Summary Project objectives This study fits into a larger research project on logistics collaboration and outsourcing decisions. The final objective of this larger project is to analyze the logistics collaboration decision in more detail to identify thresholds in these decisions. To reach the overall objectives, the first step is to get a clearer picture on the chemical and logistics service providers industry, sectors of our study, and on logistics collaboration in these sectors. The results of this first phase are presented in this report. Project Approach The study consists of two parts: literature review and five case studies within the chemical industry. The literature covers three topics: logistics collaboration, logistics outsourcing and purchasing of logistics services. The five case studies are used to refine the theoretical findings of the literature review. Conclusions Main observations during the case studies can be summarized as follows: Most analyzed collaborative relationships between shippers and logistics service providers in the chemical industry are still focused on operational execution of logistics activities with a short term horizon. Supply management design and control are often retained by the shippers. Despite the time and cost intensive character of a logistics service buying process, shippers tendering on a very regular basis. The decision to start a new tender project should more often be based on an integral approach that includes all tender related costs. A lower frequency of tendering could create more stability in supply chains. Beside, it will give both, shippers and LSPs, the possibility to improve the quality of the remaining projects. Price is still a dominating decision criterion in selecting a LSP. This is not an issue as long as the comparison of costs is based on an integral approach, and when shippers balance the cost criterion within their total set of criteria for sourcing logistics services. At the shippers' side there is an increased awareness of the need of more solid collaboration with logistics service providers. Nevertheless, in many cases this increased awareness does not actually result in the required actions to establish more intensive collaboration. Over the last years the logistics service providers industry was characterized by low profit margins, strong fragmentation and price competition. Nowadays, the market for LSPs is changing, because of an increasing demand for logistics services. To benefit from this situation a more pro-active role of the service providers is required in building stronger relationships with their customers. They should pay more attention on mid and long term possibilities in a collaborative relation, in stead of only be focused on running the daily operation.
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There is a lot of attention for the reduction of city logistics' emissions. But also if city logistics' vehicles are zero emission, the vehicles remain present in urban areas. Zero emission vehicles also occupy valuable urban space during unloading on the road and on sidewalks. Despite the spatial impact of city logistics, it is rarely considered in spatial planning. Based on four case studies, we explore possibilities to actively integrate city logistics in spatial planning policies and practices in order to reduce nuisance, but also to enhance efficiency of deliveries. In the end, spatial planning determines the physical urban conditions in which city logistics operations are taking place for many years. From the results we distil a research agenda to bridge the gap between city logistics as a traffic issue and its integration in spatial planning policies.
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Cities all over the world are rethinking their mobility policies in light of environmental and quality of life objectives. As space is one of cities’ scarcest resources, mobility’s spatial footprint is increasingly scrutinized as externality to mitigate. Similar to passenger transport, goods transport is envisioned to shift towards efficient and zero emission mobilities. To achieve an urban logistics system that eliminates inefficiencies and fossil fuels, the logistics sector requires space to unload, cross-dock, consolidate and stock goods closer to their destinations. Such a ‘proximity logistics’ is however at odds with ‘logistics sprawl’, the historic outward migration pattern of logistics facilities. With policies and planning, cities can support the (re)integration of logistics facilities in urban areas to facilitate and enable the shift to an efficient urban logistics system. Logistics still being a largely neglected policy subject in many cities, knowledge on how to approach this (re)integration is hardly available. Therefore, we compare two pioneering cities: Rotterdam and Paris. Both cities have an established track record in advancing urban logistics policies and are spearheading the practice of planning for logistics. Based on interviews and policy analyses, we develop best practices on how to address the integration of urban logistics facilities for cities.
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Western-European consumers have become not only more demanding on product availability in retail outlets but also on other food attributes such as quality, integrity, and safety. When (re)designing food supply-chain networks, from a logistics point of view, one has to consider these demands next to traditional efficiency and responsiveness requirements. The concept ‘quality controlled logistics’ (QCL) hypothesizes that if product quality in each step of the supply chain can be predicted in advance, goods flows can be controlled in a pro-active manner and better chain designs can be established resulting in higher product availability, constant quality, and less product losses. The paper discusses opportunities of using real-time product quality information for improvement of the design and management of ‘AgriFood Supply Chain Networks’, and presents a preliminary diagnostic instrument for assessment of ‘critical quality’ and ‘logistics control’ points in the supply chain network. Results of a tomato-chain case illustrate the added value of the QCL concept for identifying improvement opportunities in the supply chain as to increase both product availability and quality. Future research aims for the further development of the diagnostic instrument and the quantification of costs and benefits of QCL scenarios.
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An increasing share of light sports participants (e.g. self-organised runners) challenge traditional ‘Sport for All’ policy systems to target a more diversified array of people participating in sport and physical activity. The main aim of this article is to analyse whether light sport facilities, as a distinct local level policy intervention, can contribute to the goals of attracting ‘light’ and/or new sports participants with public means. The study is carried out in the context of a particular case of running facilities (i.e. bark running tracks, BRTs) in Flanders. The use of BRTs is investigated by structured face-to-face interviews with runners at the location of the BRT (n = 546; RR = 98.8%). The profile of users of BRTs is elaborated based on users’ characteristics (whether or not one started to run due to the provision of a BRT, the frequency and intensity of using the BRT) in bivariate logistic regression analysis. Next, reasons for using BRTs are investigated. It is concluded that BRTs mainly serve as a facility of the fragmented individualised society by reaching a large share of light sports participants (86%). However, it has the ability to reach runners at different levels, who show different patterns of using BRTs. It is suggested that so-called silent expectations in light facilities may function differently for different types of users. In this view, findings are discussed in order to identify policy implications related to Sport for All. …
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Several studies show that logistics facilities have spread spatially from relatively concentrated clusters in the 1970s to geographically more decentralized patterns away from urban areas. The literature indicates that logistics costs are one of the major influences on changes in distribution structures, or locations and usage of logistics facilities. Quantitative modelling studies that aim to describe or predict these phenomena in relation to logistics costs are lacking, however. This is relevant to design more effective policies concerning spatial development, transport and infrastructure investments as well as for understanding environmental consequences of freight transport. The objective of this paper is to gain an understanding of the responsiveness of spatial logistics patterns to changes in these costs, using a quantitative model that links production and consumption points via distribution centers. The model is estimated to reproduce observed use of logistics facilities as well as related transport flows, for the case of the Netherlands. We apply the model to estimate the impacts of a number of scenarios on the spatial spreading of regional distribution activity, interregional vehicle movements and commodity flows. We estimate new cost elasticities, of the demand for trade and transport together, as well as specifically for the demand for the distribution facility services. The relatively low cost elasticity of transport services and high cost elasticity for the distribution services provide new insights for policy makers, relevant to understand the possible impacts of their policies on land use and freight flows.
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From a circular standpoint it is interesting to reuse as much as possible construction and demolition waste (CDW) into new building projects. In most cases CDW will not be directly reusable and will need to be processed and stored first. In order to turn this into a successful business case CDW will need to be reused on a large scale. In this paper we present the concept of a centralized and coordinated location in the City of Utrecht where construction and demolition waste is collected, sorted, worked, stored for reuse, or shipped elsewhere for further processing in renewed materials. This has expected advantages for the amount of material reuse, financial advantages for firms and clients, generating employability in the logistics and processing of materials, optimizing the transport and distribution of materials through the city, and thus the reduction of emissions and congestion. In the paper we explore the local facility of a Circular Hub, and the potential effects on circular reuse, and other effects within the City of Utrecht.
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BACKGROUND: Recent evidence suggests that an increase in baccalaureate-educated registered nurses (BRNs) leads to better quality of care in hospitals. For geriatric long-term care facilities such as nursing homes, this relationship is less clear. Most studies assessing the relationship between nurse staffing and quality of care in long-term care facilities are US-based, and only a few have focused on the unique contribution of registered nurses. In this study, we focus on BRNs, as they are expected to serve as role models and change agents, while little is known about their unique contribution to quality of care in long-term care facilities. METHODS: We conducted a cross-sectional study among 282 wards and 6,145 residents from 95 Dutch long-term care facilities. The relationship between the presence of BRNs in wards and quality of care was assessed, controlling for background characteristics, i.e. ward size, and residents' age, gender, length of stay, comorbidities, and care dependency status. Multilevel logistic regression analyses, using a generalized estimating equation approach, were performed. RESULTS: 57% of the wards employed BRNs. In these wards, the BRNs delivered on average 4.8 min of care per resident per day. Among residents living in somatic wards that employed BRNs, the probability of experiencing a fall (odds ratio 1.44; 95% CI 1.06-1.96) and receiving antipsychotic drugs (odds ratio 2.15; 95% CI 1.66-2.78) was higher, whereas the probability of having an indwelling urinary catheter was lower (odds ratio 0.70; 95% CI 0.53-0.91). Among residents living in psychogeriatric wards that employed BRNs, the probability of experiencing a medication incident was lower (odds ratio 0.68; 95% CI 0.49-0.95). For residents from both ward types, the probability of suffering from nosocomial pressure ulcers did not significantly differ for residents in wards employing BRNs. CONCLUSIONS: In wards that employed BRNs, their mean amount of time spent per resident was low, while quality of care on most wards was acceptable. No consistent evidence was found for a relationship between the presence of BRNs in wards and quality of care outcomes, controlling for background characteristics. Future studies should consider the mediating and moderating role of staffing-related work processes and ward environment characteristics on quality of care.
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This article draws on findings of an international study of social workers’ ethical challenges during COVID-19, based on 607 responses to a qualitative survey. Ethical challenges included the following: maintaining trust, privacy, dignity and service user autonomy in remote relationships; allocating limited resources; balancing rights and needs of different parties; deciding whether to break or bend policies in the interests of service users; and handling emotions and ensuring care of self and colleagues. The article considers regional contrasts, the ‘ethical logistics’ of complex decision-making, the impact of societal inequities, and lessons for social workers and professional practice around the globe.
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Distribution centres are becoming more and more relevant for spatial planning, due to their rapidly increasing size and number. There is little literature, however, that provides a generalized analysis of the size and functional attributes of distribution centres, and none that discusses the relationships between these attributes. Our aim is to fill this gap by providing new evidence and analysis to understand this relationship. We make use of an extensive database of 2888 DCs in the Netherlands to develop a new typology of DCs based on the geographical location of DCs, their functional attributes and client sector characteristics. The analysis shows that the context in which medium sized DCs are operating is more heterogeneous than in the case of very large and small size DCs. This study is a first attempt to analyse this relationship between facility size and functions based on a rich and extensive dataset of large population of DCs. The results can serve as input for further quantitative statistical analysis and international comparison.
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