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This paper provides a review of the current trends in city logistics and underlines the diversity in which urban freight distribution takes place. Urban freight distribution is prone to a wide array of externalities, namely congestion, pollution and community disruptions, which city logistics tries to mitigate. Based upon the main challenges that h...
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... of differences in regional context, urban economic mix, and built environments, material flows associated with urban production, distribution, and consumption vary. They are illustrated in Figure 1. The role and extent of these functions vary according to the historical and socioeconomic context of each city, commonly involving a specialization (e.g. ...
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... La deuxième définition est celle proposée par (Routhier et al, 2002) en français et (Anderson et al., 2005) en anglais « Urban Logistics » : c'est un domaine qui couvre l'ensemble des acteurs, des systèmes de distribution et d'actions de gestion ; et qui vise à améliorer le transport urbain des marchandises tout en réduisant les nuisances sonores et environnementales (Gonzales Feliu et al, 2014). La troisième définition qui a une vision géographique a été développée par (Dablanc et Rodrigue, 2014) : il s'agit de l'ensemble des stratégies et des moyens qui améliore l'efficacité de la livraison des marchandises dans les villes tout en diminuant les externalités négatives liées à cette activité à savoir : la congestion et les émissions de gaz à effet de serre. ...
L’objectif de notre article est de consolider les connaissances sur la logistique urbaine en matière de piliers, d’acteurs et d’enjeux et de présenter l’état et les voies d’amélioration de la logistique urbaine au Maroc. Les constats du diagnostic de la logistique urbaine à savoir le contexte du territoire urbain, les habitudes d’achat de consommateur, la réglementation relative à la logistique urbaine et les attentes des transporteurs, développés dans ce papier donnent d’une part un aperçu sur l’état de la recherche en logistique urbaine, et d’autre part, ils dressent un état des lieux de la logistique urbaine au Maroc et de ses orientations futures.
... Private stakeholders include end consumers, and industry actors as logistic service providers (LSPs), retailers, private developers, entrepreneurs, property owners, unions, industry associations, and chambers of commerce. It is therefore important to understand public-private interactions and how to include industry actors in collaborative planning processes (Dablanc & Rodrigue, 2017). Building on Gunton and Day (2003), who identified key design and management criteria for citizen participation in collaborative planning, in this paper we study how these criteria may be practised in urban freight planning. ...
Although freight issues are often the subject of controversy within urban communities, urban freight stakeholders rarely participate in local planning processes. This paper studies how different criteria to ensure actor participation in collaborative processes are practised in urban freight planning in seven Norwegian cities. The authors link different criteria of actor participation to Arnstein's “ladder of citizen participation”, and study if the collaborative urban freight arenas provide participants with enough power to affect the outcome of improved planning process for urban freight. Participatory observation of collaborative arenas in Norwegian cities, combined with interviews with participating actors, revealed that knowledge and consensus building allowed stakeholders to reach the fifth step on the ladder of participation. The findings suggest that city characteristics influenced what criteria were most important. One important finding was the need to introduce a tenth criterion ‘political and planning anchorage’, which seemed particularly important for private stakeholders' participation in collaborative processes. This finding may be of value to local authorities striving to enhance stakeholder participation and include both private and public stakeholder concerns in urban freight planning.
... Some have looked at ways to address these impacts, finding that the best strategy is restricting all heavy vehicles from using the road [4]. In addition to increased road congestion, the upsurge in truck traffic has led to other negative consequences such as air pollution and parking space shortages [5], [6]. To address these issues, researchers have been developing multi-modal delivery systems that incorporate parcel-delivering drones [7], [8]. ...
... The same can be done for the aerial paths p ∈ P A . D. Societal Cost Due to their recurrent stops, utilizing a large amount of delivery trucks can negatively impact traffic congestion as a whole, especially when considering package deliveries in dense urban environments [1], [3], [4], [5], [6]. To capture this effect, we define the societal cost L S , as the normalized latency experienced by the nominal flow of traffic in units of hours: ...
... Now that we have derived the functions used to compute our edge latencies R e , we can go back to solving our overall optimization problem shown in (9). Using our expressions for average latency in (3), (4), (5), (6), and our derived latency model in (10), we can express our objective function in standard quadratic form: ...
Multi-modal delivery systems are a promising solution to the challenges posed by the increasing demand of e-commerce. Due to the potential benefit drones can have on logistics networks such as delivery systems, some countries have taken steps towards integrating drones into their airspace. In this paper we aim to quantify this potential by developing a mathematical model for a multi-modal delivery system composed of trucks and drones. We propose an optimization formulation that can be efficiently solved in order to design socially-optimal routing and allocation policies. We incorporate both societal cost in terms of road congestion and parcel delivery latency in our formulation. Our model is able to quantify the effect drones have on mitigating road congestion, and can solve for the path routing needed to minimize the chosen objective. To accurately capture the effect of stopping trucks on road latency, we use SUMO simulations and derive a mathematical latency function for roads shared by trucks and cars. Based on this, we show that the proposed framework is computationally feasible to scale due to its reliance on convex quadratic optimization techniques.
... Diesel ist eine substanzielle Quelle für Feinstaub, Ruß und NOx-Emissionen, die daraus entstehenden negativen Umweltfolgen sind im städtischen Raum überproportional. Gründe hierfür sind die niedrigen Geschwindigkeiten, häufigen Haltevorgänge und Standzeiten, das tendenziell höhere Fahrzeugalter und die aufgrund der kleinteiligeren Sendungsstruktur höheren Fahrleistung je Frachteinheit (Dablanc & Rodrigue 2017. ...
... In seiner Dissertation stellt Quak (2008) weltweit mehr als 100 konkrete Nachhaltigkeitsinitiativen im städtischen Wirtschaftsverkehr vor und kategorisiert diese. Dablanc & Rodrigue (2017) nennen zusammenfassend drei Handlungsfelder, die sich auf die Art des Lieferns, die Infrastruktur und den Modus beziehen: ...
... Entsprechend der Erkenntnisse dieser Arbeit kann die Nutzung von E-Lastenrädern im städtischen Wirtschaftsverkehr in diese Reihe eingeordnet werden. Hier schließt sich auch der Kreis zum Schema der Motorentransition vonDablanc & Rodrigue (2017) inFig. 1: Die gewerbliche Lastenradnutzung kann als Pulsgeber auf dem Weg zur Zielstufe IV, der "Green Logistics City" dienen.Es gibt konkrete Einsatzpotenziale für E-Lastenräder im städtischen Wirtschaftsverkehr. ...
Elektrifizierte Lastenfahrräder werden als ein Lösungsansatz für die wachsenden Herausforderungen des städtischen Wirtschaftsverkehrs gesehen. Fokus dieser Arbeit ist eine Abschätzung des Einsatzpotenzials dieses Fahrzeugkonzepts unter Betrachtung von konzeptionellen, verkehrlichen und wirtschaftlichen Aspekten. Als kumulative Dissertation enthält sie fünf Fachartikel, gruppiert zu drei Forschungsbeiträgen. Im ersten Forschungsbeitrag wird erörtert, wie erfolgversprechend das E-Lastenrad, eine Neuauflage des alten Konzepts Lastenfahrrad, in einem Markt mit ersten Anwendern (Kurierdienstleistung) ist. Die Auftragsstruktur im Stadtkuriergeschäft bietet ein substanzielles Marktpotenzial für E-Lastenräder, allerdings erschwert die Positionierung zwischen zwei etablierten Modi (Pkw und Fahrrad) den Markteintritt. Der zweite Teil der Analyse weitet den Blick auf alle Branchen und bietet eine strukturierte Beschreibung der verschiedenartigen Einflussfaktoren (Treiber und Hemmnisse), die auf die Lastenradnutzung im städtischen Wirtschaftsverkehr wirken. Als relevante Entscheidungskriterien konnten identifiziert werden: fahrzeugseitige Aspekte, Strukturen und Prozesse des adoptierenden Unternehmens, Einstellungen der Entscheider*innen, weiche Faktoren sowie regulative und räumliche Rahmenbedingungen. Der dritte Beitrag thematisiert die operative Eignung des E-Lastenrads, indem seine Fahrtzeiten einem Pkw gegenübergestellt werden. Bei Strecken bis zu 3 km sind beide Modi nahezu gleich schnell. Die Hälfte aller Fahrten bis 20 km Distanz würde bei einem Wechsel vom Pkw zum Lastenrad höchstens 2–10 min länger dauern (ohne Berücksichtigung der Parksuchzeit). Bereits kleine Änderungen an den Verkehrsbedingungen könnten noch bestehende Vorteile des Pkw spürbar verringern. Insgesamt erweitert die Arbeit maßgeblich das Wissen zu einem „neuen alten“ Fahrzeugkonzept, dem ein Potenzial zur Auflösung von bislang auf das Automobil hin ausgerichteten Systemen beigemessen wird.
... The phenomenon of online selling is revealing new challenges for private stakeholders as well, especially for couriers and parcel carriers, as they are confronted with rising "last-mile distribution costs". Because of its low efficiency, the last mile represents the weak link of the supply chain, accounting for up to 50% of the total costs in the parcel delivery market (Dablanc and Rodrigue 2017). An appropriate urban freight transport policy-making/planning is needed taking into account stakeholders involvement (Le Marcucci et al. 2017a). ...
Crowdsourced delivery services (crowdshipping) represent a shipping alternative to traditional delivery systems, particularly suitable for e-commerce. Although some benefits in terms of reduced pollution and congestion could be obtained by replacing dedicated freight trips, the impacts of crowdshipping are unclear and depend on several factors such as the transport mode used, the match between supply and demand, length of detours, and possible induced demand. For example, private drivers could modify their existing routes or engage in new trips to pick up and drop off packages; similarly, public transport users could carry along packages on their trips and drop them off at lockers installed around the stations. In this paper, we analyze by means of a simulation-based approach the potential impacts of alternative implementation frameworks. In order to account more realistically for last-mile delivery operations, a hybrid dynamic traffic simulation is adopted such that the macroscopic features of traffic (triggering of congestion, queue spillbacks and interactions with traffic signals) are reproduced in combination with the microscopic features of delivery operations (delivery vehicles are tracked along their routes). The effects on traffic and emissions are investigated for the adoption of crowdshipping by carriers delivering parcels in the city center of Rome, Italy. Results show that not only is the mode employed by crowdshippers crucial for the sustainability of such a measure, but also operational aspects involving the length of detour, parking behavior, and daily traffic variations. Crowdsourced deliveries by car have generally higher negative impacts than corresponding deliveries by public transit. However, limiting the deviations of crowdshippers from the original trips, providing adequate parking options, and incentivizing off-peak deliveries, could significantly reduce crowdshipping externalities.
... They have done so because of their advantages over other energy sourceshigh energy density, ease of transport and refueling, and accessibility when compared to other sourcesbut also because of the massive investments in infrastructure and supporting policies that exist for petroleum extraction and use worldwide (e.g. Greene, 2004). ...
This article addresses the outcomes of the nine myths about sustainable transportation proposed by William R. Black in “An unpopular essay on transportation” (2001) and finds those predictions to have been largely accurate. Five have become myths by 2019, and four have some potential, though this is due to significant changes in transportation technology and the worldwide economy. The three revolutions of transportation are then considered, as potential new myths in that they will contribute to the sustainability of transportation. They are assessed in a utopia/dystopia dichotomy for their potential positive and negative impacts on sustainability. The role of the public sector is also considered. Their impact on sustainability is then discussed, with long-term possibilities of extreme benefits to sustainability in transport, but with the implication that any road to sustainability with these technologies may make things worse before they get better.
... According to Bureau of Transportation Statistics (BTS), between 1998 and 2015, movement of freight (including imports and exports) grew by approximately 18 percent and is forecasted to increase by more than 40 percent by 2045 (Freight Facts and Figures, 2017). The increased volume of freight movements, within and across the country, may be attributed to rapid population and employment growth, economic expansion, continued globalisation, altering landscape of consumer and business preferences, and overwhelming popularity of e-commerce (Giuliano et al., 2018;Dablanc and Rodrigue, 2017). The growth in freight activities coupled with the continuing growth in passenger vehicle miles will undoubtedly put additional strain on the nation's highway system in the form of additional congestion, traffic accidents, air pollution, noise, and expeditious deterioration of the highway surface. ...
A major hurdle in freight demand modeling has always been the lack of adequate data on freight movements for different industry sectors for planning applications. Both Freight Analysis Framework (FAF) and Transearch (TS) databases contain annualized commodity flow data. However, the representation of commodity flow in the two databases are inherently different. FAF flows represent estimated transportation network flows while TS flows represent production-consumption commodity flows. Our study aims to develop a fused database from FAF and TS to realize transportation network flows at a fine spatial resolution (county level) while accommodating for the production and consumption behavioral trends (provided by TS). Towards this end, we formulate and estimate a joint econometric model framework embedded within a network flow approach and grounded in maximum likelihood technique to estimate county level commodity flows. The algorithm is implemented for the commodity flow information from 2012 FAF data and 2011 TS databases to generate transportation network flows for 67 counties in Florida. The proposed approach can potentially circumvent the need for the purchase of expensive TS database for future years.
... For instance,Aastrup et al. (2012)suggest to include in the UDC supply some of the following customers-oriented value-adding services: stockholding, pre-tail activities, order/inventory control, help at delivery, and reverse logistics. Moreover, , e-commerce solutions could be added as they would enable retailers to provide direct beneÖts to their customers (Dablanc and Rodrigue, 2016). The types of value-added services included in the UDC supply may di §er according to the di §erentFigure 1: Recent UDC experiences in Italy (1999-onward). ...
In recent years several European municipalities have paired market-based measures with urban distribution centres (UDC) in order to reduce CO2 emissions and make more sustainable urban freight flows. However, UDCs may add reloading costs and extra delivery times which have relevant impact on both urban supply chains and the competition among traditional and UDC-based logistics service providers in terms of service quality and freight rates. By using a duopolistic Hotelling framework, we show that market-based measures and subsidies might be substitutes to enhance the demand for UDC-based providers but public funding can be reduced by improving the quality of UDC services. These results can enlarge the scope for investments in UDC value-adding services in order to decrease private crowding-out effects in the long run.
... As Rodrigue et al. (2013, pp. 1-41) affirms, energy is a significant element for the existence of the transportation system and it can be seen as a requirement to overcome geographical constraints (Greene, 2004). Furthermore, transport operators focus on two main elements, which are speed (returns in overcoming distance) and energy (cost in overcoming distance) (Rodrigue, Comtois, & Slack, 2013). ...
... Furthermore, transport operators focus on two main elements, which are speed (returns in overcoming distance) and energy (cost in overcoming distance) (Rodrigue, Comtois, & Slack, 2013). From a physical perspective (Greene, 2004):, 2004). Although there may be some discussion on whether fossil fuels will or will not become scarce, the argument in favour of the use of petroleum is still remains the abundant supplies, low cost, high energy density (in weight and volume) and ease of transport, handling and storage (Greene, 2004). ...
... From a physical perspective (Greene, 2004):, 2004). Although there may be some discussion on whether fossil fuels will or will not become scarce, the argument in favour of the use of petroleum is still remains the abundant supplies, low cost, high energy density (in weight and volume) and ease of transport, handling and storage (Greene, 2004). However, transportation's reliance on petroleum brings problems regarding environmental impacts and energy security (Greene, 2004). ...
Long-term scenarios for mobility within cities usually neglect the challenge of energy supply and the ways in which the implied risks can affect urban mobility services. High levels of private transport and fossil fuel dependency tend to prevail in urban agglomerations of modern cities in many parts of the world. The concept of resilient mobility supports a new perspective of transportation solutions, based not only on questions, like how less energy can be consumed or how less CO2 can be emitted, but how vulnerable urban mobility is, in the light of fossil fuel dependency, in case there is a sharp increase of the oil price or even a supply disruption. There are factors within the social and geographical scope, which help understand mobility patterns and possible impacts in case there is a fossil fuel supply threat. The analysis of these additional factors can lead to new policy and planning approaches.
This thesis integrates the resilience concept into the urban mobility research field, through a diversified literature review, generating a conceptual framework on the resilience of urban mobility. Furthermore, quantitative and qualitative methods are developed, based on a proposed framework concerning resilience of urban mobility and applied to the city of Rio de Janeiro.
The developed and applied methodologies involves the evaluation of the resilience of urban mobility based on a process divided in three stages, the capacity to persist, ability to adapt and the potential to transform the city, in order to be resilient, when confronted with a fossil fuel threat.
The quantitative method is based on a social-centered approach, which is evaluated whether the working population of the city of Rio de Janeiro possesses sufficient conditions to resist to fossil fuel threats, based on the urban and social characteristics of the city. This methodology confronts mobility options, geographical constraints and financial conditions of inhabitants.
The qualitative method consists in gathering information regarding the attitude of inhabitants of the city, regarding the current mobility patterns and possible reactions in the face of fossil fuel threats. Furthermore, the qualitative approach consisted, also, in evaluating policies and projects oriented to electric-based transportation solutions and the impact of social movements in improving urban mobility.
Results of this research highlighted the most and less resilient areas of the city of Rio de Janeiro. The areas with lower levels of resilience of urban mobility, are located in the north and west part of the city. The areas with higher levels of resilience are located in the east and south part of the city, including the Central Business District and its surrounding area.
In order of Rio de Janeiro’s social and spatial differences, the results showed that there are different combinations of problems for each part of the city, which generate vulnerable conditions for urban mobility being dependent on fossil fuels. It was observed that there is a high concentration of job positions in the district of Centro (the main distric of the Central Business District), along with higher wage levels in the districts geographically close to this area. In addition to this, there is an electricity-based transportation system, which has a limited geographical reach and a limited carrying capacity, leading to an intensive use of oil-based public and private transportation.
Beyond these problems, it was identified that there is an attitude issue regarding public transportation. In other words, it is likely, that users of public transportation tend to see the public transportation system as an uncomfortable obligation, because of the insecurity, lack of money to use private transportation, dependency on conventional bus and Bus Rapid Transit (BRT) systems (oil-based), high costs involved in travelling, long distance to work, etc.
It has been observed in this research that even in areas of the city that already have an acceptable level of accessibility to train or metro systems, a significant part of the respondents (sample of the qualitative method) are willing to change their modal choice, as they are faced with extreme fossil fuel threats, even if it affects personal expenses.
The city is divided between those who can afford living close to work, those who can afford private transportation and those who cannot afford either of these two options. This third group is, in significant numbers, located in areas of the city that have had long been receiving less investments in the private and public sectors, leading to a complex mixture of urban problems, from low quality of transportation services, education, medical care, security, basic sanitation, etc.
The challenge of the city of Rio de Janeiro goes beyond improving transportation infrastructure to reach the same places because the capacity of the system is limited. It also needs to improve basic infrastructure and urban services in vulnerable areas, attracting the private sector to these areas, consequently reducing travel distances to work, transportation costs and improving urban mobility.
... The urban trade sprawl affects many cities in France (Desse, 2001; Dablanc and Rodrigue, 2016). For example, since the 1960s, the generalized urban sprawl in Paris had not only a consequence in logistics activities (Dablanc and Rakotonarivo, 2010), but also on retailing location with the deployment of peripheral retailers, mainly related to mass-market retailing, which lead to the loss of a part of the suburban clients but also a part of the Parisians which, from then, go to purchase in the peripheral shopping centers. ...
This paper aims, via an analysis of the literature, to propose a first modelling and assessment framework to estimate the impact of retail location and characteristics on the environment. The contribution at this point remains conceptual and methodological, but the proposed framework is able to be applied if suitable assessment tools are available. The framework combines a freight trip flow and a shopping trip flow models for vehicle and transport distance estimation, and a life cycle analysis method to convert those vehicles and distances into environmental impacts, taking into account both direct and indirect impacts. First, an overview on retailing location and the motivation of the proposed framework is presented. Second, the general methodology is described. Third, the different modelling schemes are proposed, relating them to what is proposed currently in literature. Finally, future developments are presented.
