Julian Allen

Logistics management and costs of biomass fuel supply

Discusses part of a project conducted by the authors into the logistics planning and management and costs of supplying biomass fuels to biomass‐fired power stations in the UK. Defines biomass fuels and the reasons for the growth in interest in their use for electricity generation. The activities and parties involved in the biomass fuel supply chain are discussed together with the management of the chain in order to achieve smooth and consistent flow of biomass fuel to power stations. Explains the approach used to modelling the delivered costs of biomass fuels for four types of biomass fuel included in the project: forest fuel, short rotation coppice, straw and miscanthus. Comments are given on the environmental impacts of the fuel supply chains. The results indicate that straw supply systems are capable of producing the lowest delivered costs of the four fuels studied. Short rotation coppice and miscanthus, two new energy crops, are likely to have the highest delivered costs at present. This is due to the cost of growing these fuels and the financial incentives required by farmers to persuade them to grow these crops. Logistics costs (i.e. transport, storage and handling) are shown to represent a significant proportion of total delivered cost in biomass supply. Careful supply chain planning and logistics management will be of central importance to the success of the biomass industry.

The Role of Urban Consolidation Centres in Sustainable Freight Transport

The paper reviews the study and use of urban consolidation centres (UCCs) which are a freight transport initiative intended to reduce goods vehicle traffic, vehicle-related greenhouse gas emissions and local air pollution. An international literature review has identified 114 UCC schemes in 17 countries (12 in the European Union (EU) and 5 outside the EU) that have been the subject of either a feasibility study, trial or a fully operational scheme in the last 40 years. The period from 2006 to 2010 has been the most active 5-year period in terms of UCC study, trial and scheme generation since the first UCC study was carried out in the early 1970s. Five countries account for the majority of all the 114 UCC schemes identified: France, Germany, Italy, the Netherlands and the UK. The vast majority of UCCs serve either all or part of an urban area. Examples of UCCs serving a single property (such as an airport or shopping centre) and construction sites have also been identified. Key organizational, operational, and financial issues that are critical to the success of UCCs are discussed. The traffic and environmental impacts of UCC trials and fully operational schemes are also reviewed.

Life cycle assessment in the supply chain: A review and case study

Abstract The paper addresses the use of Life Cycle Assessment as a tool for analysing freight transport activity in product supply chains. Published works that have assessed freight transport energy use in supply chain operations are reviewed and their results summarized. A case study of the energy use in the supply chains for jeans sold in both the UK and France is presented. The results of this case study indicate that the location from which cotton is sourced can have a major impact on the total energy used in commercial transport in the jeans supply chain. However, overall, this has a limited impact on the total energy used in producing and supplying jeans. This is because the vast majority of total energy used in the supply chain is consumed during cotton cultivation, denim production and jeans manufacture. The work also demonstrates that the amount of energy used by consumers transporting jeans to their homes by car can be greater than the total commercial transport energy used in the supply chain (per kg of jeans transported).

Comparing freight transport strategies and measures in London and Paris

The paper compares the approach being taken to freight transport strategy and the specific policy measures being implemented in London and Paris. It highlights the serious consideration that has been given to freight transport by the Mayors of London and Paris, in the last five years. These freight policy considerations are taking place against a background of growing levels of road freight activity, energy use and pollutant emissions in both cities. The key freight transport objectives being followed in London and Paris are similar and focus on improving the efficiency and reliability of freight transport, while reducing the negative environmental impacts that it causes. The specific freight transport policy measures being followed show some differences in each city. However, attempts to address problems related to loading and unloading are taking place in both, albeit through different specific initiatives. These policy initiatives have important implications for companies concerned with urban logistics operations.

Low emission zones: the likely effects on the freight transport sector

Londons air quality has improved over recent decades, but is still the worst in the UK. Road transport emissions play an important part in this pollution. A low emission zone (LEZ) would help to accelerate the introduction of cleaner vehicles, and reduce the number of older, more polluting vehicles operating in London. Survey results indicate that there is some support among goods vehicle operators for a LEZ in London, depending on the precise scheme definition. Operators would generally try to comply with LEZ regulations, with most companies either using technical approaches to ensure that their London vehicle fleet complied with the required emission standard, or redeploying vehicles with the appropriate emission standard from other locations.

Survey Techniques in Urban Freight Transport Studies

This article reviews and assesses the various survey techniques that have been used in studies in which data have been collected to obtain an understanding of road-based urban freight transport activities. The review identified 162 such studies in 18 countries over the last 50 years, and 12 different types of urban survey technique. In the studies reviewed, establishment surveys have been the most commonly used technique, followed by freight operator surveys, vehicle observation surveys, driver surveys, roadside interview surveys, and vehicle trip diaries. Few examples of other survey techniques (commodity flow, parking, global positioning system, supplier and service provider surveys) were identified. Establishment and vehicle observation surveys have the potential to offer insight into a wider range of issues associated with urban freight deliveries and collections to and from establishments in a specific urban area than the other survey techniques reviewed. These two survey techniques can provide insight into the frequency of goods vehicles deliveries and collections by time of day and day of week, the activities involved in the loading/unloading process, and the freight requirements of individual establishments. However, all 12 survey techniques provide insight into varying aspects of urban freight operations and various combinations are therefore likely to be used in future studies.

Assessing transport energy consumption in two product supply chains

The paper addresses the transport activities and associated energy consumption involved in the production and supply of two products: jeans and yoghurt. In the case of jeans, the analysis is from the locations in which cotton is grown, to retail outlets in the UK; in the case of yoghurt, the analysis is from the supply of milk on farms, to retail outlets in France. The results show that the transport stages from the point of jeans manufacture to UK port are responsible for the greatest proportion of transport energy use per kilogram of jeans in the UK supply chain. In the case of the French yoghurt supply chains, the results indicate that each of the three transport stages from farm to third-party distribution centre consume approximately the same proportion of total freight transport energy. The energy used on the transport stage for yoghurt from third-party distribution centre to retail outlet varies depending on the type of retail outlet served. Far greater quantities of energy are used in transporting jeans than yoghurts from farm/field to retail outlet. This is explained by the distances involved in the respective supply chains. Both case studies demonstrate that the energy used by consumers transporting goods to their homes by car can be as great as total freight transport energy used in the supply chain from farm/field to retail outlet (per kilogram of product transported).The paper addresses the transport activities and associated energy consumption involved in the production and supply of two products: jeans and yoghurt. In the case of jeans, the analysis is from the locations in which cotton is grown, to retail outlets in the UK; in the case of yoghurt, the analysis is from the supply of milk on farms, to retail outlets in France. The results show that the transport stages from the point of jeans manufacture to UK port are responsible for the greatest proportion of transport energy use per kilogram of jeans in the UK supply chain. In the case of the French yoghurt supply chains, the results indicate that each of the three transport stages from farm to third-party distribution centre consume approximately the same proportion of total freight transport energy. The energy used on the transport stage for yoghurt from third-party distribution centre to retail outlet varies depending on the type of retail outlet served. Far greater quantities of energy are used in transporting jeans than yoghurts from farm/field to retail outlet. This is explained by the distances involved in the respective supply chains. Both case studies demonstrate that the energy used by consumers transporting goods to their homes by car can be as great as total freight transport energy used in the supply chain from farm/field to retail outlet (per kilogram of product transported).

Strategies to reduce the use of energy by road freight transport in cities

Road freight transport within cities performs a vital service function yet it is also perceived as a cause of many problems such as pollution, noise, and damage to roads and pavements. Road freight transport within cities is also a major user of energy. There is growing pressure to reduce both energy use and pollution, increasingly city authorities and commercial organisations are interested in devising more sustainable freight and distribution arrangements and it is therefore important to examine the scale of the problem and to evaluate the opportunities that exist to reduce the energy intensity of city distribution operations. This paper assesses trends in the pattern of energy use by freight transport within cities taking London as a specific case study. This examination is extended to evaluate how changes in land use, traffic conditions and operating practices could influence energy use by the freight transport sector. A variety of scenarios are considered in order to explore these issues. The scenarios include an evaluation of the scope and benefits that could be obtained by (i) introducing transhipment facilities and (ii) the opportunities that exist to encourage greater cooperation among transport operators in order to improve vehicle utilisation and reduce the energy intensity of their operations. The paper is based on on-going research into freight transport in urban areas and specifically on work carried out as part of a study into pan-London logistics strategies and research conducted as part of the EU funded project SURFF (Sustainable Urban and Regional Freight Flows). For the covering abstract, see IRRD 898133.

A Review of Urban Consolidation Centres in the Supply Chain Based on a Case Study Approach

The paper considers how urban consolidation centres (UCCs) can be used in the supply chain to reduce goods vehicle traffic and its associated environmental impacts, while also helping to make supply chains more responsive and efficient and thereby generate commercial benefits. The role of UCCs is presented and the various types discussed. The potential supply chain impacts of UCCs are considered. Case studies of six UCC schemes and trials are included, with their objectives, operational characteristics and impacts compared. The critical success factors associated with UCCs are identified.

Enabling the freight traffic controller for collaborative multi-drop urban logistics: practical and theoretical challenges

There is increasing interest in how horizontal collaboration between parcel carriers might help alleviate problems associated with last-mile logistics in congested urban centers. Through a detailed review of the literature on parcel logistics pertaining to collaboration, along with practical insights from carriers operating in the United Kingdom, this paper examines the challenges that will be faced in optimizing multi-carrier, multidrop collection, and delivery schedules. A “freight traffic controller” (FTC) concept is proposed. The FTC would be a trusted third party, assigned to equitably manage the work allocation between collaborating carriers and the passage of vehicles over the last mile when joint benefits to the parties could be achieved. Creating this FTC concept required a combinatorial optimization approach for evaluation of the many combinations of hub locations, network configuration, and routing options for vehicle or walking to find the true value of each potential collaboration. At the same time, the traffic, social, and environmental impacts of these activities had to be considered. Cooperative game theory is a way to investigate the formation of collaborations (or coalitions), and the analysis used in this study identified a significant shortfall in current applications of this theory to last-mile parcel logistics. Application of theory to urban freight logistics has, thus far, failed to account for critical concerns including (a) the mismatch of vehicle parking locations relative to actual delivery addresses; (b) the combination of deliveries with collections, requests for the latter often being received in real time during the round; and (c) the variability in travel times and route options attributable to traffic and road network conditions.