Search

Established practice is available as a reference for evaluating sustainable transport and CO2 emissions at national, European and global levels, but comparing corresponding systems at the regional and local levels are more challenging. Therefore, this paper analyses the use of indicators, evaluation methods and data availability at local and regional levels for applied policies and measures in transport planning. Sweden is used as a case study. Available data show that total surveys (e.g., vehicle registry data), sample surveys (e.g., interviews) or modelling can be used to develop transport indicators, and that either generated (volume generated in the area) or performed (volume in the area) traffic and transportation is estimated. However, there are limitations with all methods and the design of evaluations needs careful consideration in order to reflect changes in local and regional transport systems and to relate those changes to specific measures and policies. In most cases, survey methods need to be used in order to follow up the most common indicators. All evaluation methods need to be complemented with analyses of a baseline to determine additionality and also potential rebound effects need to be considered, which requires the application of a wider systems perspective., MRV (measurement, reporting, verification) of transport measures in developing countries

The number of zones for unloading goods in the city centre is often small compared to the number of delivery addresses and carriers. The attendant phenomenon is congestion and its subsequent costs. One way to reduce these effects is to implement retail consolidation centres. Some trials have been carried out on urban distribution centres and a few implementations have been made. More research and knowledge is still needed. The SAMLIC project is one contribution to increase the knowledge in this field about urban distribution. A local network for Linköping freight forwarders took the initiative to create an economically and logistically efficient system. During a nine-week trial period in the spring of 2004, coordinated distribution to the centre of Linköping was carried out. Three freight forwarders took part in this project. The trial shows that the number of lorries needed decreased by a third, the total time for the distribution by a fifth and the total driving distance in the centre by about fifty per cent. The following paper describes this trail and an implementation proposal as well as the process of trying to implement it.

Growing cities are increasing the demand for goods carrying traffic to function well with other traffic. The number of zones for unloading goods in the centre of Linköping is small compared to the number of delivery addresses and the number of goods distributors. The attendant phenomena are congestion and costs of congestion. Therefore the local network for freight forwarders in Linköping has taken the initiative to the SAMLIC project. SAMLIC stands for Coordinated Retail Distribution in Linköping City. Economic profitability is important to accomplish for a system with a joint venture in coordinated distribution to be successful. No matter which form the coordinated distribution takes, the savings for the freight forwarders must be of such a dimension that they find it profitable to join instead of delivering the goods by themselves. The aim of SAMLIC is to create an economically and logistically efficient system for goods distribution that is persistent and friendly to the environment. The aim of this implementation project is to make a proposal for an implementation of a functional system for coordinated retail distribution in the centre of Linköping. Also the process behind the proposal and the process of trying to implement the proposal will be described in the report. During a trial period of nine weeks in the spring of 2004 there was a coordinated distribution to the centre of Linköping. Three freight forwarders took part in this project. The experience of the trial shows that the needed number of trucks decreased by 25-35%, the total time for the distribution decreased by 15-20% and the total driving kilometer in the centre decreased by at least 50%. The coordinated distribution system might get introduced in several middle size and big cities. To efficiently handle this, there is a need of a common concept. In this project a concept of this type is developed as a prototype to be used at the implementation. The concept implies uniformity and clearness for fr

Growing cities are increasing the demand for goods carrying traffic to function well with other traffic. The number of zones for unloading goods in the centre of Linköping is small compared to the number of delivery addresses and the number of goods distributors. The attendant phenomena are congestion and costs of congestion. Therefore the local network for freight forwarders in Linköping has taken the initiative to the SAMLIC project. SAMLIC stands for Coordinated Retail Distribution in Linköping City. The aim of SAMLIC is to create an economically and logistically efficient system for goods distribution that is persistent and friendly to the environment. Economic profitability is neccessary for a system with a joint venture in coordinated distribution. The savings with coordinated distribution for the freight forwarders must be of such a dimension that they find it profitable to join instead of delivering the goods by themselves. During a trial period of nine weeks in the spring of 2004 there was a coordinated distribution to the centre of Linköping. Three freight forwarders took part in this project. The experience of the trial shows that the needed number of trucks decreased by 33 %, the total time for the distribution decreased by 15-20 % and the total driving kilometers in the centre decreased by at least 50 %.

Konferensen är anordnad inom ramen för det Vinnova-finansierade projektet SAMLIC - Samdistribution i Linköpings city. Syftet med konferensen var att åstadkomma en "state-of-the-art" -plattform för projektet.

Konferensen är anordnad inom ramen för det Vinnova-finansierade projektet SAMLIC - Samdistribution i Linköpings city. Syftet med konferensen var att åstadkomma en "state-of-the-art" -plattform för projektet.

Tre modeller har konstruerats som med hjälp av existerande datakällor genererar data som simultant beskriver trafikarbetet uppdelat geografiskt och per fordonsslag. De datakällor som har använts är RES (nationella resvanedata), UVAV (nationell godstransportdatabas), NÄTRA-databasen (näringslivets transporter i Stockholms län), VDB (Vägverkets databas för svensk vägtrafik), Fordonsregistret (implicit) samt geografiska data (tätortsgränser och SAMS-områden). Projektet har resulterat i modeller som kan försörja emissionsmodeller och även spridningsmodeller/- värderingsmodeller med trafikdata. Den konstruerade modellen kan generaliseras till andra geografiska uppdelningar än tätort – landsbygd., Three models have been designed that utilise existing databases to produce data that simultaneously describe the vehicle mileage divided geographically and among vehicle types. The databases which have been used are RES (data from a national travel pattern study), UVAV (a database for national transport of goods), the NÄTRA database (trade and industry transports in the county of Stockholm), VDB (database for Swedish road traffic), The vehicle register (implicitly) and geographical data (urban borders and SAMS zones). The result of the project is models that provide exhaust emission models and dispersion models with traffic data. The designed models can be generalised to other geographical partitions than urban – rural area.

VTI har utvecklat en beräkningsmodell som fördelar förbrukningen av olika oljeprodukter i ett antal kommuner på leveranser från olika depåer.Modellen har använts för att översiktligt studera transporteffekterna av en nedläggning av oljedepån Loudden respektive oljedepåerna Loudden och Berg i centrala Stockholm. Även prognoser för transporteffekterna för år 2010 för de olika fallen ingår i studien. Studien har utförts på uppdrag av Stockholms Stadshus AB och Svenska Petroleum Institutet. Modellen tar inte hänsyn till alla förklaringsfaktorer som påverkar transporterna, till exempel faktorer som påverkar anläggningsdimensioneringar. Den ger därför inte fullständiga konsekvensanalyser och ger en förenklad bild av verkligheten . Kvalitativa resonemang kan dock tillföras vid användning av modellen, vilket också har gjorts här t.ex. genom att sätta ett kapacitetstak för Bergs oljedepå, vilket ger mer realistiska resultat. Förutsättningar, och vissa nödvändiga kompletteringar av data från SCB, har erhållits av projektets beställar- och referensgrupp. Resultatet - ett ökat trafikarbete på grund av depånedläggningarna - är inte oväntat.