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Source: adapted from Visser, J. and T. Nemoto (2002) “E-commerce and the Consequences for Freight Transport” in E. Taniguchi and R.G. Thompson (eds) Innovations in Freight Transport, Southampton: WIT Press. Up to the late 1990s, urban retail goods movements, particularly those concerning large retail stores, took place in a conventional

Source: Behrends and Rodrigue, 2015. Urban logistics involves two main functional classes of flows: Urban freight flows, like most freight flows, are imbalanced in their reciprocity. This is particularly the case for consumer-related flows that are usually unidirectional and related to empty backhauls. For instance, retail deliveries (most commonly from

Authors: Dr. Jean-Paul Rodrigue & Dr. Laetitia Dablanc Freight distribution in urban areas involves consumer-related and producer-related channels. 1. The Dualism of Urban Freight Distribution All urban freight distribution systems involve a wide array of supply chains, each of varying importance depending on the urban setting and the level of

Authors: Dr. Laetitia Dablanc and Dr. Jean-Paul Rodrigue The emergence of e-commerce has driven a new impetus for city logistics with the fast growth in home deliveries and the related flows of parcels. These delivery services were further expanded to include fast deliveries involving selected items and food. 1. The Rise

Note: Quantile classification of two density axis (population and employment). Four population (P1 to P4) and employment (E1 to E4) classes. N = number of statistical units. D = divergence Index (deviation from uniform distribution). Source: adapted from Rodrigue, J-P, L. Dablanc and G. Giuliano (2017) “The Freight Landscape: Convergence

Note: Quantile classification of two density axis (population and employment). Four population (P1 to P4) and employment (E1 to E4) classes. N = number of statistical units. D = divergence Index (deviation from uniform distribution). Source: adapted from Rodrigue, J-P, L. Dablanc and G. Giuliano (2017) “The Freight Landscape: Convergence

Note: Quantile classification of two density axis (population and employment). Four population (P1 to P4) and employment (E1 to E4) classes. N = number of statistical units. D = divergence Index (deviation from uniform distribution). Source: adapted from Rodrigue, J-P, L. Dablanc and G. Giuliano (2017) “The Freight Landscape: Convergence

The freight landscape illustrates city logistics through the differences in population and employment densities observed throughout a metropolitan area. Four main quadrants can be identified:

Urban passenger and freight transport systems are separate systems sharing similar infrastructure, but impacted differently by density. The common perspective in urban planning is that higher densities are preferable since they generate economies for services and opportunities in the use of public transit. However, high concentration levels generate conflicts between

Four dimensions characterize the freight landscape: