Webinar Participants 2 1 Mechanics of the Seminar 3 The webinar - - PDF document

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Webinar Participants

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Mechanics of the Seminar

The webinar is being recorded, the URL will be sent

• ut to participants and posted at www.coe-sufs.org

Participants from the US and Canada can:

Use Adobe Connect to receive the audio (PRIMARY method) Dial 1-888-446-7584, access code 1120583

International participants can:

Use Adobe Connect to receive the audio (PRIMARY method) Use Skype or similar to dial 1-888-446-7584, code 1120583 Dial 212-372-3742 (caller paid call)

Submit questions using the Chat feature

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Now Offering Professional Development Hours

Professional Development Hours (PDH) for Professional Engineers (PE) now available

1.0 PHD for this webinar

Credits issued through the NYS Department of

• Education. Please confer with the state or country in

which you register as a PE to determine whether or not the credit will transfer. For more information on obtaining PDH please email wojtoj@rpi.edu

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CoE-SUFS

 Funded by the Volvo Research and Educational Foundations (VREF)  Main Goal: To jumpstart an integrative process, involving cities, private sector, and researchers to develop new freight systems paradigms that:

 Are sustainable  Increase quality of life  Foster economic competitiveness and efficiency  Enhance environmental justice

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Peer-to-Peer (P2P) Exchange to share global best practices and real world examples of sustainable urban freight systems Next P2P (December, 2016):

Use of Freight Trip Generation Techniques to Manage Curb Space

Workshops to bring together public/private sectors and academia, to jointly work to address urban freight issues

Already held at: India, Brazil, Colombia, Canada, Mexico, Chile, Australia, and New York City

CoE-SUFS Dissemination Programs

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Why Goods Movement Matters

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 Highlights the importance of goods movements and provides an overview of the research the VREF Initiative

• n Urban Freight centers

have completed  Produced by Regional Plan Association, in cooperation with the research centers and VREF, as members of the editorial committee  Available in: English/ Spanish/ French/ Chinese  See:

www.goodsmovementmatters.org

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Innovative Street Solutions for Urban Freight: Experiences from London

Jaz Chani Transport for London

Transport networks

 1,579km2  8.6m residents - 2031 growth to 10m – 1.7m more  30 million visitors per annum  30 million journeys per day (road and rail) - 6m more

 6.3 million by bus  11 million by car or motorcycle  7 million on foot  333,000 by bicycle  HGVs and vans make up 17% of London’s traffic  9 million kms in vans - 2031 growth by 26%

We manage:  Underground, DLR, Tramlink  Some Overground services  580 km of roads (5% of network)  6000+ traffic lights + Control Centre  CCTV cameras to enforce LEZ/CC  Taxi and Minicab licensing  Transport Museum + Coach Station  650+ km of Cycle routes planned Our role  To keep London working and growing and make life in London better. We will deliver a transport system that secures London’s position as a world-leading city and the engine

• f the UK economy.

 Our services will ensure that those who live and work in and visit London can access all the Capital has to offer in terms of jobs, leisure, health and education.

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Regional Government

• TfL created July 2000,

accountable to the Mayor

• Mayor elected every four years
• Sadiq Khan elected May 2016

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Improve air quality

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Safer, cleaner vehicles

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Reduce vehicles, in the peaks

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Greater use of the river

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Promote more cycling National Government

• Secretary of State for Transport
• Department for Transport
• Provides capital project funding to TfL

Local Government

• 33 Boroughs (incl. City of London)
• Borough power and responsibility:

Planning, Waste, Noise, Local traffic enforcement

Political structure

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TfL approach

Road space and air quality

CHALLENGE

12 2 Match demand to capacity 1 Minimise road trips required to meet economic need 3 Mitigate the impact of each trip Moving up the chain delivers more benefit

• Mode switch
• Consolidation
• Land Use
• Changing behaviours
• Retiming
• Right routes & places
• Cleaner, safer vehicles

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We know what is happening but... we don’t know why...  Improving Loading and Routing Project  Stage 1

 Builds on past work  4 High Street surveys  Differing profiles/characteristics  Recommend solutions at each  Develop simple methodology – how to survey and apply solutions

 Stage 2

 4 pilot schemes planned

 Supported by:

 Route and journey data project  Advice and training

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Kerbside is shared space, used primarily for parking. Buses most frequent users... cars for longest periods...

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Average duration for loading and servicing along the kerbside is significantly less than that for vehicles parking

Acton Camden Kingsland Stratford

Approx 7% activity is deliveries and servicing

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Deliveries occur everyday. Weekday and weekend activity differ along streets...

Acton Camden Kingsland Stratford

A spike in activity, related to takeaways

15 No peak days – 7 day activity

Same peak delivery times for all. A third of all deliveries take place between 7pm-7am - more at Camden...

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Acton Stratford Kingsland Camden

Nearly a third of all deliveries took place between 7pm and 7am 43% of all deliveries took place between 7pm and 7am

Peak 10am

• 1pm

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Most deliveries on the kerbside, unless a physical barrier exists. Off-street facilities are not always used, even if available ...

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Acton Stratford Kingsland Camden

Rear servicing is the least used facility for loading purposes

Why ?

What the results proved...

 Freight activity is approx. 7% of all kerbside activity  Activity is mainly food, office and waste  All streets are different (even the same type/category)  Land use is key (high street v high road)  Deliveries occur every day but weekday/end activity varies  Peak times differ, even without restrictions  Physical access barriers affect deliveries  Front access is preferred, even when rear facilities available

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 Data in isolation didn’t show a ‘broken’ high street – but comparing data can show if one area is better or worse  It needs a LOCAL approach - one size doesn’t fit all...

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What type of solution?

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Planning and Design Behaviour

On-street vs Off-street Managing vehicle access Shared use...

Changing mode Consolidation Changing times Better planning

...with taxi ranks ...with cycle lanes ...with delivery protocols

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Identifying conflict and solution...

...and choosing the best ‘fit’

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Shared level loading bays – Camden

 Background: Pavements in towns and cities are congested and have reached their capacity for pedestrians  Approach: To address this, delivery and servicing conflicts were identified by a survey. Conflicts between users can be reduced by sharing kerbside loading facilities (through design and timing). Using raised loading bays at pavement level can increase pedestrian space while allowing loading  Example: Camden High Street by the Underground station, where loading bays have been raised to double the width of the pavement in this busy location. Bay is delineated by surface

• material. 20 minute loading periods apply

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Shared level loading bays – Camden

 Current status: Success has quickly spread to include raised coach bays in Holborn, taxi bays in Drury Lane and motorcycle bays in Great Queen Street. Shared bays have been adopted by TfL and many other local authorities

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Location 5.1 from high street conflict map: The raised loading bay allowed the footway to be more than doubled in width

 Benefits:  Reduced congestion by providing wider footways most of the time and loading space is available when required (without blocking narrow carriageway)  Bay is easier to access for drivers with handling equipment Cost: £75,000 (design and implementation)

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Methodology

Scheme Feasibility Preliminary Design Consultation Detailed Design Post implementation Implementation 1 How to survey 2 How to manage 3 Without extra time

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Streets Toolkit

Streetscape Guidance is part of a holistic toolkit of

• nline documents that feature:

 London Cycle Design Standards  Streetscape Guidance  Accessible Bus Stop Design Guidance  London Pedestrian Design Guidance  Kerbside Loading Guidance (+ methodology) Online now

https://tfl.gov.uk/corporat e/publications-and- reports/streets-toolkit

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How to build freight into long term planning?

Demystify freight: it’s ‘goods and services’ What’s the ‘hook’? Safety, air quality, congestion, place? Look for non-freight issues: sometimes it’s parking, pedestrian access or improving the trading environment Strategy must be flexible Embed delivery and servicing activity in all future projects and schemes – using a holistic governance approach Involve all stakeholders: operators, business, regulators, politicians, cities/local authorities Future: regulation, policy, road pricing?

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For more info: www.tfl.gov.uk/freight

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The Logistics Behind the City The Logistics Behind the City

BUENOS AIRES

The Context More than 2.8 million people live in the City The Metropolitan Area comprises 13.6 million residents Almost 2 000 000 cars coexist with 37 000 taxis and 10 000 buses 2.9 million people come into the city everyday

Work Education Leisure Shopping

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Transport

Increasing number of cars entering the city Coexistence of various transportation systems and logistics

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Solutions Incentivizing other mobility options Transit reordering & public space management

Cajones Azules (Blue Boxes) Paid parking system

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Blue Boxes (Cajones Azules)

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Cajones Azules - Objectives

Avoiding traffic congestions resulting from lack of

• rder

Integral reordering of loading and unloading

• perations in public space

For delivery and supply trucks

Creating an option for the city’s supply logistics so that:

Parking spaces are respected Traffic does not stop for unloading to occur

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Cajones Azules - Description

The sidewalk is painted in yellow to show no parking is allowed A blue box is painted with road paint They can only be used by

Authorized supply and transport trucks Vehicles up to 8 meters long

Maximum stop time: 15 min. Available 24/7

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Private users cannot park in Cajones Azules Maximum Vehicle Size: 8 meters, 30 minutes per vehicle Cajones Azules: specific loading & unloading spots

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Cajones Azules - Diagram

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Paint sidewalk in yellow Paint sidewalk in yellow Loading & unloading signal installed with extra 50x 60 cm space

Cajones Azules- Where do we install them?

Where parking is currently allowed At the beginning of the block

to facilitate vehicle operation loading and unloading operations

In commercial zones or near shops

If a commercial corridor is an important avenue, “Cajones Azules” will be installed in subsidiary roads

Commercial density and extension are evaluated

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Cajones Azules- Where do we install them?

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Cajones Azules- Future projects

1050 Cajones Azules will be installed during the following 2 years For installing purposes, the city will be divided in 3 main areas:

East Area Center Area West Area

Each area will have 350 Cajones Azules installed Installing of magnetic sensors for monitoring is being analyzed

It would send information to a Gateway Information on occupation will be visible on the web site A pilot model is currently being tested

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Paid Parking System

Paid Parking System- Current Situation

2 000 000 cars circulate in the city everyday There are 334,654 on street parking spaces in Buenos Aires

4000 of them have a paid parking system

It is managed with a pay & display system The system is divided in 2 zones

There are issues concerning public space distribution

Increasing demand for parking spaces

Objectives:

Liberating public space Incentivizing public transportation use

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79% 21%

After new system

Parking Spaces Regulated Parking 99% 1%

Before new system

Parking Spaces Regulated Parking 334,654 4,000 334,654 86,768

Paid Parking System- New system

86,768 new regulated parking spots 2,300 multipurpose stations installed Electronic payment system

Debit cards Credit cards Mass transit smart card (SUBE) Paid by license plate

Stay time may be renovated through mobile app Electronic invoices emailed to users Enforcement with tow away trucks Equipped with GPS and camera recording operation

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Paid Parking System- Data analysis

 Demand study

 Parking space demand  Vehicle rotation time  Type of vehicle depending on time frame

 Offer study

 Analysis of existing normative  Decision of amount of parking spaces offered

 Public space  Private parking rates

 Demographic study

 Land use analysis  Population density

 National and International rate analysis  5,600 people surveyed

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Paid Parking System- Zoning

The current demand for parking represented by the area depicted in the map

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The resultant stain covers the central area

• f the city and

accompanies the main avenues that deploy radially through it Different colors show the simple and progressive rates

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Paid Parking System- Zoning

City divided in 5 concession zones by:

Estimated demand Location of properties available for hauling vehicles in violation Division of administrative units (Comunas) avoided

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Neighborhood Hauling Property Control Zones

Paid Parking System- Rates

Progressive Rate 1:

Visitor: pays 100% of the hourly value, which increases as time goes by. Residents: pay 50% of this rate

Progressive Rate 2:

Visitor: same as Progressive Rate 1 Resident: within two blocks of residence, 12 hours for free. Up to 1 car per home.

Simple Rate:

Visitor: pays 100% of hourly rate, which remains constant. Resident: parking space is free

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Thanks! Questions?

Jaz Chani JazChani@tfl.gov.uk Transport for London www.tfl.gov.uk/freight Juanjo Mendez @JuanjoMendez Secretary of Transportation City of Buenos Aires