Smart Growth and Urban Goods Movement

Bassok, Alon; Johnson, Chris R.; Kitchen, Matthew; Maskin, Rebeccah; Overby, Kris; Carlson, Daniel L.; Goodchild, Anne; McCormack, Edward; Wygonik, Erica

doi:10.17226/22522

Cited by 12 publications

(10 citation statements)

References 38 publications

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“…Designing for Truck Movements and Other Large Vehicles in Portland is the only resource identified to date besides the Tampa Bay Regional Strategic Freight Plan that provides guidance on how to balance roadway design elements in areas that serve critical roles in both freight mobility and community livability (11). NCFRP Report 24 acknowledges the lack of research on whether geometric design treatments for smart growth, such as lane narrowing and road diets, have any positive or negative impacts on freight movement (12). The report notes that these treatments bring motorized vehicles physically closer to pedestrians and bicyclists, which can make the road feel less safe, especially for pedestrians and bicyclists.…”

Section: Figure 3 Resulting Arterial Roadway Context Map (2)mentioning

confidence: 99%

Balancing Goods Movement and Livability with Freight Roadway Design Considerations

Hardy¹,

Hunter

2017

Transportation Research Record: Journal of the Transportation R

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Freight Roadway Design Considerations (FRDC), the document described in this paper, was developed by the Florida Department of Transportation District 7 to provide guidance to transportation planning and engineering practitioners for balancing livability and the needs of goods movement in a context-sensitive manner. The FRDC implemented one recommended element of the 2012 Tampa Bay Regional Strategic Freight Plan to develop a new approach to the roadway design process. This approach takes into consideration the analysis of freight activity and land use compatibility in the Tampa Bay plan. The FRDC benefited from a literature review of current practices and guidance from an internal review group and interagency coordination and commentary on draft materials throughout its development. The FRDC provides guidance on identifying roadway context, understanding and clarifying design intent, and selecting from a series of design strategies to help integrate goods movement into the development of complete streets.

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Section: Figure 3 Resulting Arterial Roadway Context Map (2)mentioning

confidence: 99%

Balancing Goods Movement and Livability with Freight Roadway Design Considerations

Hardy¹,

Hunter

2017

Transportation Research Record: Journal of the Transportation R

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“…Many studies have documented problems related to the operation of LZs in dense urban areas, and these can be grouped into three categories: the lack of LZs, infrastructure design, and law enforcement. Concerns about the lack of LZs in central business districts (CBDs) have been repeatedly voiced by freight operators in driver surveys in locations as diverse as Seattle, Washington; New York; and Mexico City, Mexico, to name a few (18)(19)(20).…”

Section: On-street Lzsmentioning

confidence: 99%

“…The existence of LZs does not guarantee that they are suitable for freight operations. The design of these facilities frequently does not consider the space (i.e., length and clearance) required for trucks to load and unload goods (14,19,22).…”

Section: On-street Lzsmentioning

confidence: 99%

From the Last Mile to the Last 800 ft

Butrina

Girón-Valderrama

Machado-León

et al. 2017

Transportation Research Record: Journal of the Transportation R

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Pickup and delivery operations are an essential part of urban goods movements. However, rapid urban growth, increasing demand, and higher customer expectations have amplified the challenges of urban freight movement. In recent years, the industry has emphasized improving last-mile operations with the intent of focusing on what has been described as the last leg of the supply chain. In this paper, it is suggested that solving urban freight challenges requires an even more granular scale than the last mile, that is, the last 800 ft. The necessary operations in the last 800 ft require integration of diverse stakeholders, public and private infrastructure, and a diverse set of infrastructure users with multiple, varied objectives. That complexity has led to a gap in the needs of delivery operations and the characteristics of receiving facilities (i.e., unloading and loading facilities and pickup–drop-off locations). This paper focuses on accessibility for pickup and dropoff operations, taking a closer look at urban goods movement in the last 800 ft from the final customer. The paper presents and analyzes previously documented approaches and measures used to study the challenges at the proposed scale. Finally, it proposes a more holistic approach to address accessibility for urban pickup–delivery operations at the microscale to help develop more comprehensive urban freight transportation planning.

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“…The residents in metropolitan areas are more likely to be affected by air pollution and greenhouse gas emission problems than those in rural areas since most of them live very close to the emission sources (e.g., commercial vehicles operated by diesel engines). However, only a few studies have investigated the development of urban freight-shipment models and their application due to a lack of data [4]. This motivates us to develop freight-shipment modeling and logistics planning at the regional level to estimate greenhouse gas emissions from freight trucks.…”

Section: Introductionmentioning

confidence: 99%

Estimating Emissions from Regional Freight Delivery under Different Urban Development Scenarios

Lee

Hwang

2018

Sustainability

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This study aims to develop a regional freight-shipment model to forecast freight movement within freight-delivery regions and examine the relationship between regional freight-shipment activities and the related environmental problems such as greenhouse gas emissions. A methodology for freight distribution and collection within geographical regions is proposed, in which a significantly large number of freight demand or supply points needs to be served. This problem can be considered as a large-scale vehicle routing problem and solved by an asymptotic approximation method. A set of closed-form formulas is constructed to obtain a near-optimal total travel distance of a fleet of trucks from multiple distribution centers. A case study is conducted to forecast regional freight-delivery cost in the selected metropolitan areas in the United States. Numerical results under three urban development scenarios show that the proposed methodology can be used to estimate the total cost and related vehicle CO 2 emissions effectively.

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Smart Growth and Urban Goods Movement

Cited by 12 publications

References 38 publications

Balancing Goods Movement and Livability with Freight Roadway Design Considerations

Balancing Goods Movement and Livability with Freight Roadway Design Considerations

From the Last Mile to the Last 800 ft

Estimating Emissions from Regional Freight Delivery under Different Urban Development Scenarios

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