Chapter

New Urban Freight Developments and Land Use

URL: https://www.elgaronline.com/edcollbook/book/9781800370258/9781800370258.xml

Publication: Handbook on Transport and Land Use: A Holistic Approach in an Age of Rapid Technological Change

Volume: Chapter 22

Pages: 383-397

Publication Date: 2023

Summary:

Urban freight denotes vehicle and commodity flows in an urban environment. These flows depend on a complex set of relationships among various stakeholders. In the last decades, urban freight has experienced an incredible pace of evolution, which has occurred due to various technological factors. One example is the ubiquity of internet access and the advance in information technology, leading to e-commerce adoption. Another is the development of algorithms to forecast demand, design and maintain supply chains and plan vehicle routes. In this chapter, we summarize critical changes in urban freight developments and land use. We highlight the interactions between passenger and freight travel, the recent shifts in freight flows and associated planning needs.

Authors: Dr. Giacomo Dalla Chiara, André Alho, Takanori Sakai

Recommended Citation:
Alho, André, Takanori Sakai, and Giacomo Dalla Chiara. "New urban freight developments and land use." Handbook on Transport and Land Use: A Holistic Approach in an Age of Rapid Technological Change (2023): 383.

Paper

Urban Form and Last-Mile Goods Movement: Factors Affecting Vehicle Miles Travelled and Emissions

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URL: https://doi.org/10.1016/j.trd.2016.09.015

Publication: Transportation Research Part D: Transport and Environment

Volume: 61 (A)

Pages: 217-229

Publication Date: 2018

Summary:

There are established relationships between urban form and passenger travel, but less is known about urban form and goods movement. The work presented in this paper evaluates how the design of a delivery service and the urban form in which it operates affects its performance, as measured by vehicle miles traveled, CO2, NOx, and PM10 emissions.

This work compares simulated amounts of VMT, CO2, NOx, and PM10 generated by last-mile travel in several different development patterns and in many different goods movement structures, including various warehouse locations. Last-mile travel includes personal travel or delivery vehicles delivering goods to customers. Regression models for each goods movement scheme and models that compare sets of goods movement schemes were developed. The most influential variables in all models were measures of roadway density and proximity of a service area to the regional warehouse.

These efforts will support urban planning for goods movement, inform policies designed to mitigate the impacts of goods movement vehicles, and provide insights into achieving sustainability targets, especially as online shopping and goods delivery become more prevalent.

Authors: Dr. Anne Goodchild, Erica Wygonik

Recommended Citation:
Wygonik, Erica and Anne Goodchild. (2018) Urban Form and Last-Mile Goods Movement: Factors Affecting Vehicle Miles Travelled and Emissions. Transportation Research. Part D, Transport and Environment, 61, 217–229. https://doi.org/10.1016/j.trd.2016.09.015

Technical Report

Changing Retail Business Models and the Impact on CO2 Emissions from Transport: E-commerce Deliveries in Urban and Rural Areas

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URL: https://trid.trb.org/view.aspx?id=1334572

Publication: Pacific Northwest Transportation Consortium (PacTrans)

Volume: 2013-S-UW-0023

Publication Date: 2014

Summary:

While researchers have found relationships between passenger vehicle travel and smart growth development patterns, similar relationships have not been extensively studied between urban form and goods movement trip-making patterns. In rural areas, where shopping choice is more limited, goods movement delivery has the potential to be relatively more important than in more urban areas. As such, this work examines the relationships between certain development pattern characteristics including density and distance from warehousing. This work models the amount of carbon dioxide (CO2), nitrogen oxides (NOx), and Particle Matter (PM10) generated by personal travel and delivery vehicles in several different scenarios, including various warehouse locations. Linear models were estimated via regression modeling for each dependent variable for each goods movement strategy. Parsimonious models maintained nearly all of the explanatory power of more complex models and relied on one or two variables – a measure of road density and a measure of distance to the warehouse. Increasing road density or decreasing the distance to the warehouse reduces the impacts as measured in the dependent variables (vehicle miles traveled (VMT), CO2, NOx, and PM10). The authors find that delivery services offer relatively more CO2 reduction benefit in rural areas when compared to CO2 urban areas, and that in all cases delivery services offer significant VMT reductions. Delivery services in both urban and rural areas, however, increase NOX and PM10 emissions.

Authors: Dr. Anne Goodchild, Erica Wygonik

Recommended Citation:
Goodchild, Anne, and Erica Wygonik. Changing retail business models and the impact on CO2 emissions from transport: e-commerce deliveries in urban and rural areas. No. 2013-S-UW-0023. Pacific Northwest Transportation Consortium, 2014.

Paper

Evaluating the Impacts of Density on Urban Goods Movement Externalities

URL: https://doi.org/10.1080/17549175.2017.1310745

Publication: Journal of Urbanism: International Research on Placemaking and Urban Sustainability

Volume: 10:04

Pages: 13-Jan

Publication Date: 2017

Summary:

Research has established a potential to reduce vehicle miles traveled (VMT) by replacing passenger travel for shopping with delivery service, and a few studies have indicated CO2 emissions can also be reduced. However, that research has mostly focused on urban locations and has not addressed criteria pollutants. This study examines the impacts of replacing passenger travel for shopping with delivery service over a broader set of externalities (VMT, CO2, NOx, and PM10) in both urban and rural communities. Three different goods movement strategies are considered in three different municipalities in King County, Washington, which vary in size, density, and distance from the metropolitan core. The research finds that delivery services can reduce VMT over passenger vehicle travel for shopping, however, the potential to reduce CO2, NOx, and PM10 emissions varies by municipality. Significant trade-offs are observed between VMT and emissions – especially between VMT and criteria pollutants.

Authors: Dr. Anne Goodchild, Erica Wygonik

Recommended Citation:
Wygonik, Erica, and Anne Goodchild. Evaluating the Impacts of Density on Urban Goods Movement Externalities. Journal of Urbanism: International Research on Placemaking and Urban Sustainability 10, no. 4 (2017): 487-499.

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