However, existing research is so far limited concerning studies to what extent CEPs impact and contribute to urban road traffic, particularly in comparison with other commercial sectors and passenger cars. In both cases, the focus on CEPs is neglecting other commercial sectors, such as deliveries from craftsmen and technicians or grocery supplies, and therefore, their respective share and impact on urban road traffic.Ĭurrent urban city logistics literature often claims that rising e-commerce and the associated courier-, express-and parcel-(CEP) deliveries are inherently responsible for the increase in urban road traffic and the related congestion, disturbances and delays within cities. First, although the definition of city logistics (see Anand et al., 2012) comprises does not specifically highlight the role of CEPs, city logistics is often seen as an equivalent to parcel deliveries or courier-, express-, parcel-providers (CEPs) (see Behnke and Kirschstein, 2017 Chen et al., 2018 Figliozzi, 2011 Mackie, 2011 Nuzzolo et al., 2016 Savelsbergh and Van Woensel, 2016 Shao et al., 2019 Yang et al., 2016) and second, current research often claims that mainly delivery vans, thus CEPs, are increasingly responsible for the rise of urban road traffic (see Akyol and De Koster, 2013 Anand et al., 2015 Chen et al., 2018 Holguín-Veras, 2008 Marcucci et al., 2017). In both city logistics research streams, however, two flaws exist which this study tries to address. Furthermore, the suggested approach exhibits a high level of transferability to various local contexts, where local stakeholders might have a different view on the route sustainability than is the case in our example. To demonstrate the applicability of the suggested approach, we extract the route sustainability cost from the traffic sign database, and implement the findings on a real-life example. The integration of route sustainability is based on the adoption of a multi-criterial decision-making approach, with the possibility of including different stakeholders’ points of view, and evaluating the sustainability cost concerning the route’s spatial context. The suggested approach extends existing route planning approaches by considering route sustainability as a part of an arc’s traversal cost. In this paper, we introduce a collaborative stakeholders’ decision-making approach for sustainable urban logistics, and demonstrate its applicability on a real-life example. Recent literature has well-recognized the need to consider different stakeholders’ perspectives on these issues, in order to achieve desired outcomes. In the same time, they strive to ensure livable and safe environments around its road network, where the increased presence of light and heavy goods vehicles raises questions of regarding safety and environmental impacts. The particular case of large traffic generators, with central delivery stations is also discussed.Ĭities strongly rely on efficient urban logistics to ensure their attractiveness, quality of life, and economic development. Two cases of industry structure are considered: independent operations (carrier and receivers are separate companies) and integrated operations (carrier and receiver part of the same company). The paper uses an economic formulation to estimate the impact a policy would have on the agents’ profits, which provides insight into how the agents would react, and leads to a set of necessary conditions for off-hour deliveries to be feasible. Three different policies are considered: freight road pricing combined with financial incentives to receivers willing to accept off-hour deliveries, freight road pricing, and laissez faire conditions (neither freight road pricing, nor financial incentives). This is because: the decision about delivery time is jointly made between the carrier and the receiver the carriers have great difficulties passing toll costs to receivers and, in the few cases where toll costs could be passed, the price signal reaching receivers is of no consequence compared to receivers’ incremental costs of off-hour deliveries. Such policies seem to be needed because the empirical evidence indicates that in urban freight competitive markets freight road pricing may not be the most effective way to move truck traffic out of the congested hours. This paper discusses the economic conditions needed to move urban freight delivery traffic to the off-hours, and the effectiveness of alternative policies to foster such move in competitive markets.

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