Politiche per la distribuzione urbana
delle merci e filiere logistiche
Romeo Danielis e
Lucia Rotaris
Università degli Studi di Trieste
Struttura del paper
1. Introduction
2. Policies
2.1 Goods vehicle time-access regulation
2.2 Vehicle type restrictions
2.3 Loading\unloading policies
2.4 Fiscal policies
2.5 Urban transhipment and consolidation
centres
Struttura del paper
3. Supply Chains and Distribution Channels
3.1 Pharmaceutical
3.2 Clothing and shoes
3.3 Perishable goods
3.3.1 Citrus, fruit and vegetables
3.3.2 Fresh fish and meat
3.3.2 Dairy products
3.4 Hotel Restaurants Catering (Ho.Re.Ca.)
3.5 Conclusions on distribution channels
Struttura del paper
4. Impact of policies on supply chains
5. Conclusions
1
Production
2
3
Distribution centre
owned by the producer
Wholesalers
General (Cash and Carry)
Single-line
Specialty lines
Drop-shippers
Truck wholesalers
4
Producers cooperatives
5
Brokers and Agents
Agent middlemen
Manufacturers’ agents
Brokers
Commission merchants
Selling agents
Auction companies
Production
6
Retailers cooperatives
Urban Retailing
System:
•Specialty Stores
Department
Stores
Supermarkets
Convenience
Stores
Superstores
Category Killers
Hypermarkets
Caratterizzazione delle filiere
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
Distribution channels
Logistic coordinator
Distance between stores and
DC
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





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% of stores in central areas
Competitive strategy
Assortment type
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Product value
Product volume
Drop size
Delivery frequency
Self-implied time windows
N° of time window
Own account
Consignment type
Special vehicle
Risultati
Policies
Access-time
restrictions
Vehicle
restrictions
(weight,
engine type)
Relevant factors
- reduction of time
available for delivery
- more vehicles needed
- more lorry drivers
needed
- suboptimal routing
- decreased load factor
- distance from the shops
- fleet size
- fleet renewal
- larger companies
Impacts on SC\DC
- pharmaceutical exempted
- heavy impact on perishable goods
with the exception of F&V stores with
own account procurement
- impact on some segments of
Ho.Re.Ca.
- marginal effects on clothing and
shoes
- no impact on pharmaceutical SC
- heavy impact on perishable goods
when distributed via GDO (weight)
or via own account (engine type)
- Ho.Re.Ca. affected when supplied
via own account
- Clothing effects on drop size
Risultati
Policies
Access-time
restrictions
Vehicle
restrictions
(weight,
engine type)
Relevant factors
- reduction of time
available for delivery
- more vehicles
needed
- more lorry drivers
needed
- suboptimal routing
- decreased load
factor
- distance from the
shops
- fleet renewal
- fleet size
- larger companies
Impacts on SC\DC
- pharmaceutical exempted
- heavy impact on perishable goods
with the exception of F&V stores with
own account procurement
- impact on some segments of
Ho.Re.Ca.
- marginal effects on clothing and
shoes
-
no impact on pharmaceutical
heavy impact on perishable goods
when distributed via GDO (weight)
or via own account (engine type)
Ho.Re.Ca. affected when supplied
via own account
clothing effects on drop size
Risultati
Policies
Loading\
unloading
policies
Relevant factors
- consignment costs
and times
- existence of
loading/unloading
private facilities
Impacts on SC\DC
- Pharmaceutical products are
frequent and require short
loading/unloading times
- Perishable goods are frequent and
require medium/large
loading/unloading times
- Ho.Re.Ca. is less frequent with
short/medium loading/unloading
times
- Clothing occasionally large with
large loading/unloading times,
more frequently small with short
loading/unloading times
- internal bays are rarely present in
central areas and most likely for
GDO
- larger retailers have personnel
dedicated to stock management
Risultati
Policies
Fiscal
policies
UDC
relevant factors
- consignment costs
- consignment
frequency
- multi-dropping
routing
- TL/LTL
-
Consignment costs
and time
Consignment
consolidation
Use of more
environmentally
friendly vehicles
Impacts on SC\DC
- Pharmaceutical products are
generally exempted
- Perishable goods are less affected
because require more frequent
deliveries
- Ho.Re.Ca. and clothing are more
affected especially for occasional
own account consignments
- Pharmaceutical products are not
compatible
- Perishable goods require specific
channels
- Clothing only for occasional orders
- Ho.Re.Ca only for non perishable
products
Risultati
Policies
Fiscal
policies
UDC
relevant factors
- consignment costs
- consignment
frequency
- multi-dropping
routing
- TL/LTL
-
Consignment costs
and time
Consignment
consolidation
Use of more
environmentally
friendly vehicles
Impacts on SC\DC
- Pharmaceutical products are
generally exempted
- Perishable goods are less affected
because require more frequent
deliveries
- Ho.Re.Ca. and clothing are more
affected especially for occasional
own account consignments
- Pharmaceutical products are not
compatible
- Perishable goods require specific
channels
- Clothing only for occasional orders
- Ho.Re.Ca only for non perishable
products
Conclusioni\provocazioni di natura
generale


L'attuale DUM (distribuzione urbana delle merci)
è inefficiente quasi esclusivamente dal punto di
vista sociale, molto meno dal punto di vista
privato
Gli attori della DUM hanno una notevole capacità
di adattarsi ai vincoli esterni in due modi:
riorganizzando la loro logistica, rilocalizzandosi
Negozianti

I negozianti sono quasi del tutto soddisfatti
dell'attuale DUM. Non abbisognano di
significativi interventi sul traffico

I negozianti non hanno controllo sulla DUM,
se non in caso di auto-approvigionamento
Trasportatori

I trasportatori, vero anello debole della DUM,
hanno scarso potere:
–
–
se padroncini soffrono la congestione e si
lamentano. Vedono favorevolmente interventi
regolativi quali l’uso delle corsie riservate, minori
vincoli agli accessi ed ai veicoli, o piazzole
se corrieri, scaricano sui padroncini ed anche sui
negozianti, le inefficienze del traffico
Grossisti

I grossisti ed i produttori\gestori dei centri
distributivi sono i veri coordinatori delle DUM.
Vedono con favore solo le politiche che
privilegiano il trasporto merci rispetto al
trasporto passeggeri
Regolatore pubblico

Il regolatore deve trovare un equilibrio tra le esigenze del
trasporto passeggeri e del trasporto merci,
salvaguardano la vivibilità del centro ed un certo livello di
fluidità del traffico. Ha un compito difficile. Per non
sbagliare non interviene. A volte (estero o
amministrazioni più coraggiose) prende qualche
rischio in più.
CDU


L'unico esempio di successo di CDU è l'aeroporto di
Heatrow, irripetibile in un centro storico (le condizioni e
le filiere sono totalmente diverse). Padova ha trovato
un equilibrio costi\ricavi sostituendosi ai padroncini, ma
l'apporto in termini di numero di colli trasportati è
minimo (10-15%)
Il CDU ha senso solo per un numero limitato di
filiere (secco, pacchi, consegne occasionali, valore
della merce contenuto, rapporto peso\volume medio).
E' indispensabile venga svolto da veicoli a basse
emissioni.
Accessi, veicoli, piazzole
In Italia
 Sono misure “variamente” usate
 Gli obiettivi non sono chiari
 Non sono armonizzate
 Non c’è sufficiente conoscenza del loro
impatto né sul traffico né sui canali distributivi
Grazie per l’attenzione!