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Solutions Applicable by Local Administrations For Urban Logistics Improvement
Solutions Applicable by Local Administrations For Urban Logistics Improvement
Solutions Applicable by Local Administrations For Urban Logistics Improvement
15–28, 2005
Ó 2004 Elsevier Ltd.
doi:10.1016/j.cities.2004.10.003 All rights reserved.
Printed in Great Britain
0264-2751/$ - see front matter
www.elsevier.com/locate/cities
This paper aims to establish a compilation of the solutions or initiatives that can be implemented
by local administrations in order to improve freight deliveries in urban environments. These
improvements are not defined from the point of view of logistic companies, but from the point
of view of urban communities and the relation between freight transport and general urban traf-
fic. All the solutions considered here are generic, that is, suitable a priori for any given urban
area, although their degree of appropriateness and expected results will depend on the specific
characteristics of the city. Solutions are classified into those related to public infrastructure, land
use management, access conditions, traffic management, enforcement and promotion.
Ó 2004 Elsevier Ltd. All rights reserved.
15
Solutions applicable by local administrations for urban logistics improvement: J Muñuzuri et al.
include service vehicles (inspections, installations, Solutions related to land use management. These
technical service, and emergencies) and other com- refer to the allocation of land to be used for
mercial uses (sales representatives, company cars: city logistics operations. Initially, different possi-
Allen et al., 2000). In any case, the use of these solu- bilities for providing parking spaces or delivery
tions to deal with urban logistics issues does not nec- operations are described. Besides, local authori-
essarily mean bigger benefits for logistic companies, ties may issue different regulations affecting
but rather an attempt to better regulate and manage new or existing buildings in congested areas of
freight deliveries in urban areas. The ultimate objec- the city in order to facilitate the delivery of
tive is the reduction of the clash between the inter- goods.
ests of logistic companies and those of other Solutions related to access conditions. Two types
stakeholder groups involved in urban mobility. of restrictions are included here. On one hand,
spatial restrictions, which impose limits on the
entry and displacements of delivery vehicles in
Types of solutions for urban freight transport the affected area. On the other hand, time restric-
tions, which limit the periods during which these
Specific and combined solutions vehicles may enter the area or use the existing
It is important to distinguish between two levels of infrastructures.
measures related to urban logistics. Specific solu- Solutions related to traffic management. These
tions are those addressed to specific problems or solutions are aimed at reorganizing the flows of
requisites. They are chosen for implementation delivery vehicles in the congested areas of the
according to the requirements of the groups of city. Measures regarding the scope of regulations
stakeholders in the city, and they can therefore have are not specific solutions themselves, but refer to
a positive effect on some of these groups and a neg- the way in which other solutions affect the differ-
ative one on others. Only specific solutions will be ent carriers and city areas. Also considered here
dealt with here. On the other hand, combined solu- are the application of information technologies
tions are generated by the combination of several for city logistics improvement, and the application
specific solutions, and they constitute a strategic pol- of cooperation schemes.
icy for logistics in the city. Whereas specific solutions Solutions related to enforcement and promotion.
may benefit only one or some of the groups of stake- Again, this category is intended to work together
holders, combined solutions should induce a benefit with the previous ones within combined solu-
as evenly as possible for all groups, without any of tions, representing possibilities of implementa-
them being clearly damaged in its interests. tion. Promotion tools can be used by the local
It is important to stress that radical opposition by administration to support certain practices with-
any of the stakeholdersÕ groups to the logistic policy out imposing them, whereas enforcement tools
reflected by the combined solution may be sufficient ensure the compulsory application of other spe-
for the disregarding of the project. Besides, when cific solutions.
designing a combined solution, by adding several
specific solutions, two starting points must be con-
templated, since the fact of their being evident does Types of specific solutions according to the
not reduce their relevance: implementing group of stakeholders
The specific solutions combined must be compat- City logistics solutions can be classified depending
ible, that is, they must not either exclude each on the group of stakeholders that would be respon-
other or be redundant. sible for their implementation. Thus, there are solu-
The effect of the combined solution on the groups tions implemented by:
of stakeholders will most likely be different to the
sum of all the individual effects caused by each Carriers/logistic operators. Companies delivering
specific solution. goods to destinations inside the city.
Receivers. Companies (usually local businesses or
commercial premises) that receive goods deliv-
ered by carriers.
Types of specific solutions according to their scope Local authorities. Responsible for establishing
Urban freight solutions can be divided into five regulations regarding traffic and transport in the
groups, depending on their field of application: city.
Solutions related to public infrastructure. These The compilation presented here concentrates on
correspond to the building of new infrastructures regulatory and policy aspects regarding urban
or adaptation of existing ones to serve as transfer logistics, and thus it includes only those solutions
facilities for city logistics purposes. Also, the applicable by the local administration. Neverthe-
modal shift of urban freight movements typically less, the implication of national governments may
from road to rail is contemplated here. be crucial at the beginning of the planning process
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Solutions applicable by local administrations for urban logistics improvement: J Muñuzuri et al.
Table 1 Classification of urban freight solutions for application by the local administration
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Solutions applicable by local administrations for urban logistics improvement: J Muñuzuri et al.
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Solutions applicable by local administrations for urban logistics improvement: J Muñuzuri et al.
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Solutions applicable by local administrations for urban logistics improvement: J Muñuzuri et al.
to facilitate the access and parking of vehicles, the zone of the city. These criteria are usually linked
loading and unloading and the delivery of goods. to the weight of the vehicles, but sometimes size
Land use regulations may contemplate, in the case (Certu, 2002) or the load factor of vehicles (Munic-
of buildings with commercial premises on the ipality of Copenhagen (2003)) is directly used as an
ground floor likely to act as freight receivers, the access criterion. This type of measure is initially
need for special logistic facilities. An access for aimed at avoiding traffic problems, by allowing ac-
goods deliveries different from the one used by cus- cess only to vehicles with an adequate size for the
tomers allows the carrier to unload goods without streets of the city. However, it also improves the liv-
disturbing the normal activity in the shop. Also, in- ability of the city, reducing environmental impacts
house parking places for delivery vehicles avoids for instance, and can also indirectly promote
the need to use curbside space in order to unload intermodality, since it forces an additional transship-
goods. ment outside of the city from large-size, long-dis-
tance vehicles to smaller ones, suitable for final
Use of private parking lots deliveries.
Many residential buildings have their own parking
lots, either underground or in the open. Many of Access to pedestrian zones
the spaces in these lots are empty during the day,
These areas represent one of the most controver-
and may be used by freight delivery vehicles when
sial tools used to limit the mobility of passenger
doing home deliveries, lasting for more than 15–20
cars in the downtown area of cities. The desirable
min, so that it would not be necessary to block the
effect of achieving a more pedestrian–friendly city
street in the meantime. The size of the delivery vehi-
is opposed with the danger of diminishing the
cles would need to be reduced enough in order to
accessibility of persons and goods to the city cen-
enter these parking lots, designed exclusively for
ter, with its subsequent degradation. Within the
passenger cars. Delivery times would presumably in-
scenario of city logistics, it is necessary to allow,
crease, but double parking in front of these buildings
under certain conditions, the access of freight
would be eliminated, or at least significantly
delivery vehicles to pedestrian areas. Several possi-
reduced.
bilities are available, for selection of a single one
or in combination:
Mini-warehouses
Free access during the night of all types of vehi-
The possibility of delivering goods without the recei- cles, including those used for freight deliveries,
ver being present is an interesting concept in the to pedestrian areas.
sense that it releases the carrier from delivery time Restricted access for freight delivery vehicles
constraints and allows better planning of city logistic during the time interval allowed by the access
operations. This proposal consists of setting up small time windows.
groups of lockers for goods arriving to a dense and Use of special vehicles (e.g., electric, silent) in
congested area of the city. The use of these lockers order to access pedestrian zones during commer-
would allow freight delivery vehicles to make a sin- cial hours.
gle short stop at the lockers instead of one stop for Determination of the types of goods whose vehi-
every receiver, and could be suitable for night deliv- cles are allowed to enter the pedestrian area.
eries. Issues related to final deliveries to the receiv-
ers, responsibility in case of loss or damage of the An example of this type of policy can be found in
goods and security problems need to be discussed Melbourne (City of Melbourne, 2004).
before proceeding to implementing this solution.
Different kinds of applications are possible, ranging
from completely independent structures like mail- Street blocking allowance
boxes on the streets, to the option where the facility In many cities with narrow downtown streets, a
is integrated within a building. Depending on the special regulation is required to take into account
kind of goods to be delivered, the mini-warehouse situations that take place on a daily basis. In case
may have either a vertical or a horizontal structure. there are streets with a single lane in a single
Also, for large concentrations of mini-warehouses, it direction, most load/unload operations carried out
could be necessary to add other services like secu- in that street will imply the blocking of traffic.
rity. These facilities are being used by logistic com- Therefore, if the provision of load zones is not
panies for home deliveries in the Netherlands. possible on those streets, regulations may allow
freight vehicles to block narrow streets for loading
operations, thus showing more consideration for a
Solutions related to access conditions practice that is in many cases being performed ille-
Access according to weight and volume: The gally. This could only be done for a limited time
proposal here is to establish criteria to determine length, for specific types of deliveries, and the spe-
the type of vehicles that are allowed to access each cific streets where this could be done would have
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Solutions applicable by local administrations for urban logistics improvement: J Muñuzuri et al.
to be determined beforehand, and perhaps sig- ney times and uncertainty are reduced, these
naled. Carriers might be forced to place a signal reductions do not often have a significant impact
at the beginning of the street, warning about the on the carrierÕs cost figures.
temporary blocking, causing delivery times to in-
crease, but reducing the hassle for other drivers. The most up-to-date example of this policy, and
one observed with expectation by many other cit-
ies as a radical tool for congestion reduction, is
Closing the center to private traffic the London example (Transport for London,
A typically controversial solution, the restriction of 2003).
access for passenger cars, whether totally or by
means of access time windows, is in many cases Adequate rotation in load zones
the only tool available to preserve this area free of This solution seeks to take steps towards a better use
congestion and environmental damage, and is usu- of load zones by freight carriers. The aim is to avoid
ally associated with the definition of selective pedes- excessively long stays in the zone, thus guaranteeing
trian areas. The central area remains closed to all that the use of the resource (the load zone) is as
vehicles but public transit, resident vehicles and close to optimal as possible. The idea is then to limit
freight vehicles during business hours. The implica- the amount of time during which delivery vehicles
tions of this solution with respect to passenger cars may be parked in load zones without moving. This
are sufficiently analyzed (Sta spa, 2002), but the amount of time, typically defined depending on the
question here is how to achieve a better freight dis- distance between the load zone and the final deliv-
tribution in the restricted area. ery points, would be around 15–30 min. Special sur-
Enabling access for freight delivery vehicles, the veillance would then be required, in order to ensure
availability of parking spaces and the absence of that this regulation is fulfilled.
congestion should allow easier and more reliable
deliveries. An example of this type of policy can
be found in Granada City Council (1997) and Night deliveries
Gloucester City Council (2004). By delivering goods during the night, it is possible to
avoid interference with peak hour congestion. Since
it does not seem feasible to change that passenger
Road pricing car peak hour, it might be possible to take freight
The policy for charging vehicles for entering certain deliveries out of it. However, the main opposition
areas of the city, typically those where road and to this solution comes from residents due to noise
parking space are scarce, is the most direct way of pollution, thus silent vehicles are required, as well
internalizing the external costs originated by traffic as being careful while performing load/unload oper-
congestion. The main effect sought with the imple- ations, since in many cases the source of disturbance
mentation of this solution is a reduction in the num- is the staff behavior, doors closing, voices, etc. Be-
ber of vehicles entering congested areas of the city, sides, this solution seems only useful for large carri-
ideally with a reallocation of mobility towards public ers or companies that carry their own goods, since
transport. However, there is also the raising of reve- delivery times can be easily agreed within the com-
nues that would normally be used for improving pany. In case of less-than-truckload transport or
public transport systems. The implications of this deliveries to small retailers, the receiver must be
type of scheme regarding general passenger traffic present when the delivery is made, and therefore
are widely analyzed for the historical case of Singa- they are not always willing to accept night deliveries
pore (Button and Pearman, 1985), but with respect (Watson, 2002).
to freight transport, several additional issues deserve
to be mentioned: Double-parking short time restrictions
It introduces comparative disadvantages in the In many cases, the total suppression of double
charged area, which might result in a reduction parking should not be an objective, due to the
of its attractiveness and, in the long run, the sub- amount of load zones required, the restrictions to
sequent relocation of commercial premises in the movement of vehicles and the surveillance
other areas of the city. requirements. Instead, double parking should be al-
The generalized introduction of this additional lowed for load/unload operations in streets with
tax implies the raising of prices and thus an more than one lane in each direction (so that
increase in inflation levels. through traffic is not completely blocked), and
The usually inelastic demand of freight deliveries with no reserved load zone nearby, for a limited
and the low margins assumed by the transporta- time period. Double parking is a very much ex-
tion industry might result in the infeasibility of tended problem in many cities, and its complete
these deliveries, unless trucks pay a significantly eradication would undermine economic develop-
lower price than passenger cars. Although jour- ment. Thus the proposal is to create reasonably
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Solutions applicable by local administrations for urban logistics improvement: J Muñuzuri et al.
restrictive regulations to deal with it, so that High-weight items (furniture) or low-weight items.
double parking for delivery operations would be al- Different accessibility regulations (for example,
lowed in certain streets during intervals not longer to pedestrian or very congested zones) may be
than 15 min. The purpose is not, therefore, to re- distinguished.
duce the problem of double parking in the down- Deliveries to small premises (normally not suitable
town area, but to normalize a situation that for night deliveries) or to large premises (suitable
nowadays seems unavoidable, unless other valid for shifting to night deliveries). The latter may
alternatives are provided. be suitable for promotion of night deliveries.
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Solutions applicable by local administrations for urban logistics improvement: J Muñuzuri et al.
Access streets. Freight vehicles use them to enter agement systems, not only related to freight trans-
or leave the downtown area or other commer- port, but also to traffic light coordination, accident
cially dense areas. management, etc (Taniguchi et al., 2001). This
Restricted access streets. Only allowed for certain would result in the optimization of the street
transport modes (taxis, buses, freight transport, network, and indirectly in economic benefits and
residents). an increase in the livability of the city. Although
Load/unload streets. Where load/unload opera- routing tools based on real-time data are currently
tions can be carried out, maybe because there not operating in any city, an interesting initiative
are load zones located in them or maybe because for informing drivers of real-time congestion via
double parking is allowed for delivery operations. the Internet is currently running in Houston.
Non-freight streets. Load/unload operations are
not allowed because the street is too narrow, dou- Freight carrier cooperation
ble parking is not permitted, etc.
One of the most typical characteristics of carriers
Pedestrian streets. Both access and load/unload
and logistic operators is their independence within
operations are banned.
a very competitive environment. Larger load factors,
economies of scale and cost reductions might be
On-line load zone reservations achieved through cooperation between competing
It is often found by truck drivers on delivery tours carriers, but their individual presence in front of
that, on arriving to a certain load zone, it has been their clients seems to be a more important asset.
previously occupied by another freight delivery vehi- Public promotion of this cooperation might lead to
cle, forcing the second truck to circle around or dou- a significant reduction in the number of freight vehi-
ble park with the risk of being fined. A possible way cles, with the consequent benefits for traffic and the
to improve freight transport efficiency is then to al- environment in the area. The idea is to have a single
low freight carriers to reserve load zones, thus ensur- carrier (the common carrier) that makes a collection
ing their availability at the requested time and round of all the goods to be transported by different
improving the reliability of deliveries. The rotation carriers, and then delivers them at their final destina-
of vehicles in load zones is also promoted, because tions. This cooperation might be materialized in dif-
of the limited time slots guaranteed by reservations. ferent ways, in order to respect the status quo of the
The system requires a central station for data pro- different transport companies: a time-sharing
cessing and reception of reservations, via telephone scheme, where the common carrier task is per-
or the Internet, as well as on-site equipment for res- formed by all carriers in turns, perhaps one every
ervation control and display. Two issues are relevant day or week; or an area-sharing scheme, where every
to this type of solution: carrier is assigned to a specific area of the city to act
there as common carrier for all the companies (areas
Strict surveillance is required for ensuring that might also rotate in turns). This solution works best
vehicles limit their operations to fit their reserved when all the carriers involved in the cooperation
time slots. Automatic identification systems or scheme are located at the same logistic terminal,
parking meters might be suitable for this purpose. or at least close to each other. Examples of pilot
Reservations should be charged with a small tests with type of scheme can be found in Freiburg
price, sufficient for covering the costs of the (Thoma, 1994) and Kassel (Strauss, 1995), although
service. their effectiveness is very much dependent on the
amount of cooperating companies, since feasibility
A pilot test for this type of solution is described in is only achievable by means of strong economies of
(Agostini et al., 2003). scale.
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Solutions applicable by local administrations for urban logistics improvement: J Muñuzuri et al.
scheme, or an independent public-based company. of this solution in the shape of Freight Quality
The difficulty of imposing this type of cooperation Partnerships seems to be yielding positive results in
on competing carriers, considering also that the the United Kingdom (Department for Transport,
additional transshipments involved account for addi- 2003).
tional distribution costs, has made it feasible so far
only in large construction scenarios (Berlin, 2000).
Information support
Joint reception Since all the implemented urban freight solutions are
expected to have an effect on all the city stakehold-
A possible way to simplify goods deliveries in cities ers, it is very unlikely that all these effects are ben-
is the elimination of the multiplicity of delivery eficial. That is why a special effort must be made
points, or at least of some of them, by delivering at in order to disseminate to all parties involved the
the same point all the goods corresponding to a type of solutions that are intended to be imple-
group of receivers. This point is assumed to fulfill mented, as well as the reasons for those solutions
all the requirements of accessibility and availability to be preferred. This type of dissemination of city
of parking space which the previous multiple drop logistics issues might be accompanied by awareness
points did not have. Thus delivered goods would campaigns, in order to involve citizens in freight
then be picked up by the receivers themselves, at transport within their city.
the most convenient time for them, for example be-
fore opening their premises in the morning or the
afternoon. This avoids the need for carriers to access Driver training
multiple drop points to deliver goods. It also has the This solution addresses the need to increase the
added benefit of releasing receivers from fixed deliv- skills of drivers and logistic companies in general re-
ery schedules, although some compensation would lated to city logistics. Since the objective is to
have to be negotiated, if they are the ones who need achieve an improvement perceived by the whole
to go and pick up their goods. community, this training, although supported by
companies, may be initially promoted by the local
administration. The training, depending on the spe-
Solutions related to enforcement and cific situation of the urban area regarding city logis-
promotion tics, may be considered from two different points of
Direct economic benefits view:
It is often found in feasibility studies that the From an individual point of view, in order to
assumption of new city logistics concepts, while improve the behavior of city freight drivers with
enhancing livability in the city, reduce the effective- respect to issues like smooth driving for reduced
ness of the logistic chain, increasing costs for carriers pollution levels, lower noise levels, illegal park-
and receivers. That is why the consideration of tem- ing, load/unload operations, enhancement of
porary tax reductions or direct subventions is rea- courtesy to other drivers (Ogden, 1992; European
sonable in order to achieve a more sustainable Commission, 2000).
mobility environment. Just as these policies are of- From a combined point of view, together with the
ten used to encourage the use of less pollutant vehi- introduction of other logistic solutions, in order to
cles or public transport, they might also be inform drivers of the expected best practices, the
considered to encourage other best practices, but it ways to adapt to the new scenarios, etc.
is important to note that it is a difficult measure to
implement if the carrier is not based in the consid-
ered urban area. Alternative vehicles
A possibility to enhance the livability of congested
City logistics forums urban areas is to grant priority access to vehicles
with certain characteristics regarding the type of en-
Any solution related to urban freight transport that is ergy consumed, the type of engine, etc. A complete
to be implemented in a city requires an agreement be- record of similar experiences can be found in
tween all the involved stakeholders, or at least the (ELCIDIS, 2002), showing the benefits of such vehi-
previous consideration of all their opinions. An inter- cles for city distribution. Two types of effects can be
esting issue is therefore the creation of a permanent achieved with such regulations:
forum where all these groups are represented, aimed
at debating and, if possible, reaching consensus with Better environmental quality in case of hybrid or
respect to urban freight solutions (Van Bockel, electric vehicles, either working on batteries or on
2001). This forum should not only address city logis- fuel cells.
tics issues, but also all those aspects related to mobility Lower noise levels in case of silent vehicles, which
in the city, due to the interrelationship between all might allow the combination of access allowance
types of transport in urban areas. The implementation with night deliveries.
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Solutions applicable by local administrations for urban logistics improvement: J Muñuzuri et al.
Smaller vehicles suitable for entering pedestrian Controlled by a smart-card reader, easier and
areas during shopping hours for deliveries. cheaper for the vehicle owner but with a lower
traffic flow rate.
The trend towards more restrictive environmental
regulations in cities (Netherlands Ministry of Hous- An example of the use of smart-card bollards is
ing, 1991) makes this type of regulations a likely the access control pilot project carried out in Barce-
scenario in many medium–large cities, with the aim lona (Albors, n.d.). Other examples of the use of
of achieving a modern, more sustainable vehicle bollards for access control can be found in Liverpool
fleet. or Cambridge.
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Solutions applicable by local administrations for urban logistics improvement: J Muñuzuri et al.
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Solutions applicable by local administrations for urban logistics improvement: J Muñuzuri et al.
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