City Logistics for Sustainable and Liveable Cities
City Logistics for Sustainable and Liveable Cities
Eiichi Taniguchi
Abstract There are many complicated and challenging urban freight transport
problems which result in high logistics costs, negative environmental impacts,
unsafe traffic conditions, and high energy consumption. The behaviour of the
multiple stakeholders involved in urban freight transport needs to take into account
for creating efficient and environmentally friendly and safe urban freight transport
systems. City logistics has been proposed to achieve the goals of mobility, sustainability,
and liveability by balancing the smart growth of economy and cleaner,
safer and quieter environment. This chapter addresses the definition of city logistics,
the driving forces of technical innovations and behaviour change of stakeholders,
the governance of public sectors for providing a better framework for city logistics.
The modelling techniques highlight how to describe problems and evaluate policy
measures for decision support. Future perspectives relating to co-modality, home
health care, and disasters are also given.
Keywords Urban freight transport Environment ITS Public private partnerships Models
Introduction
Urban freight transport issues are essential elements for sustainable and liveable
cities. Recently more attention has been paid to urban freight transport, since there is
increasing concern about the global and local environmental problems including air
pollution, noise and vibration as well as safety and security issues. Balancing economic
development with environmental preservation and safety is vital to achieve
better living conditions in cities. In most cases trucks are used for delivering
and collecting goods in urban areas and they are not welcome by residents in local
communities due to the negative environmental impacts, traffic accidents, and visual
intrusion. In addition to these issues, the development of e-commerce requires more
efficient and environmentally friendly urban distribution systems, as consumers
would like to receive commodities quickly and at the designated times periods at
their home.
The urban distribution of goods is the last part of supply chains, but it is hard to
deliver goods to customers within designated time windows by pickup-delivery
trucks on congested urban road networks. Smaller amount of goods are delivered
more frequently in modern logistics systems to meet the demands of customers for
quick response from shippers. Based on the survey of freight flows throughout
Japan by the Ministry of Land, Infrastructure, Transport and Tourism, the weight of
freight flows which were less than 100 kg increased to 75.1 % in 2010, whereas it
was 55.6 % in 1990 and 63.6 % in 2000.
What Is City Logistics?
To solve these complicated and challenging issues relating to urban freight transport,
the idea of city logistics has been proposed (Taniguchi et al. 2001b; Taniguchi
and Thompson 2014). City logistics is defined as, “the process for totally optimising
the logistics and transport activities by private companies with support of
advanced information systems in urban areas considering the traffic environment,
the traffic congestion, the traffic safety and the energy savings within the framework
of a market economy” (Taniguchi et al. 2001b). The central idea of city logistics is
the concept of total optimisation instead of partial optimisation of logistics and
transport activities considering various aspects of environment, congestion, safety
and energy consumption. Therefore, we need to take into account the social issues
as well as commercial issues. Basically there is a difference between commercial
logistics and city logistics. Namely, the commercial logistics can be operated only
by private firms of shippers and freight carriers, whereas in city logistics, administrators
from the public sector of and residents also participate. This means that
public-private partnerships (Browne et al. 2004) between shippers, freight carriers,
administrators and residents are required (Fig. 4.1). However, each of these entities
have different objectives. For example, shippers hope to send their products to
receivers within designated time windows with higher reliability and lower costs.
Freight carriers aim to maximise their profits by minimising costs to meet with the
demands of shippers. Administrators in any level of national, regional, and
municipality, try to vitalise the economy and improve the environment in urban
areas. Residents want quieter, safer and cleaner environment in their communities.
Figure 4.1 includes one more entity of city logistics, Non-Profit Organisations
(NPO), which can coordinate the conflicts among the stakeholders. This type of
organisation is needed in reality for better communication and making decision of
executing city logistics initiatives. Support by advanced information systems is
critical for collecting data and sharing data among stakeholders who are involved in
city logistics. This definition assumes the market economy that allows the collaboration
of public sectors and private firms in terms of planning, implementing and
evaluating urban freight policy measures.
The targets of city logistics are “mobility,” “sustainability,” and “liveability”.
These three pillars show the multi-objectives of city logistics and the achievement
of these objectives ensures the efficient and environmentally friendly urban freight
transport systems. The bracings indicate multiple evaluation criteria such as “global
competitiveness,” “efficiency,” “environmental friendliness,” “congestion alleviation,”
“security,” “safety,” “energy conservation,” and “labour force.” Therefore,
city logistics can be visualized as multi-objective optimisation with multi-criteria
(Fig. 4.2). Recently “resilience” has become an urgent and important issue. There is
a need to consider risks associated with disasters after we experienced catastrophic
disasters by the tsunami after Northern Sumatra earthquake in Indian sea region in
2004 as well as Tohoku earthquake and cascading tsunami in Japan, in 2011,
Hurricane Catharina in Mexican bay area, USA in 2005, Sichuan earthquake in
China in 2008 and bush fires in Melbourne, Australia in 2009. As well, we had
chemical attack using sarin on the subways in Tokyo in 1995, September 11
terrorism in New York in 2001, blast attack in London in 2005 and piracy attack off
the Somalia coast in 2009. The humanitarian logistics is required for providing
relief supplies of water, food, and daily commodities to people in difficulty. The
research area of humanitarian logistics is important for supporting a healthy, safe
and secure life (Zeimpekis et al. 2013; Taniguchi et al. 2014a).
The Information and Communication Technology (ICT) and Intelligent
Transport Systems (ITS) plays an important role for achieving the goals of city
logistics. As city logistics deals with multi-objective optimisation, providing
dynamic traffic information using ICT and ITS allows the costs of urban distribution
to be reduced and it results in the reduction of CO2, NOx and SPM emissions
executing city logistics initiatives. Support by advanced information systems is
critical for collecting data and sharing data among stakeholders who are involved in
city logistics. This definition assumes the market economy that allows the collaboration
of public sectors and private firms in terms of planning, implementing and
evaluating urban freight policy measures.
The targets of city logistics are “mobility,” “sustainability,” and “liveability”.
These three pillars show the multi-objectives of city logistics and the achievement
of these objectives ensures the efficient and environmentally friendly urban freight
transport systems. The bracings indicate multiple evaluation criteria such as “global
competitiveness,” “efficiency,” “environmental friendliness,” “congestion alleviation,”
“security,” “safety,” “energy conservation,” and “labour force.” Therefore,
city logistics can be visualized as multi-objective optimisation with multi-criteria
(Fig. 4.2). Recently “resilience” has become an urgent and important issue. There is
a need to consider risks associated with disasters after we experienced catastrophic
disasters by the tsunami after Northern Sumatra earthquake in Indian sea region in
2004 as well as Tohoku earthquake and cascading tsunami in Japan, in 2011,
Hurricane Catharina in Mexican bay area, USA in 2005, Sichuan earthquake in
China in 2008 and bush fires in Melbourne, Australia in 2009. As well, we had
chemical attack using sarin on the subways in Tokyo in 1995, September 11
terrorism in New York in 2001, blast attack in London in 2005 and piracy attack off
the Somalia coast in 2009. The humanitarian logistics is required for providing
relief supplies of water, food, and daily commodities to people in difficulty. The
research area of humanitarian logistics is important for supporting a healthy, safe
and secure life (Zeimpekis et al. 2013; Taniguchi et al. 2014a).
The Information and Communication Technology (ICT) and Intelligent
Transport Systems (ITS) plays an important role for achieving the goals of city
logistics. As city logistics deals with multi-objective optimisation, providing
dynamic traffic information using ICT and ITS allows the costs of urban distribution
to be reduced and it results in the reduction of CO2, NOx and SPM emissions
caused by truck operations (Taniguchi and Shimamoto 2004). The functions of ICT
and ITS for city logistics are categorised as follows:
Precise data of truck movements can be collected using Global Positioning
Systems (GPS). It is possible to use the data of these vehicle movements for optimising
vehicle routing and scheduling problems, in particular using historical data of
vehicle movements for some periods allow to treat probabilistic vehicle routing and
scheduling problems for reliability analyses (Ando and Taniguchi 2006). The historical
data of travel times on road network is very important for reducing the
average costs of vehicle operations in the long term. On-line communication
between shippers, receivers and freight carriers are beneficial for decreasing costs as
well as negative environmental impacts based on data sharing and exchange,
especially using joint delivery systems with urban consolidation centres (van Duin
et al. 2007).
The change in behaviour of shippers and freight carriers is essential elements for
promoting city logistics. Recently a number of firms are moving towards greener
transport and logistics systems. Typically public private partnerships (PPP) for
sustainable urban freight transport systems have been established to discuss the
problems relating to urban freight and find appropriate solutions (Browne et al.
2004). During the discussion and exchange of perspectives among stakeholders in
PPP, collaboration between public and private sectors can be achieved.
Eiichi Taniguchi
 |
| City Logistics for Sustainable and Liveable Cities |
Abstract There are many complicated and challenging urban freight transport
problems which result in high logistics costs, negative environmental impacts,
unsafe traffic conditions, and high energy consumption. The behaviour of the
multiple stakeholders involved in urban freight transport needs to take into account
for creating efficient and environmentally friendly and safe urban freight transport
systems. City logistics has been proposed to achieve the goals of mobility, sustainability,
and liveability by balancing the smart growth of economy and cleaner,
safer and quieter environment. This chapter addresses the definition of city logistics,
the driving forces of technical innovations and behaviour change of stakeholders,
the governance of public sectors for providing a better framework for city logistics.
The modelling techniques highlight how to describe problems and evaluate policy
measures for decision support. Future perspectives relating to co-modality, home
health care, and disasters are also given.
Keywords Urban freight transport Environment ITS Public private partnerships Models
Introduction
Urban freight transport issues are essential elements for sustainable and liveable
cities. Recently more attention has been paid to urban freight transport, since there is
increasing concern about the global and local environmental problems including air
pollution, noise and vibration as well as safety and security issues. Balancing economic
development with environmental preservation and safety is vital to achieve
better living conditions in cities. In most cases trucks are used for delivering
and collecting goods in urban areas and they are not welcome by residents in local
communities due to the negative environmental impacts, traffic accidents, and visual
intrusion. In addition to these issues, the development of e-commerce requires more
efficient and environmentally friendly urban distribution systems, as consumers
would like to receive commodities quickly and at the designated times periods at
their home.
The urban distribution of goods is the last part of supply chains, but it is hard to
deliver goods to customers within designated time windows by pickup-delivery
trucks on congested urban road networks. Smaller amount of goods are delivered
more frequently in modern logistics systems to meet the demands of customers for
quick response from shippers. Based on the survey of freight flows throughout
Japan by the Ministry of Land, Infrastructure, Transport and Tourism, the weight of
freight flows which were less than 100 kg increased to 75.1 % in 2010, whereas it
was 55.6 % in 1990 and 63.6 % in 2000.
What Is City Logistics?
To solve these complicated and challenging issues relating to urban freight transport,
the idea of city logistics has been proposed (Taniguchi et al. 2001b; Taniguchi
and Thompson 2014). City logistics is defined as, “the process for totally optimising
the logistics and transport activities by private companies with support of
advanced information systems in urban areas considering the traffic environment,
the traffic congestion, the traffic safety and the energy savings within the framework
of a market economy” (Taniguchi et al. 2001b). The central idea of city logistics is
the concept of total optimisation instead of partial optimisation of logistics and
transport activities considering various aspects of environment, congestion, safety
and energy consumption. Therefore, we need to take into account the social issues
as well as commercial issues. Basically there is a difference between commercial
logistics and city logistics. Namely, the commercial logistics can be operated only
by private firms of shippers and freight carriers, whereas in city logistics, administrators
from the public sector of and residents also participate. This means that
public-private partnerships (Browne et al. 2004) between shippers, freight carriers,
administrators and residents are required (Fig. 4.1). However, each of these entities
have different objectives. For example, shippers hope to send their products to
receivers within designated time windows with higher reliability and lower costs.
Freight carriers aim to maximise their profits by minimising costs to meet with the
demands of shippers. Administrators in any level of national, regional, and
municipality, try to vitalise the economy and improve the environment in urban
areas. Residents want quieter, safer and cleaner environment in their communities.
Figure 4.1 includes one more entity of city logistics, Non-Profit Organisations
(NPO), which can coordinate the conflicts among the stakeholders. This type of
organisation is needed in reality for better communication and making decision of
executing city logistics initiatives. Support by advanced information systems is
critical for collecting data and sharing data among stakeholders who are involved in
city logistics. This definition assumes the market economy that allows the collaboration
of public sectors and private firms in terms of planning, implementing and
evaluating urban freight policy measures.
The targets of city logistics are “mobility,” “sustainability,” and “liveability”.
These three pillars show the multi-objectives of city logistics and the achievement
of these objectives ensures the efficient and environmentally friendly urban freight
transport systems. The bracings indicate multiple evaluation criteria such as “global
competitiveness,” “efficiency,” “environmental friendliness,” “congestion alleviation,”
“security,” “safety,” “energy conservation,” and “labour force.” Therefore,
city logistics can be visualized as multi-objective optimisation with multi-criteria
(Fig. 4.2). Recently “resilience” has become an urgent and important issue. There is
a need to consider risks associated with disasters after we experienced catastrophic
disasters by the tsunami after Northern Sumatra earthquake in Indian sea region in
2004 as well as Tohoku earthquake and cascading tsunami in Japan, in 2011,
Hurricane Catharina in Mexican bay area, USA in 2005, Sichuan earthquake in
China in 2008 and bush fires in Melbourne, Australia in 2009. As well, we had
chemical attack using sarin on the subways in Tokyo in 1995, September 11
terrorism in New York in 2001, blast attack in London in 2005 and piracy attack off
the Somalia coast in 2009. The humanitarian logistics is required for providing
relief supplies of water, food, and daily commodities to people in difficulty. The
research area of humanitarian logistics is important for supporting a healthy, safe
and secure life (Zeimpekis et al. 2013; Taniguchi et al. 2014a).
The Information and Communication Technology (ICT) and Intelligent
Transport Systems (ITS) plays an important role for achieving the goals of city
logistics. As city logistics deals with multi-objective optimisation, providing
dynamic traffic information using ICT and ITS allows the costs of urban distribution
to be reduced and it results in the reduction of CO2, NOx and SPM emissions
executing city logistics initiatives. Support by advanced information systems is
critical for collecting data and sharing data among stakeholders who are involved in
city logistics. This definition assumes the market economy that allows the collaboration
of public sectors and private firms in terms of planning, implementing and
evaluating urban freight policy measures.
The targets of city logistics are “mobility,” “sustainability,” and “liveability”.
These three pillars show the multi-objectives of city logistics and the achievement
of these objectives ensures the efficient and environmentally friendly urban freight
transport systems. The bracings indicate multiple evaluation criteria such as “global
competitiveness,” “efficiency,” “environmental friendliness,” “congestion alleviation,”
“security,” “safety,” “energy conservation,” and “labour force.” Therefore,
city logistics can be visualized as multi-objective optimisation with multi-criteria
(Fig. 4.2). Recently “resilience” has become an urgent and important issue. There is
a need to consider risks associated with disasters after we experienced catastrophic
disasters by the tsunami after Northern Sumatra earthquake in Indian sea region in
2004 as well as Tohoku earthquake and cascading tsunami in Japan, in 2011,
Hurricane Catharina in Mexican bay area, USA in 2005, Sichuan earthquake in
China in 2008 and bush fires in Melbourne, Australia in 2009. As well, we had
chemical attack using sarin on the subways in Tokyo in 1995, September 11
terrorism in New York in 2001, blast attack in London in 2005 and piracy attack off
the Somalia coast in 2009. The humanitarian logistics is required for providing
relief supplies of water, food, and daily commodities to people in difficulty. The
research area of humanitarian logistics is important for supporting a healthy, safe
and secure life (Zeimpekis et al. 2013; Taniguchi et al. 2014a).
The Information and Communication Technology (ICT) and Intelligent
Transport Systems (ITS) plays an important role for achieving the goals of city
logistics. As city logistics deals with multi-objective optimisation, providing
dynamic traffic information using ICT and ITS allows the costs of urban distribution
to be reduced and it results in the reduction of CO2, NOx and SPM emissions
caused by truck operations (Taniguchi and Shimamoto 2004). The functions of ICT
and ITS for city logistics are categorised as follows:
- Collecting data
- Storing and sharing data
- Communicating with other stakeholders
Precise data of truck movements can be collected using Global Positioning
Systems (GPS). It is possible to use the data of these vehicle movements for optimising
vehicle routing and scheduling problems, in particular using historical data of
vehicle movements for some periods allow to treat probabilistic vehicle routing and
scheduling problems for reliability analyses (Ando and Taniguchi 2006). The historical
data of travel times on road network is very important for reducing the
average costs of vehicle operations in the long term. On-line communication
between shippers, receivers and freight carriers are beneficial for decreasing costs as
well as negative environmental impacts based on data sharing and exchange,
especially using joint delivery systems with urban consolidation centres (van Duin
et al. 2007).
The change in behaviour of shippers and freight carriers is essential elements for
promoting city logistics. Recently a number of firms are moving towards greener
transport and logistics systems. Typically public private partnerships (PPP) for
sustainable urban freight transport systems have been established to discuss the
problems relating to urban freight and find appropriate solutions (Browne et al.
2004). During the discussion and exchange of perspectives among stakeholders in
PPP, collaboration between public and private sectors can be achieved.
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