Analyzing the use of blockchain for managing loading zones for urban
distribution
Análisis del uso de
blockchain para la gestión de zonas de cargas para la distribución urbana
Martín Tanco [1], Daniel Jurburg [2], Pilar Menendez [3], Juan Andrés Topolansky [4], Felipe Algorta [5]
Recibido: Septiembre 2021 Aceptado:
Diciembre 2021
Summary.-
The lack of efficiency in
the use of the on-street infrastructure dedicated to loading and unloading
freight in the city, with their shortage and inefficient placement, generates
congestion and delays during urban freight deliveries. An exploratory study is
presented on the feasibility of incorporating technology into the management of
dedicated loading/unloading areas for urban logistics in downtown Montevideo
(Uruguay). After data of the neighborhood was collected, and the main
stakeholder interest gathered, the paper analyzes a feasible technological
solution to the problem, considering the restrictions posed by the stakeholders
for sharing information. Due to the increasing influence of blockchain and its
implementation for specific logistic problems, such as product traceability,
the introduction of blockchain as part of the solution is considered and
discussed in the system architecture.
Keywords: Blockchain; urban freight transport;
loading/unloading areas; urban logistics.
Resumen.-
La falta de eficiencia
en el uso de la infraestructura dedicada a la carga y descarga de carga en la
ciudad, junto con su escasez y colocación ineficiente, genera congestión y
retrasos en las entregas de carga urbana. Este estudio, presenta un estudio
exploratorio sobre la viabilidad de incorporar tecnología en la gestión de
áreas dedicadas de carga / descarga para logística urbana en el centro de
Montevideo (Uruguay). Una vez recopilados los datos del barrio, y recogido el
interés principal de los involucrados (stakeholders), este artículo analiza una
solución tecnológica factible, considerando las restricciones impuestas por los
actores para compartir información. Debido a la creciente influencia de
blockchain y su implementación para problemas logísticos específicos, como la
trazabilidad del producto, la introducción de blockchain es considerada como
parte de la solución y se discute en la arquitectura del sistema.
Palabras clave: Blockchain; transporte de carga
urbano, zona de carga/descarga, Logística urbana.
1. Introduction. - The growth of the world population has brought an increasing percentage
of people living in urban centers, in developed as well as undeveloped
countries. These highly densely populated areas generate an increase in
commercial activity to meet the residents’ needs, which enhances the complexity
of freight transport needed to distribute and commercialize high volumes of
products (Fransoo & Blanco, 2017). Therefore, urban freight becomes a key
factor in city dynamics.
In
particular, South America has reached 80% of urbanization, a percentage
expected to keep growing shortly, causing new challenges for authorities and
city logistic stakeholders. Poor planning of urban logistics directly affects
regional development, reducing the competitiveness of supply chains. It also
generates a negative impact on the quality of life of the citizens through
increased risk of accidents, congestion, and noise pollution (Kelli et al.,
2018). A consequence of this poor long-term planning is that the transport of
consumer products must face the lack of freight-oriented infrastructure.
One
example is the shortage of exclusive loading and unloading parking zones (LUPZ)
for freight activity. These are zones by the sidewalk, usually identified with
painted lines and signs, reserved for freight vehicles to carry out their
loading and unloading maneuvers. The saturation of their capacity during peak
hours forces trucks to park in double rows, on garage entries, and forbidden
zones. Although vehicles are sometimes fined because of these practices, these action
does not prevent them from continuing to commit the infractions, because
parking far away from retailers (in allowed parking zones) implies loss of time
while transporting the load by foot, and risks associated with not being able
to keep the vehicle within sight.
One
of the main problems faced by local authorities in determining the correct
location and number of LUPZ, together with achieving efficient management of
these areas. To address this problem, the use of Information and Communication
Technologies (ICT) tools is suggested. Kijewska et al. (2018) define telematics
systems as “spatially arranged physical information systems with dedicated
functionality that, using communication capabilities, enable the recipient to
provide designed services”. Another
problem faced by the government is the lack of empirical information describing
the dynamics of urban freight distribution.
In
order to present a primary solution for existing problems, the feasibility of
incorporating a telematics solution for managing LUPZ is studied. Specifically,
the utility and feasibility of using blockchain as a part of the solution are
discussed. Moreover, a survey was designed and carried out based on the unified
theory of acceptance and use of technology (UTAUT).
The
novelty of this article is analysing the possible introduction of blockchain as
part of a telematics solution for urban freight logistics. Blockchain has been
used for traceability of chains of production and logistical networks involving
various companies and means of transport (DHL and Accenture, 2018), but not for
urban freight distribution or parking management.
In
section 2, a literature review was developed, including the topics of freight
parking, existing telematics solutions for managing LUPZ efficiently, and
blockchain. Then, in section 3, the adopted methodology is presented. It is
followed by the main results obtained from the research in section 4. The use
of blockchain to manage LUPZ is discussed and analyzed, and a possible
technological solution is presented, with blockchain as a part of the solution
but not as its key component. Finally, in section 5, results are discussed, and
conclusions are presented regarding future paths of research are drawn.
2. Literature Review. - ‘The process for totally optimizing the logistics and
transport activities by private companies, with the support of advanced
information systems, in urban areas, while considering the traffic environment,
the traffic congestion and energy consumption within the framework of a market economy
is defined by Taniguchi, Thompson, Yamada and Van Duin (2001) as city
logistics. This definition outlines the importance of using advanced
information systems as a key support tool to manage city logistics.
From the various problems
associated with the complexity of managing city logistics, various studies have
identified parking as a key issue within urban freight distribution (ASCE,
1989; Han et. Al., 2005; Manzano dos Santos and
Sánchez-Díaz, 2016). Malik, Sánchez-Díaz, Tiwari & Woxenius (2017) carried out a
summary of existing studies related to the problem of urban freight parking,
classifying them into three categories: those which analyze and quantify the
problem, those which propose parking supply and demand simulation models, and
those which offer information about public policies to deal with the problem.
2.1. Technological Solutions. - Numerous papers
suggest the correct regulatory policy to manage loading zones, but few studies
refer to concrete technological innovations conducted by local authorities
(Comi, Schiraldi & Buttarazzi, 2018). For example, Muñuzuri, Cortés, Guadix
& Onieva (2012) establish that a suitable way for improving the management
of LUPZ would be a web application through which freight operators can ensure
the availability of a freeloading zone at a given hour. The system would
guarantee an adequate rotation of vehicles in the loading zones, avoiding long
stays by freight vehicles. The authors mention the use of plate recognition
systems to detect infractions such as exceeding the allowed time of use for the
zone.
A case of successful implementation
of this sort of solution was a pilot test performed in Seville (Spain), where a
loading zone booking web application was developed. These systems are feasible
in urban areas if there exists regulation that prevents vehicles from parking
illegally close to their final destination (Muñuzuri, Larrañeta, Ibáñez &
Montero, 2006). A year later, another similar pilot study was carried out in Lugano
(Switzerland) with positive results (Stickel & Furmans, 2005).
Similarly, McLeod &
Cherret (2011) modeled a loading zone pre-booking system for Winchester
(England). They observed that the system helped to distribute the hours of peak
demand more evenly, reducing the maximum number of heavy vehicles operating in
the area simultaneously. On the other hand, they concluded that a potential
disadvantage of a pre-booking system is the uncertainty of whether truck
drivers can reach the reserved zones on time. For instance, in case of an
externality that affects the whole network (like a traffic accident), the
system would collapse. Therefore, a pre-booking system could lack the required
flexibility to deal with dynamic situations. Studies by Berenguer, Da Silva,
and Balassiano (2004) and Comi et al. (2017), also propose different
alternative architectures for a loading zone management system.
Widening the range of study,
Perry, Oberhart & Wagner (2015) establish that truck parking management
policies (not distinguishing between urban and route) have mainly focused on
increasing the number of loading zones, improving the access to information regarding
the availability of free zones, and working together with the private sector.
Technologies used to detect free zones in the USA and Europe are diverse,
including cameras, magnetic, induction, thermal, and infrared sensors, among
others. To communicate with the users, variable message signs (VMS) are mainly
used, although there also exists communication through web apps, cellphone,
radio, and pre-booking systems[6].
The latest research found in the
literature regarding telematic tools for LUPZ management was by Comi, Schiraldi
& Buttarazzi (2018), who merged route planning and LUPZ management by
designing a telematic tool prototype that suggests a delivery path and
schedule, considering real-time information, and books the required delivery
areas for the distribution operation.
2.2. Blockchain. - Blockchain is a type of decentralized
ledger with a consensus protocol that allows different participants to share
information without needing to trust each other. It was initially theorized in
1991 and implemented for the first time in 2008. Since then, its popularity has
grown and it has been implemented for diverse areas worldwide, taking advantage
of its potential to solve a wide variety of problems. In the context of
financial transactions, blockchain eliminates the need to rely on intermediary
institutions such as banks and guarantees the fulfilment of previously
established rules through Smart Contracts (Allende, 2017).
Blockchain ledges present
specific advantages compared to traditional databases. The information
becomes inalterable once it is written in a block. Modifying an existing block
would require such a great amount of computational power that it becomes
virtually impossible. This is probably the most important characteristic of
blockchain, which allows users who do not necessarily trust each other to hold
a distributed database and share information without the need for a trusted
third party. Smart Contracts also allow the automatized fulfilment of previously
agreed terms and conditions for every transaction. According to ISO standards,
blockchain ledged can be permissionless public, permissioned private, or
permissioned public depending on the degree of decentralization and the
existence of nodes which different hierarchies (Allende, 2021).
A report by DHL and Accenture
(2018) mentions cases of application in the medical sector, in the creation of
digital identities for people without documentation, in the energy industry,
and the fabrication and management of car parts. It also refers to its possible
application to manage registers and documentation in logistic chains, improving
their transparency, efficiency, and traceability. Furthermore, the report
mentions smart contracts as valuable tools for automatizing commercial
processes, together with IoT (internet of things) technology.
Löf
(2017) states that blockchain is beneficial when the intention to keep a database
or transfer property exists between different entities who do not trust each
other, without a central authority who governs the process. He also refers to
it being favourable “if the data benefits from a chronological timeline and is
allowed to be public to all participants of the blockchain". On the other
hand, he establishes that “it is important to understand the limited domain
where the technology adds value”, and that “blockchain technology is not
beneficial for many of the usage areas proposed in the blockchain sphere”.
Regarding the limited
usefulness of blockchain technology, Wüst & Gervais (2017) created a
decision tree to determine whether blockchain is the appropriate technological
solution for a given problem. According to the authors, the use of
blockchain is only justified if all the following conditions are met:
A) There is a
need to store data representing the state of a system. Otherwise, no database
is required, and a blockchain is a form of a database.
B) There are
multiple writers of the database. If only one exists, “a blockchain does not
provide additional guarantees and a regular database is better suited because
it provides better performance […]” (Wurst & Gervais, 2017).
C) There is not
an always online trusted third party (TTP). That is a person or entity with
access to the database who is trusted by all participants. “If the TTP is
always online, write operations can be delegated to it and it can function as a
verifier for state transactions”.
D) Not all
writers are known and trusted. If there exists mutual trust between the
participants of the database, “a database with shared access is likely the best
solution”.
Although blockchain has become
increasingly popular across different areas of activity, its usefulness depends
on the problem being tackled and should not be assumed without a proper
evaluation.
3. Methodology. - The main objective of this
study is to analyze the feasibility of incorporating a technological solution that
includes blockchain for managing LUPZ in downtown Montevideo (capital city of
Uruguay). To achieve this, three research questions were formulated:
·
H1: Can blockchain be incorporated as part of the
solution?
·
H2: Does blockchain add value to the solution?
·
H3: To which extent does the reluctance to share
information affect the implementation of a solution for managing loading and
unloading parking zones?
To give answers to
these questions, as a first phase, a bibliographic review was carried out.
Based on Ballantyne et al. (2013), the main stakeholders and actors involved in freight
transport were identified and later confirmed through surveys and interviews. The research showed
the following results about the situation of the different actors involved.
Shippers (senders
of goods), shop owners, freight transport companies, and authorities were
determined as the main relevant actors for this paper. The interaction between
these different groups determines urban freight activity. To optimise freight
distribution in cities, the contribution of these actors to the final solution
proposed is fundamental.
As a second phase, seeking the
development of an integrated solution, the different actors involved were
included in the research through the following three activities:
·
A workshop with managers and owners
of freight transport companies, trade unions, and municipal authorities’
representatives was conducted with the help of an international expert
researcher in urban freight logistics. The goal of the workshop was to
encourage cooperation between the different sectors and contribute ideas
towards possible technological solutions for problems caused by urban delivery.
·
Surveys
aimed at haulers were carried out. The questions were designed based on the
unified theory of acceptance and use of technology (UTAUT) and using the
questions proposed in Venkatesh et. Al. (2003) as a guide. The goal was to
measure the potential users’ intention to embrace a technological solution for
managing freight loading and unloading in the area, as well as obtaining their
points of view of the issue. The UTAUT determines four main constructs which
predict user acceptance of new technology; these are performance expectancy,
effort expectancy, social influence, and facilitating conditions (Venkatesh,
Morris, Hall, Davis, & Davis, 2003). A total of 25 answers were obtained
from managers, logistics directors and drivers, and urban truck owners.
·
Surveys
to shop owners and employees from the neighborhood were carried out also using
the UTAUT model, to determine their acceptance of the use of a technological
solution for freight transport problems. In this case, 57 surveys were carried
out. This number of surveys was limited to the hours that the team spent on the
street visiting shops and to the fact that not everyone accepted to collaborate
and answer the questions.
·
An interview with representatives
from the city’s municipal government, to obtain their view and evaluation of
the problem was conducted.
|
|
|
Figure 1. Urban
freight stakeholders and actors. Adapted from Ballantyne
et al. (2013). |
The third phase of
this research included a field study for determining the quantity and location
of existing LUPZ in the neighbourhood. The register of the necessary data
obtained from the field study was carried out using Fulcrum® app. Information
about the location (coordinates), size, orientation, and main characteristics
of the LUPZ were gathered. The information was displayed using Power BI ®.
|
|
|
Figure 2. Location of public loading and unloading
areas in downtown Montevideo (powered by Fulcrum® and Power Bi®). |
Finally, the fourth phase in
this research included a study on the feasibility of including blockchain for
the proposed telematics solution in order to evaluate if a blockchain with
shared access was the best solution for the identified problem. For this purpose,
interviews with three Uruguayan blockchain experts were carried out.
3.1. Downtown Montevideo. - Downtown
Montevideo (Ciudad Vieja) is a neighborhood distinguished for its historical
relevance. It presents relevant characteristics for the investigation. First,
in this part of the city, the streets are narrow, most of them with just one
lane of circulation. Also, it has specific pedestrian and automobile
restrictions to favor tourism. For example, the entry of specific large cargo
vehicles is prohibited. Moreover, it contains a high number of businesses and
companies, which demand large volumes of freight delivery over a small
geographical area (around 1 km2), and some of these
entities have private parking zones to develop their activities.
Moreover, the distribution of
the public LUPZ was not properly planned, and they were situated randomly.
According to local authorities, there was no previous research done about the
correct methodology to determine the proper number and location of the LUPZ.
Relevant parameters such as the location and concentration of retailers were
not taken into consideration.
In downtown Montevideo, there
are 390 shops and restaurants that receive commodities once or more times per
day, on average. These businesses are normally of small size and they have
limited places to store products. These results were obtained from field
research carried out during this investigation.
4. Results. –
4.1. Involvement of Actors. - According to the
first phase, the literature review was performed to generate the research
framework. In the second phase, as mentioned, the different stakeholders and
actors were involved during the research through different activities. Through
interviews with five private logistic managers, their views concerning the
problems related to urban distribution occurring in downtown Montevideo were
obtained. The main identified problems were:
·
Traffic jams caused by the congestion
of freight and private vehicles.
·
LUPZ not being enough.
·
The time designated for the use of a
LUPZ not being enough.
·
Lack of control by authorities.
·
Private vehicles often occupying
LUPZ.
During these interviews,
private managers reported that a telematics solution that provides the
opportunity to pre-reserve loading zones would not offer much utility, because
it would require high levels of coordination between shops and transport
operators. As most of them are small shops and often do not possess adequate
technological devices, this is a restriction for efficient coordination. On the other hand, a mobile app or a webpage
that shows the live availability of LUPZ could help optimise freight
distribution times and reduce traffic, as it would allow the transport
operators to modify their route according to the loading zones that are
available in a dynamic way, thus making better-informed decisions. The telematics
system would need to be compatible with the routing programs used today by some
freight companies.
As to the workshop conducted,
this experience allowed an opportunity to generate an open discussion space
between the public and private sectors and to present the different
perspectives of the problem. Some remarkable points of view about the
introduction of technology for the management of LUPZ emerged in this instance.
For example, the private sector expressed being willing to share information to
an authority or a mediator that manages the information if confidentiality is
ensured, and it is only used for the optimization of urban distribution
logistics. Moreover, the proposed solution would need to be flexible and
adaptable to future demand volume shifts.
An interesting opinion
obtained in the workshop was that, before the enforcement of a telematics solution,
it is necessary to study the location and the assigned time of use of the
existing LUPZ in the city where it is going to be implemented, as well as the main
sources of demand. Quantifying the problem is essential to identify the origin
of traffic jams and externalities caused by inefficient freight activity.
Another point to take into
consideration is a survey oriented to haulers about the acceptance of new
technologies. The questions of the survey were based on the UTAUT model.
Although the model has not yet been validated specifically for the management
of LUPZ, it is expected to predict reasonably well the acceptance of this kind
of technology. The survey showed that the 4 constructs included in the UTAUT
model were evaluated positively. Out of 5 points as the maximum, 3.9 was the
minimum value obtained. Moreover, almost all questions included in the
questionnaire scored above the mean value (3).
Taking into
consideration the perspective and knowledge of the different actors and
stakeholders, the solution should involve an app that registers the usage of
the LUPZ. This information allows users to know whether the LUPZ is available
or not apart from giving the authorities valuable information about the usage
of these areas. Information such as frequency and rush hours of usage can help
to manage the location and quantity of these areas in a more efficient way. As
described in the third phase of the methodology, the LUPZ were identified and
described.
|
UTAUT |
Question |
Result |
UTAUT variable result |
|
Performance
Expectancy |
The APP would help me find a
loading and unloading area faster |
4.3 |
4.1 |
|
The APP would reduce risks while
unloading |
3.7 |
||
|
The APP would reduce the irregular
parking situations (double row parking, parking in unassigned areas, etc) |
4.3 |
||
|
Social
Influence |
The company where I work encourages
de use of new technology |
4.2 |
3.9 |
|
I would be willing to use new
technology if the company where I work requires it |
3.9 |
||
|
My co-worker's opinion affects my
decision towards using the APP |
3.7 |
||
|
Effort
expectancy |
I
periodically use mobile applications |
4.6 |
4.1 |
|
I periodically use the computer |
4.0 |
||
|
I usually learn to use a new
program or application easily |
4.7 |
||
|
Using the application during
working hours would not be a distraction |
2.9 |
||
|
Learning how to use de application
would require a short period of training time. |
4.2 |
||
|
Facilitating
Conditions |
I have good access to the internet
in the place I work |
4.3 |
4.1 |
|
The company where I work has
specialized staff to help me with the application |
3.8 |
||
|
The company where I work supplies
me with the technological devices, I need to complete my tasks |
4.2 |
||
|
The application would be compatible
with the actual programs the company uses |
3.9 |
Table 1. Survey
results.
4.2. Proposed Solution. - To
start with, the telematic tool must provide a way of detecting the live
occupation of the LUPZ. This would provide users information about the
availability of LUPZ, allowing them to make better-informed route choices. A
first method would be freight transporters validating their use by SMS when
they stop in a LUPZ. Its principal advantage is the easy and quick
implementation, as it is a technology that is already being used in the country
for managing private vehicle parking zones. Another option is using sensors or
cameras that automatically detect if the LUPZ is available or not. In both
cases, this information could be later used to measure to which extent the
areas cover the demand and whether they are placed inefficient locations.
Moreover, it would be
interesting that, through a mobile application or web page, users could access
information about location, schedule, size, and vehicles authorized for the
LUPZ apart from their availability.
Furthermore, another way of
managing LUPZ more effectively is authorities improving their control over
them. In many cases, unauthorized vehicles use the areas. It would be useful if
the system controlled the vehicles that park on LUPZ. Besides, it might also be
of interest to control whether the trucks and vehicles that use LUPZ have the
corresponding authorization to enter downtown, have paid their taxes and
circulation fees, and other related regulatory verifications.
In order to save all this
information, a registry is needed. This database should be actualized
automatically in case the technology used makes it possible, or manually
actualized if the stakeholders involved cooperate to send and validate the
information required. The following figure
visually covers the mentioned points.
|
|
|
Figure 3. Proposed
solution diagram. |
For the management of the
areas, there are two different options. The first one involves users booking
LUPZ in advance (pre-booking). The transport companies would have to plan their
distribution routes according to the schedules of the areas. The second option
is to book only when the truck arrives at the LUPZ.
During interviews and
discussion instances, freight companies and authorities ruled out pre-booking.
Principally this was because of the continuous delays and reschedules that
occur during distribution. This makes it very difficult to comply with strict
and unalterable routes. If this type of system was implemented, it would need a
high degree of coordination between the merchants and the drivers of the
trucks. In the case of the second option, the reschedules would not be a problem.
This system would enable the users to modify their routes in case one nearby
LUPZ becomes available, thus providing better flexibility.
The platform for the users
could be a mobile app or a web page that enables them to access different
information. To start with, it would show a map of the downtown with all the
LUPZ and its availability. For example, a green area is a freeloading zone
while a red area is occupied. If pre-booking is used, it would have to include
a timetable with the hour hand of every LUPZ, showing when it is available or
occupied. In this timetable, each user can reserve a period to use the LUPZ.
Different types of users for the different stakeholders and actors may be
necessary. For example, a type of user for senders of goods and freight
transport operators and a different type of user for authorities. While the
first ones should have access to information such as hours and quantity of
areas used by their company’s trucks the authorities may need information about
where and when someone committed a traffic offense.
4.3. Blockchain. - In the fourth phase of the
methodology, the possibility of including blockchain in the aforementioned
technological solution applied to the management of LUPZ was evaluated
through interviews with three Uruguayan experts in the blockchain field.
The three of them argued that
it would be reasonable to use a permissioned private blockchain. This type of
blockchain consists of a central group of entities that deploy, run, and
maintain all nodes. In that way,
individual peers are given permission to participate in the blockchain's read
or write operations. These kinds of networks
are generally developed and maintained by a blockchain service provider. Moreover,
permissioned private networks are not decentralized nor transparent, and the
scalability is very limited, they are usually designed for a single use case or
application.
(Allende, 2021).
Therefore, data such as the
place, date, and identifier of the video recordings made by the camera system
could be saved in a blockchain. The video files per se should still be stored
inside a physical server, as blocks cannot hold such big chunks of information.
Any conflict which arises due
to the lack of trust between users and authorities could be solved by looking
for the information in the blockchain. For example, if a private vehicle owner
is fined for parking on a LUPZ and requests proof, arguing that the sanction
was wrongly imposed, the blockchain holds the inalterable information which can
trace the sanction back to the corresponding video file, with its date and
location. This constitutes indisputable proof; thus, the complaint can be
settled.
If a traditional database was
used for this purpose, the veracity of the information could not be completely
guaranteed (consider the case of a malignant writer who manipulates the data
stored in the database). According to one of the experts interviewed, this type
of complaint is very usual, especially regarding fines for excess speed
controlled by cameras and radars.
According to the proposed
solution, the following system architecture was developed. As it is shown,
cameras would record the LUPZ activity. Then, the image is processed and,
together with a plate recognition system, information of when, where, and who
used the areas is stored. To access this data, there are two important aspects
to consider. Firstly, the recordings of the cameras would be saved in a
database such as MySQL. In order to make these recordings confidential and
inalterable blockchain would be part of the solution. As previously mentioned,
the place, date, identity code, and other important information of the
recordings made by the different cameras would be saved in a blockchain. All
the access to this data is controlled by the business logic which manages the
exchange of information. The estimated cost of the project is USD 10000 per
LUPZ, including installation of hardware and software, added to 500 USD per
month for maintenance.
4.4.
System Architecture. –
|
|
|
Figure 4. System
architecture. |
5. Discussion
and Conclusion. - In the following section, the
results of the investigation are discussed considering to which extent the
research questions were answered. Moreover, the limitations of the study are
presented together with future needed research.
Results
during research showed that shop owners are not necessarily concerned about
freight transport problems, which contradicts what is stated by Ballantyne et
al. (2013). This attitude is mainly explained by the fact that they are not
directly affected by the timing of inefficiencies if the goods are delivered.
However, it must be noted that they are probably affected indirectly, as
traffic jams and congestions make the neighbourhood less attractive for
potential consumers.
Moreover,
the problems identified during research are in accordance with what the local
authority had previously established, as well as the negative consequences of
urban freight distribution mentioned in the literature. Additionally, as
established by Malik, Sánchez-Díaz, Tiwari & Woxenius
(2017), parking was identified as a key issue within urban
freight distribution.
Regarding
the hypothesis of to which extent does the reluctance to share
information affect the implementation of a solution for managing the LUPZ,
results showed that managers and owners of transportation companies are willing
to share part of their operational information with a trusted third party (TTP)
if it was necessary to develop an information system which improves the
dynamics of urban distribution. This TTP could be the local authorities or a
private agent who manages the system. The security of the data could be
guaranteed via a contract that prohibits the TTP from selling or distributing
the shared information. This system may not be enough for countries or cities
where businesses trust the government to a lesser extent.
Besides,
the applied UTAUT model confirmed that a technological solution for managing
the loading and unloading zones would be well accepted by freight transport
operators, which are relevant stakeholders of the problem and final users of
the system.
The
proposed solution would enable haulers to optimize their tasks. By knowing the
availability of the LUPZ in the area they can modify their route towards the
free zones which not only saves time but also reduces congestions and the
consumption of fuel. Moreover, the information on the demand of the LUPZ would
help authorities to control their quantity and location.
Regarding
blockchain, the research concludes that it could only be useful in ensuring one
specific function of the telematic system: the veracity of the information. In
accordance with literature and opinions shared by the interviewed blockchain
experts, the main and most important characteristics of blockchain regarding
its possible implementation for logistical chains are the inalterability of
information and chronological traceability. In conclusion, and related to the
research questions formulated, blockchain can be incorporated as part of the
solution adding value up to a certain extent, being useful especially for
keeping a timestamp and ensuring the veracity of important information, e.g.
time, place, and date in which a video was recorded, to avoid trust problems
when the system provides proof of disobedience of loading zones’ rules of use.
According to the four conditions established by Wüst
& Gervais (2017) for determining whether blockchain is useful for a given
problem, the problem discussed in this paper does not need blockchain, since
the database would have only one writer (the municipal authority) which is
generally trusted for being a governmental entity. It must be noted that the
authors’ methodology for answering the question “do you need blockchain?” is
rather simplistic since it tries to answer a complex question through a few
simple steps, and the presented research has shown that there could be some
utility in incorporating blockchain to the telematics solution for managing
LUPZ. The municipal authority could even be considered a non-trusted party in
some cases.
Future
research is needed to determine the freight transport demand of LUPZ. Together
with this, a methodology for determining the optimum quantity and location of
LUPZ for downtown Montevideo should be designed. This would enable local
authorities to have a clear perspective of whether a change in their actual
location can generate a positive impact in reducing traffic jams. Moreover, it
helps the different stakeholders and actors to have a clearer scale of the
problem.
In
order to introduce the technological solution, the exact quantity, location,
and conditions of the cameras relative to the loading zones should be studied.
Apart from the telematics system, human supervision would be necessary to
control unauthorized utilization of the LUPZ and deal with problems of the
system, both hardware, and software.
One
of the most important future challenges in developing the mobile application.
It should acquire the functions mentioned in the proposed solution apart from
future improvements.
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