At the request of Connekt, the Amsterdam University of Applied Sciences, EVO and LeanCargo Consultancy conducted research into deliveries in the Oude Pijp from April to August 2016. The City of Amsterdam and Amsterdam District South both collaborated in the project. The purpose of the research was to map the characteristics of the different delivery flows in the Oude Pijp, an area with more than 1,000 businesses and a high volume of loading and unloading traffic. What goods do businesses receive weekly? And who makes the deliveries, and how? These questions were central to the research.

1. Picturing city logistics
Delivery of goods in the ‘Oude Pijp’ district of Amsterdam:
characteristics and opportunities
September 2016
Research by Amsterdam University of Applied Sciences, EVO, LeanCargo Consultancy, City
of Amsterdam and Amsterdam District South. Commissioned by Connekt/Topsector Logistiek

2. 2
Preface
Introduction
Map ‘Oude Pijp’
Taking delivery
Supplying
Transporting
Solutions
Contributing parties
Executive parties
Contact and Disclaimer
3
4
5
6
8
10
12
14
15
16
Contents

3. 3City logistics insights
Preface
In the lively quarter of the ‘Oude Pijp’ you can stroll along for hours, from shop to shop or on the
Albert Cuyp market, you can enjoy any imaginable cuisine and take a seat at one of the many
terraces or bars. The Oude Pijp is a very busy and lively quarter where residential and professional
aspects go side by side. This creates a great number of traffic movements. In addition to the
residents’ car movements, there is a great amount of traffic for making deliveries to businesses,
and for the delivery of parcels to the inhabitants. At various moments on weekdays this causes
stagnation of the traffic flow.
The Oude Pijp is Amsterdam’s second center, and it welcomes many Dutch and international visitors. More and more people visit
the area, and more and more businesses settle here. For me, as an administrator for Traffic, Transport, and Economic Affairs, it
is important to gain insight into the locations where traffic in the Oude Pijp encounters bottlenecks, and how these are linked
to deliveries to stores and other businesses. With that insight, and in cooperation with transporters, suppliers, businesses, and
residents, we can evaluate the possible solutions for reducing traffic pressure in the Oude Pijp.
I am delighted that the research that lead to this report was based on collaboration between transporters, suppliers, the Amster-
dam University of Applied Sciences, and the authorities. This joint project has resulted in a report that is a sound basis for finding
the right solutions and keeping the Oude Pijp an attractive neighborhood in the future as well; a place where it is a pleasure to
spend some time, to live, and to do business.
Dhr. Drs. P.P.J. Slettenhaar
member of the executive committee City of Amsterdam District South
“With this insight, and in collaboration with transporters,
suppliers, businesses and residents, we can evaluate
the possible solutions for reducing traffic pressure in
the Oude Pijp.”

4. 4
Introduction
The Oude Pijp is an area where many people live, work, shop, and go out. Making deliveries to the shops,
hotels, restaurants and cafés (abbreviated to HoReCa in this report), other businesses and construction sites
is important for the vitality of the quarter. Unfortunately, the down-side is that residents, entrepreneurs
and visitors might be bothered by it. The quality of life and road safety are at risk. Traffic flows obstruct
each other, and noise pollution and odor emissions abound. The area will get busier over the coming years
due to the realization of the ‘Rode Loper’ (Red Carpet) project to improve public areas and accessibility,
and the new North/South metro line. Public space must be used in different ways, which means organizing
deliveries to premises in a smart and clean manner.
At the request of Connekt, the Amsterdam University of Applied Sciences, EVO and LeanCargo Consultancy conducted research into
deliveries in the Oude Pijp from April to August 2016. The City of Amsterdam and Amsterdam District South both collaborated in the
project. The purpose of the research was to map the characteristics of the different delivery flows in the Oude Pijp, an area with more
than 1,000 businesses and a high volume of loading and unloading traffic. What goods do businesses receive weekly? And who makes
the deliveries, and how? These questions were central to the research.
The assignment
Amsterdam District South commissioned Seinpost and Stad & Co for data-gathering in shops, HoReCa and other businesses in the Oude
Pijp. LeanCargo Consultancy and shippers association EVO focused on data-gathering among suppliers, waste collectors, and logistics
services companies. Researchers of the research program Urban Technology at the Amsterdam University of Applied Sciences analyzed
the collected data.
The team
For the research, information was collected from businesses in the Oude Pijp and from suppliers, waste
collectors, and logistics services companies. They were asked about the frequency of deliveries in the
area under investigation, and about the characteristics of transportation, such as the type of vehicle and
timing. In all 145 businesses participated in this research, by answering questions and sharing company
information. The research focused to a much more limited degree, or not at all, on consumers, public
institutions, and construction logistics.
The approach
This report presents the results. These are the starting point for the development of solutions to
smarter and cleaner deliveries. Take light electrical trucks, for example, or central delivery points,
water-borne transport, and collective purchasing. Entrepreneurs, inhabitants, suppliers, and logistics
services companies will also be actively involved in the process of development and implementation.
The Oude Pijp will become an actual Living Laboratory, where businesses, the authorities, researchers,
and users will cooperate towards a livable Amsterdam!
Results
Organizing deliveries and waste collection in a smarter and cleaner way in the Oude Pijp means creating
a better living environment, improved accessibility, and, last but not least, a vibrant quarter that is a nice
place to stay. To establish which solutions are effective, we first need to paint a picture of the current
situation regarding deliveries.
An ideal

5. Albert Cuyp market
78%
Vehicle types
of the traffic measured
is a van.
Measuring points
AUAS Amstel-
campus
Distribution freight traffic
Heineken
Experience
City logistics have an impact on:
Impact of city
Rode Loper
North/South metro line
Inhabitants
14.977
Population density Oude Pijp
24.000 Inhabitants
per km²
Population density Centre
13.750Inhabitants
per km²
Built area Oude Pijp
78%
Built area centre
66%
Surface area Oude Pijp
68ha
15
Time loading/unloading
is the average time for loading/
unloading on Gerard Douplein
min.
Delivery bike 1%
2%
78%
16%
3%
Van
Truck
Waste truck
Small delivery vehicle
Van Woustraat
Ferdinand Bolstraat
Gerard Douplein
Number of businesses
Businesses 439
HoReCa 214
Offices 1056
Facilities 599
Other 101
Total 2762
Stores 353
16%
38%
13%
22%
8%
4%
Focus of
research
Amount of traffic
Noise
Emissions
Odours
Safety
Bottleneck
Bottleneck
Bottleneck
Bottleneck
Indication of passing vans and trucks per hour road
cross-section*
7u 8u 9u 10u 11u 12u 13u 14u 15u 16u 17u
City logistics keep going all day long
*based on 1 measuring moment on Thursday
100
20
40
60
80
0
Bottleneck
In the Oude Pijp
25-50%of traffic is composed of
freight vehicles
Vibrations

6. 6
439 companies, 353 stores and 214 HoReCa establishments are in the Oude Pijp (source CBS, 2015). For them it is
essential to get the goods they purchase to the location they desire (kitchen, office cabinet, or shop shelves) in
good time. And in the process, they want to be disturbed as little as possible by loading, unloading and other
transport activities. Entrepreneurs have their goods delivered by their suppliers or by a third-party transporter,
or they go and get them using their own transport. Waste and packaging follow the reverse trajectories.
103 entrepreneurs from the Oude Pijp have contributed to the research. On the occasion of visits by shopping
street managers they provided information about the goods they receive1
, and about the collection of
company waste. They also answered questions on the desirability of various possible solutions (see chapter on
Solutions).
1. No information was asked about the supply of services by professionals such as technicians, painters, plumbers.
Taking delivery
Participants research
businesses
Participants research
businesses
Number of locations in
Amsterdam
Accepting
deliveries
for neighbours
The respondents
included 4 entrepreneurs
who voluntarily accept parcels
for their neighbours. At
times as many as 20
parcels a week.
Company waste
Collection of company waste
is counted as a delivery in
the research.
75% of the
respondents
have only 1
location in
Amsterdam
103entrepreneurs from the
Oude Pijp have contribu-
ted to the research.
Companies 18
Stores
HoReCa
53
32

7. 7City logistics insights
The number of times deliveries are made to businesses each week
varies greatly. A small clothing store, for example, only receives two
deliveries a month, whereas a specialty store might receive as many
as 70 deliveries in a week (exceptional case). Spikes can be found
among HoReCa businesses, shops, and other companies amounting
to around 40 deliveries or more per week. This includes the return
flow of waste collection.
For each type of recipient the deliveries have been split up into
three kinds of flows: foodstuffs, non-food (this includes, for exam-
ple, clothing, office- and DIY-supplies) and waste collection.
Frequency: average and distribution
Distribution of product groups per type of recipient
Businesses have been broadly categorised in terms of their commercial activities: business, HoReCa, store. Results show that within
those groups considerable divergences occur. That is why it is also valuable to categorise the businesses in other ways, for example
according to the number of staff, and the specific products or services of the business. Once these differences are known, more ac-
curate statements can be made about the area as a whole, and about other busy areas. The research programme Urban Technology
(team Data Analytics) at Amsterdam University of Applied Sciences will follow up on this with future studies.
Categorising businesses
Foodstuffs
Non-food (for example: clothing, office- and DIY-supplies)
Waste collection
60
80
40
20
0
ShopsHoReCaCompanies
Average number of deliveries a week
75% of businesses have less than
9 deliveries a week
50% of HoReCa businesses have more than
16 deliveries a week
25% of the surveyed shops have less than
2 deliveries a week
Explanation chart
Highest
value
Lowest
value
75%
Exceptional
case
25%
50%
7%
80%
13%
8 out of 10 deliveries
from / to companies
are non-food
Companies
2 out of 3 deliveries
from / to HoReCa are
foodstuffs
HoReCa
67%
6%
27%
1 out of 10 deliveries
from/to stores relate
to waste collection
Shops
29%
61%
10%
16,6 7,87,1
ShopsHoReCaCompanies

8. 8
Suppliers offer their customers more and more service in terms of the delivery of goods. Customers purcha-
se more frequently and in smaller amounts, and often they can expect their order within 24 hours, in mint
condition, on their doorstep. This means that suppliers are not just responsible for the preparation and ship-
ment of supplies, but often for the unpacking and placement at the location of the recipient as well. For this
reason, many suppliers want to keep control over the transport themselves (see chapter Transporting).
23 suppliers contributed to the research, including an international brewery, wholesalers of foodstuffs, a re-
gional supplier of building materials, and local waste collectors. Suppliers collaborated by sharing company
data from internal systems, and by answering a number of open questions. Data from recipients, and from
logistics services suppliers, has also been integrated in this chapter.
Supplying
Deliveries to
consumers
Daily an estimated 760
parcels are delivered to
consumers in the Oude Pijp.
This amounts to 15% to
20% of all deliveries in
the area.
Number of
delivery days per week
80% of the suppliers that
participated in the research
make deliveries ≥ 5 days a
week in the Oude Pijp.
Research Participants
suppliers
Research Participants suppliers Waste collection
different collectors of waste and
residual flows are operative in
the Oude Pijp
23 13
suppliers
contributed
to the research
Waste collection
Building materials
Non-food
Foodstuffs
• Beverages (3)
• Food and non-food (4)
• Fish / meat (3)
3
6
4
10

9. 9City logistics insights
Based on the number of stores, businesses, and
HoReCa establishments in the Oude Pijp (total
of 1,000 entrepreneurs) and data from chapter
Taking delivery, the total number of deliveries
for this group of businesses has been extra¬pola-
ted. It is estimated that the 1,000 businesses are
between them responsible for 9,500 deliveries a
week, of which 36% relate to food¬stuffs, 47%
are non-food and 17% are waste collection.
otal number of
deliveries to businesses
in the Oude Pijp
The distribution of deliveries over the week and day was established on the basis of data from participating businesses and traffic observa-
tions. The analysis shows there is little variation in the number of deliveries entering the Oude Pijp per working day. Weekends are consi-
derably quieter. Many deliveries to businesses take place during the morning rush hour, but the subsequent hours remain busy as well.
Distribution of deliveries over the week Distribution of deliveries over the day
Nearly all suppliers also provide services at the location of the businesses (store, company, HoReCa). Often the services in question
involve placing the goods in the warehouse, unpacking the goods, and taking back the packing material. But it also happens that
the recipient is given information about the goods. Suppliers of building materials even deliver their goods at great heights.
This shows that transport to businesses often cannot easily be delegated to another party without additional changes beyond the
recipient’s doorstep.
Service beyond the doorstep
Nearly all suppliers to businesses, stores, or HoReCa also provide
additional services at the business’ location, like the unpacking of goods,
or the collection of returned packaging material.
Total foodstuffs (36%)
foodstuffs to HoReCa (25%)
foodstuffs to businesses (2%)
foodstuffs to stores (9%)
Total waste (17%)
waste from HoReCa (10%)
waste from businesses (4%)
waste from stores (3%)
Total non-food (47%)
non-food to HoReCa (2%)
non-food to businesses (27%)
non-food to shops (18%)
9,500
deliveries a
week for 1,000
businesses
5%
10%
15%
20%
25%
30%
35%
40%
0%
Mon Tues Weds Thurs Fri Sat Sun
5%
10%
15%
20%
25%
30%
35%
40%
0%
5 - 7h 7 - 10h 10 - 13h 13 - 16h 16 - 19h

10. 10
Suppliers and their customers are placing ever increasing demands on the delivery of goods. Transport is be-
co¬ming more densely distributed and time-critical. Combine this with the congestion and the limited space
for loading and unloading in the Oude Pijp, and you will understand the challenge drivers face to deliver
goods here.
Drivers may be employed by the supplier (so-called own transport), or by a logistics services company. In the
case of ‘dedicated transport’, the logistics services company deploys its vehicle exclusively for the supplier. In
that case, vehicle and driver often wear the company wear of the supplier, and deliveries are not combined
with those of others. When deliveries for different suppliers are combined in the same run, this is referred to
as ‘bundled transport’.
Nineteen logistics services companies contributed to the research by sharing company data from transport
management systems, and by answering a number of open questions.
Transporting
Research participants lo-
gistics services companies
19logistics services companies
contributed to the research
Collecting versus
taking delivery
Just over 1 in 10
supplies to stores,
HoReCa, and busi-
nesses are collected
by the businesses
themselves using
their own transport.
The logistics services companies
(mainly) transport
Roll cages and
pallets
Parcels
Climate conditioned
(chilled)
13
4
2
Collections
65% of deliveries by
passenger car are made by
businesses collecting
their own supplies.
Electric
Only 0.4% of freight
traffic in the Oude Pijp
is electrically powered. The
switch to electrical transport
can reduce air pollution, and
odour- and noise-
disturbance.

11. 11City logistics insights
Based on data from participating stores, HoReCa, and businesses,
we identified the distribution according to the type of vehicle
used, per product flow. It shows that 45% of deliveries of food-
stuffs to businesses are made by truck. Wholesalers and super-
markets bundle a great number of deliveries in a single vehicle
for this purpose.
Of participating suppliers, 83% organize transport using their
own vehicles or dedicated transport. In both cases, vehicles
are deployed exclusively for the supplier.
Logistics services companies that bundle goods from different suppliers often combine more deliveries on a single ride than suppliers using
their own vehicle or dedicated transport. This does not say anything about the efficiency of that ride. Other factors, such as vehicle size,
drop size, and load factor also play their part here. If more suppliers, especially those responsible for smaller shipments, are willing to
outsource their logistics, it can lead to more bundled transport. This requires follow-up research into the opportunities and impediments
(including legal and IT matters) from the perspective of suppliers and recipients.
Means of transport per product flow
Own vehicle, dedicated transport, and
outsourced bundled transport
Average number of stops in the Oude Pijp per working day (Monday to Friday)
Movements for the benefit of services such as cleaning and maintenance were left outside of the scope of the research. Previous
traffic research by the Amsterdam University of Applied Sciences (2015) shows that a minimum of 20% of vans in the inner city are
deployed for this type of services. A considerable amount, and because these vehicles remain parked for longer periods of time
than loading/unloading traffic, this remains a point of attention for the improvement of city logistics.
Service logistics and transport for services
A major component of movement in city logistics is dedicated transport.
Top 5 participating suppliers with own
verhicles or dedicated transport
1.
2.
3.
4.
5.
13 stops
12 stops
8 stops
5 stops
2 stops
Top 5 participating logistics services companies
(excl. waste collectors)
1.
2.
3.
4.
5.
> 100 stops
53 stops
48 stops
27 stops
17 stops
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0%
Waste
89% 45%
10%
40%
6%
35%
6%
6%
53%
7%
4%
Foodstuffs Non-food
Garbage truck
Passenger car
Truck
(Cargo) bike
Van
Own vehicles 12
Outsourced dedicated 7
Outsourced bundled 1
Combination 3
31%
52%
4%
13%
How do participating
suppliers organize their
transport to the Oude Pijp?

12. 12
Solutions
The results of this research are valuable input for the development of city-logistics solutions. The data col-
lected allows us to investigate and compare the potential of various solutions. What deliveries are currently
performed inefficiently? What product flows can be organized in an alternative way? And what do the various
parties involved think about it? Amsterdam District South and the Amsterdam University of Applied Sciences
will consider this, along with the businesses and residents of the area, as well as with suppliers and logistics
services companies. Solutions for smart and clean city logistics are considered, for example, in these areas:
There are many different suppliers for HoReCa, entailing many movements at various hours of the day.
If businesses were to bundle their purchasing power, then deliveries could be carried out by fewer suppliers and/
or more efficiently. This solution requires a change in purchasing behavior.
Joint purchasing
Amsterdam is particularly well suited for water-borne freight transport. It does require different deployment of
vehicles for the delivery and collection journeys, and space would have to be made available at the water-side.
The Oude Pijp is encircled by the river Amstel, and the Stadshouderskade and Ruysdaelkade waterways, but these
are barely used for the transport of goods. In other districts freight transport does take place via the canals, for
example for making deliveries to construction locations.
Water-borne transport
Claes Groot, project leader City of Amsterdam Amsterdam District South:
“For the shipment of goods over the water we will need to identify which locations on the quay can
serve as loading and unloading bays. This solution requires physical space and that is unfortunately in
scarce supply in the Oude Pijp.”
Waste collectors drive past the refuse on the pavements daily without picking it up. That is because there are
many different waste collection schemes in the area. If this was organized collectively the number of traffic move-
ments could be lower.
Collective waste collection
Entrepreneur in the Oude Pijp:
“Joint ordering is an option, but we work with smaller, specialist suppliers that we
would like to keep.”
Entrepreneur in the Oude Pijp:
“I am willing to cooperate with other businesses to have the waste collected
collectively, on condition that rates will be lower, and the streets cleaner.”

13. 13City logistics insights
Many vans and trucks come to the Oude Pijp for a single delivery. By having goods from different suppliers
delivered to a single location, the number of stops in the area can be reduced.
Delivering goods centrally
We have hardly seen any deployment of small and/or electrical transport in the Oude Pijp yet. Freight transport
is still traditionally carried out with diesel vans and trucks. Light electric cargo vehicles (LECV, in Dutch ‘LEVV’),
including delivery bikes, are a valid alternative for freight vans for many deliveries. These vehicles are cleaner and
quieter, and they take up less space.
More and more logistics services companies want to deploy LECVs, but don’t know how to do this cost-effecti-
vely, because the current logistics processes are designed around the use of vans and trucks. In addition, it is not yet sufficiently clear what
city-logistics flows the LECVs are suitable for, and insufficient policies and regulations have been developed for this new type of delivery
vehicle. In its 2-year project LEVV-LOGIC (2016-2018) the Amsterdam University of Applied Sciences, in collaboration with 28 partners, is
going to investigate the deployment of LECVs for city logistics.
Deploying smaller, cleaner vehicles
By integrating clear criteria in construction permits, it will be possible to stimulate smart construction logistics.
Smart building logistics start with gaining insight into the (expected) deliveries and transport movements to
the construction site.
Construction logistics
A traffic survey on the Gerard Douplein demonstrated that only half of the stops are made at a designated
loading/unloading bay. The rest involve parking and unloading on the pavement or the road. Apparently, there
are not enough loading/unloading bays, or they are not used properly, causing traffic jams and disturbance.
By organizing the designation and monitoring of loading/unloading bays more smartly, improper use can be
tackled and traffic flows improved.
Organize and manage loading/unloading-areas differently
Entrepreneurs in the Oude Pijp:
“Make sure cars don’t park on loading/unloading bays.”
“There is a battle among suppliers to get to the loading bays. On Sarphati Park
there only are a few loading bays left.”
Entrepreneurs in the Oude Pijp:
“I would encourage this and I would make use of it.”
“We don’t have the time to walk around with packages, which sometimes are quite
big or heavy.”
Bubble Post (participant LEVV-LOGIC project):
“At the moment we make 25 to 30 deliveries a day in the Oude Pijp by delivery bike.
Both to consumers, and businesses, chilled and regular.”
Construction company IJbouw:
“We monitor the deliveries for our building processes and aim to keep them
manageable and to limit transport. For example, for the renovation of the Heineken
Experience we do this by registering information on the material transported and the
types of vehicles used.”

14. 14
Data sources
The following parties have contributed to the survey by sharing company data:
Besides the input from businesses, the following data sources were made use of for the research:
Transporters
Bouw Logistic Services, Beentjes Vervoercentrum B.V., Bubble Post, CB Logistics, CJ Hendriks Group, DHL, DPD, G.Snel, H. Veldhuizen
Transport B.V., Jan de Rijk Logistics, Logistiekcentrum Stad Alkmaar, Peeters Vervoerscentrale, Peter Appel Transport, PostNL,
ST van den Brink & Zn. B.V., Swift Koeriers B.V., TransMission Almere, Van Opzeeland, Van Rooijen
Businesses in the Oude Pijp
Aquent, Atelier Josse, Atelier Tempel, B&B Flink, B. van Erve Uw installateur, Bar Mash, Barra, Bij Wink, Blokker, Blond Amsterdam,
Brouwerij Troost, Cafe Binnen Buiten, Cafe Flamingo, Café jeffrey’s, Cafe Neutraal, Cafe Schaapskooi, Cafe Schilders, Cannibale Royale,
Carnaby Street, Castillo lederwaren, CO3, Cottoncake, Day kitchen, De Burgermeester, De Duvel, De Pittenkoning, De Sleutelkluis,
Dierenhandel Exotica, East Village Concepts, Eetcafe Moos, Estafette, Etos, FEBO, Firma Moes, Formlab BV., Gall & Gall, General Enter-
tainment, Grapedistrict, Handyman, Hecke, Het Kookboekenparadijs, Holland and Barrett, Hot Fashion, Hutspot, Il Pastificio, Interbasics
Meubels, Intertoys, J&R Fyshiotherapie, Kaasboertje van Nes, Kaassie Kaassie, Kaldi, Kinderdagverblijf, Koen maakt je schoen, Kruithof
souveniers, Landmarkt, Le Restaurant, Maas & Achttienribbe Vioolbouw, Mamouche, Meubelcash, Mini Cards, Mixtup, Muziekmagazijn
Opus 391, NHTK, Oresti, Pachouly Flower, Restaurant de Waaghaals, Ruud Dubel Meubelmaker, Sample fashion, Sarphaat, Saton Optiek,
Schram Keukenlab Maestr, Sla, Snackbar Moes, Snackbar Pietersma, SNCKBR, Sneaker Zuid, Spaghetteria, Supermarkt-Slagerij Tek-Yol,
Tabaksspeciaalzaak Van Wou, Tan Go Suncenter, Tapmarin, The Readshop, Things I like Things I love, Tijns Toko, Tjin’s Exotische, broodjes,
Topfiets de Monteur, Van Bieren Retail B.V., Van Hoeck, Verfspeciaalzaak De Ru, Vlaams Broodhuys, Walia Ibex, Waxing the City,
Waxx kappers, Wereldwinkel Amsterdam, Wibra, Wijhandel Boasma, Wijnhandel van Krimpen, Wine&Roses, Woontante, Yoghurt Barn
Suppliers
Albert Heijn, ATL Seafood, Berendsen Textiel Service B.V., Bier & Co, Blokker, Bouwmaat Amsterdam B.V., Deli XL, Drankengroothandel
Henk Smit BV, Fontijn Vlees en Vleeswaren B.V., Gemeente Amsterdam, Gunters en Meuser, Heineken, HEMA, Lekkerland, Milieuservice,
Sligro, Stiho, Technische Unie, Van Gansewinkel, Van Keulen, Versvishandel Jan van As, Walraven, Wibra
Construction company
IJbouw B.V.
CBS / OIS Gemeente Amsterdam Standgegevens, 2015
Kamer van Koophandel Trades register, 2015
Stadsdeel Zuid Amsterdam Bottlenecks for loading and unloading Oude Pijp, 2016
Thuiswinkel.org Home Shopping Marktet Monitor, 2016
Dufec Traffic observation Gerard Douplein, 2016
Traffic observation Van Woustraat, 2016
Hogeschool van Amsterdam Traffic counts Ferdinand Bolstraat, 2015
Traffic counts Ceintuurbaan, 2016
Traffic counts Gerard Douplein, 2016
Contributing parties

15. 15City logistics insights
Contributors to this research:
Walther Ploos van Amstel (AUAS), Susanne Balm (AUAS), Martijn Kooi (AUAS), Ivar Kroese (AUAS), Ruben Stam (AUAS),
Annemijn van Herwijnen (AUAS), Joost Neuvel (AUAS), Said Arslan (Lean Cargo Consultancy), Ton Mooren (EVO),
Claes Groot (Stadsdeel Zuid), Hanneke Bresser (Gemeente Amsterdam), Elisabeth Koop (Seinpost) and Floor Thomasse (Stad & Co).
Executive parties
Performance of the research
Commissioned by
In collaboration with

16. Contact
For additional information on this research and/or the follow-up, you can contact:
Walther Ploos van Amstel (lector City Logistics)
Mobile number: 06 100 81 090
E-mail: w.ploos.van.amstel@hva.nl
Susanne Balm (project leader)
Mobile number: 06 211 57 771
E-mail: s.h.balm@hva.nl
Disclaimer
The project team has paid a great deal of attention to the contents of this report. Despite the effort to provide correct information, it is
possible that the published information may contain inaccuracies.
The parties inolved in performing this research cannot be held accountable for the accuracy of the data, nor for the consequences of its use.
No rights can be derived from the data as presented.