The exponential growth of e-commerce, driven in part by the pandemic and new consumer habits, has highlighted the need to rethink the current model of urban freight distribution (UFD). The more online shopping is generated, the more home delivery is required with its implications in terms of operating costs, traffic, parking, and pollution. Urban logistics, and in particular the last mile, have become one of the main focuses of attention for public administrations and logistics operators in order to minimize these externalities. However, there is still a long way to go to optimize the new logistics processes to the requirements of the new distribution channel. Administrations need to start taking action with the help of logistics operators and citizens. These actions must be carried out quickly and in a consensual manner with all the parties involved, as only then will it be possible to define a sustainable urban logistics model that has continuity over time.

Micromobility is based on the sharing of mechanically simple vehicles such as bicycles and scooters, now electrically powered, through electronic devices that access information in real time (that is, through the use of smartphone apps). The electric scooter is the most recent addition to this group of vehicles for individual mobility, which also includes the bicycle. The definition of micromobility has been discussed over recent months and years and has passed through the recent regulatory changes for the Spanish case. The electric scooter offers the possibility of short journeys, mainly replacing public transport, cycling and walking, in a portable folding vehicle. The spaces in which the regulation places electric scooters are very similar to cycling spaces: cycle network lanes and traffic-calmed streets. The pressure from the increase in the flow of vehicles caused by the addition of e-scooters (which sometimes even doubles it) to cycle lanes, and the risks arising from the cohabitation of motor-powered vehicles (scooters) and non-powered ones (into which category fall the vast majority of bicycles) in the same space, reveal the need to improve the capacity and safety of cycling infrastructures and to provide safe shared roads in which speed reductions are effective. In the immediate future, it will be important to continue to question the differences and similarities between the vehicles making up the concept of micromobility and the use made of them in order to generate policies that offer fair, healthy and safe access to micromobility for everyone.

The development of segregated road infrastructures in the Metropolitan Area of Barcelona has generated high demand of traffic and the negative externalities associated with this. It has also conditioned the urban metropolitan structure and generated significant infrastructural barriers. It is as necessary to promote physical channels of priority for sustainable transport as it is to connect the city on a more human scale. This article presents some of the initiatives of the Metropolitan Area of Barcelona (AMB) for achieving this, particularly a network of metropolitan avenues as a structure for boosting sustainable transport and connecting the metropolitan city. The conceptualization of this network is explained, along with its implications at both a local level and a metropolitan/regional level with its coordination with segregated roads.

For the 25th anniversary of Economic and Business Studies at the UOC, professors Pacheco-Bernal and Jiménez-Zarco reflect on the way in which technology has influenced the disciplines of marketing and market research, both in terms of their evolution and their scope. They also present challenges linked to these disciplines and faced by organizations at a key moment of digital transformation. For marketing, technology has provided a before and after. Basic concepts that currently determine the core of the discipline emerge and are consolidated as technology places new tools, devices, channels and even environments within our reach. Marketing is going from the field of short-term sales to building and maintaining, in real time, complex and lasting relationships with a strong emotional component between agents of various natures and with varying interests. In terms of market research, the potential offered by the development of new technologies in understanding consumers, while it has not eclipsed more traditional market research, has modified the panorama with regard to the quality and quantity of the information obtained and the breadth of methodological options for gathering data. In the midst of the digital era, the integration of data coming from various sources and the use of hybrid methodologies enable the sector to anticipate trends and better understand market behaviour.

Coinciding with the twenty-fifth anniversary celebration of the UOC, the following article aims to review the main transformations that the basic areas of business have undergone over the past two and a half decades. For this, we have enjoyed the participation of five female and five male professors in the studies of economy and business, who have given us some broad strokes on some of the main changes during this period and the challenges still to come. These topics are: leadership, decision-making, internationalization, digitalization, strategy, adaptation to change, ethics, corporate social responsibility, diversity, inclusion, business modal innovation, and finance.

The objective of this article is to analyze the evolution of logistics in three different contexts: past, present and future. By looking at where the concept of logistics began and the point it has now reached, we can understand and better anticipate the trends and logistical challenges of the future. We live in an era where digitalization is increasing rapidly, which enables us to obtain more data, more transparency, a greater capacity for anticipating change and a greater automatization of processes. In addition, the health crisis of COVID-19 has only accelerated the use of electronic devices and online tools, as shown by the increasing figures in e-commerce over the last two years. However, the pandemic has also shone a spotlight on the need to rethink the current logistical model. Aspects such as globalization, sustainability, resilience or security throughout the supply chain are in question. In this changing context, the skills and competencies of logistics professionals will undoubtedly decide future success.

On the twenty-fifth anniversary of the opening of the Universitat Oberta de Catalunya and its Economics and Business Studies, a group of professors from the tourism field of the institution reflect upon the current situation of the sector at a key moment. On the one hand, they bring their ideas on what has been the evolution of tourism over the last twenty-five years and the elements and key factors that have conditioned this evolution to date. On the other hand, based on the crisis generated by the effects of the pandemic, they deliberate on identifying possible future scenarios and the key factors that may condition them.

On the occasion of the celebration of the 25th anniversary of the creation of the Open University of Catalonia (UOC), the authors take the opportunity to reflect on the recent evolution of the labour market in Spain and its labour relations, as well as its future challenges. A period that begins with a long phase of expansion of the Spanish economy and ends with the outbreak of the COVID-19 pandemic. In the middle, events with a relevant economic and labour effect such as (i) the relocation that has accompanied globalization, (ii) the migratory movements that have rendered us a host country, (iii) the violent impact that the Great Recession that began in 2008 and the pandemic of 2020, as well as (iv) the process of technological and digital transformation in which we are immersed. Despite this, the article does not have a vocation for the past and stops in the analysis on two great challenges. Job quality, a challenge that has been present in the last twenty-five years and that, far from being resolved, has become more urgent. And the digitization of employment, the great test of the Spanish economy and society that may be a turning point in our employment structure.

In the past four decades, the centre of economic power has moved from industry to finance. Against this backdrop, the financialization of the water industry has made the hydrosocial cycle more complex, witnessing the emergence of new financial logics and financing instruments. This change has thoroughly transformed the relation between infrastructures and water companies, citizens, other water users and the environment. In this article, and based on previous work, I present a summary that debates around the financialization of the water cycle, through the example of the provision and development of financialized water infrastructures in London.

In 2015, the UN General Assembly approved the 2030 Agenda. There was an agreement on 17 Sustainable Development Goals (SDGs), the purpose of which was to reverse development patterns around the planet. Cities, as population agglomerations and production centres, are directly challenged actors. The growth patterns followed in recent years show a clear explosion of the urban fabric, and an unprecedented land occupancy. So much so that certain degraded urban sectors are being abandoned to the detriment of new construction sectors located in the urban periphery. The connotations of this phenomenon are multiple, but it is important to focus on the unsustainability of an urban growth model based on urban development, land occupancy and transport infrastructures that have not been planned in coordination with these urban projects. Based on the foregoing, this article reflects on the externalities of this phenomenon, and raises some reflections to help transition towards a more sustainable city model.