WHY THE LAST

MILE IS LESS
SUSTAINABLE
THAN EVER
And what we
can do about it
 Why the last mile is less sustainable than ever, and what we can do about it

Introduction
There are myriad ways of thinking about sustainability The last mile is the most visible part of the ecommerce
in logistics. Look to any number of annual reports, or in some journey for consumers, and it is the part they have the most
cases, to the dedicated sustainability reports published by control over through their choice of delivery option.
carriers or posts from around the world. Their interpretation There’s still an information asymmetry, as economists would
of sustainability and the actions that come from those term it. Consumers often aren’t sure which choices are more
interpretations are incredibly wide-ranging. Whether it’s sustainable, and they’re not being helped by the paucity of
the minutiae of how frequently truck tyres are re-treaded, information at checkouts. Better information for consumers
or the grander picture of workforce diversity and inclusion, should allow them to express the preferences for sustainable
or headline targets and data on greenhouse gas emissions, delivery which so many profess to hold, though exactly how
the parcel industry has very much adopted sustainability this will manifest is yet to be seen. What seems obvious is
at both an operational and a strategic level. that if retailers can start to offer proven sustainable delivery
options, their checkout conversion should increase.
We won’t be covering the full range of sustainability initiatives
and data in this white paper. It’s too broad, and much of Carriers and posts have been making a lot of noise about
it is not fully within our remit as last-mile delivery and their goals to become carbon neutral, in timeframes which
returns experts. What we’ve chosen to focus on in particular vary from the next few years to the 2040s and beyond.
is the role sustainability plays between carrier and consumer, Somewhat depressingly, at the recent Leaders in Logistics
especially in the last mile. What effect are current initiatives conference in Copenhagen, UPS touted that their goal was
having, what needs to happen for the big promises to be to be carbon neutral by 2050. But here’s the hard truth
met, and how can carriers and posts genuinely create a more about last-mile sustainability: parcel volumes are at record
sustainable final mile. highs, and the reductions we’ve seen in emissions-per-parcel
have been massively outpaced by that growth in volume.
We already know that consumers are increasingly concerned We’re delivering more parcels, driving more miles,
by and making decisions based on perceived sustainability. and emitting more than ever.
In our previous post-COVID report, we revealed that:
To suit the action to the word, we need a rethink of our
approach to parcel delivery.

64% 67% 59% Tim Robinson

Doddle CEO
of consumers of consumers of consumers
are concerned are concerned are concerned
about the impact by the impact about the impact
of delivery on of delivery on of delivery on
carbon emissions air pollution congestion

All of these showed a significant increase from the previous year.

2 3
 Why the last mile is less sustainable than ever, and what we can do about it

2021: A year of exceptional growth

eCommerce growth drastically accelerated during 2020 and delivery businesses, who found themselves operating
2021, with more consumers shopping online than ever before. at peak capacity levels in typically quiet periods of the year,
2021 2021
Worldwide ecommerce sales grew from $4.2 billion in 2020 to
just under $5 billion in 2021i, and with this came a deluge
and having to add entirely new capacity to deal with the
“new normal” of peak volume.
226M 384M
Parcel volume Parcel volume
of increased parcel volumes that challenged many parcel
increased from increased from
179 million 283 million
in 2019 to in 2019 to
198 million 337 million
in 2020 in 2020
(10.6% 2019 (19% 2019
179M 283M
Parcel volume
growth) growth)
increased from Parcel volume and again and again
380 million increased to 226 million to 384 million
in 2019, to by in 2021 in 2021
65.8%
630M increase 100% (14.4% growth) (14% growth)

in 2020, in 2020
a 65.8% increase

Pitney Bowes forecasts in its 2021 Parcel Shipping Index that With more vehicles on the road, congestion will also rise by
global parcel volumes will double to 266 billion 21% – adding an extra 11 minutes of commute time to each
by as early as 2026. A study by the World Economic Forumii passenger every day. With more time on the road, commuters
expects demand for last-mile delivery to grow by 78% globally will also contribute to more emissions, highlighting how
by 2030. According to that study, without intervention, this will second-order effects have to be considered to fully appreciate
increase the number of delivery vehicles in the top 100 global the sustainability impacts of parcel delivery.
2.8
cities by one-third, increasing delivery traffic by 32%.
Parcel volume increased from 80 million in 2020,
Parcel volume to 85.6 million in 2021, a 7% increase
increased from
2.5 billion 2021
Parcel volumes to Last-mile delivery The number of
in 2020, 2.5
2.8B 2020 80M
DOUBLE
to 2.8 billion expected to grow by delivery vehicles

78%
in 2021, a 2020 in the top 100 global
10.7% 2.5B cities will
increase
2.2
2020 2021
2021 85.6M
BY 2026 globally by 2030 INCREASE 1/3

CONGESTION
Parcel volume increased from Emissions from Will cost an extra
delivery traffic will

11 MINUTES
1.3 billion in 2020, to 1.7 billion

INCREASE
in 2021, a 30% increase 2021 2.1B will rise by

21%
Parcel volume

COMMUTE TIME
increased from

BY 32%
1.3 billion in 2019
to 1.9 billion in 2020
2020 1.9B
for each passenger a day
(46% growth) and
again to 2.1 billion
2020 2021 in 2021 (10% growth) 2019

1.3B 1.7B 1.3B The core calculations are simple enough for last-mile delivery. Without change, sustainability in the face of increasing parcel
volumes is not possible.

4 Statista – Retail e-commerce sales worldwide from 2014 to 2025

i
World economic forum – The future of the last-mile ecosystem
ii
5
 Why the last mile is less sustainable than ever, and what we can do about it

Global C02 emissions are on the rise

During the travel-restricted pandemic, CO2 emissions fell in Scientists have also predicted that 2022 could “set a new
2020. Sadly, 2021 did not continue the trend and rose by 5%iii, record for global emissions.”iv If this trajectory is accurate,
the single largest increase in more than a decade. the world’s ‘carbon budget’ will be spent in 11 years.
That means we will surpass the acceptable level of carbon

In 2020,
produced to keep global temperatures below 1.5C.

Royal Mail deliveries generated

35

30

25
Gt (Gigatonne) CO2

20

15 In 2021, Royal Mail increased

carbon efficiency by 2%
10
to an average of
5

In 2021,
0
Royal Mail
1990 1995 2000 2005 2010 2015 2020 deliveries
Graph source: https://www.iea.org/reports/global-energy-review-2021/CO2-emissions
generated
208g
CO2e
One of the biggest causes of this increase in emissions was As noted previously, rising parcel volume means more vans on
per parcel
travel and transport, which increased in 2021 after a lapse the road, more miles driven, and more emissions, despite the
in the pandemic. Road freight makes up approximately CO2 efficiency progress made in the last mile sector.
40% of these emissions. The share of last-mile delivery within
road freight is harder to calculate. Scottish research Royal Mail, for instance, reported the lowest CO2 per parcel
estimates that of all road transport1, last mile emissions of any major UK delivery company at an average of 208g CO2e
represent 6.6% of emissionsv. per parcel. This is nearly a 2% increase in efficiency compared
to the previous year, which reported an average of 212g CO2e Despite increased carbon efficiency,
per parcel.
“2022 could “set a new record Royal Mail delivery emissions went up by 28%
for global emissions.” In 2020, Royal Mail delivered 1.3 billion parcels, with an
in large part due to increased parcel volumes.
average CO2 emission per parcel of 212g. That means its
overall emissions were 275,600 tonnes of CO2. In 2021,
For carriers however, last-mile deliveries represent a much
parcel volumes grew to 1.7 billion. Despite the 2% increase
more significant chunk of their emissions profile. DPD’s 2020
in efficiency, with fewer grams of CO2 emitted per parcel,
sustainability report has last-mile as the second-largest
Royal Mail’s overall emissions rose to 353,600 tonnes of CO2
contributor, causing 38% of its greenhouse gas emissionsvi.
– a 28% rise in emissions.
To reduce emissions in the context of increasing parcel volumes, carriers
need to improve carbon efficiency by a far more substantial amount.
6 1
NB: all road transport, including non-commercial car journeys et cetera CO2 Emissions – Global energy review 2021
iii
‘Reality Check’ Global CO2 emissions shooting back to record levels
iv
7
v
‘Climate Change – Last mile delivery in Scotland DPD – 2020 sustainability report
vi
 Why the last mile is less sustainable than ever, and what we can do about it

Electric fleets aren’t enough – yet

One of the biggest trends in sustainability is electric vehicle fleets, with most carriers and postal services in various stages If carriers and posts can secure electric vehicles, they then EVs is that emissions aren’t released at the tailpipe.
of electrification. face the challenge of powering them. Carriers must have an That’s particularly valuable for urban centres already
infrastructure in place to charge vehicles, which may not struggling with air pollution.
be possible at depots. Instead, drivers may have to install

1500 However, there are drawbacks to electric vehicles, such as their

availability.
home installation points in schemes like DPD’s home charging
initiative. Partnering with Pod Point, DPD contributes £350
DPD contributes £350
towards installing home chargers for driversx – which also towards installing home
168 DPD claim that the electric vehicles they use are “typically £20,000 more act as incentives to encourage electric adoption for their
personal vehicles. For carriers with driver owned fleets, chargers for drivers
expensive per vehicle compared to the diesel equivalent, and not available
in the number we require”. In addition, DPD states that manufacturers they would have to make the choice to replace their own
400 are “preferring to produce left-hand drive all-electric vehicles to cater vehicle to electric, so these charging points and schemes
are essential for fleet electrification.
When compared to petrol and diesel vehicles, a new study
for larger European markets”, leaving UK and Ireland with fewer options shows that electric cars lead to lower overall CO2 emissionsxi,
than 10,000* their European counterparts. even if the electricity used to power them comes from fossil
10,000* The effectiveness of electric vehicles in reducing overall fuel generation. The ‘greener’ the energy used to power the
As well as prioritising left-hand drive vehicles, manufacturers are emissions is heavily dependent on the region they’re operated vehicle, the more carbon savings it offers. While electric
struggling to keep up with demand. In 2019, electric vehicle start-up in. An electric vehicle in the US, where fossil fuels make up vehicle production results in more greenhouse gas emissions
3300 Rivian attracted investment from Amazonvii, and a contract for most of the country’s energy production, will incur more CO2 than conventional vehicle production, electric vehicles
100,000 vans. However, it’s not yet clear if the first 10 production emissions than one used in Iceland, which runs almost entirely still emit less than their fuel counterparts over a complete
vans have actually been delivered to Amazon. As a result, Amazon on hydro and geothermal energy. One important benefit of lifecycle in countries with decarbonised power generation.
5000 is buying thousands of electric vans from alternative providers in
Europe and elsewhere.

1000 With demand clearly high, prices are rising to match. Material prices are
In the worst case scenario, EU electric cars emit 22% less CO2
increasing across the entire auto industry. In 2021, the price of steel rose than diesel and 28% less than petrol
2000* by as much as 100%, aluminium around 70%, and copper more than 33%.
In addition, the price of lithium carbonate increased by 150%,
300

graphite by 15%, and nickel by 25%, all of which are essential Driving in Poland
(fuel/electricity
1200* components to build batteries for electric vehicles.viii

Life cycle emissions in gCO2/km

production and use)

200 Car production

*by 2022
in the EU

Battery production
100
“The transition to a zero-emission, electric fleet will not be in China

an easy journey. From a purely operational standpoint,

whichever way you look at it – whether in terms of range,
0
payload or volume – a van with an internal combustion engine
beats an electric one hands down. Only when it comes g d

to tailpipe emissions does the battery-powered vehicle outshine

the diesel. So we know that this is going to put extra pressure
Gasoline Diesel Electric
and increased demands on those colleagues out in our depots.”
Source: Transport & Environment
David Landy, Head of Fleet at Evri. ix

Electric vehicles emit less overall and are a great step towards However, they are not carbon neutral, thus the core challenge
sustainability and reducing the number of emissions per mile. of reducing the number of miles driven per delivery remains.

8 Can anyone satisfy Amazon’s craving for electric vans?

vii
Electric cars fend off supply challenges to more than double global sales
viii
Hermes commits to electric vehicles for UK fleet
ix
Green.DPD.co.uk
x xi
Net emission reductions from electric cars and heat pumps in 59 world regions over time 9
 Why the last mile is less sustainable than ever, and what we can do about it

Making the last mile more sustainable

The long-term solution for last-mile sustainability is to reach To reduce the number of miles driven, carriers need to One simulation by DHL also found that drivers using their service 50.4% of consumers make a dedicated trip to their collection
zero emission deliveries. We’re a while away from this, so the increase drop density, improve consolidation, and reduce points delivered the same volume of parcels by point rather than a trip chain. OOH will still provide significant
short and medium-term solutions are to: failed deliveries, which are increasing as consumer behaviours driving 38% of the distance that home delivery drop-offs would GHG emission savings if consumers travel on foot, bike,
change following the pandemic. Instead of being at home have required. or rail-based public transport. However, if the consumer drives,
and available to accept deliveries, consumers are returning takes a bus or rides a motorcycle to the collection point,
to work and social engagements. As our Post-Covid report In addition, OOH points allow consumers to collect when they create more emissions than if they had the parcel
1. Reduce emissions per mile discovered, 58% of consumers are back to normal or busier delivered to their home.
convenient for them, improving customer experience and
than before the pandemic. reducing the number of failed deliveries.
2. Reduce the number of miles driven
There are limited academic studies on this crucial area
There’s one solution that carriers and posts can use to Ultimately, the sustainability of any particular out-of-home so far, and there remains debate in the industry as a whole
achieve all these goals in the short term: increasing the delivery depends on the journey a consumer makes to the OOH as to the final efficiency of out-of-home delivery. However,
To address the first point, carriers need to invest in electric share of parcel volume delivered through their out-of-home location to collect their parcel. when consumers are able to use public transport or other
vehicles as covered above, or in low or zero-emission delivery (OOH) networks. low-emission modes – something which should become
methods such as on-foot deliveries or cycle delivery services. Research from Vrije University Brussels illustrates that if the increasingly common – out-of-home delivery displays a truly
This would be easier to implement in urban areas but may not journey is part of a trip chain (i.e. it is part of a pre-existing powerful capability to drastically reduce delivery emissions,
be possible for rural locations or bulky items. To reduce the number journey or a multi-purpose route) then OOH delivery results at the kind of scale which is necessary for a solution to
counterbalance the growth of parcel volumes.
Posts have an advantage here, with previously established
of miles driven, carriers need in CO2 savings over home delivery – no matter which type of
transport is used to collect it.
delivery routes and infrastructure to fulfil their Universal to increase drop density,
Service Obligation (USO). For example, Royal Mail was named
the most carbon-conscious delivery company in the UK, improve consolidation, Collection is part of a trip chain (49.6% respondents)
primarily down to their 90,000 ‘feet on the street’
postal workers.xii and reduce failed deliveries Transport mode
used for collection
% of users of Average distance Average emission Total emission Extra emission
Total emission
per parcel
Emission
per parcel
Difference
Green = less CO2
transport mode to the Cubee (km) per mode (g/km) by the consumer by the driver
of the parcel (collecting) (home delivery) Red = more CO2

FOOT 35 % 0.75755 km 0 g/km 0g 2.56 g 2.56 g 134.773 g - 132.213 g

BIKE 23.3 % 0.75755 km 0 g/km 0g 2.56 g 2.58 g 134.773 g - 132.213 g

How sustainable is OOH? CAR 28.3 % 0.75755 km 121.5 g/km 92.04 g 2.56 g 94.6 g 134.773 g - 40.17 g

BUS 8.3 % 0.75755 km 110 g/km 83.33 g 2.56 g 85.89 g 134.773 g - 40.83 g

TRAIN 3.3 % 0.75755 km 26 g/km 19.69 g 2.56 g 22.25 g 134.773 g - 112.52 g

On the surface, OOH networks provide substantial
MOTORCYCLE 1.7 % 0.75755 km 107 g/km 81.05 g 2.56 g 83.61 g 134.773 g - 51.16 g
sustainability savings for carriers and posts. OOH networks
reduce the number of stops by dropping off multiple parcels SUBWAY 0% 0.75755 km 20 g/km 15.15 g 2.56 g 17.71 g 134.773 g - 117.06 g

-53KG/DAY
at single locations. This should lead to fewer miles on the road
TRAM 0% 0.75755 km 30 g/km 22.72 g 2.56 g 25.28 g 134.773 g - 109.45 g
and consequently fewer emissions. By consolidating deliveries
into their automated parcel machines (APMs), Polish carrier
InPost has reported:
of CO2 reduced Collection is part of a dedicated trip (50.4% respondents)
by APMs in Poland
Transport mode Total emission Emission Difference
% of users of Average distance Average emission Total emission Extra emission
used for collection per parcel per parcel Green = less CO2
transport mode to the Cubee (km) per mode (g/km) by the consumer by the driver
of the parcel (collecting) (home delivery) Red = more CO2

FOOT 9.8 % 0.666 km 0 g/km 0g 2.56 g 2.56 g 134.773 g - 132.213 g

BIKE 18 % 1.47 km 0 g/km 0g 2.56 g 2.58 g 134.773 g - 132.173 g

CAR 54.1 % 2.22 km 121.5 g/km 269.73 g 2.56 g 272.29 g 134.773 g + 137.51 g

BUS 6.6 % 2.4 km 110 g/km 264 g 2.56 g 266.56 g 134.773 g + 131.78 g

~75% LESS
CO2 emissions compared
54M LITRES
of petrol saved in 2021 with delivery
TRAIN

MOTORCYCLE

SUBWAY
3.3 %

3.3 %

1.6 %
1.4 km

1.8 km

2.2 km
26 g/km

107 g/km

20 g/km
36.4 g

192.6 g

44 g
2.56 g

2.56 g

2.56 g
38.96 g

195.16 g

46.56 g
134.773 g

134.773 g

134.773 g
- 95.81 g

+ 60.38 g

- 88.21 g
to to-door to locker instead of to-door
TRAM 3.3 % 1.4 km 30 g/km 42 g 2.56 g 44.56 g 134.773 g - 90.17 g

10 The ‘Dirty Delivery’ report 2021

xii
11
 Why the last mile is less sustainable than ever, and what we can do about it

True OOH sustainability depends on carrier and consumer Carriers need to provide more eco choices to their consumers

Several factors influence the true sustainability of OOH, In other words, investing in more out-of-home locations so Sustainable delivery options are becoming more important Consumers are more inclined to buy from retailers offering
including the carrier’s drop density and routes, the location that more options are closely accessible will tend to result in to consumers when shopping online. sustainable options, and in most cases will pay more for it.
and coverage of the OOH network and how the consumer more volume into each location as shopper usage increases, However, during the ‘designing the ultimate flexible delivery
accesses it. helping to counteract the dilution of volume across more More than a third of UK shoppers consider being able experience’ panel at Leaders in Logistics, it was revealed that
locations. At some point however, having more and more to offset their carbon equally as important as obtaining only 3% of people in the UK feel they are being given the right
Urban areas tend to have the most savings from OOH, as collection points will reduce drop density and start to reduce free deliveryxiii. In addition, 39.3% of consumers revealed they information on sustainability.
the OOH networks will be denser, and consumers are more the CO2 (and cost) savings potential of the network. As with would be more likely to purchase through an online retailer
likely to collect on foot or by a chain trip. CPost International understanding consumer access, carriers need to be able offering an eco-friendly delivery option.
provided an excellent case study of this at WMX Miami, to quickly and easily analyse OOH locations’ performance to Consumers are more inclined
determine their effectiveness.
detailing the launch of community mailboxes on the island
of Curacao.
In addition, nearly half of consumers would be willing to buy from retailers offering
to pay £1 or more for eco-friendly delivery optionsxiv.

Investing in more out-of-home sustainable options, and in

Installed in accessible outdoor locations near residents’
homes, community mailboxes are a set of lockable mailboxes locations so that more options most cases will pay more for it
in which every household will have a dedicated box and
34% 39.3% 43%
a key. Instead of delivering to each household, CPost can are closely accessible will tend Simply advertising that one option is greener than another
consolidate hundreds of deliveries to a single location. Doing is a good start, as in the example from Belgian retailer
so has taken CPost from having to serve 80,000 addresses to result in more volume into Farmaline below.
to just 150 locations. This decrease has reduced the need of UK shoppers
for delivery vehicles by 80% on the island, reducing the miles
each location as shopper of UK shoppers
consider carbon
more likely to of UK shoppers
would pay £1
purchase through
driven and thus reducing emissions. usage increases offsetting as
important as
retailers offering or more for
eco-friendly
eco-friendly
free delivery delivery options delivery
For OOH to be genuinely sustainable, carriers need to drive
volume into their networks and understand how consumers
are accessing their locations. For their part, consumers
need to understand the effect their journey has on overall
emissions and consciously choose to take a more sustainable
trip. Providing the information and incentives for them to do
so is down to the carrier and the merchant.

CPost reduced the need for delivery vehicles

by 80% using OOH.

It will be harder to reach the same kind of carbon savings in

more rural areas, particularly if there are limited drop off
points. The more spread out the OOH locations are, the more
likely it will be for consumers to make a dedicated car trip for
collection, thus creating more emissions.

That said, investing in OOH infrastructure in these areas will

reduce consumer distance. The closer a consumer is to a
pickup point, the more likely they will be able to travel on foot
or as part of their daily commute, saving carbon emissions
However, even better would be a checkout where average this data into their metrics. Offering genuinely scientific and
overall. InPost also note in their annual report that they see
emissions reductions for specific delivery options were trustworthy information about sustainability goes beyond simply
proximity to lockers as a key determinant of initial consumer
clearly displayed. It’s the job of carriers to analyse not only how offering the option – it actively encourages consumers to make
adoption and usage frequency.
OOH delivery affects their emissions profile, but to understand the decisions they say they’re keen to make.
the ways consumers access their network, and incorporate

12 Ibid
xiii
Climate Crisis – How green is your parcel?
xiv
13
 Why the last mile is less sustainable than ever, and what we can do about it

How carriers can increase OOH volume Key findings for last-mile sustainability in 2022

There are two key components to driving OOH volume: the default. Working with merchant partners on this is crucial
to the success of OOH delivery as a whole.
Right now, we’re emitting more than ever. Despite some
positive changes and deliveries becoming more carbon-
74% of shoppers plan
efficient, parcel volume growth over the last few years to use out-of-home
1. Make sure consumers know the If it’s not clearly available at the key moment where has tipped the scales in the wrong direction. If carriers
OOH options exist and understand consumers are choosing their delivery option, out-of-home are to be sustainable and maintain high parcel volumes, delivery in the future
delivery will never receive significant volume. If carriers can further action must be taken.
the benefits
add data on sustainability savings such as carbon not emitted
2. Make OOH options easy and or miles not driven to these delivery options, that provides a Although electric vehicles will be an essential part of 74% of shoppers plan to use out-of-home delivery in
great incentive for merchants to make the necessary changes, long-term sustainability, carriers still must reduce the the future, partly because it offers several convenience
convenient for consumers to use
and for consumers to select these options. number of miles driven per parcel in the short and benefits for consumers who are no longer at home to
medium term, through consolidating deliveries in accept deliveries. Consumers are also becoming more
Increasing OOH volume begins at the checkout. If consumers Secondly, this means making sure the experience of choosing OOH networks. On aggregate, this should reduce environmentally conscious in their delivery options,
don’t know about a carrier’s offering and why it benefits them, and then collecting an OOH delivery is quick and easy for carbon emissions, provided the OOH network is not and 43% of them would be willing to pay more to select them,
or if choosing an OOH location is harder for them than home consumers. Australia Post’s fully branded checkout integration primarily accessed by dedicated motor vehicle trips. but crucially only 3% think they have the right information
delivery, they won’t use it. is available to its merchant partners across ecommerce on sustainable deliveries.
platforms, and makes the user journey incredibly simple.
That means carriers need to be able to influence checkouts In just 2-3 clicks, users can search for and select a nearby
so that they can communicate the full range of available pickup location using the map, making it quicker than typing
delivery options, rather than reverting to home delivery as in their home address for home delivery.

Ultimately it falls on carriers to provide OOH as an option Consumers say they want to shop more sustainably, but for the
for consumers and make it easy for them to use, but the rubber to meet the road when it comes to sustainable delivery,
process towards this requires input and buy-in from merchant they need to get credible and clear information
customers too, and has to be appealing and useful for them. at the most relevant time in their shopping experience –
This integration is uniform across platforms, so no matter which journey and collection experience should be seamless. Keeping
Carriers should be emphasising their ability to provide clear and when they’re choosing delivery options at the checkout.
retailer shoppers are purchasing from, they’ll get a consistent them informed of exactly when and where their parcel will be
efficient communication, particularly around the sustainability
and easy-to-use experience. Even better, though, it’s simple available for collection helps to reduce parcel dwell time as well
benefits on offer, as well as creating and sharing easily adopted
for retailers to integrate, encouraging more to adopt the as improving customer satisfaction.
checkout integrations for their merchant partners.
integration. Using simple QR codes and shelf-scan book-in procedures can
help host locations to store parcels neatly and securely, and
Experience at the point of collection is crucial too. Once a means shoppers don’t need ID to pick up their parcel,
customer has chosen out-of-home delivery, their shopping so long as they have the QR code from their email.

14 15
REFERENCES:

About Doddle:
Doddle helps carriers and posts around the world make ecommerce delivery and returns more
efficient, customer-friendly and useful. Years of fulfilment experience in the world’s most
advanced e-commerce markets gives us the expertise to help carriers create delivery and
returns strategies that enhance customer experience, promote sustainable solutions and drive
profitability and efficiency. Our white-label technology platform powers the creation, roll out
and management of a full out-of-home delivery & returns ecosystem.

Each of the solutions in the platform is designed to drive loyalty, create cross selling
opportunities, promote efficiency, and address the need for more sustainable supply chains.
Doddle’s expertise and technology is trusted by some of the world’s biggest retail and logistics
businesses from ASOS and Amazon to USPS and Australia Post. Headquartered in London, UK,
Doddle also has regional teams in the U.S., Australia, Europe and Japan.

Find out more at Doddle.com

Mike Richmond
Chief Revenue Officer
[email protected]

Katie Langley
Global Sales Director
[email protected]

Simon Englander
Head of Customer Strategy
[email protected]
16