National Academies Press: OpenBook

Guidebook for Understanding Urban Goods Movement (2012)

Chapter: Chapter 5 - Regulations Impacting Urban Goods Movement

« Previous: Chapter 4 - Using Freight Data for Planning
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Suggested Citation:"Chapter 5 - Regulations Impacting Urban Goods Movement." National Academies of Sciences, Engineering, and Medicine. 2012. Guidebook for Understanding Urban Goods Movement. Washington, DC: The National Academies Press. doi: 10.17226/14648.
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Suggested Citation:"Chapter 5 - Regulations Impacting Urban Goods Movement." National Academies of Sciences, Engineering, and Medicine. 2012. Guidebook for Understanding Urban Goods Movement. Washington, DC: The National Academies Press. doi: 10.17226/14648.
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Suggested Citation:"Chapter 5 - Regulations Impacting Urban Goods Movement." National Academies of Sciences, Engineering, and Medicine. 2012. Guidebook for Understanding Urban Goods Movement. Washington, DC: The National Academies Press. doi: 10.17226/14648.
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Suggested Citation:"Chapter 5 - Regulations Impacting Urban Goods Movement." National Academies of Sciences, Engineering, and Medicine. 2012. Guidebook for Understanding Urban Goods Movement. Washington, DC: The National Academies Press. doi: 10.17226/14648.
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Suggested Citation:"Chapter 5 - Regulations Impacting Urban Goods Movement." National Academies of Sciences, Engineering, and Medicine. 2012. Guidebook for Understanding Urban Goods Movement. Washington, DC: The National Academies Press. doi: 10.17226/14648.
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Page 45
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Suggested Citation:"Chapter 5 - Regulations Impacting Urban Goods Movement." National Academies of Sciences, Engineering, and Medicine. 2012. Guidebook for Understanding Urban Goods Movement. Washington, DC: The National Academies Press. doi: 10.17226/14648.
×
Page 46
Page 47
Suggested Citation:"Chapter 5 - Regulations Impacting Urban Goods Movement." National Academies of Sciences, Engineering, and Medicine. 2012. Guidebook for Understanding Urban Goods Movement. Washington, DC: The National Academies Press. doi: 10.17226/14648.
×
Page 47
Page 48
Suggested Citation:"Chapter 5 - Regulations Impacting Urban Goods Movement." National Academies of Sciences, Engineering, and Medicine. 2012. Guidebook for Understanding Urban Goods Movement. Washington, DC: The National Academies Press. doi: 10.17226/14648.
×
Page 48
Page 49
Suggested Citation:"Chapter 5 - Regulations Impacting Urban Goods Movement." National Academies of Sciences, Engineering, and Medicine. 2012. Guidebook for Understanding Urban Goods Movement. Washington, DC: The National Academies Press. doi: 10.17226/14648.
×
Page 49
Page 50
Suggested Citation:"Chapter 5 - Regulations Impacting Urban Goods Movement." National Academies of Sciences, Engineering, and Medicine. 2012. Guidebook for Understanding Urban Goods Movement. Washington, DC: The National Academies Press. doi: 10.17226/14648.
×
Page 50
Page 51
Suggested Citation:"Chapter 5 - Regulations Impacting Urban Goods Movement." National Academies of Sciences, Engineering, and Medicine. 2012. Guidebook for Understanding Urban Goods Movement. Washington, DC: The National Academies Press. doi: 10.17226/14648.
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Page 51

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Prior sections of this guidebook explain the importance of efficient freight movement to the local and regional economy, the urban quality of life, and livability; describe who, how, where, and why freight moves; detail urban supply chains; and discuss how to find, collect, and analyze freight data. This chapter assumes the guidebook user is an urban planner or planning official with an under- standing of basic planning concepts and the planning process. Its focus is limited to identifying urban planning codes, ordinances, regulations, and policies found to affect mobility and access for urban goods movements and explaining their impacts. This focus includes • Design standards, • Infrastructure design, • Land use and zoning, and • Urban truck regulations. Overview Urban land-use codes, ordinances, and regulations—including zoning—are designed to protect public health, safety, and welfare. They minimize conflicts between incompatible land uses within the jurisdictions that adopt them and are intended to create adequate separation between uses, and allow for the highest and best use of the land. Zoning regulations also protect adjacent properties from harm or infringements related to noise, light, air quality, safety, and property value. Conven- tional land-use and zoning regulations address density, lot size, dimensions, building size and set- backs, street geometrics, access points and driveways, parking standards, roadway and sidewalk design, layout, truck loading facilities, and use of the land. Overall, they protect properties and their values by ensuring livability and the quality of life of those who live and work in the area. Local governments (including city, township, and county governments) throughout most of the United States have the authority and responsibility for land use and zoning. Local govern- ments also develop and enforce local regulations relating to building codes, design standards, and building permits. In most states, the responsibility and authority over local roadways and bridges also rests with local governments. In urban areas, mobility and access for all vehicles, especially trucks, is constrained by the dense proximity of buildings and limited space for parking (see Exhibit 5-1). Land is valuable, and often roadways that had been alleyways for freight deliveries or service provisions such as trash collection are increasingly being converted to store fronts, sidewalk cafés, or alternate access points for pedestrians. In high-rise buildings, uses are stacked vertically, and access means not only the need to find parking space for deliveries, but freight elevators as well. The impacts sum- marized have consequences to both the quality of life of residents and the economic “bottom line” of companies doing business in the urban area. 41 C H A P T E R 5 Regulations Impacting Urban Goods Movement

Design Standards Local government planning agencies typically regulate building codes and design standards. Building codes deal with how a building is constructed. These codes focus on establishing require- ments to ensure that a building is safe in terms of structural capacity. Included are codes for electri- cal, heating, ventilation, fire safety, plumbing, and so on inside buildings. Design standards relevant to urban goods movements deal with issues such as the number, location, and design of loading docks and freight elevators, as well as parking lots and related facilities on the site. Loading Docks Older buildings were not designed with loading docks and freight elevators to accommodate recent truck designs or the increased consumer demand for goods. In many, but not all, juris- dictions, design standards have been updated for current needs. Inadequate design of loading docks servicing urban buildings may result in • Blocking roadways: Limited docking space; inadequate turning bay radii; and docking spaces that do not match the height, width, or length requirements of current trucks can have sev- eral unintended impacts. These may result in trucks spending more time on the streets wait- ing to dock and adding to congestion. They may also result in trucks not being able to back completely off a street to load or unload, and thereby blocking the street (see Exhibit 5-2). • Increased congestion: Lack of adequate dock space and freight elevators inside buildings can result in trucks requiring additional time for pickup and delivery of goods and increase con- gestion. If building dock space is too small for current trucks (see Exhibit 5-3), this may force the use of more, smaller vehicles that add to congestion. This also affects the economic effi- ciency of the businesses delivering to the building. Parking Areas Another design issue relates to urban truck parking areas and parking lots. Local design stan- dards may require all parking areas to be paved to control dust and related air pollution from vehicles driving on these surfaces. The cost to pave large areas for truck parking is high, and urban land owners may want to limit this expense and request a variance. These competing needs to balance cost and air quality may not impact mobility and access; they have been identified as 42 Guidebook for Understanding Urban Goods Movement Exhibit 5-1. Truck unloading in alleyway. Source: Photo by Halcrow.

Regulations Impacting Urban Goods Movement 43 Source: Photo by Wilbur Smith Associates. Exhibit 5-2. Limited docking space and blocked streets. Source: Wilbur Smith Associates. Exhibit 5-3. Docking space with height mismatch (note position of dock against mud flaps).

a conflict area between planners and industry. Their economic impact on the freight industry should be acknowledged and considered by local decisionmakers. Urban Infrastructure Design Depending on state law and the functional classification of a roadway, the authority and responsibility for the design of local roadways may rest with a local government. It is recog- nized that some state DOTs (West Virginia, Virginia, and a few others) have authority over local roadway design. Federal and most state roadway design regulations are intended to accommodate trucks. Unfortunately, in some cases older roadways and bridges and local road- ways do not meet these design standards (see Exhibit 5-4). Older urban intersections, narrow streets, and alleyways may restrict truck mobility causing trucks to hit poles or signs located on corners or to drive over sidewalks to make turns. In some urban areas, trucks entering a railyard, port, or other private-sector intermodal facility must travel through privately owned parking lots and local facilities over old urban roadways that are difficult to negotiate. Out- dated or insufficient infrastructure design can impact urban freight mobility and access to buildings and facilities and result in • Increased congestion: The additional time trucks may require negotiating turns, avoiding low bridges, and so on may result in congestion and backups on the roadways. 44 Guidebook for Understanding Urban Goods Movement Source: Wilbur Smith Associates. Exhibit 5-4. Urban infrastructure design: inadequate curbside parking and inadequate turning radii at intersections.

• Economic impacts: Trucks traveling through infrastructure with height restrictions, weight restrictions, inadequate turning radii, and along narrow roadways results in reduced efficiency and limits growth and development of urban businesses. Land Use and Zoning Many, but not all, local jurisdictions enact zoning regulations. Zoning classifies uses to provide compatibility and minimize impacts of land use within and adjacent to each zone. Typical zoning categories include: residential, commercial, business or employment center, industrial, office, insti- tutional, agricultural, mixed use, planned unit development (PUD), and other. Each zoning cate- gory may include various densities and types of uses. Urban areas are made up of a variety of land uses covered by various zoning regulations, each with unique goods movement needs and impacts. Impacts on goods movements for the following four types of urban areas are discussed: • Urban city center/central business district (CBD), • Urban residential area, • Urban manufacturing district, and • First-ring suburb. City Center/CBD An urban city center/CBD is characterized by dense, mixed-use development. CBDs typically include high-rise structures that (1) are occupied and used individually or (2) include a combi- nation of uses such as apartment and condominium housing, business offices, restaurants, mar- kets, entertainment venues, and retail establishments. Impacts of goods movements in urban city centers include congestion, noise, air quality, and safety. Mobility for all vehicles, but especially large ones, is constrained by the dense proximity of buildings and limited space for parking. Because CBDs are often the oldest sections in a city, they may have narrow streets, limited docking space, limited turning radii, and height restrictions. Urban Residential Area Urban residential areas, such as the Bronx and Queens in New York City or Georgetown in Washington, D.C., are primarily residential areas with multi-story apartment buildings, row houses, condos, and single-family homes with limited setbacks or space between them. These areas include a mix of uses such as restaurants and shopping areas, schools, libraries, medical facilities, and neighborhood parks. Truck routing, parking, and delivery time restrictions are often enacted in these areas to sep- arate truck traffic impacts from residents and to reduce noise and improve air quality. Impacts include congestion, noise, air quality, and safety issues. Because the area is primarily residential in use, aesthetics, safety, and the desire to protect land values are priorities. Residents do not want trucks driving past their homes or parking in front of their homes. Mobility is lim- ited because of the proximity of buildings and the limited space and time permitted to park while handling goods. The intended effect is to improve the quality of life for the residents of the area. The unintended effect is more small commercial vehicles making more deliveries to the increas- ing demands of modern consumers. Urban Manufacturing District Urban manufacturing districts include warehouses, distribution centers, and waterfront and port areas. Manufacturing, warehousing, and distribution businesses were common industries Regulations Impacting Urban Goods Movement 45

that made up the core of early urbanized areas. Prior to the construction of urban Interstate high- way facilities, people tended to live near industrial facilities to be close to jobs. Many older urban areas still include active manufacturing centers with nearby residential housing and businesses that support them. Today, the attraction of waterfront living is pushing upscale residential and commercial development into working port areas like Cleveland, Ohio; Baltimore, Maryland; and Savannah, Georgia. Also, the simple desire to be close to the city core continues to place new residential high-rise construction adjacent to warehousing and terminal facilities in many urban areas (see Exhibit 5-5). Urban manufacturing operations typically need large trucks to have access to industrial facilities. Congestion, noise, pollution, and safety are major concerns, and the mobility for tractor- semi-trailer combinations with 53-foot vans is often challenged by old infrastructure with low clearances and short turning radii. As a result, large trucks may travel through residential areas raising conflicts between residents and businesses. Planners and local decisionmakers recognize the conflicts between these competing, and somewhat incompatible, uses. They may impose truck routing restrictions in these areas as well as limitations on delivery times and idling. These restrictions add to peak-hour congestion, noise, and air pollution. For manufacturing and distribution businesses located inside urban areas, restrictions on the expansion or development of complementary facilities adjacent to existing manufacturing or distribution businesses can limit potential growth and business productivity. High land prices are one reason freight service providers do not locate new facilities in or near urban core areas. There may also be land-use restrictions against freight terminal operations. Zoning restrictions may result in trucks making longer trips to deliver their goods, thereby raising costs, increasing fuel use, and increasing emissions. First-Ring Suburb Older suburbs, often referred to as first-ring suburbs, began to develop as motor vehicles and trolleys offered people the option of living away from the noise and pollution of the manufac- turing and warehousing that existed in central cities. Today, these older suburban areas have continued to grow by increasing density. Many first-ring suburbs have continued to grow to include office centers, shopping malls, and big-box retailers. 46 Guidebook for Understanding Urban Goods Movement Source: Wikimapia. Exhibit 5-5. Milltown lofts adjacent to Hulsey intermodal railyard, near downtown Atlanta.

As residents migrated from the central cities to suburbs for a quieter lifestyle, many commer- cial activities soon followed. Noise, pollution, and safety related to trucks and rail grade cross- ings continue to be issues in many urban areas. Although dock space for businesses located in suburbs may be less of a problem, truck routing and delivery time restrictions can be issues. To accommodate the concerns of residents, prohibitive truck routing and delivery time restrictions are often adopted to retain quiet neighborhood characteristics and preserve the quality of life for residents. Urban Truck Regulations At the urban level, regulations over commercial vehicle operations fall into several categories: • Route restrictions, • Commercial vehicle parking regulation/curbside access, • Delivery windows/time-of-day restrictions, • Size and weight regulation, and • Emission controls. Although some cities also may enforce safety regulations, by and large, truck safety compli- ance is handled by state and federal jurisdictions through the Federal Motor Carrier Safety Assis- tance Program (MCSAP). Prior to discussing various forms of commercial vehicle regulations, it is important to note that commercial vehicles are defined differently across jurisdictions. A consistent definition for a commercial vehicle is a necessary prerequisite to a regulatory framework for enforcing truck regulations. Within an urbanized area, the potential for conflicting commercial vehicle defini- tions among neighboring cities and counties is not uncommon. Trucks are defined in a number of different ways, depending on the regulating entity. Gener- ally, trucks are defined in one or more of the following ways: • Vehicle purpose: Trucks can be defined as commercial vehicles that haul goods, generally used in the context of defining other commercial vehicles, such as buses and taxis. • Vehicle dimensions: Federal and state laws typically regulate commercial vehicles according to length, width, and height. Urban areas with restrictive roadway geometry or low clearances also may impose dimensional restrictions on some routes. • Number of axles/tires: Many urban areas define trucks as commercial vehicles designed to carry property and having more than two axles or more than four tires. • Vehicle weight and capacity: Trucks conforming to federal regulations are typically registered with a maximum gross vehicle weight that includes the weight of the truck plus the weight of the cargo. Many definitions identify trucks as any cargo-carrying commercial vehicle rated at a particular gross weight or higher. Truck Routing Historically, many urban areas in the United States have designated truck routes as a means of keeping trucks out of residential neighborhoods. However, from the perspective of facilitating freight movements, truck routes should be designated, designed, operated, and maintained to accommodate trucks. The designation of local truck routes should serve the following purposes: • Increase freight transit reliability, • Reduce congestion and provide congestion relief from incidents on major arterials, • Improve safety, and • Reduce truck emissions. Regulations Impacting Urban Goods Movement 47

Traffic design issues often contribute to a less reliable freight network. By developing a defined truck route network and understanding the specific roles played by key “last mile” routes, high- way improvement strategies are likely to be successful. From a design standpoint, designated truck routes should have adequate turning radii at intersections and adequate horizontal and vertical clearances, as well as bridge and pavement integrity to handle heavy loads. Operationally, signal timing plans on truck routes should account for trucks’ slower acceleration speeds to pre- vent repeated stopping once up to speed. Failing to designate truck routes, or providing inadequate signage, may result in • Trucks on residential streets: Many designated truck routes have been instituted to keep trucks out of residential neighborhoods. If regulations or signs are not adequate, or if roadway sections where trucks are permitted do not connect to each other, this can increase circuitry and may result in trucks inadvertently winding through streets that are primarily residential. • Increased environmental impacts: Restrictions on what roadways trucks may use could result in additional miles traveled and increases in fuel use, noise, and air pollution. In some cases, these inefficiencies are increased by a lack of good signage directing truckers to permitted routes. In some jurisdictions, only non-truck roadways are designated and the lack of a clear and direct route that a truck may use to get from one point to another results in additional miles traveled and increases in fuel use, noise, and air pollution. Parking and Loading Zones CBDs and urban corridors with high commercial activity often experience significant parking challenges, especially for trucks. This includes on-street parking (curbside) as well as off-street parking (on commercial properties). The inability to find parking near the delivery point slows down delivery for multiple-stop routes, the penalty being higher cost and diminished service (delivery services only serve areas that are viable from an economic standpoint). The decline in service ultimately impacts downtown business vitality. Ill-managed curbside access also raises the cost of goods to consumers; in many large urban areas delivery fleets pay millions of dollars each year in parking fines—a cost of doing business. On-Street Parking and Curbside Management Most curbside parking, even for commercial purposes, is designed for small vehicles such as pickup trucks, vans, and single-unit trucks. Curbside management can be enhanced using a vari- ety of methods, including strict enforcement of designated commercial parking zones for use by commercial vehicles only, providing larger curbside parking spaces, increasing the frequency of commercial curbside spaces, designating commercial curb parking during peak periods, and peak-hour pricing mechanisms to regulate parking behavior. Off-Street Parking Parking on commercial properties that attract significant truck traffic can be a concern in many urban areas. Retail strip malls, shopping malls, hotels and recreational areas, convention centers, and office parks often do not plan for truck parking needs. Building codes for urban commercial properties should include specifications for truck parking and loading/unloading. Typically, designated loading zone locations and times curbside truck parking is permitted are determined by the local jurisdiction. Lack of an adequate number of spaces for loading or curb- side parking, parking time limits, and idling time limits may result in • Increased congestion: Inadequate curbside parking spaces and/or parking restrictions for loading and unloading can result in more congestion as trucks circle the block looking for curbside access to park near their delivery locations. 48 Guidebook for Understanding Urban Goods Movement In 2008, the NYC- DOT petitioned the FHWA to conduct a truck route sign- age pilot program that would allow the city to experi- ment with new truck route sign designs to make signs more identi- fiable to truck drivers. The first generation of experimental truck route signs incor- porated a green circle, the univer- sally accepted sym- bol for positive guidance, into the existing conven- tional sign. A pro- hibitive route sign incorporated the red circle and diag- onal line. The pilot signage program was implemented in the Hunts Point area of the Bronx in 2010, and NYC- DOT is now moni- toring truck route compliance in the project area and a control area adja- cent to it.

• Double parking: Increasingly, overnight couriers guarantee delivery services that require trips to central city offices during peak work hours. It is common for delivery drivers who cannot find space at the curb to double-park to avoid missing delivery schedules committed to by their business models. In some urban areas like New York, carriers routinely pay more than a mil- lion dollars per year in parking tickets for double parking. This also adds to urban congestion. Delivery Windows/Time-of-Day Restrictions City codes and regulations may restrict the time of day that trucks may stop to pick up and deliver goods, or in some cases raise the cost of parking during peak periods. Most cities that apply time-of-day restrictions do so to prevent deliveries during hours when pedestrian traffic is heaviest or during peak commuter periods. Some cities have applied daytime delivery bans on specific types of goods such as hazardous materials, or during special events such as the 1996 Summer Olympics in Atlanta. Some communities have started using retractable bollards, a prac- tice started in Europe to restrict trucks from pedestrian ways and other areas during daytime hours (see Exhibit 5-6). Restrictions on delivery times may result in • Impacts on congestion and emissions: If executed properly, delivery time-of-day restrictions have shown to increase the speed and efficiency of delivery routes given that deliveries are restricted to times when congestion is at its lowest, resulting in lower congestion and emis- sions. However, some communities have implemented mid-day or nighttime restrictions that potentially move more truck traffic to peak hours, increasing congestion and emissions. Sim- ilar to parking restrictions, time-of-day delivery restrictions may also result in trucks “stag- ing” or waiting outside downtown areas. • Increases to receiver costs: One of the biggest objections to nighttime delivery schemes has been the additional costs for nighttime staff, and off-hour security for businesses receiving goods. Truck Size and Weight Regulation Congress and FHWA have defined the nation’s primary truck networks from a policy stand- point for encouraging interstate commerce: The National Highway System (NHS) includes the Regulations Impacting Urban Goods Movement 49 Source: www.bollard.info. Exhibit 5-6. Delivery restriction bollards.

Interstate Highway System and other highways designated by U.S.DOT, in cooperation with the states, local officials, and MPOs. This comprises approximately 160,000 miles of roadway important to the nation’s economy, defense, and mobility. Off the NHS, states, counties, and municipalities have the authority to set load limits on roadways under their jurisdictions. Most often, state authorities establish the governing weight limits and vehicle dimensions that apply in each state. Local authorities may impose additional limits, typically on individual routes or seasonal restrictions (e.g., spring load limits), or to protect critical infrastructure (e.g., bridge postings). Pavement Wear Pavement wear is determined primarily by axle loads—or more precisely, the weight “foot- print” of the vehicle’s tire contact with the pavement. Traditionally, enforcing truck weight laws has involved using static roadside scales or mobile enforcement scales. For many urban areas, the space required to pull over and weigh trucks prohibits efficient enforcement. However, stud- ies have shown that the cost of overweight trucks can significantly outweigh the cost of greater enforcement resources. Truck weight data from urban areas suggests violations most often occur among single-unit trucks such as refuse and construction vehicles. Bridge Stress Bridge stress is primarily impacted by the total weight of the vehicle—i.e., the total suspended weight on the bridge structure. On short bridges, long vehicles will likely not transfer the total weight of the vehicle to the bridge at one time, while shorter vehicles transfer more weight to individual bridge members. Given the types of trucks that typically operate in urban environ- ments, overweight, short trucks can cause premature bridge deterioration. One of the most frequent causes of bridge damage in urban areas results from commercial vehicles striking bridges and overpasses (see Exhibit 5-7). An investigation by New York DOT and the City of New York found that in 2008 there were 98 incidents of commercial vehicles striking bridges in New York City alone. Bridge strikes can result in death or injury, infrastruc- ture damage, road closures, and other operational disruptions (e.g., strikes to rail bridges can close rail lines). NYCDOT is addressing bridge strike problems through enforcement of truck routes, education and outreach, reflective signing of low bridges, and the use of technology to monitor those bridges most prone to strikes. Truck size and weight regulations were conceived originally as a means of maintaining the integrity of quality roadways. However, truck weight and dimension also affect vehicle handling characteristics such as stability and control. Operating a truck beyond limitations established in law can severely degrade stopping ability and put excess wear on vehicle components such as brakes, tires, and suspension systems. Overloads also degrade the ability of a heavy truck to accel- erate into traffic or through intersections or railroad crossings, or to maintain vehicle stability in high-speed, tight curves. Truck Idling Regulations Since passage of the Clean Air Act in 1963, U.S. federal emissions standards over light-, medium-, and heavy-duty trucks have become increasingly strict. In the past decade, new diesel engine standards, as well as EPA standards for low-sulfur diesel fuels, have continued to cut emis- sions despite the growth in commercial vehicle miles of travel. Although stricter federal regula- tions on trucks serve to lower emissions on new vehicles, these improvements often filter more slowly to urban truck operations. Because of the short nature of urban truck trips, urban fleets turn over more slowly, and once over-the-road trucks are retired, they often see service in urban truck operations. 50 Guidebook for Understanding Urban Goods Movement

To lower emissions in urban areas, an increasing number of state and local jurisdictions are imposing additional restrictions on trucks such as idling regulations and engine compliance rules. The American Transportation Research Institute (ATRI) has assembled a compendium of truck idling regulations that cites 22 states and more than 50 city and county jurisdictions that impose engine idling restrictions (see http://www.atri-online.org/research/idling/ATRI_Idling_ Compendium.pdf). Regulations Impacting Urban Goods Movement 51 Source: NYCDOT. Exhibit 5-7. Truck and bridge damage.

Next: Chapter 6 - Putting It All Together: A Process for Evaluating and Addressing the Impacts »
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TRB’s National Cooperative Freight Research Program (NCFRP) Report 14: Guidebook for Understanding Urban Goods Movement is designed to help facilitate decisions that accommodate and expedite urban goods movement while minimizing the environmental impact and community consequences of goods movement.

The guidebook and cases studies are designed to help decision makers better understand the potential impacts of their urban goods movement decisions on transportation infrastructure and operations; land use and site design; and laws, regulations, and ordinances applicable to urban areas.

The guidebook includes case studies that explore how urban supply chains connect to the urban economy, infrastructure, and land use patterns; their impacts on land use codes and regulations governing metropolitan goods movement of private-sector freight providers; and planning strategies for potentially improving mobility and access for goods movements in urban areas.

The print version of the NCFRP Report 14 includes a CD-ROM that includes a report and appendices on the process that developed the guidebook, and two PowerPoint presentations with speaker notes that transportation planners may use to help explain how local decision makers might enhance mobility and access for goods movement in their area.

The CD-ROM is also available for download as an ISO image. Links to the ISO image and instructions for burning a CD-ROM from an ISO image are provided below.

Help on Burning an .ISO CD-ROM Image

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An article on NCFRP Report 14 was published in the January-February 2013 version of the TR News.

CD-ROM Disclaimer - This software is offered as is, without warranty or promise of support of any kind either expressed or implied. Under no circumstance will the National Academy of Sciences or the Transportation Research Board (collectively “TRB”) be liable for any loss or damage caused by the installation or operation of this product. TRB makes no representation or warranty of any kind, expressed or implied, in fact or in law, including without limitation, the warranty of merchantability or the warranty of fitness for a particular purpose, and shall not in any case be liable for any consequential or special damages.

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