The paper discusses the growing importance of urban freight research given the increasing urban population trends. The complexity of urban freight systems means that it is essential for the public and private sectors to work together - one way to achieve this has been through freight partnerships. A short review of freight partnerships highlights the way in which they have fostered mutual understanding among urban freight stakeholders. The literature on shared situational awareness (SSA) and joint knowledge production (JKP) has been adapted to position freight partnerships and to further develop and link these partnerships to the concept of a living laboratory concerned with urban freight transport. This novel application of the living lab concept is introduced. Next, the first phases of a city logistics living lab brought in practice in Rotterdam are shortly mentioned. The living lab concept fits the complexities of the urban freight system well and has been a cornerstone of a recently started major freight project in the EU (CITYLAB). © 2016 Published by Elsevier B.V.
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The field of city logistics can be characterized by its many local demonstrations and trials, that are quite often not lasting longer than the trial period. The number of demonstrations that continued and were implemented in daily practice is limited. Freight partnerships proved to be a good first step to engage stakeholders. This contribution proposes a new way to develop a more action-driven form of these partnerships that follows from a solution approach, which has proved successful worldwide in fostering innovation deployment, but has not yet been applied explicitly in the domain of City Logistics: Living Labs. The living lab approach ensures that the stakeholders are involved much earlier in the in planning and implementation processes, and that the proposed city logistics implementation is revised and continuously improved to meet stakeholder needs and obtain maximum impact for a long time. This contribution summarizes the steps that have to be taken to set-up and work in a city logistics living lab (CLLL). A CLLL can be defined as a dynamic test environment where complex city logistics innovations can be implemented, following a cyclical approach, where several solutions can be experimented and re-adjusted or improved to fit the real-life city challenges. In the Horizon 2020 project CITYLAB, we developed practical guidelines for establishing and running a city logistics living lab based on several living lab- and field test methodologies that enables stakeholders to set-up and run a CLLL. This contribution discusses the most important CLLL phases, roles, and characteristics, as well as the tools that are available. Next, this contribution shows the first results of cities in which CLLLs are actually set up, or already running. © 2016 The Authors.
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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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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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The emergence of organic planning practices in the Netherlands introduces new, non-conventional, local actors initiating bottom-up urban developments. Dissatisfied with conventional practices and using opportunities during the 2008 financial crisis, these actors aim to create social value, thus challenging prevailing institutions. Intrigued by such actors becoming more present and influential in urban planning and development processes, we aim to identify who they are. We use social entrepreneurship and niche formation theories to analyse and identify three types of social entrepreneurs. The first are early pioneers, adopting roles of a developer and end-user, but lacking position and power to realize goals. Secondly, by acting as boundary spanners and niche entrepreneurs, they evolve towards consolidated third sector organizations in the position to realize developments. A third type are intermediate agents facilitating developments as boundary spanners and policy entrepreneurs, without pursuing urban development themselves but aiming at realizing broader policy goals. Our general typology provides a rich picture of actors involved in bottom-up urban developments by applying theories from domains of innovation management and business transition management to urban planning and development studies. It shows that the social entrepreneurs in bottom-up urban development can be considered the result of social innovation, but this social innovation is set within a neoliberal context, and in many cases passively or actively conditioned by states and markets.
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