The Initial Strategy on reduction of greenhouse gas (GHG) emissions from ships adopted by the International Maritime Organization (IMO) in 2018 commits the IMO to reduce total GHG emissions of shipping by at least 50% by 2050. Though the direction of the Strategy is clear, the path to implementation remains uncertain. The ambitious IMO’s target calls for widespread uptake of lower and zero-carbon fuels, in addition to other energy efficiency measures, including operational and market ones. Using a triangulated research approach, this paper provides a critical overview of the main measures and initiatives the shipping industry can adopt to try to cope with the new IMO’s requirements. The pros and cons of the most popular emission reduction options are investigated along with the main challenges and barriers to implementation and the potential facilitators that could foster a wider application. The framework that is outlined is complex and not without controversy. Research can play a key role as a facilitator of shipping’s decarbonization by providing its contribution to overcoming the existing controversies on various decarbonization options and by developing a wealth of knowledge that can encourage the implementation of low-carbon initiatives.

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Due to the motivations of climate change, the health impacts of poor air quality, and the importance of cities for economic growth, transport policy at all levels of governance places emphasis on reducing and managing urban traffic and congestion. Whilst the majority of urban traffic is created by personal travel, freight vehicles make a relatively large contribution per vehicle to congestion, pollution and severe accidents. The European Commission (EC 2011) estimates that 6% of all EU transport carbon emissions are from urban freight. For these reasons, a well-structured portfolio of measures and policies oriented towards more sustainable and efficient management of supply chain activities carried out in urban areas is needed, in order to reduce negative externalities related to urban mobility and improve economic performance. In recent years, there has been enthusiasm amongst commentators that shared-resource economic models can both create new commercial opportunities and address policy problems, including in the transport sector. Within the city logistics subsector, this new model is exemplified by the emergence of Urban freight Consolidation Centres (UCCs). UCCs replace multiple ‘last-mile’ delivery movements, many of which involving small consignments, by a common receiving point (the consolidation centre), normally on the periphery of a city, with the final part of the delivery being shared by the consignments in a small freight vehicle. Such arrangements can represent a good compromise between the needs of city centre businesses and their customers on the one hand (i.e. high availability of a range of goods) and local and global sustainability objectives on the other. At the same time, by sharing logistics facilities and delivery vehicles, UCCs offer added-value services to both urban economic actors, such as retailers, and network logistics providers. However, UCCs add to the complexity of logistics chains, requiring additional contracts, communications and movement stages. These arrangements also introduce additional actors within the supply of delivery services, notably local authorities present as promoters and funders, rather than simply as regulators, companies specialised in the UCC operation, and companies, which provide specialist technologies, such as electric delivery vehicles. UCCs therefore also represent an example of multi-stakeholder collaboration. Drawing on the results of a 2013 survey in Bristol (United Kingdom) and a further survey carried out in 2015 in Cagliari (Italy), the present paper will provide an in-depth comparison of the differences in the perceptions of urban freight users and stakeholders towards UCCs. Retailers involved in the survey carried out in Bristol showed high satisfaction with the delivery service provided by the UCC. Different topic areas (e.g. timeliness, reliability, safety) are examined through analyses of both qualitative and quantitative data. The survey carried out in Cagliari investigated the inclination of potential users to join a UCC scheme. The comparison between the two cities considers factors such as the nature of business holding (e.g. SME versus multiple retailers), operational practices (e.g. pattern of deliveries) and operating subsector (e.g. food versus no food). An analysis on the barriers to the implementation of UCCs in Bristol and in Cagliari is provided at the end of the paper.

Increasing competition in the container shipping sector has meant that\ud terminals are having to equip themselves with increasingly accurate analytical and\ud governance tools. A transhipment terminal is an extremely complex system in terms of both\ud organisation and management. Added to the uncertainty surrounding ships’ arrival time in\ud port and the costs resulting from over-underestimation of resources is the large number of\ud constraints and variables involved in port activities. Predicting ships delays in advance\ud means that the relative demand for each shift can be determined with greater accuracy, and\ud the basic resources then allocated to satisfy that demand. To this end, in this article we\ud propose two algorithms: a dynamic learning predictive algorithm based on neural networks\ud and an optimisation algorithm for resource allocation. The use of these two algorithms\ud permits on the one hand to reduce the uncertainty interval surrounding ships’ arrival in\ud port, ensuring that human resources can be planned around just two shifts. On the other\ud hand, operators can be optimally allocated for the entire workday, taking into account\ud actual demand and operations of the terminal. Moreover, as these algorithms are based on\ud general variables they can be applied to any transhipment terminal. Future integration of\ud the two models within a broader decision support system will provide an important support\ud tool for planners for fast, flexible planning of the terminal’s operations management

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This paper focuses on the development of a new generation of interoperable simulators of micro activities in a logistics node; the proposed example focuses on a real-time full-scope virtual simulator of port activities able to simulate the activities of the whole port by having ships, cranes, trucks and containers interoperating in a federation. The technologies adopted in terms of architecture and installation were very effective in creating a mobile laboratory open to further extension by online interoperation with other simulators and with biomedical devices for assessing human capabilities within this framework. This approach allows us to face the existing challenges in extending the capabilities of a logistics node over their current capabilities limited by technological and human factors

Freight transport in urban areas entails benefits (i.e. free access to goods when needed), but also negative externalities (environmental, social and transportation impacts). In response to these problems, the concept of city logistics emerged, for the purpose of planning, organizing, coordinating and controlling physical and information flows in order to find a compromise between efficient freight distribution in urban areas and protection of the environment. A typical city logistics initiative is the Urban Freight Consolidation Centre (UFCC), the benefits of which are significant. Its financial issues though represent a huge problem for public administrations. However, a large customer network, comprising retailers participating in the initiative, could make the UFCC a self-financing scheme. The key to expanding the scheme is closely linked with marketing campaigns and customer care. Therefore, customer care analysis represents an important tool in developing UFCC schemes. In this paper, a new Customer Satisfaction Index (CSI) is proposed for evaluating UFCC service quality. The new index, named CSImod, is a modified version of the traditional CSI, but places greater emphasis on customer dissatisfaction, so as to analyse the most critical areas of the service with a view to improving them. The index has been tested using experimental data collected within the CIVITAS RENAISSANCE Project, in which the Bristol and Bath Freight Consolidation Centre (BBFCC) scheme was evaluated. The evaluation was done from a user perspective, i.e. the participating retailers. The CSImod places more importance on the most dissatisfied customers making it possible to understand why they are dissatisfied and with what. Thus, it is possible to intervene with the aim of improving those areas of the service that are perceived as the worst. In spite of the high level of satisfaction with the overall service provided by the BBFCC, thanks to the CSImod the analysis pointed out that some retailers are dissatisfied with the delivery time arrangements and also with deliveries that were getting wet, issues about which the BBFCC manager was totally unaware. The CSImod could be used by UFCC operators to extend the network of the retailers involved and could therefore provide an implicit solution for making the scheme self-financing.

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