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COVID-19 has represented a watershed in people's lifestyle. One important consequence has been the change in how people buy groceries online/offline that represent the most frequent shopping-related trip any household performs. Since this has substantially different transport and environmental implications, it is crucial to investigate what are the COVID-19-induced variations. This paper estimates both travel and environmental impacts grocery channel choice implies by comparing, in a diachronic fashion, the pre and during COVID-19 situation in Norway, considering alternative scenarios describing different service configurations for each channel considered. Stated preferences are used to estimate market shares for grocery purchase distinguishing between different channels: in-store, home delivery and click&pick. The robust comparative analysis between the two time periods is guaranteed by the use of the same methodological approach in the same geographical context. Results show that total emissions are lower during the pandemic and adopting a free delivery strategy not only increases home delivery market shares but also produces the lowest level of CO2 emissions regardless of COVID-19. The results obtained are particularly relevant in the "new normal" the world is experiencing both from a public policymaking perspective, when promoting transport-related interventions to curb emissions, and from a private standpoint, when customising market strategies to increase sales and profits. • COVID-19 has represented a watershed in people's lifestyle. • Investigating changes in how people buy groceries online/offline is important. • Stated preferences are used to estimate grocery market shares for different channels. • The paper estimates travel and environmental impacts pre and during COVID-19 via scenario analysis. • Results are particularly relevant for both the public and private sector in the "new normal" conditions. [ABSTRACT FROM AUTHOR]

Although there are many investigations on the problem of vehicle routing, few consider the real slope changes in the road networks of cities. The objective of this work is to calculate the effect that the slopes of a road network can have on fuel consumption, combining a metaheuristic solution algorithm, traffic characterization and an algorithm for the calculation of road slopes. The results of the model show that considering the slope in the urban merchandise distribution model can increase the estimates of fuel consumption by 28.67%. [ABSTRACT FROM AUTHOR]

Directive 2022/362 of the European Parliament and the Council offers fundamental guidelines that enable public administrations to implement road user charges, thereby internalizing the environmental costs associated with road transport. This directive also grants Member States a degree of flexibility to pursue their distinct strategies, making the analysis of various measures and their impact interesting for both cities and other stakeholders. Thus, this paper proposes a variable charge per hour for each stop made in the loading and unloading (L/U) zones by vehicles involved in direct delivery of products from businesses to consumers (B2C). The aim is to mitigate congestion and pollution during peak hours while reducing the movement of freight vehicles within the inner city. This charge functions as an economic policy tool to redirect inefficient B2C distribution towards sustainable distribution models, precisely in line with cities' objectives. The proposed variable charge is evaluated for the cities of London, Milan, Stockholm, and New York, and compared with their current (or planned) pricing schemes. Additionally, a comprehensive analysis of the variable charge's application in the case of Barcelona is conducted. This analysis encompasses considerations not only related to urban congestion, transport, and environmental costs (CO 2 , NO x , and PM 2.5 emissions), but also the financial implications for the stakeholders involved in this activity. The results of the charge implementation indicate that the measure presented in this paper can reduce transportation costs, alleviate congestion, and lower CO 2 emissions. [ABSTRACT FROM AUTHOR]

The considerable increase in parcel deliveries has negatively impacted the accessibility and livability of cities. One solution strategy is to decouple short-distance from long-distance shipping so that last-mile transport can be performed with low-footprint vehicles. Such solutions are referred to in the literature as multi-echelon distribution systems. This study introduced a new variant of the two-echelon vehicle routing problem that considers multiple alternative transport modes as well as multiple commodities over a multi-period time horizon, where customers can obtain their commodities from any store. We referred to this problem as the two-echelon multi-commodity multimodal vehicle routing problem (MCM-2E-VRP). The objective of service providers is to minimize total generalized costs while satisfying customer requirements. We formulated this as a mathematical model based on a space–time network and introduced a random utility discrete choice model to capture variations in performance and preferences. We developed an adaptive large-neighborhood search (ALNS) algorithm to provide solutions for newly generated MCM-2E-VRP instances based on the Beijing Yizhuang transportation network. Extensive numerical experiments were conducted to verify the effectiveness of the proposed model and algorithm. A sensitivity analysis revealed some policy-relevant findings regarding the effects of store distribution and vehicle capacity. [ABSTRACT FROM AUTHOR]

Micro-hubs are considered to be a potential solution to increase the consolidation of inner-city deliveries: in the City of Rotterdam it is a potential measure to increase the logistic efficiency in and around the planned zero-emission zone in the city center. When designing the configuration of micro-hubs in an urban setting multiple aspects should be considered, such as their location, the type of vehicles to operate them, and the business model to be adopted for their operation. And although the topic is much studied it remains difficult to predict how different micro-hub configurations affect the transportation system in terms of transport movements, number of travelled kilometers, etc. This paper describes the use of the Tactical Freight Simulator (TFS) to investigate the impact of micro-hubs on the transportation system in case they would be implemented at a wider scale across the city center, and make a comparison with the current state of last-mile delivery. The case study explores three different design aspects: location, type of vehicles (delivery robots, cargo bike, LEV), and the business model (individual/full collaboration). Results show that the largest reduction of vehicle kilometers can be achieved in the scenarios with full collaboration between the CEPs. [ABSTRACT FROM AUTHOR]

The rapid growth of the e-commerce market creates new dynamics in the logistics landscape, which has been evolving for decades in cities around the world. It is a challenge for businesses and planners to meet the high demand for logistics facilities for e-commerce order fulfillment and goods handling. In the Tokyo Metropolitan Area, mega-scale multi-tenant logistics facilities have been developed in both the port area near the urban center and the periphery of the city, while delivery service providers (DSPs) locate many last-mile delivery stations, varying in number depending on the urban density. We analyze the spatial distribution and location factors of both mega-scale multi-tenant facilities and last-mile delivery facilities in comparison with logistics facilities in general. We found that, due to the scarcity of land, newly developed multi-tenant facilities are more likely to be in less accessible places from the expressway network and the places where development has historically been limited. The result also indicates the heterogeneity of the distribution of DSPs' facilities, reflecting the heterogeneity in business strategies, which can be partially explained by the historical context. [ABSTRACT FROM AUTHOR]

• Systematically consider time-varying traffic conditions and system-wide impact in urban city logistic problem. • Incorporate parsimonious road link travel time functions with First-In-First-Out property. • Develop three unified optimization models for characterizing problem-specific features in real-life rich arc routing applications. • Exact solution algorithms using Lagrangian relaxation and branch-and-price methods. City logistics, as an essential component of the city operation system, aims at managing the complex flow of goods and services from providers to customers efficiently. Delays associated with peak-period traffic congestion exists in both large and small metropolitan areas. As many of the service tasks in city logistics are needed to be performed during peak hours, operators of urban management movement should consider reducing the total trip time and delay when designing service plans. Equally important, the congestion impact of service vehicles to other road users should also be considered. In this paper, we focus on formulating and solving rich arc routing problems (RARPs) in city logistics with a congested urban environment. We highlight the needs of embedding a structurally parsimonious time-dependent travel time model in RARP for producing high-quality and practically useful solutions. A fluid queue model based analytical approach is presented for link travel time calibration in the form of polynomial arrival rate functions. Accordingly, system-wide (societal) impact of vehicles routing is analytically derived and incorporated into the RARP models which enables traffic managers to systematically consider operation costs and societal impacts when designing routing policies in real-life city logistics applications. Additionally, we develop two new representation schemes for time-dependent travel time modeling in RARPs, including a discretized time-expanded representation scheme and a nonlinear polynomial representation scheme. Three modeling approaches for RARPs are proposed, with different perspectives of capturing time-dependent travel time and formulating problem-specific constraints. With a real-life sprinkler truck routing problem as the representative example of RARP, we develop two efficient exact solution algorithms, including a Lagrangian relaxation-based method and a branch-and-price based method. The latter one is embedded with an enhanced parallel branch-and-bound algorithm. Extensive numerical experiments are conducted based on real-world networks and traffic flow data to demonstrate the effectiveness of the proposed methods. [ABSTRACT FROM AUTHOR]

• A deep freight-on-rail-transit strategy is proposed to integrate urban transport. • Drivers and barriers to deep FoRT strategy are identified. • Suitability of MRT-based integrated logistics system adoption in China is assessed. • Influencing factors of project adoption and policy implications are suggested. • Government support and public–private partnerships are critical to project success. Integrating goods movement into public/mass rapid transit (MRT) is an emerging initiative to improve urban freight transport services and sustainability. This paper explores new prospects to achieve extensive non-road city logistics based on a deep freight-on-rail-transit (FoRT) strategy. To begin, the strengths, weaknesses, opportunities, and threats (SWOT) of deep FoRT are analyzed in view of the development status quo of urban China. Next, a multi-criteria assessment model driven by real-world data and 11 quantified metrics is proposed to judge the suitability for developing the MRT-based integrated logistics system (MILS) in 16 Chinese cities. Finally, critical factors influencing MILS project adoption are explicated, and the possible supportive policies are discussed from aspects of planning, regulation, funding, marketization, and innovations. Results show that the alignment with national development goals, rich social-environmental benefits, and stakeholder interest are the primary drivers of deep FoRT strategy, whereas poor planning and decision-making, governance and management deficiencies, and high investment could be the main hurdles. Priority of MILS project adoption in the selected cities is divided into four tiers, where Shanghai, Beijing, and Shenzhen are recognized as the three best candidates. Strong and coordinated policies are needed to integrate the strategy into urban planning. [ABSTRACT FROM AUTHOR]

• We propose a novel methodology that integrates operations research into urban studies. • We find a significant correlation between urban sprawl and routing times. • Addressing urban sprawl can reduce transportation's economic, social, and environmental costs. • Shannon's entropy emerges as the best predictor of the route length. • We gain insights about the geographical distribution of sprawl in Europe. To address the growing challenges urban sprawl poses, it is essential to understand its influence on urban transportation, a primary source of economic, social, and environmental impact. This study fills this gap by quantifying the consequences of sprawl on transportation efficiency, proposing an interdisciplinary methodology that integrates knowledge from operations research. Specifically, adopting a broad European perspective, we investigate how urban sprawl correlates with travel distances and optimal routes in 156 spatially heterogeneous cities across 28 European countries. We discover a significant correlation between five sprawl indicators (Land usage, Gini coefficient, Shannon entropy, Moran I index, and Bribiesca index) and both travel distances and routes by car and bicycle: transportation is inherently less efficient in cities with higher levels of sprawl. Among the considered indicators, Shannon entropy emerges as the best predictor of route efficiency. We offer insights into the geography of sprawl in Europe, finding that many Spanish cities stand out for their compactness and route efficiency, while hotspots of sprawl are present in many Western and Central European countries. Our results underline the underestimated importance of addressing urban sprawl to reduce transportation's economic, social, and environmental costs and encourage policymakers and urban planners to prioritize compact city development to foster sustainable urban growth. [ABSTRACT FROM AUTHOR]

The global outbreak of COVID-19 has further exposed deficiencies in city logistics based on human and ground roads, such as poor emergency response capacity and high risk of infection during transportation. Metro-based underground logistics system (M-ULS) may be an innovative approach to deal with this city-level disaster due to its efficient operation, contactless and driverless characteristics. However, the market evolution process and the quantitative calculation framework of comprehensive benefits after the application of M-ULS are still unclear, which has become a problem of mutual restriction with the extensive application of M-ULS. This paper attempts to use the system dynamics method, based on the real-world simulation, to analyze the quantitative relationship between the M-ULS implementation and the city logistics performance under epidemic outbreaks. Wuhan city in China was selected as the empirical background, and five simulation scenarios were set under different implementation strategies of M-ULS in response to the epidemic. Six variables were selected to measure city logistics performance and M-ULS operation status, including demand fill-rate, unit delivery time, total deprivation cost, total transportation cost, total number of susceptible people, and utilization rate of M-ULS. The results show that M-ULS is effective in improving the performance of city logistics and responding to the epidemic. The delivery time and transportation cost have a strong impact on the market share of M-ULS. Finally, a set of incentive policies was designed to promote the adoption of M-ULS. The findings not only provide a method for evaluating the overall performance of M-ULS, but also provide a unique perspective for promoting the implementation of M-ULS and responding to the transportation challenges brought by the epidemic. • M-ULS is introduced to break through the plight of city logistics. • A set of effective macro-micro incentive policies are established to promote the implementation of M-ULS. • The delivery time, transportation cost and government subsidies play different roles in the market penetration of M-ULS. • The benefits of M-ULS have been analyzed. [ABSTRACT FROM AUTHOR]

• Freight Trip Generation (FTG) is estimated for retail developments in metropolitan areas. • FTG is aggregated at the building-level, aiding evaluation of appropriate freight initiatives. • The model distinguishes deliveries completed versus freight vehicle trips attracted. • The model uses establishment-level data in Singapore and is validated with actual traffic counts. • Establishment type, employment size and branch characteristics are sensitive parameters. The number of studies examining Freight Trip Generation (FTG) has increased over the years. However, FTG modeling studies in different urban settings have presented wide-ranging results in terms of the relationship between establishment characteristics, freight deliveries, and resultant freight vehicle trips produced and attracted. This study aims to evaluate freight trips generated around retail developments or commercial districts in dense metropolitan areas, commonplace in both emerging and developed cities, which are known to attract high footfall and represent key freight attracting nodes. Establishment-level data was collected from six multi-storey retail malls in the city-state of Singapore and used to develop an aggregated model predicting FTG for retail malls or shopping centres. Using statistical regression, we model the relationship between establishment-specific attributes and deliveries per day, and then evaluate various models that can best predict freight vehicle trips per day to retail malls. This aggregated approach converts the establishment-level freight trip attraction to a building-level freight trip generation by considering trip chaining or the possibility of a carrier delivering to multiple establishments within the building during the same visit or trip. The selected model's statistical performance is validated with observed freight vehicle arrivals at 16 retail malls. A comparison of the delivery frequency per commercial establishment across different cities is also offered. FTG for these developments is found to be sensitive to the establishment type, employment size, and whether or not the establishments present are branch outlets belonging to a larger retail chain. Contributions from this work can be applied in the evaluation of urban freight logistics initiatives targeted at these locations, and to assess the nontrivial impact that retail developments in cities have on local traffic conditions. [ABSTRACT FROM AUTHOR]

• The Vehicle Routing Problem with multiple Delivery Options per customer is introduced. • A Large Neighborhood Search (LNS) heuristic coupled with a Set Partitioning model is proposed. • Extensive and rigorous experiments are performed in order to select the LNS operators. • Managerial insights are derived from experiments on a set of generated benchmark instances. To reduce delivery failures in last mile delivery, several types of delivery options have been proposed in the past twenty years. Still, customer satisfaction is a challenge because a single location is chosen independently of the time at which the customer's order will be delivered. In addition, delivery at shared locations such as lockers and shops also experience failure due to capacity or opening-time issues at the moment of delivery. To address this issue and foster consolidation at shared delivery locations, we investigate the case where a customer can specify several delivery options together with preference levels and time windows. We define, in this article, the Vehicle Routing Problem with Delivery Options, which integrates several types of delivery locations. It consists of designing a set of routes for a fleet of vehicles that deliver to each customer at one of his/her options during the corresponding time window. These routes should respect capacities at shared locations such as lockers and minimum service level requirements, while minimizing the total routing costs. This problem is solved with a large neighborhood search in which a set partitioning problem is periodically used to reassemble routes. Specific ruin and recreate operators are proposed and combined with numerous operators from the literature. A thorough experimental study was carried out to determine a subset of efficient and complementary operators. The proposed method outperforms existing algorithms from the literature on particular cases of the problem under consideration, such as the vehicle routing problem with roaming delivery locations and the vehicle routing problem with home and roaming delivery locations. New instances are generated and used both to serve as a benchmark and to propose some managerial insight into the vehicle routing problem with alternative delivery options. [ABSTRACT FROM AUTHOR]

Despite an increase in academic research about city logistics in recent years, the topic of cities in developing countries, where some of the world's biggest metropolitan are located, is seldom addressed. This article aims to appraise the unevenness of logistics development throughout the world, by comparing city logistics (notion that we define) between developing countries (or Global South countries) (where "modern" and "traditional" models often coexist) and developed countries (or Global North countries), and to consider future developments. Will logistics in Lagos, Cairo, Mumbai or Mexico one day resemble logistics in New York, Tokyo or London? Will methods from developed countries spread to developing ones? Will modern and traditional organisations converge, hybridise each other, or remain a divided dual system? Will original solutions emerge in developing countries? We show that urban logistics in developing countries is not integrated but dual, i.e. split between two distinct and coexisting types of organisation, management and business model. In addition, the results of this research project show that considering the three cases (India, Mexico, and Morocco) implicitly required a comparison with city logistics in developed countries, considered as the reference standard. As a result, analysing logistics in developing countries can advance knowledge not only on these countries but also, indirectly, on developed ones. • Logistics in Global South countries: an important and under-researched topic. • Role of the informal sector in urban logistics in cities in emerging economies. • Differences between traditional logistics and modern logistics in an urban context. • Dualisation in Global South countries, the "unknown part" of city logistics. • Analyzing Global South cities can advance knowledge also for Global North countries. [ABSTRACT FROM AUTHOR]

• This paper proposes a set of models to quantify freight trip generation of offices. • This paper applies the model to assess the contribution of offices to the overall freight traffic of the city of Stockholm. • Policy implications and applications for public authorities and other stakeholders are presented. This paper studies the impact of offices on urban freight traffic. Research on freight activity generated by offices is very limited because they are not seen as important contributors to urban freight traffic, and because the amount of deliveries per office is very small compared to the number of deliveries per establishment in freight-intensive sectors (e.g., retail, wholesale, manufacturing). However, the number of offices in cities is so large that altogether they represent a significant share of urban deliveries and generate a nonnegligible share of urban freight traffic. Hence, the relevance of quantifying their freight trip generation. This paper uses the City of Stockholm as a case study. The author collected data from offices and other establishments, estimated regression models and applied them to the city. The results show that offices represent 36% of establishments in Stockholm, 62% of employees and are responsible for 15% of freight trips generated in the city. [ABSTRACT FROM AUTHOR]

This paper examines the current organisation of Hotel-Restaurant-Café/Catering (Ho.Re.Ca.) logistics in medieval structured cities from a microeconomic perspective. The paper aims to distinguish Ho.Re.Ca. specific cost generators and to provide different stakeholders with guidelines on improving the efficiency and sustainability of delivery operations. Therefore, a Ho.Re.Ca. specific costs function has been developed and calculates both internal (economic) as external (social and environmental) costs. The developed cost function follows a 3-steps approach: exploratory expert interviews and observations, the development of the cost function and, validation by the same business experts. The main findings are that mostly the characteristics of the goods determine the way Ho.Re.Ca. goods are delivered nowadays. However, the location of demand and supply for the goods and the specific handling conditions also have a significant influence. The following specific cost generators are distinguished: all labour-based activities rise the internal costs structures substantially. Congestion and city quality issues are identified as major external costs generators. Originating from these results, transport operators should focus on improving labour-based activities such as the service time by investing in e.g. innovative (un)loading equipment. For governments, the internalisation of congestion-related externalities by e.g. road pricing is decisive. [ABSTRACT FROM AUTHOR]

New retail trends show the increasing importance of providing cost efficient deliveries in cities, where congestion and compliance with driving hours regulations should be incorporated into routing software. This paper introduces a large neighbourhood search algorithm that substantially improves the benchmark solutions (in terms of the number of vehicles required, travel distance and duty time) for the vehicle routing problem variant considering time windows, time-dependent travel times and driving hours regulations (EC) 561/2006 that apply to vehicles over 3.5 tons in European cities. Additionally, instances for The Road Transport (Working Time) Regulation 2005 that applies to drivers in the United Kingdom are introduced. The proposed algorithm is also used in scenarios that represent home delivery conditions to evaluate the impacts of the length of time windows, customer density, congestion and regulations in terms of cost and environmental impact. [ABSTRACT FROM AUTHOR]

• This paper models and estimates the benefits of on-premises parcel lockers (OPLs) for carriers and local governments. • The benefits are in terms of operational and external cost savings for carriers and local governments, respectively. • Values are derived analytically, using simulation to calculate the delivery time for buildings both with and without OPLs. • A case study in the City of Melbourne is used to test the model and estimate the benefits. • OPLs installed in Melbourne buildings with over 100 dwellings save A$7.5m for carriers & A$0.5m for local government, pa. Researchers have investigated various planning aspects of public Parcel Lockers (PLs), but little is known about the wider benefits of on-premises parcel lockers (OPLs). More recently OPLs have received attention as a solution to address the problem of failed deliveries, as well as to provide a safe and secure delivery experience to customers. Although OPLs provide enhanced convenience for residents, a major impediment towards their adoption is the high capital and ongoing costs. Currently, suppliers of OPLs require individual buildings to fully cover the costs, leading to low uptake among building managers and residents. This study is the first to ruminate that the benefits of such systems expand beyond residents, with carriers and local governments being key beneficiaries. Using a real-world case study and in-field observations, this study provides analytical estimates of the value of OPLs for buildings, as well as carriers and local governments in terms of operational and external cost savings. A probabilistic algorithm is developed to simulate the delivery time components to buildings and measure the benefits for individual stakeholders. We further applied the model to a case study in the City of Melbourne, to evaluate how a carrier's market share, and building size and practices for managing failed delivery could determine the value of OPLs. The simulation results reveal that the direct benefits of OPLs are first characterized for the buildings, followed by carriers and local governments. We further describe how appropriate funding and pricing mechanisms, involving both carriers and buildings, could further facilitate commercial viability of OPLs for smaller buildings. [ABSTRACT FROM AUTHOR]

Given the dynamic nature of Urban Freight Transport (UFT) processes, the involved transport and logistics operators face with internal and external issues that should tackle to improve last-mile levels of service and decrease total costs while performing delivery operations. Customers (i.e., freight receivers) perceive the level of service through the acceptance of their requests, while total operational costs are mainly determined by the total travel costs (i.e., distance and/or time) required to accomplish the customers' request. In addition, the vehicle-kilometres travelled are related to the externalities produced. Given that the actors involved in the process operate in a stochastic environment (with changes that can occur both in terms of demand – receivers' requests, and in supply – travel times), collaboration and coordination among the operators could play a key role in meeting the customers' requests as well as in reducing both internal and external delivery costs. Therefore, the paper proposes an UFT modelling framework that integrates collaboration and coordination processes among the different involved actors, and allows the benefits to be assessed. The model has a multi-agent architecture based on microsimulation. In particular, the multi-agent architecture allows us to point out the different actors' responses to various internal (e.g., delivery requests) and external (e.g., delivery times) changes occurring in the daily delivery operations. It consists of three layers. The first one simulates the interactions among actors operating collaboratively. The second layer microsimulates the collaborative processes of information management. Finally, a third layer integrates the two previous layers, facilitating a decision-making process in such a dynamic context. The whole modelling framework is tested in a real case study in which it is possible to validate pros and cons of working in a collaborative and coordinative environment. The results show significant benefits from actors/operators involved in the process and subsequently can address the policy/measure implementation towards a more sustainable and liveable city. [ABSTRACT FROM AUTHOR]

Effective Urban Freight Distribution (UFD) relies heavily on the collaboration between government authorities and logistics agents. However, this collaboration can be influenced by the unique interests and requirements of each party involved. The aim of our research is to identify the main challenges and concerns in public-private UFD interactions and to propose solutions to enhance these interactions in cities. To achieve this goal, we conducted semi-structured interviews with key logistics agents operating in the Metropolitan Region of Barcelona, including both government authorities and private operators. The interviews were transcribed, coded, and analysed using the coefficient of co-occurrence method to determine the most significant relationships. Our results highlight a preference for creating a unified spokesperson role and underscore the need to harmonise regulations and unify operating criteria across neighbouring municipalities. Additionally, we suggest solutions to transition towards a more sustainable model and discuss the future viability of various logistics innovations. • Spokesperson creation for UFD ordinance management improves it. • Strengthening public firms with private expertise enhances UFD. • Limited storage increases supply trips, affecting UFD. • The electric cargo-bike is a sustainable solution for UFD but requires more financial help for its development. • Boost sustainable UFD collection points, such as micro-platforms or lockers, to avoid home delivery. [ABSTRACT FROM AUTHOR]

• Container standardization, collaboration & linehaul economics of scale, and mode integration are introduced as the key aspects of the success of freight containerization in cycle logistics. • The effects of the aspects on reducing last-mile logistics costs are assessed. • A two-echelon vehicle routing problem is designed to measure the costs. • A multi-start heuristic algorithm is proposed to solve the problem. • By exploring a real case, results show addressing the key aspects can save the costs up to 27%. This research investigates the benefits of using swap containers in Two-Echelon (2E) urban delivery systems, which extend beyond the reduced handling costs and processing time in van-bike delivery systems. By drawing on the success of standardized freight containers in the international shipping industry, swap containers can be used to substitute low-capacity vehicles in the first delivery echelon with large-capacity vehicles such as buses or trams. Standardization of swap containers can also encourage collaboration and bring economies of scale. The study proposes a 2E Capacitated Vehicle Routing Problem (2E-CVRP) and a modified multi-start heuristic solution algorithm to analyze the impact of (1) container standardization, (2) large-scale shipping of containers overnight with on-street and high-capacity public vehicles, and (3) decentralized deployment of satellites in Melbourne. Results indicate that standardization can stimulate collaboration and reduce the required bike fleet by 8 %. Shipping containers by overnight tram services can reduce total delivery costs by up to 25 % and eliminate 190 km of daily van travel distances. Using car parking spaces as storage satellites can decrease operational costs by 8 % and travel distances by 27.4 %. [ABSTRACT FROM AUTHOR]

• We introduce and solve the electric vehicle routing problem with energy consumption uncertainty. • We formulate the problem as a robust mixed integer linear program. • We solve small instances to optimality using robust optimization techniques. • We develop a two-phase heuristic method based on large neighbourhood search to solve larger instances. • We perform an extensive computational study. Compared with conventional freight vehicles, electric freight vehicles create less local pollution and are thus generally perceived as a more sustainable means of goods distribution. In urban areas, such vehicles must often perform the entirety of their delivery routes without recharging. However, their energy consumption is subject to a fair amount of uncertainty, which is due to exogenous factors such as the weather and road conditions, endogenous factors such as driver behaviour, and several energy consumption parameters that are difficult to measure precisely. Hence we propose a robust optimization framework to take into account these energy consumption uncertainties in the context of an electric vehicle routing problem. The objective is to determine minimum cost delivery routes capable of providing strong guarantees that a given vehicle will not run out of charge during its route. We formulate the problem as a robust mixed integer linear program and solve small instances to optimality using robust optimization techniques. Furthermore, we develop a two-phase heuristic method based on large neighbourhood search to solve larger instances of the problem, and we conduct several numerical tests to assess the quality of the methodology. The computational experiments illustrate the trade-off between cost and risk, and demonstrate the influence of several parameters on best found solutions. Furthermore, our heuristic identifies 42 new best solutions when tested on instances of the closely related robust capacitated vehicle routing problem. [ABSTRACT FROM AUTHOR]

The paper proposes a methodology for the evaluation of an Urban Distribution Center (UDC) location in order to pursue sustainability goals. The methodology integrates indications deriving from public policies (objectives and constraints) and efficiency needs of carriers and retailers. For this reason, two planning levels are integrated into the methodology: an outer level in which a set of feasible UDC locations is defined; an inner level in which, for each location, the carrier behaviour in delivering freight to a set of retailers, characterized by variable restocking demand, is simulated (by means of a vehicle routing problem). The aim of the paper is to support the planning of city logistics measures by means of quantitative evaluations; that could be carried out by public authority to verify sustainability of logistic operations. A laboratory test is implemented in the town of Reggio Calabria (Southern Italy) to assess the effects of a combination of two city logistics measures: a nodal physical measure, such as an UDC, and an equipment measure, specifically Fully Electric Vehicles (FEVs). • Ex-ante evaluations supporting UDC location planning. • Integrated planning levels: sustainability at outer level; efficiency at inner level. • Methodology that considers at the same time public and private objectives. • Vehicle routing model with variable restocking demand scenarios. [ABSTRACT FROM AUTHOR]

One of the most important problems in the cities is atmospheric emission of anthropogenic origin. This problem is the key challenge mostly for city municipalities but also for business stakeholders, which are involved in freight transport at urban areas. One of the most important and efficient solutions to reduce this negative impact is implementation of electric vehicles. In recent years many activities and developments in this area have been done. This paper is focused on utilization of multi-criteria analysis for electric vehicles selection in the context of their usability for deliveries realization in cities. Moreover, it also presents general issues regarding the use of alternative fuels in motor vehicles, with emphasis on electric vehicles. It discusses the extent to which electric vehicles are used. It describes the key parameters for determining the usability of electric vehicles in urban deliveries. Based on the formulated assumptions, a multi-criteria model is proposed to enable selecting, out of the defined vehicles catalogue, solutions that are optimal in terms of potential effectiveness. The general aim of the paper is to support the logistics companies' decision makers in the improvement of the freight vehicles fleets, taking into account the sustainable city logistics expectations. [ABSTRACT FROM AUTHOR]

• The behavior of freight carriers and an Urban Consolidation Center were modeled using a Multi-Agent model. • The MAS-ADP based RL is superior in replicating the potential actions of the agents under uncertain environment. • The accurate decision could optimize the objective of the agents and reduce the environmental emissions in city logistics. The effects of city logistics solutions are uncertain due to fluctuating demand, parking issues and multiple agents within the system. This research modelled the behavior of freight carriers and an Urban Consolidation Center (UCC) operator using Multi-Agent Simulation-Adaptive Dynamic Programming based Reinforcement Learning (MAS-ADP based RL) to evaluate a Joint Delivery Systems in an uncertain environment. The MAS-ADP based RL is superior to MAS-Q-learning in replicating the potential actions of the agents under uncertain environment by adapting to the changing environment properly into accurate decisions thus increasing the accuracy of agent's decision making and eventually reducing environmental emissions as well. [ABSTRACT FROM AUTHOR]

Large-scale urban sensing data, such as vehicle global positioning system (GPS) traces, are emerging as an important data source for urban planning. However, the widespread availability of commercial truck GPS data comes with a large diversity of sources with different operational characteristics. In this context, motivated by addressing ongoing challenges in urban logistics from the perspective of transport geography, we describe an approach to exploring and analyzing a large amount of vehicle GPS data from heterogeneous sources. Our aim is to leverage GPS data to better understand and characterize urban logistics from a broader, city-wide perspective as well as from the perspective of a single corporate logistics system. Using the city of São Paulo, Brazil, as an example, we show how such data can be leveraged to improve the operational planning of transport operators and the policymaking strategies of public agencies, especially in cities in developing and emerging economies where other sources of data are not readily available. We build on GPS data from company-specific logistics fleets as well as company-agnostic, mixed-use general vehicle fleets to present novel insights into the spatial distribution of cargo vehicles across the city on different days, the distinct flows and preferred paths of freight traffic, the number of stops per vehicle trip, the distribution of stop times, and the speed patterns. Our proposed approach can easily be transferred and extended to other geographic contexts and other datasets that exhibit structures similar to those used in our case study. [ABSTRACT FROM AUTHOR]

Abstract Individual freight transport policies have been investigated in the literature extensively in the last 10–15 years, yet there has surprisingly been very little attention to the process of selecting urban freight transport (UFT) policy measures. This study focuses on UFT policy choice by local authorities, investigating how policy context, resource availability and the need for legitimacy influence how local authorities seek and select UFT specific policies. The methodology is a cross-case analysis of eleven cities across three countries (Sweden, England and Scotland), based on interview and documentary data. Findings reveal that all cities have the same high-level goals, such as reducing emissions and congestion, supporting the economy and improving quality of life. However, in most cases these rather general goals are not broken down into clear objectives with targets that can be measured. Therefore, selected UFT policy measures are chosen from a pool of common measures (primarily access restrictions such as time windows and weight restrictions), but without monitored targets that determine whether or not they are achieving objectives. This does not necessarily mean that the measures chosen are inappropriate, but that there is a lack of a strategic approach to setting and reviewing measures according to achieving specific policy goals. This is primarily a result of a lack of resources and dedicated UFT personnel, as well as challenges related to public acceptability of restrictive policies. Highlights • All cities have the same high-level goals, such as reducing emissions and congestion. • Goals are not broken down into clear objectives with targets that can be measured. • UFT measures chosen from a pool of commonly accepted measures. • Main challenges were a lack of dedicated UFT personnel and public acceptability. • Need for increased learning from and collaboration with private sector operators. [ABSTRACT FROM AUTHOR]

Many cities of different size and in different areas of the world have successfully tested the introduction of off-hour deliveries (OHD) on a voluntary basis, reporting positive effects, both on freight distribution efficiency and sustainability. However, those initiatives have not been implemented so far at a large scale. This paper investigates OHD potential in Rome, focusing on one of the most important barriers to its adoption, i.e. stakeholder acceptability. The study investigates stakeholders' preferences for different OHD configurations using both a qualitative approach, based on in-depth interviews, and a quantitative analysis, based on an interactive multi-actor multi-criteria analysis. Results show that stakeholders prefer a solution where OHD are jointly implemented together with one or more urban consolidation centres. This preliminary analysis paves the way for further technical/economic evaluations needed for OHD implementation in Rome. Stakeholders' involvement is of outmost importance to understand their heterogeneous preferences and increase their awareness of urban freight transport problems, with the overall aim to foster behaviour change. [ABSTRACT FROM AUTHOR]

Highlights • First analysis of the operators involved in the urban parcel delivery system. • Study of business and operational models of traditional and green couriers. • Analysis of the cost structure of different options for delivering goods. • Monte Carlo simulation-optimization DSS to design mixed-fleet policies. Abstract In recent years, the role of freight transportation and parcel delivery in urban areas has increased, supporting the economic and social development of cities. At the same time, the industry is affected by various issues, inefficiencies, and externalities, particularly in the last-mile segment. As such, there is an emerging awareness of a need to improve urban mobility and transportation, making them more sustainable and competitive by mixing traditional and emerging technologies, such as cargo bikes, autonomous vehicles, and drones. In contrast, the complexity of the overall system, characterized by multiple actors with conflicting goals, requires a strategy that harmonizes these actors' business and operational models. This study contributes in this direction along three axes. First, it defines the main actors involved in urban parcel delivery, and then analyzes their business models and the interactions between them. Second, it investigates the integration of traditional and green logistics (mainly cycle-logistics), from both business and operational perspectives, in order to identify synergies, conflicts, and the operational and economic consequences of adopting green vehicles. Third, it introduces a simulation-optimization decision support system tool capable of assessing mixed-fleet policies for the management of parcel delivery in urban areas. Finally, the decision support system is tested using real data of the city of Turin. [ABSTRACT FROM AUTHOR]

Urban freight transport is expected to increase in volume and share of motorized traffic in cities. Simultaneously, stakeholders responsible for urban development lack access to detailed data on urban freight transport. Private freight actors, i.e., carriers, collect data as part of their operations, which could potentially meet the data needs within public planning. This paper explores the possibilities of exploiting such data for improved urban mobility planning through semi-structured interviews with carriers and planners. The results show that carriers are willing to share delivery data under certain conditions and even mention benefits for their own operations if such sharing leads to more informed freight planning. Furthermore, sample data provided by carriers was explored and largely proved to contain core information on carrier movements to meet the needs of the planners. However, data on vehicles and routing was lacking. As a next step, it is suggested that a public authority initiate the collection and use of carrier-provided data to maintain trust amongst stakeholders. Additionally, efficient ways of collecting and interpreting the data must be developed to obtain consistent, useable, high-quality data for sustainable urban mobility planning. • Stakeholders in urban planning and development lack access to freight transport data. • Private actors in freight collect and maintain data as part of their operations. • Results show carriers will share delivery data if it leads to informed public planning. • Obtained delivery data contained core information needed for urban freight planning. • Collection and use of carrier-provided data should be organized by a public entity. [ABSTRACT FROM AUTHOR]

The COVID-19 pandemic has highlighted the growth of e-commerce around the world. Especially in developing countries, assisted home delivery (AHD) is the main way for people to receive their goods purchased online. This delivery policy can result in delivery failure when the consumer is not at home and, consequently, in greater externalities that impact all stakeholders in last mile logistics. This paper aims to evaluate the operating costs of delivery lockers (DLs) through agent-based modeling and simulation. A total of 84 scenarios were simulated alternating the DLs usage rate and different delivery attempt policies. The results show that the most impacting system costs are time, external and re-delivery costs. The implementation of DLs and the exclusion of the three-attempt delivery together can reduce these costs and increase net profit by up to 79.1%. Therefore, DLs have economic potential for last mile logistics operations. However, this solution must be accompanied by incentive policies resulting from stakeholder engagement. We hope that this study contributes to a greater understanding of DLs as a sustainable solution for last mile e-commerce deliveries, helping decision makers in urban freight transport. [ABSTRACT FROM AUTHOR]

• A content-based framework grounded on the Triple Bottom Line (TBL) concept is adopted to review the Crowd-shipping (CS) literature. • Papers are classified from an integrated operations research and transportation management viewpoint. • Several avenues for promising areas of applications, operations, and management are provided. Crowd-Shipping (CS) solutions have been gaining popularity in industry and academia. Despite numerous CS platforms having been introduced in the real world, only a limited number of them have managed to remain viable. Academics have explored many challenges facing CS platforms and recommended appropriate solution measures. While the growing literature sporadically indicates " economic" , " environmental" or even " societal" benefits of CS initiatives, there is a lack of systematic and conclusive understanding of CS initiatives from these essential "sustainability perspectives". Considering that sustainability and societal impacts of such new and emerging initiatives are key factors in gaining public policy support and potential government investments and involvements, as critical success factors for the uptake, growth and continuity of these initiatives, this paper aims to present a review of this topic in light of sustainability considerations. A content-based framework grounded on the Triple Bottom Line (TBL) approach is adopted in this review and papers are reviewed, classified, synthesised, and analysed to reveal dominant research trends, challenges, potential and gaps. Furthermore, our analysis of the economic and behavioural considerations of CS actors reveals important insights into how various pricing strategies can be adopted to regulate supply and demand for operational continuity. Finally, using an intersectional sustainability approach, future research directions are also recommended to fill the gaps and improve the practical relevance of CS. [ABSTRACT FROM AUTHOR]

Abstract A recent trend to engage and promote sustainable behaviors in transport foresees gamification, i.e. the use of game design elements in nongame contexts. To foster the expected behavior change, one should appropriately conceive, deploy and manage gamification. The paper addresses the problem of gamification design by proposing an advanced user-centered approach accounting for players' heterogeneous preferences. This is performed using stated preference methods and is applied to a reverse logistics case study. By comparing the results obtained with the proposed approach to those derived from the traditionally adopted ones, the paper shows that the former would provide considerable new insights with respect to players' heterogeneous preferences, thus, possibly, increasing the chance of achieving satisfactory results. The paper suggests that, whenever designing gamification to foster engagement and behavior change in transport, one should adopt a user-centered approach based on stated choice experiments to maximize its probability of success. [ABSTRACT FROM AUTHOR]

Abstract Sustainable and energy efficient transport of passengers and goods has become a major concern of policy makers worldwide. This paper examines the existence of policies and measures for sustainable urban freight transport in European cities. The methodology for comprehensive mapping and benchmarking of strategic policy documents and measures has been developed and applied to a panel of 129 European cities. The desktop analysis shows an extremely heterogeneous situation of logistics and mobility planning policies and planning documents adopted in Europe. Cities are mainly opting for soft measures with high impact on savings. They are trying to achieve efficiency with adequate regulation system and measures supporting the introduction of new services. Only few measures directly promoting energy savings were identified while on the other hand, various measures with indirect impact on energy consumption were recognised. Highlights • Literature review of urban freight transport problems, policies, measures and models. • Methodology for mapping and benchmarking strategic policy documents. • Review of strategic policy documents for a panel of 129 European cities. • Best practice examples of measures contributing to energy saving. [ABSTRACT FROM AUTHOR]

Highlights • The paper proposes a methodology to design urban delivery bay system. • Freight operation scenarios are assessed through a simulation-based approach. • The architecture of an app-oriented tool to support transport operators is presented. • Tool enables real-time bay reservation and monitoring. • The results were validated on Rome's limited traffic zone. Abstract Delivery bay availability for loading and unloading operations is critical to reduce times and costs of logistics operations, as well as for improving city sustainability and liveability. Beyond defining the appropriate number and location of such bays, urban sustainability and liveability can be improved with telematics tools which enable real-time bay reservation and monitoring, integrating such information within freight routing solutions. This paper presents an architecture for such tools along with methodology integrating delivery bay planning with transportation demand modelling through simulation, allowing computation of performance indicators to be used for ex-ante assessment in planning delivery scenarios. The results were validated through a simulation-based approach on Rome's limited traffic zone. [ABSTRACT FROM AUTHOR]

Highlights • Over their life cycle, BEV vans reduce GHG emissions by 12–98% compared to diesel vans. • When replacing old vans, BEV vans reduce NO x , PM 2.5 , and PM 10 emissions by up to 99%. • Battery replacement and greater annual mileage decrease life cycle cost differences. • With current incentives, in some European cities BEV are cheaper than diesel vans. • Cities can reduce CO 2 from city-logistics up to 20% by promoting 23.4 kWh BEV vans. • GHG emissions can decrease up to 98% or 99% by promoting 46.8 or 70.2 kWh BEV vans. Abstract Poor air quality in urban areas and environmental concerns attributable to road transportation are growing and significant problems for governments. Many different options have been proposed to lower emissions, and a critical one is the use of battery electric vehicles (BEVs). Since city-logistics accounts for about 25% of urban mobility emissions, we focus on battery electric and diesel delivery vans. The aim of this paper is to present a holistic view of the problem, comparing the environmental, social and economic impact of BEV and diesel delivery vans, providing useful insights to policy makers and fleet owners willing to replace or select delivery vans to include in their city-logistics fleets. In cities where new BEV vans replace old diesel vans and the electricity mix is relatively clean, CO 2 emissions and air pollutants decrease by 93–98% and 85–99%, respectively. If BEVs use electricity coming from coal energy and are compared to new diesel vans, reductions of CO 2 emissions and air pollutants are in the order of 12–13% and 0–92%, respectively. Longer battery life and greater annual mileage improve these results and decrease cost differences. Results also reveal that annual emissions benefits of replacing older diesel vans with BEVs are on the same order of magnitude of equivalent annual cost differences. From a strictly business perspective, BEV vans are already economically attractive in some cities with existing incentives; however, for other cities incentives equal to the value of their emissions reduction benefits are needed, but might not be sufficient to justify BEV acquisition. [ABSTRACT FROM AUTHOR]

Logistics in cities depends largely on ground transportation and causes problems such as traffic congestion, environmental impact and delivery delays. Taking advantage of a metro system’s underutilized capacity to transport same-day delivery items within a city during off-peak periods is not only innovative, but can mitigate the abovementioned urban transportation problems. In this paper, we locate the distribution hubs and construct a metro-integrated logistics system. First, we propose a segmentation method for the urban metro network. Second, based on the resulting sub-networks, indices for evaluating the importance of each metro station are selected by complex network theory and the weight of each evaluation index is calculated by AHP method. Moreover, the importance of each metro station is evaluated using the TOPSIS model and the candidate metro distribution hubs for location model are determined. Then, with the consideration of logistics demand, a location model is formulated to determine the final metro distribution hubs from the candidate metro distribution hubs. Finally, we choose the metro system of Shanghai as a case study and provide strategic planning for location selection of metro distribution hubs. [ABSTRACT FROM AUTHOR]

A model for dynamic assignment of loading bays for urban last-mile deliveries has been developed. It aims to solve the problem of defining the most optimal number and location of loading bays and their management for energy efficient urban freight deliveries. Optimisation is based on fuzzy k-means clustering of receivers to dynamically select the best possible loading bay in combination with a routing algorithm. The model is tested on the actual data of deliveries in the historical city centre of Lucca, Italy. The results of simulations have demonstrated a significant savings of time and distance travelled by freight vehicles, as well as of CO2 and fuel, in comparison to the existing situation. [ABSTRACT FROM AUTHOR]

We consider a fleet of electric freight vehicles (EFVs) that must deliver goods to a set of customers over the course of multiple days. In an urban environment, EFVs are typically charged at a central depot and rarely use public charging stations during delivery routes. Therefore, the charging schedule at the depot must be planned ahead of time so as to allow the vehicles to complete their routes at minimal cost. Vehicle fleet operators are subject to commercial electricity rate plans, which should be accounted for in order to provide an accurate estimation of the energy-related costs and restrictions. In addition, high vehicle utilization rates can accelerate battery aging, thereby requiring degradation mitigation considerations. We develop and solve a comprehensive mathematical model that incorporates a large variety of features associated with the use of EFVs. These include a realistic charging process, time-dependent energy costs, battery degradation, grid restrictions, and facility-related demand charges. Extensive numerical experiments are conducted in order to draw managerial insights regarding the impact of such features on the charging schedules of EFVs. [ABSTRACT FROM AUTHOR]

To deliver to customers in densely populated urban areas, companies often employ a two-echelon logistics system. In a two-echelon logistics system, the starting point for goods to be delivered in the urban area is a fulfillment center or city distribution center. From there, the goods are first transported to a satellite, from where they are delivered to their final destinations. To simplify operations, companies, in practice, often restrict the route choices at one or both of the echelons. We study the impact on the delivery cost of such restrictions and conclude that when the number of orders to be delivered is large and the location density of delivery addresses is high, the impact is likely to be small, and the operational benefits probably outweigh the cost increases. To more easily accommodate delivery volume growth and to more effectively handle day-to-day delivery volume variations, we introduce a simple aggregation concept, which leads to quality improvements without affecting operational simplicity. We provide further insight by means of a worst-case analysis for specific geographic topologies. [ABSTRACT FROM AUTHOR]

Cities are a huge growing market for distribution companies (logistics), whose object is to cover goods/products supply requirements, deliver parcels and replenish stocks. Supplying the companies and businesses located in cities is a daily challenge for any logistics company. Among various existing city models, the so-called compact cities presently tend to have more pedestrian zones in cities, which consequently affect surrounding areas; e.g., limited parking areas, restricted access for traffic, difficulties to enter with goods, and even access difficulties for the neighbors who live in these areas. The main objective of this work was to analyze logistic flows by paying special attention to the detailed description of traffic that depends on the urban outline in order to analyze the logistic flows of goods, and to discuss different policies to improve urban goods logistics without forgetting that routes exist and form part of a the development of a more humane city, where delivery vehicles enter pedestrian zones. This study focused on the center of the city of Cartagena (Spain), a Mediterranean compact city characterized by having numerous pedestrian zones. [ABSTRACT FROM AUTHOR]

Urban shopping malls do not only depend on consumer mobility to operate and thrive, but goods mobility as well. With the emergence of omnichannel retail, stores are now multifunctional hubs accommodating collection, delivery, and return of online purchases. As a consequence, goods transportation requirements for stores have intensified. This impacts the malls in which they are localized as well. The scientific literature that covers goods mobility and malls is fairly limited. It has not yet explored the efficiency and sustainability of goods transportation to and from malls in the omnichannel era. To perform a state of practice and suggest improvements, we combine case study and exploratory research for the Beaugrenelle mall in Paris. The research demonstrates three operational issues. First, chaotic supply operations resulting in alternative practices that expose delivery workers to financial, security, and ergonomic risks. Second, patchy delivery practices that are not aligned with the regular supplies. Third, a lack of storage. In response, we explore three solution pathways: i.e., introducing dedicated staff, engaging third parties, and implementing intelligent technology. In doing so, we intend to provide elements for discussion for the mall operator, the retail tenants, their logistics service providers and the city moving forward. [ABSTRACT FROM AUTHOR]

• We developed a comprehensive approach to assess an e-trike last-mile delivery system • This approach can be generalized to evaluate alternative vehicle types in the fleet • Raw GPS data alone can provide rich context for last-mile delivery performance analysis. • Using e-trikes does not significantly increase the total costs of the system • Emission costs can be greatly reduced along with sustainability initiatives Increasing urbanization has resulted in changes in land use, environment, demographics, and consumer behavior. These changes have magnified the challenges of city logistics. In particular, last-mile delivery freight has become a growing challenge for sustainable cities. Despite numerous studies on last-mile delivery solutions, little attention has been given to assessing the performance of e-cargo in mixed fleet systems. This study's contribution lies in its empirical monitoring and evaluation of e-trike performance for two months and parameterization of a citywide simulation. We demonstrated how GPS data coupled with publicly available data can be used to develop various performance indicators and provided comparison between real-world data and the Google Distance Matrix API. Furthermore, we estimated the costs if the company used vans (all or a mixed fleet) for the same e-trike deliveries. The costs associated with an e-trike-based delivery system are not dramatically higher than those associated with traditional methods. Labor costs were found to be the primary factor influencing cost trade-offs. However, emissions costs are reduced to a large extent supporting sustainability initiatives of the system. This proposed approach can be generalized to evaluate alternative vehicle types that simultaneously change vehicle form factor and performance and fuel types. [ABSTRACT FROM AUTHOR]

Urban logistics is one of the key elements of urban mobility planning. The use of real-time information systems in logistics operations generates an enormous amount of data, nowadays used mainly for the purpose of monitoring and control of large flows of goods. At the same time, urban planners, business stakeholders, and city administrators are in need of adaptive, data-driven decision support solutions to address today's urban logistics problems. Recently, digital twins have received a lot of attention to support advanced experimentation, simulation and decision-making for on-demand logistics operations. Questions still remain on how to realize these for urban logistics management in a mixed public-private stakeholder context. We argue that this lack of a specific framework for city logistics with a model library for data mergers, linking physical and virtual data exchange, can compromise the timely adoption of digital twin technology. We contribute to filling this gap by presenting a systematic review of the literature, proposing a conceptual framework for digital twin applications in urban logistics, and providing use case scenarios for their demonstration. Together, these should advance the technical implementation of digital twins in a sustainable city logistics context. • We propose a conceptual framework for digital twin applications in urban logistics. • We conduct a systematic literature review to thoroughly analyze existing work. • We provide a generic model library that contains a set of models to model different value cases. • We provide use case examples for the proposed system. [ABSTRACT FROM AUTHOR]

This paper addresses a two-echelon capacitated vehicle routing problem (2E-CVRP) with environmental considerations (2E-CVRP-E). A new arc-and-route-based mathematical model is constructed to formulate the problem in which the sum of drivers’ wage, fuel cost, and handling cost is minimized. A matheuristic based on variable neighborhood search (VNS) and integer programming is designed to solve the 2E-CVRP-E. The integer programming in the matheuristic is used as a post-optimization technique to find better solutions missed by the VNS algorithm or to construct the least-cost first-level routes. To validate its effectiveness, the matheuristic first performs tests on 2E-CVRP instances and improves 13 current best-known solutions out of 234 instances. Then it performs tests on the 2E-CVRP-E instances modified from the 2E-CVRP. For 2E-CVRP-E instances, the total cost of the best solution found by the matheuristic is smaller than that of the best-known 2E-CVRP solution with an average relative gap of 6.37%. Computational results prove that the proposed matheuristic can find high-quality solutions for the 2E-CVRP and the 2E-CVRP-E. [ABSTRACT FROM AUTHOR]

In this paper, we formulate an emission-minimizing vehicle routing problem with heterogeneous vehicles and give rise to the effects of path selection. We take into account different paths for traveling between two locations differing with respect to their emissions. Computational experiments with artificial and real-world data illustrate the effects of path selection by considering networks with different road types like urban roads and highways. The experiments suggest an emission saving potential of about 2–4%. We conclude that in reality a larger emission reduction potential exists when multiple paths are considered in transportation planning. [ABSTRACT FROM AUTHOR]

Drawing on the results of a survey carried out in Cagliari (Italy), the paper provides an analysis of the characteristics of food deliveries in urban areas aimed at understanding the needs and expectations of receivers of last mile deliveries of fresh products. In fact, exploring the needs of potential users - who are directly responsible for the success of the scheme - and the characteristics of logistics flows they generate/attract in the city centre is a necessary prerequisite for implementing city logistics measures. The study considers independent retailers within the hotel, restaurants and catering (Ho.Re.Ca.) sector. Based on the delivery characteristics, a classification of commercial activities related to the food chain is provided. The analysis has been developed by means of Multiple Correspondence Analysis (MCA) and Cluster analysis. The suitability of city logistics measures to the last food mile is also discussed. [ABSTRACT FROM AUTHOR]

The concept of 'smart cities' is rooted on the approach taken by cities to reconcile the three often conflicting objectives of economic efficiency, environmental quality and social equity. The expectation that smart cities may promote the adoption of scalable solutions that take advantage of information and communication technologies (ICT) to increase their effectiveness, reduce costs and to improve the quality of life is great among academia, business and governmental stakeholders. Traffic management systems in its multiple applications (including re-routing) are an example of ICT solutions that can expectably lead to the purpose pursued by 'smart cities'. This paper develops a performance evaluation of re-routing for passenger and commercial vehicles with a case study in the city of Lisbon, Portugal. The paper examines how the provision of guidance information to drivers affects traffic performance, operational costs and environmental conditions at different spatial references, namely route level and urban network level. The simulation results indicate that the re-routing can not only reduce travel times, but also enhance the efficiency of roads in the city network and as well the traffic performance at the route level of analysis. The improvement at local route levels (such as corridor/route) is more significant than at the city network level. For the urban network level, simulation results suggest that re-routing can bring variations in travel and delays that may reach 2% and 6%, respectively, when a 10% drivers’ compliance rate is considered. Individual drivers are more likely to comply to deviate than urban logistics drivers and bus drivers. [ABSTRACT FROM AUTHOR]

In recent years the European Commission has increasingly focused its attention on the development of sustainable city logistics by promulgating legislation and formal directives. Despite the efforts made, reducing freight-related congestion and polluting emissions without penalising social and economic activities within cities is still a challenging issue. City logistics measures frequently fail mainly due to a lack of support and commitment from stakeholders. A participatory approach in freight transport planning represents a reasonable and valuable option. This paper describes the innovative governance model developed in the city of Turin in Italy that was based on a proactive and effective stakeholders' cooperation for achieving a resilient urban development. The added value of the paper also relates to the real-life assessment of the impacts the non-mandatory policy-mix implemented, based on a collaborative governance model, have on the environment and service delivery thus providing a realistic measure of the viability and effectiveness of the solution proposed. Its voluntary adoption, in fact, produces an increase in commercial vehicles’ speed and a substantial reduction in CO 2 emissions while also allowing logistic service providers to perform more deliveries. [ABSTRACT FROM AUTHOR]

Due to rapid growth in urban populations, waste collection in cities has become a topic of great concern, due to it impacts on environmental pollution. Regarding used tires, the effect on human health and the environment is a matter of great concern for urban authorities. Therefore, in this paper, we analyze the recovery process for discarded tires. In particular, we study a Reverse Supply Chain Network Design (RSCND), which is designed according to three fundamental echelons (i.e. waste collection, processing and customer zones). To this end, the simultaneous application of simulation techniques and optimization algorithms is proposed. Both approaches are framed within a general methodology, which has been taken from the Operations Research literature. We present a case study from a Colombian city. The combined algorithmic approaches, which include discrete simulation and multiobjective optimization, provide sufficient evidence regarding ways to optimally manage fleet size in the RSCND. Experimental results indicate that the discarded tire recovery process can be designed to be more profitable, as well as less environmentally harmful. [ABSTRACT FROM AUTHOR]

This paper investigates the potential for off-hour deliveries in the city of Rome. It focuses on retailers that play a fundamental role in the decision making process often determining delivery times. It explores their preferences for three off-hour delivery prototypes and inquires retailers' willingness to adopt them, both with and without the provision of dedicated incentives. Finally, it analyses retailers’ reactions to a hypothetical scenario where a mandatory off-hour delivery policy is imposed. The overall results show a good inclination towards off-hour deliveries. This induces optimism with respect to their potential introduction as well as skepticism about the lack of attention local decision makers have, so far, paid to this policy option. [ABSTRACT FROM AUTHOR]