Synthesis of Freight Research in Urban Transportation Planning (2013) / Chapter Skim
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Pages 23-61
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23 This section is organized around strategies for managing three general issues in urban freight transportation: local lastmile delivery/first-mile pick-up, environmental impacts, and trade node problems. Last-mile/first-mile strategies address local deliveries and pick-ups to or from businesses or residences.
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to solve environmental externalities," while "policy interventions in the United States [are more] likely to be motivated by the need to address traffic congestion or inefficiencies such as the lack of space for loading/unloading and/or for parking" (p.
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when bidding for contracts, as clients are increasingly committed to selecting bidders that offer the best environmental guarantees. Labeling can also target cities, vehicles, equipment or even processes.
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26 a reduced tariff for road assistance, free training seminars for their drivers, as well as more technical services such as driver license checks and driver profiling.6 Certified companies can advertise their FORS status to the general public (by placing the official FORS logo on their vehicles) , as well as to their clients or potential clients (such as a shipper or another trucking company)
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27 2.1.4.2 Off-Peak Deliveries The promotion of off-peak deliveries in cities is a promising strategy for offsetting the traffic impacts of urban freight. Trial studies were performed in the United Kingdom to test off-peak delivery methods and showed positive results in relation to decreasing vehicle miles and CO2 emissions (Palmer and Piecyk, 2010)
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28 In 2004, the city of Paris took a series of measures to improve the use of delivery bays: • Improvement of delivery bay supply and location. A method was set up to quantify the number of delivery bays needed (depending on the type and quantity of shops)
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29 are specific to (dedicated to) urban freight.
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30 such as the variable message signs that display real-time access regulations on the multiuse lanes in Barcelona. Few of the currently marketed software programs designed for the freight industry (i.e., tour or delivery route planning)
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31 (1) implementing logistic spaces in some urban areas, (2)
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32 for final deliveries to clients. All Chronopost parcels destined for (or originating from)
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33 the needs of one transport operator (Deutsche Post/DHL) , whereas Kiala provides a network of pick-up services in local businesses to many different transport operators.
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34 UCCs have been popular because they generate important savings in vehicle-kilometers and CO2 and local pollutant emissions, as many local impact assessment studies have demonstrated. However, because of their central locations, UCCs often require significant real estate expenditures.
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35 vehicle instead of its weight and size; ensuring that there are a sufficient number of on-street loading spaces and that they are big enough to accommodate trucks with handling equipment; instituting innovative traffic management in lanes accommodating traffic, parking, and deliveries at different times of the day; implementing enforcement tools that use ITS; and providing specific training to enforcement agents. Off-hour deliveries have showed large gains in speed and reliability as well as decreases in vehicle miles when receivers of goods (e.g., retailers and restaurants)
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36 transport corridors tend to be low income and include disproportionate numbers of minority populations. Efforts to develop higher density, walkable neighborhoods may pose challenges for the associated freight activities.
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37 In addition to the federal standards for new trucks, some states have reinforced rules for existing trucks. California is the only state that is permitted to set stricter standards, because it is the only state that had a regulatory agency before the passage of the federal Clean Air Act.
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38 truck emissions targets for 2020 and 2035 for each of the state's 18 metropolitan planning organizations (MPOs) .16 Wygonik and Goodchild (2011)
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39 Because of these improvements, and despite many drawbacks (see below) , various incentives to use alternative fuel vehicles have been implemented, such as access privileges in urban areas (e.g., extended time windows and lower tolls)
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40 strongly to the "green" image of trucking companies operating in urban areas. In Europe and the United States, electric delivery vehicles are being tested by prominent companies such as DHL whose GoGreen worldwide program includes the use of electric vehicles.
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41 Low-Carbon Fuels. A low-carbon fuel standard (LCFS)
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42 60 miles per hour. A recent DOE evaluation estimated that a 55 mile-per-hour speed limit implemented at the national level could result in a fuel consumption savings of between 175,000 and 275,000 barrels of oil per day, or about 27 to 43 million metric tons of CO2 equivalent per year.
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43 and meeting the Euro V standard) do not pay the £10 charge that other vehicles pay to enter.
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44 history, the most famous truck ban in Europe is the London Lorry Ban, in place since 1975. Heavy goods vehicles weighting more than 18 tons cannot circulate at night and on weekends within a delimited area.
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45 Noise emissions generated when loading and unloading goods at night must comply with strict peak noise standards. Maximum noise levels for a night delivery operation were set: directly above a building (7.5 meters)
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46 as improve the overall truck management framework that exists in the City of New York." 2.2.3.1 Protecting Logistics Land Uses in Cities, Buffering Logistics Facilities Logistics decentralization is the location of freight terminals and warehouses in increasingly suburban locations (see Section 1)
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47 infrastructure." According to De Lara, while the freight industry offers some access to good job opportunities, it is also "a source of low wages and economic insecurity for a growing legion of contingent logistics workers." How do recommendations on freight guidelines translate into actual metropolitan-level freight planning? In Orlando, the Freight, Goods, and Services Mobility Strategy Plan serves as the foundation for transportation planning and the development of long-range strategies to guide future infrastructure decisions that balance goods movement with passenger travel.
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48 The Monoprix train experiment in Paris has been in operation since November 2007. Monoprix is a chain of supermarkets with 90 stores located in and around Paris.
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49 2.3 Trade Nodes: Problems and Strategies This section assesses the unique problems related to truck, van, and rail traffic engaged in interregional trade. The focus is on trade hubs and gateways (places with significant ports and airports, intermodal transfer points, and border crossings)
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50 Economic Analysis, 2008)
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51 activity that supports the gateway activity has become more decentralized. This is true in both North America (Cidell, 2010; Bowen, 2008; Husing, 2012)
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52 options were, however, voluntary; consequently, the means of implementation differed greatly. According to Giuliano and O'Brien (2008a)
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53 terminal gate open time at most ports in Japan, including the five major ports, is between 8:30 a.m.
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54 amount of truck VMT variance, particularly for urban Interstate and non-Interstate facilities. A number of simulation studies have shown that tolls can be used to optimize the truck arrival pattern at terminals (Zhou, List, and Li, 2007; Chen, Zhou, and List, 2011)
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55 Vancouver has a truck program similar to the CAAP's but with more stringent driver employment restrictions as a result of a previous strike settlement (Woudsma, Hall, and O'Brien, 2009)
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56 emissions. Their research indicates that effective and sensible mitigation policies should focus on emissions generated by container handling equipment inside the terminal gate in addition to the emissions created by trucks outside the terminal gates.
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57 2.3.2.3 Border Crossings Border crossing regions are a unique subset of trade nodes. Like port regions, border crossings generate truck traffic destined for local distribution or transfer facilities as well as markets beyond the immediate metropolitan area.
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58 State's FAST lane corridors, opening them up to trucks that do not initially qualify for FAST access. The study determined that the approach has the potential to reduce overall waiting times at the border.
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59 the state borders, making rail travel inefficient for most of the state's freight movement demands (Cambridge Systematics, 2006, p.
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60 public and private partners. The public sector brings the legal authority to acquire and commission, and the private sector brings efficiency and optimal technology and therefore better value for taxpayer money (Martinez, 2005, p.
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61 The case studies presented suggest the conditions that are needed for more widespread solutions to work. Financing availability is first and foremost.
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