Title:درک حرکت کالاهای شهری

۱۱-۰۵-۲۰۱۲ ارائه دهنده: سوزان اس. رودز این وب‌کست فقط برای مشاهده در دسترس است، برای اعتبارات AICP CM قابل استفاده نیست. این مطالعه آکادمی ملی علوم یک راهنمای جامع و مختصر برای تصمیم گیرندگان عمومی و برنامه ریزان کاربری زمین در مورد تأثیرات طراحی کاربری زمین و سیاست ها و مقررات بر جابجایی بار در مناطق شهری ارائه کرد. این کتاب راهنما به روشی بدون اصطلاحات نوشته شده است و توضیح می دهد که چرا برای مقامات منتخب و منصوب محلی مهم است که بفهمند کالاها در محدوده شهری خود حرکت می کنند، چرا جابجایی کارآمد برای کیفیت زندگی شهری جامعه آنها حیاتی است، چگونه قوانین کاربری زمین، سیاست ها و مقررات بر حرکت کالاهای شهری تأثیر می گذارد. این کتاب راهنما شامل موارد زیر است: مروری بر اینکه چه کسی، چه چیزی، چگونه و چرا بار در یک منطقه شهری حرکت می کند. دوازده توصیف اصلی زنجیره تامین همراه با روایت (زنجیره تامین نوشیدنی در زیر نشان داده شده است) تا به تصمیم گیرندگان و برنامه ریزان کمک کند تا تاثیرات سیاست ها و مقررات منطقه بندی محلی را درک کنند. نمونه هایی از تأثیرات مقررات؛ فرآیندی برای ادغام مطالعه حرکت کالاهای شهری در کار یک دفتر برنامه ریزی. اطلاعات در مورد نحوه استفاده از داده های حمل و نقل؛ نمونه هایی از انواع مشکلات جابجایی کالاهای شهری و راه حل هایی که می توانند از آنها استفاده کنند. و نه مطالعه موردی از مناطق شهری که کدهای منطقه‌بندی، مقررات و سیاست‌ها را برای بهبود حرکت بار در منطقه شهری خود تغییر داده‌اند.

قسمتي از متن فيلم: Hello my name is brittany gabinski and i want to welcome everyone it is now 1pm so we will begin our presentation shortly today on friday may 11th we will have our presentation on understanding urban goods movements given by suzanne rhodes for help during today’s webcast please

Feel free to type your questions in the chat box found in the webinar toolbar to the right of your screen or call 1-800-263-6317 for content questions please feel free to type those in the questions box and we will be able to answer those at the end of the presentation during the

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Months to register for these upcoming webcasts please visit www.utah webcast and register for your webcast of choice we’re also offering distance education webcasts to help you get your ethics for law credits these webcasts are available to you at www.utah.apa.org webcast archive and you can follow the instructions on how to log your distance

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Cm and select today’s date which is friday may 11th and then select today’s webcast which is understanding urban goods movements this webcast is available for one and a half cm credits we are also recording today’s webcast and it will be available along with a six uh with a pdf of the presentation at

Www.utah.apa.org webcast dash archive and at this time i would like to introduce our speaker for today who will be suzanne rhodes suzanne rhodes sorry suzanne rhodes is located in columbus ohio and is a principal with cdm smith she is the client services manager responsible for cdm smith’s fhwa work

Suzanne possesses over 35 years of experience in transportation project management freight corridor environmental and land use policy policy analysis planning process and procedure development program administration planning training public involvement survey research and statistical analysis and regulatory compliance she served as as the project manager for the 3.75 million dollar four-state i-70

Corridor dedicated truck lanes feasibility study the ohio state weighed statewide rail plan and as the principal investigator for transportation research boards ncfrp 15 study report 14 understanding urban goods movements prior to joining cdm smith in 2005 she served as ohio department of transportation’s planning director and prior to that as the executive director

For a multiple multi-state mpo and lld for appalachian regional commission while at odot she helped develop and author a number of planning documents including the first odot statewide freight plan in 2003 and the statewide multimodal long-range transportation plan access ohio from 2004 to 2035 and various odot policy guidebooks

Including the planning sections of the project development process the guidebook on environmental justice and the public involvement guidebook miss rhodes holds two master’s degrees from pennsylvania state university one in public administration and one in regional planning her undergraduate degrees in urban affairs and sociology are from the university of pittsburgh

She has served on aass hto’s scop and several trb committees including statewide multimodal planning environmental justice and intermodal freight transport let’s welcome suzanne rhodes thank you can you see my screen yep we can okay good um today’s presentation as mentioned is on understanding urban goods movement as in any good continuing education programs

We’ve listed a couple of learning objectives that we hope you’re going to walk away from with this after listening to this presentation first is how why and where freight or goods move how how it’s connected to the economy and land use planning and the impact of planning and zoning

Regulations on urban goods movement and what you can do to improve the access and mobility of freight in your local community and your local economy my goal on doing these broadcasts and i’ve made a number of presentations on this is i think that every planner no matter if you’re a young planner or

One who’s been around for a long time can take what you learned from this and take this present powerpoint presentation and give this in your local area you should be smart enough and it’s basic enough that you should be able to do this yourself when you walk away as was mentioned this

Project this presentation came out of a trv transportation research board ncfrp study number 15. it was done by the firms of cdm smith we were wilbur smith associates at the time hellcrow associates the university of southampton in the uk rsg incorporated and sustainable ports so it was a team effort a lot of

Pretty smart people worked on this um i was the kind of the manager so doesn’t not saying that i was the smartest person on this team i certainly was not the purpose for the um and products out of this study were to produce a guidebook in this

Guidebook i’ll give you the link to it is available for free on the web you can download it from trb it was designed for public decision makers for planners it focused on urban goods movement pickup and delivery inside an urban area we didn’t look at trains we didn’t look at really big port

Deliveries but it’s mainly what’s going on inside your community on your local roads it’s to try to help you understand and improve the decisions that are made in terms of zoning land use regulations and other local regulations that impact basically trucks moving around your urban area and what you can do to

Improve them these movements um the intended audience and believe it or not some of the panel for trb didn’t realize that zoning is the under the authority in most cases of local governments they believed that mpos and state planners had authority to make these changes we did some education and we

Designed this guidebook so that a it educates and that the local officials can use it local planners can do it it’s also written so that the mpos have ideas of what they can get out of it and academics and researchers can use it for instruction and courses and also

Private sector stakeholders will will get something out of it we had four ultimate products one was the guidebook which is for free on the web the other one is an executive summary and then there’s a resource cd that includes two powerpoints with speakers notes these are not free on the

Web but if you at the end of this my emails there and if you really want copies of these cds you can give me a send me an email i’ve got about 50 of them that we printed extra that we will send you happily so that you can use them and do

Presentations and others who have received these have been very successful in making the presentations on their own the executive summary is not included for free but it is on that cd it was an eight page document intended to be something quick no no elected official was going to read a big long

Guidebook they will look at a colorful eight-page document that links urban goods movement links those truck transportation issues with their local economy and their growth in their community so that’s what this was designed as it was meant to be to quickly capture their attention we’ve pre-tested it with a number of elected officials

And it it seems to work pretty good um one of the one of the things that we who fortune freight for many years understand is that you need to have a champion you need to have someone besides just the staff saying yes we need to look at freight movements truck movements goods

Movements it it that’s where the authority to assign staff the responsibility to do research and to make changes will come from so that um executive summary should not be underestimated okay this is the what the guidebook looks like it is now report 14 if you’re searching on the web it has six

Basic chapters in it we’re going to cover five of these today a little bit of number six and i’ll tell you what’s on that resource cd if you want a copy of it first lesson is the importance of goods movement in the environment and the way we’ve written this is an attempt to

Bring it home to everybody um you’ve for example walk by a bakery and what you see on the outside and what you see are people the ladies here selling the donuts selling the baked goods what’s behind the scenes that you don’t see are the baking and the ingredients

And all the effort that goes into preparing this as you know those items need to come from somewhere most stores because urban areas real estate is pretty expensive don’t keep a lot in stock so you need to have a lot of deliveries in the back in the front wherever they come in

In order to supply and it’s a it’s an ongoing basis you know many places like this receive deliveries every day we interviewed grocery stores and we interviewed a fairly large chain of grocery stores who indicated to us that the they have their own truck fleet they make 40 000 deliveries a day it’s

Because they only keep eggs and dairy on their shelves two days they need to replenish it uh frozen food produce fish and stuff one to three days on the shelf dry goods seven days anybody who’s lived through a hurricane or tornado warning knows how quickly those shelves empty

Off and that this is a a 24 hour a day seven day a week delivery cycle that needs to be maintained everything is sort of not seen to the average shopper or the average person but it requires a seamless system in the pa back of goods moving in and out excuse me

Many people working in freight will tell you freight is the economy in motion it’s where jobs come from if you don’t have materials delivered you can’t have a job it’s also providing access to markets here are some facts that are in the guidebook there are also other facts in this

Guidebook but these we thought capturing people’s attention i’m sorry in 2010 approximately 55 tons of freight was moved in the u.s for every single person it’s estimated by 2040 that they’ll be 70 tons moving that’s an increase of 27 percent or for every two trucks you see on the road they’re going

To be three most of these goods originate and terminate in urban areas the value of these goods is is 81 of all the goods moving in the u.s those that are going into urban areas people have often asked what does it what’s the cost of moving goods for example if you buy a

Head of lettuce it’s the in that it cost you a dollar four cents of that about four cents of that is the cost of shipping it around so if you can improve the shipping costs you could potentially lower the price of consumer goods to people

If you have a shirt every shirt on your back that’s maybe a 14 cent cost to move that around now i’m not don’t take me precisely and exactly but these are kind of an average of cost of everything you own the cost for moving it around certainly

A maserati isn’t going to be 14 cents of every dollar there but general urban goods fall into this about this approximation logistics in the u.s is a large share of the economy a large sarah the payroll the interest that has happened over the past few years and i’d say it’s probably 10 years

Now that the transportation community and planners have really begun to pay attention to freight it’s just because the volumes of trucks have on the roads have been going up so much over the years um everybody has this is at uh i think this is the support of l.a long beach nationally

There is a lot of congestion congestion on the roads comes from trucks in addition to cars a lot of times people talk about getting those trucks off the road but in all honesty and i’m not a big advocate for trucks over trains the way some part of the supply chain trucks

Move it they’ll bring it you know you don’t get a train in the back of that bakery unloading flour and yeast so um we do have to pay attention to to the that first and last mile and those are described in more detail in the in the guidebook now this slide

Is and i want to take a minute here to explain goods move on barge or on rail or on boats on trucks in the air and you’ll see two axes here one is on cost and once on speed and reliability and the size of the dots means

Is meant to display the difference in what percent of the movement is by each of these modes obviously air is the most expensive way to ship something it’s also the quickest you wouldn’t ship coal on air because it’s pretty heavy and it’s really not required immediately however if you’re manufacturing and want

To get a pair of glasses or some fine equipment medical equipment somewhere it’s a high value equipment you may need it quickly like transferring a heart or a lung so you would use air railcar tends to carry heavier loads they don’t get there as quickly the timing is not as reliable so the

This chart is meant to explain and i’m hoping you you i’ve done it well enough that you understand it moves through various modes and the reason it picks the modes is the important how much it costs how much it weighs how quickly it needs to get there and

How reliably it needs to get there trains are not as on time and reliable or our boats um as much as a truck may be so hopefully that gives you a a kind of a feel for how why where and what moves goods as said before freight supports the

Economic development quality of life it keeps your region competitive if you don’t have good access and egress good good roads good truck access good rail access your community may be losing out on economic competitiveness now the second lesson is about supply chains and we did a lot of interviews and a lot of

Testing and developed 12 supply chain case studies and models these are detailed in the guidebook a lot of information on each of them we have a a drawing on each that very simply explains supply chains the modes they use and how they get from their origination to you the consumer

I only have two in this part of the presentation the other 10 are at the end so if you download the powerpoint you have them you’re welcome to use them we’ve presented this to economic development folks and it’s and their response was thank you very much because this helps us understand why it’s

Important to get that train route near our home or near our community why it’s important that the airport be supported to support our overall economy this this food chain example here talks about you know the the production and the the gateways and how it may come in

To different vendor plants goes to a regional distribution center that’s the dc could go to a warehouse satellites many of these traffic these are by truck and then they go to individual restaurants and institutions so it’s a lot of truck trips um in an average is

You know if if a truck is that that satellite truck you see there will on average make 10 to 12 stops a day over a 130 or 140 mile mile uh um distance here’s big box realtor something like a walmart or or a um a home depot and you see the

Things come in by by boats and trains and trucks and and again they uh are distributed through distribution centers sometimes regional distribution centers uh and go to the the individual retail stores we have a back haul in here because in some cases things are returned for one reason or another

Freight data as any planner knows you can’t do good planning without good data freight data is available nationally it’s available on local levels and in some cases you can create it yourself we’re we there’s a fairly lengthy chapter in the guidebook on freight data i’m going to just cover some very general

Sources of data and how it’s used from the national level bureau of transportation statistics and fhwa if you go to the fhwa website the freight analysis framework maybe some of you have seen these spider maps every state has a cider spider map they can tell you the origin and destination

What’s flowing through into and out of your state um a railway bill sample this is not available for public distribution but your state dots or state rail agencies can get this information for government use also there’s private data through transsearch ihs global insights has has kind of high level

State and national data available um to get to the very specific node or local level there are this is a map that shows one way of demonstrating where freight is coming into and distributed from in your local area talks about production and consumption nodes there are like woods and pool data and

A variety of other data sources for freight generators in your community if you have a modeling staff person they will probably have some of this information or can help you with this if not go to the guidebook and it’s a way to to do a demonstration of where the

A lot of the trucks will be coming from and going to in your community i can get this down to the neighborhood level and it you may want to display it like this if there are issues of concern and these may vary from community to community you know things like congestion in certain

Areas and safety and security and and noise in in various areas depending on what level of a freight or urban goods movement study you want to talk about now down to the regulations and and this assumes that planners know what regulations there are in their community

And it doesn’t get into a lot of detail it gets you to um these are if you’re going to do a urban goods movement plan for your community the types of regulations that you may want to take a look at talks about design design standards land use and zoning urban truck regulations

Parking loading zone regulations uh time of day restrictions charts size and weight regulations and i’m going to just point out some of the examples of what how the regulations you have may be positively or negatively impacting goods movement in your area we’ll talk about setback ordinances parking ordinances geometric design

Some signal timing and and access management and the picture is worth a thousand words um this is a building that was built many years ago obviously before a the trucks of the length that we have now um were prevalent so you can see it’s blocking traffic and causing congestion there are ways to

Improve this or eliminate the situation modifying the the certainly you’re not going to go in and rebuild the building but you could require shorter length trucks you could look at different parking patterns on angles you can look at your building codes to make sure your setbacks are adequate for

The future so this doesn’t continue to happen if you’re building new buildings you could ask that they do some redesign of the building there are lots of things you can look at this is just an example of a design standard that you may want to reconsider here’s a enforcement issue where the

Delivery truck is having trouble um getting in and out because cars are are parking in the loading zone parking in the the areas where pickups and deliveries are supposed to happen what could happen in a situation like this if there’s no space there’s a dumpster there

That truck may end up circling the block again and again or parking illegally double parking so looking at your parking ordinances and and enforcement is an important thing to consider when you’re doing an urban good study this is a picture out of new york city where you could look at your geometrics this

Bridge was obviously designed a little too low for a truck here’s some other roadway geometric issues you can see on the bottom left corner the truck can’t make the turn so it’s going over the curb each time and looking at your your design standards for roadway geometrics what may make a

Difference here there are trucks swinging out into the other lanes so any new design you may want to take a look at that certainly construction delays or problems i’m speeding up here because of time truck regulations there are often root restrictions on size and weight restrictions that are placed in urban areas or

Enacted in urban areas we did a project and i’m not picking on atlanta but it’s a very good example that they recognize that the the mpo and atlanta recognized that a number of their communities had truck routes in them but in some cases the truck route at in one urban area

Hit a road in another area urban area the next adjacent community where it was no trucks so they did get together and they looked at as an mpo looking at all the truck routing to make sure it worked and was consistent in all the adjoining areas in the this study also looked at

The um the importance of designating a route so that if there’s a shutdown on the interstate that truckers knew how to get from one side of town to the other without going through sensitive neighborhoods but um on routes that that were acceptable to both the community and to the um the the vehicle

Without being illegal so that’s kind of an mpo urban goods movement study that can be done two there’s just some guide guidelines in in terms of coming up with a truck route study and you know our firm and many firms do these these studies the route should be designated

They should be properly designed and they should be operated to maintain and accommodate trucks okay we’re going to put it all together now i i talked about all kinds of various uh you know what what why and how freight moves where it moves some of the regulations that impact it

Um the importance of having a champion so that you’re actually getting authority to do this kind of urban goods movement study certainly you need to understand the political environment to is there a champion is there somebody that will support you is your boss interested enough can you do this study and have it

Be something that that you do in addition to all the other work you have to do certainly get organized um look at some baseline information what’s out there talk about identifying some state holders and doing some interviews and inventories if you go to the fhwa freight office website you can’t deal with um

Freight private sector state holders the same way you do as the public and i’m probably not saying anything you don’t understand these are business people they don’t have a lot of time they don’t often want to share their personal opinions with you because you’re the government you’re there to help

But there are some techniques if there’s a book a guidebook that we’ve prepared called um engaging the private sector in freight planning that is also available free right on the fhwa freight website they also do workshops on this on how to talk to freight stakeholders both shippers and carriers

One of the i’m just going to throw in an idea here that we did is uh we went to a a number of trucking companies that are fairly large in different urban areas and we just put a map of the area on their wall in their truck truck driver’s ready room told the

The dispatcher there what we were trying to do and we had little dots like red yellow green dots and put a little note on the wall with the dots and said please put a number on your dot and where are the problems in our urban area that you have as a truck driver

Um driving through our area and we came a week later and picked it up and sure enough there were quite a few dots and you could see where there were major potholes there were signage problems there were geometric problems and it was a kind of a quick and dirty getting to the private

Sector without a lot of time on their part and fairly easy you got back a map now maybe it’s not entirely scientific but it still will get you a good feel for what are the problems in from a motor carrier point of view in your urban area

Certainly you need to look at your regulations you need to summarize issues and problems you need to do education and outreach to your your community about why this is important and talk about potential solutions i like to think that the this is a good job for a summer intern

Go through this presentation with them show them some of the pictures the guidebook has more on examples of problems say ride around drive around spend some time looking and seeing if you can identify the congestion the mobility the access problems that motor carriers have as a way to start doing a

You know take some pictures start finding out what your problems are maybe okay in terms of following the planning process we tried to keep it real simple here reach out to this decision makers pick a project manager talk and work with your mpos often the mpos have freight people in them

Certainly fhwa division office every state has some and a lot of the state dots have people who are freight freight experts get organized start developing some surveys identify contact stakeholders as i recommended please go to that engaging the private sector handbook before you start there’s some surveys in there some um

Hot tips on when and where and who to talk with in the private sector this is a copy of that that guidebook you need support you’re going to you can use some of the slides in here to do some outreach and education on board members planning commission members other staff

Look at your regulations and start identifying solutions here’s a simple little map that we put together just as an example of things that maybe be a problem the red line is to indicate a truck uh the the truck is starting at the arrow and trying to get over to the bakery

Cannot take the shortest route because of that first bubble there unable to make that left turn the um not being allowed to go through the center of town some geometric problems this is just a potential example something that you could come up with yourself here’s one possible solution and

Through a designated truck route and enforcing parking so that the the the truck can actually get to the bakery pretty quickly we’ve got in the guidebook some spreadsheets that talk about different problems and potential solutions to sort of help you get on your way we’ve got information on truck routing that will help

And here’s just a few more of the pictures you get vehicles parked in the loading zone and um the allergy alleys crowded with trucks this is like an enforcement issue i’ll get to an example in a few minutes in the case studies which we did there are there are

Nine case studies in the guidebook i’m going to talk about the new york city one but each of these had a different urban goods movement problem each has a different solution new york city they’ve had commercial vehicle regulations for 100 years part of the problem was in enforcement

If you’re a new york city police officer obviously there are a lot more problems than just trucks parking in or cars parking in a truck loading zone uh part of what they did they new york city put together a special freight office freight division and my my apologies to

Anyone from new york city on the call i’m i’m really not doing you justice in the the wonderful program you put together one of the things that they they did was they put together some training materials and and separate documents on explaining to the police trainees why it was important to

Ticket and to keep moving people um and keep the the truck loading zones available for trucks signage was another thing they looked at only five percent of the signs or the streets in new york were designated as truck routes the signage was different the location of the signs the design of signs

Was different and many of the intersections they were able to identify and to standardize so that a truck coming into new york city will know exactly where to look for the truck exactly where they could go and it was consistent and easy to spot a lot of their regulations were very old

This is wall street and this was i guess around 8 or 10 in the morning it’s just deliveries happening every minute of every day in in new york the one of the programs they also came up with and they had funded was to look at office delivery which um was to have trucks

Deliver in the evenings and nighttime hours when the streets aren’t as congested rensselaer polytech did the study for them and they found that it was an overwhelming success they um you know the the the drivers were happy not to have to deal with all the congestion the for example restaurateurs

Were happy not to have that bucket of tomatoes come through their front door when they had customers there um bottom line is they did a a very thorough new york city did a very thorough look at what was going on with trucks what was going on with the regulations with the deliveries they

Talked about the different problems they had and identified some very specific solutions they found a champion they were able to communicate their mission they educated their law enforcement officials they had got their root signs consistent uh they looked at the delivery times and the impact that was having

Did a a special funded study for off virus delivery and the program really worked very well and this is being looked at in a number of other city cities in the u.s and the federal government’s doing a little more funded research on our fire delivery programs principal findings from new york city

Are that law enforcement officials must have the details of the truck routes and the the waiting rolls there there were companies in many urban areas that double park because they can’t get in and they just assume a million dollars a year in traffic tickets as part of their cost of doing business

Because they have to cut double park and it’s less expensive than having their driver circle and circle the blocks and missing their delivery windows the resource cd that i’ll send you if you ask has this powerpoint presentation and other powerpoint presentations on it it’s got speakers notes with it there’s a literature review

There’s a glossary of all kinds of freight terms there are how-to examples and examples from other states how two examples in terms of doing doing freight studies there’s also a a very short 10-minute powerpoint presentation on the cd or you can take this pdf if you’re good with pdfs and modify it into

A powerpoint but i don’t know if you want our logo on every slide you’re welcome to use that if you like so hopefully through this you’ve understood a little bit about why urban goods movement is important to your urban area in terms of economic competitiveness in terms of getting the

Quality of life to your your your residents your citizens getting food to them in a timely manner getting products to them hopefully you’ve understood a little bit how the supply chains work that that weight and timeliness and and size makes a difference that being able to get into and out of a um

A store with products is um important and you can’t use an airplane to deliver coal to a vendor or that airplane’s not going to supply your your walmart with clothing um talked a bit about the impacts of the regulations and the land use codes uh tried to present you with the

Planning process saying that you know in throughout my life no matter where i’ve worked in what area i’ve always been able to follow the planning process which talks about engaging stakeholders doing data analysis setting some goals coming up with recommendations and alternatives and just applying the re

The planning process that you all know to this freight an urban goods movement is a way to be successful in developing a a freight or an urban goods movement plan provided case studies both case studies of communities who’ve recognized problems and addressed them in case studies of supply chains

So in wrapping up and we’re wrapping up a little bit early urban goods movements important to the economy and quality of life local regulations and decisions can impact the efficiency of those movements things like we talked about in the atlanta area things like not enforcing parking regulations things like

Trucks not being able to turn corners in and reaching out into different lanes and causing congestion and you as a local official you as a planner can make changes can improve rate movement this is something you can do it’s something you can easily do you just need to to think about free start

Being able to see and recognize the problems and come up creatively with um solutions so i want to thank you i’m going to click just be patient with me these are the other supply chain slides and they’re all available on this pdf that you can download

There are more of them but i’m going to go back to my thank you it’s ncfrp report 14. this is the link where you can get the guidebook for free there’s my email address if you have questions if you want a copy of the cd with the powerpoints on it in powerpoint format

So you can adjust them they’ve got speaker notes i really believe every planner can do this without me read the guidebook ask questions you can make a difference you can make this work okay thank you very much and we can take questions now all right um thank you suzanne uh so our

First question comes in from lance what has been your experience with roundabouts in areas with a high volume of truck freight traffic i personally have not done a lot in terms of roundabout design i know that these are not a favorite um of many truck drivers um

They if they’re not designed right i should clarify that uh there are um the turning radius radius on truck is obviously different than a car and um you just need to design them right so that and there are some designs out there that are modified for trucks so that it’s

Kind of a a bricked inside circle so the truck is not killing your flowers if he goes over that but i cannot speak for the motor carrier industry on those if there is research on it others have done studies there’s atrey american transportation research institute atri if you google that

They are the research arm for the trucking association i would never claim to be able to speak for the motor carrier industry or the truckers but actually does and um you can google them and and i believe they have some studies up there on on roundabouts all right great

Um our next question comes in from paul could you please summarize how good’s movements are impacted by zoning regulations since zoning only applies to private property regulation but goods movements are public right-of-way where zoning has no bearing uh you got to give me a minute to think

About this one i did have an example okay zoning sometimes what has happened over the years is you will have a industry that has grown up and around it has grown a residential area and conflicts start to arise because although the the industry was there and generates a

Lot of truck traffic the more the residential area has grown um they don’t like it’s almost a conflict with you know they want peace and quiet and they don’t want trucks rolling down their streets what we found happening in areas like that is the pressure put on the city council the zoning board

Often comes from the many many residents and the the industry which does bring jobs it’s one or two people from the industry versus 45 residents and the elected official or the zoning board person is really in a conflict wanting to keep those jobs and wanting to keep the residential area so it’s

It’s more of just like airports have had trouble over the years when communities have grown up around them so that that really does link the zoning and and how zoning evolves also the case study we had on baltimore in the the guidebook talked about what was going on in the the port area

Where uh when the economy kind of was going gangbusters houses were built in uh right up on the docks some very nice condos if you’ve ever seen them but you know if you have morton salt coming in there morton salt can’t relocate anywhere else because they need that 18 20 foot deep porch

And you’ve got the the cry for more housing and it’s a compatibility um what issue you know different people want different things and where they’re located um baltimore uh together with maryland uh addressed the pro problem with an overlay zone recognizing that you know you lose that dock space for industry it’s gone

Forever and that dock space and that those port access places are are part of what makes the economic um base of of of baltimore and it needed to be preserved so they worked out a an overlay zone and it was things like if it was 18 feet or an existing um

Port access it it was maintained and you can go to the the guidebook to the example but just i think that kind of answers the question on on how does it impact zoning or how zoning and and freight interact all right i didn’t answer that he can he

Can send me a note and we can talk yeah and suzanne’s email address is listed so if you want to follow up with her on anything it’s you know you can shoot her an email and i am by i am not the absolute hands-down expert on urban goods

Movement we had many people working on this study and i’m trying not to give you opinion but give you perspective great um well our next question comes from david buses and garbage trucks also have similar issues with overpasses turning radii and restricted roads is there any collaboration among the

Various vehicle associations who suffer the same issues through pursuing different purposes absolutely they do have similar issues and in many cases when there are studies being done by by state dots and mpos there is collaboration i know that the the motor carrier lobbying groups often work with the the transit public transit folks

When we did the study on dedicated truck lanes we looked at putting buses on them too which makes a world of sense there’s an example and i don’t think we did this as a case study example in san francisco with um with garbage trucks that are now restricted to sort of off

Ours more in the the morning hours so they don’t conflict with traffic and people don’t really like seeing garbage trucks on there their street problem was when they back up they do that baby and people weren’t happy with that but that’s one of your trade-offs i’m not sure if san francisco is

Continuing that program but that was one of the things that was looked at kind of an off hours time for for trucks and every community has different values and priorities and yes there is a a in a relationship and these groups do work together all right um our next question comes

From james how have you dealt with um municipalities that get development and taxes while the neighboring municipality just gets the traffic that’s why you have mpos that’s an issue that communities need to to work together um it’s one of the reason that metropolitan planning organizations were established

That you know this is a transportation problem it’s not a just the way that air air floats from one community to the next and pollution goes from one city to the next um it’s a regional government type of issue i mean i can give you examples when i

Was a mpo director of how we dealt with that but um once again it’s something that should be handled if you’re in an uh metropolitan planning organization area and i um brought to their attention and discussed i’m sorry i’m not giving a really great answer on that other than contact your mpo okay

Um well you know we still have time to take questions so if anybody has any questions they want to send in um i’m kind of lacking on questions right now to ask you suzanne um we’ll give people a minute to to come up with some questions formulate some thoughts

Do i need to talk longer for people to have their one and a half one and a half hour credit um well we are um approved for one and a half cm so um we should we should try to go as long as we can but if we do end a

Little bit early you know we’ll be okay but um yeah uh it’s a good opportunity to ask any questions you might have just follow up on you know the presentation today so if anybody wants to send in some more questions we have time okay here we go

From jonathan do you have any insight into defining freight od patterns o dash d origin destination pattern that is a lot of what is done with the trans search database that ihs global insights has as i said it’s proprietary and it costs money the favs the freight analysis framework

Data and the national level also provides that information where um and it came it came in part from the um the trans search data um if you and it’s it’s sort of big and national and and you know it will tell you that apple’s from washington and how they’re distributed across the the

Country you know uh apple’s from washington state and where they go to if you click on washington and you know the commodities that are moving in that state you can get that a lot of not many state dots have statewide models but those that do can pull that day i’m i’m

Kind of hesitating here i’m trying to think i guess there are four or five state dots in the us that have that the the trans search station the reason it’s proprietary on origin destination is that you know if you’re schneider trucking you don’t want roadway to know

What you’re picking up and where you’re delivering it to because that’s a market sector they may want to capture so that origin destination data is pretty hard there have been we’ve when we’ve done our companies done work in a metropolitan area or in a um for a state

There are a variety of approaches we use to get that data such as you know you could stop people you can stop truckers what we did and this is just fresh in my mind because we just finished the study not long ago on interstate 70 we

Stopped i think it was like 870 some odd trucks in one day we just stopped them for two minutes and at the um at the rest stops and asked them where they were coming from where they were going to and that we did not ask what commodities

They were carrying but the drivers were very willing to give us those responses so we did cr do a od um kind of a analysis uh which let us know that you know that most trucks were going 150 miles on that corridor etc um i would advise you if you’re looking at

Stopping motor carriers that you we have contacts with the trucking associations and we worked with them um to do this you can’t just pull a trucker over and ask them where are you going where’d you come from we we had a um a former executive from a

Motor carrier line work with us to devise the the very brief survey we trained the people and got it done within one day and had a fairly accurate we think analysis and we we um i’m sorry i can’t remember the word i want to use we you had some travel demand modeling and

Uh that we used to compare to see that we were pretty close and it was not the only way we got the data but that’s not exactly easy okay next question i’m sorry okay um so our next question how does the good movements issues vary from crowded east coast cities to western cities

I think within the urban area it’s they’re probably similar issues um i know if you’re talking la long beach with all the the that’s coming in through the ports um that’s passing through i think these these the alameda corridor and a number of other projects have tried to keep

Pass-through traffic out of urban areas in most cases trucks just passing through are going to do everything they can to not go into the urban area which they know is crowded and will try to stay out i cannot off the top of my head think of any major change other than

The density of some of the older cities on the east coast is a bit more than some of the density on the west coast but they’re also the issues of you know what’s coming in through the ports next question yeah okay our next question comes in from goldie in areas slated for high

Density or so-called smart growth and covering virtually all the ground have you had experience in addressing the planners about today’s subject have you been approached to make presentations like today’s with smart growth areas actually no i have not so okay um and our next question comes in from

Debbie you mentioned your work in atlanta what were your findings of that study um the the the results were to produce for them a and and i was not the project manager and i was not intimately involved on this i can put you in touch with the the gentleman who did that study

Basically it was to come up with a good routing plan for the metropolitan area not just any one city so that trucks if there was a breakdown on the interstate they had a a route they could follow and it was about getting that information out to the trucking company so they

Don’t just have to sit in traffic um i believe it’s like 95 an hour is the cost of a truck sitting going nowhere so if that person wants to send me an email i’ll put her in touch with the person who did that specific study for more detail okay

Our next question comes in from tom is there a movement to encourage lower cost transportation mode such as rail and rail intermodal rather than truck that would reduce vehicular traffic and pollution absolutely i mean these you know the uh look at um just uh two east coast examples where they’ve double stacked

Both norfolk southern and csx lines through the heartland corridor and the northeast gateway through through more efficiencies and there’s a new switching station in north baltimore to avoid having to go into chicago which is where all the east coast and west coast railroads meet the very biggest customer of the

Railroads is intermodal or the truck trucks there are more containers going on on rail more and more and they they do work together they’ve they’re not always in competition uh i think that everyone in transportation would say as much as we can efficiently get off the roadways the better but i

Challenge you to tell me one thing you have on your body or that you’ve eaten that didn’t get to you with a truck i mean at some point that final mile that we discuss and describe in this document in the guidebook is usually buy buy a truck i mean there’s there’s only

So much you can do to get um get products moving in other ways and i’m talking don’t tell me your computer because that’s uh electronics and the coal-fired plant and your computer probably came to you but from by a truck delivering it to that apple store or best buy or wherever

Okay our next question uh does the guidebook discuss conflicts between trucks and bicyclists on the streets no it doesn’t i brought that up to the panel and and every nchrp every trb research product project has a panel that of experts that’s supposed to review and advise and they said it was beyond the

Scope and we just wanted to to focus on truck movements in urban areas and you know frankly in in some cities you’ve got bicycle couriers but they it’s beyond the scope i was told so we didn’t do anything on that okay um our next question comes in from david

So in reply to designing streets to accommodate trucks what about the opposite have cities worked with truckers to use smaller vehicles to better fit into urban areas similar to smaller garbage trucks fire trucks that we’ve seen pictures of in japan and have started to see very good question and actually there

Are there are um they’re starting to be uh sold in the u.s and put together and produced in the u.s some smaller delivery vehicles that are just actually electric vehicles like i said a lot of trucks travel about 130 miles 120 miles each day make 10 or 15 stops

These electric vehicles actually work for that they’re being imported from europe they are starting to catch on i think in new york city fedex has moved to to or is moving to this i i’m not sure if there or if it was um one of the big no maybe it was

Maybe it was like staples or what’s the other um office next or somebody but they there is a movement we’re starting to see that that is happening so yes i think everybody wants to do the right thing it’s just a matter of time and money um and creativity okay

Yeah um our next question comes in from carol have you observed any notable changes or reductions in truck traffic volumes along traditional truck routes with the increased emphasis on double stack rail activity i would not want to answer that question without looking at state state dot or fhwa data i think that

I guess norfolk southern just opened that line recently i mean my my examples would be from the east coast where double stacking has been going on on the west coast a lot longer so i wouldn’t would not want to answer that without looking at the data that might be a good research project

For somebody in the coming years next question yeah our next question comes in from goldie can you speak to considerations for newly urbanizing peripheral areas that should be taken into account in their comprehensive planning and how should they be thinking ahead i think they should go to some of the

Pictures in this guidebook and go to some of the issues and um they’re laid out in there in terms of things like and i don’t know if the building codes come under everybody’s jurisdictions but um when you design a building making enough freight elevators in it um if you have the um

The dock space making it be adequate with inside in in the area uh considering options for nighttime deliveries a lot of the ideas that are in here or maybe easier if you do them ahead of time rather than you’re trying to retrofit a a urban area that’s older and existing

So i mean new york city really had a challenge because they’re they’re older if you’re just starting to build and design uh if you just think about freight when you’re building it um you’ll be ahead of the game okay next question all right our next question comes in

From jonathan how do downtowns balance truck loading and vehicle movement are you aware of loading zone parking codes being changed to encourage downtown commercial or retail redevelopment you know i think it varies around the country um one of the calls i made in terms of um trying to find a case study community

Was to a kind of a rust belt city in the northeast and they said we just let them do whatever they want we’re just so happy to have them um i i because it means the economy is moving uh i i do think it varies from from city

To city i’m sorry i i can’t tell you there’s a big trend i think it’s more today than um more interest today than than in the past 10 years from just being kind of an old planner um i have seen in the last 10 years an interest in freight and people addressing freight

And freight issues much more than i ever did in in the last 30 years of my career so uh if if that is anything to go on it’s sort of just my gut next question okay our next question comes in from patricia to what extent are people involved in conservation design those

Who are advocating for narrower streets engaging in discussion with those who design extra large trucks wide and long trucks i i don’t think that the extra large long and wide trucks are intentionally being designed for the complete streets or for the urban areas those are are um intended for your long-haul

You know shipping across uh there are a lot of different kinds of trucks and the american trucking association the u.s chamber um is very are very engaged in talking with their their uh members customers and and people about what belongs where and these discussions do go on

And um i don’t you know they’re the trucking companies are they’re not going to design a a 52-foot container to go into an urban area because they they’ll get stuck there they can’t get around they don’t want that to happen to them they’re they’re business people they’re doing

What they can do to make the most money and make the most sense so next question all right um sorry question comes in from kevin higher tolls on major truck routes are causing truckers to take alternate alternative routes on smaller highways that do not charge tools what

Do you suggest can be done to offset this trend that is putting undue wear and tear on less capable roadways and infringing more upon the local communities that is true the motor carrier industry the truckers they really dislike paying tolls and they do try to avoid and will take parallel routes

I know in ohio they were having that type of an issue on the turnpike the ohio turnpike and what they did is the state d.o.t is subsidized for a short period of time the the cost of the tools for the truckers in order to get them back on the

Turnpike so that they could see it was a smoother quicker better route to take i don’t know that every state d.o.t would be that generous with their highway funds it was i think it was route 2 in the state and they had several very bad crashes involving trucks uh that prompted that um

I you know it’s a yes you’re right that’s going on and and all i can do is give you that one example um i think what needs to happen and this is my personal opinion is that we need to raise the motor fuel tax the the gas tax if you will needs to

Be indexed it hasn’t been raised since 1979 if you look at what you’re paying in gas tax every month it’s probably less than you pay and in your cable bill it’s less than you pay for your water bill you know do the math here there’s

They need to raise the gas tax so that you don’t have to keep putting uh tolls on these roads and i think the politicians answer is to put tolls on the roads so that the user pays but it’s it’s not as fair as raising the gas tax my just my personal opinion i

I’m not sure everybody agrees but if you do the math look at what you’re paying it it’s not very much next question okay this one comes in from james how have regulations changed regarding our national borders oh you mean the is this person referring to the like the mexican trucks and

Uh that we have different regulations for for for trucks in the u.s different air quality standards etc i was just on a c conference call um with someone about the the border crossings and you know canadians have a higher weight limit than we do so there are some like in in michigan

They have higher weight levels to accommodate this they’ve looked at doing that up in maine on the border states i think the states have accommodated these things um mexican trucks uh that have different emission standards um are restricted to certain limitations on how far they can go from

What i was told the mexican trucks that do travel into the u.s are pretty close to uh quality of our trucks now i can’t remember who i was talking to it was somebody with the feds um i don’t know if that’s you know you can make a big generalization about that

And it it tends to be they don’t um trucks at the borders don’t come in canadian trucks do but um after they get so far in there they make the adjustments for weights so it’s a state-by-state regulation that is that determines truck size and weight there are some federal standards but

Different states accommodate these things in different ways so hopefully that answered that question okay our next question comes in from kathleen with respect to the case studies included in the guidebook how did these studies get started where local freight carriers pushing for infrastructure or regulatory improvements or was this the driving force

Local planning organizations looking to future needs for freight or where they started because of local motorists concerned that too many trucks were causing problems in traffic i think each one was had a little different emphasis emphasis in most cases it was not the motor carriers or the trucking companies

Complaining in most cases it came from a local economic development group a a uh the city we have a couple an example in the uk and an example up in canada and it was a government recon recognition that hey here’s a problem and we need to look for a solution

I don’t know and i’m trying to recall but i don’t remember that any of these came from the private sector trucking community i think they were economic development and and local people and local elected officials okay next question hello oh sorry our next question comes in um from greg

Is there a direct correlation between the dramatic increase in imported goods versus domestically produced goods during the last 15 years and also the dramatic increase in trucking operations nationwide or is this trucking increase primarily related to the decrease in rail and the relatively inexpensive cost of fuel without doing a thorough research study

Or you know i will contact if that person wants to send me that that question in writing i will contact one of our economists who would have a better handle on that i don’t want to give misinformation or just a opinion i think all the it was a very good question

I will send it to a transportation economist that we we have if that’s okay with that person okay um our next question uh comes in from john should we assume that trucks will continue to be the primary freight transport mode nationally or will rail transport become more important and how

Should we plan for this the the projections that i’m seeing are that truck the rail is going to increase but trucking’s going to increase and increase more um just the last year of you know last few years of projections everything i have seen have said the same thing that we’re also

Going to increase but truck’s going to increase more so hopefully that answers that okay our next question comes in from elaine does this study address conflicts between urban goods that are freight and the urban trade train commuter no that was beyond the scope it just looks at how you can improve goods movement

You know it there are other studies out there on passenger and freight rail conflict but this does not talk about that this was meant to be for how you as a local planner land use planner zoning official could look at your community and make big changes to improve that truck mobility

Okay our next question do you have any good examples of places where compromises were made and a consensus was reached between the desires of many urban planners and pedestrian advocates and cities to minimize curb radii and narrow streets with the needs of the industry and others for sufficient curb

Radiis and street space for movement and deliveries good examples i don’t have any off the top of my head when i came to mind is maryland um because maryland is so much into uh the smart growth and sustainability i’m sure there are examples around the country but i can’t think of any

Specific city off the top of my head i’m sorry okay and this question comes from jonathan has there been a push for higher cife standards on trucks as we have seen with passenger cars in recent years and if so what implications does that have for funding via gas tax the the trucks are

The the newer trucks are much more uh um environmentally how shall i say this environmentally they’re designed to not pollute as much the diesel fuel tax is different than the motor fuel tax the american trucking association and the amer the u.s chamber and the trucking research groups all have said increase our our

Our taxes don’t toll us um we’ll pay more money um we will they they of course have said they don’t want it used for anything but roots that you know truck routes and um they they’ve spelled out they don’t want any of their diesel fuel decks going to bike trails but um

They they’re you know i think that the motor carrier community really does want to do the right thing they are not the enemy they’re not the villain um they’re trying to be more energy efficient they’re trying to be more fuel efficient they’re trying to be more environmentally friendly

I i’ve had my personal discussions with them and don’t agree on everything but i think that everybody you know we need to try to believe that everybody wants what’s right and start negotiating at that point um i i’ve talked to a lot of trucking company lots of presidents of trucking

Companies and and they they just want the same thing that people want to to make a good living not pollute the environment um so i i don’t know how to answer that that question the you know i would reach out to them if you have in your area a

Trucking company there there are friendly good people they’ll give you their opinion uh go to the american trucking association website going go to apa they will they will if they don’t answer you call me and i’ll get you somebody who’ll talk to you about it so i’m sorry i can’t answer that any

Better than that okay and our next question comes in from kelly i think this will be the last question we take for today so if we don’t get to um your question or if we if you have something you want to follow up with suzanne on you can email her

So this question um what are your thoughts on allowing large delivery trucks to park on streets where there are two traffic lanes in each direction in lieu of blocking valuable parking spaces say that again could you please read that again what are your thoughts on allowing large

Delivery trucks to park on streets where there are two traffic lanes in each direction in lieu of blocking valuable parking spaces letting them i guess i’m not understanding that question letting them double park i think i think it’s um instead of parking on a one-lane street where there’s parking

Spaces and using up the parking spaces uh letting them park on a two-lane traffic lane and i guess just park on the outside lane so that you know in inside an urban area so that people can still get by i think that’s a regulation that that a local

Community would have to look at the the layout and um the the traffic patterns and how much traffic’s on that street and i i don’t think i could make a comment on it without seeing the the design and you know there are people that are are traffic engineers and traffic designers to see

What the the flow would be so i’m i’m very sorry i can’t really accurately answer that okay thank everybody for for their questions and don’t hesitate to send me an email if you have something i didn’t answer yeah and i thank you suzanne for the presentation today and

Anybody can follow up i know we’ll be posting uh the pdf of this presentation but you’ll also be taking emails if people are interested in getting the the resource cd and um i’ve posted a link to the to the actual guidebook as well and um so i guess that’ll conclude today’s session

And for those of us who are those are the attendees who are still with us i’m going to go over how to log your cm credits for attending today’s event in just a moment thank you thank you all right well um first off to log your cm credits for attending today’s webcast

Please go to www.planning.org cm and select today’s date which is friday may 11th and then select today’s webcast which is understanding urban goods movements and this webcast is available for one and a half cm credits and we are also recording today’s session so you can find a recording of

This webcast along with a pdf of the presentation at www.utah.apa.org webcast archive and this does conclude today’s session and i would like to thank everyone again for attending

ID: kW5Bz1O0SvE
Time: 1343150566
Date: 2012-07-24 21:52:46
Duration: 01:27:12

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