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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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.
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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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Our country contains a very dense and challenging transport and mobility system. National research agendas and roadmaps of multiple sectors such as HTSM, Logistics and Agri&food, promote vehicle automation as a means to increase transport safety and efficiency. SMEs applying vehicle automation require compliance to application/sector specific standards and legislation. A key aspect is the safety of the automated vehicle within its design domain, to be proven by manufacturers and assessed by authorities. The various standards and procedures show many similarities but also lead to significant differences in application experience and available safety related solutions. For example: Industrial AGVs (Automated Guided Vehicles) have been around for many years, while autonomous road vehicles are only found in limited testing environments and pilots. Companies are confronted with an increasing need to cover multiple application environments, such restricted areas and public roads, leading to complex technical choices and parallel certification/homologation procedures. SafeCLAI addresses this challenge by developing a framework for a generic safety layer in the control of autonomous vehicles that can be re-used in different applications across sectors. This is done by extensive consolidation and application of cross-sectoral knowledge and experience – including analysis of related standards and procedures. The framework promises shorter development times and enables more efficient assessment procedures. SafeCLAI will focus on low-speed applications since they are most wanted and technically best feasible. Nevertheless, higher speed aspects will be considered to allow for future extension. SafeCLAI will practically validate (parts) of the foreseen safety layer and publish the foreseen framework as a baseline for future R&D, allowing coverage of broader design domains. SafeCLAI will disseminate the results in the Dutch arena of autonomous vehicle development and application, and also integrate the project learnings into educational modules.
1. Evaluate priority incentive electrical taxis: Bji het Centraal Station is reeds een voorrangsincentive voor elektrische taxis ingesteld. Gedurende deze case zullen we het effect de huidige regeling toetsen en nagaan wat het effect is op kosten en baten alsmede business case van de e-taxi. Daarnaast zal een technische ontwerpstudie van een dergelijke standplaats onderdeel van dit subproject zijn. 2. Strategic placement of (semi) public charge infra in ArenA Area: In deze case wordt onderzocht op welke manier de laadpalen kunnen bijdragen aan het reguleren van verkeer richting de ArenA en waar deze laadpalen gepositioneerd dienen te worden. 3. Consolidation of city logistics at ArenA Area; In deze case wordt de haalbaarheid onderzocht van incentives op logistieke dienstverleners. Bij welke incentives is het voor vervoerders interessant om over te stappen op elektrisch vervoer? 4. Pilot incentive exemption from parking tax: Hierbij wordt de prijsprikkel “ontheffing van parkeerbelasting”, die de gemeente Amsterdam wil inzetten ter bevordering van e-taxis, onderzocht en gemonitord, waarbij kosten en baten worden vergeleken. 5. Determine hotspot location for e-taxi’s: Incentive-beschikbaarheid- Bepaling van meest kansrijke en faciliterende laadlocaties op basis van ritgegevens van taxi's (hotspot) inclusief vaststelling van eisen/wensen voor de laadfaciliteiten (e.g. (snel)laders) inclusief monitoring van het gebruik na plaatsing.
