Environmental Engineering Reference
In-Depth Information
The classical logistics schemes lead to the consolidation of flows towards
platform or depots based on the barycentric location, the capacity (space and
operations), and the optimization of the delivery rounds. The static delivery points
are characterized by their number and dispersion. The logistics is monotype and
the schemes are relatively individualistic.
For their part, urban logistics schemes come within the scope of already
existing logistics schemes, also benefiting of the experiences of these last. They
will integrate the notions of proximity and multiplicity of delivery points and
access modes. The approach is more collective, trying to cope with the global
increase of the delivery volumes for the various activities and inhabitants of the
cities. Parallel to that, we can notice the higher frequencies of supply and the
fragmentation of shipping due to the high dispersion of the addressees, imposing
different cycles and longer delivery amplitudes.
In both schemes (classical and urban) the coordination of flows is at the centre
of the problematic. These new habits of consumption and distribution standards
lead the shippers and logisticians to question their supply chains.
3.1 The Demand at the Present Time
The expression of the demand shows the number and diversity of the implicated
actors. Traditionally, two main categories of participants are regrouped in a public
sphere for some and a private sphere for the others.
3.1.1 Demands Expressed by the Public Sphere
Among the public actors, the city planners are at the front row for deciding and
applying actions allowing the enhancement of the urban traffic flows. However, as
well as private actors cannot, on their own, resolve the transversal problems related
to internal and external interactions of the urban logistics system, the tools
available for public actors are not sufficient to understand and monitor globally the
phenomenon. An urban logistics device ignoring exchanges and interactions
between institutional actors, economic actors and residents can only lead to a
failure.
On the opposite, letting the market apply its own solutions does not allow to
bring satisfying answers to the complexity of a system of actors having sometimes
contradictory targets. The local authority (a city, a conurbation) is the only actor
capable of arbitrating and orienting the structure of urban logistics activity
(through the organization of the road network) and its capacity to act on infra-
structures and their use (through regulations). Moreover, being responsible for the
general interest, the local authority can monitor the possible solutions in a way that
it can be profitable to the greater number, hence going beyond the differences and
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