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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

Photo: Dr. Esther Boupda, 2012. Intercity passenger transportation is an important cluster of economic activities in developing economies since a automobile ownership tends to be low. Several personal and commercial interactions are therefore assumed by bus services, implying that a bus station is at the same time a passenger and

Several metropolitan areas are experiencing contradictory factors concerning the circulation of trucks, including delivery vans. Similar to passenger transportation, there are indications of emerging peak mobility for trucks, but these trends are continuously been revised. This is the outcome of a conjunction of economic and operational factors related to truck freight distribution:

Authors: Dr. Jean-Paul Rodrigue & Dr. Laetitia Dablanc Urban areas have a diversity of freight profiles in terms of the freight they generate and how it circulates. 1. Logistics and the Global Urban Landscape Urban economies are evolving rapidly towards a higher level of material intensiveness as global incomes are rising. Moving

Photo: Dr. Jean-Paul Rodrigue, 2018. The curb can be the object of contention for deliveries, even in suburban areas, which can lead to its constrained usage. In the above photo, the docking bay of a retail outlet was not well designed because no space was left for the parking of delivery

Source: Adapted from Accenture (2015). Adding Value to Parcel Delivery. Freight can be carried as full truckloads (FTL), less than truckloads (LTL), and as individual units such as parcels and documents. The parcel delivery market, also called CEP (Courier, Express and Parcel), is characterized by the time sensitivity of its

Consumption has always been dependent upon distributional capacity and capabilities. The conventional retail model was to establish distribution systems efficient enough to supply stores, a model which in time became increasingly efficient with large retailers establishing a high command of logistics. The advance of e-commerce has pushed this model further with distribution-based

Photo: Dr. Jean-Paul Rodrigue, 2020. Many grocery stores located in urban areas do not have facilities such as bay doors to accommodate deliveries. Under such circumstances, the curb becomes the delivery platform. A common approach is to leave palletized orders on the sidewalk to be depalletized and brought into the

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