Urban Logistics - Revision history

Ranisha at 15:34, 20 August 2014

2014-08-20T15:34:36Z

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Ranisha at 09:47, 11 July 2014

2014-07-11T09:47:08Z

Fungai Cecilia Sandamu at 11:26, 16 April 2013

2013-04-16T11:26:54Z

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Bui Anh Ngoc: /* Further Information */

2013-04-12T05:08:56Z

Further Information

Bui Anh Ngoc at 04:50, 12 April 2013

2013-04-12T04:50:11Z

Bui Anh Ngoc at 04:49, 12 April 2013

2013-04-12T04:49:08Z

Bui Anh Ngoc at 04:42, 12 April 2013

2013-04-12T04:42:14Z

Bui Anh Ngoc at 04:41, 12 April 2013

2013-04-12T04:41:16Z

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Bui Anh Ngoc at 04:35, 12 April 2013

2013-04-12T04:35:33Z

Bui Anh Ngoc: Created page with " = '''The way forward: Options for dealing with urban logistics = = '''Traffic Management''' = == '''Enforcement''' == == '''Avoiding through-traffic''' == == '''Introduci..."

2013-04-12T04:31:31Z

Created page with " = '''The way forward: Options for dealing with urban logistics = = '''Traffic Management''' = == '''Enforcement''' == == '''Avoiding through-traffic''' == == '''Introduci..."

New page

= '''The way forward: Options for dealing with urban logistics =

= '''Traffic Management''' =

== '''Enforcement''' ==

== '''Avoiding through-traffic''' ==

== '''Introducing access restrictions''' ==

== '''Selective road pricing and permits''' ==

== '''Avoidance of orientation traffic''' ==

== '''General traffic space management''' ==

= '''Traffic Engineering''' =

== '''Provision of adequate loading zones''' ==

== '''Unloading goods: organization of the “Last Yard”''' ==

= '''Urban Planning''' =

== '''Involve the local business community''' ==

== '''Promote intermodality on a metropolitan level''' ==

== '''Land-banking for future infrastructure requirements''' ==

== '''Spaces for the installation of urban logistics distribution centers''' ==

= '''National Development Policy and Legislation''' =

== '''Legal framework''' ==

= '''Environmental Policy''' =

== '''Introduction of fixed or progressive emission standards''' ==

== '''Push and Pull measures''' ==

== '''Deployment restrictions''' ==

== '''Tightened vehicle inspection regime''' ==

= '''Summary''' =

The relevance of urban freight traffic is increasingly recognized in developed and developing cities alike. Efforts to reduce its negative impacts are driven by a wide range of motivations, which very much depend on the local context. There is a need for co-operation between public and private actors to improve the efficiency of urban freight operations and, as a consequence, to mitigate its negative impacts. As goods transport in urban areas is mostly in the hands of a multitude of private companies, ranging from micro businesses to global players, the importance of dialogue between all stakeholders cannot be underestimated. There is no single master plan, and no predefined set of necessary measures to reduce negative impacts of urban freight traffic. Policy-makers will have to choose actions suitable to solve to most urgent problems, and may have to adapt them to the specific local context. However, there are certain aims a municipal authority can strive to achieve. They characterize a situation in which urban logistics can be managed in an efficient and sustainable manner. 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''' =

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''

[[Category:Mobility]]
[[Category:Transport]]

@@ Line 1: / Line 1: @@
-= The Way Forward: Options for Dealing with Urban Logistics <br/> =
+= The Way Forward: Options for Dealing with Urban Logistics<br/> =
 Any policy measure in the field of urban freight management requires a solid foundation for it to be effective. This foundation consists of good administration practice on the side of the local authorities and regional or state governments, a sound legislative framework, clearly assigned institutional roles and a general attitude of civic compliance amongst the players involved in the urban transport business (transport operators, drivers, shippers and receivers).<br/>Basic requirements for an efficient management of urban freight traffic include<ref name="Bernhard O. Herzog 2010, Urban Freight in Developing Cities, Eschborn, Germany">Bernhard O. Herzog 2010, Urban Freight in Developing Cities, Eschborn, Germany</ref><span style="line-height: 1.5em; font-size: 0.85em;">:</span>
@@ Line 34: / Line 34: @@
 *Penalise unauthorised entry and failure to pay congestion charges (mostly camera enforcement);<br/>
 *Prevent shoppers to park in designated loading bays'''.'''<br/>
 <br/>
@@ Line 134: / Line 135: @@
 = National Development Policy and Legislation =
 <br/>
@@ Line 145: / Line 147: @@
 = Environmental Policy =
 <br/>
@@ Line 189: / Line 192: @@
 = Further Information =
-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.
+*[[Portal:Mobility|Portal:Mobility]]<br/>
-<br/>
+*[[EcoMobility|EcoMobility]]<br/>
 = References =
@@ Line 197: / Line 200: @@
 '''<references />'''
 [[Category:Mobility]]

@@ Line 71: / Line 71: @@
 Delivery routes into the inner-city centres are often referred to as “the last mile”. Likewise, the organisation of the goods vehicle parking next to a shop and the unloading operation could be referred to as the “last yard”. As a general rule, it can be said that loading spaces are more difficult to implement and more difficult to enforce, the closer they are to the receiver’s shop or business. A measure to solve this problem is the provision for a non-motorised form of short distance transport between truck and shop entrance. This practice will be referred to as “vicinity unloading”, meaning that the goods vehicles park in a designated loading zone nearby one or several drop-off points. The goods will then be carried or carted across a short city distance to the handover point.
+<p style="text-align: center">[[File:“Vicinity unloading”-facility, guarded and served.png|none|443px|“Vicinity unloading”-facility, guarded and served|alt=“Vicinity unloading”-facility, guarded and served]]</p>
 Operating a larger unloading area poses less compliance and enforcement problems than having dispersed individual loading bays. Depending on the size and conditions, it could be possible to provide physical access control, guarding, provision of sack-barrows or handstackers and even short-term storage, if needed.
@@ Line 138: / Line 136: @@
 Bernhard O. Herzog 2010, ''Urban Freight in Developing Cities'', Eschborn, Germany<br/>
 [[Category:Mobility]]

@@ Line 71: / Line 71: @@
 Delivery routes into the inner-city centres are often referred to as “the last mile”. Likewise, the organisation of the goods vehicle parking next to a shop and the unloading operation could be referred to as the “last yard”. As a general rule, it can be said that loading spaces are more difficult to implement and more difficult to enforce, the closer they are to the receiver’s shop or business. A measure to solve this problem is the provision for a non-motorised form of short distance transport between truck and shop entrance. This practice will be referred to as “vicinity unloading”, meaning that the goods vehicles park in a designated loading zone nearby one or several drop-off points. The goods will then be carried or carted across a short city distance to the handover point.
 Operating a larger unloading area poses less compliance and enforcement problems than having dispersed individual loading bays. Depending on the size and conditions, it could be possible to provide physical access control, guarding, provision of sack-barrows or handstackers and even short-term storage, if needed.
@@ Line 136: / Line 138: @@
 Bernhard O. Herzog 2010, ''Urban Freight in Developing Cities'', Eschborn, Germany<br/>
 [[Category:Transport]]

@@ Line 43: / Line 43: @@
 == '''Selective road pricing and permits''' ==
 The city administration can choose the following characteristics as requirements for access to an inner city area:
 *Low emission engine technologies, limitation of CO2, NOX and particle emissions;
@@ Line 49: / Line 50: @@
 *Restrictions to vehicle maximum and/or minimum size.
-Access restrictions are a pragmatic way to achieve a certain level of efficiency in city freight operation. However, these measures should be seen as a basis for follow-up action in the inner structure of the logistics system.'''<br/>'''
+Access restrictions are a pragmatic way to achieve a certain level of efficiency in city freight operation. However, these measures should be seen as a basis for follow-up action in the inner structure of the logistics system.<br/>
 == '''Avoidance of orientation traffic''' ==
@@ Line 87: / Line 88: @@
 == '''Land-banking for future infrastructure requirements''' ==
-In case where it is not yet necessary to establish urban freight consolidation centres, it may be reasonable to make provision for future implementation. Such provision will have to be integrated in the spatial planning process, e.g. via Landbanking. This is a practice, whereby a certain amount of public space is reserved for special future requirements when a certain city area is developed, or when an infrastructure project is implemented. '''<br/>'''
+In case where it is not yet necessary to establish urban freight consolidation centres, it may be reasonable to make provision for future implementation. Such provision will have to be integrated in the spatial planning process, e.g. via Landbanking. This is a practice, whereby a certain amount of public space is reserved for special future requirements when a certain city area is developed, or when an infrastructure project is implemented.<br/>
 == '''Spaces for the installation of urban logistics distribution centers''' ==
@@ Line 105: / Line 106: @@
 *Introduce minimum emission standards for all road vehicles being imported or for new registration. These standards can be tightened over time, in line with the modernization of the national fleet.
 *Introduce regular vehicle inspection or extend the programme of the existing inspection in order to ensure testing and enforcement of the legal emission levels.
-*Introduce minimum standards for the existing fleet, thereby forcing low performers out of operation.'''<br/>'''
+*Introduce minimum standards for the existing fleet, thereby forcing low performers out of operation.<br/>
 == '''Push and Pull measures''' ==
 *Apply selective road taxation, giving preference to low emission vehicles (i.e. lower tax burden for more eco-efficient vehicles);
-*Tighten up the vehicle inspection regime for vehicles in high emission classes.'''<br/>'''
+*Tighten up the vehicle inspection regime for vehicles in high emission classes.<br/>
 == '''Deployment restrictions''' ==
@@ Line 116: / Line 117: @@
 *Introduce stricter standards for urban operation as opposed to the national/provincial legislation, e.g. through access restrictions on high emission vehicles for the entire urban area or for specific environmental zones
 *Impose time-window related restrictions;
-*Sell access permits at selective prices, according to the emission standard fulfilled.'''<br/>'''
+*Sell access permits at selective prices, according to the emission standard fulfilled.<br/>
 == '''Tightened vehicle inspection regime''' ==
 Introduce adequate vehicle inspection intervals with emission testing;
-*Introduce mobile roadside truck inspections with emission testing.'''<br/>'''
+*Introduce mobile roadside truck inspections with emission testing.<br/>
 = '''Summary''' =
@@ Line 133: / Line 134: @@
 = '''References''' =
-Bernhard O. Herzog 2010, ''Urban Freight in Developing Cities''<br/>
+Bernhard O. Herzog 2010, ''Urban Freight in Developing Cities'', Eschborn, Germany<br/>
 [[Category:Mobility]]

@@ Line 127: / Line 127: @@
 The relevance of urban freight traffic is increasingly recognized in developed and developing cities alike. Efforts to reduce its negative impacts are driven by a wide range of motivations, which very much depend on the local context. There is a need for co-operation between public and private actors to improve the efficiency of urban freight operations and, as a consequence, to mitigate its negative impacts. As goods transport in urban areas is mostly in the hands of a multitude of private companies, ranging from micro businesses to global players, the importance of dialogue between all stakeholders cannot be underestimated. There is no single master plan, and no predefined set of necessary measures to reduce negative impacts of urban freight traffic. Policy-makers will have to choose actions suitable to solve to most urgent problems, and may have to adapt them to the specific local context. However, there are certain aims a municipal authority can strive to achieve. They characterize a situation in which urban logistics can be managed in an efficient and sustainable manner. 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''' =
-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.
 = '''References''' =

@@ Line 1: / Line 1: @@
-= '''The way forward: Options for dealing with urban logistics =
+= '''The way forward: Options for dealing with urban logistics '''<br/> =
-= '''Traffic Management''' =
+= '''Traffic Management'''<br/> =
-== '''Enforcement''' ==
+The term “Traffic Management” refers to all measures which can be taken by local authorities to manage the flow of vehicles and the available traffic space by means of regulations, signage, road marking, road pricing, control and enforcement measures. This is a differentiation over the term “Traffic engineering”, which refers to the planning and construction of road infrastructure.<br/>A thorough assessment of a city’score freight traffic problems stands at the beginning of all traffic management on a community level, which is often handled by the Traffic Department or a comparable authority. The first priority is to handle bottleneck situations, where freight transport contributes significantly to congestion. Some of the basic instruments that can help organise city freight traffic efficiently are:
-== '''Avoiding through-traffic''' ==
+== '''Enforcement'''<br/> ==
-== '''Introducing access restrictions''' ==
+== '''Avoiding through-traffic'''<br/> ==
 == '''Selective road pricing and permits''' ==
@@ Line 56: / Line 84: @@
 = '''References''' =
-Bernhard O. Herzog 2010, ''Urban Freight in Developing Cities''
+Bernhard O. Herzog 2010, ''Urban Freight in Developing Cities''<br/>
 [[Category:Mobility]]