Limited data is available on the size of urban goods movement and its impact on numerous aspects with respect to livability such as emissions and spatial impact. The latter becomes more important in densifying cities. This makes it challenging to implement effective measures that aim to reduce the negative impact of urban good movement and to monitor their impact. Furthermore, urban goods movement is diverse and because of this a tailored approach is required to take effective measures. Minimizing the negative impact of a heavy truck in construction logistics requires a different approach than a parcel delivery van. Partly due to a lack of accurate data, this diversity is often not considered when taking measures. This study describes an approach how to use available data on urban traffic, and how to enrich these with other sources, which is used to gain insight into the decomposition (number of trips and kilometers per segment and vehicle type). The usefulness of having this insight is shown for different applications by two case studies: one to estimate the effect of a zero-emission zone in the city of Utrecht and another to estimate the logistics requirements in a car-free area development.
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from the article: "Abstract The way in which construction logistics is organised has considerable impact on production flow, transportation efficiency, greenhouse gas emissions and congestion, particularly in urban areas such as city centres. In cities such as London and Amsterdam municipalities have issued new legislation and stricter conditions for vehicles to be able to access cities and city centres in particular. Considerate clients, public as well private, have started developing tender policies to encourage contractors to reduce the environmental impact of construction projects. This paper reports on an ongoing research project applying and assessing developments in the field of construction logistics in the Netherlands. The cases include contractors and third party logistics providers applying consolidation centres and dedicated software solutions to increase transportation efficiency. The case show various results of JIT logistics management applied to urban construction projects leading to higher transportation efficiencies, and reduced environmental impact and increased production efficiency on site. The data collections included to-site en on-site observations, measurement and interviews. The research has shown considerable reductions of vehicles to deliver goods and to transport workers to site. In addition the research has shown increased production flow and less waste such as inventory, waiting and unnecessary motion on site."
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Time-access regulations and vehicle restrictions are increasingly used, especially in western Europe, to improve social sustainability in urban areas. These regulations considerably affect the distribution process of retail chain organizations as well as the environmental burden. This paper studies the impact of governmental time windows, vehicle restrictions, and different retailers' logistical concepts on the financial and environmental performance of retailers. We use a case study with two cases that differ in their drop sizes as input for an experiment. The retailers provided all organizational, flow, and cost data of the distribution process between their distribution centers and their stores. We use these data to calculate the impacts of different scenarios on the retailers' financial and environmental performances based on a fractional factorial design in which urban policies and the retailers' logistical concepts are varied, using vehicle routing software. We test the propositions with a third case. We show that the cost impact of time windows is the largest for retailers who combine many deliveries in one vehicle round-trip. The cost increase due to vehicle restrictions is the largest for retailers whose round-trip lengths are restricted by vehicle capacity. Vehicle restrictions and time windows together do not increase a retailer's cost more than individually. Variations in delivery volume and store dispersion hardly influence the impact of urban policy and the retailer's logistical concept decisions. © 2009 INFORMS.
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from the article: Abstract Based on a review of recent literature, this paper addresses the question of how urban planners can steer urban environmental quality, given the fact that it is multidimensional in character, is assessed largely in subjective terms and varies across time. The paper explores three questions that are at the core of planning and designing cities: ‘quality of what?’, ‘quality for whom?’ and ‘quality at what time?’ and illustrates the dilemmas that urban planners face in answering these questions. The three questions provide a novel framework that offers urban planners perspectives for action in finding their way out of the dilemmas identified. Rather than further detailing the exact nature of urban quality, these perspectives call for an approach to urban planning that is integrated, participative and adaptive. ; ; sustainable urban development; trade-offs; quality dimensions
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The adaptation of urbanised areas to climate change is currently one of the key challenges in the domain of urban policy. The diversity of environmental determinants requires the formulation of individual plans dedicated to the most significant local issues. This article serves as a methodic proposition for the stage of retrieving data (with the PESTEL and the Delphi method), systemic diagnosis (evaluation of risk and susceptibility), prognosis (goal trees, goal intensity map) and the formulation of urban adaptation plans. The suggested solution complies with the Polish guidelines for establishing adaptation plans. The proposed methodological approach guarantees the participation of various groups of stakeholders in the process of working on urban adaptation plans, which is in accordance with the current tendencies to strengthen the role of public participation in spatial management. https://doi.org/10.12911/22998993/81658
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Urban Consolidation Centres (UCCs) are often put forward as a solution to reduce the negative impact of freight transport on cities. However, few UCCs have so far successfully attracted sufficient volume to become viable. Receivers of goods can potentially be effective initiators of a UCC, due to their buying power. The purpose of this research is to learn how receiver-led consolidation initiatives develop. We use qualitative data on four receiver-led UCCs in The Netherlands to understand the success factors and challenges in various stages of development. Our research shows that receivers can help during the start-up stage of a UCC, when they have a large volume of goods, can convince internal stakeholders, and are willing to pay or can make suppliers pay. However, receiver-led UCCs still face challenges related to growth in the later stages and require continuous effort to attract volume.
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Authorities aim at making the urban freight system more sustainable. The most common instruments to do so are regulation or stimulation of good practices, by offering subsidies or initiating projects together with the private parties that are responsible for actually performing urban freight transport operations. This contribution examines the possibilities for (local) authorities to use their market role, i.e. being a big procurer of goods and services in a city that result in many urban freight transport trips, to stimulate more sustainable urban freight transportation. Procurement is usually not linked to transport and data from procured goods and services do not provide sufficient insights to estimates the impacts of deliveries and trips related to the procured goods and services. This contribution discusses two cases in which (local) authorities try to make the urban freight transport that results from their procurement activities visible, via different methods, such as delivery service plans, and spend analyses. The cases of Rotterdam (in the project BuyZET) and for the logistics hub in The Hague show the first results of how (local) authorities can act to improve urban freight transport once the trips caused by procured goods and services are clearly mapped. © 2019 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
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This article analyses four of the most prominent city discourses and introduces the lens of urban vitalism as an overarching interdisciplinary concept of cities as places of transformation and change. We demonstrate the value of using urban vitalism as a lens to conceptualize and critically discuss different notions on smart, inclusive, resilient and sustainable just cities. Urban vitalism offers a process-based lens which enables us to understand cities as places of transformation and change, with people and other living beings at its core. The aim of the article is to explore how the lens of vitalism can help us understand and connect ongoing interdisciplinary academic debates about urban development and vice versa, and how these ongoing debates inform our understanding of urban vitalism.
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Comprehensive understanding of the merits of bottom-up urban development is lacking, thus hampering and complicating associated collaborative processes. Therefore, and given the assumed relevancies, we mapped the social, environmental and economic values generated by bottom-up developments in two Dutch urban areas, using theory-based evaluation principles. These evaluations raised insights into the values, beneficiaries and path dependencies between successive values, confirming the assumed effect of placemaking accelerating further spatial developments. It also revealed broader impacts of bottom-up endeavors, such as influences on local policies and innovations in urban development.
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The world is rapidly transforming. Economic, ecological and technological developments transcend existing boundaries and challenge the way we innovate. The challenge we face is to reinvent innovation as well, changing the way organisations and industries innovate and cooperate. Only with a new approach we can design a better future: an approach where stakeholders from government, organisations, companies and users participate in new ways of collaboration; an approach where solutions are realised that makes our society future-proof. Participatory innovation means that the innovation team changes: expanding beyond the boundaries of the own organisation. For organisations and companies, this is a huge step. Every partner must be willing to think and act beyond their own borders and participate in a joint effort. Participative innovation is a new way of working, where new challenges are encountered. In the field of urban lighting, this transformation is strongly felt. This paper will further explore the challenge and describe a rich case study where participative innovation is used to rethink, redesign and realise the solutions to transform urban lighting from functional lighting to improving social quality.
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