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International audience; With the increase of power of the local authorities, especially with regards to movement of urban goods, we decided to focus on the manner in which local authorities in the area of Brittany planned the implementation of regulations and infrastructure. This research studies nine towns in Brittany, namely: Rennes, Saint-Malo, Saint-Brieuc, Lannion, Morlaix, Brest, Quimper, Lorient and Vannes. It is based on urban documents, and interviews with local authorities, followed by diagnosis.; Avec l'augmentation du pouvoir des collectivités locales, notamment dans le transport de marchandises, comment les collectivités locales élaborent-elles des réglementations ou des aménagements dans la région Bretagne ? 9 agglomérations bretonnes sont étudiées: Rennes, Saint- Malo, Saint-Brieuc, Lannion, Morlaix, Brest, Quimper, Lorient et Vannes. Cette recherche se base sur l'étude de documents d'urbanisme, des entretiens avec les élus locaux et des diagnostics

A new urban consolidation centre, called Binnenstadservice.nl ('Inner city service'), started business in April 2008 in the Dutch city of Nijmegen. The consolidation centre in Nijmegen differs from initiatives in the past, distinguishing itself from other UCC initiatives by its focus on receivers rather than on carriers. After one year already 98 stores joined Binnenstadservice.nl and this number is still growing. Due to Binnenstadservice.nl, fewer trucks enter the city centre and fewer kilometres are driven. In this paper we provide insights into the local effects of the Binnenstadservice pilot after one year, such as air quality, inconvenience for residents and noise nuisance. The effects on local air quality and noise nuisance are limited, due to the amount of passenger and bus traffic remaining. Plans exist to start Binnenstadservice.nl franchises in other Dutch cities, which could result in making Binnenstadservice.nl a more serious partner for carriers to handle the transport of last mile distribution in cities.

Many city public authorities have implemented measures to alleviate the negative effects of freight transport in urban areas, but these have often proved ineffective. The literature contains studies related to ex-post assessment of urban freight transport policies. This paper proposes a methodology for ex-ante assessment of their effects. The focus is the assessment of pollutant emissions. The application of the methodology to the inner urban area of Rome shows that an urban distribution centre can be more effective in reducing environmental externalities than policies based on vehicle fleet renewal.

Although the interest in urban freight transport is growing, it is commonly seen as an area where there is, for several reasons, a lack of research, especially if it is compared with the amount of research that deals with passenger transport. The attention of governments especially for urban goods movement has increased over recent years and with that the number of studies in the urban goods movement field. However, the practice of city logistics policies is not very often the result of detailed analyses and evaluations. This is reflected in similar types of regulations repeated through the different cities regardless of their characteristics, the same schedules for time windows and load zones, and the failure to recognize different types of urban distribution which require different types of regulations. Apart from copying regulation frameworks, however, cities hardly share information, knowledge or cooperation. The lack of national or regional bodies dealing with city logistics, as there exist for urban passenger traffic, is significant. In this paper the authors address the main research contributions in city logistics and try to illustrate how the research contributions are (not) related to the daily practice of policymaking and town planning. Finally the paper ends with the conclusion that a real gap exists between research and practice and the paper provides some explanations, conditions and directions for setting up new research projects.

Tez (Yüksek Lisans) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2006, Thesis (M.Sc.) -- İstanbul Technical University, Institute of Science and Technology, 2006, Bu çalışmada, Kentsel Lojistik ve Lojistik Köy kavramları ele alınıp, kentsel lojistik kavramı çerçevesinde geliştirilen optimum modelleme yöntemlerinin karşılaştırmalı olarak değerlendirilmesinin yapılması ve incelenen modeller neticesinde İstanbul’da organize lojistik bölge kurulumu için büyüklük ve lokasyon tayini hedeflenmiştir. Endüstriyel üretim alanları, organize sanayi bölgeleri, küçük sanayi bölgeleri ve kooperatifler, serbest bölge ve limanlar; yük üretim, tüketim ve geçiş noktaları kentsel alanların çevresinde yoğunlaşmaktadır. Bu durum, lojistik maliyetlerin yüksek olması, trafik ve gürültü gibi çevresel kirlilikler ve diğer verimsizliklere neden olmaktadır. Kesin Ağırlık Merkezi veya Taşıma Maliyetlerinin En Küçüklenmesi yöntemi ile yer seçimi kararı, taşıma modu, ağırlık ve mesafeye dayalı taşıma maliyetine bağlıdır. Bu modelde bilinenler, tedarik ve teslimat kaynaklarının koordinatları, yük miktarları ve bilinmeyen ise kurulacak Organize Lojistik Bölge’nin koordinatlarıdır. Bu problemde amaç fonksiyonu toplam taşıma maliyetinin minimum yapılması olarak tanımlanır. Elde edilen çözüm bize kurulması gereken OLB’nin koordinatlarını verecektir. Uygulama esnasında klasik algoritma ve yöntemlerin uygulanabilirliğinin sağlanabilmesi adına sınırlı sayıda nokta tespit edilmiş ve bu noktalar arasında OLB’nin tayini yapılmaya çalışılmıştır., In this study, optimum modelling techniques, which were developed for City Logistics, were examined comparatively including the discussion of Urban Logistics and Freight Village concepts. Moreover, determination of optimal location and size of such logistics terminals in Istanbul was aimed. Industrial production areas, industrial zones, small industrial zones and co-operative societies, free zones and ports; freight production, consumption and crossing points are on the increase in urban areas. This situation causes the high logistics costs, undesirable environmental factors such as traffic and high noise levels and other lacks of productivity. Determining optimal location with P-center problems or minimizing transportation costs methods are dependent on transmission mode, freight and transport costs that change with transmission distances. In these models, the coordinates of supply and delivery points and weights are known and coordinates of industrial zone are unknown. Objective function is described as minimizing total transmission costs. The solution set will give us the coordinates of the logistics terminal which is thougt to be build. This problem was studied with limited industrial zone and freight transport points in order to use the classical algorithms and methods and the coordinates of logistics terminal were calculated just considering these points., Yüksek Lisans, M.Sc.

Este trabajo evalúa la regulación del transporte de carga en Santiago. Concluimos que gran parte de las regulaciones restringen cuantitativamente el uso y el acceso a las vías, y que los agentes las perciben como erráticas, lo que genera incertidumbre para la toma de decisiones. Argumentamos que estas restricciones no sólo son costosas sino que también ineficaces, ya que el principal determinante del volumen de carga transportado es el nivel de actividad económica en Santiago, que es en gran medida independiente de las políticas adoptadas para el transporte de carga. Las concesiones urbanas, que serán implementadas próximamente en Santiago, mitigarán algunos de los problemas causados por el transporte de carga. Ellas no sólo aumentarán la oferta de vías sino que también harán que los usuarios paguen la externalidad que generan cuando las utilizan This paper is an assessment of freight transport regulation in Santiago. We conclude that most regulations restrict quantities and access. Moreover, agents perceive them as erratic and uncertain. We argue that these restrictions are not only costly but also ineffective, since the main determinant of freight volumes is the level of economic activity in Santiago; which is largely independent of freight transport policies. Urban toll roads, which will be introduced in Santiago in the near future, will mitigate some of the problems caused by freight transport, both by increasing the supply of roads and by making users pay for the externalities they cause

The present research addresses the issue of data collection, models and methods for urban freight transport demand investigation and the difficulties related to costs and the fact that few data are often available. Then, it becomes important to investigate the transferability of results in order to improve their use and to assess whether the obtained results is dependent on any particular condition, and whether the lessons learnt in one city can be transferred to other cities. The transfer of a previously estimated model to a new application context can reduce or eliminate the need for a large data collection and model development effort in the application context. Therefore, the main goal of the research is to compare the freight transport demand in two European cities (Rome and Santander) in order to highlight which similarities and differences depend on some factors and demonstrates that there are many different patterns of urban distribution that need to be taken into account. The analysis is based on some similar surveys carried out in the cities that are also very different in terms of spatial and economic patterns. Furthermore, the available surveys in Rome and Santander have been the basis for the calibration also in Santander of a modelling system for urban freight demand forecast set up in Rome. In such a way, the analysis of model and parameter transferability is also investigated.

The main problem arising in the process of management of the transport and distribution of goods in urban areas is the lack of data regarding deliveries, in particular with regard to the structure of demand as well as the classification of vehicles, their routes, changes in demand for transport, etc. The aim of the research presented in the paper is to fill this gap in Szczecin (Poland). The studies are part of research carried out under the project GRASS (GReen And Sustainable freight transport Systems in cities). The paper introduces the results of second stage analysis of the goods distribution within the city centre of Szczecin, covering a significant number of companies, retail and service entities, entities of the HoReCa sector, schools, universities, and public administration. The studies presented in this paper of the survey results illustrate the impact of Christmas period on the increasing demand for delivery in Szczecin example. Moreover, the survey was conducted in the shopping centres located in the designated area of the city. This enabled to determine the seasonal increase in demand for freight deliveries.

Many urban areas are experiencing growing levels of traffic congestion and increased freight demand due to population growth, globalization and contemporary logistics systems. High Productivity Freight Vehicles (HPFVs) are large combination vehicles that offer significant benefits for lowering costs, improving safety and protecting the environment by reducing the number of truck movements in cities that would otherwise be needed. This paper describes how HPFV are being implemented in Australian urban areas within the Performance Based Standards (PBS) framework to allow better use of existing urban freight networks. PBS is a flexible non-prescription framework for regulating the weight and dimensions as well as network access of road freight vehicles. This paper presents details of case studies used to estimate the productivity gains from operating PBS vehicles in urban areas. A range of PBS vehicles have been identified as being suitable for urban freight operations including Super B-doubles and rigid trucks. This paper demonstrates how the productivity gains from PBS vehicles operating in urban areas can be estimated. The results of simulations of a number of freight networks for specific commodities are presented. The analysis presented shows that substantial benefits can be achieved by the take-up of PBS vehicles in urban freight networks. Case studies show a lowering of several key freight exposure metrics, which involve kilometres, trips, task travel times and vehicle numbers. A description of the HPFV route assessment process as well as the Intelligent Access Program (IAP) is also presented. The route assessment process is used to examine the road geometry and pavement conditions for the first and last mile access. The IAP uses the Global Position System (i.e. GPS) to monitor heavy vehicles’ compliance with access conditions.

The purpose of this paper is to present the nature, key features and characteristics as well as identification of barriers and conditions connected with Freight Quality Partnership implementation aimed at realising the idea of sustainable urban development. FQP is assumed to constitute a strategic platform of cooperation between all Stakeholders, to facilitate integrated activities aimed at mitigating negative effects generated by urban freight transport. In order to obtain this epistemological goal, the case study method and good practices analysis were predominantly applied. To reach the cognitive goal, in turn, the empiric research was based on the so-called “Stakeholder Pyramid” model. Based on the indicated binary approach, i.e. on decision-makers’ perspective, applying the expert method and the focused optics of beneficiaries, i.e. surveying the physical suppliers who focus expectations of both freight senders and recipients (traders and service-providers), we were able to obtain a precise picture of the urban freight transport in Szczecin. The final effect of this article is proposing an original concept for evaluation of the Freight Quality Partnership implementation, taking the form of the “Sail Model” that should become a recommendation for this type of partnerships. It is based on assessing the quality of this intervention (merit–quality) and its value, perceived predominantly in economic categories (worth–value).

In this paper, we propose a new city logistics system by integrating public subway service with conventional freight vehicle operation to transport goods effectively from the suburbs to the city center. This system mitigates urban transport problems, such as traffic congestion, environmental impact, and delivery delay, particularly during winter when heavy snowfall impairs traffic operation. To verify the effectiveness of this system, we conducted a pilot project. From our pilot project, we found that this system can be expected to enhance the smooth flow of goods, reduce the number of on-street unloading vehicles, and protect the environment. We also confirmed that the public positively accepted this project.

This paper describes a methodology that was used in order to establish strategic scenarios for city distribution of goods in the Brussels-Capital Region (BCR) using Urban Consolidation Centres (UCCs). Recently, UCCs received a lot of attention as a solution to decrease the environmental impact of urban freight transport in the Brussels-Capital Region. However, despite the growing interest from both public and private actors, many questions regarding their practical implementation remain. In fact, there are a large number of uncertainties with regards to the implementation of the consolidation scenarios, such as the number, location and size of the UCC(s), the vehicle fleet, the regulatory and market framework or the operational agreements. This leads to a large number of possible scenarios. In this paper, authors describe a scenario-planning methodology that was applied in order to select a limited number of scenario themes. Authors present several quantitative models that were used to evaluate possible scenarios and select the most relevant ones., SCOPUS: cp.p, info:eu-repo/semantics/published

C-LIEGE “Clean Last mile transport and logistics management for smart and efficient local Governments in Europe” is a STEER Intelligent Energy Europe Programme 2010 project focused on developing integrated framework for energy-efficient urban freight transport demand management and planning. C-LIEGE is conceived as a showcase for good practices and a helping hand for European cities striving for cleaner and sustainable urban freight transport and logistics. C-LIEGE provides solutions for decision makers and professionals in Local Authorities and for freight operators. C-LIEGE empowers a cooperative approach between public and private stakeholders targeted on the reduction of energetic and environmental impacts of freight transport in European cities and regions. C-LIEGE successfully developed and tested freight transport demand-oriented measures and decision supporting tools towards reduction of energy, environmental and economic impacts of freight transport in urban environments. A set of integrated solutions and measures were implemented and tested by the support of newly developed C-LIEGE tools: the Stakeholder Engagement Manual, Good Practice Database, Push and Pull Measures Database, Guideline for the development of Urban Freight Mobility Plan as well as the C-LIEGE Toolbox for the establishment of a City Logistics Manager. Seven pilot experiments in six European countries assessed effectiveness of the C-LIEGE approach: Bulgaria, Italy, Poland, United Kingdom, Germany and Malta. The pilot cities selected and implemented a package of demand-oriented measures such as access fees and time windows restrictions, environmental zones, recognition schemes, freight maps, Freight Quality Partnerships, etc. A total of 35 demand-oriented measures were implemented in the C-LIEGE pilot cities, based upon the C-LIEGE toolbox and guidelines. The C-LIEGE pilot sites have introduced a wide range of measures aimed at reducing the impacts of urban freight transport: Fleet Operator Recognition Scheme (FORS) in Newcastle (UK), introduction of access restrictions for heavier freight vehicles in Montana (Bulgaria), new freight mapping in Leicester (UK) accessible via smart phone, re-routing measures in Stuttgart (Germany) as well as Hal-Tarxien (Malta), the establishment of Freight Quality Partnerships (FQPs) as well as Local Freight Development Plans (LFDPs) in all pilot cities. The results achieved in each C-LIEGE pilot site is summarized as follows: decreasing of CO, CO₂, NOₓ and PM10 emissions (tons/year) generated by freight vehicles (Leicester: 15.3%; Newcastle: 9.5%; Stuttgart: 13.2%; Szczecin: 27.8%; Montana: 11.9%; Hal-Tarxien: 10.6%; Piacenza/Emilia-Romagna: 41.2%/44.4%), decreasing fossil fuel consumption (Leicester: 10.5%; Newcastle: 9.4%; Stuttgart: 13.1%; Szczecin: 27.8%; Montana: 11.9%; Hal-Tarxien: 10.5%; Piacenza/Emilia-Romagna: 1.7%/1.5%), decreasing operating costs for freight carriers (Leicester: 6.5% Newcastle: 5.4%; Stuttgart: 7.4%; Szczecin: 18.2%; Montana: 7.7%; Hal-Tarxien: 9.1%; Piacenza/Emilia-Romagna: 17.5%/20.1%). C-LIEGE finally filled the existing gap in know-how and professionalism in the sector by designing, fine-tuning and delivering the complimentary capabilities of City Logistics Manager. For the first time in Europe, the well-known Mobility Manager whose duties are focused on passenger transport only can be paired with a City Logistics Manager. The author is convinced that the C-LIEGE tools and experiences will be of great value for urban freight transport management and logistics in other European cities and regions.

This paper analyzes the logistic cost savings caused by the implementation of Urban Consolidation Centers (UCC) in a dense area of a city. In these urban terminals, freight flows from interurban carriers are consolidated and transferred to a neutral last-mile carrier to perform final deliveries. This operation would reduce both last-mile fleet size and average distance cost. Our UCC modeling approach is focused on continuous analytic models for the general case of carriers with different market shares. Savings are highly sensitive to the design of the system: the increment of capacity in interurban vehicles and the proximity of the UCC terminal to the area in relation to current distribution centers. An exhaustive collection of possible market shares distributions are discussed. Results show that market shares distribution does not affect cost savings significantly. The analysis of the proposed model also highlights the trade-off between savings in the system and a minimum market share per company when the consolidation center is established.

This paper presents some calibration developments of a system of models for the simulation of freight restocking journeys within urban areas. The model system allows us to define freight vehicle Origin-Destination (O-D) matrices. The journeys for restocking urban retail activities are modelled through the definition of the trip-chain order and the choice of the delivery location. The modelling system has been calibrated and validated on a dataset of more than 500 truck driver interviews carried out in the city centre of Rome.

Negative effects of urban distribution of goods in terms of energy consumption and air pollution are caused mainly by a low level of cooperation between partners in the supply chain, and also the low effectiveness of transport systems. The issues of urban freight transport functioning and effects on the city environment have recently been more and more often taken into account. Many projects on a local, regional, national as well as cross-boundary scale have emerged, with a direct focus on limiting the negative impacts of urban freight deliveries on the environment. In this paper the authors introduce a study performed for Polish and Norwegian cities focused on initiatives concentrated on activities aimed at limiting the negative impacts of freight transport on urban environment. A comparative analysis of the Polish and Norwegian projects was made, taking into account both quantitative and qualitative aspects. This was the first part of the GRASS (GReen And Sustainable freight transport Systems in cities) research project, which is being undertaken by the Maritime University of Szczecin and the Institute of Transport Economics from Oslo through the Polish-Norwegian Research Programme.

Within the strategy Europe 2020 of the European Commission, a white paper, issued in 2011, addressed the particular problem of transport sustainability. Even though the transport sector is known to be difficult to decarbonize, the document sets challenging objectives. Among others, the document recommends that major cities reach a CO2 free-city logistics by 2030. The Brussels-Capital Region is today far from the objective given that 80% of freight transport is conducted by road. But the Region has the ambition to comply with these European guidelines and has set in its strategic plan for the goods distribution (not accepted by the government yet) a target of a reduction of 30% on freight vehicles trips and a reduction of 100% on freight vehicles emissions by 2050. Freight bundling is considered as a part of the solution to achieve the double target of the region. However, the previous attempt of the region on freight bundling (BILC experience) showed that the various impacts of such infrastructures need to be considered. The goal of the research project is (1) to look for innovative urban logistics schemes that fit with the distribution structure of the region and (2) to assess their impacts with a special attention on the evaluation made by the different stakeholders of urban freight distribution. Each objective will be dealt in separate phases: 1. Phase 1 (2012-2013): Designing innovative consolidation schemes in Brussels. 2. Phase 2 (2014-2015): Identification of an optimal distribution structure for the Brussels-Capital Region. In order to achieve the first phase of the research project, the VUB the following research questions needs to answered: 1.a. Analyzing the urban logistics landscape of Brussels: what opportunities and constraints for new urban logistic schemes? 1.b. Optimizing transshipment operations in a consolidated urban distribution: what opportunity for the electric vehicle? The first research question started with a literature review on the common characteristics of urban freight transport across cities and then used the available information on the region for the analysis of the constraints and opportunities of the logistics in the Brussels-Capital Region. It identified a high potential for logistics development given: -the integration of Brussels in the north European logistics network, -its location close to large consuming markets, -the availability of an abundant productive and educated workforce in the region -the developed transport infrastructure. However the logistics of Brussels are facing numerous challenges: particular high level of congestion on the road network, lack of space for logistics and a poor sustainability of those activities. To address the challenges and develop the potential of logistics in the region, the literature identifies that it is essential to include every stakeholders group in projects aiming at improving urban freight transport. The analysis of Brussels found indeed a range of different stakeholders with different interests. As a result, each group will be considered in order to guarantee a large support of the sustainable logistic concept that will be proposed for the city distribution of Brussels. The second research question is addressing the feasibility of using electric vehicles in a consolidation platform. During the first year of research, the financial viability has been studied. A total cost of ownership model was set up to analyze the competitiveness of 8 electric vehicles and 7 conventional vehicles. The results show that the analyzed vehicles with a payload of less than one tonne are more interesting from a financial point of view than conventional vehicles. Plus, the expected evolutions of the market should improve the competitive position of these vehicles.

Today, many cities in the world struggle with an increasing demand arising from quick population changes. Most European big cities experience congestions, pollutions, saturations, uncollected waste, public dissatisfaction, and unpleasant environment to work and live in. In order to respond properly and effectively to these phenomena, city authorities are forced to take speedy and right decisions of ensuring good living conditions for all the residents. Reorganizing, rebuilding and enlarging cities is a difficult task which in many cases is on the boundary of impossible because of historical reasons, heritage and preservation of environment. Urban Consolidation, however, might be a good solution. In this paper we introduce urban and urban freight consolidation concepts, where our aim is to identify and reveal missing knowledge to the current state of the art.

Increasing urbanization and economic activities has intensified the need for logistical processes in cities. This leads to higher levels of urban freight transport, which is associated with negative social and environmental impacts. Advances in urban logistics can help to alleviate these problems, the recent literature suggests that the creation of appropriate lorry park facilities can represent one of the possible solutions to the social and environmental issues connected to freight transport in urban areas. However, in order to be effective, such facilities need to be properly designed, studies which identify critical success factors for lorry park operations are currently lacking. As such, the purpose of this research is to identify the main criteria which lorry drivers consider when selecting a lorry park facility. In order to achieve these aims, a questionnaire survey was designed, responses from 99 lorry drivers operating in the United Kingdom were collected. Through descriptive statistics, followed by the usage of a conjoint analysis, the main results show that attributes related to food, price, and security are the most important to lorry drivers and are likely to determine the success of such initiatives. These results can provide information to policy and decision-makers related to the design of lorry park facilities in order to achieve the desired results in urban areas.