The performance of a freight interchange warehouse can be improved and/or enhanced through the analysis, study and optimization of active processes for the treatment/handling of goods. This paper proposes a discrete event microsimulation model as a tool useful to design a freight interchange warehouse and, particularly, to manage the exchange of freights between heavy lorries, coming from extra-urban regions, and small electric vans used for urban distribution. In particular, the paper focuses on dimensioning the warehouse structure and handling means in order to optimize the operational activities in relation to inbound freight flows (vehicles from extra-regional areas) and outbound freight flows (urban distribution service). The micro-simulation model allowed ex-ante and ex-post evaluations proving to be a useful decision support tool in planning.

This paper focuses on the provisioning of goods which come from a long distance to a city. A city logistics system introduced in an urban area is studied. The arriving freight, from national origins, is investigated, considering different modal alternatives. Different transport mode services and relative models to estimate principal attributes (times, costs and prices), are considered. The aim of the paper is to compare attributes modelled and revealed of different mode-service alternatives for long distance freight transport. An application in a real context is carried out, considering the city of Reggio Calabria in the south of Italy. The case study is relative to the organization of a city logistics system centered on an urban distribution center.

As is well known, city terminals in densely populated areas affect traffic, infrastructures, health and the environment. In more detail, a new terminal has the potential for influencing urban transport strategies, environmental aspects, infrastructure development, city logistics, freight transport, port and city interaction, and life cycle management. In light of the above facts, the objectives of this study were confined into the preliminary analysis of the life cycle cost (LCCA) associated to several hypotheses in terms of geometric design and pavement design of a new city terminal. Hypotheses included: a) the choice of the location of the freight terminal (close to railway track, motorway and port of a town having a population of about two hundred thousand people); b) layout and main heavy vehicle paths from/to the terminal; c) equipment; d) main operations; e) dynamic and static loads of equipment; f) pavement design alternatives, construction and quality assurance. Under the above hypotheses, a life cycle cost analysis has been carried out, including rehabilitation alternatives, resurfacing alternatives, analysis period, salvage value, interest and inflation assumptions, present value derivation. Based on the results obtained, rehabilitation options emerged as a key factor in the minimization of the overall life cycle cost in terms of present values. Results can benefit both researchers and practitioners.

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