Joint Corridors Off-Road (JCOR) is een living lab-aanpak van de Topsector Logistiek ter bevording van intermodaal transport, waarvan de ‘Off-Road Runners’ één van de pilaren is. Studenten worden bij bedrijven als 'Off-Road Runners' ingezet om gericht actieonderzoek uit te voeren naar de gezamenlijke ontwikkeling van multimodale transportcorridors. Het omvat de gezamenlijke ontwikkeling van bestaande en nieuwe corridors om wegkilometers, en CO2-uitstoot te verminderen en de kansen te grijpen om verder op te schalen. In dit artikel worden de resultaten van 5 jaar Off-Road Runners geëvalueerd.

Planning of container terminal operations is a complex task which requires the accurate scheduling of operations that are highly interrelated and uncertain. This study aims to investigate the integration of quayside operational planning functions under uncertain parameters, specifically addressing disturbances and disruptions by applying a reactive approach. A mixed integer linear programming (MILP) model is formulated to optimally assign and schedule quay cranes to multiple vessels simultaneously. The model will derive a baseline schedule that minimizes the cost of waiting and departure delays of vessels. To address the disturbances and disruptions, a reactive strategy is formulated to generate a rescheduling plan when two types of disruptions are happening; delays in the vessel arrivals and quay crane (QC) breakdowns occurring during the (un)loading operations. The reactive strategy will take the baseline schedule as input and derives a reactive schedule that minimizes the cost of deviations from the baseline schedule. Conducted numerical experiments highlight the accuracy of the representation of practical constraints including safety margins and non-crossing constraints as well as the development of optimal solutions for small-size problems. The study primarily addresses vessel arrival delays and QC breakdowns as key sources of uncertainty, often arising as disturbances and disruptions. Other factors, such as unscheduled vessel arrivals and variability in vessel handling times, also warrant further investigation. Despite significant progress in optimizing container terminal operations, substantial opportunities for real-time improvement persist. This is driven by the increasing demand for containerized maritime trade, associated disruptions, and the evolving nature of terminal operations as new technologies emerge.

This research advances the theoretical foundation by presenting a practical and comprehensive design approach for Connected and Autonomous Transport (CAT) systems. Using a morphological chart, this paper decomposes the complex elements of CAT systems into sub-functions, each offering multiple feasible options. By blending theoretical perspectives with practical insights, this study addresses a gap in literature, which has largely centered on vehicle autonomy functions, mathematical algorithms, and the broader benefits and impacts of autonomous vehicles.
The presentation will be of interest to TRB Meeting Attendees as it will help them to recognize the key elements of innovation and deployment projects for autonomous vehicles by various technology suppliers and logistics industry partners. In this phase, the number of different design parameters and options is enormous as most projects provide customized solutions. In the coming years, it is expected that dominant designs will emerge, but until then, the morphological chart will help attendees to identify and understand the differences between these designs and solutions.

Dit position paper beschrijft de visie van het landelijk Centre of Expertise
KennisDC Logistiek op het belang en de rol van logistiek voor een vitale en
duurzame samenleving. Daarbij wordt expliciet aandacht besteed aan de rol van
logistiek in het licht van de grote maatschappelijke opgaven. Ook wordt er
ingegaan op hoe de geschetste visie via logistiek praktijkonderzoek en hbo-onderwijs zo optimaal mogelijk kan worden ondersteund.

Imagine ports no longer anchored to the shore but floating on the sea. As part of a bigger project on Floating Futures, our study explores the revolutionary concept “Floating Ports” examining the state and progression of knowledge on floating ports/ harbours and terminals. It investigates the current knowledge landscape and historical evolution, providing an overview that identifies key trends and research gaps, guiding future studies and policy directions. A systematic, keyword-based approach is used, initially gathering literature on “floating” concepts from key databases before narrowing the focus to “floating ports/terminals”. Two study groups are identified: those directly addressing floating ports and those covering adjacent but relevant concepts. The direct studies are categorized into four subgroups based on maritime transport elements: Maritime Shipping, Port, Management and Ancillary. It shows that current studies are heavily focused on the element of Port, highlighting the early developments that explored the Construction and Port Operator sub-elements in greater depth. Clustering techniques are employed to identify trends and gaps, providing valuable insights to guide the future development of floating ports and terminals. Before 2000, foundational research focused on fender systems, breakwaters, and floating berths, exploring structural durability and wave attenuation. Between 2000 and 2010, studies advanced the understanding of dynamic responses in waves, mooring, and hydrodynamic analysis, supporting floating terminals in complex environments. From 2010 to 2020, extensive research emerged on Very Large Floating Structures (VLFS), exploring tsunami resilience, modularity, and energy efficiency, showcasing floating ports as sustainable solutions in constrained spaces. Since 2020, research has concentrated on renewable energy integration and advanced performance-based designs, examining floating ports for critical applications like disaster prevention, offshore support, and energy conversion. Further, we recommend cross-disciplinary collaboration in maritime logistics, port operations, governance, engineering, economics, policy-making, and law to integrate expertise and further this research field.

De historische zeilschepen van de ‘bruine vloot’ varen grotendeels duurzaam zeilend, maar hebben aan boord ook oude dieselmotoren waarvoor – wanneer deze nu kapotgaan of op termijn wanneer strengere eisen aan uitstoot en geluid het gebruik ervan gaan beperken – schippers moderne en duurzame alternatieven moeten overwegen. Dit gaat om grote investeringen in bijvoorbeeld een moderne Stage 5 dieselmotor of een batterij-elektrisch systeem met een elektromotor en batterijpakketten. Om de investeringsopgave en kostenstructuur van deze motoren inzichtelijk te maken wordt in dit artikel een Total Cost of Ownership (TCO)-analyse gemaakt van deze twee alternatieven.

The energy transition is reshaping global trade flows, introducing uncertainty into energy-related liquid bulk logistics, particularly within ports. Despite the significance of liquid bulk in global supply chains, existing port choice models are primarily developed for containerized cargo. This study investigates the key determinants of decision-making in liquid bulk logistics within the context of sustainability transitions. Using a multi-case study approach, including stakeholder interviews and qualitative analysis, we identify factors shaping infrastructure planning, port selection, storage, and transportation modes.

The findings reveal that logistical choices in liquid bulk are highly interdependent, shaped by supply chain structures, stakeholder dynamics, and regulatory frameworks. As ports might evolve into multienergy hubs, new actors and uncertainties emerge, particularly regarding the role of hydrogen and biofuels. Understanding these evolving dynamics is crucial for optimizing logistics strategies and ensuring efficient, sustainable energy supply chains.

This paper augments current knowledge about synchromodality by investigating the factors that underpin the implementation of this logistical paradigm in an effort to inform managerial practice and public policy. Employing a conceptual model of drivers, facilitators, barriers, and managerial actions, we conducted a qualitative study with European experts on synchromodality. We identified drivers, such as complexity reduction or more efficient inventory management, and contextual characteristics (facilitators and barriers) that enable or hinder synchromodality, such as operational flexibility or resistance to change. Regarding managerial actions (components), we find that data governance and interfirm trust issues are salient aspects for sustaining synchromodality. Furthermore, we specified how policymakers can influence the necessary conditions and the health of partnerships for synchromodality implementation. The paper contributes to the existing logistics literature by studying synchromodality implementation issues beyond the optimisation frameworks examined by analytical models and beyond the technological focus of extant empirical studies.

De transitie naar een circulaire economie vraagt om intensieve samenwerking binnen waardeketens. Dit artikel bouwt op concepten voor de analyse van logistieke systemen zoals ge¨ıntroduceerd door prof. Kees Ruijgrok, en verbindt deze aan recent onderzoek naar Value Chain Collaboration en circulaire prestaties. Met behulp van kwalitatieve data, verzameld via semi-gestructureerde interviews, en kwantitatieve data, verkregen uit twee opeenvolgende vragenlijsten, is de relatie tussen samenwerking en prestaties op de Rladder van de circulaire economie nader onderzocht. Samenwerking blijkt sterk te correleren met circulaire prestaties, met name in technologie-intensieve sectoren die profiteren van gedeelde platforms en infrastructuur. Traditionele sectoren lijken te worden belemmerd door een gebrek aan vertrouwen en beperkte middelen. Deze resultaten benadrukken de noodzaak van maatwerkoplossingen om unieke uitdagingen en kansen binnen sectoren te benutten. Het artikel beoogt bij te dragen aan de literatuur over circulaire economie en samenwerking in de logistiek, als basis voor toekomstig onderzoek en praktijktoepassingen

The transport sector is the second highest emitting sector in the Netherlands, with 19 % of the total energy consumption. Where other sectors are becoming more sustainable, the transport sector remains one of the most difficult to decarbonize, despite the many studies in this field. This research aims to gather a list of potential measures and combine them to reach an 80% reduction of CO2 emissions in 2040 for the hinterland freight corridor of Rotterdam – Venlo which has a high rail freight intensity. Literature study and expert interviews established a list of potential measures. Using an iterative normative scenario design approach, a list of 8 potential measures with corresponding targets was drafted. After computation, a reduction of 80% is estimated for the corridor. The results show that for this particular corridor, the reduction depends greatly on the availability and adaptability of biodiesels and the electrification of vehicles and vessels. In contrast, measures aiming to improve the logistical
efficiency do reduce the total energy required and could therefore alleviate challenges related to biodiesel availability and electrification, but have a smaller potential in reducing CO2 emissions.

In the last few years, online shopping has been increasing rapidly. Optimising the sorting processes in E-fulfilment centres, combined with direct parcel delivery from the E-fulfilment centres to the close-by customers has not been widely studied in a quantitative manner. The main objective is to show whether E-fulfilment centres can generate a reduction in costs for parcel delivery.

Two models are used to calculate the cost savings by using of an E-fulfilment centre. The volume of parcels has a crucial role in the calculation (and the competitiveness) of delivery costs. The time-driven performance reaches a break-even point for the volumes that can compete with the logistics providers. The impacts of directly delivering parcels from an e-fulfilment centre to nearby customers result in lower greenhouse gas emissions.

De komende jaren zullen steden meer en meer te maken krijgen met uitdagingen op het gebied van vervoer in termen van toegankelijkheid, ruimtegebruik en duurzaamheid. Het passagiers- en goederenvervoer zullen naar verwachting toenemen, terwijl de transportsector een belangrijke bijdrage levert aan de uitstoot van broeikasgassen en congestie in steden. Hoewel beide ecosystemen (personenvervoer en vrachtvervoer) historisch gezien met elkaar verweven waren, hebben de ecosystemen zich de afgelopen eeuw afzonderlijk van elkaar ontwikkeld. Dit onderzoek richt zich op het vinden van geïntegreerde logistieke stromen en logistieke innovaties en vooral op het vinden van de voorwaarden waaronder deze kunnen worden toegevoegd aan verschillende soorten mobiliteitsknooppunten. Door informatie uit literatuur en interviews te verzamelen en te structureren met behulp van een behoefteanalyse, werd het mogelijk om wijk-/stad-/buiten stad-hubs te definieren.

Met deze raamwerken is gekeken welke logistieke functies hieraan toegevoegd kunnen worden. De raamwerken zijn empirisch getest en gevalideerd door studenten van de Hogeschool Rotterdam voor verschillende metrostations in Rotterdam. De raamwerken geven duidelijk sturing wat men zou kunnen ontwikkelen op het gebied van integratie van personen- en goederenvervoer.

De historische zeilschepen van de ‘bruine vloot’ varen grotendeels duurzaam zeilend, maar
hebben aan boord ook oude dieselmotoren waarvoor – wanneer deze nu kapotgaan of op
termijn wanneer strengere eisen aan uitstoot en geluid het gebruik ervan gaan beperken –
schippers moderne en duurzame alternatieven moeten overwegen. Dit gaat om grote
investeringen in bijvoorbeeld een moderne Stage 5 dieselmotor of een batterij-elektrisch
systeem met een elektromotor en batterijpakketten. Om de investeringsopgave en
kostenstructuur van deze motoren inzichtelijk te maken wordt in dit rapport een Total Cost
of Ownership (TCO)-analyse gemaakt van de deze twee alternatieven. Het rapport
beschrijft de TCO berekening voor een schip met een veronderstelde
voortstuwingsbehoefte en vaargedrag, met daarbij enkele gevoeligheidsanalyses.
Bijgevoegd is een eenvoudig rekenmodel waarmee schippers of investeerders de
parameters van de berekening kunnen aanpassen op hun eigen situatie.
De analyse laat zien dat op dit moment de investeringskosten van een batterij-elektrisch
systeem doorgaans hoger liggen dan die van een Stage 5 dieselmotor. Hierbij is de prijs
van de accupakketten de belangrijkste kostenpost. In het meest gunstige scenario, waarin
de schipper toe kan met een relatief kleine (doch afdoende) actieradius, en de batterijen
een lange levensduur hebben, en ook nog een zekere restwaarde in hergebruik of recycling
is de investering in een batterij-elektrisch systeem vergelijkbaar met de investering in een
Stage 5 diesel. Een rekenvoorbeeld van een Battery-as-a-Service model, waarbij schippers
jaarlijks een accupakket kunnen leasen, laat zien dat ook hierbij de huidige kilowattuurprijs
van batterijen deze optie relatief kostbaar maakt ten opzichte van een Stage 5 diesel.
Echter, wanneer de prijs van energieopslag dezelfde neerwaartse trend laat zien als in de
markt voor batterij-elektrische voertuigen, komt er een omslagpunt.
Onder andere hierom is elektrische voortstuwing een duurzamere lange termijn-oplossing
dan een dieselmotor. Ook de modernste dieselmotoren zullen eerder of later te veel geluid
en/of uitstoot produceren om nog aan (wettelijke landelijke en lokale) eisen te voldoen,
terwijl een elektromotor schoon en stil draait. Ook stelt een elektromotor schippers in staat
om te profiteren van de ontwikkelingen in de markt voor energieopslag, waarin we dalende
prijzen en een groeiend aanbod van alternatieven (bijvoorbeeld zoutbatterijen en
brandstofcellen) kunnen verwachten.
Bij beide onderzochte alternatieven worden schippers geconfronteerd met hoge
investeringskosten. Deze moeten gedekt worden, bijvoorbeeld door subsidies en/of
tariefverhogingen – waarbij idealiter een schoon en stil schip onderdeel kan worden van
de propositie richting passagiers, en op termijn een standaard in de sector, tegen een
eerlijke prijs.

The rapid growth of online shopping and B2C transactions, coupled with the increased demand for doorstep deliveries, has made last-mile delivery a major concern in the e-commerce industry. Traditional delivery methods are costly and unsustainable, leading to a rise in greenhouse gas emissions due to the increasing number of delivery vehicles. Parcel lockers at a public transportation location are one of the potential solutions for this problem. However, due to involvement of different stakeholders, it is important to consider perspective of these stakeholders before implementing a parcel locker. The research proposes a framework based on the MCDM methodology, particularly the Multi-Attribute-Multi-Criteria Analysis (MAMCA) approach using the best-worst method. A case of Beurs metro station in the city of Rotterdam is evaluated using the proposed framework. The result of case study concludes that parcel delivery companies and receivers are (highly) positive 142% and 119% respectively) for parcel locker delivery system at public transport location. However, the public transport operator is not very positive (only 5%) about installing lockers at the transport location. The transport operator is mostly concern about passenger safety as it shows negative perception in the result. The limited space available at the busy transport location, combined with the high volume of passengers using public transport, make it difficult to find suitable areas to install the lockers without impeding passenger flow demands meticulous planning and optimisation of available space. The result shows that safety is also concern of the receivers and the parcel delivery company. The research shows how the proposed framework can be used to assess bottleneck criteria for successful implementation of parcel lockers.

The e-commerce market is dynamically growing. Attractive purchase prices, low cost, short delivery time, and convenient delivery places motivate consumers to shop online. In turn, the free return possibility motivates customers to buy more and more products and then return them to the retailer. As a result, courier companies face increasing challenges regarding return logistics in e-commerce. According to Hazen (2011), return logistics focuses on the backward flow of products from customers to suppliers. Rogers and Tibben-Lembke (1999) defined it as “the process of planning, implementing, and controlling the efficient, cost-effective flow of raw materials, inprocess inventory, finished goods and related information from the point of consumption to the point of origin to recapture value or proper disposal”. Most of the research focuses on forward logistics (Stock et al.,2002; Bernon and Cullen, 2007) or last-mile delivery in terms of cities (Burlando & Vella, 2021). There are not many papers which are related to sustainable return logistics (Wenjuan, 2015; Velazquez, Chankov, 2019). This paper aims to identify the preferences of e-customers and the possibility of their change in return logistics to organize it sustainably. To achieve this goal, the conjoint analysis was applied based on a survey conducted among 1,100 e-customers in Poland and 500 e-customers in Brazil. In the research the fuzzy methods will be applied as: fuzzy cognitive maps that is usually used to structuring the research problem and fuzzy taxonomy that allows us to analyse in more deeply sense the preferences of e-customers. The paper results from the research project: Sustainable last-mile delivery and returns on the e-commerce market. Perspective of various stakeholders Funded by the Polish National Science Centre, No. 2018/31/B/HS4/03711

The number of activities in city logistics is growing rapidly causing an increase in emissions, and a decline in accessibility and safety in cities. Therefore, the Dutch government has introduced GreenDeal Zero-emission city logistics. The goal of this deal is to have 30-40 of the biggest municipalities in the Netherlands have zero-emission city logistics in 2025. The goal for 2025 is clear, but it lacks a way for municipalities to see their progress and a way to find improvements in their city logistics. This research is focused on developing a maturity model as a tool to assess the maturity level of a municipality for its performance-related city logistics process management to achieve its aim of reaching zero emissions. The
City Logistics Maturity Model for Municipality (CL3M) requires a domain-specific, multidimensional model to assess city logistics from a municipal point of view. The model includes six levels (0-5) and a PCDA cycle is embedded throughout the levels. The model is populated through three focus fields (Technical, Social and Corporate, and Policy), branching out into six areas of development: Information and communication technology, urban logistics planning, Stakeholder communication, Public-Private Partnerships, Subsidization and incentivization, and Regulations. The CL3M model was tested for three municipalities, namely, the municipality of Deventer, Zwolle, and Nijmegen. The assessment pointed out that CL3M is yet in its juvenile stage and with further development, the model can reach its full potential in usefulness, reliability, and adaptation

This paper delves into the zero-emission city logistics readiness of businesses located in the earmarked Dutch inner cities, which are gearing up towards decreasing the emissions attributable to urban logistics activities. Emission reduction is to be achieved by rolling out mandated zero-emission zones which are to be implemented in 30-40 Dutch cities from the 1st January 2025, with the dates set and municipalities planning towards the banning of diesel-fuelled commercial vehicles. This research seeks to determine the extent of zero-emission operational maturity by use of the zero-emission maturity model by examining the four biggest cities in the southern Dutch Province of Noord Brabant. The research shows a low level of awareness among companies in the cities of Eindhoven, Breda, ’s-Hertogenbosch, and Tilburg and calls for better methods of information dissemination, especially among the small to medium businesses who don't consider city logistics as their core business.

Het aantal activiteiten in de stadslogistiek groeit snel, waardoor de uitstoot toeneemt en de bereikbaarheid en veiligheid in steden afnemen. Volgend op de Green Deal Zero-emissie stadslogistiek (ZES) is daarom in het Klimaatakkoord afgesproken om tot zero emissie stadslogistiek te komen. Concreet betekent dit, dat 30 tot 40 van de grootste gemeenten in Nederland in 2025 een zero emissie zone voor stadslogistiek moeten invoeren. Veel gemeenten zijn druk met de voorbereidingen van de zones, maar in de praktijk ontbreekt het hen aan de mogelijkheid om hun voortgang te kunnen zien en deze te ijken met andere gemeenten. Om hier inzicht in te verkrijgen is het stadslogistiek maturity model ontwikkeld. We hebben dit model in 2022 getest voor drie gemeenten, namelijk de gemeente Deventer, Zwolle en Nijmegen