END OF THE FIRST YEAR EXAMINATION - Dottorato di Ricerca in Infrastrutture e Trasporti - Server Web del Dottorato di Ricerca ...
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Facoltà di Ingegneria Civile e Industriale
Dipartimento di Ingegneria Civile, Edile e Ambientale
Dottorato di Ricerca in Infrastrutture e Trasporti
END OF THE FIRST YEAR EXAMINATION
Ciclo: XXXV
Curriculum: Infrastrutture, Sistemi di Trasporto e Geomatica
SEVKET OGUZ KAGAN CAPKIN
Matricola.1784288
Tutor
PROF. LUCA PERSIA
A.Y. 2019/2020
1
Dottorato di Ricerca, First Year Report | CAPKIN
Contents
1. SECTION A – DOCTORAL RESEARCH ....................................................................................... 3
1.1. ADDITIONAL PRELIMINARY KNOWLEDGE ACQUIRED ................................................................... 3
1.1.1. Courses, Seminars, and conferences attended ..................................................................... 3
1.1.2. Individual study and knowledge acquired ............................................................................ 5
1.1.3. Books and software ............................................................................................................... 5
1.2. BIBLIOGRAPHY COLLECTED RELATED TO THE RESEARCH TOPIC................................................... 6
1.3. STATUS REPORT OF SCIENTIFIC REFERENCE FRAMEWORK, IN RELATION TO THE PROPOSED
RESEARCH TOPIC ....................................................................................................................................... 7
1.4. IDENTIFICATION OF ONGOING SIMILAR RESEARCH ACTIVITIES AT NATIONAL AND
INTERNATIONAL LEVEL.............................................................................................................................. 7
1.5. RESEARCH PROPOSAL ................................................................................................................... 8
1.5.1. Introduction........................................................................................................................... 8
1.5.2. Objectives .............................................................................................................................. 9
1.5.3. Methodology .......................................................................................................................10
2. SECTION B – COLLABORATION AND SUPPORT ACTIVITIES..............................................12
2.1. TEACHING SUPPORT .........................................................................................................................12
2.2. TRAINING ACTIVITIES .......................................................................................................................12
2.3. COLLABORATION WITH STUDIES, RESEARCH, PROGRAMS ..............................................................12
2.4. COLLABORATION WITH OTHER PROJECTS .......................................................................................15
3. ANNEXES – Literature Review ............................................................................................................17
3.1. Automation and Logistics as a Service ........................................................................................18
3.2. Key Performance Indicators ........................................................................................................24
3.3. Impact Assessment and Impact Areas ........................................................................................26
3.4. Tools and Prioritization ...............................................................................................................29
3.5. Previous Projects .........................................................................................................................30
References ..................................................................................................................................................34
2Dottorato di Ricerca, First Year Report | CAPKIN
1. SECTION A – DOCTORAL RESEARCH
1.1. ADDITIONAL PRELIMINARY KNOWLEDGE ACQUIRED
The additional preliminary knowledge acquired with the first year comprise of the following:
LaaS (Logistics as a Service) concept, model, characteristics, researchers, previous projects, challenges,
implementations.
ALaaS (Autonomous Logistics as a Service) concept, previous studies and projects, challenges,
potential impacts, performance indicators
Impact assessment mechanisms expected impacts with respect to impact areas, potential Key
Performance Indicators and their prioritization.
Information about the urban logistics, autonomous vehicles and their potential impacts and challenges.
Impact assessment mechanisms, methods, indicators, prioritization and its ways, challenges, previous
experiences.
Analyses of previous projects and references related to automation, urban freight logistics, and impact
assessment.
1.1.1. Courses, Seminars, and conferences attended
The courses, seminars and conferences attended are the following:
• 35th cycle Ph.D. seminars-courses (Offerta Formativa Erogata XXXV ciclo), the first
year PhD candidates in Transportation and Infrastructures, 40 hours, 2019-2020, Sapienza
Università di Roma, Rome/Italy
✓ 24 febbraio 2020 – Paola Di Mascio – Presentazione del dottorato di ricerca - Aula
"Sistemi di Trasporti e logistica", ore 14,30-15,30
✓ Aprile - maggio 2020 – Claudio Durastanti - Elementi di statistica - Date e orari
concordate con il docente
✓ 20 aprile 2020 - Antonio Cappuccitti - Infrastrutture, Pianificazione e mitigazione
delle vulnerabilità territoriali e urbane, Lezione a distanza, ore 15,00-17,00.
✓ 27 maggio 2020 - Paolo Delle Site - Multi - Attribute Value Theory and Analytic
Hierarchy Process, Lezione a distanza, ore 9,00-12,00
✓ 29 maggio 2020 - Gianluca Dell’Acqua, Salvatore Biancardo - Building
Information Model, Lezione a distanza, ore 9,00-13,00
✓ 8 giugno 2020 - Mattia Crespi, Roberta Ravanelli - Gestione di big geo data con
Google Earth Engine, Lezione a distanza, ore 9,30-12,30
✓ 15 giugno 2020 - Mattia Crespi, Augusto Mazzoni - PVT estimation from Android
Raw GNSS Measurements, Lezione a distanza, ore 9,30-12,30
✓ 23 settembre 2020 - Luca Persia, Antonio D’Andrea- Mobilità sostenibile, lezione
a distanza, ore 10,00-14,00
✓ 25 settembre 2020 - Maria Vittoria Corazza - Preparazione di progetti
internazionali (2 ore)
✓ 14 ottobre 2020 - Giuseppe Loprencipe - Data base bibliografici, ore 10,00-12,00
✓ 16 ottobre 2020 - Mara Lombardi - Analisi del Rischio, ore10,00-13,00
✓ 23 ottobre 2020 - Carla Nardinocchi - Applicazioni GIS, ore 9,30-13,30
3Dottorato di Ricerca, First Year Report | CAPKIN
• H2020 SHOW project kick-off meeting, January 2020, Brussels/Belgium
• Scienze della Sostenibilità, Sapienza Università di Roma, January-February 2020,
Rome/Italy
• Corso di lingua italiana per stranieri, Unitelma Sapienza, Sapienza Università di Roma,
June-July 2020, Online participation
• Privacy – Regolamento Europeo, Sapienza E-Learning, Sapienza Università di Roma,
June 2020, Online participation
• Autonomous vehicles online, Automotive IQ webinar, 26-27 May 2020, Online
participation
• Impact of Covid19 on Sustainable Transport and Mobility, SATC webinar, 10 June
2020, Online participation
• Statistics e i fogli di calcolo (Excel) a confronto, IBM SPSS Statistics, Segreteria CRUI,
22 May 2020, Online participation
• Importazione e preparazione dei dati con IBM SPSS Statistics, IBM SPSS Statistics,
Segreteria CRUI, 29 May 2020, Online participation
• L'analisi della Varianza con IBM SPSS Statistics, IBM SPSS Statistics, Segreteria
CRUI, 12 June 2020, Online participation
• La ricerca socio-economica con IBM SPSS Statistics, IBM SPSS Statistics, Segreteria
CRUI, 26 June 2020, Online participation
• La biostatistica con IBM SPSS Statistics, IBM SPSS Statistics, Segreteria CRUI, 10 July
2020, Online participation
• Servizi ecosistemici-ambientali, Sapienza Università di Roma e-learning, 26 May 2020,
Online participation
• EXPO – Green & Smart Recovery – Mobility 2.0, Virtual Conference, 11 June 2020,
Online participation
• Dell’ecologismo alla sostenibilità, web-conference alla Sapienza Università di Roma,
Online participation
• COVID19 - Innovative ticketing solutions to ensure business continuity, IT-Trans E-
Market, 30 June 2020, Online participation
• Ordinary General Assembly 2020, OPEN ENLoCC, 25 June 2020, Online participation
• Industrialising innovation, TRA2020 Strategic session, 26 June 2020, Online
participation
• TRA2020 Strategic session 6, 23 June 2020, Online participation
• Taking action on the public space dilemma, Urban Lunch Talk #14, Urban Europe, 24
June 2020, Online participation
• A new mobility, Mobility talk, Online participation
• Covid19 Transport climate action directory, International Transport Forum, OECD, 02
July 2020, Online participation
• Covid19 Leveraging Big Data and Data Analytics to Achieve Safe Distancing, IT-
Trans E-Market update, 30 June 2020, Online participation
• National Partner Dialogue, Interreg Central Europe, 02 July 2020, Online participation
• A cooperation project for multimodal environmentally-friendly freight transport,
TalkNET, Transport and Logistics Stakeholders Network, 16 July 2020, Online
participation
• Restarting public transport with Customer Service Excellence, IT-Trans, 11 August
2020, Online participation
4Dottorato di Ricerca, First Year Report | CAPKIN
• The impact of Covid-19 on freight transport and logistics, SATC seminar, 12 August
2020, Online participation
• Covid19 Mobility as a Service – Building a Holistic Mobility Experience, IT-Trans E-
Market update, 8 September 2020, Online participation
• The ten-step plan for safer road infrastructure, iRAP, UNRSC webinar, 9 September
2020, Online participation
• IRF Executive Talks, 01 October 2020, Online participation
• Evolutions and perspectives of the development of the TEN-T Network, Open
ENLoCC talks, 17 September 2020, Online participation
• H2020 SHOW Partner Board meeting, 15-16-17 September 2020, Online participation
• H2020 SHOW 1st European Workshop, 18 September 2020, Online participation
• H2020 Drive2theFuture 4th Plenary meetings, 7-8 October 2020, Online participation
• Europrogettazione (progetti collaborativi) in ambito di Programmi di Ricerca &
Innovazione, Formazione trasversale per dottorandi Sapienza, Sapienza Università di
Roma, 21 September 2020, Online participation
• Open Access delle pubblicazioni e dei dati della ricerca, Formazione trasversale per
dottorandi Sapienza, Sapienza Università di Roma, 23/09/2020, Online participation
• Catalogo delle pubblicazioni IRIS: finalità e modalità di utilizzo, Formazione
trasversale per dottorandi Sapienza, Sapienza Università di Roma, 23 September 2020,
Online participation
• Trasferimento tecnologico, spin off e start up, Formazione trasversale per dottorandi
Sapienza, Sapienza Università di Roma, 24 September 2020, Online participation
• Brevetti e gestione della Proprietà Intellettuale, Formazione trasversale per dottorandi
Sapienza, Sapienza Università di Roma, 24 September 2020, Online participation
*The participations have happened mostly online because face-to-face activities are suspended due to the
global Covid-19 pandemic restrictions.
1.1.2. Individual study and knowledge acquired
The research scope has individual studies and knowledge that are automation, automation technologies,
freight transport and logistics, impact assessment, urban logistics, impact mechanisms. According to this
purpose, the following course is attended:
• Urban Logistics Summer School, University of Antwerp, 17-28 August 2020, Online
participation
1.1.3. Books and software
Books:
Comprehensive Logistics, Timm Gudehus and Herbert Kotzab, Springer / Heidelberg, 2012
Software:
TransCAD, for store, display, manage, and analyze the transportation data
5Dottorato di Ricerca, First Year Report | CAPKIN
1.2. BIBLIOGRAPHY COLLECTED RELATED TO THE RESEARCH TOPIC
Collection of scientific literature and publications for the purposes of the proposed research
The collected scientific literature references and projects for the research project, are
addressed. Furthermore, during the further years, the research review will be expanded.
The scientific literature references and projects for the research proposal purposes, that
were collected during the first year, are listed in the following:
1. Adriano Alessandrini et al. (2013), Automated vehicles and the rethinking of mobility and
cities, SIDT Scientific Seminar 2013
2. Andrea Campagna and Georgia Ayfantopoulou (2017), Operational predictability and
innovative traffic control, UrbanLog Convention 2017, novelog.eu
3. Anna Granlund and Magnus Wiktorsson (2014), Automation in Internal Logistics:
Strategic and Operational Challenges, ResearchGate publication
4. Arthur D. Little (2017), A true industry disruptor, Digital platforms in freight
transportation
5. Assing et al. (2006), eIMPACT (Contract No. 027421) Socio-economic Impact Assessment
of Stand-alone and Co-operative Intelligent Vehicle Safety Systems (IVSS) in Europe,
eIMPACT Deliverable D3
6. Australia National Transport Commission (2018), Regulating government access to C-ITS
and automated vehicle data, Discussion paper
7. Blu Jay (2017), Logistics as a Service: How logistics experts can reduce spend, save time,
and increase company profits, White Paper, Global Trade Network
8. Cristof E. Ehrhart (2012), Delivering Tomorrow: Logistics 2050 – A Scenario Study,
Deutsche Post AG
9. Delivery Match project, www.deliverymatch.nl
10. DHL Research Team (2018), Logistics Trend Radar: Delivering insight today, creating
value tomorrow, DHL Trend Research
11. E. Demir, V. Ghilas, T. van Woensel (2013), Integrating passenger and freight
transportation: model formulation and insights, Eindhoven University of Technology
12. Eftihia Nathanail and Marco Mazzarino (2018), Integration of passenger and freight
transport in Venice and use of NOVELOG Evaluation tool (EVALOG), Brussels
13. Fabian Behrendt, Lina Katrin Lau, Marcel Muller, Tom Assmann, Niels Schmidkte (2018),
Development of a concept for a smart logistics maturity index, Conference paper
14. Flavio Boscacci and Nicolas Malhene (2014), Combined passenger/goods urban transport
solutions and public transport operators: which challenges? Some scenarios for Milan
through an international comparison, ResearchGate publication
15. Innamaa et al. (2017), Trilateral Impact Assessment Framework for Automation in Road
Transportation
16. Jeremie Capron (2017), A look into logistics automation, RoboGlobal
17. Joanna Oleskow-Szlapka and Agnieszka Stachowiak (2019), The framework of Logistics
4.0 Maturity Model, ResearchGate publication
18. Kurt Sandkuhl, Feiyu Lin, Nikolai Shilov, Alexander Smirnov, Vladimir Tarasov, Andrew
Krizhanovsky (2013), Logistics as a Service: Ontology-Based Architecture and Approach,
Revista Investigacion Operacional
19. Lorant Tavasszy (2018), Innovation and Technology in Multimodal Supply Chains,
International Transport Forum Discussion Paper
20. Matthias Heutger (2014), Unmanned aerial vehicles in logistics, DHL Trend Research
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21. Matthias Heutger (2016), Robotics in logistics: A DPDHL perspective on implications and
use cases for the logistics industry, DHL Research Trend
22. Mehdi El Alami (2017), Urban Logistics: Will technology change the game, Transport &
Logistics Amsterdam
23. OECD/ITF (2017), Managing the Transition to Driverless Road Freight Transport, Case-
Specific Policy Analysis, International Transport Forum
24. Rusul Abduljabbar, Hussein Dia, Sohani Liyanage and Saeed Asadi Bagloee (2019),
Applications of Artificial Intelligence in Transport: An Overview, Sustainability 2019
MDPI Journal
25. Siemens Mobility, Hubs of the future: An integrated mobility network for the passengers
and freight, siemens.com/mobility
26. The State of Logistics Outsourcing (2017), Results and Findings of the 21st Annual Study,
2017 Third-Party Logistics Study
27. Thomas Kipp (2017), Challenges of leading the market in urban logistics, DHL,
Amsterdam 2017
28. Timothy Leonard (2017), Blockchain for Transportation: Where the future starts, TMW
Systems
29. UPS (2017), Main innovations and trends driving the change of Smart Cities, Urban
Logistics Convention – Amsterdam
30. Wolfgang Gruel and Joseph M. Stanford (2016), Assessing the Long-Term Effects of
Autonomous Vehicles: a speculative approach
1.3. STATUS REPORT OF SCIENTIFIC REFERENCE FRAMEWORK, IN
RELATION TO THE PROPOSED RESEARCH TOPIC
The report has been completed according to the literature review that considers relevant
projects and studies about the research areas as automation, logistics, urban freight, impact
assessment, impacts on logistics, impact assessment frameworks for Logistics. The obtained data
are considered to develop a framework, choose similar mechanisms, potential KPIs for a
development of Automation – Logistics as a Service impact assessment mechanism.
1.4. IDENTIFICATION OF ONGOING SIMILAR RESEARCH ACTIVITIES AT
NATIONAL AND INTERNATIONAL LEVEL
Logistics is a fundamental part of supply chain management. It consists of the organisation and management
of flows of goods related to purchasing, production, warehousing, distribution and the disposal, reuse and
exchange of products, as well as the provision of added value services. These days, enterprises often
outsource their logistics activities to third party logistics providers and it is estimated that long-term
contractual relationships, contract logistics, constitute 16% of total global logistics, while
express/courier/parcel service are key to the e-commerce delivery business. A recent study on the EU
logistics market estimated that the logistics operations (excluding in-house operations) amount to €878
billion (2012) in the EU.
7Dottorato di Ricerca, First Year Report | CAPKIN
For this importance, several projects are ongoing in the development of a connection between automation
and logistics such as:
SHOW (SHared automation Operating models for Worldwide adoption) project aims to support the
migration path towards affective and persuasive sustainable urban transport through technical solutions,
business models and priority scenarios for impact assessment, by deploying shared, connected, electrified
fleets of autonomous vehicles in coordinated Public Transport (PT), Demand Responsive Transport (DRT),
Mobility as a Service (MaaS) and Logistics as a Service (LaaS) operational chains in real-life urban
demonstrations all across Europe.
Moreover, the impacts of automation have an ongoing activity, funded by European Commission, that has
a project that is called Drive2theFuture. The project has a work package (WP) to assessment of impacts.
The work package aims to assess the impact of proposed solutions on safety, driver/traveller behaviour,
workforce employability and raising acceptance (from the “drivers”, the operators/stakeholders’ and the
general public’s point of view). After that it also aims to investigate the application and future prospects of
the correlation between automation and MaaS, for both passenger and freight transport.
1.5. RESEARCH PROPOSAL
The research title is “An Impact Assessment Methodology Development for Transport Automation
within the concept of Logistics as a Service”
1.5.1. Introduction
Automation is the future of mobility and innovations that will fundamentally change each kind of transport
system. This will support to avoid worrying about car driving when the vehicles will fully run itself. Several
studies trying to assess the impacts of automation but automation in transportation has some impacts that
are not known well. The main issues to the capacity of these studies aim to catch the impact. The main
barriers for this are lack of number of different examples and variety of assessed impact area(s). Several
impacts are still not known well because number of implemented projects/studies are not much and sot of
them are not enough to provide different perspectives.
The common impact areas are road safety, traffic efficiency, energy consumption, environment, social
effects, socio-economic, and user acceptance. Additionally, the impacts are also related to logistics
operations, but there few studies that are focusing on the autonomous mobility service and autonomous
logistics impacts. Furthermore, in future projects, there should be a general framework to assess the impacts
of autonomous mobility and logistics, a way to support the understanding of the effects of automation in
transportation. Several impacts of LaaS (Logistics as a Service) concept are the well-known, however, the
other impact areas need more focuses on them to provide better impact assessments.
The research goal is to create an assessment framework for the automation in logistics, to provide a better
understanding of effects of automation on impact areas (that will be defined and prioritized) and logistics
operations, and to provide a framework (that will be defined will help of literature review) about automation
and its impacts on logistics operations.
8Dottorato di Ricerca, First Year Report | CAPKIN
1.5.2. Objectives
The proposed research study considers an impact assessment methodology development
for autonomous logistics’ impact assessment. The research aims to have an assessment framework,
with take a reference from literature review, analyze prioritization, to understand stakeholders
prioritizes, of performance areas to provide more efficient performance assessment to the future’s
implementation on autonomous logistics. The assessment methodology will focus on the logistics impact
assessment in Europe. For this purpose, the scientific and technical objectives are the following:
▪ The understanding of references from Literature Review to identify and understand
previous studies and/or projects on urban logistics and freight transport with automation to
review the references on the impact assessment and operational variables of the urban
logistics and freight transport.
▪ Choosing of potential impact assessment frameworks (to be improved based on previous
project needs and stakeholders prioritizes), KPIs, and prioritization methods from literature
search to consider impact areas and their methods.
▪ Developing the impact assessment framework for Logistic as a Service with Automation
with support from previous knowledge
▪ During the impact assessment framework reviews in literature, possible barriers will be
analyzed
▪ Defining the new impact assessment framework (with help of prioritization and previous
needs of stakeholders) and expected impacts and potential KPIs for the Automation –
Logistics as a Service concept for standardization and/or reusability.
▪ Evaluation of the connections between Automated - Logistics as a Service in different
European countries.
After the research project, the impact assessment framework on logistics will be understandable
and valuable to the potential similar projects’ expected impacts, indicators, and assessment on the
Automated Urban Logistics concepts in the future. The study will also be able to answer the questions that
are:
1. According to the SHOW project and other examples, what are the impact assessment frameworks
and tools for the automation in transport and logistics?
2. What are the KPIs and their definitions according to the H2020 SHOW project and H2020
Drive2theFuture project?
3. What is the connection between the concept of LaaS and automation? How this connection can be
useful to avoid current impacts on logistics?
4. What are the possible barriers to such a process of developing impact assessment framework with
automation?
5. How can we generalise the impact assessment framework of transport automation within the
concept of LaaS, starting with the SHOW project?
9Dottorato di Ricerca, First Year Report | CAPKIN
1.5.3. Methodology
Literature review
A focus on the example
Impact areas analysis
Development of impact assessment framework
Impacts on logistics
Scenarios or Models
Connection between Framework and LaaS
Based on the overall purpose of the research project and try to answer the research
questions, the research study’s methodology, with several steps, was found to be necessary. The
methodology to carry out the proposed work is divided into the following steps:
(1) Literature review and studies analysis for the elaboration of criteria for the exploitation of impact
assessment framework as a general framework. A comprehensive literature review will be developed,
with a focus on three major topics: impact assessment framework, and KPI definition within concept of
LaaS (Logistics as a Service).
(2) A focus on the SHOW project as a leading example. As said, the SHOW project will have an impact
assessment framework and it will be placed in highlighting its main features. After that, some similar
projects (such as Drive2theFuture, Trilateral study) can be references.
(3) Impact areas analysis. To create an impact assessment framework for general aspects, the previous
studies and projects can be analysed, and the more used/preferred impact areas can be chosen for help to
create a logistics impact assessment.
(4) Development of impact assessment framework, tools, KPIs definition/prioritization. After the
chosen impact areas (such as safety, user acceptance, etc.), to develop an assessment framework, the tools
(such as surveys, workshops, simulations, etc.) and the KPIs for each impact areas, will be defined. The
prioritization will be applied to understand stakeholders’ priorities by using workshop or questionnaire.
This prioritization will help to obtain more efficient framework that will be developed based on previous
experiences and needs/wants.
10Dottorato di Ricerca, First Year Report | CAPKIN
(5) Impacts on logistics. The KPIs, that are related to defined impact areas and logistics, will be analysed,
and will be suggested to understand which additional KPIs can be considered. According to the literature
review and tools, additional KPIs will be suggested.
(6) Scenarios or Models definition. To assess the impacts on logistics, the possible simulation scenarios
can be used for examples from similar projects, or some models can be chosen for the assessment.
(7) Creating a relationship between impact assessment framework within LaaS, and mitigation of
possible barriers. According to all the above, an impact assessment framework will also be developed
during the SHOW project and some similar examples (such as Drive2theFuture, Trilateral study, etc.)
according to literature review. Starting from it, a general structure of impact assessment methodology will
be completed with several suggestions from literature review and similar projects.
(8) Criteria for generalisation of impact assessment framework for automation in transportation.
According to the outcomes of steps (5) and (7), an impact assessment framework and related KPIs will be
developed, tested, implemented, and available for the future transport automation projects.
The Automation and Logistics as a Service impact assessment framework will be developed. Based
on this structure, the research project will provide an impact assessment framework scheme for the
autonomous logistics services. The impact assessment framework will be a scheme that will consider the
stakeholders' needs and wants, from questionnaires or workshops, and it may be supported by a simulation
model to be an implementation example. The framework scheme will include the development process,
which includes impact areas, KPI prioritization, example scenarios or simulation models, and final product
will be an impact assessment framework scheme on autonomous logistics.
The scenarios will be related to “with automation” and “without automation”. After that, the impact
areas may be related to safety, environment, efficiency, acceptance, etc. (based on Literature Review and
stakeholder questionnaires). Based on the defined impact categories, the KPIs will be chosen from
Literature Review and prioritized with questionnaires that will be applied to stakeholders. With respect to
“with” or “without” scenarios.
For the simulation models, based on the defined scenarios, the data collection can be carried out
with questionnaires. After that, the model may be “Monte Carlo Simulation” that is using the current data
(coming from stakeholder questionnaires based on scenarios) and obtain the possible data for the “with” or
“without” automation in logistics. On the other hand, some formulas or analysis (from Literature Review)
can be useful for the data obtaining, such as Cost-Benefit Analysis for Socio-Economic impact, in order to
simulation models.
112. SECTION B – COLLABORATION AND SUPPORT
ACTIVITIES
2.1. TEACHING SUPPORT
Teaching support was carried out for “Transport Policies” course and “Road Safety”
course in the Sapienza Università di Roma. In addition, the provided lectures for Road Safety
course are described below:
▪ Module 1.3: Basic Concept of Road Safety, Main factors affecting probability of
accidents and injuries
▪ Module 1.4: Basic Concept of Road Safety, The five pillars of Road Safety
*The teaching support has affected by the restrictions (face-to-face education at
universities are suspended) of the global Covid-19 pandemic.
2.2. TRAINING ACTIVITIES
Workshop and Training about impact assessment on logistics according to the international
project are the following:
SHOW project 1st Pan-European workshop virtual meeting, 18 September 2020, Online
participation
SHOW Partner Board meetings, 15-16-17 September 2020, Online participation
SHOW work package online meetings for ongoing situations in WP2, WP9, WP10, WP13,
and WP16, regular online meetings
Urban logistics summer school course for training, online participation
2.3. COLLABORATION WITH STUDIES, RESEARCH, PROGRAMS
The main collaboration has been done on the international projects that are considering the
implementation and/or development of automation, urban logistics, and their impacts. The projects
and their description, objectives and research design are addressed below:
SHOW Project*
• Work Package 2, Deliverable D2.1 and D2.2 preparation
LaaS related works on Business Canvasses
Participation in the WP2 online meetings
• Work Package 9, Activity A9.1
Definition of Key Performance Indicators about Logistics and Freight Transport
Participation in the WP9 online meetings
12Dottorato di Ricerca, First Year Report | CAPKIN
• Work Package 10, Activity A10.1
Simulation plans with role on Logistics related works
Participation in the WP10 online meetings
• Work Package 13
First definition of the KPIs on Logistics to support A9.2
• Work Package 16, Deliverable D16.1 preparation
LaaS related works on Market Analysis
Participation in the WP16 online meetings
SHOW project aims to support the migration path towards affective and persuasive sustainable urban
transport through technical solutions, business models and priority scenarios for impact assessment, by
deploying shared, connected, electrified fleets of autonomous vehicles in coordinated Public Transport
(PT), Demand Responsive Transport (DRT), Mobility as a Service (MaaS) and Logistics as a Service
(LaaS) operational chains in real-life urban demonstrations all across Europe.
The objectives of the project are:
1. To identify and specify priority urban automated mobility Use Cases (UCs) that guarantee high
user acceptance, true user demand and cost-efficiency under realistic operation conditions,
respecting the legal, operational, and ethical limitations
2. To identify novel business roles and develop innovative business models and exploitable products/
services for sustainable automated fleet operations in urban and peri-urban environments
3. To develop an open, modular, and inclusive system architecture and the enabling tools for it; that
supports all UCs and allows for cross-site, cross-vehicle and cross-operators data collection,
analysis and meta services realization
4. To improve the necessary functionalities to all vehicle types (shuttles and pods, buses and cars) to
allow the demonstration UCs to be realized, taking into account the local physical and digital
infrastructure (5G, G5, …), weather and traffic conditions and safeguarding the safety of vulnerable
and non-connected traffic participants through appropriated interfaces
5. To deploy demonstration fleets, infrastructure elements and connected services (DRT, MaaS, LaaS,
etc.) to realise and validate seamless, personalized and shared electric Cooperative Connected
Automated Vehicle (CCAV) services for all travellers in real urban and peri-urban traffic
environments across Europe and, through a vast international collaboration at global level
6. To assess the impact at city level of shared automated cooperative and electric fleets through
holistic impact assessment
7. To transfer the outcomes through proof of alternative operational schemes and business models to
replication sites across Europe and beyond
8. To support evidence-based deployment of urban traffic automation, through replication guidelines,
road-mapping, reskilling, and training schemes for the future workforce, input to certification and
standardization actions and policy recommendations.
(*) This project has received funding from the European Union’s Horizon 2020 Research and
Innovation Programme under Grant Agreement number 875530.
13Dottorato di Ricerca, First Year Report | CAPKIN
Drive2theFuture Project**
• Work Package 6, Deliverable D6.1 preparation
Impact Assessment Literature Search, KPI Analysis, Expected Impacts
Participation in the WP6 online status meetings
Drive2theFuture develops training, HMI concepts, incentives policies and other cost efficient measures to
promote and then to comparatively assess several alternative connected, shared and automated transport
Use Cases for all transport modes and with all types of users (drivers, travelers, pilots, VRUs, fleet operators
and other key stakeholders), in order to understand, simulate, regulate and optimize their sustainable market
introduction; including societal awareness creation, acceptance enhancement and training on use.
Drive2theFuture’s mission is to prepare “drivers”, travelers, and vehicle operators of the future to accept
and use connected, cooperative and automated transport modes and the industry of these technologies to
understand and meet their needs and wants.
Drive2theFuture main objectives are to:
1. Identify and cluster the categories of “drivers”, travellers and stakeholders involved in or affected
by autonomous vehicles, recognise their needs and wants and define relevant use cases, taking into
account issues of transferability of solutions between different transport modes.
2. Model the behaviour of the automated vehicle “driver”/pilot and forecast development of
acceptance for different scenarios of introducing automation.
3. Define the optimal HMI for the different clusters of users, transport modes and levels of automation
to set the ground for raising acceptance by defining data privacy and applying a user-oriented
migration path for the introduction of automation in the European transportation systems.
4. Identify the training needs of all user categories and define relevant training tools and material,
along with training and certification schemes.
5. Perform Demonstration Pilots using appropriate tools and different testbeds, i.e.
Virtual/Augmented Reality simulations, moving-base driving simulators, test-tracks and real-life
environments for all modes, to assess the impact of the proposed tools and concepts to user and
stakeholder acceptance.
6. Assess the impact of proposed solutions on safety, driver/traveller behaviour, workforce
employability and raising acceptance (from the “drivers”, the operators/stakeholders’, and the
general public’s point of view).
7. Investigate legal and ethical issues through a comparative assessment of vehicle vs. human
decisions in different scenarios.
8. Investigate the application and prospects of the correlation between automation and MaaS, for both
passenger and freight transport.
9. Create business models suitable for market uptake of connected, shared, and automated transport.
10. Issue guidelines, policy recommendations and a roadmap on a user acceptance creation path for
automated transport deployment in Europe.
(**) This project has received funding from the European Union’s Horizon 2020 Research and
Innovation Programme under grant agreement no 815001.
14Dottorato di Ricerca, First Year Report | CAPKIN
2.4. COLLABORATION WITH OTHER PROJECTS
Piano di gestione e ottimizzazione dei flussi e della mobilità per la Rete Viaria Regionale in
gestione ASTRAL S.p.A.***
• The use of software TransCAD for analysis of the road graphs in the Lazio Region
• The data insertion to the road graphs from GoogleMaps to TransCAD
• Participation in the online status and next steps meetings
La presente offerta è stata redatta da un Gruppo di Lavoro specializzato, in grado di poter rispondere nel
migliore dei modi alle richieste del Capitolato, sia dal punto di vista trasportistico, che dal punto di vista
informatico. Gli esperti chiamati a far parte del costituendo RTI sono stati scelti, in ambito accademico e
professionale, per le proprie capacità tecnico-scientifiche e per l’esperienza maturata nel corso degli anni
nei settori di competenza richiesti per la realizzazione del lavoro oggetto di gara. La maggior parte degli
esperti scelti ha già lavorato alla progettazione e sviluppo del CeReMSS, ed ha una profonda conoscenza
dell’architettura del Sistema Informativo Centrale e delle Banche Dati, tale da poter garantire un’immediata
e perfetta integrazione con le nuove Banche Dati e con i Moduli Software da implementare nei tempi
richiesti e per il lavoro da svolgere. Al tempo stesso, molti degli esperti coinvolti hanno una profonda
conoscenza del sistema di trasporto stradale del Lazio, avendo preso parte alla redazione del Piano
Regionale della Mobilità, dei Trasporti e della Logistica.
Le figure professionali che lavoreranno al progetto, in caso di aggiudicazione della gara, sono di primo
livello nel mondo della ricerca e dell’innovazione nazionale ed internazionale, in ambito di mobilità,
trasporti, informazione e comunicazione e hanno capacità professionali pluriennali. Fanno parte del gruppo
Professori e Ricercatori universitari, che garantiscono al RTI la capacità di proporre soluzioni
all’avanguardia per lo sviluppo del progetto, così come Professionisti che conoscono approfonditamente il
proprio campo di attività e le relative problematiche e che possono quindi dare un contributo specialistico
unico per l’esperienza maturata nel settore.
L’obiettivo è fornire al Committente un servizio integrato, comprensivo di sistemi informativi
appositamente sviluppati, che ne aumenti significativamente la capacità di analisi delle problematiche
operative e gestionali attinenti la rete stradale di Sua competenza e, più in generale, l’intero sistema di
trasporto stradale della Regione Lazio. Al tempo stesso, il Cliente avrà a disposizione metodologie e
strumenti di supporto alla pianificazione di interventi volti ad ottimizzare flussi e mobilità sulla RVR, in
coerenza con quanto indicato nel Piano Regionale delle Merci, dei Trasporti e della Logistica, in fase di
redazione per conto della Regione Lazio da parte della Mandataria del presente RTI.
(***) This project has received funding from the Lazio Region under agreement number CIG 7960627537
15Dottorato di Ricerca, First Year Report | CAPKIN
PRMTL project****
• Monitoring the time of movements in the Lazio Region by Google Maps (3 times in a peak-hours
of day to monitor the situation during the Covid-19 time in the Lazio Region)
La Giunta regionale del Lazio, al fine di favorire lo sviluppo e la valorizzazione del proprio territorio come
propulsore del Centro Italia, nodo cruciale del sistema infrastrutturale nazionale ed europeo, lavora
costantemente sulla programmazione da inserire nel Piano Regionale della Mobilità, dei Trasporti e della
Logistica della Regione Lazio (PRMTL) per ottimizzare le condizioni di sostenibilità economica, sociale
ed ambientale.
Il progetto si pone come obiettivi principali:
• Lazio propulsore del Centro Italia: stimolare il senso di appartenenza alla Regione e il desiderio
di essere protagonisti del processo di condivisione e di crescita della comunità regionale.
• Più rispetto per l’ambiente: abbattere i livelli di inquinamento atmosferico e acustico derivanti
dall’utilizzo dell’automobile privata riducendo i fenomeni di congestione del traffico. Incrementare
l’offerta di forme di mobilità sostenibile.
• Il trasporto pubblico locale: offrire sistemi di trasporto collettivi funzionali alle esigenze dei
cittadini.
• La sicurezza sulla strada patrimonio di tutti: rispettare se stessi e gli altri per rispettare la vita.
• Il Piano a misura di persona: in una comunicazione con il cittadino efficace e costante da
sviluppare in tutti i processi decisionali.
Il lavoro di redazione del PRMTL, iniziato negli anni passati, è oggi in fase di aggiornamento e non può
esularsi dal rivolgere l’attenzione alla mobilità e ai trasporti nel periodo di emergenza COVID-19. Occorre
oggi lavorare insieme affinché il sistema dei trasporti del Lazio sia in grado non solo di far fronte alle
esigenze immediate di mobilità e sicurezza dei cittadini, ma anche di trovare un nuovo equilibrio, che
garantisca un migliore livello di vivibilità e benessere e possa far fronte alle esigenze dei cittadini in una
vita immediata e futura.
(****) This project has received funding from the Lazio Region, Deliberazione 7/8/2013 No.260
163. ANNEXES – Literature Review
This chapter of the report considers figuring out the connection between automation and urban logistics, to
address the possible impact assessment mechanisms and Key Performance Indicators. After that, useful
tools for the KPI prioritization on logistics. These literature searches are based on references (see chapter
1.2) and some additional references. For the further steps of the research, this following information,
collected from previous studies, will be analyzed and understanded, clarified, and will be used.
Automation Key Performance
Logistics as a Service Indicators
Literature
Review
Tools Impact Assessment
Prioritization Impact Areas
Urban Logistics
There are many definitions of urban logistics, but common to each of them is finding efficient and effective
ways to transport goods in urban areas while considering the negative effects on congestion, safety, and
environment. As mentioned above, the trends of growing e-commerce and urbanization have led to an
increasing number of transport activities in cities. To make our approach more relevant for practical urban
applications, concentration is shifted on the optimization and operational perspective of last-mile delivery.
Within the supply chain of goods, the last mile represents the final and most expensive section of the
transport chain (Gevaers et al., 2009). Today, trucks and light commercial vehicles perform many urban
logistic activities. However, different strategies and concepts are likely to be needed to improve the
efficiency and effectiveness of last-mile delivery in general. It is believed that the problem of last-mile
delivery can be addressed in innovative ways thanks to the development of information and communication
technologies (ICTs) and environmentally friendly vehicles. Therefore, many studies with several
approaches for urban logistics (e.g., parcel lockers, crowdsourcing, food delivery, and electric vehicles)
have been published. Lemke et al. (2016) focused on the analysis of the usability and efficiency of parcel
locker logistics in a case study of a Polish company. They showed that the most important factor for
efficiency in this kind of solution is the location of the machines.
17Dottorato di Ricerca, First Year Report | CAPKIN
Then, Deutsch and Golany (2017) considered designing a parcel locker network as a solution to the last-
mile problem in logistics. They formulated a 0–1 integer linear program to solve the problem and applied
it to an industrial-sized network. In their model, the optimal number of locations and the optimal size of the
parcel lockers were addressed. Devari et al. (2017) investigated peoples’ motivation to participate in
crowdsourced delivery. It was found that using friends in a social network to assist in last-mile delivery
greatly reduced delivery costs and total emissions while ensuring fast and reliable delivery. Kafle et al.
(2017) considered urban parcel deliveries where trucks serve a network of transhipment points and crowd
shippers perform the last-mile deliveries from those points to the customers. Here, crowd shippers are
neither restricted by existing trips nor by an upper bound on detouring. Instead, they place bids on delivery
jobs. The authors developed a tailored tabu search-based algorithm to solve the system design problem.
Tarantilis and Kiranoudis (2002) addressed an open multiplot vehicle routing problem (VRP) for
distributing fresh meat from depots to customers located in an area of the city of Athens. To solve the
problem, a new stochastic meta-heuristic search algorithm termed the list-based threshold accepting
algorithm was proposed. Song and Ko (2016) also solved the food delivery problem in metropolitan cities.
Generally, the problems of last-mile route planning for cold-chain distribution can be modelled as a VRP
with time windows, which considers the costs involved in cold-chain logistics and the characteristics of
temperature-sensitive products.
Although urban logistics has been investigated in academia as described above, the subject is still evolving
because of the continuous changes in urban environments and citizens’ lifestyles. In particular, the increase
in mobile shopping and improvements in technological developments might lead to another delivery mode,
such as drone-based parcel delivery using the rooftops of buildings in urban areas (Kim et al., 2020).
3.1. Automation and Logistics as a Service
Logistics automation is the application of computer software or automated machinery to improve the
logistics operations efficiency undertaken by supply chain management and enterprise resource planning
systems.
Logistics automation is sufficient effectiveness way to:
• Optimize both operational efficiencies and the customer experience
• Streamline your processes while reducing related operational costs
• Provide full visibility and communicate effectively using technology
• Customize customer experiences to build long-term loyalty
18Dottorato di Ricerca, First Year Report | CAPKIN
There are several main logistics automation components:
1. Hardware (fixed machinery, conveyors, sortation, industrial robots, automated storage, and
retrieval systems)
2. Software (integration software, operational control software)
The application of intelligent technologies, especially intelligent transportation systems (ITS) technologies,
in transportation planning, operations, and AVs can significantly improve operation efficiency and level of
service of existing transportation systems.
Five layers of elements essential for having an impact on future of urban transportation
A logistics automation system can provide automated goods in processes, automated goods retrieval for
orders, automated dispatch processing.
There are limitations to logistics automation such as
• Current technology is unable to automate all the desired task
• As a process becomes increasingly automated there is less and less labor to be saved or quality
improvement to be gained.
• Like the above, as more and more processes become automated there are fewer remaining non-
automated processes.
19Dottorato di Ricerca, First Year Report | CAPKIN
In general, logistics management can be one of the major success factors increasing the competitive
advantage of small- and medium-sized enterprises (SME) and industrial enterprises. During recent years,
logistics-related technologies have fundamentally changed. They have become more affordable and
therefore within reach of SMEs. These technologies assist them in improving their efficiency by using
transport management systems (TMS), warehouse management systems (WMS), enterprise resource
planning systems (ERP), product lifecycle management solutions, inventory management software, etc.
(Inbound logistics 2018).
The technological barriers to automated driving systems (ADS) are being quickly overcome to deploy on–
road vehicles that do not require a human driver on–board. ADS have opened possibilities to improve
mobility, productivity, logistics planning, and energy consumption. However, further enhancements in
productivity and energy consumption are required to reach CO2–reduction goals, owing to increased
demands on transportation. In the freight sector, incorporation of automation with electrification can meet
necessities of sustainable transport. However, the profitability of battery electric heavy vehicles (BEHVs)
remains a concern. (Ghandriz et al., 2020) The advantages and disadvantages of the automation and
logistics are the following:
Advantages of logistics automation:
✓ Increased input and productivity
✓ Improved quality or predictability of quality
✓ Improved robustness
✓ Increase consistency of output
✓ Reduced direct human labor costs and expenses
20Dottorato di Ricerca, First Year Report | CAPKIN
Disadvantages of logistics automation:
✓ Causing unemployment and poverty by replacing human labor
✓ Security threats/vulnerability
✓ Unpredictable/excessive development costs
✓ High initial cost
For a clear understanding of automation in road transport some definitions are needed to enable a common
understanding. Automation in this document refers to the transport system as a whole and all its
components:
▪ Vehicles
▪ Drivers
▪ Users
▪ Road based infrastructure
▪ Information systems and applications
The further deployment of automation in road transport will be a shared responsibility among the actors
namely infrastructure operators and automotive industry.
Automation is often used to define something to be “smart”, in which automation takes over control from
humans to do the right thing in complex events or circumstances. Automation can in addition also prove
valuable in non-complex circumstances and it is not necessarily the one or the other. Concepts where driver
and automation can control a vehicle together, cooperatively have proven very successful and intuitive.
Definitions Descriptions
Driver Only Human driver executes manual driving task
The driver permanently controls either longitudinal or lateral control.
The other task can be automated to a certain extent by the assistance
Driver Assistance system
The system takes over longitudinal and lateral control the driver shall
permanently monitor the system and shall be prepared to take over
Pertial automation control at any time
The system takes over longitudinal and lateral control, the driver must
no longer permanently monitor the system. In case of a take-over
High automation request, the driver must take-over control with a certain time buffer
The system takes over longitudinal and lateral control completely and
permanently. In case of a take-over request that is not carried out, the
Full automation system will return to the minimal risk condition by itself.
21Dottorato di Ricerca, First Year Report | CAPKIN
Vehicle automation
The following key areas (not exclusive) should be subject to further research and development regarding
maneuver and trajectory planning:
▪ Human compatible planning algorithms that enable an intuitive interaction and arbitration with the
driver at navigation, guidance (maneuver) and stabilization (control) level and easy mode
transitions (e.g. changing from assisted to partial, highly, or fully automated driving)
▪ Cooperative planning algorithms for the interaction with other road users (vehicles, their
automation and their drivers, pedestrians, cyclists, etc.) exploiting the potential of V2X
communication
▪ Cooperative planning algorithms for the interaction with intelligent infrastructure components and
a smart traffic management system
▪ Integration of navigational level with guidance (maneuvers) (and stabilization) level, especially in
cooperation with traffic management
▪ Integration of sensor (or map) uncertainties and actuator characteristics in planning algorithms
▪ Guaranteed safety of planned maneuvers and trajectories. This includes e.g. guaranteeing the
possibility of a minimum risk maneuver in failed take-over situations of the automation in
emergency situations
▪ Controllability of the execution (control) of planned maneuvers
City logistics (CL) has been investigated for many years, but the topic is still evolving because of the
changes, firstly in the environment, secondly in citizens’ habits. City logistics is mainly associated with
freight transportation issues; therefore, it is likely to be the point of interest of private businesses.
Nowadays, much review-based research has been conducted to define city logistics more precisely and
widely. More contemporary approaches tend to define city logistics in a more holistic way, treating it as a
coordination process of all flows within the urban areas—of freight as well as of passengers. Passengers’
mobility, mainly related to public transport in cities, is naturally organized by public administration, thus,
city logistics covering the flows of cargo and people deserves interests of both private and public
stakeholders. Considering the strong interactions between city logistics and urban development—the
coordination in the management process in the cities whilst considering mobility issues tends to be crucial.
Thus, there is a strong need to identify all stakeholders within the urban transport system. Heterogeneous
stakeholders operating in cities, in fact, interact, both by competing and cooperating, but are characterized
by different objectives. Additionally, they are most often considered as entities that are interested in the
final decisions to be made, even though those decisions do not affect them.
22Dottorato di Ricerca, First Year Report | CAPKIN
The stakeholders can be divided into several main groups:
• Authorities,
• Shippers,
• Freight carriers,
• Public transport operators,
• Residents,
• Other traffic participants.
Generally, all stakeholders may be divided into two groups: public and private. Public ones are represented
by authorities (the local government, the national government) and public transport operators. Private
groups include entrepreneurs (shippers and freight carriers) as well as individuals (residents and other traffic
participants). Authorities, most often the local ones, are mainly interested in increasing the safety of road
traffic reduction and minimizing of congestion and environmental nuisances. From their point of view only
urban freight transport (UFT) itself is considered as the main contributor of external effects. From a more
general perspective, the authorities focus on implementing sustainable urban transport system. Therefore,
taking care for the development of the consensus between other stakeholders is needed. Although most
commonly, it is the municipalities who own public transport operators, any particular case depends on the
model of the public transport adopted in a city. Hence, public transport services may be provided by the
private and public companies.
Shippers’ interest is to maximize quality of service in terms of costs and reliability of transport. Freight
carriers are usually mostly interested in minimizing their costs by maximizing the efficiency of their pick-
up and delivery tours. Additionally, they are expected to provide a high level of service at a low cost.
Dwellers can experience nuisance generated by urban freight transport as external effects; therefore, they
care about sustainable urban transport system. Other traffic participants include cyclists and pedestrians
sharing the same infrastructure with freight transport vehicles, especially in the urban area, as well as with
passenger vehicles. Visitors and tourists can also be included in this group, because they are affected by
urban freight transport, albeit only to a minor degree. Wishing to attract tourists and visitors to come, city
authorities should be vitally interested in minimizing the nuisance caused by urban freight transport. Taking
into consideration the processes that are fundamental in city logistics, the decision makers are gradually
implementing city logistics measures from the perspective of the needs of future generations.
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