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Zero-Emission City Logistics

A special issue of Sustainability (ISSN 2071-1050). This special issue belongs to the section "Sustainable Transportation".

Deadline for manuscript submissions: closed (30 September 2021) | Viewed by 12699

Special Issue Editor


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Guest Editor
Faculty of Technology, Amsterdam University of Applied Sciences, Amsterdam, The Netherlands
Interests: logistics process innovations; cooperation in logistics chains and networks; service logistics; sustainable logistics; chain management and zero-emission city logistics

Special Issue Information

Dear Colleagues,

The transition from diesel to zero-emissions city logistics in cities is a significant factor in future urban freight transport. To achieve this affordably and reliably, companies should prepare smartly on five levels. These levels require new scientific insights.

Larger, but especially smaller, independent SME’s are looking forward to this transition. How do you arrange for affordable and reliable zero-emission city logistics, while the OEM-supply of vehicles is not even available yet? Their business operations must change to become EV-ready.

Research on smart vehicles

The first question is what is the right vehicle? The usual straight rebuy trade-in of the diesel delivery van for an electric delivery van is not smart. Consider the use of light electric vehicles, such as cargo bikes. There are already successful examples for innovative vehicles parcel delivery, catering supplies, service logistics, and even in construction logistics. And, what will be the impact of autonomous vehicles?

Research on smart driving

With a short driving range and the necessary charging time, better, dynamic planning is required. How will VRP and TMS change? The driving style and route choice determine how large the range is in practice. The new electric battery vehicles have onboard computers that monitor vehicle performance, the status of the journey, the battery, and the driving style of the driver. Together with up-to-date traffic information, robust planning can be made for the reliable use of the electric vehicle.
The driver plays a major role in fuel consumption. How can we encourage drivers to drive smartly? Many transport companies already involve their drivers with gamification in smarter driving.

Research on smart charging

Local governments must facilitate a smart charging infrastructure. By far, most light commercial vans are parked at night at the home of the florist, builder, or engineer. Trucks are charged at central distribution hubs. Are there enough charging stations there? Is there enough energy available? If the delivery van or truck is in the city, can the driver then recharge at a shopping center or office location? Is there a charging-area for the construction vans at the construction site? How does a driver find the way to the next available charging point?

For business parks where many vehicles must (re)charge, a vision is needed on smart energy generation and distribution, vehicle-to-building-to-grid. Over time, energy-intensive companies must receive separate attention in spatial planning. The availability of electricity becomes a selection criterion for the selection of hubs.

In addition to investments in charging infrastructure, investments are also required in smart charging. How can you distribute charging during the day for peak shaving? For providers of zero-emission mobility, there are opportunities here to offer new energy services.

Research on smart buying

Electricity is all but free. Diesel is for sale at every gas station for the same price per liter, creating a level playing field. This is different for electricity. The prices at the charging pole vary and are not transparent, especially for fast charging. Then the electricity might be more expensive than diesel. Fleet managers must smartly buy energy services (as part of the vehicle as a service offering).

Research on smart governance

On the roadmap towards 100 percent zero-emissions city logistics, the local government plays an important role in intelligent access and traffic management; who may or may not enter the city? Privileges can help companies take the first step to zero-emission vehicles with exemptions from window times, use of bus lanes, and access to zero-emission loading and unloading areas. Innovative traffic management systems can support digital enforcement. Public–private partnerships are needed to enable the transition from diesel to electric city logistics.

Dr. Walther Ploos van Amstel
Guest Editor

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Published Papers (3 papers)

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Research

15 pages, 429 KiB  
Article
Using Procurement Power to Accelerate Sustainable City Logistics: Lessons from Change Agents in The Netherlands
by Susanne Balm
Sustainability 2022, 14(10), 6225; https://doi.org/10.3390/su14106225 - 20 May 2022
Cited by 6 | Viewed by 2013
Abstract
The role of large procurers (receivers) in improving city logistics is gaining increased attention among scientists and professionals. Knowledge, guidance, and agreements in this field have led to more willingness, ability, and opportunities among receivers to contribute to efficient and zero-emission city logistics [...] Read more.
The role of large procurers (receivers) in improving city logistics is gaining increased attention among scientists and professionals. Knowledge, guidance, and agreements in this field have led to more willingness, ability, and opportunities among receivers to contribute to efficient and zero-emission city logistics when buying goods and services. Change agents play a vital role by initiating, managing, and implementing the change towards more sustainable processes within organisations. The experiences of change agents in The Netherlands show that the number of initiatives in which governments, universities, businesses, and health care institutions (jointly) use their procurement power to accelerate sustainable city logistics is growing. However, the development towards realisation and scaling in practice is going slowly. For this research, we asked change agents in The Netherlands to discuss together the circumstances and actions that support progress towards sustainable city logistics using the buying power of large (clusters of) organisations in cities. Qualitative data has been collected in three workshops, covering 10 initiatives in Amsterdam, Rotterdam, The Hague, Utrecht, and Nijmegen. A list of twelve lessons has been derived and compared with the existing literature. Their experiences confirmed that change is supported by knowledge networks, objectives that motivate stakeholders, a strategic vision, a baseline measurement, social pressure, monitoring and communicating progress, market dialogue, and a broad set of measures. The research also provides new recommendations for change agents. They are advised to form a ‘seed-group’, involve a high-ranking ambassador, and actively promote knowledge sharing among peers to increase involvement. Lastly, it has become clear that knowledge on financial feasibility is scarce. This is because every business case is made-to-measure and is barely quantified from the perspective of receivers. Full article
(This article belongs to the Special Issue Zero-Emission City Logistics)
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18 pages, 3155 KiB  
Article
Different Charging Strategies for Electric Vehicle Fleets in Urban Freight Transport
by Bram Kin, Meike Hopman and Hans Quak
Sustainability 2021, 13(23), 13080; https://doi.org/10.3390/su132313080 - 26 Nov 2021
Cited by 21 | Viewed by 4514
Abstract
The transition from diesel-driven urban freight transport towards more electric urban freight transport turns out to be challenging in practice. A major concern for transport operators is how to find a reliable charging strategy for a larger electric vehicle fleet that provides flexibility [...] Read more.
The transition from diesel-driven urban freight transport towards more electric urban freight transport turns out to be challenging in practice. A major concern for transport operators is how to find a reliable charging strategy for a larger electric vehicle fleet that provides flexibility based on different daily mission profiles within that fleet, while also minimizing costs. This contribution assesses the trade-off between a large battery pack and opportunity charging with regard to costs and operational constraints. Based on a case study with 39 electric freight vehicles that have been used by a parcel delivery company and a courier company in daily operations for over a year, various scenarios have been analyzed by means of a TCO analysis. Although a large battery allows for more flexibility in planning, opportunity charging can provide a feasible alternative, especially in the case of varying mission profiles. Additional personnel costs during opportunity charging can be avoided as much as possible by a well-integrated charging strategy, which can be realized by a reservation system that minimizes the risk of occupied charging stations and a dense network of charging stations. Full article
(This article belongs to the Special Issue Zero-Emission City Logistics)
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17 pages, 1330 KiB  
Article
A Managerial and Behavioral Approach in Aligning Stakeholder Goals in Sustainable Last Mile Logistics: A Case Study in the Netherlands
by Frazen Tolentino-Zondervan, Enide Bogers and Luc van de Sande
Sustainability 2021, 13(8), 4434; https://doi.org/10.3390/su13084434 - 15 Apr 2021
Cited by 14 | Viewed by 4899
Abstract
Stakeholders play vital roles in the implementation of sustainable last mile logistics solutions. Therefore, the first step in setting up successful sustainable last mile logistics is to conduct stakeholder analysis. This paper analyzes the goals of the stakeholders in the Heijendaal living lab, [...] Read more.
Stakeholders play vital roles in the implementation of sustainable last mile logistics solutions. Therefore, the first step in setting up successful sustainable last mile logistics is to conduct stakeholder analysis. This paper analyzes the goals of the stakeholders in the Heijendaal living lab, a city logistics project that uses two hubs for bundling goods to be delivered to the Heijendaal campus in The Netherlands. We use the Theory of Planned Behavior and Policy Deployment to present a qualitative case study, which examines the goals of stakeholders in relation to their roles in the supply chain and in the organization, and if these goals lead to their expected participation behavior. Results show that stakeholders have economic, social, and environmental goals and that some of these goals are prominent within certain groups of stakeholders along the supply chain and within the organization. In addition, the set goals do not always lead to participation behavior of stakeholders due to identified disruptions and habits. This study identifies the importance of information sharing and collaboration within the supply chain, the leading role of middle-level managers in translating strategic to operational goals, and the stimulation of behavioral factors to increase participation of stakeholders in the living lab. Full article
(This article belongs to the Special Issue Zero-Emission City Logistics)
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