Marko Hribernik, Kathrin Zero, Sebastian Kummer, David M. Herold
The growth in e-commerce has led to increased pressure within the courier, express and parcel (CEP) sector to tackle the ‘last-mile’ issue and come up with solutions that not only satisfy the customers, but also other stakeholders such as city councils and other regulatory bodies. Scholars have highlighted micro-hubs and the associated horizontal collaboration as a possible solution, which might help alleviate problems associated with last-mile logistics in inner-city centers. However, trust and data exchange issues are considerable barriers to the introduction of horizontal collaboration, in particular between CEP carriers. To address the lack of trust and the issue of data exchange between carriers, the use of blockchain technology may present a solution, but existing research so far is limited concerning frameworks that specifically discuss blockchain technology in the context of micro-hubs and last-mile deliveries. In response, this paper presents a blockchain decision framework for a horizontal collaboration between CEP carriers based on key characteristics of existing blockchain decision models and relevant related research in the area of logistics and last-mile distribution. This is the first study that specifically addresses the use of blockchain technology for horizontal collaboration in the context of micro-hubs and last-mile deliveries.
Zonggui Tian, Ray Y. Zhong, Ali Vatankhah Barenji, Yiyan Wang · 6 authors
The rapid development of urbanisation and the ever-changing consumers’ demands are constantly changing the urban logistics industry, imposing challenges on logistics service providers to improve customer satisfaction which is one of the indicators for the sustainability of urban logistics. Existing customer satisfaction evaluations are based on a questionnaire survey, which is time-consuming and labour intensive. Moreover, the logistics data are confidential and can only be accessed by the stakeholders in existing logistics models, causing the problem of information non-transparency among logistics enterprises and the third authorities like banks and governments, which may hinder the sustainable development of urban logistics. In this paper, we propose a blockchain-based evaluation approach for customer satisfaction in the context of urban logistics. Four criteria affecting customer satisfaction in urban logistics are identified. A machine learning algorithm Long Short-Term Memory (LSTM) is adopted to predict customer satisfaction in the future period. The implementation is demonstrated to illustrate the proposed approach. A smart contract is designed for compensation and/or refund to customers when their satisfaction with the delivery services is at a low level.
Ella Tallyn, Joe Revans, Evan Morgan, Dave Murray-Rust
This paper presents GeoPact, an assembly of technological objects that materialises location-aware smart contracts using internet of things and digital ledger technologies. Such contracts may facilitate the creation of distributed systems and services for transport and logistics that are locally constructed and adaptable, thus supporting specific community needs and sustainable objectives. However the technological infrastructures that underpin these systems are complex, making it difficult to engage publics in design processes. GeoPact grounds infrastructure in relatable physical activities, that are linked with holistic views of the system, and creates new experiences for public engagement. In these activities participants were invited to roleplay as couriers, and to progress through delivery scenarios which were governed by smart contracts. Participants and spectators were then encouraged to discuss their reactions, concerns and ideas. This paper illustrates the GeoPact assembly and reflects on our engagement activities.
Lawrence Henesey, Y. Lizneva, Robert Philipp, Christopher Meyer · 5 authors
Ports are vital to the global economy, as up to 90% of goods are transferred through seaports. With increasing vessel sizes, cargo volumes and higher demand for supply-chain optimization, seaports are required to be more efficient and competitive. In the present study, a proposed solution incorporating IoT and Blockchain is considered into automating many of the activities in the load planning process, which is then evaluated via simulation. Real data is collected concerning different types of cargo for RoPax vessels with the intended goal of reducing planning time in a seaport. The results contribute as one piece of the mosaic on the avenue towards becoming a “Smart Port”, which deploys various digitalization technologies in order to become a fully automated port. The suggested approach to be integrated, builds upon IoT sensors in combination with the lightweight version of a Blockchain to improve balance indicators on a trim of a vessel. A developed simulation tool was used for evaluating a number of scenarios, with each scenario run set to 2500 times. The simulation results indicate an improvement of 50-160% from the current load planning operations for RoPax vessels.
The paper discusses the possibility of combining RFID and Blockchain technology to more effectively prevent counterfeiting of products or raw materials, and to solve problems related to production, logistics and storage. Linking these technologies can lead to better planning by increasing the transparency and traceability of industrial or logistical processes or such as efficient detection of critical chain sites.
The context of transportation has changed significantly with the globalisation of supply chains, steeply rising fuel costs and further emphasis on environmental performance. Since transportation accounts for an ever larger share of costs, lead times and environmental im-pact, there are increased pressures for more efficient execution.Major tools for improving efficiency are the use of information and communication systems to better plan, monitor and control the transport activities. This calls for reliable data capture, storage, processing and communication. Here, recent hardware and software ad-vancements leading to technologies available at a reasonable price wait to be utilised for distributed decision-making.Road hauliers are currently the subjects of significant pressure to incorporate the new ap-plications into their operations from vehicle suppliers, the government and transport buyers; either directly or via their contracted logistics service providers. Hauliers are generally very small companies operating at a very small (if any) profit margin. They are often not able to employ or develop their own technical competence. Hence, they risk being forced to invest in several costly systems with overlapping functionality; each fulfilling certain needs of their strong counterparts rather than their own.This article takes the road hauliers’ perspective, with the purpose of identifying their need for information and communication support, while analyzing how they are matched with the current supply of technologies. The concept of Smart Freight Transport Systems (SFTS) is developed in a case study setting as a departure from the truck and haulier level. The rendering also departs from what is currently available on the market and what is likely to be available within a five-year timeframe rather than trying to define a highly futuristic view.
This article examines the process by which motor carriers took freight business away from railroads. Today they carry more than 70% of domestic freight by value, more than 85% by gross revenues. The reasons go beyond trucks' use of publicly financed highways. Among them are: shorter, faster routes because today's highways correspond better to modern population centers than 19th-century rail lines, pay-as-you go costs for using highways, decentralization and deregulation and entrepreneurial management.
New methods of contractor procurement and project development are evolving. From turnkey to the latest design-build-operate-maintain (DBOM) processes, this evolution focuses on reducing costs, shortening project duration, and better allocating risk among private and public participants. One of the newest developments in the evolving DBOM procurement process is described. The process is being developed and refined in several projects in New Jersey. This new approach is a major change in project initiation and motivation—a more bottom-up, decentralized project development and implementation process. Beginning as a public-private partnership bill (A-2560) in New Jersey’s statehouse, as an effort to quickly advance a wide array of transportation initiatives, the new procurement process modified the state transportation statute to encourage more initiative and participation by the private sector in transportation projects. In consultation with private-sector interests, rail transit operators, and New Jersey Department of Transportation (NJDOT) leaders, the chairman of the Assembly Transportation Committee crafted the bill. After approval by both houses and signature by the governor, the new statute was used to solicite project proposals. Various consortia responded, representing 13 initiatives, two of which are considered rail transit new starts. The North Jersey Rapid Rail (NJRR) proposal, as a case study, demonstrates how the bottom-up, “beyond DBOM” process is working. NJRR is an initiative of a consultant-contractor consortium working with two transit-dependent counties (Bergen and Passaic) and NJDOT. A freight railroad is part of the team. The initiative is a devolution of risk and responsibility to a more local level and a reversion to earlier private partnerships. During the first half of the 20th century, most of the rail transit infrastructure in North America was designed built, operated, and maintained efficiently by private-sector consortia consisting of finance, transit operating, utility, and construction interests. From the vantage point of one millennium ending and a new one beginning, this research is retrospective as well as futuristic.