This paper discusses the research conducted at the Research Center on Commodity Flows during the ... more This paper discusses the research conducted at the Research Center on Commodity Flows during the months March to April 2008, followed by two online questionnaires in 2008 and 2009. The main topic discussed is logistics bottlenecks in the Flemish road transport sector. Road congestion faces serious bottlenecks on the network. As a result, road transport companies suffer losses expressed in lost time, efficiency and higher operating costs. On the other hand, not only road transport is coping with logistics organization problems. Terminal operators, inland shipping flows, rail transport, city distribution networks, etc. all cope with specific problems. Missing links in the network are the main cause for the growing traffic jams. Some believe that shifting traffic to off-peak hours is the solution, but not all agree. Terminal operators for example stated that longer terminal opening hours were proved to be not profitable. Pilot projects in the past were stopped because of the limited demand and the higher operating costs. Also changing delivery times at the industrial clients was not indicated to be easy. Limited numbers of companies discussed these delivery times, and only a minority is able to change them. Cooperation between companies is seen, in academic research, as a factor to influence cost functions of logistics operations. Although some companies started up projects to work together with complementary transport companies, co-loading still is an academic optimum. In real-life, the constraints are too big. Information concerning tariffs, time schedules, intelligent transportation systems and organizational performance are too important to share with a competitor. In general, intermodal transport is seen as a good alternative to the pure road transport. In contrast, a limited number of sectors use other modes. Parties with critical masses, like maritime shipping companies and terminal operators have critical masses to start up rail links. But, change is needed in this market. Rail transport is sometimes not used because of the relatively high prices and lack of market thinking. To conclude, bottlenecks were discovered or suggested problems were confirmed by the logistics expert. The series of interviews is giving a good image of the real actual issues. The research project started up in 2008 will be extended by concrete pilot projects based on the bottlenecks indicated by the experts. Policy makers can use these results to implement measures. Future research projects will be set up to find concrete solutions to resolve these bottlenecks.
The information and views set out in this study are those of the author(s) and do not necessarily... more The information and views set out in this study are those of the author(s) and do not necessarily reflect the official opinion of the Commission. The Commission does not guarantee the accuracy of the data included in this study. Neither the Commission nor any person acting on the Commission's behalf may be held responsible for the use which may be made of the information contained therein.
The information and views set out in this study are those of the author(s) and do not necessarily... more The information and views set out in this study are those of the author(s) and do not necessarily reflect the official opinion of the Commission. The Commission does not guarantee the accuracy of the data included in this study. Neither the Commission nor any person acting on the Commission's behalf may be held responsible for the use which may be made of the information contained therein.
In Western Europe, the rail freight industry has been liberalized during recent years. The number... more In Western Europe, the rail freight industry has been liberalized during recent years. The number of actors multiplies, the network connections of railroad and intermodal logistics companies grow and new actors enter the market. A directive called for separated accounting structures between the network provider and the operational activities. The right to privately operate, at first international and afterwards national freight trains came later. The liberalization had a major impact on the former state-owned monopolistic rail companies (the incumbents) and logistics actors calling at them. New market possibilities arose, but more actors now need to collaborate. This paper explores new logistics concepts in Western Europe, involving rail transport, now being in the trial-or investigation phase. This paper deals with the use of rail transport as part of the supply chain in an urban logistics context. The link will be made between two research subjects: the economic and ecologic viability of rail or intermodal transport, and the logistics capacity problems in an urban context, the latter of which is a growing research stream. First, a brief overview of the European railway market will be given. The difference between the European short-distance rail freight organization and American short-haul services will be described. Second, the concept of a new smart supply chain involving rail, developed by Deketele et al., will be given. The theory of the concept was put in to practice in Belgium by Procter and Gamble. This will be highlighted shortly. Afterwards, the concept of the modern supply chain involving rail will be compared to the actual supply chain of the French retail group Monoprix. The Monoprix supply chain will be discussed in the framework developed by Deketele et al. The actual French logistics bottlenecks, modal split, important legislation and The use of rail transport as part of the supply chain in an urban logistics context
The paper deals with the use of bicycle messengers, also called bike couriers, in the modern logi... more The paper deals with the use of bicycle messengers, also called bike couriers, in the modern logistics chain. In an era where almost every actor -from policy makers to senior managers -is thinking about the environment and sustainability, new innovative concepts are developed worldwide. On the other hand, an abundance of solutions to improve efficiency and overall sustainability of logistics and other related business activities are already available in the market. Reinventing the wheel all over again might not be necessary. One of the methods to deliver parcels in a more sustainable way, is the transport of freight by bike. People on bike deliver and transport post, parcel s or freight with a low volume or weight. Bike couriers are proven to be fast and reliable within congested urban areas. These bikers mainly advertised their ability to go fast from one place to another in a city. Sustainability was a selling argument, but speed was of more importance. Also, in Europe some bike courier markets are reasonably well developed. Specific markets seem to exist for transport of freight by bike. The research question of this paper concerning bicycle messengers is whether these companies can be an economic viable alternative for fossil fuel powered transport, and if so, in what markets these opportunities can be found. The authors draw conclusions about the business model and integrate encountered weaknesses and opportunities. An operational cost calculation is included. A simulation of a round trip delivery scheme in an urban area took place. A van as well as a bike courier solution was compared. To draw some conclusions about the economic feasibility of the round trip by bike courier, the cost per stop is compared and will be discussed. The paper ends with a conclusion on the observations made, and with a number of recommendations.
This paper discusses the research conducted at the Research Center on Commodity Flows during the ... more This paper discusses the research conducted at the Research Center on Commodity Flows during the months March to April 2008, followed by two online questionnaires in 2008 and 2009. The main topic discussed is logistics bottlenecks in the Flemish road transport sector. Road congestion faces serious bottlenecks on the network. As a result, road transport companies suffer losses expressed in lost time, efficiency and higher operating costs. On the other hand, not only road transport is coping with logistics organization problems. Terminal operators, inland shipping flows, rail transport, city distribution networks, etc. all cope with specific problems. Missing links in the network are the main cause for the growing traffic jams. Some believe that shifting traffic to off-peak hours is the solution, but not all agree. Terminal operators for example stated that longer terminal opening hours were proved to be not profitable. Pilot projects in the past were stopped because of the limited demand and the higher operating costs. Also changing delivery times at the industrial clients was not indicated to be easy. Limited numbers of companies discussed these delivery times, and only a minority is able to change them. Cooperation between companies is seen, in academic research, as a factor to influence cost functions of logistics operations. Although some companies started up projects to work together with complementary transport companies, co-loading still is an academic optimum. In real-life, the constraints are too big. Information concerning tariffs, time schedules, intelligent transportation systems and organizational performance are too important to share with a competitor. In general, intermodal transport is seen as a good alternative to the pure road transport. In contrast, a limited number of sectors use other modes. Parties with critical masses, like maritime shipping companies and terminal operators have critical masses to start up rail links. But, change is needed in this market. Rail transport is sometimes not used because of the relatively high prices and lack of market thinking. To conclude, bottlenecks were discovered or suggested problems were confirmed by the logistics expert. The series of interviews is giving a good image of the real actual issues. The research project started up in 2008 will be extended by concrete pilot projects based on the bottlenecks indicated by the experts. Policy makers can use these results to implement measures. Future research projects will be set up to find concrete solutions to resolve these bottlenecks.
The information and views set out in this study are those of the author(s) and do not necessarily... more The information and views set out in this study are those of the author(s) and do not necessarily reflect the official opinion of the Commission. The Commission does not guarantee the accuracy of the data included in this study. Neither the Commission nor any person acting on the Commission's behalf may be held responsible for the use which may be made of the information contained therein.
The information and views set out in this study are those of the author(s) and do not necessarily... more The information and views set out in this study are those of the author(s) and do not necessarily reflect the official opinion of the Commission. The Commission does not guarantee the accuracy of the data included in this study. Neither the Commission nor any person acting on the Commission's behalf may be held responsible for the use which may be made of the information contained therein.
In Western Europe, the rail freight industry has been liberalized during recent years. The number... more In Western Europe, the rail freight industry has been liberalized during recent years. The number of actors multiplies, the network connections of railroad and intermodal logistics companies grow and new actors enter the market. A directive called for separated accounting structures between the network provider and the operational activities. The right to privately operate, at first international and afterwards national freight trains came later. The liberalization had a major impact on the former state-owned monopolistic rail companies (the incumbents) and logistics actors calling at them. New market possibilities arose, but more actors now need to collaborate. This paper explores new logistics concepts in Western Europe, involving rail transport, now being in the trial-or investigation phase. This paper deals with the use of rail transport as part of the supply chain in an urban logistics context. The link will be made between two research subjects: the economic and ecologic viability of rail or intermodal transport, and the logistics capacity problems in an urban context, the latter of which is a growing research stream. First, a brief overview of the European railway market will be given. The difference between the European short-distance rail freight organization and American short-haul services will be described. Second, the concept of a new smart supply chain involving rail, developed by Deketele et al., will be given. The theory of the concept was put in to practice in Belgium by Procter and Gamble. This will be highlighted shortly. Afterwards, the concept of the modern supply chain involving rail will be compared to the actual supply chain of the French retail group Monoprix. The Monoprix supply chain will be discussed in the framework developed by Deketele et al. The actual French logistics bottlenecks, modal split, important legislation and The use of rail transport as part of the supply chain in an urban logistics context
The paper deals with the use of bicycle messengers, also called bike couriers, in the modern logi... more The paper deals with the use of bicycle messengers, also called bike couriers, in the modern logistics chain. In an era where almost every actor -from policy makers to senior managers -is thinking about the environment and sustainability, new innovative concepts are developed worldwide. On the other hand, an abundance of solutions to improve efficiency and overall sustainability of logistics and other related business activities are already available in the market. Reinventing the wheel all over again might not be necessary. One of the methods to deliver parcels in a more sustainable way, is the transport of freight by bike. People on bike deliver and transport post, parcel s or freight with a low volume or weight. Bike couriers are proven to be fast and reliable within congested urban areas. These bikers mainly advertised their ability to go fast from one place to another in a city. Sustainability was a selling argument, but speed was of more importance. Also, in Europe some bike courier markets are reasonably well developed. Specific markets seem to exist for transport of freight by bike. The research question of this paper concerning bicycle messengers is whether these companies can be an economic viable alternative for fossil fuel powered transport, and if so, in what markets these opportunities can be found. The authors draw conclusions about the business model and integrate encountered weaknesses and opportunities. An operational cost calculation is included. A simulation of a round trip delivery scheme in an urban area took place. A van as well as a bike courier solution was compared. To draw some conclusions about the economic feasibility of the round trip by bike courier, the cost per stop is compared and will be discussed. The paper ends with a conclusion on the observations made, and with a number of recommendations.
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