Challenges to urban freight transport in historical cities: a case study for Sabará (Brazil)

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Transportation Research Procedia 39 (2019) 370–380 www.elsevier.com/locate/procedia

Green Cities 2018 Green Cities 2018

Challenges to urban freight transport in historical cities: a case study Challenges to urban freight transport in historical cities: a case study for Sabará (Brazil) for Sabará (Brazil) a a a Leise Kelli de Oliveiraa*, Artur Diniz Rocha Macedoa, Júlio Cesar Lobo Sampaioa, Tiago a Diniz Rocha Macedo , Júlio Cesar Lobo Leise Kelli de Oliveira *, Artur Tiago de Paula Mendes de Oliveira , Renata Lúcia Magalhães de Oliveirabb, JoséSampaio Geraldo, Vidal a c de Paula Mendes de Oliveira , Renata Lúcia Magalhães de Oliveira , José Geraldo Vidal Vieirac Vieira a

Federal University of Minas Gerais, Ave Antônio Carlos, 6627, Belo Horizonte 31270-901, Brazil a Federal Center forUniversity Technological Education Minas Gerais, Av. Amazonas, Belo Horizonte 30421-169, Brazil Federal of Minas Gerais,ofAve Antônio Carlos, 6627, Belo5253, Horizonte 31270-901, Brazil b c Federal University of São Carlos, Rodovia João Leme dos Santos (SP-264), Km 110, Sorocaba 18052-780, Brazil Federal Center for Technological Education of Minas Gerais, Av. Amazonas, 5253, Belo Horizonte 30421-169, Brazil c Federal University of São Carlos, Rodovia João Leme dos Santos (SP-264), Km 110, Sorocaba 18052-780, Brazil b

Abstract Abstract Brazilian historical cities face the challenge of developing urban mobility plans, preserving the historical and cultural heritage and preserving the original urban A plausible solution to reduce impacts the of the flow ofand goods in historical Brazilian historical cities face the characteristics. challenge of developing urban mobility plans, the preserving historical cultural heritage citiespreserving is to investigate different deliveries systems A to plausible reduce thesolution externalities of this paper theinresults of a and the original urban characteristics. to reduce theactivity. impactsThis of the flowpresents of goods historical surveyisthat identified different the factors involvedsystems in the to implementation of an Urban Distribution Centre (UDC) in Sabará (Brazil), cities to investigate deliveries reduce the externalities of this activity. This paper presents the results of a considering modes non-motorized to perform in historic centres. this, we identified the perception of (Brazil), retailers survey that identified the factors involved in the the delivery implementation of an UrbanFor Distribution Centre (UDC) in Sabará concerning historical and technical to attributes. analysed in thehistoric data using descriptive The results indicate that lack of considering modes non-motorized perform We the delivery centres. For this,statistics. we identified the perception of retailers attractiveness of UDC,and considering point ofWe view of retailers located in descriptive historic citystatistics. centre. However, weindicate identify that the need to concerning historical technical the attributes. analysed the data using The results lack of explore solutions for urban delivery the in Brazilian historical cities tolocated preserve heritage. attractiveness of UDC, considering point of view of retailers in historic city centre. However, we identify the need to explore solutions for urban delivery in Brazilian historical cities to preserve historic heritage. © 2018 The Authors. Published by Elsevier B.V. © 2019 The Authors. Published by Elsevier B.V. This is an open accessPublished article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) © 2018 The Authors. by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Selection and peer-review under responsibility of the scientific of Cities 2018. 2018. This is an open access article under the CC BY-NC-ND licensecommittee (https://creativecommons.org/licenses/by-nc-nd/4.0/) Selection and peer-review under responsibility of the scientific committee of Green Green Logistics Logistics for for Greener Greener Cities Selection and peer-review under responsibility of the scientific committee of Green Logistics for Greener Cities 2018. Keywords: urban freight transport; historical cities; urban distribution centre; non-motorized modes; retailers’ point of view. Keywords: urban freight transport; historical cities; urban distribution centre; non-motorized modes; retailers’ point of view.

* Corresponding author. Tel.: +55-31-3409-1742. address:author. [email protected] * E-mail Corresponding Tel.: +55-31-3409-1742. E-mail address: [email protected] 2352-1465 © 2018 The Authors. Published by Elsevier B.V. This is an open access under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) 2352-1465 © 2018 Thearticle Authors. Published by Elsevier B.V. Selection under responsibility of the scientific of Green Logistics for Greener Cities 2018. This is an and openpeer-review access article under the CC BY-NC-ND licensecommittee (https://creativecommons.org/licenses/by-nc-nd/4.0/) Selection and peer-review under responsibility of the scientific committee of Green Logistics for Greener Cities 2018. 2352-1465  2019 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/) Selection and peer-review under responsibility of the scientific committee of Green Logistics for Greener Cities 2018. 10.1016/j.trpro.2019.06.039

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1. Introduction Brazilian cities face problems related to the lack of transportation planning, negatively influencing the traffic of goods and people. The mobility problem stands out as a challenge for the researcher, urban planners and local authorities, in a scenario of high private vehicle use and high demand for delivery. In Brazilian historical cities, the scenario is even more challenging due there are the same mobility problems from other cities, additionally with traffic generated by the tourism sector. Zanirato (2008) points out that mobility in the historic centres became a problem when the use of private transport stood out against the use of public transportation. Costa et al. (2013) point out that in historical cities the problem is often found in the restricted road structure due to the historical-cultural heritage and the high demand for the circulation of vehicles in this same infrastructure. Pires (2003) identifies some rules that differentiate historical cities, such as the maintenance of churches, alleys and very narrow streets, occupation and the location of dumps and traffic signs, which can not disrupt tourist attractions. The protection of historic centres against the negative impacts of traffic is necessary (Pulawska & Starowicz, 2014). Muñuzuri et al. (2005) point out the historical city centre is not able to absorb the high levels of demand for people and freight transport. According to Pulawska & Starowicz (2014, p.293), the distribution “in the centre of historical cities is one of the most difficult challenges of present-day urban logistics”. Tozzi et al. (2014) state the local sustainability delivery system contributes to mobility regarding preservation of the cultural heritage. In this scenario, the residents and tourists in historical cities need goods, as well as in any other place. In Brazil, the historical cities face the challenge of developing urban mobility plans designed for supporting urban needs and, therefore vehicle flow. This challenge is directly related to the mandatory preservation of the historical and cultural heritage in such urban areas. On the one hand, the vehicle flow in those cities impacts negatively the urban goods distribution, which stands out as a required activity to ensure intrinsic economic relations. On the other hand, the preservation of the historical places is threatened by the intense traffic in its surrounding. Those impacts are significant mainly in the city centre, where historical buildings are clustered, hosting a diversity of small retailers, accessible through narrow streets, and facing a high concentration of pedestrians and tourists movements. In this context, traffic management in historical surroundings is crucial, going from the establishment of time-windows for cargo vehicles to general vehicle restriction. On the contrary, there is a range of small retailers that demand a large number of vehicles in historical areas for frequent deliveries. At times, these freight vehicles do not respect the directions to preserve the world heritage, transshipping in forbidden places, such as at the entrance of cities and highways, and ignoring the time-window. In this sense, in this paper, we present challenges to urban freight transport in Sabará (Brazil), considering the viewpoints of retailers. Sabará is a historical city within the Belo Horizonte metropolitan area (BHMA). BHMA is the third major metropolitan area in Brazil and counts on a population of 5.8 million inhabitants. In contrast, Sabará has only over 130 thousand inhabitants, being a touristic city mostly due to its historic heritage: seven churches from the eighteenth century, which exhibit the unique local architecture. Due to the historic and touristic potential of Sabará, which also impacts the metropolitan region, the urban freight transport may result in negative impacts on the daily urban activities and impairment the sites. 2. Urban freight transport in historical cities We carried out a systematic literature review to identify the papers published that analyse the urban freight transport in historical cities or historical city centre. We use “urban freight transport” and “historical city” as keywords. We found 20 papers in Scopus database. Analysing the title, we selected 10. We found another 18 papers in Scopus database using "urban distribution" and "historical city". From that, we identify more three papers suitable with the scope of this paper. Analysing the abstract, we selected 12 papers to compose our portfolio reference database. We present the number of paper by year of publication and journal published in Figure 1: 81% of papers were published since 2014, mainly in Research in Transportation Business & Management journal.

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5

Transportation Research Procedia Supply Chain Management: An International Journal

4

Number of papers

3

Research in Transportation Economics

3

Research in Transportation Business & Management

2

Procedia - Social and Behavioral Sciences Cities

1

Case studies on Transport Policy

0

2010

2012

2014

(a)

2015

2017

0

1

2

3

4

5

Number of papers

(b)

Fig. 1. (a) number of papers by year of publication; (b) number of papers by journal published.

This result indicates that the analysis of urban freight transport in historical cities is still scarce in the literature. The literature indicates the coordination of all stakeholders is fundamental to the success of city logistics projects in historical city centres (Pulawska & Starowicz, 2014; Österle et al., 2015). Muñuzuri et al. (2012) and Morganti & Gonzalez-Feliu (2015) presents the access restrictions as a typical urban freight policy in historic areas. Urban consolidation centre is one solution considered by Rooijen & Quak (2010), Tozzi et al., (2014), Morganti & Gonzalez-Feliu (2015), Österle et al. (2015), and Nocera & Cavallaro (2017). Schliwa et al. (2015) indicate the cargo cycles as a solution to the historical city centre. Rooijen & Quak (2010) relate the impacts of a new urban consolidation centre (called Binnenstadservice.nl) in Nijmegen (Germany), based on receivers, with positive results after its first year of operation. The authors also relate UCCs to supply the historical city centre of La Rochelle (France) and Leiden (Germany). The lack of enforcement and the capacity of an electric vehicle are problems observed in La Rochelle. In Leiden, the number of customers for UCC was not sufficient to reach the break-even volume. Muñuzuri et al. (2012) present the access restriction to freight vehicle as practice in historical areas. According to Muñuzuri et al. (2012), the restricted access is based on two issues: pollution and size of the vehicle. The automatic access control is one of the best methods to guarantee the access policies. Nuzzolo & Comi (2014) assess the effects of urban freight distribution due to demographic changes in a mediumsized urban area carried an analysis in Padua (Italy). The results indicate that demographic changes impacts on shopping and restocking flow. Pulawska & Starowicz (2014) relate the attempts to new solutions to urban distribution in the historical city centre of Krakow (Poland), including credit points system based on camera registration system, camera’s system for registration of entries, entry fee system to the market square based on the subscription. The authors relate that the cause of the project failure was the lack of interest of the stakeholders in a business venture. Also, the authors conclude that the city authorities have no obligation to provide freight logistics management. Pulawska & Starowicz (2014) also summarise the projects to urban logistics in the historical city centre of Ljubljana (Slovenia), Poitiers (France), and Lucca (Italy). Van Duin et al. (2010) relate the UCC in Malaga for cross-docking in the outskirts of the historical centre. Tozzi et al. (2014) demonstrate the strict relationship between the efficiency of the distribution process from UDC and the size of the area served by it, analysing urban goods movements in Parma (Italy). Österle et al. (2015) present the collaborative planning process of a city logistics project in Como (Italy) based on local freight stakeholders, analysing urban consolidation centre (UCC), vehicle technology and policy measures. Nocera & Cavallaro (2017) assess the carbon reduction with a new urban consolidation centre (UCC) in Lucca (Italy). In Lucca there is a mobility restriction policy for commercial vehicles: truck-exceeding 3.5t are not allowed to enter the city centre; there are specific hours to loading/unloading goods, with maximum time parking; municipality promotes the use of electric vehicles. The results of evaluation of carbon reduction indicate the introduction of an UCC and the electric fleet has potential to shift (and to reduce) the last mile freight transport. Morganti & Gonzalez-Feliu (2015) describe the regulation to limit access to the delivery vehicle in the historical centre of Parma (Italy). The Municipality implemented an urban distribution centre (in 2008) to provide the

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deliveries in this area, with traffic regulations to reduce the emissions. Also, an Ecocity delivery service was created defining access criteria to the historical centre. The authors conclude that the consensus with stakeholders, the location of an UDC and regulation of traffic access are the essential elements to make viable urban food distribution in Parma. Finally, according to Blinge (2014), the sustainability projects implemented in historical city centres have been successful, and Schliwa et al. (2015) indicate the cargo cycles as a vehicle for sustainable city logistics in a historical city centre. Sfendonis et al. (2015) present the user’s acceptance concerning a low emission zone in the centre of Thessaloniki (Greece). 3. Methodological approach The methodological approach used in this paper is based on a questionnaire developed by Carvalho (2017). The primary information of the questionnaire are:  Characterization of the commercial establishment: ○ Address; ○ Sector; ○ Time delivery.  Evaluating urban freight transport: ○ I am satisfied with the current frequency of goods delivery (variable ‘frequency of deliveries’); ○ I am satisfied with the current delivery time of goods (variable ‘time delivery’); ○ My establishment is close to a loading and unloading place (variable ‘location l/u areas’); ○ I share cargo vehicles with other establishments in the city (variable ‘sharing freight vehicle’); ○ I use technologies to communicate with the carrier (variable ‘technologies for communication’); ○ The city hall has made initiatives for the improvement of the goods traffic in the historical centre, in the last years (variable ‘city hall initiatives’).  Impacts of urban freight transport; ○ The movement of freight vehicles generates visual impact (variable ‘visual impacts’); ○ The movement of freight vehicles at the historical city centre causes accidents (variable ‘road security’); ○ The urban freight transport is one of the responsible for the traffic jam in historical city centre (variable ‘traffic jam’); ○ The goods delivery at the historic city centre contributes to damage the historic heritage (variable ‘damage to historic heritage’).  City logistics measures: ○ The analysis of air pollution level must be considered at the creation of solutions for the urban freight transport (variable ‘air pollution’); ○ The improvements in urban freight transport must take into account the environmentally friendly vehicles (variable ‘environmentally friendly vehicles’); ○ The solutions for urban freight transport must increase the level of customer service (punctuality, short delivery deadlines, availability of goods) (variable ‘level of customer service’); ○ The city logistics solutions must consider the increase of the number of parking areas (variable ‘parking areas’); ○ It is necessary to use smaller vehicles for goods delivery of goods at the historical city centre (variable ‘smaller vehicles’); ○ The urban freight transport planning can be done together with retailers, carriers and the municipality (variable ‘stakeholders’ cooperation).  Attractiveness of an urban distribution centre: ○ I consider important to divide the goods distribution in two steps: use of bigger vehicles for outside of the city transportation (highways) and smaller vehicles inside the city (variable ‘Separate inside and outside of the city delivery’);

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○ I am interested to check the quality and quantity of products prior to its delivery on my establishment (variable ‘checking goods delivered’);

○ I am interested to send return goods (damaged products, unsold stocks) to an extern location in order to liberate area at my establishment (variable ‘Send return goods to an external location’);

○ I am interested that the unpacking of products to sale happen before its delivery, in an external location (variable ‘unpacking process’);

○ I am interested that the labelling of prices is made outside my establishment, prior to its delivery (variable ‘label prices’);

○ I am interested to have 24-hour reception of goods service, outside my establishment (variable ‘24-hours goods reception’);

○ I am interested in monitoring my stock in outside location in order to, in case of a missing product, it can be delivered at this place (variable ‘stocking monitoring’);

○ I am interested in having security and tracking of goods services (variable ‘security and tracking goods’). We present the variables using a 1-5 Likert scale to obtain the opinion of the respondents. For each variable, the scales range from 1 (strongly disagree agree) to 5 (strongly agree). The data for this study was drawn from a survey carried out with 53 commercial establishments, in loco. The survey was conducted in 2017. All the establishments were visited. Approximately 70% of them (37 establishments) agreed to answer the questions. We use Software R to compute (i) the descriptive statistics, (ii) method of successive intervals. The method of successive intervals is a behavioural model, based on a psychometric scale, which estimates the relative importance of the individual characteristics of the respondents' opinion (Sjöberg, 1967; Edwards & Gonzalez, 1993). Providelo & Sanches (2011) detail the application of this method. 4. Results The history of Sabará begins in 1674, relating to the discovery of gold in the region. Sabará is considered the first colonial town of Minas Gerais. Today, with 135,196 inhabitants, the historic centre is preserved, with nineteenthcentury mansions. Also, in Sabará are located seven churches of century XVII, the second oldest theatre in Brazil, and the last house of intendancy and foundry still standing in Brazil. Sabará is one of the few cities in Minas Gerais that have the three phases of the Baroque Art. Sabará is located 25 kilometres from Belo Horizonte (one of the most important cities in Brazil) being the primary origin of most deliveries in Sabará. The historical city centre of Sabará is closer to a highway, the route of access of freight vehicles to Sabará. The historical centre of Sabará has narrow streets with cobblestones. The municipality of Sabará has regulated schedules for loading and unloading activities: between 7 pm and 10 am. The time-peak occurs between 7 am, and 10 am. Since 2008, the movements of freight vehicle greater than 4.5 tons are forbidden in the historical city centre. We present the products marketed in commercial retailers in Sabará in Figure 2. There is a high concentration of retailers that sell articles of clothing and pharmacies. The number of pubs and restaurants are also significative. The number of retailers that sell handcraft is not significative like in others historical cities in Brazil. We conclude that the commercial establishments located in historic city centre in Sabará meet, primarily, the needs of the inhabitants.

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Others

375

34%

Building material

8%

Clothing

22%

Market

11%

Pharmacy

14%

Pubs and Restaurants

11% 0%

5%

10%

15%

20%

25%

30%

35%

40%

Fig. 2. Goods marketed in stores in the historic centre in Sabará.

Table 1 presents the descriptive analysis and results of the method of successive intervals to the evaluation of urban freight transport, according to the retailers interviewed. The time and frequency of deliveries are currently considered satisfactory for retailers in the historical centre of Sabará. On the other hand, shopkeepers disagree with the initiatives to improve freight traffic in recent years, as loading/unloading areas. Another relevant point is the shopkeepers do not use technologies to communicate with the carriers and do not acknowledge the city hall initiatives regarding urban freight transport. The time that the delivery occurs is the variable better evaluated, according to the method of successive intervals and city hall initiatives, is the variable worst evaluated by retailers located in historical city centre in Sabará. Table 1. Evaluation of urban freight transport. Variable Minimum

1st quartile

Median

3st quartile

Mode

MSI

Time deliveries

3

5

5

5

5

1.00

Frequency of the deliveries

1

3

5

5

5

0.97

Location loading/unloading areas

1

1

1

5

1

0.65

Sharing vehicles

1

1

1

5

1

0.64

Technologies for communication

1

1

1

5

1

0.62

City Hall initiatives

1

1

1

1.25

1

0.00

We illustrate the positive evaluation of urban freight transport (UFT) in Figure 3. There are two concentrations of shops where the shopkeepers evaluated negatively the UFT in Sabará.

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Fig. 3. Evaluation of urban freight transport.

We present the evaluation of impacts of urban freight transport in the historic city centre of Sabará in Table 2. The damages to the historical heritage are the primary impact from urban freight transport in the historical centre. The traffic jam is not considered an impact from UFT. Figure 4 illustrates these results, indicating the impacts of urban freight transport as low. Table 2. Impacts of urban freight transport on historical city centre. Variable Minimum 1st quartile

Median

3st quartile

Mode

MSI

Damage to historic heritage

1

2

5

5

5

1.00

Visual impact

1

1

4

5

5

0.85

Road Insecurity

1

1

1

4.25

1

0.33

Traffic Jam

1

1

1

1

1

0.00

8

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Fig. 4. Impacts of urban freight transport.

Table 3 presents the evaluation of city logistics measures in Sabará. The results indicate that the use of smaller vehicles for urban distribution is essential and the best alternative according to retailers. This measure is desirable due to the narrow streets in the historic city centre. One interesting result concerning the air pollution was observed. In general, in European cities, there is concern about air quality. This concern is not yet available in Brazilian cities. In this way, the impact of air quality on historic heritage is not yet related. Also, the stakeholders’ cooperation is another issue to be developed in Brazilian context (not only in historical cities). The municipality decisions, in general, do not consult the stakeholders in the planning process. Recently, the popular participation began to be considered to decide the investment in new works of infrastructure. However, this is an initiative observed in the metropolis. The small and medium cities still do the “old politics”, where the people with influence in the city made the decision. Table 3. City logistics measures. Variable

Minimum

1st quartile

Median

3st quartile

Mode

MSI

Small vehicles

3

4

5

5

5

1.00

Service level customer

2

3

5

5

5

0.62

Parking spaces

2

3.75

5

5

5

0.58

Environmentally friendly vehicles

1

4.75

5

5

5

0.25

Stakeholders’ cooperation

1

3

5

5

5

0.18

Air pollution

1

3

4

5

5

0.00

We illustrate the opinion of retailers about city logistics measures in Figure 5. The same group of retailers that evaluate the urban freight transport negatively also strongly agree with city logistics measures. Similarly, the same group of the retailer that evaluate the urban freight transport positively, strongly disagree with city logistics measures. This result indicates that in that specific region, there are problems related to urban freight transport. However, we do not identify this specify problem in field visit.

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9

Fig. 5. City logistics measures.

Table 4 demonstrates the lack of attractiveness of urban distribution centre (UDC), from the retailer's point of view. The retailers are not interested in additional service provided by UDC. Also, the lack of confidence between stakeholders (in this case, carriers and retailers) make necessary to inspect all goods delivered in commercial establishments. Another point concerns the size of historical centre: the area is small and, probably, do not made the UDC operation economically viable. With these results, we can conclude that retailers that evaluate the urban freight transport negatively also agree strongly with city logistics measure and assess the urban distribution centre positively as one city logistics measure. Table 4. Attractiveness of urban distribution centre. Variable Minimum

1st quartile

Median

3st quartile

Mode

Security and tracking of goods

0

0.75

1

1

0

Checking goods delivered

0

0

0

1

0

Send return goods to an external location

0

0

0

1

0

24-hour goods reception

0

0

0

1

0

Unpacking process

0

0

0

1

0

Label prices

0

0

0

0

0

Stocking monitoring

0

0

0

0

0

Despite the lack of attractiveness of urban distribution centre to retailers located in the historical centre in Sabará, the results are consistent. In the interviews, we identified a shopkeepers' dissatisfaction with the policies adopted by the municipality. In general, the interviewees believe that the city hall does not know how freight transportation takes place in the historical centre. Also, we identify the lack of supervision: passenger vehicles usually park in loading/unloading spaces, and trucks often do not follow the established time (7:00 pm - 10:00 am) to make deliveries. Worse yet, it is the non-respect to the limit of the capacity of the load of the vehicles, which has a direct impact on the historical patrimony.

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The results and the observation in loco demonstrate lack of knowledge from municipality about issues involving urban freight transport. In this sense, it is urgent the dissemination of the importance of the activity to the city besides impacts to the historical patrimony. 5. Conclusion The freight mobility planning is essential for historical cities. Alternative solutions, based on minimal impacts to historic patrimony are necessary. However, planning is not enough. It is necessary that the stakeholders (retailers, carriers, population) understand the importance of the urban freight transport and the impact that it brings to the historic patrimony for the acceptability of city logistics measures. This paper brings an initial contribution to understanding the urban freight transport process in a historical city centre. The results indicate the lack of attractiveness of UDC, considering the point of view of retailers located in historical city centre. However, we identify the need to explore solutions for urban delivery in Brazilian historical cities to preserve historic heritage. Finally, we recognise that the results are exploratory and that new research about this phenomenon is necessary. Are the problems similar in other historical cities? Is it possible to develop an urban logistics plan for all historical cities? Would this plan restrict the access to freight vehicles? How would deliveries take place? Issues such as these are motivating for future research. Acknowledgements The authors acknowledge the support of CNPq and FAPEMIG in the research. References Blinge, M., 2014. Policy measures to realise green corridors – A stakeholder perspective. Research in Transportation Business & Management, 12, 55-92. DOI 10.1016/j.rtbm.2014.06.007 Carvalho, N. L. A., 2017. Analysis of the criteria for the implantation of urban distribution centers in Brazilian historical cities: the case of Ouro Preto. Master Thesis. UFSCar. Available at https://repositorio.ufscar.br/handle/ufscar/8815 [in Portuguese] Edwards, A. L., Gonzalez, R., 1993. Simplified Successive Intervals Scaling. Applied Psychological Measurement, 17(1), 21-27. Morganti, E., Gonzalez-Feliu, J., 2015. City logistics for perishable products: the case of the Parma’s Food Hub. Case studies on Transport Policy, 3, 120-128. DOI 10.1016/j.cstp.2014.08.003 Muñuzuri, J., Cortés, P., Guadiz, J., Onieva, L., 2012. City logistics in Brazil: Why it might never work. Cities, 29, 133-141. DOI 10.1016/j.cities.2011.03.004 Muñuzuri, J., Larrañeta, J., Onieva, L., Cortés, P., 2005. Solutions applicable by local administrations for urban logistics improvement. Cities, 22(1), 15-28. Nocera, S., Cavallaro, F., 2017. A two-step method to evaluate the Well-To-Wheel carbon efficiency of urban consolidation centres. Research in Transportation Economics, 65, 44-55. DOI 10.1016/j.retrec.2017.04.001 Nuzzolo, A., Comi, A., 2014. A system of models to forecast the effects of demographic changes on urban shop restocking. Research in Transportation Business & Management, 11, 142-151. DOI 10.1016/j.rtbm.2014.03.001 Österle, I., Aditjandra, P. T., Vaghi, C., Grea, G., Zunder, T. H., 2015. The role of a structured stakeholders consultation process within the establishment of a sustainable urban supply chain. Supply chain management: an international journal, 20(3), 284-299. DOI 10.1108/SCM05-2014-0149 Providelo, J. K., Sanches, S. P., 2011. Roadway and traffic characteristics for bicycling. Transportation, 38, 765-777. DOI 10.1007/s11116-0119353-x Pulawska, S., Starowicz, W., 2014. Ecological urban logistics in the historical centers of cities. Procedia Social and Behavioral Sciences, 151, 282-294. DOI 10.1016/j.sbspro.2014.10.026 Rooijen, T., Quak, H., 2010. Local impacts of a new urban consolidation centre – the case of Binnenstadservice.nl. Procedia Social and Behavioral Sciences, 2, 5967-5979. DOI 10.1016/j.sbspro.2010.04.011 Schliwa, G., Armitage, R., Aziz, S., Evans, J., Thoades, J., 2015. Sustainable city logistics – Making cargo cycles viable for urban freight transport. Research in Transportation Business & Management, 15, 50-57. DOI 10.1016/j.rtbm.2015.02.001 Sfendonis, N., Basbas, S., Mintsis, G., Taxiltaris, C., Politis, I., 2017. Investigation of the user’s acceptance concerning a low emission zone in the center of Thessaloniki, Greece. Transportation Research Procedia, 24, 280-287. DOI 10.1016/j.trpro.2017.05.119 Sjöberg, L. (969. Successive Intervals Scale of Paired Comparisons. Psychometrika, 32(3), 297-308. DOI 10.1007/BF02289593

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