Localisation of freight consolidation centres serving small road hauliers in a wider urban area: barriers for more efficient freight deliveries in Gothenburg

Abstract

KEYWORDS navigation systems; liveability; transport planning; Flanders RESEARCH HIGHLIGHTS •The use of commercial navigation systems leads to undesired through traffic • Adjustments to road infrastructure may help materialising the road categorisation system • Implementing policy guidelines in navigation systems can raise liveability standards ABSTRACTVehicle route planning and navigation systems aim to provide the most beneficial routes to their users while disregarding the impact on the liveability of the surrounding residential areas. Therefore, future integration of route choice behaviour by route planners and measures to improve liveability and safety standards should be pursued. The Spatial Plan for Flanders, which is the overarching spatial policy plan in the northern part of Belgium, 2 determines a system of road categories aimed at optimising the liveability of sensitive areas, such as residential neighbourhoods or school precincts, without jeopardizing accessibility.This paper examines to what extent routes proposed by commercial route planners differ from more socially desirable routes that are guided by the policy principles of road categorisation in Flanders as proposed by the plan. Results show that commercial route-planners' routes choose more often roads of the lowest category than socially acceptable. However, for some of the assessed connections, the socially desired alternative is a feasible route as well, which is not excessively increasing time consumption or distance travelled. It is concluded that the implementation of the prevailing road categorisation system in Flanders in routing algorithms has the potential to promote more sustainable route choices, while infrastructural measures that discourage cut-through traffic may help materialising the categorisation system.

Co-Benefit Assessment of Logistics Optimization Programs: The Case of the Philippine Greater Capital Region

“…Sakai et al [12] discussed how an increase in average shipment load and efficient spatial distribution of logistics facilities can offset the negative effects of logistics sprawl. This is in line with the proposition of Olsson and Woxenius [13], where goods can be consolidated at freight consolidation centers (FCCs), combining goods having the same target destinations into one large delivery using high-load vehicles. Possible locations of these facilities could be those proposed by JICA [14] to be developed as regional and sub-regional centers, encouraging a shift to polycentrism.…”

Identifying Dominant Stakeholder Perspectives on Urban Freight Policies: A Q-Analysis on Urban Consolidation Centres in the Netherlands

“…It can also assist in achieving sustainability goals by decreasing the number of vehicles entering the city. Despite the theoretical advantages of UCCs, most initiatives were terminated within a few years (Quak 2008) because of limited usage, the cost of the additional transhipment, drop back of the initial governmental subsidies, wrong location choice, wrong type of vehicle and/ or bad organisation of the UCC (Browne et al 2005;Marcucci, Danielis 2008;Van Duin et al 2010;Wolpert, Reuter 2012;Olsson, Woxenius 2014). To understand the reason behind low volumes, it is important to understand this variability in perspectives towards UCCs among stakeholders in the urban freight domain.…”

“…From the literature on urban freight consolidation (Browne et al 2005;Marcucci, Danielis 2008;Van Duin et al 2010;Wolpert, Reuter 2012;Olsson, Woxenius 2014), a wide range of statements could be identified relatively easy. Customer scenarios were used to identify how urban consolidation could contribute to each stakeholder's business model value propositions and the trade-off that stakeholders would have to make in their decision to participate or not.…”

Accesibilidad Logística Del Suroeste Peninsular Europeo

“…Dentro del ámbito regional son reseñables los trabajos que evalúan el impacto de la accesibilidad como factor clave para la ubicación de instalaciones dedicadas al transporte de mercancías (Africani et al 2016, Verhetsel et al 2015, Carteni 2014. Del mismo modo, a escala local adquieren importancia los estudios que tratan la consolidación de los centros de transporte en la ciudad (Chen et al 2006, Taniguchi 2012, Olsson y Woxenius 2014.…”