Abstract

This paper summarises the lessons learned from using electric freight vehicles (EFVs) for urban freight transport in three dimensions. First we look at the technical and operational suitability of using EFVs, including energy efficiency, range and its seasonal variations, and charging and local grid capacity issues. Then we examine all the elements which affect the business case from a carrier’s perspective, including changes of business model by the size of the vehicle, changes in value network and the elements required to enable a transition towards a wider-scale electrification. Finally, we present the environmental impacts from running EFVs at three levels, including direct impact analysis from the project demonstration activities, impact analysis at a wider uptake level by using traffic models and impact monetisation. Data used for this analysis is collected under the European FP7 project FREVUE, where around 80 electric-powered vehicles were deployed in the cities of Amsterdam, Lisbon, London, Madrid, Milan, Oslo, Rotterdam, and Stockholm.

Abstract

Oι αστικές εμπορευματικές μεταφορές είναι ένα πολύ σημαντικό κομμάτι στην αλυσίδα των logistics. Η πλειοψηφία των μεταφορών που λαμβάνουν χώρα ανεξαρτήτως του μέσου που χρησιμοποιείται και της διανυόμενης απόστασης, στο τελευταίο κομμάτι της μεταφοράς καταλήγει ως διανομή μέσα στην πόλη. Τα προβλήματα που αντιμετωπίζουν οι μεταφορείς μέσα στα μεγάλα αστικά κέντρα είναι αρκετά. Τα κυριότερα εξ’αυτών είναι η έλλειψη χώρου για ασφαλή φορτοεκφόρτωση, τα κυκλοφοριακά προβλήματα και η ελλιπής πληροφόρηση σχετικά με τις βέλτιστες διαδρομές. Από την άλλη μεριά και η πόλη αντιμετωπίζει πολλά προβλήματα από την συνεχόμενη ροή των φορτηγών μέσα στον αστικό ιστό, με κυριότερα την ατμοσφαιρική ρύπανση, τον θόρυβο αλλά και την κυκλοφοριακή συμφόρηση εξαιτίας του πλήθους των οχημάτων που εισέρχονται και εξέρχονται προκειμένου το προϊόν να φτάσει στον τελικό καταναλωτή.. Οι μεταφορείς θα πρέπει να παρέχουν μεταφορικές υπηρεσίες υψηλού επιπέδου, με όσο το δυνατόν λιγότερο κόστος. Ένας τρόπος για την επίτευξη αυτού είναι να υπολογίζονται πάντα οι βέλτιστες διαδρομές μέσα σε ένα σύστημα, ώστε να ελαχιστοποιούνται οι περιττές κινήσεις που θα επιβάρυναν το οδικό δίκτυο της πόλης, αλλά και θα κόστιζαν περιττά έξοδα στις ίδιες τις επιχειρήσεις. Αυτό είναι ένα κομμάτι που πραγματεύονται τα City Logistics σε συνδυασμό με πολλές άλλες εφαρμογές και την ταυτόχρονη ανάπτυξη των αστικών εμπορευματικών κέντρων. Η εργασία αυτή, έχει ως στόχο την εισαγωγή στα City Logistics και την διερεύνηση διάφορων μοντέλων που ήδη έχουν εφαρμοστεί σε πόλεις της Ευρώπης. Επιπλέον παραθέτει τι συμβαίνει στην Ελλάδα, μία χώρα που πραγματικά υστερεί στην εφαρμογή καλών πρακτικών αντίστοιχων με αυτών της Ευρώπης. Τέλος, παρουσιάζει κάποιες προτάσεις για τη βελτίωση της υπάρχουσας πραγματικότητας των αστικών εμπορευματικών μεταφορών στη χώρα μας.Η δομή της παρούσας εργασίας είναι η ακόλουθη: Στο πρώτο κεφάλαιο παρουσιάζονται κάποια γενικά χαρακτηριστικά για τα Logistics. Στο δεύτερο κεφάλαιο γίνεται η εισαγωγή στα City Logistics δίνοντας τον ορισμό και παρουσιάζοντας τα κυριότερα προβλήματα που αντιμετωπίζουν οι αστικές εμπορευματικές μεταφορές. Στο τρίτο κεφάλαιο παρουσιάζονται αναλυτικά τα αστικά εμπορευματικά κέντρα, τα οποία αποτελούν σημαντικό κομμάτι των City Logistics καθώς επίσης και ορισμένα μοντέλα που εφαρμόζονται στα City Logistics. Στο τέταρτο κεφάλαιο παρουσιάζονται και αναλύονται όλες οι καλές πρακτικές των City Logistics μέσα από παραδείγματα Ευρωπαϊκών πόλεων καθώς και τα πλεονεκτήματα αυτών σε σχέση με το περιβάλλον αλλά και την οικονομία των μεταφορικών επιχειρήσεων. Στο πέμπτο κεφάλαιο παρουσιάζονται οι λίγες εφαρμογές των City Logistics στην Ελλάδα και παρουσιάζεται ένα case study για μια ιδιωτική εταιρία η οποία έχει εφαρμόσει ένα πρόγραμμα εύρεσης βέλτιστων διαδρομών. Από εκεί και πέρα γίνεται μια αναφορά ως προς το ποιές καλές πρακτικές των City Logistics θα μπορούσαν να εφαρμοστούν σε πόλεις της Ελλάδας και με ποιον τρόπο. Τέλος, στο τελευταίο κεφάλαιο, παρουσιάζονται τα συμπεράσματα από την παρούσα εργασία. Document type: Article

Abstract

Optimizing city logistics is a topic of great importance for big cities today. Even though the environmental- and economical consequences of the increasing goods transportation fleet has been present for quite some time, actions from affected stakeholders has not been taken until just recently.  In this brief 9 week project the aim has been to,  from a design point-of-view, in this complex topic, give a suggestion and raise a discussion onto how goods transportation in cities can be made in the future.  The basic idea is to get the consignments as close to the consignees and their travel patterns as possible. Public transportation networks are an existing grid where people are moving around and can potentially be used for combined transport of goods and people. The outcome of this concept is focusing on light parcel delivery towards private consignees, due to the increasing e-commerce trend. By using small transporter vehicles connected to buses, light parcels can be distributed throughout a city and easily accessible for consignees at the bus stops.  The transporter vehicle developed through this project aims to conceptualize connectivity and integration between mobility and parcel delivery services, to ease the every day life of urban citizens as well as decrease the environmental- and economical impacts which the distribution vehicle-fleet of today entails.  The design of the transporter vehicle is an interpretation of how a autonomous distribution vehicle can look like in a future city environment where the integration of public-utility-vehicles is of greater importance.

Abstract

Não recebi financiamento The evolution of e-commerce has triggered a true revolution in the market. Due to that, the increase of deliveries changed the urban freight pattern flows and vehicles’ traffic in the cities. These changes have consequences in technological, economic, environmental and social aspects. It is important to highlight that the adoption of good practices and strategies in e-commerce last mile distribution can influence positively the society in general. According to the literature, there is a high potential to use new technologies in the last mile to increase the customer experience, reduce costs, increase security, and support city environmental when delivering e-commerce purchases. Therefore, the aim of this study is to diagnose the e-commerce last mile delivery evaluating new technology solutions proposed by the literature and considering the perceptions from customers and e-commerce carriers. The used method was survey questionnaires applied to consumers and carriers in order to get different perceptions between them in São Paulo city. This region was chosen due to its relevance in the Brazilian demand and complexity in last mile delivery related to productivity, security and urban mobility. Customers and carriers consider more relevant performance and convenience aspects in relation to e-commerce delivery. However, carriers have a greater concern than customers with the points of infrastructure and environment. Demographic and risk data from São Paulo were also analysed and the results support the strategy definition to have pick up points being used to delivery e-commerce purchases in the São Paulo city, predominantly in the most distant areas of the city center. A evolução do comércio eletrônico desencadeou uma verdadeira revolução no mercado. Por isso, o aumento das entregas mudou o padrão de fluxo de frete urbano e tráfego de veículos nas cidades. Essas mudanças têm consequências em aspectos tecnológicos, econômicos, ambientais e sociais. É importante destacar que a adoção de boas práticas e estratégias no comércio eletrônico na distribuição de ultima milha pode influenciar positivamente a sociedade em geral. De acordo com a literatura, existe um alto potencial para usar novas tecnologias na última milha para aumentar a experiência do cliente, reduzir custos, aumentar a segurança e suportar a cidade em aspectos ambientais ao entregar compras de comércio eletrônico. Portanto, o objetivo deste estudo foi diagnosticar a entrega de última milha do e-commerce avaliando novas soluções tecnológicas propostas pela literatura e considerando as percepções de clientes e operadoras de comércio eletrônico. O método utilizado foi a aplicação de questionários em consumidores e transportadoras para diferenciar percepções entre eles na cidade de São Paulo. Esta região foi escolhida devido à sua relevância na demanda e complexidade no contecto Brasil na entrega de última milha relacionada a produtividade, segurança e mobilidade urbana. Clientes e transportadoras consideram aspectos de desempenho e conveniência mais relevantes em relação a entrega no comércio eletrônico. No entanto, as transportadoras têm uma preocupação maior do que os clientes com o pontos de infraestrutura e meio ambiente. Dados demográficos e de risco de São Paulo também foram analisados ​​e os resultados apóiam a definição da estratégia de pontos de coleta usados ​​para entrega de compras de comércio eletrônico na cidade de São Paulo, predominantemente nas áreas mais distantes do centro da cidade.

Abstract

Part 3: Smart City Interoperability and Cross-Platform Implementation; International audience; In today’s challenging sector of logistics and transportation, companies, seek to adapt software which leads to efficient solutions at an acceptable cost. Conventional routing software is developed to solve vehicle routing problem and help managers and planners in decision making. Simultaneously, specific constraints and different VRP (Vehicle Routing Problem) variants are considered each time, such as the Capacitated, the Multi Depot and the Pickup and Delivery VRP. However, the last few years the need for more reliable deliveries and better customer services arose. In addition, reducing travel distance, travel cost and environmental impact are important factors encountered in urban freight transportation. Therefore, routing software needs to take into account multiple constraints. Such constraints are traffic congestion, speed limits, transportation regulations and restricted zones. These constraints affect mainly Time dependent VRP, VRP with Time Windows, Dynamic VRP and Green VRP. Data collection and processing are essential in routing software for solving these variants and offering the best solution. The methods for solving these problems, along with technological achievements, including cloud computing, can lead to efficient, easily adaptable routing software. Such software solutions can eventually render companies with complex transportation and logistics problems, competitive. The scope of this paper is to describe the concept and methodological approach for the development of such a routing and scheduling system, operating in a cloud environment. The definition of its requirements and the development of the system is the main purpose of an ongoing research project, being in its first stages of system’s analysis and design. Document type: Conference object

Abstract

International audience; In this paper, we elaborate a methodology to study a particular case of collaborative network: city logistics. We identify that many solutions for urban logistics are, most of time, badly evaluated. Indeed, the theory often predicts a positive effect but the reality is most of time counterbalanced. We tried to fill this gap by making use of innovative methods. To do so, we mobilize several domains of knowledge: operational research, game theory and transportation studies on real cases. We suggest a solution to anticipate the level of activity of an Urban Consolidation Center and determine the condition under which it generates benefit for a carrier using or not, the collaborative network. We present the result obtained by application of our method on the real case of the city of Saint-Etienne.

Abstract

hough 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.

Abstract

Within the FREVUE project 80 fully electric freight vehicles have been deployed. It showed that city logistics operations can be performed by electric freight vehicles, but that at the moment the high vehicle purchasing costs are still a barrier for large scale utilisation of electric freight vehicles for logistics operations. Only for small EFVs (lighter than 3.5 tons) a short term feasible business case is possible. For the larger vans and rigid trucks, a feasible business case is not yet possible from an operator’s perspective, often not even with subsidies. Copyright © 2018 Society of Automotive Engineers of Japan, Inc. All rights reserved

Abstract

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.

Abstract

The aim of this research is to propose an urban logistics distribution service which benefits from the already installed passenger transport network. This service is based upon the concept of integration of the existing passenger transport network with the urban freight process. The aim is to reduce the number of fossil combustion powered commercial vehicles traveling within city boundaries, solely for goods transportation, thus contributing to reduce negative effects of urban logistics activities, namely pollution, noise, traffic congestion and accidents. Also, integrating goods and passenger flows will promote higher efficiency rates for the passenger transport network and enhance living conditions within major urban centers. A mathematical model for the operational planning of the proposed urban logistics distribution service is proposed. This model consists of assigning origins loads (or requests) to inbound hubs (bus operator centers), transferring the inbound hubs loads to a bus service, and transferring the bus loads to bus stops, to be collected by micro-logistics operators operating environmentally friendly vehicle fleets. The objective is to minimize the total service time while assuring services synchronization along the network and balancing the loads with the system capacities. (undefined)