Urban Freight in Developing Cities - Revision history

Ranisha at 15:27, 20 August 2014

2014-08-20T15:27:40Z

Ranisha at 09:52, 11 July 2014

2014-07-11T09:52:33Z

Ranisha at 09:49, 11 July 2014

2014-07-11T09:49:44Z

Bui Anh Ngoc at 01:25, 15 May 2013

2013-05-15T01:25:36Z

Fungai Cecilia Sandamu at 12:06, 15 April 2013

2013-04-15T12:06:14Z

Show changes

Bui Anh Ngoc: /* Further Information */

2013-04-12T05:07:38Z

Further Information

Katharina Wiedemann at 15:03, 11 April 2013

2013-04-11T15:03:47Z

Bui Anh Ngoc at 01:46, 10 April 2013

2013-04-10T01:46:38Z

Bui Anh Ngoc at 01:45, 10 April 2013

2013-04-10T01:45:12Z

Bui Anh Ngoc at 01:40, 10 April 2013

2013-04-10T01:40:30Z

@@ Line 1: / Line 1: @@
 = Relevance of Freight in Urban Transportation =
@@ Line 7: / Line 9: @@
 Urban freight transportation and urban development are interdependent: A strangulation of the flow of goods in and out of a metropolis would certainly increase the retail price levels, impair the development of the urban centre itself, slow down economic activity and drain the financial resources from the municipal budget. On the other hand, only a stringent and long term metropolitan policy on urban transport can ensure an efficient and sustainable supply structure.
 = Development of New Models for Low and Middle Income Countries =
@@ Line 16: / Line 14: @@
 Concepts which have proved useful in a western economy do not necessarily work in a developing country environment. Some Asian conurbations present a much higher pressure for action and may therefore be a fertile ground for the implementation of innovative urban logistics concepts, if approached in the right manner. The measures so far implemented in low- and middle income countries may be less sophisticated, but generally it can be said that there is a high degree of public awareness and a sense of urgency concerning urban logistics problems. Many initiatives are underway in prospering cities of Asia and Latin America, aimed at alleviating the negative effects of urban freight transport while securing a friction-free supply of goods into the cities. In many instances, these programs focus on the eco-efficiency of the national vehicle fleet and on the performance of the road infrastructure. Increasingly, traffic management measures can be observed, in some cases accompanied by the provision of truck parking space or of urban logistics centres.
-<br/>
+[[Urban_Freight_in_Developing_Cities#toc|►Go to Top]]<br/>
 = Problems Induced by Urban Freight Traffic =
@@ Line 50: / Line 46: @@
 A functioning city goods distribution and transport system is a major precondition for sustained economic development and thus, for poverty reduction. If a reliable and efficient supply of goods to inner city retail outlets cannot be established and ensured, commercial activity might shift to more easily accessible locations.
-<br/>
+[[Urban_Freight_in_Developing_Cities#toc|►Go to Top]]
 = A Review of Proven City Logistics Concepts =
@@ Line 58: / Line 52: @@
 Prior to discussing possible measure to improve the efficiency of city logistics systems for developing cities, it is helpful to quickly review the past development of the sector and illustrate some logistical concepts which have proven to be economically viable and sustainable. Usually they have developed organically out of private sector initiative.
-<br/>
+[[Urban_Freight_in_Developing_Cities#toc|►Go to Top]]
 == Farmer Direct Selling ==
@@ Line 64: / Line 58: @@
 This form of distribution implies that a member of the farmer’s family travels to town, either on foot, by bicycle or a motorised vehicle and commercialises farm produce to local retailers or directly to the end consumers. Alternatively, a farmer sends his own pickup truck to town, the truck parks besides the pavement or at a road intersection and the produce is sold to passers-by straight from the truck.<br/>
 <p style="text-align: center">[[File:Non-motorised goods transport to the market in Vientiane, Laos..png|thumb|center|412px|Non-motorised goods transport to the market in Vientiane, Laos|alt=Non-motorised goods transport to the market in Vientiane, Laos..png]]<br/></p>
 == Organised Street Markets<br/> ==
 Street markets are a common appearance in most cities, and may take place daily, weekly or biweekly. Sometimes these markets are specialised, e.g. for fruit, vegetables, seafood. From a logistical perspective, this means that farmers send their produce to an organised market place in town and sell it direct to the public.
-<p style="text-align: center">[[File:Organised street Market in Collioure, France.png|thumb|center|469px|Organised Street Market in Collioure, France|alt=Organised street Market in Collioure, France.png]]<br/></p><p style="text-align: center"><br/></p>
+<p style="text-align: center">[[File:Organised street Market in Collioure, France.png|thumb|center|469px|Organised Street Market in Collioure, France|alt=Organised street Market in Collioure, France.png]]<br/></p>
 == Wholesale and Morning Markets for Perishables ==
 Farmers bring their produce to a specialised morning market in the outskirts of a city. Sometimes they contract truck operators for the transportation. Shop owners and hawkers purchase produce and sell it in their shops or on local street markets, while restaurant owners purchase for in-house consumption. Wholesale trading with inventory: These establishments do not only trade perishables, but also food products from industrialised production, packaged and non-perishable. The producer can deal with few business partners and logistical destinations, the retailer may be able to purchase his complete demand for supplies from one business partner. The main purpose of a wholesale function is to bundle the regional demand into larger quantities, thus increasing commercial bargaining power towards producers.<br/>
-<p style="text-align: center">[[File:Urban beverage distribution in Bangkok.png|thumb|center|379px|Urban beverage distribution in Bangkok|alt=Urban beverage distribution in Bangkok]]<br/></p>
+<p style="text-align: center">[[File:Urban beverage distribution in Bangkok.png|thumb|center|379px|Urban beverage distribution in Bangkok|alt=Urban beverage distribution in Bangkok]]</p>
 == Delivery of Building Materials ==
 In rapidly growing urban agglomerations, up to 30% of the transported goods tonnage is building materials and construction equipment. In congested metropolitan areas and commercial inner city districts, the logistical bottleneck is the off-loading operation at the construction site. Sometimes, no off road parking is available at all, space is always scarce and if not organised correctly, the off-loading operation produces long vehicle queues.<br/>
-<br/>
+[[Urban_Freight_in_Developing_Cities#toc|►Go to Top]]
 == Development of the “Third Account” Transport Sector ==
@@ Line 82: / Line 84: @@
 In a typical developing country situation, a large portion of the goods volume is usually moved through “own account” vehicles. This means that vehicles are owned and deployed either by the vendor or purchaser of the merchandise. Own account operations tend to be logistically less efficient than third account hauliers. This is due to generally smaller vehicle sizes, lower load factors and the lack of return cargo. The latter implies that the vehicle is only loaded with cargo one-way and returning totally empty from its delivery trip. The development of a competitive and professional dedicated freight company structure should be one of the policy objectives for metropolitan authorities.<br/>
 <p style="text-align: center">[[File:Own account vehicle freight transport in Johannesburg.png|thumb|center|421px|Own Account Vehicle Freight Transport in Johannesburg|alt=Own account vehicle freight transport in Johannesburg.png]]<br/></p>
 == Proprietary Logistics Centres ==
 Proprietary logistics hubs are owned and operated by a single company for their specific business only. Parcel services have professionalized this concept. In general, they run one or several distribution centres on the outskirts of a city or close to a freeway exit. Proprietary logistics hubs are also operated by retail chains, as for instance grocery discounters. The purpose of these distribution centres is to break the transport run into the long-haul and the delivery portion. From all incoming long-distance truckloads, destination specific, route specific or area specific loads are consolidated.<br/>
-<p style="text-align: center">[[File:City served through a proprietary consolidation hub.png|thumb|center|600px|City Served through a Proprietary Consolidation Hub|alt=City served through a proprietary consolidation hub.png]]<br/></p><p style="text-align: center"><br/></p>
+<p style="text-align: center">[[File:City served through a proprietary consolidation hub.png|thumb|center|600px|City Served through a Proprietary Consolidation Hub|alt=City served through a proprietary consolidation hub.png]]<br/></p>
 = Conclusions<br/> =
@@ Line 92: / Line 98: @@
 Whatever the approach may be: cities and metropolitan areas have to develop and implement a viable strategy for the optimisation of the urban freight system. The environmental sustainability, economic development and overall quality of urban living depend on it.
-<br/>
+[[Urban_Freight_in_Developing_Cities#toc|►Go to Top]]
 = Further Information<br/> =
 *Further and more detailed information can be found on the homepage of the [http://www.sutp.org/ Sustainable Urban Transport Project]. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
-*[[Portal:Mobility|Portal:Mobility]]
+*[[Adapting Urban Transport to Climate Change|Adapting Urban Transport to Climate Change]]<br/>
-*[[Adapting_Urban_Transport_to_Climate_Change|Adapting Urban Transport to Climate Change]]<br/>
+*[[Climate Change and Transport|Climate Change and Transport]]<br/>
 <br/>
@@ Line 109: / Line 112: @@
 <references />
 [[Category:Transport]]

@@ Line 100: / Line 100: @@
 *Further and more detailed information can be found on the homepage of the [http://www.sutp.org/ Sustainable Urban Transport Project]. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
 *[[Portal:Mobility|Portal:Mobility]]
 <br/>
@@ Line 107: / Line 109: @@
 <references />
 [[Category:Mobility]]

@@ Line 98: / Line 98: @@
 = Further Information<br/> =
-Further and more detailed information can be found on the homepage of the [http://www.sutp.org/ Sustainable Urban Transport Project]. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
+*Further and more detailed information can be found on the homepage of the [http://www.sutp.org/ Sustainable Urban Transport Project]. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
 <br/>
@@ Line 106: / Line 107: @@
 <references />
 [[Category:Transport]]

@@ Line 1: / Line 1: @@
 = Relevance of Freight in Urban Transportation =
 The economic development of urban agglomerations depends heavily on a reliable and friction- free supply of goods and materials. At the same time, freight transportation in urban centres contributes considerably to air pollution, noise emission and traffic congestion. On the level of a typical metropolitan area in a developing country, on average 40–50 % of commercial vehicle freight volume is incoming, 20–25 % is outgoing, and the remaining 25–40 % are intra-metropolitan runs. However, typical good flows vary among different functional city areas. Large urban agglomerations include industrial zones and therefore mostly act more as origin for goods transport than as destination. In contrast, city centres, be it the downtown centre or a suburban commercial centre, are usually strong net goods consumers. This implies that more goods are received than dispatched in these precincts. Delivery of sometimes small shipments to the various retail establishments is the main topic here.
@@ Line 101: / Line 103: @@
 = References =
 <references />
 [[Category:Mobility]]

@@ Line 83: / Line 83: @@
 <p style="text-align: center">[[File:Categorization of measures.png|none|496px|alt=Categorization of measures.png]]<br/></p>
 Whatever the approach may be: cities and metropolitan areas have to develop and implement a viable strategy for the optimisation of the urban freight system. The environmental sustainability, economic development and overall quality of urban living depend on it.
@@ Line 88: / Line 89: @@
 = Further Information<br/> =
-Further and more detailed information can be found on the homepage of the Sustainable Urban Transport Project. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
+Further and more detailed information can be found on the homepage of the [http://www.sutp.org/ Sustainable Urban Transport Project]. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.

@@ Line 1: / Line 1: @@
-= '''Relevance of freight in urban transportation''' =
+= Relevance of Freight in Urban Transportation =
 The economic development of urban agglomerations depends heavily on a reliable and friction- free supply of goods and materials. At the same time, freight transportation in urban centres contributes considerably to air pollution, noise emission and traffic congestion. On the level of a typical metropolitan area in a developing country, on average 40–50 % of commercial vehicle freight volume is incoming, 20–25 % is outgoing, and the remaining 25–40 % are intra-metropolitan runs. However, typical good flows vary among different functional city areas. Large urban agglomerations include industrial zones and therefore mostly act more as origin for goods transport than as destination. In contrast, city centres, be it the downtown centre or a suburban commercial centre, are usually strong net goods consumers. This implies that more goods are received than dispatched in these precincts. Delivery of sometimes small shipments to the various retail establishments is the main topic here.
@@ Line 6: / Line 6: @@
 Urban freight transportation and urban development are interdependent: A strangulation of the flow of goods in and out of a metropolis would certainly increase the retail price levels, impair the development of the urban centre itself, slow down economic activity and drain the financial resources from the municipal budget. On the other hand, only a stringent and long term metropolitan policy on urban transport can ensure an efficient and sustainable supply structure.
-= '''Development of new models for low and middle income countries''' =
 Concepts which have proved useful in a western economy do not necessarily work in a developing country environment. Some Asian conurbations present a much higher pressure for action and may therefore be a fertile ground for the implementation of innovative urban logistics concepts, if approached in the right manner. The measures so far implemented in low- and middle income countries may be less sophisticated, but generally it can be said that there is a high degree of public awareness and a sense of urgency concerning urban logistics problems. Many initiatives are underway in prospering cities of Asia and Latin America, aimed at alleviating the negative effects of urban freight transport while securing a friction-free supply of goods into the cities. In many instances, these programs focus on the eco-efficiency of the national vehicle fleet and on the performance of the road infrastructure. Increasingly, traffic management measures can be observed, in some cases accompanied by the provision of truck parking space or of urban logistics centres.
-= '''Problems induced by urban freight traffic''' =
 '''Roadspace occupation'''
@@ Line 42: / Line 46: @@
 <br/>
-= '''A review of proven city logistics concepts''' =
+= A Review of Proven City Logistics Concepts =
 Prior to discussing possible measure to improve the efficiency of city logistics systems for developing cities, it is helpful to quickly review the past development of the sector and illustrate some logistical concepts which have proven to be economically viable and sustainable. Usually they have developed organically out of private sector initiative.
-== '''Farmer direct selling''' ==
 This form of distribution implies that a member of the farmer’s family travels to town, either on foot, by bicycle or a motorised vehicle and commercialises farm produce to local retailers or directly to the end consumers. Alternatively, a farmer sends his own pickup truck to town, the truck parks besides the pavement or at a road intersection and the produce is sold to passers-by straight from the truck.<br/>
 <p style="text-align: center">[[File:Non-motorised goods transport to the market in Vientiane, Laos..png|left|412px|alt=Non-motorised goods transport to the market in Vientiane, Laos..png]]<br/></p>
-== '''Organised street markets'''<br/> ==
+== Organised Street Markets<br/> ==
 Street markets are a common appearance in most cities, and may take place daily, weekly or biweekly. Sometimes these markets are specialised, e.g. for fruit, vegetables, seafood. From a logistical perspective, this means that farmers send their produce to an organised market place in town and sell it direct to the public.
 <p style="text-align: center">[[File:Organised street Market in Collioure, France.png|none|469px|alt=Organised street Market in Collioure, France.png]]<br/></p>
-== '''Wholesale and morning markets for Perishables''' ==
+== Wholesale and Morning Markets for Perishables ==
 Farmers bring their produce to a specialised morning market in the outskirts of a city. Sometimes they contract truck operators for the transportation. Shop owners and hawkers purchase produce and sell it in their shops or on local street markets, while restaurant owners purchase for in-house consumption. Wholesale trading with inventory: These establishments do not only trade perishables, but also food products from industrialised production, packaged and non-perishable. The producer can deal with few business partners and logistical destinations, the retailer may be able to purchase his complete demand for supplies from one business partner. The main purpose of a wholesale function is to bundle the regional demand into larger quantities, thus increasing commercial bargaining power towards producers.<br/>
 <p style="text-align: center">[[File:Urban beverage distribution in Bangkok.png|left|379px|Urban beverage distribution in Bangkok|alt=Urban beverage distribution in Bangkok]]<br/></p>
-== '''Delivery of building materials''' ==
+== Delivery of Building Materials ==
-== '''Development of the “third account” transport sector''' ==
 In a typical developing country situation, a large portion of the goods volume is usually moved through “own account” vehicles. This means that vehicles are owned and deployed either by the vendor or purchaser of the merchandise. Own account operations tend to be logistically less efficient than third account hauliers. This is due to generally smaller vehicle sizes, lower load factors and the lack of return cargo. The latter implies that the vehicle is only loaded with cargo one-way and returning totally empty from its delivery trip. The development of a competitive and professional dedicated freight company structure should be one of the policy objectives for metropolitan authorities.<br/>
 <p style="text-align: center">[[File:Own account vehicle freight transport in Johannesburg.png|left|421px|alt=Own account vehicle freight transport in Johannesburg.png]]<br/></p>
-== '''Proprietary logistics centres''' ==
+== Proprietary Logistics Centres ==
 Proprietary logistics hubs are owned and operated by a single company for their specific business only. Parcel services have professionalized this concept. In general, they run one or several distribution centres on the outskirts of a city or close to a freeway exit. Proprietary logistics hubs are also operated by retail chains, as for instance grocery discounters. The purpose of these distribution centres is to break the transport run into the long-haul and the delivery portion. From all incoming long-distance truckloads, destination specific, route specific or area specific loads are consolidated.<br/>
 <p style="text-align: center">[[File:City served through a proprietary consolidation hub.png|left|600px|alt=City served through a proprietary consolidation hub.png]]<br/></p>
-= '''Conclusions'''<br/> =
+= Conclusions<br/> =
 Analysing the prevalent trends in demographics, urban structures and industry development it becomes obvious, that many of the developments, such as urban population growth, increased motorisation or shift towards industrialised food production have negative effects on the traffic and environmental situation in cities, or at least represent major challenges to local authorities.<br/>The urban freight policy will have to find the right answers in order to cope successfully with the challenges of the future. Relevant measures are presented in the following figure.<br/>
@@ Line 76: / Line 84: @@
 Whatever the approach may be: cities and metropolitan areas have to develop and implement a viable strategy for the optimisation of the urban freight system. The environmental sustainability, economic development and overall quality of urban living depend on it.
-= '''Further Information'''<br/> =
 Further and more detailed information can be found on the homepage of the Sustainable Urban Transport Project. The Sustainable Urban Transport Project aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building.
-= '''References''' =
 Bernhard O. Herzog 2010, ''Urban Freight in developing cities''<br/>
 [[Category:Mobility]]