interview, and thus a SWOT analysis should be added as a conclusion during the maturity assessment.
DOCUMENT
Many new logistics initiatives arise based on the principles of resource sharing through crowdsourcing. Sharing unused and/or underused resources can deliver new efficiencies in the logistics value chain in an industry where efficiency is the name of the game. The benefits of applying sharing economy concepts in logistics in terms of higher efficiency, lower costs, less congestion and lower CO2 emissions seem easy to realize for both industry and society. While the sharing economy offers promising opportunities to start new businesses, the sharing economy is not without its challenges. Themes such as strict liability, insurance, transparency, and employee protection can hinder the progress of the sharing economy. Most difficult of all, the pace of technological innovation and social change often exceeds regulatory frameworks, resulting in banned services and protests from those working in traditional industries. Among five sectors in urban freight transport, i.e. city logistics, construction logistics, transportation & warehousing (retail logistics), healthcare logistics, and service logistics sharing concepts are studied over for the entire city of Rotterdam. Based on our main case study findings it can be observed that within the sectors of urban freight transport quite some differences exist with respect to the sharing maturity. Therefore a dedicated implementation plan is needed for each sector. This paper has shown what are the next steps to be taken for each sector and how the knowledge transfer can be established.
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This whitepaper is the result of the Logistics & Fintech programme, focusing on exchanging knowledge, promoting interest and creating collaboration opportunities between the fintech and logistics industries. This whitepaper presents our vision of financial innovation for the logistics industry, with best practices and future developments.
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Uit: M. Kraan, S. Weijers, & B. Vannieuwenhuyse (Eds.), Bijdragen Vervoerslogistieke Werkdagen 2022 Digitalization and the introduction of data driven logistics are developments that Dutch SME’s cannot afford to ignore.
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Efforts to reduce negative externalities of urban logistics vehicle movements often concentrate on two aspects; organizing logistics more efficiently in order to reduce the number of incoming vehicles in urban areas and reducing the emissions of vehicles within urban areas. The stopping practices are an underexposed area, in research and spatial planning. Even if movements into an area are organized more efficiently and vehicles might be zero emission, at the end of the day, logistics vehicles need to stop close to their destination to deliver goods or perform services. Herewith those vehicles put a claim upon – increasingly scarce – urban space with possible subsequential negative effects for both urban residents and drivers. This research develops a typology for urban stopping practices of logistics vehicles, including temporal and spatial aspects. Based on a survey with drivers, and interviews with experts and policy makers, the potential of different interventions to reduce the negative externalities of stopping practices is assessed. Despite the impact on policy goals, urban logistics stopping receives little attention from public stakeholders and is largely left to self-organization. Digitization and (bottomup) enforcement are interesting interventions, while drivers also indicate that more space allocated to logistics functions is inevitable. The best mix of interventions, including allocation of locations and enforcement, would both be high and low technology. Cities can benefit from a more desired situation by looking into physical interventions before digital interventions are ready for deployment.
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Summary Project objectives This study fits into a larger research project on logistics collaboration and outsourcing decisions. The final objective of this larger project is to analyze the logistics collaboration decision in more detail to identify thresholds in these decisions. To reach the overall objectives, the first step is to get a clearer picture on the chemical and logistics service providers industry, sectors of our study, and on logistics collaboration in these sectors. The results of this first phase are presented in this report. Project Approach The study consists of two parts: literature review and five case studies within the chemical industry. The literature covers three topics: logistics collaboration, logistics outsourcing and purchasing of logistics services. The five case studies are used to refine the theoretical findings of the literature review. Conclusions Main observations during the case studies can be summarized as follows: Most analyzed collaborative relationships between shippers and logistics service providers in the chemical industry are still focused on operational execution of logistics activities with a short term horizon. Supply management design and control are often retained by the shippers. Despite the time and cost intensive character of a logistics service buying process, shippers tendering on a very regular basis. The decision to start a new tender project should more often be based on an integral approach that includes all tender related costs. A lower frequency of tendering could create more stability in supply chains. Beside, it will give both, shippers and LSPs, the possibility to improve the quality of the remaining projects. Price is still a dominating decision criterion in selecting a LSP. This is not an issue as long as the comparison of costs is based on an integral approach, and when shippers balance the cost criterion within their total set of criteria for sourcing logistics services. At the shippers' side there is an increased awareness of the need of more solid collaboration with logistics service providers. Nevertheless, in many cases this increased awareness does not actually result in the required actions to establish more intensive collaboration. Over the last years the logistics service providers industry was characterized by low profit margins, strong fragmentation and price competition. Nowadays, the market for LSPs is changing, because of an increasing demand for logistics services. To benefit from this situation a more pro-active role of the service providers is required in building stronger relationships with their customers. They should pay more attention on mid and long term possibilities in a collaborative relation, in stead of only be focused on running the daily operation.
DOCUMENT
There is a lot of attention for the reduction of city logistics’ emissions. But also if city logistics’ vehicles are zero emission, the vehicles remain present in urban areas. Zero emission vehicles also occupy valuable urban space during unloading on the road and on sidewalks. Despite the spatial impact of city logistics, it is rarely considered in spatial planning. Based on four case studies, we explore possibilities to actively integrate city logistics in spatial planning policies and practices in order to reduce nuisance, but also to enhance efficiency of deliveries. In the end, spatial planning determines the physical urban conditions in which city logistics operations are taking place for many years. From the results we distil a research agenda to bridge the gap between city logistics as a traffic issue and its integration in spatial planning policies.
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