Report3/ConceptDevelopment

FromAtogreen,afuturevisionofcoachworks.

Contents
Report3/ConceptDevelopment................................................................................................................ 1 Introduction ..................................................................................................................................................4 ExecutiveSummary......................................................................................................................................5 1. a. BusinessPlan.......................................................................................................................................7 GeneralCompanyDescription........................................................................................................ 7 Companyvalues...................................................................................................................................7 Currentbusinessstructure.................................................................................................................. 8 Productsandservices.......................................................................................................................... 9 b. c. GeneralProjectDescription.......................................................................................................... 13 GeneralTrendsandMarketanalysis............................................................................................. 15 Introduction&ManagerialSummary................................................................................................ 15 TrendAnalysisofUrbanLogisticDistributionSystem.......................................................................15 CostumerAnalysis............................................................................................................................. 26 CompetitorAnalysis........................................................................................................................... 26 d. BusinessStructure......................................................................................................................... 30 Stakeholdersanalysis ......................................................................................................................... 30 Changesintechnologyandproductsandservicesstrategy..............................................................30 d. e. f. g. h. Newproductandservices............................................................................................................. 31 CostStructure+price(projectcostandproductcost)......................................................................34 Marketingstrategy........................................................................................................................ 35 gCombiandCradletoCradle....................................................................................................... 36 LifeCycleAnalysis.......................................................................................................................... 36 Systemdivision.............................................................................................................................. 37 ComparisonbetweenCombisanalysis............................................................................................. 40 Conclusionsandrecommendations.................................................................................................. 41 Conclusions .................................................................................................................................................42 ProductDesign.......................................................................................................................................42 Sustainability.....................................................................................................................................43 Efficiency&Effectiveness.................................................................................................................. 44 Innovation..........................................................................................................................................44 BusinessStrategyandOrientation...................................................................................................... 44 BrandingStrategy............................................................................................................................ 45 Sustainability....................................................................................................................................45 SystemVision.........................................................................................................................................45 Innovation..........................................................................................................................................46 Sustainability.....................................................................................................................................46 Recommendations.....................................................................................................................................47 References..................................................................................................................................................48 SustainabilityandInnovation..................................................................................................................... 36

Introduction
Before the Concept Design, the team chose the Micro Delivery System as a concept to develop into the final product. The selection was made following a rigorous process, including matrixes to organize theproposalsandmakedecisions. The Concept Development is the third stepof the New Product Development (NPD) process that covers two different topics, the first one is the marketing and business perspective, answering questions like: who is the target market and who is the decision maker in the purchasing process?, what product features must the product incorporate?, what benefits will the product provide?, how will consumers react to the product?, how will the product be produced most cost effectively?, what will it cost to produce it?. The Business Analysis estimates likely selling price based upon competition and customer feedback,salesvolumebaseduponsizeofmarket,profitabilityandbreakevenpoint. The second topic is the technical and engineering details defining the system with its components, parts, assembly, materials, processes, finishes, etc. proving feasibility through computer aided renderings and models or prototypes. Usually this step includes testing the concept in various aspects for example by asking a sample of prospective customers what they think of the idea or animating the assemblyandcheckingifitsworkingprincipleworksproperly. The team decided to divide the project in two different levels: the conceptual & business and the technicallevelinordertoachievethegoaloftheproject. Case study was the methodology selected to apply the concept & business level. Case study is one of severalwaysofdoingsocialsciencerelatedresearch.Otherwaysincludeexperiments,surveys,multiple histories,andanalysisofarchivalinformation.(Graziano&Raulin,2007). For the project egroceries was selected as a case study, and the system was developed, designing threeproducts,agcombi(platform),agmodule(dispenser)andagbox(box). In the technical level the team developed technical and engineering details of a generic platform and a genericbox,withoutspecificclientorapplicationinordertodemonstratethetechnicalfeasibilityofthe project. A Business Plan was written considering the most relevant aspects of the system (from the case study) andthecostestimationrunfromthegenericplatformandthegenericbox. Other important unit of the present document is the chapter about Sustainability and Innovation that wasusedasthefocusofthepreviousframeworkwrittenbytheteamduringthefirstreportandwasthe constantsupportforallthereflectionsanddecisionsduringtheprocess. At the end of the document some conclusions & recommendations of the project can be found, based in three topics mentioned in the Concept Discovery: Product Design, Business Strategy and System Vision. The present document concludes an NPD process based on three steps, Concept Discovery, Concept Design and Concept Development and is the finalization of the academic process from the course IntegralDesignProject(IDP).

ExecutiveSummary
GeneralBusinessModel The Micro Delivery System (MDS) is a new kind of business for Combigroep Carrosserie in order to extend its potential market following the regulations and trends about transportation and logistics in theEuropeanUnion. The key element of this new business consists of a system of detachable Micro Delivery Modules which aretobeloadedintheDeliveryCenters(business)andtobeusedinthedifferentcontexts(users,which couldbebusinessorconsumer).Inthatsensethenewbusinesscouldbebusinesstoconsumers(B2C)or businesstobusiness(B2B). It is a new perspective for Combigroep Carrosserie to work with (and in) different businesses like night deliveryservices,eshoppingorintegrateddeliveries. CaseStudyegroceries/Conceptual&businesslevel eGrocery' (http://www.egroceryusa.com/) is the industry term for online grocery shopping, where a customer selects and pays for their groceries online. The method of picking and delivery may vary, but the core concept of eGrocery is always the same offering your customers a wide selection of products which may be purchased online and then either delivered to the customer or else stored for pickup by thecustomer. The key element of this new business for Combigroep Carrosserie consists of a system of detachable Micro Delivery Modules (g-modules) that are to be loaded atop of special trucks (g-combies) at Delivery Centers (egroceries + DC) and to be used in the Park and Rides (users). Each module has spaceforapproximately50g-boxes(35cmx35cmx50cm)todelivergoodsinParkandRides(P+R).

MicroDeliverySystem

gcombi

gmodule

gbox

Technicallevel In the technical level the team developed technical and engineering details of a generic platform and a generic container, without specific client or application in order to demonstrate the technical feasibility oftheproject. GenericPlatform

GenericContainer

1. BusinessPlan
a. GeneralCompanyDescription

CombigroepCarrosserien(Karhof,2008) Resourcefulnessasadifference In April 1963, a group of renowned Dutch coachwork (carrosserie) manufacturers created the foundation of a long and successful cooperation. And then since 1973 until this day, they together as Combigroep doing backward integration and being active in the manufacturing and development of the coachworkfortruckbodybuilding. TheCombigroepisagroupofthefollowingindependentcoachworkcompanyinwhichmostofthemare businessfamilyowned: KarhofCarrosserien(Purmerend,NieuwVennep,Amsterdam,Zaanstreek,Haarlem) CarrosseriebouwCompaan(Assen,Slovakia,Drenthe) VanBerkumsCarrosseriebedrijf(Lochem,Apeldoorn) CombiCarrosseriebouwers(Swifterbant) RemmersCarrosseriefabriek(Tilburg)

Companyvalues TheentirebusinessofCombigroeprevolvesaroundthecustomer Mission The mission of Combigroep is to make sure every customer gets the vehicle that enables maximum effectiveness regarding the job that has to be done. Combigroep aims to deliver complete services during the entire lifespan of their product. Building the body work is the core business but Combigroep alsooffersmaintenance,repairsand24hourcalamityservices. Companyvalues Importantvaluestothecompanyare; Resourcefulsolutions Individualtailoring Efficientproductionbecauseofflowproductionandleanmanufacturing Innovativeness Reliability

StrategicLines ForthefutureofCombigroepitisimportantthatthecompanyfindswaystodistinguishitselffromother bodyworkbuildingcompanies.Combigroepseesopportunitiesinthefollowingdirections; Contributingtothedevelopmentofgreenproducts. Beingabletosufficetothedemandsofamoreinternationalmarket. Becomingmoreselfsufficientbydevelopingmoreproductsthemselves

CompanyObjectives For the future it is important that the company finds way to distinguish itself from other coachwork companies.Forthatpurpose,Combigroepseesopportunitiesinthefollowingdirections: Contributing to the development of green products: being the first sustainable coachwork companyfortheirdevelopmentprocessandmarketing Beingabletosufficetothedemandsofamoreinternationalmarket Becomingmoreselfsufficientbydevelopingmoreproductsthemselves

Businesscategorytarget The Combigroep business category including coachwork for Truck Body Works and Lightweight Carrier Interiorsofanykindofgoodsdistributiontransports. Type of vehicle range between a 3,5 tons deliverychassis and a 4050 tons combination for internationalorregionaltransportation. Marketscopetarget MarketscopeofthecompanyisRegional(TheNetherlands)andInternational(mainlyEurope). CompanyStrengthsandcorecompetencies One of the strongest characteristics of Combigroep is their flexibility to fulfill specific clients requirements and needs through tailormade solutions for each individual client. Through its R&D, Combigroep has distinguished itself with their innovative designs and recently focused on lightweight regionalvehicles. Currentlythecompanygroupemploys225peoplewithannualturnoverisaboutisabout30,000,000. Currentbusinessstructure ItispossiblelistedallthepossibleclientsofCombigroepinthreedifferentcategories.

Stakeholdersinthevaluechain DirectSuppliers Truck Manufacturer OEM (Original Equipment Manufacturer): Supply chassis / major subsystem to COMBIGROEP.(Example:MercedesBenz,Volvo,Ford,Peugeot,etc.) Component Suppliers: Supply some particular components needed for production, such as Lights, Locks,DoorHandles,Footsteps,etc. Raw Material Suppliers: Supply all raw materials needed for production line, such as extruded aluminum,steels,panels,woods,etc. PaintSuppliers:Supplyallpaintmaterials ToolsSuppliers:Supplyanytools,hardwareandproductionequipmentforthecompany Serviceoutsourcings:Supplyalloutsourcedservicesorequipmentsforcompany,includingprintingand

officesupplyorotherservices Indirect Suppliers / Indirect suppliers can be defined as a supply chain that supplies components or materialsfordirectsuppliers(OEM): Tier 3 suppliers: Suppliers of Minor Subsystem, such as seat suppliers, glass suppliers, tire suppliers, hydraulicssystemsuppliers Tier4suppliers:SupplierofComponentElectronicspanelsuppliers,3M,automotivelightbulbs,etc. Tier5suppliers:Supplierofsmallandmorespecificpartsneededbycomponentsuppliers. DirectClients GovernmentInstitutions PrivateInstitutions Privatecompanies:Possessandmanagetheirowntrucks FleetManagementServices:Possesandmanagetrucksforothercompanies IndirectClients Privatecompaniesthatrenttrucksandservicesfromfleetmanagementservices Twoclientcategoriesweredistinguished:governmentandprivatesectors. SomeclientsowntheirownvehiclesandcontactthecoachworkcompanieswithinCombigroeptobuild thetruckbodyforthemaccordingtospecificrequirementsandtechnicalspecifications.Someclientsin need of trucks have requirements but are not able to specify design characteristics. For these cases Combigroep is ready to advice and recommend vehicles that match the clients necessities, as well as proposetheidealdesigns. Combigroep has a partnership with Fleet Management Service companies, in which they offer services to the companies to manage, control, and maintain their truck fleets. Usually the companies working with Fleet Management Services can be identified as Indirect Clients. In this case, the companies that hireFleetManagementServicesfirstconsulttheFleetServicetoassuresuitabletrucksfortheirbusiness requirements and afterwards contact Combigroep for more technical specifications and a Tailor Made solutionfortheirclients. In this case, Combigroep has capital share in the Fleet Management Services business without getting too much involved in the operational level, since Combigroep doesnt want to be exclusively associated withanysinglevehiclebrand.ThemainreasonforthisrelationisduetothefactthatCombigroeplooks uptoworksuccessfullywithanykindofvehiclebrands/chassismanufacturerorOEM. Productsandservices The portfolio of Combigroep is displayed on the next graphic. The emphasis of the graph lies on the product portfolio of truck body works. The different categories are based on different types of construction. The combi specials and superspecials are examples of special applications of the above mentioned categories. For every construction type a list of words is added that the company uses to representthatspecificproduct.

 ProductAnalysis(Combi200andCombi3000) According to Burgess and Jackson, there are two ways a product can be valued: extrinsically and intrinsically. Extrinsic Value is quantitative and often referred to as instrumental value (Burgess & Jackson, 2006). Quantitative Value or Extrinsic Value is all about technical specification that the existing products have such as dimension, material specifications, features, etc (in which some part of technical analysishavealreadydoneinfirstreportofthisproject). Qualitative Value is about intangible value that attributed to the products that can give added value to theproductsuchas:Reliability;Fexibility;Safety,etc.

According to the graphic above, The Qualitative Values of the Combi products can be categorized into several aspects in which some features that can strengthen the value. Some of those features already existandalreadygood(++),somefeaturesexistbutshouldbeimproved(+)andsomeotherfeaturesdo notexistyet()andcouldbeaddedinthefutureproductconcept.

Materialsandtechnicalcapabilities Aluminum Aluminum can easily be recycled by re melting the material. Because the material is a mono material with a homogeneous composition and a low melting temperature it is ideal for reuse. Fundamentally, whenremeltingaluminum,therewillbenodegradationofthematerial.Thereforethecycleofreuseis indefinite, theoretically. 500yearold aluminum is just as good as aluminum made 50 years ago, due to its resistance to corrosion. However the process of recycling is complicated by the adding of paint and theuseofalloys. It is not always possible to separate the different types ofalloys for recycling. Forthis reason secondary aluminum frequently contains a higher level of alloys. This means degradation of the material. If the amount of alloys reaches a too high level, the material can only be reused for a limited amount of applications.Purealuminumisidealforrecyclingbutdoesnotalwayshavethedesiredstrength. The use of secondary aluminum makes the mining of bauxite and the electrolysis of aluminum oxides redundant;thereforeitsavesalotofrecoursesandenergy; Recycling1kgofscrapaluminummakestheminingof4,6kgofbauxiteunnecessary Recyclingaluminumrequiresonly5%to10%oftheenergyusedtomakenewaluminum Therecyclingprocesscauses90%lessemissionsthantheprimaryproductionprocess. Gelcoating(glassfiberreinforcedcomposite) The most common way to recycle the composite material is by grinding it and subsequently separating the fibers from the epoxy. Inevitably in this process a part of the glass fiber will be broken down to smaller particles. Other ways to separate the glass fiber from the resin matrix have been studied extensively, suchas heat treatment and backtofeedstock processes. However these methodshavenot yetproventobecommerciallyviable. Theadvantagesofrecyclingglassfiberreinforcedmaterialare; Thepossibilitytorecoverthereinforcingfibers Preventthematerialfrombeingdisposedinlandfills,forithasanalmostinfinitedisintegrationtime. The costs of virgin glass fiber are very high. This creates an opportunity for recycled glass fiber to be appliedinapplicationsthatpreviouslydidntcontainareinforcementmaterial Epoxyresinsarebasedonmaterialoriginatingfrommineraloilsources.Atthemomentresinsarebeing developedthataremadeoutofmoresustainablerawmaterialssuchasfurane,soybeanoilandlinseed oil. Plywood Plywood is usually recycled together with other types of wood by shredding it and using it for a variety ofapplicationssuchaschipboard.Sawmillcanbeusedforwaterfiltering. An alternative to wooden plywood is bamboo plywood. It has better bending properties and can be recycledmoreoften. Often the sheets of wood are glued together with formaldehyde to withstand moist situations. Because formaldehydeistoxic,theplywoodcannotberecycledinthebiosphere.Sometimesothermoreorganic gluesareused,butthisplywoodcandelaminateinhumidity. Sandwichmaterials Thecombigroepusesalotofsandwichmaterialsforthewallsoftheirproducts; Thecombisandwichcontainsafourlayermaterialmadeofwood/foam/wood/gelcoat Thecombiplywoodcontainsplywoodwithagelcoat Thecombilightcontainsfoamwithgelcoatonbothsides

Thesematerialsaredifficulttoseparateandthereforecannotbereused. Opportunities Usepurealuminiumfortheextrusionprofiles Usenonhazardousrecyclablematerials Designfordisassembly: Dontgluepanelstoextrusionprofiles Dontgluetheseverallayersofthepanelstogether Dontusesinglefastenerssuchasscrews,rivetsetc. Useshape&geometrylocks Makeiteasytoseparatedifferentmaterials Usematerialsthatcanberecycledinthebiosphereforthepanels Reusemodularpartssuchasextrusionprofiles,doorhandlesetc. Includetheroofinthemodularsystem,whichcanbeassembledonsite UseLEDlightsforinteriorlightingintheCombi Differencesinbrandidentity: There is a clear distinction between Daimler and the two body work builders on the topic of sustainability. Daimler mentions their efforts regarding sustainability a few times in their vision and mission whereas both body work builders put the main emphasis on their ability to answer to all demands of individual costumers. They do not express sustainability as their interest publically. Considering the truck companies are currently the leaders within the industry and the body work buildersthefollowers,youcouldsaythattheyarestayingbehindabit. From the sales promises of the products of the companies, some words could be subtracted that are usedfrequently; Combigroep;lightweight,functional,durable,practical,tailored Ducarbo;Topquality,manydifferentoptions Daimler;Efficiency,comfort,safety,service Daimler seems to show more attention to the user, which is expectable because in the product is the entire truck and not only the body work. Ducarbo mainly expresses how versatile they are. Combigroep putsmostemphasisonfunctionalityandcreatinglightweightproducts. Differencesinportfolios: When comparing the products of Combigroep with those of Ducarbo the main difference is that Ducarbo has a very extended portfolio in specials whereas Combigroep does less specials but has a biggerrangeofstandardizedtypesofconstruction.Themostimportantadditiontotheirportfolioisthe combi2000 and combi3000, which are more lightweight then the traditional aluminum snap lock construction.Theuseofthesestandardizedconstructionsmakestheproductionprocessmoreefficient. Because they have patented the product and they are the only company to use it, it distinguishes them fromallothercompaniesinthebusiness. Growthopportunities: The Combigroep not only developed the combi2000 and combi3000 to build these bodyworks themselves,buthasalsostartedsellingthesystemtootherbodyworkbuildersinEurope.Thisnewrole of being the innovator instead of the follower creates great opportunities that should be explored further. Regarding the choice of materials, production processes and recyclability, both body work companies did not yet implement sustainability as a determining factor for any product within their portfolio. More investment could be done in this area. They have been looking for solutions that could save fuel, mainly by making the body work as light as possible, for example the combi2000, the combi3000ofCombigroepandtheairwrappingsystemofDucarbo. Ducarbo sells second hand body works as an addition to their business portfolio. This could also be a niceopportunityforCombigroeptogainagreenerimage.

b. GeneralProjectDescription
For the project From A to Green the team chose a mission statement like the best way to represent the aims of the team in relation with the factors and its relationships in the long term. A mission statement (Cambridge University Press) is a short written description of the aims of a business, charity, governmentdepartmentorpublicorganization.

Missionstatement(Combiegroup2025MyT) GeneralBusinessModel The Micro Delivery System (MDS) is a new kind of business for Combigroep Carrosserie in order to extend its potential market following the regulations and trends about transportation and logistics in theEuropeanUnion. The key element of this new business consists of a system of Micro Delivery Modules that are detachable to be loaded in the Delivery Centers (business) and to be used in the different contexts (users, which could be business or consumer). In that sense the new business could be business to consumersB2CorbusinesstobusinessB2B. It is a new perspective for Combigroep Carrosserie to work with (and in) different business like night deliveryservices,eshoppingorintegrateddeliveries. CaseStudyegroceries/Conceptual&businesslevel eGrocery' (http://www.egroceryusa.com/) is the industry term for online grocery shopping, where a customer selects and pays for their groceries online. The method of picking and delivery may vary, but the core concept of eGrocery is always the same offering your customers a wide selection of products which may be purchased online and then either delivered to the customer or else stored for pickup by thecustomer. ReasonsforeGrocery Provideexistingcustomerswithanotherchannelfordoingbusinesswithyou Block other grocers from stealing those existing customers who would wish to use this medium Recover business from existing eGrocery providers and protect against future losses to any onlineoperation.

Win new business both in customer type and through the extended radius a store can cover whenofferingadeliveryservice.Anexistingstorecatchmentradiusmaybe3to5miles,butan eGrocerydeliveryradiusmaybeupto15miles. Allow for access into geographical areas where it is not possible to build a store; either economicallyorthroughplanningrestrictions.

The key element of this new business for Combigroep Carrosserie consists of a system of detachable Micro Delivery Modules (g-modules) that are to be loaded atop special trucks (g-combies) in Delivery Centers (egroceries + DC) and to be used in the P+R (users). Each module has space for approximately50g-boxes(35cmx35cmx50cm)todelivergoodsinP+R. MicroDeliverySystem gcombi

gmodule

gbox

Technicallevel In the technical level the team developed technical and engineering details of a generic platform and a genericbox,withoutspecificclientorapplicationinordertodemonstratethetechnicalfeasibilityofthe project. GenericPlatform

GenericContainer

c. GeneralTrendsandMarketanalysis
Introduction&ManagerialSummary This part contains several data and analysis about the current situation and trends, market potential, costumer and competitor analysis. The analysis is aimed to give a brief overview about the background and situation surrounding this business category. Based from this analysis we can identify the opportunitiesandpotentialthreatsforthebusinessstrategy. Since this part contains intensive data and analysis in detail, we provide this following brief summary in thisfirstpartformanagerialpurpose: Thefirstpartofthesituationanalysisisdiscussingthetrendofnewurbandeliverysystemthatarevery muchaffectedbytheemergenceofonline/ecommercebusinessrecentlyandtheconceptofnewmicro delivery / urban transportation system that currently moving toward more sustainable solutions. The main conclusion of this part is that the using of using Park & Ride system is becoming the alternative of futureurban/citylogisticdeliverysystem. Second part of the analysis will give an overview about the egrocery business and its potential market estimation(asaspecificstudycaseforourproposedmicrodeliverysystem).Themainconclusionofthis part is that the usage of shared delivery boxes or Collection & Delivery Point system is the most cost effectiveandhaslowerenvironmentalimpactscomparingtotheotherdeliverymethodsforegrocery. Third part is the analysis of the potential market size of egrocery business. The main conclusion of this partisalthoughthepotentialmarketsizeforegroceryisconsideredsmallcomparedtotheotheronline business, the potential demand still exists and can be considered as niche market to provide added valuethroughnewservicestoincreasecustomerconvenience.Thisaddedvalueisalsosupportedbythe implementationofP+RsystemintheNetherlands. Fourth part of the analysis will provide an overview about the profile and needs of our potential customer for egrocery business in general and specifically about the customer who will use Park& Ride for delivery system based on our onsite interviews and surveys. The main conclusion of this part is the potential consumers for this service are usually looking for convenience, and are, therefore, less price sensitive, and demand trustworthy grocer that can provide fresh grocers and those persons who are using or potentially use Park and Ride system to commute between his residence and working place in dailybasis. The latest part will analyze competitiveness set and the potential competitor of this business category thusitwillbeclearthestrengthandtheweaknessofthissystem. The main conclusion of this part is the Micro Delivery system through P+R is newly developed business in which no competitor yet for this service category, and this situation can be considered as an opportunitytobethepioneerratherthanfollower For the research method we used primary data based on several interviews and survey to some potential customers and also secondary data derived from previous academic studies (journals, papers, and references), relevant project reports, Internets andofficial statistical reports from several marketing /tradingassociations.Allsecondarysourcesareproperlylistedinthereferencelist. TrendAnalysisofUrbanLogisticDistributionSystem ECommerceandNewConceptofLogisticDistribution Currently logistic management is significantly being impacted by the emergence of Ecommerce system, particularly in its business to consumer (B2C) segment. In a conventional retailing supply chain, customers purchase their goods at the retailer's location. This is assumed as the "last mile". Because location is an important dimension of retailing, significant costs are assumed by the retailer to retain such an accessible location (e.g. rent). These costs are reflected in the final costs of a good which is assumedbytheconsumer.

The emergence of ecommerce later has changed the relationship between the customers and the retailers (in this case are eretailers). In some cases, entirely new eretailers have emerged, but the adoption of an online strategy by existing conventional retailers has also been very significant. In the emerging of new distribution system, the eretailer is at the same time a retailer and a distribution centre. The location choice is much more flexible, permitting the use of lower cost locations that are possible. Customers are virtually interfacing with a store and the orders are shipped through postal and/orparceldeliveryservices.Thecustomersarecurrentlydirectlylinkedtothesupplychain. The consequences of ecommerce can be identified as followings: As ecommerce becomes more accepted and used, it is changing physical distribution systems. The standard retailing supply chain coupled with the process of economies of scale (larger stores; shopping malls) is being challenged by a new structure. The new system relies on large warehouses located outside metropolitan areas from where large numbers of small parcels are shipped by vans and trucks to separate online buyers. This disaggregatesretailingdistribution,andreversesthetrendtowardsconsolidationthathadcharacterized retailingsystemearlier(Hesse,2004) In the traditional system, the shopper was bearing the costs of moving the goods from the store to home, but with ecommerce this segment of the supply chain has to be integrated in the freight distribution process. The result potentially involves more packaging and more tonskm of freight transported, especially in urban areas. Traditional distribution systems are thus illfitted to answer the logisticalneedsofecommerce.

Logistics and E-commerce Source : Dr. Jean-Paul Rodrigue, Dept. of Economics & Geography, Hofstra University (1998-2008).

UrbanDeliverySystem In this section we will analyze the new trend of future urban delivery system. For this purpose we refer tothestudyaboutCityLogisticfromDr.JeanPaulRodrigue,Dept.ofEconomics&Geography,Hofstra University (19982008) and also Civitas, an its initiative programme from the Commission of European Communities that creates guideline for cities within European Union countries to achieve a more sustainable,cleanandenergyefficienturbantransportsystem. The new concept of city logistic is considered as being the current direction or trends in which New Urban Delivery System will be implemented in the future years among the cities within European Communities.OurMicroDeliverySystemconceptactuallyisalignedandbasedonthisnewtrend.

CityLogistics City Logistics is a relatively new field of investigation brought by the challenges of moving growing quantities of freight within metropolitan areas. According to the Institute of City Logistics, city logistics isdefinedastheprocessfortotallyoptimizingthelogisticsandtransportactivitiesbyprivatecompanies in urban areas while considering the traffic environment, the traffic congestion and energy consumption within the framework of a market economy. Simplistically, it concerns the means to achieve freight distributioninurbanareas,byimprovingtheefficiencyofurbanfreighttransportation,reducingtraffic congestionandmitigatingenvironmentalimpacts.

Logistics and E-commerce Source : Dr. Jean-Paul Rodrigue, Dept. of Economics & Geography, Hofstra University (1998-2008).

City logistics, as a distributional strategy, can take many forms. On the above figure, a high density and congested central city can be serviced by an independent freight distribution system calling from a terminal located at the margin. The vehicles used to service the customers (either for deliveries or pickups along a flexible route) are likely to be smaller and thus better adapted for distribution in an urbanenvironment. There is also the possibility of using the existing public transit system to move freight but this implies several challenges in terms of the adaptation of modes, the usage of existing passenger terminals and scheduling issues. The urban terminal itself could be a neutral facility interfacing with a set of distributioncentres,eachofwhichbeingconnectedtotheirrespectivesupplychains.Thus,awidearray of supply chains connected to the city can achieve a better distributional efficiency within the central city. Civitas Civitas is an initiative programme from the Commission of European Communities to help cities in Europe and to develop guidelines to achieve a more sustainable, clean and energy efficient urban transport system by implementing and evaluating an ambitious, integrated set of technology and policy basedmeasures.Theaimsaretogenerateadecisivebreakthroughbysupportingtheimplementationof sustainablecleanand(energy)efficienturbantransportstrategiesthatshouldmakearealdifferencefor thewelfareoftheEuropeancitizen. Some of the important measures can be mentioned here are the city logistic strategic extension and theimplementationofgoodsdeliverytoParkandRideSites

A. CityLogisticStrategicExtensionMeasures Investigation on the localisation of the best places for access control for distribution vehicles in space (circulation of vehicles) and time (specific delivery hours), which is in link with measure on access control; Installation of several specific urban delivery zones (at least 3 will be installed in city centre where retailerswillcomeandfetchtheirparcels); Localisationofnewboundariestothemaincommercialsurroundingzones; Definitionofspecificregulationforcontrolaccesszones; Testofnewdeliveryvehicles; Globalassessmentandcontrolonpollutionimpacts. Elaboration of a methodology (and associated tools) to optimise the development of goods distribution inmediumsizedtownsbasedoncapitalisedknowledge. B. GoodsDeliverytoParkandRideSites Theaimofthismeasureistoprovidefortimelydeliveryofgoodsbycleanurbandeliveryvehiclefroma city centre retail complex to a suburban Park & Ride terminal, where the retail goods purchased earlier inthedaycanbecollectedbytheconsumer. A scheme will be established to deliver purchases from a City Centre shopping complex to a suburban ParkandRideterminal.Thiselementoftheworkpackagewillbeusedtodeterminetheeffectivenessof agoodsdeliveryserviceinpromotingtheuseofPark&Ride,thusencouraginguseofcollectivetransport, reducingurbancongestionandimprovingairquality. EGroceryHomeDeliverySystemAnalysis The online grocery business grew out of two simple assumptions about the viability of this business model1: Consumer behaviour changes driven by the proliferation of online shopping recently provide a basis of acceptanceinthiskindofservices Existing technology (Information and Communication Technology and its infrastructure) can make this business model work. There are also five key elements that make online groceries business model becomes viable for the future business despite all the past failures of similar business. These elements are identified based on the recent study conducted by Professor Kenneth Boyer (Michigan State University)2: Service Quality. Customers rate Service Quality for online ordering much higher than for instore shopping.Theonlinegrocerycompaniesusehomedeliveryorstorepickupasameanstoofferaservice thatisvaluedandfeelsmuchmorepersonalthaninstoreshopping Time Savings. According to the research (Boyer), the average time to place an order online is less than 20 minutes in average. For todays busy customers, this can represent a significant time savings. Time savingsisoneofthemainadvantagesofonlineshopping. Convenience.Customersforonlineshoppingrateconvenienceasthedominantreasonwhytheychoose toorderonline.Theyarelesspricesensitivethaninstoreshopper Many reasons mentioned from the survey are including having small children, disabled, and busy two career couples. Onlinegrocery shopping releases those kinds of customers from the burden of going to store. OnlineCustomersgivemoreoftheirbusinesstotheironlinegrocerystore 1 Xie,K,AStrategicAnalysisofOnlineGroceryandItsFutureOutlook,MIT,June2004. 2 ITR:InternetDisintermediationofFoodDeliverySpanningtheLastMile

According to Boyers survey 84.43% response is given for online grocery versus 76.26% response for in storegrocery. GroceriesfromDistributionCentresarefresher. This is contrary to current popular belief that groceries picked by others are not as good as selfpicked, customers who order online from grocers who pick groceries from a distribution centre, rather than pickingthemfromtheirretailgroceryoutlets,reportthattheybelievethegroceriesarefresher. Overviewofonline/egrocerydeliverysystem3 In this section, we will give an overview of existing online egrocery delivery method and discuss their relative advantages and disadvantages. From the analysis we will also conclude which concept of delivery system seems to be the best option in term of customer convenience, operational cost, investmentandenvironmentalimpact. A.Attended(Home)Delivery Attended reception of home delivery is the traditional home delivery model, where customers wait at hometoreceivethedelivery. Home delivery model is predefined by the egrocery service provider. Characteristics of the service offered include delivery hours, minimum orders, additional delivery cost and, payment method. Additionally, if attended reception is used, there are delivery time windows, for example 2hour time windowsduringthedeliveryhours. Inthehomedeliverybusiness,accordingtoLeeandWhang(2001),thecostofdeliveryisjustifiedonlyif there is a high concentration of orders from customers located in close proximity or if the value of the orderislargeenough4. However, the consolidation of several orders also raises the problem of how to reach costefficient delivery operations. In selecting their operating strategy, the service providers have to consider the following elements affecting to the costefficiency of home delivery (Van der Laan, 2000; Laseter et al., 2000;Reinhardt,2001;Browne,2001). sizeoftheservicearea, orderfrequency, numberofcompaniesofferinghomedeliveries, marketpenetrationofhomeshopping, thehighertheaverageordersizethebetter, deliverycharges, customerdensity, theaveragedistancefromthewarehouseorstoretothecustomers, theaveragedistancebetweencustomers, vehicleroutingaccordingtothepromiseddeliverytimewindows, thestoptimeatcustomerslocations, theloadingandunloadingtime, handlingefficiency, costperhour vehiclefillrate,and capitalinvestment. followinggraphicswillshowthelogisticsmanagementcomplexityofHomeDeliveryModels

3 BasedonthepapersanddoctoraldissertationwrittenbyMikkoPunakivi(seereference) 4 Lee,HauL.andWhangS.(2001),"WinningtheLastMileofEcommerce",MIT SloanManagementReview,Vol.42,Iss.4,pp.5462.

 B.InStorePickup This is the other alternative of online shopping as a combination of online business and physical representativeofthestore(click&mortar).Wecanalsoreferthisasadrivethroughconcept.Especially for those customers constantly on the go, or unsure about scheduling, this may be a desirable option. The downside to instore pickup is that customers still have to make a trip to the grocery store. However, with lower delivery costs for the egrocer and the customer, this method certainly has a potentialtobearoundformuchlonger. C.Unattended(Home)Delivery However, the paradox in developing home delivery operations is that as online shopping markets increase, the likelihood of the customers being at home to receive the delivery seems to decrease. According to the Retail Logistics Task Force report at Your Home (2001), as many as 60 per cent of homedeliveriesmayfaildue totheabsenceofthecustomerfromthehome,causingincreasedcoststo thedistributorandinconveniencetothecustomer.(Punakivi,2003). One of the solutions presented to solve the problem in the home delivery business is unattended reception of orders (McKinnon, 1996; Reda, 1998; Lardner, 1998; Lewis, 2001). This would allow a wide delivery time window, a better possibility of optimising vehicle routing, and maximum utilisation of transportationequipment,aswellasofthepersonnelinvolved. The two main approaches to unattended (home) delivery currently known are the reception box conceptandthedeliveryboxconcept C.1.Unattended(home)deliveryusingaReceptionBoxconcept. The customerspecific reception box is equipped with a refrigeratorfreezer unit, enabling compartments for frozen and chilled food. In the reception box there is also a room temperature compartment.Thecustomerspecificreceptionboxisinstalled,forexample,inthecustomersgarageor theyardoftheirhome. Unattended delivery also appeals to the lifestyles of the majority of egrocer customers, who are workingindividualsnotlikelytobeathomeduringthedaytoreceivedeliveries(Blackwell,2001). Despiteitscostadvantagesandconvenienceforthecustomers,thismethodhasseriousdrawbacks. First, apartment dwellers cannot partake of this service unless packages can be left at a management officeorwithadoorman. Second, even if the customers do not pay for the storage boxes, they still have to give up part of their preciousgarageorstoragespace.

Third, the cost of buying and installing storage boxes and shelves is relatively high and has to be amortizedacrosstheexpecteddurationoftheboxes'use. Although unattended delivery may be an attractive service for some customers, the reality of its implementationisprohibitiveorundesirableformostegrocers.Findingamethodofkeepingperishable grocerscoolandsafeuntilcustomerscomehomeandstorethemaway,canbedifficult,orcostly,orjust plaintimeconsuming. C.2.Unattended(home)deliveryusingaDeliveryBoxconcept. A delivery boxis an insulatedsecuredbox that canbe left on the customers doorstep.In the bestcase, thedeliveryboxisequippedwithasecuredockingmechanism. For home delivery service providers unattended reception means the elimination of tight time windows and capacity problems resulting from uneven demand during daily working hours. Both the reception box and delivery box concepts shorten the delivery time at the door and eliminate the "not at home problem"orthecostofredelivery(Jones,2000). Unattended delivery has not been widely used because it requires investments and commitment from the customer. According to Punakivi (2001), The reception box concept results in more effective home deliverytransportationandthedeliveryboxconceptresultsinsmallerinvestmenttoachieveunattended receipt. D.Unattendedreceptionusingsharedreceptionboxunits ThisconceptisalsoknownasautomatedCollectionandDeliveryPoints(CDP). The shared reception box units have various amounts of separate lockers, each of which contains freezer, chilled, and room temperature compartments. The separate lockers also have electronic locks with a changing opening code to make possible shared usage of the lockers using a mobile phone. The shared reception box units may be placed, for example, in bus or underground stations, office and supermarket car parks, apartment house cellars, or wherever the retailer believes it to be convenient forconsumers. The concept of shared lockers is similar and can also be replaced by the concept of the combination betweenmodulesanddeliveryboxinourMicroDeliverySystem. The comparison of advantages and disadvantages between these two concepts can be examined from thefollowingtable: Lockers+StandardDeliveryBox Advantage: LockersiseasytoR&D Relativelylowerinvestmentfornewmodules Reusable&Recyclable ThestandardboxesareCollapsible Module+NewdesignedMyTDeliveryBox Advantage: Optimizedmaterialsandstructure Lessstructure;Lessweight OptimizedforCradletoCradle Highsecurityandsafe Innovative and integrated solution (systemic relationshipwiththemodule) Integratedcoolingsystem Providing internal division for goods to separate differentkindofgroceries Newinterestingbusinessmodel Newinvestmentonmodulesandboxes NewchallengeforR&D Newsuppliersandstakeholders

Redundantandheavystructure Conventionaltechnology Oneparticular/specificclient Conclusion

1.Unattendeddeliverysystemisthemostcostefficientforegrocerysystem From the previous study comparing between attended and unattended egrocery delivery system, we can conclude based upon Punakivis research results5 that home delivery solutions enabling secure unattended reception are operationally the most cost efficient for last mile distribution. Up to 60 % operationalcostreductionsareachievablewhencomparedtothestandardsolutionsrequiringattended (home)reception. Furthermore, we identified and analysed two different home delivery solutions enabling secure unattended reception: customerspecific reception box solution and delivery box solution. The operational cost base of delivery box solution is on the same level as the reception box solution. This, however,requiresthatthedeliveryboxesarenotpickedupuntilthenextdeliverytime. Investments needed for the delivery box solution are clearly lower when compared to the customer specificreceptionboxsolution,whererefrigeratorandfreezerunitsincreasethemanufacturingcostsof the box. In addition, thedelivery boxes can be flexiblyused by differentcustomers. This means that the utilisation rate of delivery boxes can be higher when compared to customer specific reception boxes (Punakivi,2003). 2. The most costefficient egrocery delivery model for unattended reception is the delivery model basedonsharedreceptionboxesorCollection&DeliveryPointSystem(CDP) When using the reception box concept or delivery box concept A (pickup of the delivery box at the next deliverytime),savingsincostsasgreatas4453percentcanbereachedwhencomparedtothecurrent standard model with attended reception and twohour delivery time windows. Furthermore, the cost savingusingthesharedreceptionboxconceptisevenhigher.Thecostsavingusingthismodelisasmuch as5566percent. Thus, thebestoption in term of productioncost and operational efficiency for egrocery delivery model is using Collection & Delivery point system, although it a bit less convenient for customer if it is comparedtounattendedhomedelivery. Forthatreason,toincreasetheconveniencelevel,thetargetedcustomerforthiskindofservicesshould bespecificallythepersonswhousePark&Rideandtravellingviatrainstationsregularlyindailybasis. 3. Unattended (Home) delivery services and Shared Reception Boxes (Collection & Delivery Points System)reducetrafficandGHGemissionssignificantlythusloweringtheenvironmentalimpacts Based on the results, the traffic reduction potential is highly dependent on the selected home delivery model,varyingbetween54and93percent.TheGHGemissionreductionpotentialisdirectlydependent onthemileagereductionandvariesfrom18to87percentdependingonthehomedeliverymodel.

5 Punakivi, Mikko,Comparing alternative home delivery models for egrocery business, Dissertation, HelsinkiUniversityofTechnology,DepartmentofIndustrialEngineeringandManagement,Finland,June 2003

Theoperationalcostlevelsofhomedeliverymodels(26euro/h)(Punakivi&Tanskanen,2002).

Reductionpotentialindistancedrivenfordifferentkindofdeliverymodels(source:Punakivi,2003)

Potentialreductionindrivingdistance The Investment, environmental effects and operational cost mapping for different kind of egrocery deliverysystem(Punakivi,2003).

EGroceryMarketPotential According to Lehmann, et al. (2005), Market or sales potential is the maximum market or sales reasonablyattainableunderagivensetofconditionswithinspecifiedperiodoftime. Market potential is those market possibilities in the product category level when Sales potential is the amount of sales that is possible to be attained for specific company level within predicted market potential that depends on the previous market share and penetration level of the company comparing totheothercompetitorsinthesameproductcategory. Sincethereisnoavailabledataforassessingmarketpotentialfornewcategoryofproduct/servicesfor newmarketasourcase,wewilluseexistingmarketingdataforInternetsalesandegrocerybusinessto providerawpredictionofthepotentialmarketsizeforpark&rideuser. From the population of 16 million in the Netherlands, 95 % or about 15 million populations are actively using internet. It represents 252 billion of potential emarket. From this amount about 30% are regularlydoshoppingviainternetorapproximately8.4billionrepresentstherealpotentialsalesfore commerce. From many products offered in ecommerce system in the Netherland about 5.6% are the current market size for egroceries. It represents approximately 470.4 million of potential market in egrocery sectors. Predicting the amount of the potential Park and Ride users is quite difficult since this concept is newly developed in the Netherlands there is no available statistic data for the potential user of Park and Ride. ButsinceP+Rconceptsisgoingtobepromotedinthefuturetoalleviatesomeofcurrenttransportation problem especially for urban and sub urban area in the Netherlands6, we can assume the positive growth of the usage of P+R concept for the next 10 years. If there is 10 % of egrocery market use P+R concept,Itwillrepresentatleastapproximately47millionpotentialmarketin2009. BellowisthesummaryofpotentialmarketforegrocerybusinessinTheNetherlands

Population 16 million Consumer expenditure 266 billion

Internet user 15 million (95%) 252 billion

Potential online shopper 8.4 billion (2009)

Forecast by Jaap Favier & Michele Bouquet, Dutch ecommerce forecast (2006)

Potential market e-grocery business (P+R & non P+R users) (5.6% of internet sales) 470.4 million (2009)

Source:ebusinessforum.com&euromonitor.com CombinationofegrocerybusinessandPark&Ridesystem Ecommerce is said to grow by 28% annually in the Netherlands7. The best selling product on the net is clothing (44.5% of total sales)8, followed by a close second books, newspapers and magazines (44.1%), also computer hard and software are widely ordered via internet (40.3%) and the last big thing on the 6 Giuliano Mingardo, Urban accessibility, Park and Ride facilities and decoupling in the Netherlands,ECOMM 2006, Erasmus University Rotterdam nDep. of Regional, Port and Transport Economics. (2006); Project ResourceRAND Europe, Modelling Park & Ride: understanding multimodal travel(2007);JaapValkema,ParkandRideinGroeningenELTIS(2008) 7 Source:Planet 8 Source:Q&AReasearch&Consultancy

net is s travelling (3 38,5%). Super rmarkets have e only 5.6% sales over the internet, th his can be po ossible becau usethereisnt tagooddeliv verysystemfo orthewholecountry. c Otherexplanationscanbethecost c of delive ering,wherethe t previousmentioned m sal lesareyearly, ,quarterlyorutmostmont thlypurchases s,food has to o be delivere ed weekly ma ay be even more m often. It is also bec cause the oth her products arent perish hables so it ca an take longer to deliver th hem. This makes them more suitable fo or ordinary ma ail and packa agedelivery. The conclusion c can n be that foo od delivery is an opportun nity, because it is still sma all compared to the other internetsales. Our concep ptcanbe step p in the rightdirection d ofexpanding the ecommerceof the e food is deliv vered by the supermarket s own delive ery system, it would be easier to food market. Since ncept. implementourcon v the interne et and gives a Park & Ride place (P&R) i instead of his home The customer places his order via ess.Thegrocerieswouldbe ecollectedatthe t distributio oncentreinthecurrentwa ayandputincrates; c addre thesewillbeplaced dintheboxes s.Theseboxes swillbeplace edatP&Rthro oughtheNeth herlands.Atth heend e day when th he customer comes c home from work he e will get his groceries g from m the box and d drive of the home e. This means the delivery has to drive only to the P&R P places to o collect and drop of the boxes, reduc cing its mileag ge. The custo omer decreas ses his mileag ge, because he h doesnt ne eed to drive to the super rmarket for his groceries. He H only would need to dri ive to the P& &R, but he wo ould do this anyway becau useheneedsto t gotowork. This system s could be implemen nted through the whole of o the country y, instead of the current system s which hisonlyimple ementedintheRandstad.Expanding E ove erabiggerare eameans,red ducingdelivery ycosts andim mprovingenvironmentalim mpactcompar redtohousedelivery. d Theother o products scouldalsobedeliveredus singourconcept.Theuseof o oursystem m/conceptsho ouldbe implemented by a postal service, since all the previous s mentioned products are delivered by y mail. ad of collectin ng the mail to be delivered at one addre ess it could be e collected and d delivered in n a box Instea at the e park&ride place, p specified by the cust tomer. This would w be an opportunity fo or the future at a first wewi illfocusonim mplementingthesystemfor rsupermarket ts.

Figure:P+RlocationinThe eNetherlands s

CostumerAnalysis Inordertounderstandwhichmarketsegmentsareappropriateforanegrocerybusinesssystem,we mustfirstunderstandwhotheidealconsumerforegrocerybusinessis.Basedonpreviousresearches andarticleswrittenbyBerningC.,et.al.(2004)9,wecansummarizetheidealtargetedconsumeras follows: MoregeneralECommercestudiessuggesttheidealagetobe2529and3544(Thisseemstosuggest anidealagebetween25and44) Each of the studies suggests that the ideal consumer should at least have a college degree or at least have a sufficient computer skills (those consumers that considered more likely to adapt or adapt with thenewtechnologymorequickly) Accordingtothestudy,theidealEGroceryshopperismorelikelytobefemalethanmale. Each study varies a little with respect to household income, but the majority seems to point towards a householdincomegreaterthan$50,000. Theseconsumersarelookingforconvenience,andare,therefore,lesspricesensitive. Specifically for our project the potential customer should be those persons who are included in this e grocery market that using Park and Ride system to commute between his residence and working place indailybasis. InterviewswithPotentialUsers Itwasdecidedthatasmallsurveyshouldbeorganizedtogetaglimpseatthelocalpotentialconsumers. At a local Parkand Ride inthe city of Rotterdam,a small sample of P+Rusers were interviewed in order togetsomeinsightsintotheironlineshoppingbehaviourandthepossibilityofusingtheP+Rasagoods pickupcenter. Reactions: Although the users shopped seldom online, they showed a good and promising interest into the possibilityofhavingthegoodsdeliveredtotheP+R. Oneofthemostpositiveaspectstheyfoundwasthefactthattheydidnothavetowaitathomeforthe deliveryman,butjustkeeptheirnormalroutinesandpickuptheirgoodsastheycamebackfromwork. Nonetheless they did not show much interest in the idea of buying groceries online, as they perceive that the products they get might not be as fresh as what they can select for themselves at the local supermarket. This can be seen as a lack of trust in a system which is unknown to them and is actually one (if not the most) important concern that users might have (this is actually one of the first things mentioned in the frequently asked questions of Albert.nl) and one in which the marketing department of this venture must focus their efforts in order to show the public that the fear of online groceries not beingfreshisunfounded.

CompetitorAnalysis ProductFormCompetition The first level of the competition for this project is at the product or service form. This competition pursuesthesamemarketsegmentandtheservicesofferedhavesimilarfeaturesandvalues.Themarket segmentforthiscompetitionlevelisegroceryconsumersthatpotentiallyusingParkandRidesystemto commute between their residence and working place daily. The services offered is the egrocery Micro DeliverySystemusingspeciallydesigneddeliverybox,andmodules. Weconcludeforthislevelofcompetitionwedonothaveyetanycompetitor. 9 Berning,C.,etal.,EGrocery:WhoistheIdealConsumer?,AEDE,OhioStateUniversity,April2004

Intheotherwordwearethepioneerandbeingfirsttobeinthemarket ProductCategoryCompetition Thesecondlevelofthecompetitionisthecompetitioninproductcategorylevel. Theproductcategorylevelofthisbusinessisegroceryhomedeliverybusinesscategory WecanidentifyseveralimportantplayersinthebusinesscategoryinTheNetherlandsasfollowings: Albert Who Albert.ThedeliveryserviceofAlbertHeijn,EtosenGall&Gall.

Where ThewholeRandstad,abigpartofNoordBrabantandGelderland.Albertdeliverstothekitchen. What Albert try to supply a wide range of products from the stores mentioned above. This includes vegetables,fruitsandfrozengoods. Before you can order, you have to subscribe to the site, to specify a delivery address. Before you can shop you have to pick a delivery moment. By entering the number of your AH bonus card, you canbenefitfromthespecialoffers. Floorprice4,95toceilingprice9,95,dependingthedeliverymoment.

How Cost

Schlecker Who Schlecker.Deliveyserviceofmainlydrugstoreitemsandnonfood. Where WholeoftheNetherlands,deliveryatthedoor. Theonlineassortmentisnotthesameasthatofthestore.Onlinetheyonlysellnonfoodproducts, What such as tooth paste and toilet paper. There are no fresh, cooled or frozen products in the assortment. How Cost Youhavetosubscribetothesiteandmakealistofproductsyouorderregularly.Thegrocerieswill bedeliveredafteradayortwo. There is no delivery charge, but there is a minimum spending of 15 and with the first order a maximumof75,thelastoneisnotinorderifyouuseacreditcard.

Plussupermarkten.nl At 33 establishments of Plus you can order online and your groceries will be delivered at home. Who These are initiatives of independant entrepeneurs, who have an individual webstore, with an individualdeliveryregion,assortmentandpolicy,linkedtothissite. Almelo, Almere, Berg en Terblijt, Brunssum, De Meern, Mierlo, Overloon, Deventer (2x), Putten, Roermond, Roosendaal, Rotterdam, Rozenburg, Rucphen, Schijndel, Tegelen, Veendam, Venlo, Where Venray, Vierlingsbeek, Voerendaal, Voorhout, Waddinxveen, Winterswijk (2x), Ermelo, Harmelen, Heeten,Hillegom,Klarenbeek,LelystadenMaastricht. SuperdeBoer Who Where A number of independant entrepeneurs of Super de Boer establishments also offer the opportunityofonlineorderingandhomedelivery Acoupleofindependantentrepeneur,includingSuperdeBoerZanen.

Coop Who SevenestablishmentsofCoopparticipateatwww.cooponline.nl.

Where DenBosch,Lekkerkerk,Nieuwveen,Rijsenhout,Terwolde,WijchenenZeewolde. What Allproductoftheestablishment,whereyouorder. How Cost Spar

Who AnumberindependententrepeneuroftheSparofferanonlneservice.

Yousubscribeandmakeashoppinglist. U can collect your groceries at the suppermarket for 2,95 or they can be delivered at home for 4,95.

Where Thereareseveralindependententrepeneurswhoofferthisservice,suchastheSparonTexel.

GenericCompetition For the third level Generic competition is defined as the product or service competitors fulfilling the same costumer needs. Our customer specific needs in our case can be defined as the convenience derivedfromonlineshoppingandhomedeliveryservices. The potential competitors for our business are all kind of online shopping business (ecommerce) that offering package home delivery services and / or those third party companies that providing home deliveryservicesforanykindofproductsofferedthroughinternet. Several competitors identified in this level are such as Amazon.com, ebay.com, TNT home delivery, FedExhomedelivery,etc. BudgetCompetition The outer level of the competition set is the budget competition that gives the broadest view of competition. This level can be defined as all products andservices that competing for the same amount ofmoneytoformamarket. We can define this level as the competition of other kind of conventional shopping experience, other than ebusiness or ecommerce category. All kind of traditional retailer that offering conventional way ofshoppingcanbeincludedinthislevelofcompetition TheCompetitionTransitionfromPreviousBusinesstoNewBusiness Byimplementingthisnewbusinessasapioneerintonewcategoryofbusinessandnewemergedmarket of Park and Ride users, currently Combi group is moving from the previous business competition set10, intonewlevelofcompetitionset.Thisisgoodtobeseenasproductlineextensionthatisappropriateto diversifyCompanyscurrentproductportfolio

10 as we have described from the competition analysis in the first part of our project report ( report1:fromAtogreen:afuturevisionofcoahworks,chapter2.4:CompetitorAnalysis)

d. BusinessStructure
Stakeholdersanalysis Changesintechnologyandproductsandservicesstrategy ThisnewbusinessmodelofMicroDeliverySystemwillincludeseveralorganizationsasitsstakeholders. Thestakeholdersandtheirinterrelationshipcanbedescribedasfollowings FirstisCombigroepCarrosseriewhowillbetheinitiatoroftheproject. Thecompanyisresponsibletoproducethetruckbedsandplatformforthesystem Together with a fleet management company Combigroep Carrosserie can develop a partnership to manageaMicroDeliverySystemBusinessforanegrocerybusinesssuchasAlbertasanexample. The possibilities of business relationship between these three organizations can be either direct / indirect clientsupplier relationship or can also be a mutual partnership between these three organizationstoformanewManagementEntityfortheMicroDeliverysystem. Theotherimportantpartiesherearethesupplierofgmodulesandsupplierforgboxthatmadeoutside CombigroepCarrosserieorganization.

d. Newproductandservices
Inordertoexplainthenewsystemandthenewproductinvolves,theteamdecidedtouseabasiclistof whquestions,toanswerallthedetailsofthem. Whatis? The Micro Delivery System (MDS) is a new kind of business for Combigroep Carrosserie in order to extend its potential market following the regulations and trends about transportation and logistics in theEuropeanUnion. It is anew perspective for Combigroep Carrosserie to work with (and in)different businesslikenightdeliveryservices,eshoppingorintegrateddeliveries. The basic idea is to divide the big box on the top of the truck in Micro Delivery Modules to increase the efficiency and effectiveness of the distribution of goods in cities, decreasing the amount of kilometers per route. The Micro Delivery Modules can be detachable to be loaded in the Delivery Centers (business) andto beunloaded and(or)used in thedifferent contexts(users, which could be business or consumer)

Componentsofthesystem(forthecasestudyegrocery):

gcombie
The gcombi is a platform with gmodules, the platform has a system with winches, locking mechanism andrails.

gmodule
The gmodules are containers with empty space to organize different kind of goods. For the case study this container has a system of panels that provide room for the gboxes with a locker system, a card reader(toactivatethelocksystem)andapodiumwithwheels.Thegmoduleworksasadispenserofg boxesintheP+R.

gbox
The gbox is a plastic box to carry groceries (35cm x 35cm x 50cm) to deliver goods in P+R. It is only for thecasestudy.

 Where? The project can be applicable in Dutch cities during the first step (short term), then in European cities (mediumandlargeterm).FormoreexplanationthereadercangotothesectionMarketingstrategy. When? The team divided the strategy in three different terms, in order to achieve the goal to penetrate the market. The goal for the short term is apply the concept in a study case (e.g. Albert) in Netherlands, for the medium term the ideal situation is increase the effect of the project to other possible clients including other products (e.g. Amazon, UPS, etc). in the end the system should be incorporated as a integrallogisticsystem.

Who? Gotothestakeholderanalysis. Why? GototheSustainabilityandinnovationchapter. How? GototheBusinessstructure.

CostStructure+price(projectcostandproductcost) Thedirectcostsbasedonthematerialsusedfortheproductareasfollowing; Truckbed1396,15 Module391,85 Withthesenumbersthetotalcostsandthepricewerecalculatedforanentirepackageconsistingofone truckbedwithfourmodules; directcosts indirectcosts logisticsandtransportation labourcosts totalcosts price(25%utility) price(35%utility) price(45%utility) 2963,60 20% 3% 1440 5103,00 6378,70 6889,00 7399,30

e. Marketingstrategy
For the marketing strategy the team incorporates three steps to implement the product and penetrate themarket.Inthenextgraphicispossiblecheckthestrategyinthethreeterms. Product Price Place Promotion Shortterm R&Dofthesystem Tentativeprice: 63007400 TheNetherlands B2B Launchforthecase study:egroceries(RAI) Firstcontactwith stakeholders(RAI) Mediumterm Applicationofthesystem inacasestudy Incrementsaccordingo thecasestudy. Europe Longterm Fullimplementation Economyofscaleandincrease utility. ExtendedEurope(EU) B2B&B2C Integrallogisticsystem

B2B&B2C Marketingtofindother actors(stakeholders) Extendtheconceptto othereshoppingcases Firstadvertisingcampaign toextendtheconceptin thefinalusersmind ExpectedRisk Thepotentialmarketis Copiesfromcompetitor notreadyforthe change Bethepioneeris expensiveandhasa highrisk

Extensive useoftheproduct, thecompetitionwillbebased onpriceandservices

SustainabilityandInnovation
f. gCombiandCradletoCradle
The concept product presented in this report is based in radical innovation. Along the last semester the team intended to provide Combigroep a refreshing view over the national transportation system. The delivery services were elected to be the main focus on a project that involves both: innovation and sustainability. gCombi was designed within a Design for Disassembly approach (DfDA), integrating a new concept of goods transportation service, based on a case study. So a new business is suggested on which service and product, together, aim at the sustainable best environmental performance within a usercentred approachinwhichbothmergewithhefinalusersroutine. New logistics and product requirements are presented, focusing on the DfDA so that the company benefitsofapremierepositionontheEuropesgovernmentalinitiativesfortheenvironment. In what concerns the Cradle to Cradle (C2C) principles some topics should be cleared out, as they are a significantinfluenceonthechoicesmadeforthedesignofgCombi. Design for Disassembly and standardization: The parts separation is a very important process in the sense of simplifying and reducing the time on manufacturing and disassembly processes, and thus facilitatingtheoptimaldisposalofdifferentcomponents. Priority given to materials: Regarding the C2C focus on reuse of materials, either for the biosphere (recycling)orthetechnosphere(reuse),theoptimizationofmaterialuseisveryimportant.Thismeans thatthelessmaterialdiversitytheeasierandmorebeneficialtherecyclingbecomes. A TakeBack system should be considered by the company if the C2C is to be followed by rule. The control of the disposal of products brings not only environment gain but also economic profit. The recycling plants are to be taken as stakeholders and the reuse of material from products in the endof lifecanbeoptimizedthroughthedesign.

g. LifeCycleAnalysis
ThegoaloftheLifeCycleAnalysisistobeabletobalancethedesignedsysteminthemostefficientway, intermsofenvironmentalgain,costsandproductrequirements. The normal analysis process suffered some changes derived from the concept development and the teamsplanning.Itwasntdoneinthebeginningoftheprocessbutratherasanevaluationtool. With the help of the data bases: CES2008 (Cambridge Engineering Selector) and IdeMat2003; and some literature research it was possible to document a deep reflection on the choice of materials, processes and disposal solutions. After that, the tool: EcoIndicator 99, Manual for Designers; provided the input for an analysis of the Combi G and respective comparison with Combi 3000 in terms of environmental benefits. For the fact that this is a very complex product there were several limitations in terms of specific information and calculations. Since a profound and comprehensive force analysis would be too prolonged and out of the teams scope of action, estimations were frequently done to achieve conclusionseitherbycomparisonofsimilarcasesorbyroughdimensioningofparts. The most important message the LCA aims at is the disclosure of which issues are more attention demanding in the truck carroceries and what exactly are the problems that should concern the implementationofanewproduct.

In order to justify the construction choices and the material selection, the system was divided in three parts that make it clear for the most important considerations on the 1st phase of the concept engineering: Firsttheload/unloadsystemwasdiscussedfollowingaspecificcriteria. Then, the truck bed that includes two different structure profiles, a locking system for the modules and asextracomponents:awinch,aconveyorrollerandaramp. Second, the module, repeated four times, that includes side and back panels, a door, the roof and the floorpanels,twodifferentstructureprofiletypesandfinallyfourwheels. The following subtopics document the considerations taken by the team throughout the development of the concept. No extended calculations are presented since it is very complex and time consuming to make it reliable. Force analysis calculations are more appropriate to do, in this case, on an engineering phase related to the prototype, by experienced professionals from the field. The decision making was done over estimations and assumptions, supported by the deep research on materials and production technologies. Simple graphics are punctually shown in order to visualize the force analysis taken in account. Next a list of options and reflection on materials and processes is summarized (with frequent referencing to the respective appendixes), followed by an objective comparison on environmental impactbetweenthecompletenewconceptandthemodelCombi3000.

h. Systemdivision
Dimensions The principle of this concept is based on the division of the Combi3000 total volume in different modules, differing for the possible applicationsanduserinterfacesamongstothers: DiverseecommerceatP+Rsitesornightdelivery. In order to present this flexible solution the volume was divided in four equal sections, destined to the egroceries business of a specific casestudy. Thefunctionaldimensionsofeachmoduleare: 1890width,1080length,2200height;fromwhich the volume is 4,45m3 with an estimated empty weightof700Kg.

LoadandUnloadfunction ThedesignofthegCombiimpliestheincorporationofafeaturetocomplywiththeload/unload function.Thesolutionswereevaluatedonthefollowingcriteria:

Thesystem:TruckbedandModule Truck bed Extra Module Component Transversalprofile Lateralstructure Coatings Lockingsystem Winch Roll Ramp Joints Sideandbackpanels Roof Floor Door Appendix 1.1 Function/requisites Material

Stiffness,Fatiguestrength Tensilestrength Anticorrosion,recyclability Tensilestrength 1.2

1.3

Panelfinishing Profiles Wheels

Aluminium Aluminium ZincAl. GalvanizedSteel Capacity,weight,cost Easydisassembly Lightandcapacity Aluminium NoChromium Galvanized forgedsteel Tensilestrength,weight PVC Selfsupporting,translucent PVC Tensilestrength,weight Bamstrand Easy disassemble, same PVC and materialaspanels galvanized hinges +latch Recyclability Bioadhesive Stiffness,weight Aluminium Capacity,easydisassembly

There were two moments of this evaluation where more doubts came up. One was related to the comparison between aluminium and steel. The other was related to the definition of the side and back panelsofthemodule. Concerning the first, there is apparently no formula to solve this question. Nowadays several actors of the automotive industry try to implement aluminium as the solution for light weight vehicles that consume less energy. On the case of Combigroep this question isnt so relevant because the categories to which Combi2000 and Combi3000 belong are not weight restricted. However, due to the difference of densities, these materials have a considerable impact on the weight of the vehicle, and this affects, notonlythefuelconsumption,butthefunctioningofthesystemitself. The understanding of the issues that are most influential on the system was provided, on a later stage than the concept design, with the Ecopoints analysis. A clear relation exists between the weight of the materials, their load capacities and the conditions involved in their production and recycling. While aluminium represents the best light weight solution, it has its cost associated. Whereas steel provides the required behaviour on heavy loads, aluminium might not correspond with enough strength and durability. The amount of a certain material is reflected on the proportions, positive or negative, of the correspondent points and this might not always be adequate to consider. So after some discussion the teamagreedonchoosingforanintegralframe(truckbed)ofaluminium. Aluminium profiles can be produce with enriched properties, in several shapes that are favourable for DfD. The use of the same materials (for the frame profiles) will also not originate accelerated corrosion problems,whichcouldaffectitsdurabilityandqualityperception.Thecontrolofitsdisposalisthemost important matter to attend. The first extraction (of primary aluminium) should not be disregarded and thus,controlandtakebackmaterialareconvenientopportunitiesthataluminiumoffers. (seeAppendix:Productdescription,Truckbed,Transversalprofiles)

The second dilemma was related with thechoiceof material for the modules panels,between PVCand aluminium. PVC has been very badly recognized amongst other plastics, but in fact, all the information found drove the team to accept it as the most reasonable choice (between polymers) because of its priceandmechanicalproperties. (seeAppendix:Productdescription,Modulecomponents,Panels,sideandback) The fact is that, when compared with aluminium sheets, which are heavier and more expensive, the environmental impact is revealed to be higher. Once again this represents a constrain to the decision. The fact that gCombi has different functions than common delivery trucks, implies a consideration of newfactors.Appearanceandweatherresistanceseemedtobesignificativefeaturesandwithitcoatings and textures need to be taken in account. Also comparable examples were investigated such as containersformilitaryorwastedisposaluse. Asaresultoftheresearchsomeoptionswerechosenaspotentialsolutions: PVCcompressedmouldedsheetsjointedwithaluminiumprofiles; Aluminiumcompressedmouldedsheetsjointswithaluminiumprofiles; Vacuummouldedaluminiumsheetsthataremodularanddispensetheverticalandtopprofiles. RotomouldedonepiececontainerinPVC;

From these choices the latter two, which had the strongest innovative character, were set aside due to the priority given (after a meeting with the company) to the adaptability of the proposed concept and theCombi3000. The choice was left to be made accordingly to the ecopoints analysis results that revealed, as they did previously for the steelaluminium case, the necessity for equilibrium between weight and environmental impact. So after some struggle with numbers, PVC was the final choice for the light weight property, the aesthetics and weather resistance, and the larger scope of moulding shapes (that should replace the aluminium rail inserts inside). For this advantages, and considering the discussion in the appendix 1, Product description, Trasversal profiles, Final choice; aluminium was considered an inferiorchoice. ComparisonbetweenCombisanalysis The table used for the comparison of the new concept,gCombi, and theCombi3000 can be seen in the appendixMaterials,Ecopointsanalysis. The Combi3000 was used as reference because its the latest developed model. This comparison was possible thanks to the virtual model made, from where the weights of each component were consulted and the information available on the website of the Combigroep. These values helped the team to understand the most influential components of the system in terms of environmental impact. In fact, the ecopoints analysis demonstrated, first of all, that the comparison is not entirely efficient, being both products of such different character. But above all it made clear the necessity of rethinking the structure of gCombis module for a weight and material recycling optimization. It was concluded that the designed structure of the module projected for easy disassembly and modularity was not the most efficient in terms of material optimization and weight reduction. The suggestion presented used no profiles but modular panels thatare attached to each other onplanesurfacesas well as corners. For the development of this last proposal a whole new project should be planned. Finally, and on what Combi3000 and the eventual merging of concepts concerns, opportunities of improvement in disposal control and material choice can also be seen by the choices presented on the gmodel and the three differentscenarios.

Conclusionsandrecommendations The study here presented summarizes a very consistent learning process and should be used as guidelinesforfurthercontactwithspecialists. Several factors influence the environmental behaviour of a certain component. The ecopoints should beusedasareferencetabletokeepinmindthatforeachmaterialscompositiontherealternativeswith betterorworseinfluenceonmanufacturingorrecyclingprocesses. AproperLCAshouldtakelongtodo.Everycomponentshouldbeevaluatedintermsofitsfunctionand requirementssothatawellreasonedchoicecanleadtosignificantenvironmentgain. The use of less materials diversity improves the disassembly process, disposal conditions and adds value to the environmental gain resumed in the ecopoints study for what it should be seen as a priority. In order to meet the C2C principles or more environmental initiatives the Combigroep is advised to consideratakebacksystemfromwhichthecontrolofmaterialsdisposalismadeeasier. Considering the suggestion made in the chapter Business structure: Stakeholders Analysis, a new partnership, on which the Combigroep is responsible for the platform design and construction, it is importanttotakeinaccountinthefinaldesign,theflexibilityneededfordifferentvehiclemodels. A virtual test to the designed structures should be performed in order to prove their capacity and shaperequirements. The prototype was considered an inefficient tool for this phase of the project since this concept is complex and involves several other studies beforehand. Besides, it wouldnt be possible to test the working principle of the modules since the proposed modular profiles be time and cost consuming to produce.Itwasconsideredthatvirtualtoolsreplaceefficientlythisexperiment. A test plan of the case study interaction and public adherence was replaced by a structured business plan that documents the motivations and guidelines for further investigation. A more personal approachtopotentialclientsisrequiredinordertogetinsightsontheconceptspotential. The LCA/Ecopoints exercises gave a considerable input on the project. It was the choice of the team thatitshouldbedone,notforconceptualizingbutforevaluation.Forthenextprojectphasethisshould be done initially in order to have the materials and respective disposal planned beforehand, avoiding latercontradictionsandunexpectedproblems.

Conclusions
ProductDesign
Theproductisdividedinto conceptual&business technicallevel

Itwasdecidednottodeveloptheentireconceptintodetailbecauseitwouldnotbepossiblewithinthe given time frame. Developing the loading and unloading of the modules was considered to be most interesting for Combigroep. The company was also interested in further development of the modular constructionofthecontainersthatwasoneoftheconceptsfromtheconceptphase. Wefocusedonconstruction; Use; Designingittobeeasytoassembleanddisassemble Makingitpossibletoseparateandrecycleallmaterialsthatareused Choosingthematerialsthathavethebestecovalues,beingeither recyclable,renewable,biodegradable,etc loadingandunloadingofmodules

The truck should be able to drop of a gmodule and pick one up within the same trip. For this scenario loading the modules from the side is most effective. After considering a crane, a forklift and winches, the best solution was to use remote controlled winches combined with a deplacable ramp. The ramp is kept underneath the truckbed. The modules are kept in place with a manual locking system, that locks the four modules separately. Roll conveyers are attached at the right side of the carrosserie to roll the modulesovertheedge. (Detailedexplanationoflockingsystemandwinchessystemcanbefoundintheappendix) One truckdriver should be able to operate the entire system. In order for him to unload one module he hastoplacetherampinfrontofthemodule,releasethelockingsystem,taketheremotecontrolofthe

winch in the hand, pull the module in the direction of the ramp and guide it down with the help of the winch. To load a module, the force of the winch can be used to pull it up. The winch pulls the module furthest totheleftsoitisintherightplacetobelockedwiththelockingsystem. Sustainability

Designfordisassembly
In order to be able to recycle the materials they must be easy to separate from each other. After studying the current products of Combigroep we realized that Combigroep does not have any responsibility for the product after theyve delivered it to the customer. While building the carrosserie theydo not consider its endof life at all. For this reasonmost parts are glued or welded together and it wouldbeverydifficulttorecapturethesematerialsforrecycling. Inordertoimprovetherecyclability,thefocusofourproductlieson design for disassembly. This is done by finding alternatives for definiteconnectionslikeusingadhesivesorwelding. Adhesivesandscrewshavebeenreplacedbyphysicalconnections; The upper profiles of the module are designed in a way that they can be shoved into each other before they are connected by nuts and bolts. The grooves in these profiles hold the panels in place withoutusingextraformsofconnections. Theroofpaneliscorrugatedtomakeitselfsupportive.Thereisno extrastructurenecessaryanymoretosupporttheroof

Materialchoice

Materials that preserve their quality after recycling are preferred. Both steel and aluminium can in principle be recycled infinitely without degrading under the condition that alloys are being separated and no toxic coatings are added. So for the construction of the frame steel and aluminum were used, dependentontheotherrequirements Materials need to be used that do not need a harmful coatings to give it the right properties. PVC was chosen over aluminium as the most appropriate material for the panels because aluminium has to be coated before it can withstand the outdoor environment. Because there was no good solution for coatingitinanecofriendlyway,PVCturnedouttobethebetterchoice.

Energyefficiency
The system itself focuses on energy efficiency by reducing the amount of kilometers that need to be driventodeliverallpackages.Withintheproducttheonlymeasurementtoattainenergyefficiencywas tokeepitlightweightbyusingaluminiuminsteadofsteelinallpossiblecases.

Efficiency&Effectiveness

Designforassembly
The efficiency of the assembly of the body work was improvedwithseveraldifferentmeans; To improve the assembly line a modular construction can be beneficial. Within the new design the amount of different parts has been reduced drastically. The module containsthreedifferenttypesofprofiles.Thetruckbedalsocontainsthree types of profiles. The different types are shown within the pictures in different colors. The profiles can be cut to size so the system is just as customizableasthecombi3000. The physical connections between parts, that were explained earlier, decreasedtheamountofdrillingascrewingthathastobedone. Both the truck bed and the module contain profiles with integrated grooves, in which bolts can be placed. This construction makes it unnecessarytodrillholesbeforeconnectingthenutsandbolts. Innovation In this chapter the technical product development is discussed. In this context it is more suitable to use the conventional definition of innovation being; the introduction of a new good, which could also includeanewmethodofproduction. The method of production of the module is innovative because it is much more modular than current bodyworks.Theamountofdifferentpartshasdecreasedwhilemaintainingcustomizability. The loading and unloading system is innovative because loading from the side has not yet been introduced inexisting products within themarket. Also the use of a ramp and winches is a solution that hasnotyetbeenusedbefore.Howeveruserresearchwithaworkingprototypehastobedonebeforeit canbestatedwhetherornotthisisagoodinnovation.

BusinessStrategyandOrientation
Being as an initiator of this new business model gives opportunity for Combiegroup to be a pioneer in theimplementationofsustainabletransportationandlogisticsysteminEuropeanUnion Be the first in the market always gives advantage to create first the market share, and therefore grow fasterthanthefollowercompetitorwhenthisbusinesscategorywillreachitsmaturitycycle This new business model will ad new product services portfolio for Combigroep that means the companycontinuouslyextenditsmarketpotential The alternative business partnership model within stakeholders also gives flexibility for Combigroep to form other nonexclusive business relationship with other potential egrocers to expand their business inthefuture

BrandingStrategy In term of brand strategy, the implementation of this new system gives an excellent impact for CombigroepCarrosserietoberecognizedas An innovative company, that the company is always being one step ahead of its competitor in term of business and technology innovation and always adapt with trends and changes, and creatively finding solutionsforabetter,sustainabletransportation/logisticdistributionsystem Sustainable brand : Green / Environmentallyaware company, that company can be recognized through its product and services that consistently support sustainable transportation / logistic distribution system and policies, and recognizable as the company that continuously lowering environmentalload/impactsthroughtheirinnovativeproducts

Sustainability Acording to our analysis, the product requires more construction compared to standard regular Combi, it means the product actually is not lightweight. But fuel efficiency can be achieved from the implementationofthemicrodeliverysystem Materialrecyclability,theproductisusingmaterialsthosearewellrecyclable:SteelAluminumanddoes notusetoxicadhesivesandcoatings From Life Cycle Analysis, we can conclude the using of recycled aluminum and PVC will increase its eco indicator. Design for Disassembly: the materials used for the products can be separated to be recycled after use. Definite connections are replaced with detachable ones, and do not use adhesive nuts and bolts. The designisreducingtheamountofdifferentmaterialstomakeiteasierforrecyclinglogisticsintheendof lifeoftheproduct.

SystemVision
Thetablebelowshowstheaspectsofthemarketingstrategyoverthreedifferentterms. Place Promotion Short term TheNetherlands B2B Launchforthecase study:egroceries(RAI) Firstcontactwith stakeholders(RAI) Mediumterm Europe Longterm ExtendedEurope(EU) B2B&B2C Integrallogisticsystem

B2B&B2C Marketingtofindother actors(stakeholders) Extendtheconceptto othereshoppingcases Firstadvertisingcampaign toextendtheconceptin thefinalusersmind ExpectedRisk Thepotentialmarketis Copiesfromcompetitor notreadyforthe change Bethepioneeris expensiveandhasa highrisk

Extensiveuseoftheproduct, thecompetitionwillbebased onpriceandservices

 Innovation The system is innovative as it makes use of current trends in the European Union (increase of online shoppingandCivitasprogramme)todevelopanewservicethatreachesitspurposeofeasypersonalized delivery, without exerting extra pressure on the road infrastructure and without breaking the customerscurrentroutine. The fact that the modules are detachable, also represent an increase in efficiency as while some modulesarebeingfilledup,thetruckcanbeontheroaddeliveringothermodules. Sustainability Thesystemisseenasanimprovementofsustainabilityonmanyfronts.Duetothefactthatthemodules are detachable and they become a direct channel for the recollection of recycling material, the delivery trucks never ride empty since the modules are always full (either with groceries or recycling material), and because they only have to make a specific route every time and making a delivery for a large amount of people in a single place, they spend less time on the road than if they were making door to doordeliveries. ThefactthatgoodsaredeliveredtotheParkandRides,alsomeansthatprivatecarswillnotbeusedby theuserstodrivetothesupermarket,meaningofcourse,lessemissionsfromtheirpart.This,combined with the having the trucksdeliver the goods outside of the rushhours means a more optimal use of the roadinfrastructureandlesscongestion.

Recommendations

The graphic shows a timeline of the actions that we recommend Combigroep to take after our final meeting.Thetimelineisdividedintoabusinessstrategylineandaproductdevelopmentline. In the first year Combigroep should focus on creating interest for the product by contacting potential clients.CompanieslikeAlbert,BolandUPSmightbegoodtoaddress.Anotherwayofcreatinginterestis using stands at transport fares. The movies that are made during this project can be shown at the transportRAIinOctober2009andatotherfares.Othermaterialssuchasflyerscanalsobeusefulduring these promotional activities. A scale model of the gcombi, gmodule and gbox should be produced in ordertomaketheentireproductvisible. If there is enough interest, combigroep should continue with further development of the product. Extensive strength calculations need to be made. A real size prototype needs to be manufactured in order to test the loading and unloading with an operator. The system itself needs to be tested with users.Theproductneedstobecompletelydevelopeduptothelevelofproduction. In about two years from now the product could be ready for production. At this time combigroep can run a pilot session in cooperation with a client. The pilot session can take place at a few selected park andrides. The pilot session can be used for two things; To check the operation of the gcombi, gmodules and g boxes.Ifnecessaryalterationstothedesigncanbemade.Alsotocheckthedemandforthesystem.Ifall goeswell,moregcombiscanbeproducedandimplementedatmoreparkanridesintheNetherlands.

References
Cambridge University Press. (n.d.). Cambridge Dictionary. Retrieved November 2008, from http://dictionary.cambridge.org/ Dantin, U. (2005, 10 11). Application of personas in user interface design for educational software. In ACM International Conference Proceeding Series. Retrieved from Vol 106, p239 247: http://crpit.com/confpapers/CRPITV42Dantin.pdf Graziano,A.M.,&Raulin,M.L.(2007).ResearchMethods.Aprocessofinquiry.Boston:AllinandBacon. Hesse, M. a.P. (2004). "The Transport Geography of Logistics and Freight Distribution. Journal of TransportGeography,Vol.12,No.3,171184. JanStappers,P.(2007).ContextandConceptualization.,(p.8).Delft. Karhof,K.V.(2008,September19).Startingmeeting.(m.T,Interviewer) Lloyd, P., Hekker, P., & van Dijk, M. (2006). VISION IN PRODUCT DESIGN [ ViP ]. VISION IN PRODUCT DESIGN[ViPversion2].Delft,Netherlands. Tassoul,M.(2006).CreativeFacilitationaDelftApproach.Delft:VSSD. Wikipedia.(n.d.).RetrievedNovember2008,fromhttp://en.wikipedia.org/wiki/Roleplaying OUTLINESOFASUSTAINABLEMETALSINDUSTRY ArnimvonGleich,UniversityofBremen. www.springerlink.com/content/j65578m04215150v/fulltext.pdf LIMITSOFMETALRECYCLING GeorgRombach,IMEProcessMetallurgyandMetalRecycling,RWTHAachen www.springerlink.com/content/t101805h847r2125/fulltext.pdf Volvo, no date, Volvo LCP 2000 Light Component Project: An international study for advanced technology,design,andmaterialsdevelopment. www.valuecreatedreview.com/ PDFs: www.seas.columbia.edu/earth/papers/aree98.pdf http://minerals.er.usgs.gov/minerals/pubs/commodity/recycle/recymyb01.pdf

6. Appendixes 1. Product description 1.1 The truck bed

- Profile to connect platform to chassis - Transversal profiles to support modules - Lateral structure - Coatings - Locking system

1.2 Extra components

- Winch - Roll conveyor - Ramp - Joints and other components

1.3 Module components

- Panels Side and back Roof Floor Door - Panel finishing - Profiles - Wheels

2. Materials 2.1 Eco-points analysis 2.2 CES2008 graphics 2.3 Bio-polymers 3. Disassembly design

1. Product description 1.1 The truck bed

Profile to connect the platform to the chassis The aluminium profile currently in use was maintained because it is already homologated and it allows the adaptability to all chassis. As the construction of the MyTCombi is generally similar to the Combi3000, it is assumed that its properties are also adequate. Transversal profiles to support modules On the current products structure these analogue profiles are made out of steel (in the case of the Combi Plywood model) or aluminium (in the case of Combi3000) and are used for supporting carrosseries floor. These were re-arranged in order to serve the same structuring function and also for the modules to slide over them. It was necessary to redraw the profile by adding a rail shape along the height of the profile. Since every module was designed with its own floor platform it was decided to remove the plywood flooring from the original structure, as its functional/protective purpose isnt justified anymore. This profile has two different functions: structural and linear guidance. As for the structural part the profiles carry the load weight of the module. Each of them contains holes destined to the locking system of each module. The most important engineering requirements to consider for this feature are: Stiffness There are two profiles for each module, thus eight in total. The riskier scenario for this component is at the moment when the module is still on the structure. When a module is moving out or up the weight acting on the profiles is reduced to half because only one wheel is in contact with the profile. Estimating that the module is 700kg one can say that each profile of one module needs to hold 350 or 175kg per wheel. The design decision to optimize this system and avoid the bending of the profile was positioning the two wheels at the largest distance from each other so that the weight of the module is distributed the furthest from the centre (most responsive point to bend forces). Also, according to their location, the wheels are still able to touch the ground when the module is positioned at any angle. Materials fatigue As this profile has the additional function of rail it is extremely important to consider the softness of the respective material and its fatigue strength for heavy loads. It was estimated that the life expectancy of this system is 10 years. According to the case study example each Combi delivers one container at a P&R, so four containers at 4 P&R. Assuming that the same truck repeats the same cycle four times a day (in total 16 P&Rs) during 260 business days in a year, each pair of rails has to support around 4160 loading and unloading movements. In the time of 10 years that means a total of 41.600 movements. With these considerations in account two possibilities for material were analyzed: Recycled aluminium and Steel. It is essential to underline the importance of using recycled aluminium, even in general terms. This material has the advantage of being 100% and indefinitely recycled, not loosing its properties quality. Besides, it saves about 95% of the energy used in the production of the pure aluminium and its more economic. Aluminium extrusion provides several advantages in comparison to the available technologies of machining steel sheet (steel extrusion was not considered for it is only available for very simple profiles and its too expensive). It is also faster and cheaper to manufacture and it ultimately will provide a lighter structure.

The disadvantage of this material though hits remarkably on the engineering requirements referred above. Aluminium is very ductile and thus flexible. The estimation can be made: Regarding that the aluminiums fatigue strength is approximately 599,8MPa at 10*7 cycles and its elastic limit is around twice the times of fatigues strength, its possible to establish a concrete requirement for the aluminium profile on which it should be designed to hold a strain of 600MPa. The life cycle of 10*7 is such a higher potency in relation with 41,600 cycles that this value can be taken as high tolerance to elastic deformation. Considering, besides the low frequency of use, that this is a system that requires no high precision and deals with bulky loads, it is indeed possible to assume aluminium as a viable material. However detailed calculations should be made further on, in parallel with the environmental analysis that was done. Steel has a high tensile strength and a better fatigue performance (normalized steel, not tempered, has more than half of the fatigue strength that aluminium) but the manufacture process is more expensive, due to human labour. Both are recyclable, steel is separable because of magnetism, aluminium is 100%. Final choice Aluminium Steel + + + + + Dependent on interpretation

Mechanical properties Material cost Manufacturing cost Weight Appearance/User perception Eco-factors

After evaluating the two choices available for the material of these profiles the team concluded that: - Steel, although presenting the best mechanical properties, has a significant weight due to its density (three times higher than aluminiums) that is very inadequate to the teams purpose. - Aluminium is chosen because it, not only saves around 100kg on the total weight, but has also a higher benefit on environmental points. For this specific case, the argument of environmental gain can be questioned. The fact is that the calculation of environmental points is not the most adequate for the support of decisions that involve such different materials. So the benefits of aluminium can be approached on a different manner, in the sense that EI99 rates are not totally fair towards steel. The production of pure aluminium has the value of 780. As it is known, the production of secondary aluminium takes up only 5% of the energy used in primary production, meaning that a value of 60 is then set for the secondary aluminium. This means that 720 (780-60) of the original value is recovered on the recycling process. In parallel, the production of primary steel has the value of 86. From this we conclude that, although there are high benefits in using recycled aluminium, this doesnt mean that the first production of aluminium can be unconsidered. One can say, contradicting the environmental impact results that the general production of steel is less damaging than the aluminium one. However it is necessary to find equilibrium amongst these issues. Two characteristics must be considered: - Weight - EI99 Having chosen PVC for the panels, due to its superior resistance to outdoor environments, price and weight, and causing this a decrease on the environmental gain, aluminium had to be increased on the composition of the structure to balance both characteristics. This structure has to be highly resistant to outdoor harsh environments so a design for draining and effective coatings should be considered. This matter is discussed further on.

Lateral structure profiles These profiles were replaced by a new design of a multifunctional profile, on which several components can be attached. The specific features addressed in this concept are: a winch, a roll conveyor and a ramp. The modules are loaded and unloaded one at a time and the changing forces of the system must be balanced. The engineering requirements for these profiles are: Each profile has to hold half of the total weight of one module and each section of the profiles total length also. The profile should support the momentum implied in the use of the three components. The winch and the roll cause a momentum on the profile that would cause it to turn. The ramp on the other hand causes a vertical force that might force the profile to bend. In order to minimize these problems two less wide profiles were suggested, instead of a larger one. Having now an improved distribution of the components weight, the momentum is reduced and the components are more stable. The roller should be damped with the aim of reducing the pressure on the profile section.

Length

For this case the same options as above were taken in consideration. Since the fatigue of this profile is not the most significant property to the system but rather its weight and cross section, recycled aluminium was chosen as the most adequate material. With aluminium a bigger variety of profiles, and complexity, can be achieved. The extruded profiles make the assembly and disassembly faster because theres no need to drill holes on it for the extra components. Since these profiles are the most exposed surfaces the property of absorbing shocks is also considered an advantage of aluminium against steel. In this manner, it is expected that Combigroep meets more easily the legislated recycling standards, in a very cost efficient way. The lightness of the profiles was not considered the most important requirement because these trucks dont belong to the category restricted on loads. It is a relevant factor though, in terms of the vehicles fuel economy. Aluminium might harm the stability of the system because, although steel corrodes faster, when both are jointed together as a galvanic couple, the mix of corrosion potential is lower than detached steel but higher than aluminiums. So aluminium will corrode very fast.

Coatings There are options for steel and for aluminium that must be considered in terms of cost and environmental impact since they represent the first cause for recycling problems. For steel coatings two options are available that match the requirements above: zinc and aluminium. From these two, Zinc is more often used and advised by specialists. Nowadays an alloy of Zinc-aluminium is experimentally used. Hexavalent chromium, lead, copper, cadmium and polymeric paints should be avoided because, while effective, they have a high impact on the environment. inc coats sacrifice to protect the steel that, being cathodic in relation to the zinc coating, is double protected. Hot-dipped galvanizing can have several thicknesses and protects both inner and outer surfaces, better than any paint. This coating has not CO2 footprint of maintenance because Zinc is selfhealing and of very easy inspection. The presence of a zinc coating on steel does not restrict its recyclability. Galvanized steel is recycled with other steel scrap and Zinc evaporates and is recovered during the process. The environmentally-friendly galvanizing plants are based on closed-loop system. This process includes: low air emissions, full recyclability of zinc and steel and nonexistence of any manufacturing wastes requiring disposal off-site.

Increased attention to life-cycle costing is motivating designers and investors to opt for zinc-coated steel in many traditional and new applications, from construction to automobiles, from electricity distribution poles to safety barriers, from farm gates to skilifts.
Source : www.hdg.org.uk/221_How_Galvanizing_Protects_Steel_Explained.php

As for aluminium coatings some other possibilities were researched but as it seems environment-friendly organic inhibitors are not appropriate for outdoor environments because they degrade too fast. Anodizing is often called the greenest finishing on the field. The main advantages of using anode coatings on aluminium are their safe use and direct recycling possibility. The disadvantage though is that the process releases toxins into the environment. The liquid by-products are recycled and returned to the process.

The other sustainable solution is more recent. Powder coating is a technique analogue to paint that sprays compressed air and non toxic pigments towards a negatively charged part, with use of no solvents. The adhesion happens due to the difference of charges between the part and the spray particles. Afterwards the part should bake in an oven so that the sprayed layer becomes hard. This is a non significant energyspending process. The main disadvantages of this technique are the recycling conditions The coat must be previously removed with abrasive blasting, a possible solution is the organic abrasive and the environmental restrictions of the powder raw materials.

Useful sites about green coatings: www.voestalpine.com/stahl/en/products/steelstrip/steelstrip_organically.html www2.dupont.com/Renewably_Sourced_Materials/en_US/materials.html www.sperecycling.org/ www.akzonobel.com

Locking system of modules The modules need to be locked to the platform for several reasons of road safety. The first concept of this component used the rescaled working principle of the current BCC system: pin-hole connection, remotely controlled. This solution was later found not adequate because it locked each module on only one place and thus, had to be reproduced to many times, what would cause it to be too heavy and complex in terms of disassembly. Also the electronic actuators implied would raise the cost of the system. So a different solution was designed using the same pin-hole principle but this time activated manually with a special wrench. It is composed by a steel bar along the width of the truck with a gear on each end that controls the transversal pin bars to opposite sides and locks the platform to the module. The material choice for this part was made regarding the aluminium vs steel topic. Steel was the material chosen due to the requirements of this mechanical system. The lock will suffer permanently of pressure caused by the weight of the modules over the profiles where the pin is locked. The gears should also be highly resistant to fatigue in order to keep the minimum of precision necessary. An important consideration of this design is that the gears should be protected on a container so that corrosion problems interfere with the working of the pins.

1.2 Extra components

These features were taken as examples to correspond to the needs required by the designed system. They should be tested in properties and amount, whistle a prototype testing, and then reconsidered within the stakeholders involved with the Combigroep. Some were found on international suppliers and others on the Dutch market. The factors that influenced the choice are listed below together with the respective justification. Winch and guides The winch was the elected system, selected from one of several suppliers in the Netherlands. The choice was made regarding the factors: The length of the cable and its power supply, the cost and finally its compactness; Four winches were used, one for each module. This choice was made due to the uncertainty of whether the locking system would be enough security in case of a non flat pavement when loading or unloading. The fact is that this row of winches should be protected from assault and accidents or hidden. For this case the team understood that the choice should be given to Combigroep after a prototype test. In case only one winch is enough, and it is surely more economic, it should be placed under the chassis, either mounted on a sliding system or fixed and used with four winch guides/single pulleys (each aligned with a module and fixed to the lateral profiles).

Roll conveyor Due to the dimensions of the modules and the height of the chassis this element was necessary in order to balance the movement of the module when moving up or down from the chassis. There are several types of roll conveyors on the market that can be purchased either in single units or chains. It is also possible to design a customized solution in order to have a customized assembly and also recycling of materials. The most important characteristics of this component are its price and weight capacity. It is additionally suggested that the roll is damped so it can absorb more effectively the shocks implicit in the load of the modules when loading/unloading. Ramp In order to overcome the distance to the ground a ramp was included in the system because it enriches the product by not being dependent on the infrastructure. The solutions involving the action of municipalities, special concrete installation for instance, would be time and cost consuming. The most efficient solution was to search for an aluminium ramp regarding the following criteria: Light weight, single material for recycling reasons, load capacity and self-guidance. Joints and other components (bolts and nuts, wheels, conveyor roll) The connections between parts chosen were bolt and nut joints in order to avoid the use of glue or adhesives which causes great problems to the disassembly. Generally snap-fit joints are the best option, and the advisable one, but this solution requires specific attention when designing components as profiles and wall panels. The concept presented in this project can and should be improved at a later stage of development. Stainless steel is commonly used in joints with exposure to outside environment and high tensile requirements. This solution isnt advisable for a Cradle-to-Cradle product since the Chromium existing in their composition is highly toxic to the environment. Galvanized forged steel would then be the most appropriate solution for both components since they are magnetized and made out the same material.

Especially in the case of the module composition, and concerning the design for disassembly principles in case of need for bolt-nut connections, holes should be made going completely through the material to which it is attached to something, so that it can later be tapped out instead of unscrewed. Another option is to use moulded-in fasteners made out of the same material so that separation is not needed.
principle of connection Material Connection Frictional Connection Positive Connection

characteristics of connection Static Strength Fatigue Strength Joining Expenditure Guidance Expenditure Detaching Expenditure Destructive Detaching Expenditure Product Recycling Material Recycling

plastic/metal adhesiv e bonding

welding

magnetic connection

Velcro fastener

bolt/ bolt/ nut nut

plastic

spring connection

snap joint

bent-lever connection

1/4-turn fastener

press-turn press-press band with fastener fastener lock

Recyclability good

Detaching Behaviour

Joining Behaviour

Carrying Capacity

average

bad

Recommendations for design for disassembly (www.srl.gatech.edu/education/ME4171/DFR-Improve.ppt) Material choice Avoid regulated and/or restricted materials These often MUST be recycled, whatever the monetary cost of removal is. Use recyclable materials Standardize material types Reduce number of material types Use compatible materials, if different materials are needed. Single material is preferred, however. Eliminate incompatible laminated/non-separable materials. Mechanical separation: Reduce number of materials as much as possible Choose materials with different properties (e.g., magnetic vs non-magnetic; heavy vs light), thus enabling easy separation. Allow for density separation Maintain at least 0.03 specific gravity difference between polymers Isolate polymers with largest mass by density Eliminate incompatible laminated/non-separable materials The separation of staple, glue, press joints or joints made by deformation not only require more specialized equipment, but also embody a higher risk of damaging the component, if it is to be reused. When practical, use fasteners of the same (or compatible) material as the attaching part. If this is not possible for plastic fasteners, use ferrous fasteners or inserts to allow for magnetic separation after shredding. Try to design with minimum screw head types and sizes Cadmium coatings should not be used because of potential health and environmental hazard. Visited webpage for fasteners: www.me.mtu.edu/~jwsuther/erdm/fasteners.pdf

1.3 Module components

In the previous report three concepts were displayed. Two of these concepts caught the interest of Combigroep. The Combi Minimal was one of these concepts. For this reason it was decided to develop the modules according to this concept because it is flexible to be implemented on the regular Combi3000. It is questionable if this choice of materials and production methods is the optimal choice for the module with these smaller dimensions. The current configuration recommendations are given for a more optimal way of construction for smaller sized container. Panels The panels that compose this module have different requirements that influence the decision on material application. Side and back panels These walls, though easily self supported, require a big deal of resistance when it comes to impact suffered from forces created by wind around the moving truck and possible deviations/drops of the load inside. This resistance depends on the thickness of the panel and on its material. Several options were looked at for this problem: Wood, Plastic or Aluminium are materials that can be produced as very light planar surfaces and are recyclable. The usual panels used by Combigroep are very convenient but do not follow the principles of Cradle-to-Cradle and are not efficiently recycled because their composition is a sandwich of different materials. Plastics and aluminium have a better resistance to the environmental conditions, not suffering from changes in dimensions but aluminium should be efficiently coated in order not to have corrosion problems. The advantage of wooden walls is the environmental benefits on extraction and production phase. Compared with aluminium or PVC, it is heavier and earlier degraded. This option was studied through but left out for the final decision. The most important engineering requirements are: impact strength or tensile strength and stiffness (in case of accident or vandalism the content must be protected), weight (due to their dimension the panels weight easily too much) and low reactivity on weather conditions such as water and UV radiation. Eventually the aesthetics will play an important role. The topic Panel finishes this will be discussed. Wood Panels construction requires a smooth surface without flaws so that fast degradation is avoided. The environmental concern within woods resides on questions as the unsustainable logging and the protective coatings that use softeners for the negative out-gassing, toxic urea formaldehyde and other solvent-based finishes. However, the most important consideration for wooden ecodesign is to minimize the quantity of material needed for the task. Therefore particle/fibre boards as MDF represent advantages because they are made mainly of waste or recycled wood fiber. Plywood is commonly named as the least eco-friendly panel but indeed it is less susceptible to degrade, thus longer lasting, because of its high moisture resistance and the highest strength-to-weight ratio of any other panel. Bamboo Bamstrand flooring is a similar product to plywood. Its advantages are related to the high availability of this wood, the established use of eco-friendly compressed adhesives within the production process and also the superior mechanical properties. This last feature is indeed the most valuable in terms of saving costs with the durability of the material. MDF is also made out of bamboo, offering a lighter and recycled solution.

Plastics Amongst these there are important features to consider amongst all the options available: Bioplastics (environmentally friendly), PVC (with adequate and versatile properties) and PET (within this family The current trend on bio-plastics has a strong impact on the social perception of each product. Options as Cellulose Polymers, Polyhydroxyalkanoates (PHA,PHB) or the most common for rigid and hard surfaces Polylactide (PLA) are already developed to a sufficient technical level and they have indeed high environmental benefits. Unfortunately the application for these polymers is limited and they are expensive. The fact that this is a fast degradable solution doesnt meet the requirements of the product and the ratio life cycle-ecologic impact is a more important variable in the sense of longer the products life the lesser its eco-impact. (see Appendix: Materials, CES2008 graphics) The choice between PET family polymers and PVC was done based in the following table: PET 1.87 Euros/m PVC 1.75 Euros/m

Price Mechanical properties Density 1290 1400 Kg/m3 1300 1580 Kg/m3 Stiffness 2757 4136 MPa 2137 4136 MPa Tensile Strength 48 72 MPa 41 65 MPa Optical properties Refractive index 1.54 - 1.56 1.57 1.58 Durability Sunlight UV Good Very good Water Very good Very good Both are flammable but can be converted into self extinguished. Flammability Equal values Equal values Processability Eco properties CO2 footprint - Moulding Less More Regarding the CES database this two values stand very close. CO2 footprint - Recycling Si il ii EI99 - Material 0.43Pt 0.22Pt The values on this table were taken from CES EduPark 2008 and IdeMat2003 databases and are mainly representative and approximate. PVC has several advantages towards other plastics. Although with a very bad reputation it presents a high rate of recyclability (when not mixed with other polymers) recycled PVC takes around 95% less energy to produce than pure - and its properties reveal a long lasting choice80 percent of PVC products have a life expectancy of 15 to 100 years. The price, durability and outer surface protection, and manufacturing are all favourable for the use as one part container. So according to this, the hypothesis is given to re-think the construction of each module and produce it out of only one piece to which only the door has to be attached, although this constrains the use of a translucent ceiling. As for processes, rotational moulding advantages towards vacuum forming are described briefly below.

Advantages of rotational moulding over other plastic moulding processes: www.haywood-rotomoulding.co.uk/benefits.html Economic tooling costs in either fabricated steel, cast aluminium or CNC machined aluminium. Mouldings are a one piece construction, virtually stress free and can be totally enclosed or with openings. Due to the low stress in the moulding parts are stronger and therefore can be made lighter. Wall thickness of the product is even and can be varied via shot weight. Rotational mouldings can be produced with a variety of surface finishes and practically any colour. Wide variety of available materials to suit many applications where strength, rigidity, chemical resistance, UV resistance, temperature resistance and impact resistance are important. The ability to produce multi walled mouldings. Design flexibility, from small and intricate to large and complex. Excellent resistance to environmental stress cracking and corrosion. Most materials can be easily recycled. Recycled materials can be used to make new products without significant reduction in performance. The process uses less low energy input.

Specific Energy Consumption per transformation process

Source: Energy management guide for large industry business at www.sei.ie

Aluminium The advantage of aluminium foam or sheet is the easy and strong manufacturing, its weight and the high benefits on recycling phase because it can not only save 95% energy on its manufacturing compared with pure aluminium but it reduces also the amount of different materials that compose the hole system. The options regarded for this function were: aluminium moulded sheets and aluminium foam. For aluminium foam AlCarbon was the brand researched. This company offers as products aluminium foam sheets, aluminium foam profiles and, amongst others, aluminium foam shaped building components. For technical applications these products are known for their good rigidity, heat resistance, sound absorption, resistance to impact and fire and explosion safety.

They are lightweight solutions for wall and floor coverings or sandwich sheets. This alternative has a strong potential because it combines strength and lightness but it is at the moment a very expensive material. The aluminium sheets considered for the use in panels were taken from the analogy with dashboards of some vehicles. Shaping aluminium might incorporate some disadvantages due to the elasticity of the material. Vacuum forming or hybrid processes are known such as electroforming and traditional stamping in order to present good form finishing. The corrosion of the material is the most relevant threat because it contradicts all this advantages, weakening the product and reducing its life expectancy. Final choice The ultimate decision stands between vacuum formed aluminium sheet and compressed PVC. While aluminium behaves better on environmental factors, PVC is indeed the most economic solution (if all the recycling conditions are assured).Aluminium has a low resistance to the environment and must be efficiently coated, which involves more processes of coating and decoating than PVC itself. For this reason and according to the environmental data on processes, compressed moulded PVC was the material elected for the lateral and back panels of the modules. Roof During the design process several similar products were looked at as analogies. From the normalized freight containers one feature was taken as the best solution for the Combi module: a self supporting roof. This can be done by corrugating a surface in order for it to get structure and thus, avoid extra heavy elements. The most important requirement is that its light and structured enough to hold itself. One extra design prerequisite is the possibility of having it transparent so that the installation of lights is avoided by having natural light. Other sustainable solutions for natural lighting were considered too expensive and of complex installation. The choice will of course be dependent on the intended use of the module and whether it needs or not light. It was assumed that it should be translucent for the optimal environmental benefits. The suggestions considered sufficient were: PET (family of polyesters, as the opaque one used by Combigroep currently), PVC and Polycarbonate (material used frequently in bus stops structures). The mechanical and optical properties of PET and PVC are in general very similar but according to the design for disassembly or design for recycling principles, there should be the minimum variation of materials so PVC should be chosen. PC is in fact a better engineering polymer but its cost and high CO2 footprint in both production and recycling phases doesnt justify the eventual performance benefits. Floor It was previously estimated a maximum load per module of 500kg that the floor platform must hold. The current product uses, for a similar end, plywood flooring layered with adherent adhesive. The most important characteristic of this surface is the bending resistance to its load. The most important remark to make is in terms of environment-friendly choices. In order to avoid resins or glues in laminated or fibre boards, the compactness of the material is very important. Strand woven bamboo flooring is available as a very strong and resistant to bending solution. It is produced as plywood but uses environmental friendly adhesive and doesnt need to be layered. Also aluminium foam is a viable option due to its weight but due to its elevated cost and need for coating the bamboo was chosen. Door This feature is dependent on the use of the container since there are different types of working principles and security functions. Also its shape requires different two depths (inner and outer surfaces of the module) and the incorporation of an insulator to efficiently seal the module. The solution should be found in the same way as for the panels, preferably using incorporated hinges from the same material that are not inserts. In order to prevent the use of different parts that need to be assembled, moulding the door in one single form is an appropriate production technique. The options for the material should then be made accordingly to the lateral panels material.

Panel Finishing There are several possible solutions for the layering of the panel surfaces, products and processing. Surface finishing can be harming for the environment due to the release of toxic substances on the air by spraying. Or it can also stop some materials from being recyclable. This is the case of the get coat, currently in use. It is inadvisable because they are very damaging for the environment. The sprayed gel coat is responsible for releasing toxic fumes from solvents and chemicals. Besides environmental concerns, the options will vary according to the intended use of the container, its outer surface material, and whether publicity panels are needed or not. The suggestions Source: www.adhesivesmag.com regarding this topic are divided between the use of eco paint, biodegradable adhesive and vinyl flexible panels. Considering that PVC panels dismiss the need for protective external coating, and presenting a final good surface a soy-based eco adhesive was elected as the best option. Vinyl posters would contribute with too much unnecessary weight and are an expensive solution for periodic publicity. Eco paints are available in the market but would require special installations and are more time consuming than adhesive layers. These have the advantage of a small CO2 footprint in the landfill and are easily detached. Profiles The module construction was designed destined for the adaptation of the existing carrocerries and their possible improvement. As referred above, the option of rotomoulded PVC would allow, for the case of smaller modules, not to use these profiles because their structural function is efficiently recreated by ribs in the moulding process. Since the agreement settled with the Combigroep was to present a structure focused on design for disassembly, easily adapted to the structure of the Combi2000 and Combi3000 important to notice that these are four times larger - the design with panels and joint profiles was kept. For this, some properties were listed that support the material choice for this component. The complex cross sections, very modular, imply an easy machinability of the material. Since there are profiles for every edge of the module, they need to be as light as possible in order not to interfere with the stability on the platform. Coated and recycled extrusions of aluminium were once again considerer as the most effective solution for they allow the best performance in profiles and are a lightweight option. Besides aluminium, magnesium profiles were considered has a bet for the future, very worth due to its strength-weight ratio that, when alloyed, has the highest value of all structural metals. But magnesium is very reactive, requiring a high level of coatings, and its cost, as well as respective production technology, is far too high to be worth.

www.bgs.ac.uk/ Wheels The decision of choosing swivel wheels to facilitate the modules mobility was based on a principle of easy disassembly. It is a very practical solution that had the bigger advantage of being of easy maintenance. The most relevant characteristic for which they were chosen is their ratio size-capacity. The inner space of the module should be used as much as possible. Each wheel should be able to carry a minimum load of 235kg measure taken from 1/3 of the total load weight since that it is recommended to reduce one wheel from the calculation for when choosing wheel capacity. The material choice did not regard these features since their availability is very limited. Corrosion, and preferably snap-fit connections should be taken in account.

2. Materials 2.1 Eco-points analysis

Components

Material

Volume/part or Dimensions/part

Density

Amount

Total Weigth = Density x Volume

CombiG
Truck bed Transversal profiles Side profiles Galvanized steel Aluminium Aluminium 0.00228m3 0.00228m3 0,013029132m3 7850 kg/m3 2700 kg/m3 2700 kg/m3 x8 x4 143kg 50kg 140kg

Ramp Conveyor roll Metal structure Bearing Axis Outside Winch Locking system

Aluminium Steel Polymer Steel Polymer

0,00195m3 0,000095866m3 0,000014465m3 0,000083629m3 0,000860513m3

2700 kg/m3 7850 kg/m3 1150 kg/m 7850 kg/m3 1150 kg/m

x2 x1 x2 x1 x1 x4

5.3kg 0.75kg 0.03kg 0.66kg 0.98kg Not relevant 46.2kg

Steel

0,005888235m3

7850kg/m3

x4

Module Side panels Door Surface

X 4 modules PVC 0.014553m3 1350kg/m3 x1 19,6kg x4 = 78,4kg

PVC

0,005551043m3

1350kg/m3

x1

7,5kg = 30kg

Hinges+Latch Sum of rubber profile (x3) Self supporting ceilling Floor panel Wheels Structure Polymer wheel and bearing Axis Rail profiles Structure profiles Sum of bottom (x4) Sum of main (x8) Corner pieces top Corner pieces bottom Hanger profile Ramp Hinges Guides and locklock

Galvanized steel PVC PVC bamboPlywood

0,000376261m3 0,000837648m3 0,006012126m3 0,017578800m3

7850 kg/m3 1350kg/m3 1350kg/m3 400 kg / m3

x1 x1 x1 x1

2.95kg x4 = 11,8kg 1,13kg x4 = 4,52kg 8.12kg x4 = 32,48kg 7kg x4 =28kg

Galvanized steel PU and PA Galvanized steel Aluminium extrusion Aluminium extrusion Aluminium extrusion Aluminum sheet Aluminum sheet Aluminium sheet, punched and bended Aluminium sheet Forged steel Aluminum sheet

0.00018m3 0,00040m3 0.000013m3 0,0049m3 0,0126m3 0,02080m3 0,000091m3 0,000017m3 0,000283m3 0,00123m3 0,000027894m3 0,000092573m3

7850 kg/m3 1150 kg/m 7850 kg/m3 2700 kg/m3 2700 kg/m3 2700 kg/m3 2700 kg/m3 2700 kg/m3 2700 kg/m3 2700 kg/m3 7850 kg/m3 2700 kg/m3

x4 x4 x4 x2

5,6kg x4 = 22,6kg 1,84kg x4 = 7,36kg 0,4kg x4 = 1,6kg 26.46kg x4 = 105,8kg

x1 34kg x4 =136kg x1 different size56kg x4 =224kg x4 0,98kg x4 = 3,9kg x4 0,18kg x4 = 0,72kg x2 1.5kg x4 = 6kg x1 3.321kg x4 = 13,3kg x2 0.43kg x4 = 1,72kg x4 1kg x4 = 4kg

Combi 3000
Transversal profiles Walls Sum of panels (x3) Sum of frame profiles (x5) Sum of bottom panel (x3) Timbering support Timbering sides Timbering back Hanger profile Back structure Sum of profiles (x4) Door panel Sum of door frame profile (x8) Hinges Hinge pin Locking system Corner caps Roof Panel Support profiles Floor Joints Connecting sheet Connecting corner Connecting block Aluminium extruded and bended 2281240mm3=0,002281240m3 2700 kg/m3 x11 67,75kg

Aluminium precoated CBC Aluminium Aluminium sheet Aluminium extrusion Whitewood Whitewood Aluminium sheet, punched and bended

36300000mm3=0,036300000m3 7730800mm3=0,007730800m3 5720000mm3=0,005720000m3 72000mm3=0,000072000m3 7603200mm3=0,007603200m3 3801600mm3=0,003801600m3 566090mm3=0,000566090m3

2700 kg/m3 2700 kg/m3 2700 kg/m3 2700 kg/m3 400 kg/m3 400 kg/m3 2700 kg/m3

x1 x1 x1 x30 x30 x15 x2

98kg 20,9kg 15,4kg 6kg 91kg 22,8kg 3kg

stainless steel Multiplex with epoxy top layer Aluminium Aluminium stainless steel stainless steel Aluminium

3520000mm3=0,003520000m3 13000000mm3=0,013000000m3 ? 30046mm3 =0,000030046m3 (presumption) 2349mm3=0,000002349m3 (presumption) 62384mm3 = 0,000062384m3 (presumption) 1736000mm3=0,001736000m3

7850 kg/m3 400 kg/m3 2700 kg/m3 7850 kg/m3 7850 kg/m3 2700 kg/m3

x1 x2 x1 x4 x4 x1 x4

27,6kg 10,4kg ? 0,32kg 0,07kg 0,49kg 18,75kg

Polyester Aluminium Multiplex with epoxy and anti-slip top layer

19360000mm3=0,019360000m3 756000mm3=0,000756000m3 162540000mm3=0,162540000m3

1490 kg/m3 2700 kg/m3 400 kg/m3

x1 x10 x1

28,85kg 20,41kg 65kg

Stainless steel Stainless Steel Polyester

4800mm3=0,000004800m3 8400mm3=0,000008400m3 64000mm3=0,000064000m3

7850 kg/m3 7850 kg/m3 1490 kg/m3

x48 x16 x12

1,8kg 1kg 1,14kg

Total weight/material 1 truckbed, 4 modules

EI'99 60 86 86 mPt/kg 60 mPt/kg 220 mPt/kg 6.6 mPt/kg (EU wood)

Processing

EI'99

End of life

EI'99 -720 -70 -70 -720 -170 -12

Total EI'99 -588 16 16 -588 59.1 -5.4

Total Impact of material (mPt) -405132 1360 3648 -375732 8593 -151 -363642 226.28 % improv. -395330 254.72 % improv. -102754.8 -7.80122244 % improv.

CombiG

AL--> 689kg GS --> 85kg Galvanized steel --> 228kg Recycled aluminium --> 639kg PVC --> 145,4kg Bamboo-->28kg

Machining + coating Extruding + coating Compressive moulding Compressing + adhesive

0 72 9.1 0

Recycling Recycling Recycling Incinerate

Galvanized steel --> 61kg Recycled aluminium --> 203kg PVC --> 270kg Bamboo-->28kg

979.6 -119540.4 15957 -151

Combi 3000

Recycling aluminium -->116kg Recycled aluminium -->134kg Aluminium -->116kg Aluminium -->134kg Whitewood --> 114kg Stainless steel -->31kg Polyester --> 28,85kg Polyester --> 1,14kg Plywood --> 75,4kg

60mPt/kg 780mPt/kg 6.6mPt/kg 450mPt/kg 380mPt/kg 39mPt/kg

Machining + coating Extrusion + coating Machining + coating Extrusion + coating Machining Machining Machining Injection moulding Compressing+adhesives+

130 72 130 72 0 0 6.4 21 0

Recycling Recycling Recycling Recycling re-use recycling recycling recycling incineration

-720 -720 -720 -720 0 -70 -240 -240 -12

-530 -514 190 132 6.6 380 146.4 161 27

-61480.00 -68876.00 22040.00 17688.00 684.00 11780.00 4224.00 183.00 2035.80 58634.80 -111449.20

The calculations here documented are based on assumptions, as close to the real case as it was possible to have. After listing thecomponents and the respective materials, the main materials were categorized in order to be quantified as a whole within the system. Different colours identify different scenario's variables (described below). The results of the ultimate environmental impact are marked in bold. The EI'99 values equal to zero were considered not significant. All data that wasn't available was estimated using similar cases. Optimal scenario The bamboo EI'99 value was compared to the one of EU wood because the logging and transportation conditions are similar. Chosen for the superior strength, lightness and non-toxic adhesives. The incineration value was given by comparisson with paper and cardboard. Mainly aluminium The most significant weigth derived by the use of steel in the previous scenario was changed. An experiment was done to evaluate the impact of secondary aluminium recycling. Aluminium and PVC The module's volume was re-calculated by subtracting the inner volume for the outer volume of each module. This solution, although it doens't have clear benefits, is very close - in weight and environmental points - to a feasible solution. Combi3000 out of pure aluminium The value given to stainless steel (material EI'99) describes its composition: 82% (Steel 86mPt/kg) + 13% (Chromium 920mPt/kg) + 5% (Niquel 5200mPt/kg) = 450mPt/kg in order to demonstrate the environmental disadvantages of stainless steel recycling. This scenario doesn't include the Epoxy value on the plywood composition because there was no data available on composition percentages. The coating of aluminium was not considered because there was no data available.

2.2 CES2008 graphics

2.3 Bio-polymers
Bio-plastics are plastics produced from biomass sources. Biomass sources are renewable and are more environmental friendly than the current sources for plastic production. Bio-plastics use renewable resources in their manufacturing and are mostly biodegradable and recyclable. The plants used on their composition generate resources for biomass, for thermal, organic or chemical recycling. Polyhydroxybutyrates (PHB) The biopolymer poly-3-hydroxybutyrate (PHB) is a polyester produced from renewable raw materials. Its characteristics are similar to those of the petrochemical-produced plastic polypropylene. The production of PHB is currently booming. Companies worldwide are aiming to either begin production of PHB or to expand their current production capacity, which would most likely result in a price reduction to fewer than 5 Euros per kilogram. Combined with other substances, PHB is also offered as a PHB blend. The application of PHB blends ranges from the production of glues to hard rubber. Characteristics that are specifically required in the blends can be developed by adding cellulose acetates. Because cellulose acetate already exists as a waste product of cigarette filter production, its use in PHB blends can lower the production price. Cork, starch or inorganic substances could also be added in order to meet special requirements of end products. Cellulose acetate bio-plastic DuPont Engineering Polymers recently announced the commercialization of a new family of highperformance thermoplastic resins, flexible polyamides and elastomer products made with renewable resources.

Internet sources: www.sperecycling.org www2.dupont.com/Renewably_Sourced_Materials/en_US/products.html

Soy based polyols had only one-fourth the level of environmental impacts that petroleum based polyols show. There were significant reductions in global warming, smog formation, ecological toxicity and fossil fuel reduction. Soybean plants like most plants consume atmospheric carbon dioxide. The following applications utilizing soy based polyol or soy oil for polyurethane applications and unsaturated polyester resin for sheet moulding compound are in production: Bayers Polyurethane Structural Foam System for farm vehicle body panels Ashland Chemicals Envirez 5000 unsaturated polyester resin for use in sheet moulding and resin transfer compounds. Budd Companys sheet moulding compound for production of farm vehicle body panels. Urethane Soy System.s truck bed coating system based SoyOyl polyol.

3. Disassembly Design

Thesixbeamsthatformthelowerstructure areconnectedtoeachotherbynutsand bolts

Upperprofilescanbescrewedontothese cornerconnections.

Thewheelsandthestructures,usedfor lockingthemodule,areconnectedbynuts andboltsthatareshovedintothegrooves oftheprofile.

Thenutsandboltsthatattachtheprofiles toeachotheratthecorner,atthesame timeconnectthecornerconnectionstothe structure.

Floorpanels,sidepanelsandattachment railscanbeshovedintotheprofiles. Theattachmentrailsneedtobesecured extrabyeasyremovabledoublesidedtape. Thepanelsdonotneedextrasecuring.

Theresultingprofilesandroofpanelcanbe placedonthestructure.

Rubberprofilesarepushedintotheprofiles ofthedooropening. Therampwithithingesarescrewedonto themodule.

Thecornerpiecescanbeplacedoverthe profiles.Allpartsareconnectedatonceby nutsandbolts.

Thedoorwithlockandhingesarescrewed ontotheprofiles.