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Biodiversity offset credits in New South Wales are transacted within a regulatory environment defined by detailed trading rules and many different types of biodiversity credits that can lead to thin markets and high transaction costs. This paper describes a market designed to facilitate efficient and effective transactions. The market includes a search algorithm to identify who can exchange with whom, according to the regulatory constraints, and an online exchange tool to facilitate efficient price discovery and allocation of offset contracts.

Coastal erosion is a global and pervasive phenomenon that predicates a need for a strategic approach to the future management of coastal values and assets (both built and natural), should we invest in protective structures like seawalls that aim to preserve specific coastal features, or allow natural coastline retreat to preserve sandy beaches and other coastal ecosystems. Determining the most suitable management approach in a specific context requires a better understanding of the full suite of economic values the populations holds for coastal assets, including non-market values. In this study, we characterise New South Wales residents willingness to pay to maintain sandy beaches (width and length). We use an innovative application of a Latent Class Binary Logit model to deal with Yea-sayers and Nay-sayers, as well as revealing the latent heterogeneity among sample members. We find that 65% of the population would be willing to pay some amount of levy, dependent on the policy setting. In most cases, there is no effect of degree of beach deterioration characterised as loss of width and length of sandy beaches of between 5% and 100% on respondents willingness to pay for a management levy. This suggests that respondents who agreed to pay a management levy were motivated to preserve sandy beaches in their current state irrespective of the severity of sand loss likely to occur as a result of coastal erosion. Willingness to pay also varies according to beach type (amongst Iconic, Main, Bay and Surf beaches) a finding that can assist with spatial prioritisation of coastal management. Not recognizing the presence of nay-sayers in the data or recognizing them but eliminating them from the estimation will result in biased WTP results and, consequently, biased policy propositions by coastal managers.

Coastal erosion is a global and pervasive phenomenon that predicates a need for a strategic approach to the future management of coastal values and assets (both built and natural), should we invest in protective structures like seawalls that aim to preserve specific coastal features, or allow natural coastline retreat to preserve sandy beaches and other coastal ecosystems. Determining the most suitable management approach in a specific context requires a better understanding of the full suite of economic values the populations holds for coastal assets, including non-market values. In this study, we characterise New South Wales residents willingness to pay to maintain sandy beaches (width and length). We use an innovative application of a Latent Class Binary Logit model to deal with Yea-sayers and Nay-sayers, as well as revealing the latent heterogeneity among sample members. We find that 65% of the population would be willing to pay some amount of levy, dependent on the policy setting. In most cases, there is no effect of degree of beach deterioration characterised as loss of width and length of sandy beaches of between 5% and 100% on respondents willingness to pay for a management levy. This suggests that respondents who agreed to pay a management levy were motivated to preserve sandy beaches in their current state irrespective of the severity of sand loss likely to occur as a result of coastal erosion. Willingness to pay also varies according to beach type (amongst Iconic, Main, Bay and Surf beaches) a finding that can assist with spatial prioritisation of coastal management. Not recognizing the presence of nay-sayers in the data or recognizing them but eliminating them from the estimation will result in biased WTP results and, consequently, biased policy propositions by coastal managers.

Technological innovations from the last few years, in the combination with city logistics (CL) initiatives, make the definition of novel, complex, sustainable CL solutions possible. Unmanned aerial vehicles (drones) as a technology attracted lots of attention in the literature. Various researches focused on different drone-based delivery approaches, but there are only a few articles dealing with drones as the elements of complex CL concepts. The goal of this paper is to evaluate different drone-based CL concepts. Based on the existing ideas of drone application in delivery, the main group of CL concepts and their variants are defined, which represents the main contribution of the article. The evaluation and ranking of concepts are performed from the aspect of all CL stakeholders and the defined set of criteria by applying measurement of alternatives and ranking according to compromise solution (MARCOS) multicriteria decision-making (MCDM) method in spherical fuzzy environment, which represents another contribution of the article. The results indicate that the potentially best CL concept, with the final score of 0.408, is the one that refers to the transformation of the logistics system into a two-echelon system with the implementation of micro-consolidation centers (MCCs), in which the delivery of goods to MCCs is realized with rail transportation mode and the last delivery phase with drones. It is followed by the concepts that imply MCCs, and rail transportation in the function of mobile depots for drone launching and MCCs and ground delivery vehicles (GDVs), with the final scores of 0.395 and 0.390, respectively.

Overcoming the global sustainability challenges of logistics requires applying solutions that minimize the negative effects of logistics activities. The most efficient way of doing so is through intermodal transportation (IT). Current IT systems rely mostly on road, rail, and sea transport, not inland waterway transport. Developing dry port (DP) terminals has been proven as a sustainable means of promoting and utilizing IT in the hinterland of seaport container terminals. Conventional DP systems consolidate container flows from/to seaports and integrate road and rail transportation modes in the hinterland which improves the sustainability of the whole logistics system. In this article, to extend literature on the sustainable development of different categories of IT terminals, especially DPs, and their varying roles, we examine the possibility of developing DP terminals within the framework of inland waterway container terminals (IWCTs). Establishing combined road–rail–inland waterway transport for observed container flows is expected to make the IT systems sustainable. As such, this article is the first to address the modelling of such DP systems. After mathematically formulating the problem of modelling DP systems, which entailed determining the number and location of DP terminals for IWCTs, their capacity, and their allocation of container flows, we solved the problem with a hybrid metaheuristic model based on the Bee Colony Optimisation (BCO) algorithm and the measurement of alternatives and ranking according to compromise solution (i.e., MARCOS) multi-criteria decision-making method. The results from our case study of the Danube region suggest that planning and developing DP terminals in the framework of IWCTs can indeed be sustainable, as well as contribute to the development of logistics networks, the regionalisation of river ports, and the geographic expansion of their hinterlands. Thus, the main contributions of this article are in proposing a novel DP concept variant, mathematically formulating the problems of its modelling, and developing an encompassing hybrid metaheuristic approach for treating the complex nature of the problem adequately.

Modern social trends are intensively transforming supply chains and the last mile as their most complex and most expensive segment. For the realization of the last mile, various solutions can be defined which combine initiatives, technologies, and concepts of city logistics. The successful implementation of these solutions depends on the characteristics of the city, the goals of stakeholders, and the ability to achieve economic, social, and environmental sustainability. In accordance with that, this paper defines innovative sustainable last mile solutions and evaluates their potential application in the real-life logistics system of the city. As evaluation requires consideration of a large number of criteria, this is a problem of multicriteria decision-making, and for solving it, a novel hybrid model that combines Delphi, FARE (Factor Relationship), and VIKOR (Višekriterijumska Optimizacija i Kompromisno Rešenje) methods in the fuzzy environment has been developed. The applicability of the model is demonstrated in the example of evaluating the last mile solution for the central business district of the City of Belgrade. A combination of microconsolidation centers and autonomous vehicles is obtained as the most favorable solution.

The goal of city logistics (CL) is to reconcile the interests of all stakeholders and find compromise solutions for problems associated with the urban logistics flows. A great number of CL initiatives have been the subject of research, analysis and practical application. Some of them indicated significant positive effects, but their implementation brought only partial effects. The non-systematic approach in problem-solving and neglect of other stakeholders’ interests by the local government caused the failure of many applied CL initiatives. The purpose of this paper is to evaluate the CL initiatives categories sustainability, taking into consideration the goals of all stakeholder groups. This is the first paper analyzing various CL initiatives categories simultaneously, from the aspect of providers, shippers/receivers, local authorities, and residents, which is the main contribution of the paper. Twelve basic CL initiative categories were considered, while their assessment and ranking were performed with a novel hybrid multi-criteria decision-making (MCDM) model based on fuzzy Analytic Hierarchy Process and fuzzy Measurement Alternatives and Ranking according to Compromise Solution, which is another contribution of the paper. The results indicate that the development and implementation of logistics centers emerge as the best CL initiative category for solving CL problems in the city of Belgrade. The theoretical implications of this article are the creation of a framework for the evaluation of the sustainability of CL initiatives, as well as the novel MCDM model that could be used for problem-solving in different areas. The practical implication of the article is the provision of a framework for decision-makers, policy-creators and practitioners for supporting the process of plans development and initiative implementation in the field of CL.

Multicriteria decision making (MCDM) is a field that helps decision makers evaluate alternatives based on multiple criteria and encompasses scoring, distance-based, pairwise comparison, and outranking methods. Recent developments have aimed to solve specific problems and overcoming the limitations of previous methods. This paper proposes a new axial-distance-based aggregated measurement (ADAM) method, which is used in combination with the best-worst method (BWM) to evaluate agri-food circular economy (CE)-based business models (BMs) to create a more sustainable and efficient system for producing and consuming food. This paper proposes nine BMs, which were evaluated against eight criteria. The BWM method was used to obtain the criteria weights, while the ADAM method was used to obtain a final ranking of the BMs. The results indicate that a sustainable circular agri-food supply chain is a BM that can bring companies the most significant progress in business and strengthen their position in the market. We concluded that the ADAM method is effective for solving MCDM problems and that, overall, the model is an effective tool for solving the problem defined in this study. The main contributions are the development of a new MCDM method and a hybrid model, the establishment of the framework for evaluation and selection of CE-based BMs, and the identification of the most important ones.

The purpose of this study is to conceptualize a novel idea of potentially sustainable city logistics concepts—the development of urban consolidation centers (UCCs) on riverbanks and the establishment of city-dry port (DP) micro-consolidation centers (MCCs) as their displaced subsystems within the delivery zone. The concept enables the application of river transportation in delivering goods to the UCC, where the modal shift to electric delivery vehicles takes place for delivering goods to city-DP MCCs. In the final delivery phase (from city-DP MCCs to flow generators), smaller eco-vehicles are utilized. An innovative methodology for the planning and selection of the most sustainable concept variant is developed. The methodology combines mathematical programming and the axial-distance-based aggregated measurement (ADAM) multi-criteria decision-making (MCDM) method. The application of the defined approach is demonstrated in a case study inspired by Belgrade, Serbia. The theoretical contribution of this study is in demonstrating how a wide set of potentially viable city logistics concepts can be defined, starting from an initial idea (city-DP MCC). The practical contribution lies in developing a robust methodology that considers all relevant tactical and operational-level planning questions and takes into account qualitative and quantitative criteria in evaluating different concept variants.

The development of intermodal transportation (IT) systems is of vital importance for the sustainability of logistics activities. The existing research point at individual directions of action for system improvement and increase of IT participation in overall transportation, thus reducing negative impacts of logistics on sustainability. However, there is a lack of research defining complex scenarios that unite existing ideas and concepts of IT system development and improvement. Accordingly, this article deals with the definition and selection of the most appropriate IT development scenario for the region of Southeastern Europe. Six different potential scenarios that differ in the network configuration, the required level of logistics infrastructure development, the role of different IT terminal categories, the involvement of different transportation modes, and goods flows’ transformation degree, are defined. The scenarios are analyzed according to four stakeholder groups and twelve defined criteria. A novel hybrid multi-criteria decision-making model, based on fuzzy Delphi, fuzzy Factor Relationship (FARE), and fuzzy Measurement of Alternatives and Ranking according to Compromise Solution (MARCOS) methods, is developed for solving the problem. The definition and analysis of the problem, the way of establishing the scenarios, as well as the development of a novel hybrid model are the main contributions of this article. A significant contribution is also the consideration of the Dry Port (DP) concept for the first time in the context of river ports. The results indicate that the scenario referring to the development of the IT core network with the Danube DP terminals is potentially the most appropriate scenario for the Southeastern Europe IT system.