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The last-mile delivery challenges and complexity are increasing simultaneously with the e-commerce growth, the e-commerce growth constitutes a threat to urban transport, especially for big cities and developing countries. This paper examines the economic impact of crowd-shipping based on public transport collaborated with the automated parcel locker and the impact of traditional delivery, as two different methods of last-mile delivery under the same circumstances. This paper aims to assess crowd-shipping as an alternative solution for last-mile delivery compared to traditional delivery. Data has been simulated based on Cairo reality, one of the largest cities in the world. The mathematical models were formulated for the problem, where the first model objective function minimizes the costs of vehicle possession and vehicle kilometers traveled, while the second model objective function minimizes the costs of establishing lockers, vehicle possession, and vehicle kilometers traveled. A genetic algorithm has been used due to the complexity of the problem. The results show that the economic impact of the crowd-shipping delivery system is better than the traditional delivery system under the conditions of large-sized and medium-sized demand, while the economic impact of traditional delivery is better than the crowd-shipping delivery system under the conditions of small-sized demand. [ABSTRACT FROM AUTHOR]

The impact of the COVID-19 pandemic on e-commerce is evident and well-reported. However, few studies have measured the effect of restrictive measures on e-commerce. Therefore, this article aims to explore the causal effect of the COVID-19 pandemic on parcel deliveries. For this purpose, different techniques (interrupted time series analysis, counterfactual analysis, and structural equation modelling) were used to verify to what extent the number of cases and deaths from COVID-19 and the rigour of the restriction measures (measured by the stringency index) increased parcel deliveries in Belo Horizonte, Brazil. The results confirm the causal effect of the stringency index that positively influences parcel deliveries. The marginal effect of the stringency index on parcel deliveries was 5.44 deliveries per day during the pandemic compared to before the pandemic. This result means that each unit of stringency index increases the number of parcel deliveries by 5.44. The effects vary depending on the technique used; however, all showed the contribution of stringency index on parcel deliveries. [ABSTRACT FROM AUTHOR]

Crowd logistics is believed to be an innovative idea that can solve the dilemma lying in the scattered transportation resources and unstable demands of urban freight transport. However, the negative interactions among the participants have left crowd logistics an unstable development. In order to reveal the interactions, which occur under the bounded rationality and discover influencing factors to participants' strategy selections, this article develops the system evolutionary game model and system dynamics model. Also, it investigates how tripartite participants respond to the governance policies under static and dynamic scenario. The simulation results show that dynamic scenario has a better performance in restraining strategy fluctuations among the participants. Under the dynamic scenario, the strategy combination of participants eventually converges to the evolutionarily stable strategy. The probability that shippers adopt "price-exploitation" strategy is positively correlated with extra profits while negatively correlated with the upper bond of the penalties. The profits are the key factor affecting the willingness of drivers joining crowd logistics platform (CLP). [ABSTRACT FROM AUTHOR]

The intensification of e-commerce increases freight movements in urban areas, which negatively contributes to promoting sustainable cities. Conversely, the spare capacity of the public transport system could reduce the externalities of urban freight transport and then promote sustainable cities. This article identifies and evaluates key factors for developing integrated freight and public transport systems. Key factors were identified with a literature review and then classified into benefits and barriers related to the urban environment, and challenges and strengths related to the transport operation. Subsequently, these factors were evaluated by experts and classified by estimating a Luce model. The results indicate that benefits are related to the fight against climate change by optimising urban space and reducing the movements of freight vehicles. Barriers are associated with the lack of a collaborative culture and the need to change consumer behaviour, which helps to promote collaboration and reduce just-in-time demand. For the transport operation, the integration of people and freight systems can reduce operational costs, increase the efficiency of the transport system, and improve the accessibility for people and goods, while promoting economic development by decentralising economic activity. To achieve these benefits, the main challenges concern the logistic activity and the cooperation of stakeholders. [ABSTRACT FROM AUTHOR]

Given the dynamic nature of Urban Freight Transport (UFT) processes, the involved transport and logistics operators face with internal and external issues that should tackle to improve last-mile levels of service and decrease total costs while performing delivery operations. Customers (i.e., freight receivers) perceive the level of service through the acceptance of their requests, while total operational costs are mainly determined by the total travel costs (i.e., distance and/or time) required to accomplish the customers' request. In addition, the vehicle-kilometres travelled are related to the externalities produced. Given that the actors involved in the process operate in a stochastic environment (with changes that can occur both in terms of demand – receivers' requests, and in supply – travel times), collaboration and coordination among the operators could play a key role in meeting the customers' requests as well as in reducing both internal and external delivery costs. Therefore, the paper proposes an UFT modelling framework that integrates collaboration and coordination processes among the different involved actors, and allows the benefits to be assessed. The model has a multi-agent architecture based on microsimulation. In particular, the multi-agent architecture allows us to point out the different actors' responses to various internal (e.g., delivery requests) and external (e.g., delivery times) changes occurring in the daily delivery operations. It consists of three layers. The first one simulates the interactions among actors operating collaboratively. The second layer microsimulates the collaborative processes of information management. Finally, a third layer integrates the two previous layers, facilitating a decision-making process in such a dynamic context. The whole modelling framework is tested in a real case study in which it is possible to validate pros and cons of working in a collaborative and coordinative environment. The results show significant benefits from actors/operators involved in the process and subsequently can address the policy/measure implementation towards a more sustainable and liveable city. [ABSTRACT FROM AUTHOR]

This paper aims to quantify the environmental and economic impacts of a low emission zone in the context of urban freight transport. The research's originality lies in its combination of behavioral data, urban freight transport and environmental models, and cost-benefit analysis methodologies. Through this methodological framework, we examine the costs and benefits of implementing a low emission zone using different scenarios with varying perimeters and environmental requirements in the urban area of Lyon. The findings of this study suggest that increasing the size of the perimeter is more economically and environmentally efficient than tightening the level of environmental standards. • We propose a three-step methodology for an ex-ante evaluation of the impacts of a LEZ. • The analysis couples environmental and economic impacts for urban freight. • We apply the methodology to the current LEZ in the City of Lyon. • Increase the LEZ size is more effective than tighten the environmental standards. • The benefit of air quality improvements is less than the fleet renewal cost. [ABSTRACT FROM AUTHOR]

Crowdshipping implies involving nonprofessional operators in transporting goods. While its financial benefits are easy to grasp, its environmental implications much depend on the transportation mode used and whether trips are dedicated or non-dedicated. One way of greening crowdshipping services is to use public transportation (less polluting) as a mode of transportation and commuters as bringers (non-dedicated trips). This, in fact, allows minimizing both pollution and congestion at the same time. While conceptually interesting and theoretically self-evident this is practically difficult to implement and much under-studied. A literature review and in-depth interviews are the methods used in sequence to tackle the issue discussed above. The added value this paper produces is a confirmation of already existing research foci, an extension of the research agenda thanks to the investigation of adjacent research fields (passenger and freight urban integration), an enlargement of the critical factors thanks to the practical knowledge deriving form crowdshipping operators. [ABSTRACT FROM AUTHOR]

One of the most important problems in the cities is atmospheric emission of anthropogenic origin. This problem is the key challenge mostly for city municipalities but also for business stakeholders, which are involved in freight transport at urban areas. One of the most important and efficient solutions to reduce this negative impact is implementation of electric vehicles. In recent years many activities and developments in this area have been done. This paper is focused on utilization of multi-criteria analysis for electric vehicles selection in the context of their usability for deliveries realization in cities. Moreover, it also presents general issues regarding the use of alternative fuels in motor vehicles, with emphasis on electric vehicles. It discusses the extent to which electric vehicles are used. It describes the key parameters for determining the usability of electric vehicles in urban deliveries. Based on the formulated assumptions, a multi-criteria model is proposed to enable selecting, out of the defined vehicles catalogue, solutions that are optimal in terms of potential effectiveness. The general aim of the paper is to support the logistics companies' decision makers in the improvement of the freight vehicles fleets, taking into account the sustainable city logistics expectations. [ABSTRACT FROM AUTHOR]

Many cities of different size and in different areas of the world have successfully tested the introduction of off-hour deliveries (OHD) on a voluntary basis, reporting positive effects, both on freight distribution efficiency and sustainability. However, those initiatives have not been implemented so far at a large scale. This paper investigates OHD potential in Rome, focusing on one of the most important barriers to its adoption, i.e. stakeholder acceptability. The study investigates stakeholders' preferences for different OHD configurations using both a qualitative approach, based on in-depth interviews, and a quantitative analysis, based on an interactive multi-actor multi-criteria analysis. Results show that stakeholders prefer a solution where OHD are jointly implemented together with one or more urban consolidation centres. This preliminary analysis paves the way for further technical/economic evaluations needed for OHD implementation in Rome. Stakeholders' involvement is of outmost importance to understand their heterogeneous preferences and increase their awareness of urban freight transport problems, with the overall aim to foster behaviour change. [ABSTRACT FROM AUTHOR]

This paper analyses the effects of the COVID-19 pandemic on the perception of young generation (from 19 to 39 years old) about on-demand delivery services. An exploratory analysis was performed using data from a social media questionnaire and estimating a structural equation model. The findings showed that the perception of on-demand services and on-demand deliveries influenced on-demand purchases before and during the COVID-19 pandemic. Furthermore, the consumer profile influenced on-demand purchases before the COVID-19 pandemic. The practicality of buying and receiving products at home is the main motivation of the young generation regarding the use of on-demand delivery services before and during the COVID-19 pandemic. The findings showed the importance of extending this exploratory analysis to other age groups in the post-pandemic time due to the increase in on-demand deliveries and the related impacts of this delivery service. [ABSTRACT FROM AUTHOR]

Urban shopping malls do not only depend on consumer mobility to operate and thrive, but goods mobility as well. With the emergence of omnichannel retail, stores are now multifunctional hubs accommodating collection, delivery, and return of online purchases. As a consequence, goods transportation requirements for stores have intensified. This impacts the malls in which they are localized as well. The scientific literature that covers goods mobility and malls is fairly limited. It has not yet explored the efficiency and sustainability of goods transportation to and from malls in the omnichannel era. To perform a state of practice and suggest improvements, we combine case study and exploratory research for the Beaugrenelle mall in Paris. The research demonstrates three operational issues. First, chaotic supply operations resulting in alternative practices that expose delivery workers to financial, security, and ergonomic risks. Second, patchy delivery practices that are not aligned with the regular supplies. Third, a lack of storage. In response, we explore three solution pathways: i.e., introducing dedicated staff, engaging third parties, and implementing intelligent technology. In doing so, we intend to provide elements for discussion for the mall operator, the retail tenants, their logistics service providers and the city moving forward. [ABSTRACT FROM AUTHOR]

Urban freight transport (UFT) is fundamental to the liveability of our cities, but it also contributes to the unsustainability of the same cities. Local authorities are primarily responsible for governing urban areas and implement different measures to regulate UFT. Measures often fail as they do not reach their intended goal and sometimes even produce adverse effects. One of the primary causes is that prior to implementation, the different stakeholders affecting and being affected by the UFT are not sufficiently involved. In this study, the multi-actor multi-criteria analysis (MAMCA) is applied ex-ante to evaluate to what extent different measures contribute to the objectives of different stakeholders. A municipality in Belgium, experiencing a lot of traffic, is used as a case study. Regulating UFT is in this case further complicated due to multi-level governance with different jurisdictions over infrastructure. To our knowledge, there are no similar UFT studies in a multi-level governance context. Results show that all proposed measures are an improvement for all stakeholders compared to the current situation. Future implementation of measures in this context is discussed. [ABSTRACT FROM AUTHOR]

Although urban freight transport (UFT) is vital for importing and exporting necessary goods and waste, a number of negative sustainability impacts characterise the process. The relatively recent attention for UFT spurred the emergence of a variety of policy measures. Nevertheless, local authorities experience difficulties in choosing a successful solution. Generally lacking are short and long-term assessments, a multi-stakeholder approach and a solid contextual understanding based on data. In order to tackle these pressing causes for policy failure, we developed a policy assessment framework . The framework includes four methodologies that are relevant for UFT policy assessment and introduces 45 indicators for the collection of UFT data that enable monitoring and benchmarking and provide input for the assessment methodologies. The paper covers the policy assessment framework and a case study application on the Belgian city of Mechelen. As the city struggles with selecting an appropriate and broadly supported policy measure to increase UFT sustainability, a multi-actor multi-criteria analysis (MAMCA) is applied. The results show that conflicting interests greatly impede policy measure selection, making further adaptations to the city's proposals necessary. The policy assessment framework represents a well-reasoned and solid process for UFT policy-making that is supported by the stakeholders involved. [ABSTRACT FROM AUTHOR]

Megacities in emerging markets are a relatively new phenomenon. The size of these cities combined with the high growth rates provides substantial sustainability challenges. Urban freight transport (UFT) contributes to these challenges. Despite its relatively low share as part of total traffic, the negative impact of UFT is disproportionate. Improving the sustainability in this context is inevitable in the light of further prospected urbanization. To study this topic, a theoretical framework is developed which is subsequently applied on literature. This allows characterizing the UFT system in a city. Such a framework is currently lacking. The framework is developed around the components of a UFT system (demand, supply and context) and the factors influencing these components. Factors include the different supply chains (demand), vehicles used (supply) and traffic measures (context). It is applied to analyze the UFT system in megacities in emerging markets. Results show that demand in different supply chains is fragmented as well as the transport. Uncontrolled sprawl and the existence of an informal economy further contribute to the complexity to regulate UFT. Based hereupon, we discuss efforts to move to more sustainable UFT in this context. [ABSTRACT FROM AUTHOR]

Over the last decade, the focus in the domain of freight transport has been set on the investigation of ways to eliminate time and cost in last mile delivery, while continuously upgrading the level of provided services, promoting a number of innovative logistics solutions. One of the most important issues is the optimization of the interconnection amongst the interurban and urban sections of the supply chain, where the role of the Freight Transport Interchanges (i.e. Freight Centers) has been fundamental. The key issue is three fold and the optimum solution lies between: a) the selection of the most appropriate location for the establishment of each facility, b) the identification of the facility's attributes that should match the interest area's needs and c) the evaluation of the concept as considered to be part of the local policies and measures promoted or planned for the area of interest. The answer to the afore mentioned issues is provided through a two level approach incorporating the development of two discrete, but successive decision making supportive evaluation tools: a methodological approach to provide a solution to the facility location problem for Freight Centers and an integrated evaluation framework used for the assessment of the operation of the specific Freight Center category, the Urban Consolidation Centers (UCC). Both methodological frameworks are based on selected performance indicators, incorporating divergent stakeholders’ interests considering conflicting business models and operations. [ABSTRACT FROM AUTHOR]

Business model innovation (BMI) is an important but challenging process that is potentially hampered by obstruction and confusion. Despite its significance, BMI is an underexplored topic in research on urban freight transport. By studying two examples of technological innovations, namely electrified freight vehicles and digitalisation, this paper reviews the existing literature and reinterprets five cases of attempted BMI in the Swedish urban freight transport sector. Three key issues are suggested to impede innovation. First, BMI and technological development are two closely related processes that influence each other. Thus, they are part of a complex context that is difficult for project participants to assess. Second, decision makers confront difficulties in deciding the specific stakeholders to prioritise and may thus unintentionally exclude important groups. Third, as BMI is a novel approach to business development, it presents participants with considerable uncertainty about the responsibilities that they and other actors have toward each other. These issues indicate that in the urban freight transport sector, the theoretical dichotomy of barriers emanating from either obstruction or confusion must be expanded to include a third barrier, strategic misalignment, which arises due to diverging interests and organisational incentives. [ABSTRACT FROM AUTHOR]

A model is introduced to optimally locate loading bays in an urban environment according to the demand for deliveries at various categories of non-residential locations and to assist policymakers in implementing this solution and explicitly assessing the associated costs and benefits. This model allows flexibility to consider loading bays with varying capacities, considers the capacity of each bay in terms of occupancy time including driver walking time between bay and delivery destination, and chooses from among a specified set of candidate locations for bays. The model formulation allows for selective non-allocation of loading bays in the case that the cost of urban land-use outweighs the cost of traffic disruption according to the level of ambient traffic observed, the probability of the delivery driver successfully finding on-street parking at the destination, and a baseline sensitivity factor specified by the policymaker. [ABSTRACT FROM AUTHOR]

Urban freight and city logistics are central to the UK economy, but face a number of economic and environmental challenges. This paper contributes to a new body of research that investigates the potential of cargo cycles to make city logistics more sustainable and explores ways to encourage their diffusion. The paper makes three key contributions. First, it develops a typology of cycle logistics based on a literature review and expert interviews in order to clarify definitions and terminology. Second, it identifies perception issues, lack of awareness and regulations as major barriers to wider implementation at city level based on snap-shot case studies. Third, it suggests a sustainable city logistics framework for urban governance, logistic operations and future research, to harness the potential of using cargo cycles for sustainable urban freight transport. The paper argues that local authorities have a key role to play in creating conditions that incentivise large logistic companies such as DHL, Hermes and TNT to integrate cargo cycles into their supply chain and hence drive a long-term modal shift. The findings of the paper are of interest to policy makers, urban logistic operators, research institutions and citizens as potential customers. [ABSTRACT FROM AUTHOR]

Delivery and Servicing Plan (DSP) is an innovative logistics concept for more efficient organisation of deliveries from the point of view of the receiver of the goods. DSP actions tested in this study include reducing the number of suppliers, grouping deliveries, selecting less distant suppliers and others. It is shown that DSP can help reduce externalities and lead to a substantial reduction of costs. A new tool was developed to calculate the benefits of different DSP options for businesses and the public sector. Reductions in costs and externalities exceeding 50% have been demonstrated in a few cases. Remaining difficulties with the concept are organisational issues, lack of knowledge, need to give external advisory support for shop owners and the limited number of successful applications to date. [ABSTRACT FROM AUTHOR]

End-consumer choices in relation to type of retail outlet impact upon shopping travel frequency and mode, and hence on freight distribution flows for restocking shops. The characteristics of the restocking process, in terms of delivery size, delivery frequency, freight vehicle type and so on, are strictly related to the size of commercial activities to be restocked. Since end-consumer choices depend on end-consumer characteristics, such as age, gender and occupation, which change over time in an urban area, changes in such characteristics impact upon the nature of freight restocking. In city logistics analysis, in order to forecast the future characteristics of freight distribution in an urban area, a system of models is required that allows shopping mobility and freight restocking distribution to be considered in an integrated approach, with shopping demand models that take end-consumer characteristics into account. This paper discusses a number of issues related to the transportation impacts of shopping attitudes on urban freight distribution. It focuses on the factors that mainly influence freight distribution: quantity and choices of retail type (including e-shopping). After an analysis of state-of-the-art shopping mobility demand modelling, a new system of models for simulating shopping choices is presented. The models were obtained by using surveys carried out in Rome where more than 300 families were interviewed. Jointly with urban restocking models, they were used to assess the effects on freight restocking under a future scenario when demographic changes occur in a medium-size urban area. The results indicate that effects of demographic changes on shop restocking flows can be significant. For example, the shifting of middle aged adults into later age could result in an increase in shopping trips to nearby shops, mainly to small and medium-size retail outlets. This could lead to a consequent increase in car-kms. Further, expectation of an increase in e-shopping could reduce consumer trips. However, new measures able to promote consolidation for making home deliveries more efficient should be investigated. [ABSTRACT FROM AUTHOR]

This paper presents a case study describing a transferability case study in Cariacica (Brazil), identifying various urban freight planning measures from other parts of the world that might be implemented in Cariacica. The case study developed a light transferability approach, which uses a low level of expert input and data requirements, and is thus appropriate for cities with highly limited financial resources. The case study focussed upon regulatory measures that are under the control of the local authority, and also identified possible barriers and facilitators for their implementation. It was generally considered that the 'light' transferability approach had been successful and could be used in many other 'smaller' cities. The paper provides insights both for research and transport planning practice (on identifying barriers, and hence solutions, for the successful implementation of urban freight transport measures). Furthermore, the paper provides a number of reflections about the transfer process, paying particular attention to the precise objectives of such exercises and the roles of transfer agents. Finally, conclusions are given which make a further justification of using a 'light' approach for policy transfer exercises in the context of the complexity of the urban freight transport system (further 'complexified' by transferability issues). [ABSTRACT FROM AUTHOR]

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• The paper aims to analyse the awareness of projects implemented under freight quality partnership on the example of Szczecin. • The paper presents the results of a questionnaire-based research depicting levels of environmental awareness, manifested by various city logistics stakeholders' groups. • The results show in what manner different stakeholders' groups recognize and assess the FQP activities. As an idea, Freight Quality Partnership (FQP) has been worked on for a few years. Though most successfully implemented in the United Kingdom, these init6iatives were also positively implemented in other countries, amongst others under projects such as C-LIEGE. Presently, absence of analyses related to the FQP results awareness from the different city logistics stakeholders' perspective is observed. With almost 10 years of experience in developing the FQP in Szczecin, the Authors conclude that this issue is of critical importance for future sustainable development and improvement of such initiatives. The paper focuses on analysis of the key city logistics stakeholders' environmental awareness in the context of projects implemented under the Freight Quality Partnership, based on the example of Szczecin (Poland). It is as the emanation of the social and economic priority – the sustainability concept. Based on the relevant literature review, the Authors made an attempt to identify the ecological utility of FQP activities. Further, the paper presents the results of a questionnaire-based research depicting levels of environmental awareness, manifested by various groups of UFT stakeholders in Szczecin. The research has been divided into two parts – the first focuses on internal FQP stakeholders (FQP members), and the second focuses on external FQP stakeholders (various city users and local authorities). The results show in what manner different stakeholders' groups recognize and assess the FQP activities. [ABSTRACT FROM AUTHOR]

City users gladly apply comfortable and time-saving e-commerce solutions as an alternative to traditional purchase. The present pandemic crisis made this issue even more important. It significantly increased the number of transport operations within the city area, as each order has to be delivered directly to the purchaser. Consequently, city authorities are confronted with the important challenge: how to fulfil the expectations and needs of city users in the context of transport system functioning in view of reducing the negative impacts of urban freight transport in terms of safety, air pollution or noise. This is one of the most important elements of social sustainability in cities. One of the solutions that help reduce the negative environmental impacts of urban freight transport is making use of vehicles that produce less air pollution, such as electric vans. It proved to be very effective in decreasing transportation footprint by reducing local emissions of e.g. PM or NOx. However, one of the key limitations is the potential short driving range of such vehicles, which results from the battery capacity and charging infrastructure availability. In recent years, some analyses related to that issue have been made. Nevertheless, the studies have taken into account passenger cars only. This paper presents the results of the research study aimed at verification of electric vans energy efficiency in real-life conditions, i.e. when delivering courier consignments. The electric van used for the purposes of the experiment was Nissan eNV200. This paper fulfils the important knowledge gap and could be helpful from both theoretical and practical perspectives. It should be emphasised that the experiment was carried out in real-life conditions, i.e. in the course of performing business processes in one of the worldwide known CEP companies. The research study was carried out under the EUFAL international project, funded under the Electric Mobility Europe programme. The results of the research shown high potential of electric vehicles and usefulness of electromobility in last mile deliveries. The business partner of the research is now on the stage of electric freight vehicles implementation into vehicles fleets. [ABSTRACT FROM AUTHOR]

• The potential of EFVs in Turkey is much higher than the current adoption rates. • Additional stakeholders brought by EFVs increase the complexity of urban logistics. • Conducting Total Cost of Ownership projections on EFVs are problematic. • Uncertainties in regulations delay the diffusion of EFVs. • The adoption rate of EFVs can be increased with better information diffusion. Electric Freight Vehicles (EFVs) have a strong potential for urban freight transport and city logistics. Depending on the way electricity is produced, the deployment of EFVs could significantly reduce exhaust emissions and noise pollution in cities. However, the market share of EFVs in commercial fleets is far below the potential. There is also a lack of knowledge on specific technical and organizational issues faced by EFV adopters, particularly who are at an early stage of adoption. The aim of this paper is to obtain an in-depth understanding of the factors that influence the adoption of EFVs in urban freight transport fleets in Turkey. The analysis is based on review of literature and the feedback gathered from a workshop with relevant stakeholders, as a part of the activities realized under EUFAL (Electric urban freight and logistics) project, realized under the ERA-NET Cofound Electric Mobility Europe. The evaluation of workshop results shows that besides some persistent technical and operational issues, EFV adoption is limited by a clear lack of easily available and reliable information on factors affecting the EFV adoption decision. [ABSTRACT FROM AUTHOR]

• Sustainability of the urban freight transport can be enhanced by introducing sharing economy, including LCV-sharing. • LCV-sharing is an environmentally-friendly and economically justified way of obtaining means of transport. • Further development of LCV-sharing depends on availability of the service, its price and attitude to the sharing economy. Reliance on the sharing economy is becoming crucial to the functioning of modern cities. Certain sharing economy-based solutions can contribute to the development of sustainable urban freight transport by reducing the number of delivery vans in service and using green vehicles. This paper evaluates the potential of the sharing economy for freight deliveries in the Polish cities. The authors examine two types of sharing platform-based solutions for light commercial vehicles (LCV), namely LCV-sharing and crowdshipping, along with the general perception of sharing platforms by the Polish citizens and their motivation to use them. Two research methods have been employed. The multi-case study method has been applied to assess the LCV-sharing market and identify the best crowdshipping practices. General interest of the public in the sharing economy has been examined by means of a survey analysis. The results show that, albeit with little market presence, the LCV-sharing is continuously winning new customers in the major Polish cities. Provided by car-sharing operators who have expanded their offering with delivery vans, or by operators who target the freight market alone, the service is a more environmentally-friendly and economical alternative to leasing, especially for companies which do not need extensive use of delivery vans. Further development of LCV-sharing depends largely on availability of the service and its price, as well as on the general awareness of benefits from the sharing business model and the strengthening of confidence in it. [ABSTRACT FROM AUTHOR]

Consolidation of goods is a promising strategy for reducing city logistics problems. For the last two decades, the concept of urban consolidation centres (UCCs) has been implemented in different cities. UCCs that were started for special subsectors (e.g. construction material handling) are relatively successful; however, general purpose UCCs are not performing well at all. Most UCCs are financially dependent on government support. The UCC concept can be successfully implemented by developing a consistent subsidy or tax scheme aiming to internalize the negative external effects of conventional urban goods distribution. In this paper, we describe and test such policy - a delivery cap and price (DCAP) scenario, combined with a subsidy for a UCC alternative – to reduce carbon emissions for urban goods delivery. The scenario introduces a cap on goods deliveries made to shopkeepers by conventional vehicles, using so-called carbon credit points (CCPs). We demonstrate this policy with a stylized implementation of a city logistics agent based model for the inner city of Rotterdam. The results indicate that this financial scheme could positively influences the use of UCC, ensures its financial viability and significantly reduce the external effects of urban freight transport. [ABSTRACT FROM AUTHOR]

• The LFR system may be a solution that makes it possible to use rail haulage to serve the feeder function in UFT. • The LFR system as the innovative solution may become a real alternative to road transport. • Implementation of LFR in urban areas may become an important factor to foster the growth of SUFT. This article discusses the issues of rail freight transport functioning in urban areas. The main purpose of this article is to identify the conditions for implementing the Light Freight Railway (LFR) as an innovative solution for Sustainable Urban Freight Transport. To achieve the assumed goal, the following research methods were used: literature review, documentary method and Delphi method. The area covered by the research is the Szczecin Metropolitan Area, Poland. The study has demonstrated that despite the features that univocally determine the place and role of rail transport on the service market, it is important to implement innovative solutions that involve rail transport. The concept presented by the authors can help use railway to carry cargoes on short distances in urban areas. The proposed system is in line with the assumptions of sustainable development of transport. The conducted research has shown that implementation of the LFR is conditioned by a number of factors of technical and organisational nature, but it can contribute to achieving certain short- and long-term benefits. The LFR concept is an autonomous solution that can be implemented in individual urban areas, regardless of any solutions applied in other areas within a given transport chain. [ABSTRACT FROM AUTHOR]

• We propose a new methodology for measuring and evaluating the environmental performance of logistics systems. • Value-added concept is used to classifies the consumption and waste processes of urban freight transportation systems. • Our methodology uses the Overall Greenness Performance (OGP) tool with a mixed-integer linear programming (MILP) model. • The approach is validated through a case study from a company in Colombia. Environmental sustainability is a requirement for modern urban freight transport systems. On a global scale, most resources are currently consumed in cities, contributing to the economic importance of urban freight transport as well as its poor environmental performance. However, there is a lack of knowledge about how to correctly quantify the environmental efficiency of urban freight systems. In this context, this paper proposes a new methodology for evaluating the environmental performance of urban freight transport systems by applying the Overall Greenness Performance (OGP) tool. OGP is a lean-based hierarchy of metrics that uses the value-added concept to relate a company's productivity with its environmental performance. The proposed methodology uses a mixed-integer linear programming model to assess the environmental impact of the activities and/or requirements in an urban freight transportation system. This paper examines how company context, the supply chain and value stream activity types, namely value adding, necessary but non-value adding and non-value adding, affect a system's performance, operational costs and environmental impact. Real data from the city of Bogotá, Colombia, were used to validate this approach. A sensitivity analysis was performed with different companies, demands and costs in order to evaluate the trade-offs between economic performance and environmental impact. [ABSTRACT FROM AUTHOR]