Open Delivery Networks: The E-Commerce Last-Mile Revolution

Last-mile logistics — the most complex, most expensive, and arguably most critical stage of delivery — is undergoing a quiet but fundamental shift. Pickup points and parcel lockers, known collectively as Out-of-Home (OOH) delivery, have become a permanent fixture of Poland’s cities and towns. As their popularity grows, so does courier companies’ appetite for building their own closed networks. But a question arises: is this model sustainable? There’s growing talk of open, or carrier-agnostic, networks — a trend that could redefine the rules of the game.

Poland’s Out-of-Home delivery arms race

The current state of the OOH delivery market resembles a kind of arms race. Every major player — with InPost as the pioneer, chased closely by Allegro, Orlen Paczka, DPD, and DHL — is racing to build the densest possible network of its own points. The logic seems simple: the more lockers you have, the closer you are to the customer.

Yet this model is running up against its limits. Poland already has more than 60,000 OOH points in operation, and finding a new, attractive location has become close to a miracle.

The costs of leasing land, installing machines, and keeping them running are extremely high — especially given that the last mile, the final leg of a parcel’s journey, can account for as much as 50–55% of total delivery costs. In densely built city centers, rental prices are astronomical, while rural areas require far more points to achieve adequate coverage.

It’s worth remembering that a parcel locker is not a passive asset. Installing a single machine costs tens of thousands of zlotys, and its profitability hinges on a delicate balance. For the investment to start paying off, a locker needs to handle at least several dozen parcels a day. A machine full of parcels generates revenue; an empty one only generates costs. Paradoxically, an overloaded locker becomes just as much of a problem, forcing the operator into additional, costly interventions.

Agnostic networks: an answer to the logistics deadlock

In response to these challenges, the concept of open, or carrier-agnostic, networks has emerged. The simplest comparison is to shared telecom towers: instead of building their own costly mast, mobile operators can use shared infrastructure. Agnostic delivery networks work the same way — they are open platforms of lockers or pickup points that multiple carriers can use.

This model brings a range of benefits for every party involved:

• For courier companies: A lower barrier to market entry and reduced investment risk. Instead of pouring millions into a proprietary network, they can simply join an existing one.
• For consumers: Unmatched convenience. Imagine being able to collect every parcel, regardless of which courier delivers it, from a single, nearest locker.
• For the environment: It’s also a more city-friendly solution. Consolidating deliveries into shared points means fewer runs by delivery vans, which various analyses suggest could cut CO2 emissions in a given area by as much as 30–40%. At the same time, it curbs ‘locker clutter’ — dozens of near-identical machines crowding public space.

The online store owner’s perspective

For the e-commerce sector, an open network isn’t just about convenience — it’s a genuine business optimization. Instead of integrating with the APIs of several different OOH networks, a store could integrate with a single agnostic platform. Streamlining logistics processes this way saves enormous amounts of time and resources.

What’s more, access to an open network strengthens the negotiating position of small and medium-sized online stores, giving them access to infrastructure that was previously the domain of the biggest players. Finally, being able to offer customers a single, simple map of all nearby pickup points, regardless of operator, is hugely valuable for conversion in the purchase process.

Global patterns

Agnostic networks aren’t just theory. In Denmark, the SwipBox network operates successfully, and in Estonia there’s Cleveron — companies that act as neutral operators, making their infrastructure available to multiple couriers in exchange for a fee per parcel handled. Similar initiatives are developing in Austria and Germany, often in the form of urban transshipment hubs.

This model holds particular potential in a European context, where it could significantly simplify international door-to-door deliveries by creating a coherent cross-border system. In Poland, although closed models still dominate, the first signs of change are already visible — from platforms aggregating pickup points to statements from players such as Orlen Paczka about their openness to cooperation.

Challenges on the road to open logistics

Despite the obvious advantages, rolling out agnostic networks faces serious obstacles. The main one is competition. For many companies, owning a recognizable network of lockers is a cornerstone of brand identity, and giving that up in favor of shared infrastructure is a difficult business decision.

Technology as the backbone of cooperation

The foundation of agnostic networks is open, well-documented APIs that allow different systems to communicate smoothly. In addition, artificial intelligence can be used to optimize locker fill rates or predict demand for compartments.

Who takes responsibility?

In a shared model, it’s essential to clearly define who is responsible for a parcel at every stage. What happens if a parcel is damaged or stolen from a locker? Is the courier who delivered it liable, or the operator of the agnostic network? These are questions that require precise agreements and procedures.

Returns: troublesome but crucial

A smooth returns process is the standard today. Ensuring that returns automation works just as flawlessly within a shared network is another complex operational and technological challenge.

Potential business models and the role of regulators

This raises a fundamental question: who would manage such a network? Three main models are emerging globally:

1. Neutral third-party operator: A company that specializes solely in managing infrastructure (like the SwipBox example mentioned above).
2. Carrier consortium: A group of courier companies sets up a joint subsidiary to manage the shared network.
3. Public-private model: A partnership between local government, which provides the land, and a commercial operator.

The role of regulators shouldn’t be ruled out either. Just as the European Union mandated charger standardization (USB-C) and abolished roaming fees, future regulations could promote interoperability among delivery networks to tackle urban clutter.

What future awaits OOH deliveries?

Everything points to the market evolving toward hybrid models. As e-commerce continues to grow, maintaining fully closed systems may simply prove inefficient. Paradoxically, cooperation could turn out to be the most effective way to gain an edge in this dynamic market. The winner will be whoever offers not just a dense network, but above all the greatest flexibility and convenience.

This article is based on the report “Out of Home Delivery in Europe 2024. PUDOs and automated parcel machines,” prepared by Last Mile Experts. Alsendo took part in the report as a contributor.

Key takeaways

• Poland’s Out-of-Home delivery market is saturated with more than 60,000 points, driving up operating costs — especially on the ‘last mile,’ which accounts for up to 55% of total expenses. Difficulty securing new locations highlights the inefficiency of the closed-network model and the need to seek alternatives.
• In response to these market challenges, agnostic networks are being developed — open platforms of pickup points available to multiple carriers. This model, analogous to shared telecom infrastructure, is designed to lower barriers to market entry and optimize the use of existing logistics resources.
• Rolling out agnostic networks significantly lowers the entry barrier and investment risk for courier companies by giving them access to existing infrastructure. For consumers, it delivers unmatched convenience, allowing them to collect parcels from different carriers at a single, optimally located point — a key factor in satisfaction.
• For the e-commerce sector, the agnostic model simplifies logistics management through integration with a single platform, strengthening the competitive position of small and medium-sized stores. From an environmental standpoint, consolidating deliveries into shared points is projected to cut CO2 emissions by 30–40% and reduce the visual clutter of urban space.
• Rolling out agnostic networks faces significant challenges, particularly around market competitiveness and companies’ reluctance to abandon the brand identity they’ve built. It’s essential to provide open APIs for smooth system communication and to precisely define liability for parcels at every stage of the delivery cycle.
• The future of OOH delivery will likely rest on hybrid models managed by neutral operators, carrier consortiums, or public-private partnerships. A role for regulators is also possible, potentially introducing rules that promote network interoperability to bring order and efficiency to urban logistics.

Rafał Urbanek