A GIS methodology for estimating the transport network impedance to last-mile delivery

The ‘last mile’ delivery in cities is not merely a logistics problem, but also a significant urban planning challenge. With the rapid growth of online retail transactions, the size and scope of last mile problem will more likely to escalate. The ‘atomisation’ of freight, de-bundling of large container load into smaller parcels, has increased delivery lead time from a high-capacity freight hub or port to the final destination. This last leg is the most vital and often less efficient part of the supply chain. One key factor that contributes to the severity of last mile problem in urban areas is planning controls. The relationship between last mile delivery and urban planning control measures such as parking restrictions, access to loading bays, restricted capacity of transportation infrastructure and land use, is neither being theoretically evaluated nor empirically tested. As the built environment of Australian cities continues to get more compact with roads getting narrower, more congested, and shared between different users, the last mile delivery will remain a challenge. This paper aims to measure the transportation network impedance to last mile delivery of goods. Key urban planning deterrence to movement closer to final delivery points in urban areas are evaluated using a set of GIS based urban indicators. The levels of impedance are computed across the entire transportation within Maribyrnong City Council network to show the key hotspots of potential last mile problems. The key findings from the study reveals that level of last mile impedance varies in different part of the study area and are also affected by Activity Centres, Shopping areas, planning zones and the transport attributes. The mapped outputs will help urban planners and logisticians in mitigating potential delay in delivery of goods. Localised strategies can then be deployed. The ‘last mile’ delivery in cities is not merely a logistics problem, but also a significant urban planning challenge. With the rapid growth of online retail transactions, the size and scope of last mile problem will more likely to escalate. The ‘atomisation’ of freight, de-bundling of large container load into smaller parcels, has increased delivery lead time from a high-capacity freight hub or port to the final destination. This last leg is the most vital and often less efficient part of the supply chain. One key factor that contributes to the severity of last mile problem in urban areas is planning controls. The relationship between last mile delivery and urban planning control measures such as parking restrictions, access to loading bays, restricted capacity of transportation infrastructure and land use, is neither being theoretically evaluated nor empirically tested. As the built environment of Australian cities continues to get more compact with roads getting narrower, more congested, and shared between different users, the last mile delivery will remain a challenge. This paper aims to measure the transportation network impedance to last mile delivery of goods. Key urban planning deterrence to movement closer to final delivery points in urban areas are evaluated using a set of GIS based urban indicators. The levels of impedance are computed across the entire transportation within Maribyrnong City Council network to show the key hotspots of potential last mile problems. The key findings from the study reveals that level of last mile impedance varies in different part of the study area and are also affected by Activity Centres, Shopping areas, planning zones and the transport attributes. The mapped outputs will help urban planners and logisticians in mitigating potential delay in delivery of goods. Localised strategies can then be deployed. The papers presented at the 2015 State of Australian Cities National Conference (SOAC 7) were organised into seven broad themes but all shared, to varying degrees, a common focus on the ways in which high quality academic research can be used in the development and implementation of policy. The relationship between empirical evidence and theoretical developments that are presented as part of our scholarly endeavours and policy processes is rarely clear and straightforward. Sometimes, perhaps because of the fortuitous alignment of various factors, our research has a direct and positive impact on policy. Sometimes it takes longer to be noticed and have influence and, sometimes, there is no little or no evidence of impact beyond or even with the academy. And while there are things we can do to promote the existence of our work and to present it in more accessible formats to people we believe to be influential, ultimately the appreciation and application of our work lies in the hands of others. This paper is one of 164 papers that have each been reviewed and refereed by our peers and revised accordingly. While they each will have been presented briefly at the SOAC conference, they can now be read or re-read at your leisure. We hope they will stimulate further debate and discussion and form a platform for further research. Adapted from the SOAC 7 conference proceedings introduction by Paul Burton and Heather Shearer The State of Australian Cities (SOAC) national conferences have been held biennially since 2003 to support interdisciplinary policy-related urban research. SOAC 7 was held in the City of Gold Coast from 9-11 December 2015. The conference featured leading national and local politicians and policy makers who shared their views on some of the current challenges facing cities and how these might be overcome in the future.