Cyclologistics
Driven by the double-digit development of e-commerce, parcel delivery in urban areas is a booming activity.
This development, however, comes up against the desire of urban areas to reduce the circulation of utility vehicles. Congestion, greenhouse gas emissions, air pollution, are all subjects which exacerbate the situation.
Under pressure or in a desire to innovate, operators are trying to use vehicles that are better suited for dense urban environments.
Cycling logistics is one of these paths which takes advantage of its many advantages: unrivaled accessibility, absence of nuisances and polluting emissions, etc. Equipped with electrically assisted bicycles with containers ranging from 0.2 to 2 m3, operators mainly carry out parcel delivery rounds. Thanks to more advanced solutions such as BicyLift trailers, some of them, such as DB Schenker, offer pallet delivery services on behalf of the major players.[1].
Their logistics organization is based on Urban Logistics Spaces in the city center to ensure the final consolidation/unconsolidation of goods. These locations also offer the possibility of pooling flows from several principals.
From a perspective of increased load, cyclologistics is however penalized by the induced load breaks. In addition to the purely economic aspect, the lack of suitable land (location, accessibility, surface area, etc.) destroys many projects.
Micro-containerization
The development of international maritime traffic was based on the principle of standardized containers. These Intermodal Transport Units facilitate load breaks, allowing large-scale pooling and intermodality. The protection of goods in their great diversity is ensured from one end of the chain to the other. Different types of containers ensure the handling of both dry and fresh goods in compliance with standards.
Transposed to the scale of urban logistics, the introduction of micro-containerization opens up new perspectives. In Europe pallet format and with a volume of 1 m3, micro-containers integrate perfectly into the supply chain.
The container carrier is then a heavy weight ensuring the transfer of goods between the logistics platform and the Urban Logistics Space which has become the equivalent of the port. The bicycle becomes the equivalent of the heavy goods vehicle which provides the final service.
With the support of IT route preparation tools, packages are sorted and loaded into micro-containers within peripheral logistics platforms. ATP insulated micro-containers ensure a continuous cold chain for fresh and frozen products.[1]. Package handling is then reduced to this single loading (productivity gain, reduction in arduousness, reduction in the risk of damage to the goods). Micro-containers personalized in the image of the ordering parties ensure continuity of their brand image all the way to the end customer.
Massified and pooled, flows can be optimised towards the heart of conurbations. The economically feasible use of alternative heavy transport modes (river, rail) avoids the saturation of road infrastructure.
Stored in the connection vehicle or transferred to the Urban Logistics Spaces, the micro-containers are ready to go on tour.
With the same vehicles, Reserve logistics flows are collected and consolidated for return.
Mobile Logistics Bases
In its current operation, the development of cyclologistics comes up against the need for logistics land in the heart of urban areas. The introduction of micro-containerization makes it possible to deport the preparation of tours and thus reduce the need for urban land. Although the subject of urban logistics is back on the agenda, it could be in the interests of local authorities to encourage alternatives such as liaison vehicle parking in city centres. It is indeed better to have a large vehicle correctly parked in a dedicated space rather than a multitude of utility vehicles in a double line.
Ideally positioned at the center of tours, the vehicle's loading volume then becomes an advanced logistics base. His tractor can continue its activity before returning to collect it at the end of the day loaded with return flows. The micro-containers are immediately ready to go on tour, without additional unloading or intermediate storage.
An essential systemic approach
The evolution of last mile delivery will therefore not be limited to the technological evolution of the vehicle alone. Its adaptation to changing energy, urban and societal constraints involves the combination of multiple levers: micro-containerization, IT for route optimization, massified and shared approaches, mobile logistics and cyclologistic bases. Taken independently, they are only slightly efficient. Combined, they ensure efficient and resilient urban logistics. Recent experiments[1] give substance to this overall concept.
Needless to say, there will be no single solution to meet the challenges of urban logistics. But the attraction of strategic players and the ongoing work on this systemic approach suggests that we will have to count on it. Several strategic optimization levers are still being studied to increase productivity and adaptability. FlexiModal's multidisciplinary team takes full part in this and continues its R&D to serve operators. By combining handling and transport, our solutions facilitate the integration of cyclologistics and micro-containerization into the supply chain.
[1] https://www.challenges.fr/societe/a-strasbourg-les-marchandises-naviguent-pour-atteindre-le-centre-ville_721282
[1] https://www.linkedin.com/posts/les-triporteurs-de-l-ouest_mise-en-place-de-la-conteneurisation-des-activity-6760952126475661312-nkar
[1] https://www.actu-transport-logistique.fr/routier/db-schenker-etend-la-livraison-a-velo-en-france-628991.php
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