Academic literature on the topic 'Urban logistic'

The monograph reveals the provisions of a value-oriented approach to the management of logistics systems of public urban passenger transport, relevant to the conditions of a client-centered economy and aimed at increasing the sustainability of the functioning of the passenger transport complex of the city in the context of the development of alternative forms of urban mobility. The ideological basis of the author's concept of a value—oriented approach is the understanding of the duality of the recipient of the services of the logistics system of urban public passenger transport - passengers and the city, which makes it possible to justify strategic decisions on the development of the logistics system of public urban passenger transport by balancing the parameters of service and passenger flows, achieved by meeting the needs of recipients while observing restrictions on their financing.
 It is intended for researchers, representatives of executive bodies of state administration of the subjects of the Russian Federation and local self-government, providing the organization of transport services to the population in cities and urban agglomerations, designers of urban logistics systems, developers of transport and related services in urban mobility systems, as well as for teachers and university students. It can be useful for a wide range of people interested in the management of logistics systems, the development of urban public passenger transport, modern urbanism.

AbstractIn the city centre of Trikala, Greece, a real-life logistics service was operated with a fleet of 5 droids on a public route in the urban pedestrian area in the context of the SHOW project (GA No 875530). It took place from December 2022 to the end of February 2023. The droids are small automated vehicles missioned to carry out indoor and outdoor logistic services in pedestrian-centric environments. The logistics service that operated in Trikala was of two types: (a) a multi-stop parcel delivery service from the depot to the shops and (b) a parcel collection service from the shops to the depot. The current manuscript describes the solutions implemented and the challenges faced by the droids while performing last-mile deliveries. The manuscript concludes with suggestions from experience for new implementations of logistics services operated by automated vehicles. These include the advice to not underestimate the difficulty of integrating radically new vehicles into existing logistics services; the importance of having the trust and support of the population and the need for data network stability.

AbstractIn many small and medium-sized businesses in rural–urban areas, delivery services to and from customers, suppliers, and distributed locations are required regularly. In contrast to purely urban commercial centres, the distances here are larger. The aim of this paper is to identify opportunities for substituting combustion-engine logistics with lightweight electric commercial vehicles and the limitations thereto, describing an energy efficiency comparison and improvement process for a defined logistics application. Thus, the area of Heilbronn-Franconia and its transport conditions are presented as examples to compare the use case to standard driving cycles. Then the logistic requirements of Heilbronn UAS (University of Applied Science) locations and the available vehicles as well as further electric vehicle options are depicted. Options are discussed for the additional external payload in search of transport volume optimisation without increasing the vehicle floor space. To this end, simulation models are developed for the aerodynamic examination of the enlarged vehicle body and for determining energy consumption. Consumption and range calculation lead to vehicle concept recommendations. These research activities can contribute to the transformation of commercial electro mobility in rural and urban areas in many parts of Germany and Europe.

AbstractA flexible multi-purpose center for a dual intended use—hospitality and observation and research related to climate change—has been designed in the fragile environment of Praslin Island, Seychelles. The technical solutions adopted for a low environmental impact LCA based in the designed center during the life cycle will be illustrated: starting from the local supply raw materials, the self-disassembling construction system, the described process is compatible with the site use that the owners have foreseen. Specific logistic systems have been chosen both to the transportation of the material on the site, and to the integrated structural and architectural solutions. In addition, a reconstruction of the natural characteristics of the building site has been developed both by google-earth observation and with a survey directly on the site through processing acquired images. The multi-disciplinary perspective through which the project has been conceived shows beneficial effects in terms of reduced impact on the original and resilient natural environment. Future developments of the work will be devoted to the optimization of this multi-disciplinary approach.

AbstractBased on growing interest in sustainable solutions in last-mile logistics, one of the most promising investments is the electrification of commercial fleets to decrease the high level of pollution created by urban freight traffic. In this case study, vans that can be driven with a C1 European driving license are considered, mainly used in B2B deliveries to small shops and SMEs in city centres. The purpose of this research is to analyse the reasons behind the choice of switching the last-mile logistic service fleet to electric and its economic and environmental implications and to analyse the main barriers to its implementation. To do so, we use interviews from managers working in a successful Urban Consolidation Center (UCC) in Italy. The Italian energy infrastructure, the cost of electric vans, and the actual insufficient technological development of van batteries are the key issues highlighted in the interviews, but lower operating costs, lower fuel costs, a decrease in negative environmental externalities, possible institutional cooperation and better working conditions for couriers are the main features to consider in the switch to electric.

The article brings to the debate logistic sprawl as a driver of the growth of peri-urban boundaries in metropolitan municipalities. It discusses current topics such as urban logistics, e-commerce, and the Coronavirus pandemic, as well as other issues like socio-spatial fragmentation, urban voids, and the capitalist production of space, which are significant in the Brazilian urbanization process. The dynamics of territorial occupation by sectors related to transport logistics and cargo storage, observed in some cities in North America, Europe, and Asia, have also been observed in recent decades in Brazilian Metropolitan Regions (MRs), including the Metropolitan Region of Greater Vitória (MRGV) in the state of Espírito Santo (ES). This dynamic is grounded in actions of a real estate market that appropriates social laws, formulated even during a progressive period in Brazilian politics, to introduce different land occupation modes and new real estate products, aiming for higher profits. O artigo traz ao debate o espraiamento logístico como um impulsionador do crescimento dos limites periurbanos de municípios metropolitanos. Discute temas atuais, como logística urbana, e-commerce e pandemia do Coronavírus, além de outros, como fragmentação socioespacial, vazios urbanos e produção capitalista do espaço, que são marcantes no processo de urbanização brasileira. A dinâmica de ocupação territorial, por setores ligados à logística de transportes e depósito de cargas, observada em algumas cidades da América do Norte, Europa e Ásia, também pôde ser observada, nas últimas décadas, em Regiões Metropolitanas (RM’s) brasileiras, incluindo a Região Metropolitana da Grande Vitória (RMGV), no estado do Espírito Santo (ES). Tal dinâmica é alicerçada por ações de um mercado imobiliário que se apropria de leis de cunho social, formuladas inclusive em um período progressista da política brasileira, para inserir diferentes modos de ocupação do solo e novos produtos imobiliários, visando lucros superiores.

Sustainable urban logistics encompasses a rational movement of goods via various modes of transport, as well as the management of warehouses, warehouse complexes, and delivery networks. Urban postal logistics is becoming gradually more important as the urban population and e-commerce are increasing. Efficient and sustainable delivery management in narrower city cores is important for the alleviation of traffic congestion, air pollution, and carbon emissions. In addition, it plays a crucial role in enabling fast and reliable delivery of goods to end users and companies. Some key challenges in urban logistics include limited room for warehousing and distribution, traffic congestion, pollution, noise, and gradually shorter expected delivery times. To tackle all these challenges, urban logistic solutions can include alternative transportation options, route and delivery optimization, as well as the application of smart technologies and data analysis. AR (augmented reality) has the potential to make postal-logistic operations more efficient, economical, and safer through the use of real-time data, visualization, and remote assistance. On the road to sustainability, the visualization of operations can be especially useful. This allows logistics managers to better understand the flow of goods and make timely decisions. Equally important is the education of personnel through simulations of technological processes or their parts, and remote assistance, which can engage users through an interactive experience and improve customer satisfaction through a 3D representation of goods in their environment.

App-based ride-hailing is no longer a new transportation phenomenon. Yet much remains unknown about its influence on user behaviors associated with the decarbonization of urban mobility, such as the reduction of car dependency and car ownership. This knowledge gap stands in contrast with efforts in the literature to understand whether ride-hailing substitutes or complements public transit, or the determinants of its adoption. Against this backdrop, this study interrogates the role of app-based ride-hailing on attitudes and perceptions about private car-based mobilities in three large Latin American metropolitan areas. The paper builds on survey data of representative samples of both users and non-users to explore the influence of ride-hailing over the perceived need of owning private vehicles and the likelihood of purchasing or selling a private vehicle. The paper uses logistic regression models to empirically explore how ride-hailing changes the perceived necessity of car ownership, pinpointing different effects between cities and groups of current car users and non-users. Moreover, our results suggest that individuals who use ride-hailing more frequently are also more likely to believe it can reduce their need for personal car ownership. Findings in this paper hold significant potential for policy and regulation in a region marked by uncertainty regarding the optimal approach to regulate app-based services to foster more sustainable urban mobility. It contributes to ongoing debates about the role of app-based mobilities in the transition to low-carbon transportation, particularly in Latin American cities.

Proximity logistics represent a counter movement to logistics sprawl – the return of logistics to urban areas. In the case presented, a logistics service provider in the groupage and less-than-truckload (LTL) segment runs an urban consolidation center (UCC), offers receiver-led consolidation and additional service like stockholding to inner-city businesses in the city of Dusseldorf. The case shows that for the development of a UCC or a proximity logistics facility to succeed, no expensive space is necessarily required in immediate inner-city areas. The transfer to other locations of logistics service providers of the same segment shows that these could serve as possible locations for UCC in terms of cargo bike-relevant distances. We therefore conclude that the relevant locations of logistics infrastructure like ports and centrally located logistics facilities should be seen as crucial for the transformation to sustainable freight transport and its initiation by municipal governments.

Urban transportation is on the one hand a vital component of a city and on the other a major factor of concern. The latter is due to the high impact on air pollution, carbon dioxide emissions, and fatalities. This is not just caused by the mobility of people but also, and increasingly, by the need to transport goods. Cities in Central Asia are often associated with strong air pollution and rising greenhouse gas emissions from urban transport contradicting the global strive for a carbon-neutral world by 2050. In the light of sustainable development, it is, therefore, the objective to reduce the externalities of urban mobility and urban logistics jointly. The German-Kazakh University in Almaty envisions fostering the transformation to sustainability in Central Asia by setting up a climate center. One pillar will be urban transport. In this working paper, an interdisciplinary team of experts from Kazakhstan and Germany investigates fields of action and research for this center. The team describes stakeholders to involve, potential funding opportunities, and first actions for each of the identified fields. The working paper provides a fruitful basis for academics and partners to set up the center and to involve new partners.

Urban transportation is on the one hand a vital component of a city and on the other a major factor of concern. The latter is due to the high impact on air pollution, carbon dioxide emissions, and fatalities. This is not just caused by the mobility of people but also, and increasingly, by the need to transport goods. Cities in Central Asia are often associated with strong air pollution and rising greenhouse gas emissions from urban transport contradicting the global strive for a carbon-neutral world by 2050. In the light of sustainable development, it is, therefore, the objective to reduce the externalities of urban mobility and urban logistics jointly. The German-Kazakh University in Almaty envisions fostering the transformation to sustainability in Central Asia by setting up a climate center. One pillar will be urban transport. In this working paper, an interdisciplinary team of experts from Kazakhstan and Germany investigates fields of action and research for this center. The team describes stakeholders to involve, potential funding opportunities, and first actions for each of the identified fields. The working paper provides a fruitful basis for academics and partners to set up the center and to involve new partners.

This paper draws on an international research collaboration to examine grass-roots innovations in food provisioning in five urban locations. These include affordable food projects, comprising social supermarkets and a vegetable box delivery scheme, in Brighton & Hove, UK; an affordable food project targeting black communities in Toronto, Canada; a food fund piloted in Montpellier, France; Solidarity Kitchens in São Paulo, Brazil; and primary school gardens in Cape Town, South Africa. The paper examines the innovative features of these experiences, their comparison to conventional food banks, and their transformative impact on existing food aid narratives and practices. Grass-roots food provisioning models gained traction during the Covid-19 pandemic to address increased food insecurity and offer dignified, culturally appropriate support amid lockdowns. The challenges encountered by these innovations comprise their dependence on surplus food, logistical problems, funding limitations, and the requirement for ongoing volunteer support. Transformative aspects include their empowerment of marginalised groups, fostering of community alliances, and shifting of perspectives on food insecurity, aiming to create sustainable and just local food systems. The paper concludes by emphasising the need for funding to consolidate innovations as well as collaboration between researchers and practitioners to constructively scrutinise innovations and build knowledge on lived experience of food insecurity and injustice. International comparison and learning can enhance capacities, methodologies, and help develop justice-informed alternatives to the prevailing food aid model.

Connected, automated, shared, and electric (CASE) technologies have invoked Mobility 4.0—a connected, digitized, multimodal, and autonomous system of systems. This project established a flexible and adaptable blueprint that would streamline multidisciplinary and multistakeholder efforts as well as leverage available resources to prepare the Illinois Department of Transportation and other transportation agencies. Illinois has several strengths that make it an attractive location for CASE technology companies, including a talent pool from top-ranked universities, well-developed transportation infrastructure, government support, and a robust ecosystem of collaboration and innovation. Illinois also faces potential challenges (e.g., competition from other states and countries, limited access to funding, regulatory hurdles, and infrastructure readiness for new mobility technologies). Seven smart mobility pillars were identified in this study for Illinois—namely, connected and automated (CA) freight, scaling intelligent transportation systems, farm automation, insurance, urban mobility, CA logistics, and alternative fuels. The balanced scorecard ranked the pillars as follows (from highest): alternative fuels, scaling intelligent transportation systems, CA freight, farm automation, CA logistics, insurance, and urban mobility. Tactical focus areas were also identified per pillar and were prioritized with suggested leads and stakeholders to champion the CASE directives and opportunities. Near-term actions for Illinois were also suggested that included establishing a central structure for Illinois’ CASE program, enriching the knowledge base and experience, preparing transportation infrastructure, partnerships with external stakeholders, and expansion of laws, regulations, and policies that will help administer and grow CASE technology deployment and integration.

This study investigates the key challenges in providing veterinary care for stray animals in Bangladesh, using a mixed-methods approach. Data were collected through qualitative interviews with veterinarians, caregivers, and NGO representatives in Dhaka (n=13), and quantitative surveys from urban, suburban, and rural areas across the country (n=100). The findings reveal critical barriers, including low public awareness of zoonotic health risks, logistical difficulties in capturing and transporting animals, and financial constraints faced by caregivers. Additionally, weak policy enforcement and gaps in collaboration between the government and NGOs were identified as significant obstacles to effective stray animal management. The study highlights the need for targeted public awareness campaigns, mobile veterinary services, and stronger policy implementation to improve both public health and animal welfare outcomes. Practical recommendations are provided for policymakers, NGOs, and veterinarians to address the stray animal crisis across Bangladesh.

Recent advancements of electric vertical take-off and landing (eVTOL) aircraft have generated significant interest within and beyond the traditional aviation industry, and many novel applications have been identified and are in development. One promising application for these innovative systems is in firefighting, with eVTOL aircraft complementing current firefighting capabilities to help save lives and reduce fire-induced damages. With increased global occurrences and scales of wildfires—not to mention the issues firefighters face during urban and rural firefighting operations daily—eVTOL technology could offer timely, on-demand, and potentially cost-effective aerial mobility capabilities to counter these challenges. Early detection and suppression of wildfires could prevent many fires from becoming large-scale disasters. eVTOL aircraft may not have the capacity of larger aerial assets for firefighting, but targeted suppression, potentially in swarm operations, could be valuable. Most importantly, on-demand aerial extraction of firefighters can be a crucial benefit during wildfire control operations. Aerial firefighter dispatch from local fire stations or vertiports can result in more effective operations, and targeted aerial fire suppression and civilian extraction from high-rise buildings could enhance capabilities significantly. There are some challenges that need to be addressed before the identified capabilities and benefits are realized at scale, including the development of firefighting-specific eVTOL vehicles; sense and avoid capabilities in complex, smoke-inhibited environments; autonomous and remote operating capabilities; charging system compatibility and availability; operator and controller training; dynamic airspace management; and vehicle/fleet logistics and support. Acceptance from both the first-responder community and the general public is also critical for the successful implementation of these new capabilities. The purpose of this report is to identify the benefits and challenges of implementation, as well as some of the potential solutions. Based on the rapid development progress of eVTOL aircraft and infrastructures with proactive community engagement, it is envisioned that these challenges can be addressed soon. NOTE: SAE EDGE™ Research Reports are intended to identify and illuminate key issues in emerging, but still unsettled, technologies of interest to the mobility industry. The goal of SAE EDGE™ Research Reports is to stimulate discussion and work in the hope of promoting and speeding resolution of identified issues. These reports are not intended to resolve the challenges they identify or close any topic to further scrutiny.

In 2024, the macroeconomic adjustment process continued, characterized by a sustained reduction in inflation that began in 2023 and a decline in the current account deficit of the balance of payments. This adjustment took place in the context of a contractionary monetary policy, with a gradual reduction in the monetary policy interest rate. GDP grew by 1.7%, driven by investment and consumption, while employment increased by 2.2%. Foreign reserves remained at adequate levels, and Banco de la República recorded a profit of COP 10,041 billion, benefiting from the returns on foreign reserves. Macroeconomic environment The International Monetary Fund (IMF) and the World Bank estimate that the global economy grew by 3.2% in 2024, a rate similar to that observed in 2023 (3.3%). This occurred in a context of moderating inflation and declining monetary policy interest rates in most countries. Global inflation moderated over the course of 2024. However, inflation rebounded toward the end of the year in some advanced economies, mainly due to rising energy costs. In Latin America, inflation trends were mixed. While some economies experienced sustained price stability, in most cases, inflation remained above the targets set by their respective central banks. Monetary policy interest rates in most Latin American economies continued to decline, reflecting a moderation in inflation and inflation expectations. However, some countries in the region recently raised interest rates in response to renewed inflationary pressures. Oil production increased in 2024, leading to a 3% decrease in oil prices, with Brent crude averaging around USD 80 per barrel. However, geopolitical tensions prevented a more pronounced decline. The U.S. dollar appreciated against most currencies, driven by expectations that the Federal Reserve (Fed) would implement more gradual policy rate cuts. In 2025, global economic growth is projected to be similar to that of 2024, supported by declining inflation, wage recovery, sustained employment growth, and a less restrictive monetary policy stance. However, geopolitical tensions and U.S. trade policies introduce uncertainty. More gradual reductions in the Fed’s interest rate are expected, with the possibility of pauses if inflationary pressures resurface. In Latin America, central banks are expected to continue cutting interest rates, although monetary policy may remain contractionary where inflation has not yet reached target levels. Domestic economic activity Colombia’s GDP grew by 1.7% in 2024, reflecting a moderate recovery compared to the previous year. This occurred in an environment of lower interest rates, improved domestic demand, and an increase in remittances and exports. Private consumption and fixed capital investment—particularly in infrastructure projects such as the Bogotá metro—contributed to economic growth. However, investment in housing declined. Agricultural and services sectors led economic growth, while mining and manufacturing contracted. The loan portfolio experienced low nominal growth, though some segments showed signs of recovery toward the end of the year. For 2025, economic activity is expected to continue recovering, approaching its productive capacity and aligning with the convergence of inflation toward its target. Employment Employment grew by 2.2% in 2024, resulting in the creation of 508,000 jobs. This expansion was driven by rural areas, where employment increased by 3.2%, surpassing the 1.4% growth in urban areas. The commerce, accommodation, manufacturing, public administration, health, and education sectors were the primary contributors to job creation. Wage employment grew by 2.7%, exceeding pre-pandemic levels, while non-wage employment increased by 1.8%, leading to a decline in informality to 55.6%. The national unemployment rate fell by 0.6 percentage points, reaching 9.7%, with a more pronounced reduction in rural areas. For 2025, the unemployment rate is expected to remain stable, supported by a positive economic outlook. Inflation and Monetary Policy Headline inflation in Colombia fell significantly from 9.3% in 2023 to 5.2% in 2024, primarily due to a restrictive monetary policy that moderated domestic demand and contributed to a reduction in the current account deficit. Core inflation (excluding food and regulated products) declined from 8.4% to 5.2%, reflecting the effectiveness of contractionary monetary policy. Inflation of goods dropped sharply, from 7.1% to 0.6%, due in part to the resolution of logistical disruptions and the appreciation of the peso. In contrast, services inflation declined more moderately, from 9% to 7%, influenced by indexation to past inflation and the increase in the minimum wage. Prices of food decreased from 5.0% to 3.3%, driven by lower pressures on processed food prices, benefiting from reduced costs of imported raw materials and a favorable exchange rate. Prices of regulated items dropped to 7.3%, following smaller adjustments in gasoline prices (after the required increases in 2023) and lower electricity and public service tariff increases, except for gas prices, which continued to rise. Inflation is expected to continue converging toward the 3% target in 2025, with headline inflation projected to close the year at around 4.1%, continuing its downward path into 2026. However, new risks have emerged, including a recent rise in producer costs, a significant increase in the minimum wage, and a rebound in inflation expectations. Balance of payments Colombia’s current account deficit narrowed to 1.7% of GDP between January and September 2024, down from 2.5% in the same period in 2023. This improvement was driven by higher remittance inflows, an improved services trade balance, and lower factor income outflows. Remittances reached a record USD 11,848 million, with the United States and Spain as the main sources of these inflows. A decline in the profits of foreign direct investment (FDI) companies, particularly in the oil and coal sectors, also contributed to reducing external imbalances. The trade deficit widened due to a greater imbalance in the trade of goods within a context of lower commodity prices. However, this was partially offset by strong agricultural and industrial exports. Additionally, the good performance of service exports, supported by higher international tourist arrivals, helped contain a larger trade imbalance. The financial account recorded net capital inflows equivalent to 1.1% of GDP, lower than the 2.5% recorded in 2023, primarily due to a decline in foreign direct investment in mining, transportation, and oil. This was partially offset by growth in financial and business services investment. The current account deficit is estimated to have closed 2024 at 1.8% of GDP, with a projected widening to 2.5% in 2025, in line with higher expected economic growth and stronger domestic demand. Public finances According to preliminary figures from the 2025 Financial Plan (PF-25) presented by the Ministry of Finance and Public Credit (MHCP), Colombia’s General Government deficit reached 4.8% of GDP in 2024, marking a 2.1 percentage-point increase compared to 2023. This deterioration was mainly driven by a worsening in the balances of the Central National Government (GNC) (2.6 pp) and the Social Security subsector (0.4 pp), partially offset by a 0.8 pp improvement in Regional and Local Government balances. The reduction in the deficit position of the Fuel Price Stabilization Fund (FEPC for its acronym in Spanish) was notable, following gasoline price adjustments, which closed the gap between the reference price and local market prices. However, fiscal pressures persist due to ongoing subsidies for ACPM (diesel fuel). The total and primary deficits of the Central Government stood at 6.8% and 2.4% of GDP, respectively, driven by a decline in tax revenue—particularly from income and external taxes—alongside increased government spending. The net debt of the Central Government increased to 60% of GDP, exceeding previous forecasts. For 2025, a total and primary deficit of 5.1% and 0.2% of GDP is projected, with tax revenue expected to grow by 22.6%. Compliance with the fiscal rule and the stabilization of public finances will be critical in 2025, given the potential impact of fiscal slippage on the country’s risk premiums. Failure to meet fiscal targets could raise interest rates for both the Government and the broader economy. Maintaining credibility in fiscal policy will be key to preventing macroeconomic adjustments from exerting additional pressure on interest rates. International Reserves As of December 31, 2024, Colombia’s net international reserves stood at USD 62,481 million, reflecting an increase of USD 2,873 million during the year. This growth was primarily driven by returns on reserves, which reached 3.65%, benefiting from higher global interest rates, and Banco de la República's reserve accumulation program, which added USD 1,479.4 million to reserves. According to the IMF’s reserve adequacy methodology, Colombia maintains a reserve ratio of 1.29. This falls within the adequate range (1.0 – 1.5), indicating that Colombia’s reserves are sufficient to withstand extreme external shocks and balance of payments risks. Profits obtained by Banco de la República The Bank's profits reached a record COP 10,041 billion in 2024, resulting from revenues of COP 13,948 billion and expenses of COP 3,907 billion. Profits increased by COP 815 billion compared to 2023, primarily due to lower expenses, although partially offset by a decline in revenues. For 2025, profits are projected at COP 10,512 billion, supported by the high expected profitability of foreign reserves. However, this projection is subject to uncertainty related to reserve performance and monetary base growth.

The intrauterine device (IUD) is a safe, effective, and reversible contraceptive method, however in many countries use of the IUD is stagnant or declining in relation to other contraceptive methods. In 2002, the Population Council investigated the reasons for low utilization of IUDs among women in Ghana and Guatemala. The studies examined clients’ and providers’ knowledge and attitudes about IUDs as well as factors within the health system that affect their use and availability. The studies took place at public, private, and nongovernmental health centers and clinics in both rural and urban settings. Researchers collected qualitative data using a combination of focus group discussions, in-depth interviews with providers, and visits from simulated clients enacting profiles of women wishing to space or limit pregnancies. The studies also included a secondary analysis of service statistics from government and private clinics. As concluded in this brief, lack of knowledge among providers and clients, logistical problems, and cumbersome guidelines contributed to low use of the IUD in Ghana and Guatemala. Efforts to improve use should include more comprehensive training for providers, education for clients, and logistical support.