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Last-mile logistics is both a source and cause of problems in urban areas, especially problems related to traffic congestion, unsustainable delivery modes, and limited parking availability. In this context, multiple sustainable logistics solutions have been proposed. We focus on micro-depots (MDs), which can function as a consolidation center and a collection-and-delivery point for business-to-consumer (B2C) small parcels. This paper presents a new research idea that extends the existing MD solution by introducing the concept of a shared MD network with parcel lockers. Such networks enable multiple logistics service providers (LSPs) and/or business partners to use an MD while minimizing their individual costs and optimizing the use of urban space. We present case studies of such shared MD networks operating in the cities of Helsinki and Helmond. We provide a framework for auxiliary businesses that can exploit the existing MD structure to offer services to the surrounding population. Finally, we define metrics for evaluating the success of shared MD networks while considering social, environmental and economic objectives. The case studies highlight the complexity of implementing such a solution, it requires stakeholders’ involvement and collaboration. In particular, deciding on the location for a shared MD network is a critical phase, since local authorities have their own regulations, and residents’ preferences are usually different than LSPs’ ones. Nevertheless, if these challenges are overcome, this sustainable last-mile logistics solution has a promising future.

Carbon footprinting is regarded as one means of enhancing transparency on where greenhouse gas (GHG) emissions are produced within a transport chain and thus limiting the emissions and improving the efficiency of transport and transhipment on both the demand and supply sides of the market. To meet global GHG reduction targets and to realize sustainable transport chains, standardization of emissions calculations is progressing swiftly. One of the core requirements in the next steps of the standardization effort is harmonization of level of detail of the various transport modes. In particular logistics hubs have been identified as relevant for such a development and whereas developments for transport modes such as rail, road, air, or water are pursued by industry representatives and their organizations, logistics hubs have no organization which is intrinsically motivated to further develop an approach to emissions calculation. Research can deliver an important and valuable contribution here. Therefore, based on extensive empirical research in the form of questionnaires and real-life examples of emissions calculation, this paper describes the motivations and barriers currently experienced by shippers and logistics service providers when computing emissions. Possible approaches to overcoming these barriers and contributing to the further improvement of the level of maturity of emissions calculation of logistics hubs are described and discussed. The paper closes with an outlook on further requirements toward transport chain emissions calculation standardization developments.

When considering a complete ecological assessment of logistics activities and the development of comprehensive decarbonization strategies, it's important to address not only transportation but the warehousing and transshipment processes as well. In national inventories, the total energy demand of warehousing can equal around one quarter of the transport emissions. The issue of energy-efficient processes at logistics facilities gains importance because of changing regulations and market requirements (e.g. the new European Energy Efficiency Directive which prioritizes the energy demand of buildings). Furthermore, logistics companies tend to realize energetic and/or ecological improvements at logistics facilities and report savings achieved.As opposed to logistics facilities, the ecological assessment of transportation and the derivation of appropriate environmental performance indicators (EPI) are widely standardized (cf. EN 16258). How to assess, monitor and manage greenhouse gas emissions (GHG) at warehouses or terminals are still major research and standardization issues. That is why the Fraunhofer Institute for Material Flow and Logistics has defined a comprehensive assessment approach for logistics facilities, calculated specific emission factors and developed a flexible yet detailed allocation scheme for different logistics services (e.g. refrigerated warehousing). This article addresses the developed method and provides an argumentative basis for further standardization. This will be realized by the presentation of a classification scheme for logistics facilities based on ecological aspects and the consideration of attributes of logistics items in the discussion about how GHG emissions of logistics facilities are usually influenced. To illustrate strengths and weaknesses of the method, exemplary implementations at facilities of the research partner, DB Schenker, will be published. Focus will be on the emissions of a cross-docking center, a warehouse and a spare parts depot.The provided assessment method for GHG emissions of logistics facilities and the allocation scheme for EPIs enable logistics companies to monitor and manage the emissions of goods storage and transshipments on a continual basis. Consequently, the method can trigger the development of decarbonization strategies at logistics facilities and foster an organizational or technological improvement process.

In the framework of rising requirements concerning the environmental impact of urban parcel delivery, UPS has tested various approaches to reduce emissions with steady or even enhanced operational efficiency. Three different alternatives to classic diesel drive technology were tested in the city of Hamburg, i.e. parcel vehicles with electric drive, and e-assisted cargo tricycles either solely or in combination with a parcel storage container. The corresponding costs, greenhouse gas, SO2, NOx, CO and particulate matter emissions have been assessed and discussed. The analyses show that none of the isolated pilot tests result in overall reduced costs and emissions; however they need to be evaluated thoroughly. Clear advantages of the alternatives are outlined and their embedding in the overall UPS urban network in combination with an increased purchase of renewable energy promise a future reduction of costs and the environmental impact of UPS’ urban parcel distribution.

The identification of relevant control levers is required for the realisation of logistics services that are efficient in terms of resources and energy. In the “Green Logistics” project, a standardised, comprehensive and usage-related method for the ecological assessment of logistics processes and systems is being developed, i.e., a method that integrates the segments of logistics real estate and business premises, intralogistics and transport. This method will create the necessary transparency. The methodology and instruments to be developed and/or further developed for this purpose will be transferred into a certification system. A system definition was conducted on the applicability of the existing methods and standards in which the relevant gaps were identified that are to be closed through “Green Logistics”. These include the availability of valid data sources and key data. Electricity consumption measurements will be conducted to produce key data for the usage-related apportionment of the electricity consumption at logistics facilities locations.

Today, appropriate measures can already simultaneously reduce costs, improve process sequences and reduce the effects on the environment. With optimisation approaches, for instance in the sectors of network, fleet and container management, tour planning and intermodality, the “Green Logistics” partners demonstrate the practicability and potential of environmentally-friendly logistics services. This paper provides a detailed description of the approaches, “Pollutant emission tracking for transports” and “Resource-efficient logistics real estate”, and an explanation of the respective procedures and initial results. In addition to the development of concrete green products, “Green Logistics” also deduces action recommendations and guidelines that support other logistics industry participants in applying the “Green Logistics” successes to their own business processes.

The adoption of product and material closed-loop recycling forms the cornerstone of our responsible interaction with the environment, resources, and life cycle engineering. Apart from costs, life cycle engineering aims first and foremost to minimise the environmental impact throughout a product’s life cycle, i. e. during the three phases of production, product usage and disposal.