Solving the final 50 feet: interview with Barbara Ivanov
For businesses that make city deliveries, the challenge isn't so much the last mile as the last 50 feet, starting with the battle for parking space. Barbara Ivanov and her team at the Urban Freight Lab are looking for ways to ease the pain.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
We've all heard that the last mile is the most expensive part of the shipping process. That's due to the labor, time, and fuel required to move smaller quantities of items to multiple destinations compared with moving them in bulk.
But the most challenging, and typically most inefficient, part of the process is the actual delivery itself—the final 50 feet, where the driver must park the vehicle and attempt to deposit the package with its recipient. And nowhere is that more challenging than in crowded urban environments, where drivers must contend with limited street parking, traffic congestion, and high-occupancy buildings.
Is there a more efficient way to make these deliveries? That is the question that Barbara Ivanov ponders each day. An expert on urban goods delivery and public freight systems, Ivanov is the director of the University of Washington's Urban Freight Lab, a group that's investigating high-impact, low-cost solutions for businesses delivering goods in urban settings and cities trying to manage limited street parking in areas where delivery trucks, bicycles, pedestrians, and cars must all coexist. She talked recently with DC Velocity Editorial Director David Maloney about the lab's current research initiatives.
Q: Could you tell me about the work of the Urban Freight Lab?
A: We have been in existence since December 2016. The group has gathered around what we have taglined the "final 50 feet," which is the series of activities or the process flow that starts when a delivery vehicle stops. That could be at the curb, in an alley, or in an underground loading bay. It then tracks the delivery person as they make their way to the building, enter and pass through security, and go from floor to floor to make the final delivery. We've focused on that final 50 feet because our members tell us that is where about 60 percent of the delivery time is actually spent.
So, the idea behind forming this group is that each of its members owns a piece of that or strongly influences it. The city owns the curb and in Seattle's case, as in several other major cities, the network of alleys. The building property managers own the buildings. The delivery companies own the equipment and the service itself. All of this is the basis for moving retail goods. The people in the group all own a piece of the process, but none of them can solve this kind of problem by themselves.
Q: Who are the group's members?
A: The Urban Freight Lab is a structured work group made up of senior executives from a dozen companies. Those member companies include two major retailers, Kroger and Nordstrom, as well as the multinational food and beverage giant PepsiCo. We also have several key parcel delivery players: UPS, the U.S. Postal Service, and USPack, which not only does parcel but also med-pharma as well as "big and heavy." Plus we have Terreno Realty Corp., which buys, holds, and manages DCs in urban downtown centers; Boeing HorizonX, which has investments in future technology like drones; and Expeditors International, a large freight forwarder. We have three OEMs—Ford, GM, and Michelin—so you can see it is a really amazing group.
Senior executives come to Seattle four or five times a year when we are making decisions about the research. What sets this group apart is that with our partners—the city of Seattle and now, the city of Bellevue (Wash.)—we actually run empirical pilot tests on the street, in office towers, and in residential towers for the most promising strategies we have developed.
Q: What are some of the issues you're tackling?
A: There are two priority problems that the members and our partners, the local cities, have prioritized. The first is to reduce dwell time—the amount of time that delivery vehicles spend at the curb. Why does that matter? Well, obviously for the delivery company—UPS, for example—it's great if you can get in and out of the space more quickly because you can get your work done faster. But there's also a huge benefit from the cities' point of view. They're seeing demand for curb space skyrocket at a time when they're actually reducing curb lanes because there are other things cities value, like transit lanes and bike lanes. What remains must be much more productive. So, the number-one priority is reducing truck dwell time.
The number-two priority is to reduce the absolute number of failed first-delivery attempts. That is the sweet spot for delivery companies. They are losing money by having to come back a second or even third time to try to make a delivery. It is such a waste.
Q: Are you looking at ways to ensure there are places for vehicles to pull over to make their deliveries as opposed to double-parking and adding to congestion?
A: Absolutely. That is exactly what we are doing right now. We started out by mapping every loading space for commercial vehicles, including private loading bays, in downtown Seattle. That has not been done in other cities. That is building block number one. Then, we studied occupancy: How are people actually using these spaces currently?
Next, we started testing promising strategies. In our group's view, the most promising concept, the one with the biggest payoff, was the use of common lockers—lockers that can be used by any retailer. We position them as close as possible to a load zone so that UPS drivers can pull up, load the lockers, and go about their business.
What does that do? First, it sure as heck reduces the dwell time. We ran a pilot test in a 62-floor office tower in downtown Seattle, and it cut delivery time by 78 percent. So, instead of it taking the driver 20-some minutes to do their work, it became six minutes. Huge benefits.
Because of this work, we were able to obtain a $1.5 million grant from the U.S. Department of Energy (DOE). That is enabling us, with Seattle and Bellevue as our partners, to run a much larger pilot test.
As for what that pilot will entail, one thing we're going to do is place occupancy sensors in every one of the loading spaces in an eight-block area in downtown Seattle and right in the downtown core of Bellevue. Our partner on the project, Pacific Northwest National Laboratory, will collect and analyze data from those sensors and then use machine learning to notify drivers in real time via their smartphones which spaces are open. And in fairly short order, using the app, they will be able to see with high probability which spaces are about to open up. That is strategy number one of the DOE grant—to assist drivers in making the most efficient parking choice they can.
As another part of the project, we'll be placing more of those common lockers on curbs in the public right of way. We are going to do that right next to transit stops, bus stops, or train stations.
Q: Could you tell us more about your locker pilot program?
A: Yes. As I mentioned, we ran a proof of concept in a Seattle municipal tower about a year and a half ago. We are now expanding that in an eight-block area, and we will have potentially three or four of the locker stations.
We also want to expand and test temperature-controlled lockers. There is so much demand for food deliveries, whether it's groceries or prepared food. The big question in food is whether the customer will prefer to have it come right to them or be willing to go to a locker, where you'd have more delivery density. I'm sure that is going to vary based on population, on market, and on density. For example, there is a fairly good-sized senior center in our pilot test area, so I would guess that having temperature control for medications might be good, but we don't know that. That's why a lot of our work is running these real-world pilots. We get actual evidence about the conditions under which programs are likely to succeed or fail. And because we are academics, we are cool with failure.
Q: How will the lockers work?
A: The locker technology is pretty good, so we won't be testing the technology itself. It is really more about market use and acceptance. What happens is, you need to sign up. And then when you order something, you enter the locker address as the delivery address. As soon as your order is placed in that locker, you'll get a text or an email notifying you that it's ready for pickup.
Q: How far along are you in your study?
A: We are in year one of a three-year project. The pilot itself will run throughout 2020 and 2021, but we gave ourselves one full year to get permissions, and that is very realistic. We needed permission from the cities of Seattle and Bellevue for the exact pilot-test locations. We need to get permits to install the lockers from a separate group within Seattle's Department of Transportation that oversees sidewalks. We need to market the lockers.
On top of that, Seattle has a very strong surveillance ordinance. We've had to spend quite a bit of time understanding how we could "sensor" these places and obtain the data we need without running afoul of that surveillance ordinance, so it is a constraint. Then, of course, all the sensors need to be installed. We have to begin receiving the data, test it, and make sure the app actually functions well for drivers and dispatchers. The whole thing is going to light up in January 2020.
Q: What do you hope to achieve?
A: We have set actual quantitative goals. For instance, one of our objectives is to reduce the number of failed first deliveries by 30 percent. We're also looking to reduce what we used to call "parking seeking" behavior, but we've learned in the research we've done to date that it is really "parking choice" behavior. We are going to reduce the waste and make that parking-choice behavior more efficient.
Q: What other things are you planning to study?
A: Along with the growth of e-commerce, another trend we see building over the next five years is greater use of autonomous delivery vehicles. So, we are looking to sort out what the metrics for success might be for running a smart city with autonomous delivery vehicles. You can't manage these things until you have some pretty clear-cut, measurable goals. So, how would you set up this system? We are looking at questions like that.
The second thing that we're very interested in—and the lockers are really one example—is creating this "artificial density" for delivery, because dropping off one parcel every three seconds at individual addresses is the least-profitable, most-expensive part of the carriers' work. So, in addition to the lockers, we're interested in looking at shared micro hubs, which are flexible consolidation points for deliveries, as a way to allow companies to make good on the two-hour delivery promise that apparently is going to be the new standard for retail.
Supply chain planning (SCP) leaders working on transformation efforts are focused on two major high-impact technology trends, including composite AI and supply chain data governance, according to a study from Gartner, Inc.
"SCP leaders are in the process of developing transformation roadmaps that will prioritize delivering on advanced decision intelligence and automated decision making," Eva Dawkins, Director Analyst in Gartner’s Supply Chain practice, said in a release. "Composite AI, which is the combined application of different AI techniques to improve learning efficiency, will drive the optimization and automation of many planning activities at scale, while supply chain data governance is the foundational key for digital transformation.”
Their pursuit of those roadmaps is often complicated by frequent disruptions and the rapid pace of technological innovation. But Gartner says those leaders can accelerate the realized value of technology investments by facilitating a shift from IT-led to business-led digital leadership, with SCP leaders taking ownership of multidisciplinary teams to advance business operations, channels and products.
“A sound data governance strategy supports advanced technologies, such as composite AI, while also facilitating collaboration throughout the supply chain technology ecosystem,” said Dawkins. “Without attention to data governance, SCP leaders will likely struggle to achieve their expected ROI on key technology investments.”
The British logistics robot vendor Dexory this week said it has raised $80 million in venture funding to support an expansion of its artificial intelligence (AI) powered features, grow its global team, and accelerate the deployment of its autonomous robots.
A “significant focus” continues to be on expanding across the U.S. market, where Dexory is live with customers in seven states and last month opened a U.S. headquarters in Nashville. The Series B will also enhance development and production facilities at its UK headquarters, the firm said.
The “series B” funding round was led by DTCP, with participation from Latitude Ventures, Wave-X and Bootstrap Europe, along with existing investors Atomico, Lakestar, Capnamic, and several angels from the logistics industry. With the close of the round, Dexory has now raised $120 million over the past three years.
Dexory says its product, DexoryView, provides real-time visibility across warehouses of any size through its autonomous mobile robots and AI. The rolling bots use sensor and image data and continuous data collection to perform rapid warehouse scans and create digital twins of warehouse spaces, allowing for optimized performance and future scenario simulations.
Originally announced in September, the move will allow Deutsche Bahn to “fully focus on restructuring the rail infrastructure in Germany and providing climate-friendly passenger and freight transport operations in Germany and Europe,” Werner Gatzer, Chairman of the DB Supervisory Board, said in a release.
For its purchase price, DSV gains an organization with around 72,700 employees at over 1,850 locations. The new owner says it plans to investment around one billion euros in coming years to promote additional growth in German operations. Together, DSV and Schenker will have a combined workforce of approximately 147,000 employees in more than 90 countries, earning pro forma revenue of approximately $43.3 billion (based on 2023 numbers), DSV said.
After removing that unit, Deutsche Bahn retains its core business called the “Systemverbund Bahn,” which includes passenger transport activities in Germany, rail freight activities, operational service units, and railroad infrastructure companies. The DB Group, headquartered in Berlin, employs around 340,000 people.
“We have set clear goals to structurally modernize Deutsche Bahn in the areas of infrastructure, operations and profitability and focus on the core business. The proceeds from the sale will significantly reduce DB’s debt and thus make an important contribution to the financial stability of the DB Group. At the same time, DB Schenker will gain a strong strategic owner in DSV,” Deutsche Bahn CEO Richard Lutz said in a release.
Transportation industry veteran Anne Reinke will become president & CEO of trade group the Intermodal Association of North America (IANA) at the end of the year, stepping into the position from her previous post leading third party logistics (3PL) trade group the Transportation Intermediaries Association (TIA), both organizations said today.
Meanwhile, TIA today announced that insider Christopher Burroughs would fill Reinke’s shoes as president & CEO. Burroughs has been with TIA for 13 years, most recently as its vice president of Government Affairs for the past six years, during which time he oversaw all legislative and regulatory efforts before Congress and the federal agencies.
Before her four years leading TIA, Reinke spent two years as Deputy Assistant Secretary with the U.S. Department of Transportation and 16 years with CSX Corporation.
Serious inland flooding and widespread power outages are likely to sweep across Florida and other Southeast states in coming days with the arrival of Hurricane Helene, which is now predicted to make landfall Thursday evening along Florida’s northwest coast as a major hurricane, according to the National Oceanic and Atmospheric Administration (NOAA).
While the most catastrophic landfall impact is expected in the sparsely-population Big Bend area of Florida, it’s not only sea-front cities that are at risk. Since Helene is an “unusually large storm,” its flooding, rainfall, and high winds won’t be limited only to the Gulf Coast, but are expected to travel hundreds of miles inland, the weather service said. Heavy rainfall is expected to begin in the region even before the storm comes ashore, and the wet conditions will continue to move northward into the southern Appalachians region through Friday, dumping storm total rainfall amounts of up to 18 inches. Specifically, the major flood risk includes the urban areas around Tallahassee, metro Atlanta, and western North Carolina.
In addition to its human toll, the storm could exert serious business impacts, according to the supply chain mapping and monitoring firm Resilinc. Those will be largely triggered by significant flooding, which could halt oil operations, force mandatory evacuations, restrict ports, and disrupt air traffic.
While the storm’s track is currently forecast to miss the critical ports of Miami and New Orleans, it could still hurt operations throughout the Southeast agricultural belt, which produces products like soybeans, cotton, peanuts, corn, and tobacco, according to Everstream Analytics.
That widespread footprint could also hinder supply chain and logistics flows along stretches of interstate highways I-10 and I-75 and on regional rail lines operated by Norfolk Southern and CSX. And Hurricane Helene could also likely impact business operations by unleashing power outages, deep flooding, and wind damage in northern Florida portions of Georgia, Everstream Analytics said.
Before the storm had even touched Florida soil, recovery efforts were already being launched by humanitarian aid group the American Logistics Aid Network (ALAN). In a statement on Wednesday, the group said it is urging residents in the storm's path across the Southeast to heed evacuation notices and safety advisories, and reminding members of the logistics community that their post-storm help could be needed soon. The group will continue to update its Disaster Micro-Site with Hurricane Helene resources and with requests for donated logistics assistance, most of which will start arriving within 24 to 72 hours after the storm’s initial landfall, ALAN said.