On the 18th of March, Finn Winkelmann presented the research Sam Veld, Bram Kin, Hans Quak and himself did on dwell time in urban logistics. In this research, we tried to get the answer on the question: “What influences the dwell time of vehicles in inner cities? And what are interventions we could take to reduce this spatial impact?” We see that the way a city is structured greatly influences the dwell time of vehicles. The way it influences dwell time, differs over segments. Curious on a quick overview of the results of this study? You can find the attached presentation here.
During Supply Chain Innovations 2025 in Antwerp (organized by ValueChain), Bram Kin addressed innovations in the ‘last mile’ of the logistics chain – urban logistics.
Many innovations in the logistics sector, such as electric vehicles and alternative delivery points like parcel lockers, are breaking through in urban contexts. Cities have the highest customer density – but also the greatest challenges. While many last-mile innovations succeed, many others fail to take off. Why is that?
Five key lessons for scaling innovations that contribute to economically sustainable business models, satisfied customers, and livable cities:
Approach it as a shared challenge: The responsibility doesn’t lie solely with logistics service providers. Shippers, customers, and municipalities are all part of the equation.
Space, space, space: New logistics models require space for transfer points and charging infrastructure in and around cities. This is crucial to reduce the spatial footprint of vehicles in urban areas. Logistics should be an integral part of spatial planning.
Leverage digitalization more effectively to:
a) guide and serve the customer;
b) enable asset sharing (vehicles, facilities, routes, charging infrastructure); and
c) coordinate smartly with municipalities on traffic conditions and (dynamic) unloading zones.
Clear and consistent government policy is essential – especially evident in the partially flawed implementation of zero-emission zones.
There is room for both scaling up and diversification: Larger carriers can consolidate further, while smaller, local services – with deep knowledge of the customer and the city – can thrive alongside them.
During the Transport Logistics Working Days, Luuk Meijer (TNO) presented a discussion paper on behalf of TNO and CILOLAB that sheds new light on the much-discussed ‘hub’ in urban logistics.
The central question: Why do hubs seem to struggle to scale up?
The answer: They actually do work – just not in the form of the much-praised white label hub.
Instead of continuing the search for universal solutions, the paper proposes a different approach: look at hubs from the perspective of the initiator. By introducing a new typology – based on who sets up the hub and who the customer is – a more realistic picture emerges of when and why a hub is likely to succeed. Think of proprietary hubs operated by logistics service providers, construction hubs for specific building projects, or facility hubs initiated by large buyers.
The final paper will be published soon on the CILOLAB website, so stay tuned!
More information about the Transport Logistics Working Days can be found here and in the news articles below:
Cities worldwide are rethinking mobility policies to align with environmental goals, focusing on reducing the spatial and environmental impact of goods transport through efficient, zero-emission solutions. However, achieving proximity logistics requires reversing the trend of logistics sprawl by integrating facilities closer to urban areas, a challenge many cities have yet to address due to limited knowledge. By analyzing the approaches of pioneering cities like Rotterdam and Paris, this study identifies best practices for planning and supporting urban logistics integration.
As part of the CILOLAB project, TNO organized a session in collaboration with the City of Amsterdam and the Portland Bureau of Transportation at the UrbanismNext conference. The session focused on the spatial integration of logistics within the urban environment.
Despite ongoing efforts to reduce, optimize, and clean up the logistics system, logistics remains an essential part of the streetscape. But what impact does this have in different parts of the city, and what can we do about it? The session also sparked a discussion on the differing impacts of logistics between Europe and the United States. Finally, the question was raised: what is the true value of urban space? The City of Amsterdam shared a presentation highlighting their challenges in reducing the logistics footprint—what are these measures really worth to the city, and should they be prioritized?
The session concluded that the interaction between space and the impact of logistics—measured in square meters, emissions, and more subjective parameters—varies significantly by neighborhood type. Further research is needed into the value of logistics solutions (such as white-label hubs) for urban space.
It also became clear that the organization of urban logistics is shaped by accessibility and space, with spatial planning setting the boundaries. It is crucial to distinguish between predictable and unpredictable flows and to quantify the spatial claims of logistics. Through strategic spatial planning, cities can develop a future logistics system that is both efficient and sustainable—without requiring space that simply doesn’t exist in dense urban areas.
We would like to thank everyone who attended the session. Interested in learning more? Feel free to reach out to one of the researchers!
