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Urban logistics pooling is seen as a serious alternative to imposed urban consolidation centers. However, such strategies are quite new in urban distribution and merit to be evaluated using adapted methods that take into account the group decision nature of resource pooling. This chapter aims to propose, via an experimental collaborative decision support method, to define a grid of indicators and a reference situation database to measure the sustainable performance of urban logistics pooling systems.

The proposed methodology combines a systematic literature analysis of Key Performance Indicators and a group decision support method to choose a suitable set to define a dashboard. First, we identify the main sustainability indicators from an overview of the literature, and class them into the categories of the 4As Sustainable Transport vision (i.e., Awareness, Act and shift, Avoidance, and Anticipation). Then, a group of 20 experts is solicited for an iterative experimental group decision-making method to converge to the concordance of a set of indicators.

The method allowed us to define a hierarchic dashboard agreed by all experts with seven main indicators and nine secondary indicators. Moreover, the experts signaled the need of defining a unified basis of comparison to estimate initial situations. To do this, we proposed a database of urban routes from the French Surveys on Urban Goods Transport.

The proposed dashboard is an example, and to provide a more unified one, the experience has to be iterated using different groups of decision-makers.

This method has the advantage of proposing a dashboard agreed by all involved stakeholders. Therefore, this chapter shows the patterns to reproduce it since the method is able to be replicated in any context of group decision in urban logistics.

The originality of the chapter arises on the use of an experimental group decision method using a group with a majority of practitioners, and to validate it by consensus.

Public participation in policy-making can play a fundamental role in improving effectiveness via two mechanisms: strengthening the alignment between public needs and proposed measures, and increasing public consensus (and compliance) about them. It is, therefore, particularly relevant to foster public participation in sustainable mobility planning at the urban scale, as strongly recommended by the European Union, not only to avoid protests and resolve conflicts but also to find the best solutions for the city. Among many different tools and methodologies for implementing public participation, Living Labs have also shown great potential in enhancing the co-creation of strategies and measures for achieving sustainable mobility for both passengers and freight.

Through the analysis of the participatory process carried out by the municipality of Rome to support the definition of the Sustainable Urban Mobility and Logistics Plans, this chapter explores different involvement levels, tools and strategies in this field, with a particular focus on the innovative Logistics Living Lab developed in this city. This also contributes to filling a gap in the literature on how and to what extent citizens could or should participate in city logistics planning. The results of the analysis highlight that, despite these efforts, citizen participation in planning urban logistics is still a challenge that deserves additional effort and resources to be properly enhanced and improved and that a Living Lab offers great potential to meet this challenge. In turn, this case study could help policy-makers to identify solutions for more effective and acceptable measures to addressing city logistics and the externalities it generates.

With an increasing urbanization trend over the last decades, urban agglomerations are facing different challenges that affect its inhabitants: pollution, traffic congestion, thriving population growth rates, and economic uncertainty. In the context of Latin America, where less than 20% of its inhabitants live in rural areas and with a projection to decrease to close to 10% by the year 2030, providing solutions to reduce the impact of this increase of population, on at least one of the issues, seems logical.

This study focuses on the urban logistics component to propose a classification method for homogeneous areas, using Factor Analysis (FA) and analysis of variance (ANOVA) as the main supporting tools. The proposed methodology builds up on the square kilometer (KM2) methodology developed by MIT Center for Transportation and Logistics, applying it in a neuralgic section of the downtown area of a mid-sized city in Latin America: Córdoba, Argentina. The selection was made considering the logistic restrictions, commercial density, and the relevance of the area for the city. Our proposed methodology uses relevant variables for urban logistics to perform the statistical analysis. The main goal is to develop a data-driven methodology to identify clusters to guide Córdoba's urban logistics policy and decision-making processes.

The results suggest a clear relationship between the different commercial activities and the location inside the area, splitting the area under study clearly into two main sections with similar overall characteristics and two subsections inside each one of them, which should be considered as a basis for further urban logistic analysis and implementation of specific best practices that fit the particular needs.

With the increasing urbanization rates in emerging countries such as the ones in Latin America and the Caribbean, urban logistics solutions and initiatives are widely needed. Urban planners often consider only passenger transportation and leave freight transportation unattended, thus increasing externalities and degrading the transportation of goods. This chapter presents three urban logistics solutions, which intend to tackle problems related to urbanization and last mile delivery operations challenges by evaluating location models for loading and unloading bays, urban transfer centers location models, and freight trip generation models. The presented solutions were proposed by several researchers of the Institute of Innovation in Productivity and Logistics CATENA-USFQ over the last four years and remain theoretical at the moment. However, we present estimated results of potential implementations in three districts of Quito: Historic Center, Entertainment District, and Corporate District. This chapter not only presents the mentioned urban logistics solutions in Quito but also gives an overview of the followed methodology, which can be replicated in countries and cities of similar characteristics of the region.

Demand for goods/services has increased in Latin America due to urbanization, leading to a complex delivery system and increased logistical activities. In Quito, the Historic Center and La Mariscal are two zones that face logistical challenges. The objective of this chapter is to analyze the commercial logistic activities related to loading and unloading goods in these zones. To address this urban freight problem, this chapter proposes a solution through the calculation of the optimal number and location of loading and unloading bays in each zone based on actual commercial activity data. First, a delivery survey was completed in each zone regarding frequency and amount of deliveries. Then, based on the data obtained, an optimization model is proposed to determine the optimal number and location of loading and unloading bays. Finally, a simulation model of the delivery process is performed to readjust the bay’s optimal number. A total number of 75 and 98 bays were calculated to serve the total shopping district of a representative square kilometer (km²) of the Historic Center and La Mariscal. This solution aims to minimize the delivery time and the distance for deliveries, improve urban freight transportation, and reduce traffic. This study could be used as a baseline and guide for further research in urban logistics, especially in Latin America, where urban logistics is still under study. This chapter is part of a Research Project of Urban Logistics in Quito, led by Universidad San Francisco de Quito (USFQ), in association with the Megacity Logistics Lab of MIT.

Electric freight vehicles (EFVs) are one of the solutions to improve city logistics’ sustainability. EFVs, that are electric powered light and heavy vehicles with a number plate, have the potential to make zero emission city logistics possible within the urban area. However, although trials have been undertaken for the last years, large-scale usage of EFVs in city logistics does not occur yet. EFVs are technically possible, but the implementation of EFVs in practice is relatively limited.

This chapter examines by reviewing current and past EFV implementations, what are the challenges, barriers and success factors for EFVs in city logistics operations. EFVs have especially positive environmental effects, but are overall usually more expensive (especially in procurement) than conventional vehicles. Besides, other technical and operational issues remain to be solved, and many uncertainties still exist on long-term usage.

Three main barriers for large-scale EFV uptake are identified. The current logistics concepts are developed for conventional vehicles and should be redesigned to fit EFVs better. Local authorities’ support is essential in order to find a positive (or not too negative) business case. And EFV implementation requires companies that want to be sustainable. This contribution presents examples of how some companies or authorities deal with these barriers.

This chapter concludes by identifying elements that are necessary for acceleration of EFV uptake in city logistics operations.

Purpose – The aim of the chapter is to explore the link between logistics and territory, particularly at local scale with ‘freight villages’. This topic is a matter for transport economics and management as well as for urban and regional planning.

Methodology – The methodology of this research relies on the exploitation of existing limited literature and on a practical field experience, using contact with professionals as well as with local authorities, comparing logistics regional planning in China and France. The process of conception, building and operation of logistics premises and areas is analysed, identifying the private and public actors who take part to it, and the rationales guiding their actions.

Results and perspectives – The necessity to insert logistics into its spatial environment obeys evolving concerns: in an initial phase, the aim is mere quantitative growth of production, trade and freight; today, logistics facilities must contribute to the search for sustainable development. The exchange of experience and of best practices, linked with academic observation, feeds the continuation of research on this seldom-addressed topic.