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Objectives of WM9 on urban distribution are to provide:
- improved understanding of freight distribution (collection and delivery) operations in urban areas,
- better improved understanding of the use made of light goods vehicles
(LGVs) and of LGV movements, particularly in urban areas,
-
reflection on the relationship between freight operations and sustainable development,
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consideration of the effects of policy measures and initiatives on
urban freight operations and their economic, social and environmental
impacts,
-
insight into the ways in which LGV and HGV operations in urban areas could be made more sustainable.
University of Westminster, London
Abstract
Freight Quality Partnerships (FQPs) have been a feature of freight transport policy in the UK since 1996. Many FQPs have been established throughout the country and a substantial amount of public funding and effort has been expended on them. However, to date there has been little effort to study their effectiveness and achievements, and to consider any changes necessary to increase their future success.
This report investigates FQPs to attempt to establish the number and type that exist, their structure, their aims and objectives, their activities and outputs, their challenges, successes and failings, and the extent to which they work with and learn from each other. Through survey work, the study has also sought the views of those directly involved in the operation and management of FQPs about the FQP concept, whether they have improved partnership working between the public and private sector, the value for money that they provide, and actions that central government and other organisations could take to improve their success and effectiveness.
Paper published for the Logistics Research Network Annual Conference, Cardiff, 9-11 September 2009.
abstract
The central aim of this study of Regent Street has been to gain a better understanding of freight transport and servicing activities taking place in area. The study determines the current volumes of freight and service vehicles operating in the Regent Street area and identifies operational practices developed by local business to organise their deliveries, collections and services. Furthermore it also makes it possible to identify viable ways in which the existing distribution and servicing operations taking place in the area can be made more sustainable.
Abstract
This report provides estimates of the total external costs of LGV and HGV operations in London.
In
2006, total LGV and HGV activity imposed external costs of
approximately £1.75-£1.8 billion using low, medium and high emission
cost values. About 27 per cent of these costs were internalised by
duties and taxes paid by LGV operators, compared with 26% in the case
of HGVs. If congestion costs are excluded, taxes and duties paid by
LGV operators are estimated to be 155% of LGVs' allocated
infrastructural and environmental costs, compared with 85% in the case
of HGVs. When using the medium emission cost values, LGVs accounted for
56% of these external costs in London and HGVs for 44%.
Abstract
To what extent do the taxes paid by the light goods vehicles (LGVs) users in Britain cover their allocated infrastructural, environmental and congestion costs?
This report is a continuation of a study on the internalisation of the external costs of heavy goods vehicle activity. Research
undertaken jointly by the Transport Studies Group at University of Westminster and Logistics Research Centre at Heriot-Watt University
has attempted to answer this question using official government transport
statistics and monetary valuations for the external costs.
Abstract
This report is based on a review of UK studies in which data has been collected to obtain an understanding of road-based urban freight transport activities and patterns of operation.
Urban freight remains relatively under researched by comparison with passenger transport both in the UK and worldwide. However, in the UK there have been a number of studies that
have attempted to investigate road-based freight operations since the 1960s. But no attempt has been made to draw together the results of these various studies and compare them. This is what is presented in this report.
The report has studied the results of 30 UK urban freight studies carried out in the last decade in order to attempt to provide insight into urban freight activities in our towns and cities. It presents this current knowledge about urban freight transport activities in the UK from these studies, and compares the similarities and differences between study findings.
Abstract
This report is based on a review of studies in which data has been collected
to obtain an understanding of road-based urban freight transport
activities and patterns of operation. Studies from the UK and other
countries have been included in this review.
While it may be thought that relatively few such studies have been conducted,
approximately 60 such studies have been identified as taking place in
the UK and approximately 100 elsewhere since the 1960s. In addition,
other studies have been carried out in order to assess industry and
policy maker opinions about urban freight transport , however this type
of study and survey work is not the focus of this report.
Gaining an understanding of road-based urban freight transport activities is an important element in determining the current sustainability of such
activity (in economic, social and environmental terms) and how best to
go about enhancing its sustainability. By reviewing the existing survey
work in this subject it has been possible to draw together the
methodologies developed and implemented. This should therefore be of
help in understanding which techniques are most commonly used, the
strengths and limitations of the various techniques, and in assessing
the most suitable urban freight survey techniques for a given study.
University of Westminster, London
Abstract
Light goods vehicles play a key role in providing goods and services to
businesses and other organisations in Britain. In order to better
understand the relationship between costs and benefits of LGV
operations it is necessary to gain a more detailed appreciation of the
roles that these vehicles are fulfilling. This report aims to provide a better understanding of this sector by examining LGV fleet and operations in terms of their characteristics, utilisation and efficiency and purpose.
Important potential external impacts of LGVs are also considered.
Abstract
The review illustrates the importance of road movements in goods distribution in urban areas. It highlights the major economic, environmental and social impacts associated with this freight activity and reviews policy options available to those responsible for regulation. A wide range of possible solutions to problems posed by urban freight operations are also covered including approaches related to: consolidation, facilities, vehicle design, information capture and utilisation, and non-road modes
Abstract
LGVs are of ever-greater importance in terms of the final delivery of many
time-critical, high value goods and are also widely used in industries
that provide a wide range of critical support services. There are
almost five times as many LGVs as there are HGVs (goods vehicles over
3.5 tonnes gross vehicle weight) currently licensed in Britain. The LGV
fleet in Britain is growing at a faster rate than the HGV fleet, and
the LGV fleet travels more than twice as many vehicle kilometres each
year than the total HGV fleet. LGVs perform a far greater proportion of
their total distance travelled in urban areas than HGVs, and consume
25% of the total diesel and 3% of the total petrol used by all
motorised road transport vehicles in Britain.
Please find other recent WM9 deliverables under Data Collection documents and WM3 data sources on Urban freight and reverse logistics
updated 9 July 2010
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