Cargo cycles can play a considerable role in mitigating the negative impacts of urban freight transport while still ensure that the material needs of the city are fulfilled. Their small size, lower operating costs, smaller carbon footprint, lack of tailpipe emissions, and manoeuvrability in congested areas are considerable advantages over traditional urban freight vehicles. However, the advantages of cargo cycles are not inherent in every urban environment and under all conditions. This problematics is in general insufficiently researched and more context specific knowledge is needed. Thus, this study investigates the obstacles and facilitating factors for utilising cargo cycles in urban freight transport in Stockholm, Sweden. To investigate these context specifications, case study approach was employed and consisted of qualitative content analysis, semi-structured interviews, and observations. This study argues that in Stockholm, contradictory forces affect the utilisation of cargo cycles in urban freight transport. On one hand, the facilitating factors are mostly associated with measures of sustainable urban freight transport and sustainable development in general: reaction to traffic situation; strategic orientation of the city; public-private partnership; and bicycle infrastructure. On the other hand, path dependence of the city connected to traditional urban freight vehicles (vans) symbolises obstacles: the absence of direct planning for cargo cycles; lack of recognition; and inconsistency of bicycle infrastructure.

Entre autres activités, les espaces métropolitains sont devenus des lieux de localisation privilégiés et de structuration des activités logistiques. La concentration des entrepôts dans la métropole, se traduit à l’échelle locale par une localisation dans les espaces périurbains, constituant ce qu’on pourrait appeler la métropolisation logistique. L’évolution même du secteur de la logistique vers un besoin d’entrepôts plus importants, plus grands, moins chers ont favorisé un éloignement au centre de la métropole. Ce desserrement logistique appelé est une dynamique spatiale qui traduit la déconcentration de ces entrepôts dans les périphéries des métropoles. Cette périurbanisation logistique amplifie les externalités négatives du transport et pose des questions nouvelles à l’action publique en charge de l’aménagement métropolitain. Cependant, les espaces périurbains ne constituent pas les seuls territoires de la logistique métropolitaine. L’étalement logistique ne doit pas gommer l’existence d’une logistique dans les zones denses de la métropole qui, par ailleurs, canalise l’attention des pouvoirs publics. La contradiction apparente entre une logistique qui contribue à l’étalement urbain et les nouveaux objectifs de durabilité a conduit à recentrer le débat sur le « dernier kilomètre », plutôt que l’aménagement de la logistique dans les marges. A travers le développement de la « logistique urbaine » la puissance publique entend apporter une offre complémentaire à celles proposées par le marché de l’immobilier logistique, tout en se conformant aux objectifs fixés en matière d’environnement par exemple. Le principal enjeu de l’analyse de cette métropolisation logistique réside dans cette double contribution de la logistique à la morphologie métropolitaine et à l’agenda politique / Among other activities, metropolitan areas have become places of premium location for logistics activities. As a consequence of the concentration of warehouses in metropolitan areas, logistics facilities are mainly located in suburban areas, inducing logistics metropolization. This logistics suburbanization amplifies the negative externalities of transport and challenges public policies. However, suburban areas are not the only location choices of logistics facilities. Analysis on logistics sprawl should not overlook logistics facilities located in dense parts of metropolitan areas which, moreover, draw the focus of public authorities. The apparent contradiction between logistics that contribute to urban sprawl and the new sustainability issues has led to refocusing the debate on the "last mile" rather than logistical planning in the fringes of metropolitan area. Through the development of "urban logistics" policies, public stakeholders intend to offer a complementary service to those offered by the logistics real estate market, while complying with environmental objectives. The main challenge of analyzing this logistics metropolization lies in the double contribution of logistics to metropolitan morphology and the political agenda

Submitted by ANA MARIA LEITE NUNES null (ananunes28urca@gmail.com) on 2017-09-28T22:47:48Z No. of bitstreams: 1 TESE_NUNES-2017_PÓS-DEFESA_FINAL.pdf: 4257927 bytes, checksum: 09d26c34041b1ae59124f2c5c7f37049 (MD5) / Approved for entry into archive by Monique Sasaki (sayumi_sasaki@hotmail.com) on 2017-09-29T18:23:20Z (GMT) No. of bitstreams: 1 nunes_aml_dr_guara.pdf: 4257927 bytes, checksum: 09d26c34041b1ae59124f2c5c7f37049 (MD5) / Made available in DSpace on 2017-09-29T18:23:20Z (GMT). No. of bitstreams: 1 nunes_aml_dr_guara.pdf: 4257927 bytes, checksum: 09d26c34041b1ae59124f2c5c7f37049 (MD5) Previous issue date: 2017-08-03 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / Cidades ao redor do mundo buscam desenvolver sistemas de transporte mais sustentáveis com vista a reduzir os acidentes, o congestionamento, as poluições atmosférica, sonora e visual. Buscam melhorar as interações sociais, a habitabilidade e os valores de amenidade no cotidiano urbano. Uma opção com ganhos em termos de sustentabilidade é a bicicleta cargueira, especialmente no transporte e entrega de mercadorias em curtas distâncias. Neste contexto, o objetivo deste estudo foi investigar e descrever os fatores que afetam a utilização da bicicleta cargueira em entregas do comércio varejista da cidade de Juazeiro do Norte – CE. Utilizou-se o estudo de caso único como método principal da pesquisa, apoiado em entrevistas, questionários, observação direta e participante. O estudo justifica-se pela possibilidade de oferecer informação para melhor utilização desse modal logístico em cidades similares e de identificar possíveis melhorias das condições ocupacionais dos trabalhadores. Como resultados, chegou-se, especialmente a partir das percepções dos empresários e dos trabalhadores do setor, numa caracterização dos fatores socioeconômicos, ocupacionais, ambientais e culturais associados à bicicleta cargueira. Conclui-se que, embora esse modo de transporte seja uma ferramenta logística importante para o comércio varejista, as condições de trabalho são precárias. Além disso, apesar das vantagens competitivas em termos de sustentabilidade, a gestão da mobilidade urbana ainda não considera a bicicleta cargueira nos planejamentos nem no cotidiano da cidade estudada. / Cities around the world are seeking to develop more sustainable transport systems in order to reduce accidents, congestion, air, noise and visual pollution. There is also a seeking to improve social interactions, habitability, and amenity values in everyday urban life. One option in terms of sustainability gains is the freight bicycle, especially in the transportation and delivery of goods over short distances. In this context, the goal of the present study was to investigate and describe factors affecting the use of freight bicycle for delivery trips in the retail trade of the city of Juazeiro do Norte, Ceará state. Research method was the single case study based on interviews, questionnaires, direct and participant observation. The study is justified by the possibility to offer information for a better use of this logistic modal in similar cities and to identify possible improvements of the occupational conditions of workers. As a result, especially from the perceptions of businessmen and workers in the sector, we obtained a characterization of the socioeconomic, occupational, environmental, and cultural factors associated with the cargo bike. It is concluded that, although this mode of transport is an important logistics tool for the retail trade, working conditions are precarious. Furthermore, despite the sustainable competitive advantages, the management of urban mobility still does not consider the cargo bike in the planning even in the daily life of the city. / CAPES: 9183/2012

Purpose: The purpose of this thesis is to investigate the barriers for and their impact cooperation and coopetition for sustainable distribution of Municipality goods in three selected cities. Design/Methodology/Approach: This thesis is based on a qualitative approach using a multiple case study as data collection strategy. The population building up three cases consists of ten Swedish mid-sized cities with an urban consolidation center. Of these are the three cities Växjö, Kalmar and Borlänge sampled and both the municipality and two locally active freight forwarders (one RFP-winner and one non-RFP-winner) per city are interviewed. These interviews aimed at identifying barriers to cooperation between municipalities and freight forwarders and barriers to coopetition between private freight forwarders for a sustainable distribution of municipality goods. The secondary data is based upon three literature streams: Sustainability, Distribution in Urban Environments and, Cooperation and Coopetition. Findings: The results indicate that the main barriers to cooperation from a freight forwarder perspective are incorrect or missing data in the RFP, price for municipality goods distribution and prohibition of goods consolidation. The main barrier to cooperation, fossil fuel free trucks, is a potential future barrier. The main barriers to coopetition are higher costs, lack of trust and price. These barriers have mainly an impact on the economical sustainability but can, and in some cases, will have effects on the other TBL-aspects. Research Limitations/Implications: The findings of this thesis provide the municipality with knowledge about barriers from the perspective of the freight forwarders which can aid construction of future RFPs. It also provides both municipality and freight forwarders with knowledge of the potential future barriers which could affect ongoing cooperation. Lastly it provides involved actors with knowledge of barriers hindering a coopetition approach in distribution, enabling the next step of solving the barriers. The value of this thesis is the knowledge of the implications as well as the combination of the three chosen literature streams which have not been researched in this context previously

京都大学 / 0048 / 新制・課程博士 / 博士(工学) / 甲第18573号 / 工博第3934号 / 新制||工||1604(附属図書館) / 31473 / 京都大学大学院工学研究科都市社会工学専攻 / (主査)教授 谷口 栄一, 准教授 宇野 伸宏, 准教授 QURESHIAli Gul / 学位規則第4条第1項該当 / Doctor of Philosophy (Engineering) / Kyoto University / DFAM

There is a need to reduce global carbon emissions in order to limit climate change, especially from the transport sector, as it contributes to a large share of these emissions. This thesis explores carbon emissions from urban freight transport in Oslo, Norway, and Stockholm, Sweden, and the measures and strategies that have been implemented in accordance with the municipalities’ targets. In addition, the involvement of relevant freight transport companies in these issues has been investigated, as well as the challenges and possibilities related to reducing carbon emissions from urban freight transport. Both municipalities have expressed ambitions to adhere to the European Union’s goals of emission reduction. However, based on the observations of this thesis, it is evident that the municipalities have yet to adequately implement impactful measures for urban freight transport, in order to reduce carbon emissions from this sector if they are to achieve their goals. The results show that that Oslo municipality has access to a substantial amount of data and statistics regarding urban freight transport, but is lacking a comprehensive freight plan. Stockholm municipality, on the other hand, has an urban freight transport plan, but is lacking comprehensive data and statistics about urban freight transport. The focus on - and inclusion of - urban freight transport in comprehensive urban planning could be argued to be increasing, but we contend that there is still a need to increase knowledge and understanding regarding emission reduction for urban freight transport across departments and cities, in order to reach a more sustainable future for urban freight transport.

La forte augmentation, depuis la fin des années 1980, des trafics transportés par les prestataires de transport (transport pour compte d'autrui) s'est traduite par une diminution de la part relative de ceux organisés par les chargeurs eux-mêmes (transport pour compte propre). Il reste cependant une part significative d'utilisateurs du transport pour compte propre. A la différence des travaux précédemment menés, cette thèse vise à étayer l'analyse de la dimension économique de l'évolution du transport pour compte propre en prenant en compte également les dimensions géographiques, sociales et juridiques. Pour appréhender les flux de transport, il s'avère nécessaire d'entreprendre une analyse des systèmes de production et de distribution et notamment les pratiques des acteurs afin de comprendre l'ensemble des mécanismes du choix modal. Cette thèse souligne l'importance de prendre en compte la dimension territoriale dans la prise de décision des entreprises.L'étude des caractéristiques de production et des organisations de transport a été permise par l'analyse quantitative des enquêtes chargeurs réalisées par l'INRETS en 1988 et 2004. La méthode qualitative a également été adoptée, en effet, des entretiens ont été réalisés auprès de responsables de transport chez les chargeurs afin de mieux saisir les conditions d'utilisation du transport pour compte propre. / The large increase, since the late 1980's, in freight carried by transport providers (for-hire transport) resulted in a decrease in the share of that handled by shippers themselves (own account transport). However, there remains a significant proportion of users of transport on own account. Unlike previous work, this thesis aims to support the analysis of the economic dimension of own account transport, taking into account also the geographical, social and legal dimensions. To understand transport flows, it is necessary to undertake an analysis of the production and distribution systems, in particular the practices of actors, to understand all the mechanisms of modal choice. This thesis underlines the importance of taking into account the territorial dimension in firms' decision-making. The study of production characteristics and of transportation systems was carried out by means of a quantitative analysis of Shippers' surveys conducted by INRETS in 1988 and 2004. A qualitative approach was also adopted: interviews were conducted with transport managers of shippers to better understand the conditions for use of own-account transport.

Medidas adotadas com o objetivo de resolver problemas e desafios relacionados ao transporte urbano de carga, podem não ter o efeito esperado, uma vez que não levam em conta toda a complexidade envolvida nos espaços urbanos. O processo de urbanização, em especial os aspectos diversos que advém da diferença entre os tamanhos das cidades, afetam significativamente o Transporte Urbano de Carga (TUC). Nesse sentido se faz necessária a abordagem do transporte de mercadorias nas cidades à luz do contexto urbano no qual o mesmo está inserido. Este trabalho tem por objetivo analisar o transporte urbano de carga em cidades médias brasileiras com base na revisão da literatura e em survey aplicada a transportadores e varejistas da área central do município de Juiz de Fora. Aqui são identificados os atributos que caracterizam e diferenciam as Cidades Médias (CM), bem como os fatores que influenciam o TUC. Também são apresentados os resultados de pesquisa de opinião entre especialistas e agentes públicos de cidades de porte médio acerca do nível de interação entre atributos que caracterizam as CM e os fatores de influência do TUC. O trabalho traz uma proposta estrutura para análise do TUC em CM, além apresentar a estatística descritiva dos dados da survey aplicada na cidade de Juiz de Fora e análise fatorial exploratória para verificação da proximidade das variáveis atribuídas aos projetos e medidas adotadas pelas autoridades locais. Como principal conclusão o trabalho identifica os Projetos e Medidas adotados pelas autoridades locais como o fator de maior influência no TUC em CM, bem como corrobora a necessidade de se levar em conta os atributos de diferenciação das CM brasileiras no estudo do TUC. / Measures adopted to solve problems and challenges related to urban freight transport may not have the expected effect, since they do not take into account all the complexity involved in urban spaces. The urbanization process, especially the diverse aspects that come from the difference between sizes of cities, significantly affect the Urban Freight Transport (UFT). In this sense, it is necessary to approach freight transport in cities in the light of urban context in which it is inserted. This article brings an analysis of UFT in Brazilian medium-sized cities based on literature review and survey applied to carriers and retailers in the central area of the Juiz de Fora city. Here we will identify the attributes that characterize and differentiate the Medium-sized Cities (MC), as well as the influence factors in UFT. We also present the results of opinion research among specialists and public agents of medium-sized cities about the interaction level between attributes it characterize the MC and the influence factors in UFT. This article brings a UFT framework it describes the urban freight in Brazilian medium-sized cities; besides presenting a descriptive statistical analysis of survey applied to Juiz de Fora city and an exploratory factor analysis to verify the proximity of variables related to Projects and Measures Adopted by Local Authorities. As a main conclusion this paper identifies the Projects and Measures adopted by local authorities as the most influence factor in UFT, as well as corroborates the need to take into account the attributes related to Brazilian MC in UFT studies.

Le marché des véhicules électriques est animé par une dynamique très positive. Il s'agit cependant essentiellement d'un marché de niche. Il est donc légitime de s’interroger quant à son avenir.D'une part, cette dynamique est portée par de fortes préoccupations environnementales et bénéficie d'un large soutien des autorités publiques. Les constructeurs automobiles ont ces dernières années fortement investi dans cette technologie, les progrès technologiques sont rapides et offrent des perspectives intéressantes.D'autre part, des subventions conséquentes sont aujourd’hui nécessaires pour permettre aux véhicules électriques d’être compétitifs. Il est inévitable que ces subventions diminuent si le marché grandit. Deux mécanismes opposés sont donc en jeu et rendent incertain le développement du marché des véhicules électriques pour les années à venir.Notre recherche propose d'analyser ces mécanismes pour les véhicules utilitaires légers, et plus particulièrement pour le transport urbain de marchandises. Les besoins des entreprises de transport de marchandises sont évalués à travers une quarantaine d'entretiens, menés dans quatre pays européens et analysés à la lumière de la théorie de la diffusion de l'innovation. Ces entretiens mettent en évidence les obstacles opérationnels et économiques à l'utilisation de véhicules électriques, qui sont liés à la technologie elle-même mais aussi à sa nouveauté.Une approche quantitative complète cette étude. Elle s’appuie sur un modèle de prédiction de parts de marché, qui quantifie la façon dont les contraintes économiques et opérationnelles évoluent avec les développements technologiques. Ces contraintes sont mesurées par deux indicateurs: l'adéquation de l'autonomie du véhicule avec son usage et les comparaisons de coûts totaux de possession (TCO). Une originalité du modèle est qu’il traite le montant des subventions à l’achat d’un véhicule électrique comme une variable endogène, qui s’adapte dynamiquement aux évolutions du marché.Afin de compenser le manque de données disponibles sur les usages des véhicules utilitaires, un modèle statistique a été développé. Ce modèle permet d’exploiter au mieux les données d'une enquête sur les véhicules utilitaires légers en France, menée par le service de la donnée et des études statistiques (SDES) du Ministère de la Transition Écologique et Solidaire / Freight transport. The needs of freight transport companies are assessed through some forty interviews conducted in four European countries and analyzed in the light of innovation diffusion theory. These interviews highlight the operational and economic obstacles to the use of electric vehicles, which are linked to the technology itself but also to its novelty.A quantitative approach completes this study. It is based on a market share prediction model, which quantifies how economic and operational constraints evolve with technological developments. These constraints are measured by two indicators: the vehicle's range adequacy given its use and total cost of ownership (TCO) comparisons. An original feature of the model is that it treats the amount of subsidies for the purchase of an electric vehicle as an endogenous variable that dynamically adapts to market developments.In order to compensate for the lack of available data on commercial vehicle uses, a statistical model has been developed. This model makes the best use of data from a survey on light commercial vehicles in France, conducted by the statistical department of the Ministry of the Environment (SDES).These analyses confirm that the development of the electric vehicle market is not certain and that it is currently extremely dependent on public support. Even in scenarios of continued financial support from public administrations, exponential market growth is unlikely. Rather, the market will grow slowly for many years to come, the time for technology to overcome its8dependence on public financial support. For example, our reference scenario forecasts a 13% market share for electric vans in 2032

Malgré la prédominance actuelle du mode routier, pour le transport de marchandises en milieu urbain, une alternative durable est nécessaire, au vu des enjeux environnementaux et sociétaux. Dans cette thèse, nous proposons l’étude d’une des perspectives possibles, pour absorber une partie de ce flux de marchandises toujours plus dense, en utilisant le réseau ferroviaire urbain, initialement dédié aux voyageurs. Une méthodologie intégrant le fret dans ce dernier est proposée, avec comme première étape, l'identification et la classification de tous les niveaux de mixité fret / voyageurs possibles. Le niveau le plus contraint est retenu, car sa faisabilité induira celle des autres. Notre seconde contribution est relative à une approche par décomposition du problème d’insertion du flux de fret en plusieurs sous-problèmes interdépendants, selon les trois horizons temporels (long, moyen et court). Dans le but d’évaluer la capacité du système global, à absorber un flux supplémentaire de nature différente, le problème de détermination du meilleur plan de transport des marchandises est identifié comme central et critique. La troisième contribution concerne la simulation du système de transport, puis sa formalisation par un PL en variables mixtes, pour affecter chaque commande à un train, en déterminant le moment auquel elle sera chargée et en minimisant les temps d’attente cumulés des commandes. Plusieurs variantes de colonies de fourmis sont développées, pour la résolution d’instances de grande taille. La quatrième contribution concerne le couplage du modèle de simulation, qui permet l’évaluation des performances de cette nouvelle solution de transport, avec les différents algorithmes optimisant le plan de transport. Enfin, nous proposons une approche de replanification par horizon glissant, pour absorber les perturbations de la demande, en minimisant les changements du plan de transport / Urban freight transport is almost exclusively carried out by truck. Beyond the drawbacks caused in the city, this transport mode is nearly saturated. This study discusses an alternative way of transporting freight by using urban rail infrastructure. The first contribution deals with the identification and classification of all different sharing possibilities of mixing freight with passenger’s traffic using rail network. The second contribution is the definition of global freight/passenger transport problem, which is decomposed into several optimization interdependent sub-problems with different temporal decision horizon. In order to show the capacity of the global system to absorb an additional flow with different nature, the Freight Rail Transport Schedule Problem “FRTSP” is identified as the bottleneck of transportation system and is formalized with MIP model. As third contribution, this problem determines train and loading time for each demand to be assigned respecting several constraints while minimizing total waiting time. The fourth contribution deals with a discrete event simulation approach, which studies this alternative and validates several proposed decision algorithms. Finally, the fifth contribution consists in a dynamic approach based on a rolling horizon, which is proposed in order to update the initial plan. The updated plan allows to determine a new assignment regarding new demand such as the modifications from the previous plan are minimized