This Toolkit is designed to help transportation professionals and researchers gather key data needed to make the Final 50 Feet segment function as efficiently as possible, reducing both the time trucks park in load/unload spaces and the number of failed first delivery attempts. In addition, the toolkit can help transportation planners, traffic engineers, freight system managers, parking and operations strategists, and researchers build a fundamental knowledge base for planning; managing parking operations; managing emergency management and response; updating traffic, land use and building codes; and modeling future scenarios and needs. In short, the toolkit can be used to help cities meet the ever-increasing demand for truck and other load/unload activities.
Based on a review by the Pembina Institute of the policies implemented to promote the use of zero-emission delivery vehicles within six of the largest Canadian municipalities as well as the policies of their respective provincial governments and the federal government, it is clear that an integrated and comprehensive approach is required to support the shift to low-carbon urban delivery. This report, a publication of the Urban Delivery Solutions Initiative, identifies 10 opportunities to support the expansion of zero-emission vehicles for goods movement, and to help Canada achieve its 2030 and 2050 climate targets.
This report examines how freight transport/goods movement has been addressed in U.S. city climate action planning. Transportation generally is a major contributor of greenhouse gas (GHG) emissions, and freight transport represents a growing component of transportation’s share. Almost all climate action plans (CAPs) address transportation generally, but we wished to focus on efforts to reduce GHG emissions from freight transport specifically. We analyzed 27 advanced local CAPs to determine the degree to which freight transport was targeted in goals and strategies to reduce GHG emissions. We found only six CAPs that included direct measures or programs to reduce freight emissions. Many of the CAPs mentioned general transportation objectives such as lowering vehicle miles traveled or reducing emissions from city-owned vehicle fleets, but most did not include strategies or actions that explicitly targeted freight transport. We identified the specific strategies and actions that cities are taking to address GHG emissions from freight transport, such as working with the freight community to promote anti-idling and encourage transitions to electric and alternative fuel delivery vehicles. We also analyzed freight transport plans relevant for the same cities, and found that most do not explicitly mention reducing GHG emissions. Most of the freight plans are focused on improving reliability and efficiency of freight movement, which would likely have the ancillary benefit of reducing GHG emissions, but that goal was not explicitly targeted in most of these plans. Based on our findings, we recommend that cities specifically target freight transport goals and strategies in their CAPs and better coordinate with planners developing freight transport plans to identify GHG emission reduction approaches.
This document introduces a transformation methodology to help Countries, Cities/Regions and Companies to achieve local strategies for urban freight decarbonisation. Although solutions are specific for each situation, and they must be tailored to each urban area, there are some common denominators.A five-step process methodology is detailed to facilitate joint action and risk alleviation when taking measures to reduce and eliminate urban freight emissions. This is based on the TDA Manifesto for transport decarbonisation.
Transport is a key element in the infrastructure of a nation as it provides services essential for promoting economic and social development and plays a significant role in influencing the pattern of distribution of economic activities and improving productivity. India spends fifteen to twenty percent of its gross domestic product (GDP) on transport and logistics compared to an average eight to ten percent in other developing countries. Moreover, on an average, total trip expenses increase about fifteen percent due to the delays at check-posts and on-road for filling in forms required by various government departments, checking of documents and physical checking of the vehicles, drivers and consignments by regional transport offices and traffic police, and collecting highway toll and taxes. The working conditions for the truck drivers also deteriorating and they work for long hours, resulting in high stress and fatigue, which leads to accidents. The need is recognized for collaboration amongst stakeholders to identify optimal freight policies and pursue a rapid deployment of improvements. This study mainly focuses on development of city logistics metrics, capacity development for sustainable city logistics (SCL), development of freight transport demand model and logistics flow model for the city of New Delhi and knowledge sharing among stakeholders. It is hoped that the study findings would be helpful to all transport related actors in city logistics, including infrastructure management, transport sector and the government.
A review of urban freight logistcs research efforts indicate that while a lot of good practces have emerged during last decade or so in improving the understanding of freight issues and their possible solutions in developed countries, much remains to be desired in cities of developing countries like India possibly owing to lack of empirical evidence from such countries. This toolkit provides an understanding of important aspects of Urban Freight Transport Planning and Management. It aims to provide guidance to city ofcials, planners and consultants involved in urban freight related strategic planning and management. It also aims to facilitate decision makers in assessing the importance of urban freight in making ratonal and informed policy decision for transport infrastructure related to freight actvity.
A review of urban freight logistcs research efforts indicate that while a lot of good practces have emerged during last decade or so in improving the understanding of freight issues and their possible solutions in developed countries, much remains to be desired in cities of developing countries like India possibly owing to lack of empirical evidence from such countries. This toolkit provides an understanding of important aspects of Urban Freight Transport Planning and Management. It aims to provide guidance to city ofcials, planners and consultants involved in urban freight related strategic planning and management. It also aims to facilitate decision makers in assessing the importance of urban freight in making ratonal and informed policy decision for transport infrastructure related to freight actvity.
C-LIEGE – Clean Last mile transport and logistics management – is conceived as a showcase for good practices and a helping hand for all European cities striving for cleaner and sustainable urban freight transportation. On the basis of good practices the project aims to set out an integrated framework for energy efficient Urban Freight Transport (UFT) management and planning. A set of integrated solutions and “push-and-pull” demand-oriented measures were tested and shared in order to establish roadmaps for their implementation in European cities. Seven pilot experiments in six European countries assess the effectiveness of the C-LIEGE approach: Bulgaria, Italy, Poland, United Kingdom, Germany and Malta.
The SUTP Sourcebook module describes the importance of freight transportation in the context of urban development and provides detailed information on available options to meet current and future challenges for urban goods transport in rapidly growing cities of the developing world.
Cities need freight but they tend to ignore this specific category of urban transport. Freight transport, despite providing thousands of jobs and services to the urban economy, has been neglected by transport surveys and models, transport strategies and regional master planning. In the meanwhile, freight operators have carried on their businesses, which is to provide the goods required by shops, companies and households at the right place and the right time. In most cases, they succeed, but not always in a good environmental or social manner. In large cities, one fourth of carbon dioxide (CO2), one third of nitrate oxides and half of the particulates that are emitted by transport are generated by trucks and vans! Municipalities, today, have to target freight transport as one of their priorities in order to make it more efficient and sustainable. A methodological foreword will briefly present issues of urban freight data collection and comparison and show the diversity of urban freight situations in the world (section one). Major features of urban freight are then presented including its environmental impacts, followed by a description of policies undertaken by cities around the world (section two). Some selected issues are discussed in order to show the main challenges local governments face on urban freight (section three). Policy recommendations to local and regional governments are then provided as a conclusion, with examples of best practice (section four).