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[null,"Urban Freight Implementation Tool (UFIT)"]

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["Include","#","Citation","Synopsis","Keywords","Urban Freight Problem","Year","Information Source","Strategy Group","Conditions of Strategy","Implemented","Where/what situations is being used","What factors favor implementation","What factors prevent implementation","Strategies/processes/relationships which could accelerate adoption ","How can it be adapted to urban area geography/layout and political structure in the United States","Cost\nLow-Moderate-High (1-3)","1=Reviewer,0=Reference","Time\nShort-Moderate-Long (1-3)","1=Reviewer,0=Reference",null,null,null,null,null,{"$f":"COUNTIFS(A:A,\"Yes\") & \" matches\"","v":"121 matches"}]
["Yes",2,"Stathopoulos, A., Valeri, E., & Marcucci, E. (2012). Stakeholder Reactions to Urban Freight Policy Innovation. Journal of Transport Geography, 22, 34–45.","Presented findings from a project investigating innovative freight solutions in a multistakeholder setting. ","Multi-agent Analysis","Economic Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2012,"Case Study","Incentives","Adoption of the multi-agent analysis approach.","Yes","Rome, Italy","Attribute preferences and behavioral reactions to the policies","Financial constraints; Urban and structural characteristics of cities; Political orientation of policy makers","Predict and anticipate preferences","Find ways to nudge different agent-types preferences to align with socially desirable objectives and favor operator coordination based on thorough knowledge of their different needs and preferences",2,1,2,1]
["Yes",3,"Imanishi, Y., & Taniguchi, E. (2016). Framework of the Urban Road Freight Transport—Lessons Learned from Case Studies. Transportation Research Procedia, 12, 627–633.","This study focuses on overall city-wide Urban Road Freight Transport Management (URFTM) including plans and individual measures that are implemented in cities or metropolitan areas. The study attempted to understand the overall picture of URFTM using case studies. The study has identified existence of plans of freight transport management, cooperation for development of plans and measures among municipality governments, related public bodies and private sectors, provision of legal system, and structures of measures that have been introduced.","Urban Road Freight Transport Management (URFTM) Study","Logistics Operational Issues",2016,"Case Study","Infrastructure|Traffic management|Logistical|Incentives","Freight, urban area.","Yes","Global","Urban Road Freight Transport Management (URFTM) plans; Transportation and development plans; Strategies for managing freight transportation; Individual measures for freight management","No URFTM or related freight management plans; Regulatory framework","Develop a collaborative relationship with freight carriers","Use freight plan analysis on freight plans in the US",2,1,2,1]
["Yes",6,"Baudel, T., Dablanc, L., Alguiar-Melgarejo, P., & Ashton, J. (2016). Optimizing Urban Freight Deliveries: From Designing and Testing a Prototype System to Addressing Real Life Challenges. Transportation Research Procedia, 12, 170–180.","Presented efforts toward building a city-wide freight delivery rounds optimization system aimed at leveraging city traffic information to optimize professional vehicle rounds.","Smart Deliveries System","Social Problems|Economic Problems|Land Use Problems|Logistics Operational Issues",2016,"Case Study|Strategic Solutions|Programs or Systems","Traffic management|Technological|Logistical|Incentives","Have a software service and a set of applications.","No","Lyon, France","Access regulations in city centers; Bicycle use and roadway usages competing with delivery activities; Rise in “residential deliveries”","Technological challenges (uncertainties in delivery locations, travel-time estimations, and delivery parking spots availability); Organizational challenges (low profit margins and difficult working conditions)","Inject city traffic information to the optimization process; Use a recommender system rather than a prescriptive system","Consider urban conditions",1,0,1,1]
["Yes",7,"Antún, J. P., Alarcón, R., & Lozano, A. (2016). Urban Freight in Supply Chain at “La Merced” Complex of Traditional Market in the Historic Center of Mexico City. Transportation Research Procedia, 12, 836–841.","This paper presents the characterization of the Urban Freight Logistic Practices in the supply chain of consumer products, particularly in perishables (fruits, vegetables, etc.) and non-durable (food, groceries, personal care, etc.), in “La Merced” complex of traditional markets at the Historic Center of Mexico City.","Improving Physical Distribution of Goods in La Merced Complex of Traditional Markets Study","Economic Problems|Land Use Problems|Logistics Operational Issues",2016,"Case Study|Strategic Solutions|Programs or Systems","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives","Mexico City, congestion, freight, supply chain.","Yes","Mexico City, Mexico","Supply chains; Small percentage of vehicle ownership; Distance to warehousing; High percentage of direct deliveries from outside the city","Illegal use of loading/unloading areas; Lack of knowledge and expertise","Characterize transportation/freight supply chains; Improve the adaptability of the load unit at the physical distribution operations in the last mile; Establish a network of Loading and Unloading Areas","Characterize supply chains specific to an area in the US and apply the same methodology to formulate solutions",1,1,2,1]
["Yes",10,"Rizet, C., Cruz, C., & Vromant, M. (2016). The Constraints of Vehicle Range and Congestion for the Use of Electric Vehicles for Urban Freight in France. Transportation Research Procedia, 12, 500–507.","Assessed the potential of electric vehicles to mitigate freight transport GHG emissions in France, using scenarios of electrification or urban freight.","Electric Vehicles","Environmental Problems|Logistics Operational Issues",2016,"Case Study|Strategic Solutions|Policies|Programs or Systems","Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","Use of the Electric Freight Vehicles (EFVs).","Yes","France","GHG emissions; Congestion mitigation","Range; Payload; Supply","Establish the Low Emission Zone (LEZ)","A priority or other incentive given to electric vehicles or an obligation to deliver by this type of vehicle; Create urban centers of consolidation; Authorize electric vehicles to deliver during the whole day whereas other vehicles within restricted time slots",2,1,2,1]
["Yes",11,"Kaszubowski, D. (2016). Recommendations for Urban Freight Policy Development in Gdynia. Transportation Research Procedia, 12, 886–899.","This report provides practical recommendations on how to develop Gdynia, Poland’s urban freight policy based on actual planning experience and characteristics of potential measures.","Freight Transportation Policies/Gdynia","Land Use Problems|Technical Problems|Logistics Operational Issues",2015,"Case Study|Strategic Solutions|Programs or Systems","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","Urban area; knowledge of city's freight planning policy; positive changes in the economy; presence of a planning process.","No","Gdynia, Poland","Positive changes in the economy; Presence of planning process that includes freight; Optimization of freight vehicles flows; Demand for infrastructure","Lack of expertise among local authorities; Lack of national guidance on managing freight related issues","Align freight related activities with the city's strategic goals; Structure a decision-making process and incorporate all required data to prevent inadequate decisions; Understand and consider general principles of sustainable transportation planning; Provide clear guidance about objectives and related actions","Already tailored for urban area; In US - incorporate into city's existing plan as this structure may be used as a long-term planning tool supporting strategic decisions",1,1,2,1]
["Yes",12,"Cui, J., Dodson, J., & Hall, P. V. (2015). Planning for Urban Freight Transport: An Overview. Transport Reviews, 35(5), 583–598.","Urban freight transport is essential to the functioning of cities, but is also an activity that affects the urban environment and communities. Yet, freight is often overlooked in discussions of urban transport, in contrast to passenger modes. This paper presents a broad discussion of the links between urban freight transport and urban planning through an overview of the literature in the field. The paper discusses key problems confronting planning and policies for urban freight transport in relation to its importance, impacts, interrelationship between stakeholders, institutions, influencing factors and challenges. The paper proposes a revitalised agenda for planning for urban freight and identifies key directions for further research, particularly around the land-use, environmental and institutional dimensions of urban freight management. By identifying major underdeveloped areas of urban freight research, the paper offers guidance as to key issues that will need to be addressed as freight grows as a proportion of the urban transport task.","Freight Transportation Policies","Economic Problems|Technical Problems|Institutional Problems|Logistics Operational Issues",2015,"Case Study|Strategic Solutions|Policies|Programs or Systems","Infrastructure|Traffic management|Technological|Logistical|Incentives|Planning","Urban area; presence of freight and economic activity.","Yes","Cities","Location of economic activity; Urban land-use patterns; Composition of the freight flows; Quality of infrastructure provision; Regulatory frameworks","Lack of knowledge, data, and research between the intersection of freight, transportation planning, and land use; In such a multi-stakeholder context, inadequate research and policy-making efforts that focus on a single type of agent, or a small sub-set of freight policies in providing solutions to shared challenges; Diverging interests of private and public sectors","Improve understanding of urban freight transport within urban systems and planning processes; Apply more systematic methods for shaping planning regulation and management of freight activities; Focus on the connections between freight and logistics networks, and the urban contexts in which they are situated; Consider institutional landscape/structure of freight sector and the links between the freight sector and wider regulatory frameworks","Already adapted to urban area; An overview of practices - so it could easily be tailored for use in the US.",1,1,2,1]
["Yes",13,"Shen, J., Qiu, F., Li, W., & Feng, P. (2015, July). A New Urban Logistics Transport System Based on a Public Transit Service. In CICTP 2015: Efficient, Safe, and Green Multimodal Transportation (Y. Zhang, X. Yan, and Y. Yin, eds.). (Proceedings of the 15th COTA International Conference of Transportation Professionals). American Society of Civil Engineers, Reston, Virginia, 650–661.","Proposed an innovative urban logistics transport system based on the existing intensive public transit network.","Public Transit Service","Logistics Operational Issues",2015,"Case Study|Effective Approaches|Programs or Systems","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Planning","Have public transit vehicles of some specific service routes equipped with special automated freight trailers, which could load/unload and carry goods containers.","No","Zhenjiang, China","Fixed transport origin and destination matching the existing public transit network; Accessory freight service on the basis of transporting regular people flow provided by the public transit network; Public goods transport platform available to logistics enterprises, companies in other industries and individuals ","Undertake ordinary freight tasks, not including hazardous or oversize goods; Transport all goods in uniform sizing containers within the public transit network, to replace some of the dedicated freight vehicles in the typical logistics transport procedure","Impressive transport capacity; Cost benefit; Additional revenue for public transit division; Easily updated","Purchase bus trailers and station equipment; Develop public transit-based logistics transport system",2,0,2,1]
["Yes",15,"del Castillo Tello, S., da Costa Casals, L., Carrasco, P. F., Giralda, V. M., Mozos-Blanco, M. A., & Menendez, E. P. (2015). Freight Transport Plan for a Metropolitan Area—Logistics and Management in the Case of Madrid. Presented at European Transport Conference 2015, 28–30 September, Frankfurt, Germany.","This research effort developed a freight transportation plan for Madrid, Spain, to implement a freight transport system utilizing rail instead of motorized vehicles.","Freight Transportation Policies/Madrid","Environmental Problems|Economic Problems|Logistics Operational Issues",2015,"Case Study|Strategic Solutions|Programs or Systems","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","Centralized freight logistic centers; adapt existing rail stations to incorporate freight; complementary system for last mile transportation.","No","Case study: Madrid, Spain - chosen because it has a complex and well developed rail system that is underused and designed mostly for passengers","Transformed freight system that benefits the economy (price of urban land in cities, ability to reduce parking and/or transform the space into a more profitable activity); Environment (potential to reduce greenhouse gases and traffic when freight is moved from motorized vehicles to rail)","Lack of compact development patterns and density in urban areas; Lack of last mile transportation of goods; Rail stations not suitable for goods movement; Neighborhood freight \"drop\" areas","Potential to reduce congestion; Potential to improve air quality; Customers modifying consumption habits","Suitable for urban environment; Adapt current freight standards to ensure they are suitable for this type of system",2,1,2,1]
["Yes",16,"Jaller, M., Wang, X. C., & Holguín-Veras, J. (2015). Large Urban Freight Traffic Generators: Opportunities for City Logistics Initiatives. Journal of Transport and Land Use, 8(1), 51–67.","Developed procedures to identify and quantify the role played by large urban freight traffic generators as contributors of truck traffic in metropolitan areas.","Urban Freight Traffic Generators","Logistics Operational Issues",2015,"Case Study|Strategic Solutions|Programs or Systems","Technological|Logistical|Planning","Have specific facilities housing businesses that individually or collectively produce and attract a large number of daily truck trips.","Yes","New York City, United States","Concentration of a large number of establishments in a reduced set of locations; Significant share of the daily truck traffic they attract and generate; Close spatial location, which allows for green logistics strategies (e.g., electric vehicles) for the last mile distribution; Size and commercial activity, which can benefit from economies of scale if receiver-led cargo consolidation is implemented","Lack of storage space for the large volume of goods; Security management; Limited loading facilities leading to increased scheduling complexities","Off-hours delivery programs; Installation of central receiving stations; Use of pick-up/drop-off points or other unattended delivery options; Access management; Parking and loading/unloading initiatives","Two effective and complementary procedures to identify LTGs: large buildings or landmarks and large establishments; Freight trip generation (FTG) models",2,1,2,1]
["Yes",19,"Filipe, L. N., & Macário, R. (2015). Suitability and Transferability of Measures in Urban Freight Transport. Presented at 94th Annual Meeting of the Transportation Research Board, 11–15 January 2015, Washington, D.C.","The work presented in this paper shows the analysis of the suitability of the STRAIGHTSOL project tested measures to different hypothetical future scenarios, and also the analysis of the transferability of those measures to different cities/realities.","STRAIGHTSOL Project","Environmental Problems|Land Use Problems|Logistics Operational Issues",2015,"Case Study|Effective Approaches|Policies|Programs or Systems","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","STRAIGHTSOL project, urban freight, transferability.","Yes","Europe","New solutions for smart and sustainable shipment; Last mile distribution","Transferability; Feasibility","Develop common information standards; Need support future policies for last mile distribution","Conduct a SWOT analysis on similar freight projects in the US",2,1,2,1]
["Yes",21,"Browne, M., Allen, J., Woodburn, A., & Piotrowska, M. (2014). The Potential for Non-Road Modes to Support Environmentally Friendly Urban Logistics. Procedia—Social and Behavioral Sciences, 151, 29–36.","Established the existing scale of rail freight in two comparable cities and compared the development process in terms of the stakeholders, the infrastructure and planning issues\nand the nature of the operations.","Rail Freight","Logistics Operational Issues",2014,"Case Study|Programs or Systems","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Planning","Have capabilities within an urban environment in catering for higher value products within manufacturing and retailing supply chains.","Yes","London, United Kingdom, and Paris, France","Railway network (Intermodal road-rail transport (IRRT)); Policy measures (granting planning permission); Funding opportunities (public sector funding contributions)","Limited modal shift potential of rail freight; Space and infrastructure limitations; Limited relative environmental advantage of rail over road; Perceived high costs of rail infrastructure and related systems; Limited physical flexibility; Land pressure and the lack of available capacity on the infrastructure due to growing passenger rail traffic","Offer political support in the form of incentives, new legislation or commitment to the system or project; Secure railway infrastructure by stopping the decline in the number of rail-connected sites and the loss of any future rail traffic","Overcome planning limits and complexity of engaging with the range of stakeholders",3,0,3,1]
["Yes",23,"Montwill, A. (2014). The Role of Seaports as Logistics Centers in the Modelling of the Sustainable System for Distribution of Goods in Urban Areas. Procedia—Social and Behavioral Sciences, 151, 257–265.","Presented subject matter connected with the role of seaports as integrated logistics centers in the development of sustainable distribution of goods in urban areas.","Seaports","Logistics Operational Issues",2014,"Case Study|Policies|Programs or Systems","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","Have important economic spaces, which provide a wide range of services and serve a wide range of customers including shippers, forwarders, transport companies and logistics operators.","Yes","Europe","Increased effectiveness of urban logistics; Decreased negative effects related to congestions and pollution","Only available for geographic areas near waterways","Joint action of the port city and seaport","Already implemented in the US",2,1,2,1]
["Yes",24,"Pulawska, S., & Starowicz, W. (2014). Ecological Urban Logistics in the Historical Centers of Cities. Procedia—Social and Behavioral Sciences, 151, 282–294.","The first part of the article presented Krakow experiences in the process of preparation and implementation of the support conception to urban logistics in the historical center of the city. In the second part of the article, a description of few European experiences relating to the implementation of projects contributing to the protection of historical areas and positive impact on their inhabitants is presented.","CIVITAS Initiative","Social Problems|Logistics Operational Issues",2014,"Case Study|Strategic Solutions|Policies|Programs or Systems","Infrastructure|Technological|Logistical|Vehicle-based|Incentives|Planning","Urban area, historical significance, freight policy, congestion, technology.","Yes","Krakow; European cities","Transportation noise; Time losses; Air quality; Access","Access to technology; Cost of camera-based system; Lack of political and social support; Stakeholders' lack of interest; Stakeholder needs","Implement tolls to enter/use specific zones","Apply methodology to historical cities/sites with historical significance in the US",2,1,2,1]
["Yes",25,"Kijewska, K., & Johansen, B. G. (2014). Comparative Analysis of Activities for More Environmental Friendly Urban Freight Transport Systems in Norway and Poland. Procedia—Social and Behavioral Sciences, 151, 142–157.","In this paper, the authors introduce a study performed for Polish and Norwegian cities focused on initiatives concentrated on activities aimed at limiting the negative impacts of freight transport on urban environment. A comparative analysis of the Polish and Norwegian projects was made, taking into account both quantitative and qualitative aspects.","GRASS (GReen And Sustainable freight transport Systems) Research Project/Norway and Poland ","Environmental Problems|Economic Problems|Logistics Operational Issues",2014,"Case Study|Policies|Programs or Systems","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","Urban area, freight logistics, environmental policies.","Yes","Norway, Poland","Reduction of environmental impacts; Need for sustainable growth; Willingness to decrease use of conventional fuel","Low level of cooperation between partners in a supply chain; Heterogeneity of freight operations; Varied expectation of stakeholders","Intensify activities aimed at better cooperation between urban freight transport stakeholders; Implement projects that focus on reducing environmental impacts; Establish restricted traffic zones; Increase activity in the area implementing alternative sources of energy","Apply methodology to cities in the US; Policies on environmental impacts, use of alternative fuels, and restricted traffic zones differ in the US",2,1,2,1]
["Yes",26,"Thompson, R. G., & Hassall, K. (2014). Implementing High Productivity Freight Vehicles in Urban Areas. Procedia—Social and Behavioral Sciences, 151, 318–332.","Presented details of case studies used to estimate the productivity gains from operating PBS vehicles in urban areas.","High Productivity Freight Vehicles (HPFV)","Environmental Problems|Social Problems|Logistics Operational Issues",2014,"Case Study|Policies|Programs or Systems","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Planning","Use of the large combination vehicles.","Yes","Australia","Reduction of on-road exposure for freight vehicles; Improved on-road safety performance; Substantial savings in transport operating costs; Reduced fuel consumption, and emissions ","Restricted to high standard divided roads in Victorian regional areas and specific urban freeways; A number of key safety features relating to the implementation of HPFVs","Establish the Intelligent Access Program (IAP)","First and last mile assessments undertaken on arterial and local roads; Performance Based Standards (PBS) framework established",2,0,2,1]
["Yes",27,"Iwan, S., Kijewska, K., & Kijewski, D. (2014). Possibilities of Applying Electrically Powered Vehicles in Urban Freight Transport. Procedia—Social and Behavioral Sciences, 151, 87–101.","Analyzed a selected range of electrically powered freight vehicles and points out possibilities of applying such vehicles to make deliveries in cities.","Electrically Powered Vehicles","Environmental Problems|Economic Problems|Logistics Operational Issues",2014,"Case Study|Effective Approaches|Strategic Solutions|Policies|Programs or Systems","Technological|Logistical|Vehicle-based|Incentives|Planning","Use of the Electric Freight Vehicles (EFVs).","Yes","Urban cities","Energy independence; Less emissions; Low labor costs","Economic difficulties; Safety concerns; Operational barriers","Provide appropriate infrastructure for batteries recharging","Consider GRASS Project",2,0,2,1]
["Yes",28,"Malecki, K., Iwan, S., & Kijewska, K. (2014). Influence of Intelligent Transportation Systems on Reduction of the Environmental Negative Impact of Urban Freight Transport Based on Szczecin Example. Procedia—Social and Behavioral Sciences, 151, 215–229.","Focused on an example solution—utilization of mobile devices to support traffic management system—implemented in Szczecin.","Intelligent Transportation Systems","Technical Problems|Logistics Operational Issues",2014,"Case Study|Effective Approaches","Infrastructure|Traffic management|Technological","Establish Intelligent Transportation Systems (ITS) and Telematics.","Yes","Szczecin, Poland","Increase the traffic flow; Limit the congestion; Reduce the fuel consumption; Reduce the pollution","Require the application of additional technical solutions","Provide more solutions using mobile devices","Combine typical telematics solutions with solutions focused on mobile technologies",2,1,2,1]
["Yes",30,"Trojanowski, J., & Iwan, S. (2014). Analysis of Szczecin Waterways in Terms of Their Use to Handle Freight Transport in Urban Areas. Procedia—Social and Behavioral Sciences, 151, 333–341.","Presented the potential of the port of Szczecin in terms of the possible use of inland waterways to handle and transport goods.","Waterways","Logistics Operational Issues",2014,"Case Study|Effective Approaches|Policies|Programs or Systems","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","Have interim container terminals with smaller storage areas.","No","Szczecin, Poland","Extensive waterways; Existing and planned quays; Use of floating fleet","Restore the Szczecin waterway junction; Rebuild the low bridges and adjust parameters to those required for the waterways of Class Vb navigability","Select and plan interim container terminals location in line with market expectation","Appropriate involvement of stakeholders, with particular emphasis on local governments; Involvement of both local as well as regional authorities.",2,1,2,1]
["Yes",35,"Olsson, J., & Woxenius, J. (2014). Localisation of Freight Consolidation Centres Serving Small Road Hauliers in a Wider Urban Area: Barriers for More Efficient Freight Deliveries in Gothenburg. Journal of Transport Geography, 34, 25–33.","This paper discusses the negative impacts of freight transport growth, especially in and around urban areas. This paper investigates the potential to establish urban freight consolidation centers (FCCs) intended for small road haulers (SRHs) delivering goods to the retail sector in a wider geographical area, the Gothenburg region in Sweden. While the findings show that a large majority of SRHs could reach potential FCC locations in a short time, congestion affects deliveries and several factors, many of which were observed already in the 1970s, restrict FCC establishments. Under present conditions, there is little scope for SRHs to successfully deliver goods to retailers in the Gothenburg region from FCCs; therefore, a more efficient urban transport system from a business or societal perspective is unlikely.","Freight Transportation Policies/Gothenburg","Technical Problems|Logistics Operational Issues",2014,"Case Study|Strategic Solutions","Logistical","Urban area, small scale freight transportation providers.","Yes","Gothenburg, Sweden","Cooperation and user involvement; Potential for consolidation","Differing perspectives and goals of stakeholders; Differing public participation guidelines; Lack of cooperation and user involvement; Congestion; Changing delivery demands; Load factors; Difficulty changing ingrained behaviors; Competition between small-scale shippers; Incompatible delivery schedules","Consider the different segments, requirements, and characteristics of different cities before venturing into costly FCC projects; Understand  and explore geography in a specific context","Already exist in urban area; Enact regulations conducive to coordination",1,1,2,1]
["Yes",36,"Triantafyllou, M. K., Cherrett, T. J., & Browne, M. (2014). Urban Freight Consolidation Centers: Case Study in the UK Retail Sector. Transportation Research Record: Journal of the Transportation Research Board, No. 2411, 34–44.","Examined the establishment of a consolidation center servicing nearly 100 businesses that operated in an urban shopping mall in Southampton, United Kingdom.","Urban Freight Consolidation Centers (UCCs)","Logistics Operational Issues",2014,"Case Study|Strategic Solutions","Logistical","Consolidation achieved through the provision of facilities, situated close to commercial districts, shopping centers, or construction sites.","No","United Kingdom","Conduct a Feasibility Study; Run a Trial Consolidation Scheme","Organizational challenges for retailers and carriers; Rigorous requirements; Fears about losing control of the supply chain; Additional costs; Poorer service standards","Adopt recommendations for the Government; Adopt recommendations for Local Authorities; Adopt recommendations for UCC Operators; Adopt recommendations for Research Institutions","Already implemented in the US",2,0,2,1]
["Yes",37,"Tipagornwong, C., & Figliozzi, M. (2014). Analysis of Competitiveness of Freight Tricycle Delivery Services in Urban Areas. Transportation Research Record: Journal of the Transportation Research Board, No. 2410, 76–84.","Analyzed the competitiveness of freight tricycles, low-capacity freight delivery vehicles, as compared with diesel vans in urban areas.","Freight Tricycle","Environmental Problems|Logistics Operational Issues",2014,"Effective Approaches","Logistical","Use of the low-emission vehicles powered by a combination of human effort and an electric engine.","Yes","Portland, United States","Ideal vehicles for congested and dense urban areas; Small size; Smaller carbon footprint; Lack of tailpipe emissions; Relatively easy access to congested areas with limited parking facilities","Limited cargo capacity; Low operating speed","Promote tricycle delivery by reducing on-street speed limits, narrowing traffic lanes, limiting motor vehicle parking, and extending bicycle facilities","Encouragement of the use of environmentally friendly vehicles through tax credits or policies that aim to reduce greenhouse gas emissions",1,0,1,1]
["Yes",41,"Arvidsson, N., Woxenius, J., & Lammgård, C. (2013). Review of Road Hauliers’ Measures for Increasing Transport Efficiency and Sustainability in Urban Freight Distribution. Transport Reviews, 33(1), 107–127.","This paper analyzes a set of measures for transport efficiency improvements from the perspective of the transport operator, particularly regarding improvements suitable for urban distribution and their effects. Addresses literature within the area of transport efficiency; reviews potential transport efficiency improvements with respect to environmental impact and the number of actors involved in the decision.","Freight Transportation Policies","Environmental Problems|Logistics Operational Issues",2013,"Programs or Systems","Traffic management|Technological|Vehicle-based|Planning","Urban area; environmental concerns.","Yes","Metropolitan areas; EU; case study in Gothenburg, Sweden","Sustainable transport solutions offered by the transport operators; Time (working time, delivery windows, lead times for customers; time for efficient loading)","Industry resistance to change; Inefficient urban freight distribution; Transport efficiency decisions affected by stakeholders; Inefficient route ","Cooperation between the actors within and outside the supply chain; Better planning of the deliveries facilitated by more and earlier information from the customers; Packaging efficiency","Give similar survey to freight transportation operators in the US to determine stakeholder perspectives",2,1,2,1]
["Yes",42,"Giuliano, G., & Dablanc, L. (2013). Approaches to Managing Freight in Metropolitan Areas. In TRB Conference Proceedings 50: City Logistics Research: A Transatlantic Perspective. (Summary of the First EU-U.S. Transportation Research Symposium). Transportation Research Board of the National Academies, Washington, D.C., 2–5.","This paper identified the problems and initiatives that have been tried in the area of city logistics, analyzing them for their transferability. Also, to consider the effectiveness of the strategies attempted and to analyze them for applicability in the United States and the EU; and second, to identify opportunities for collaborative research.","Freight Transportation Policies","Environmental Problems|Logistics Operational Issues",2013,"Policies","Traffic management|Logistical|Vehicle-based|Incentives|Planning","Urban area; areas experiencing population and employment growth.","Yes","Urban areas","Population and employment growth; Globalization; Demand for increased variety of products; Decentralized logistics facilities; Increased online shopping; Freight “has no borders”; Inefficiencies in home and small-scale deliveries and parking spaces; Planning policies","Constrained movement of freight; Travel times; Delivery windows; Planning policies; Institutional considerations","Adapt parking and traffic regulations to allow freight activity; Adapt local planning policies (off-street parking requirements, curb space); Adapt off-hours delivery policies; Negotiate programs between the freight industry and the public sector; Consolidation to move all deliveries to full trucks to reduce VMT; Truck fuel efficiency standards applied system-wide","Easily adapted to metro areas in the US",3,0,2,1]
["Yes",43,"Debauche, W. (2013). Europe: Key Challenges and Solution Strategies for Urban Freight Transport. Routes/Roads, No. 358, 26–35.","This paper presents key challenges and solution strategies for urban freight transportation in Europe.","Freight Transportation Policies/Europe","Institutional Problems|Logistics Operational Issues",2013,"Policies","Traffic management|Logistical|Vehicle-based|Incentives|Planning","Urban area.","Yes","Europe","Comprehensive approach","Diverse array of stakeholders with differing/diverging needs and interests; Congestion; Freight vehicles restrict capacity on city streets; Fossil fuel consumption and pollution; Noise; Lack of road safety for users and operators","Joint public-private efforts; Measures regulating access and loading/unloading; Clean vehicle technologies; Adapting urban and regional planning processes; Implementing urban logistics facilities","Easily implementable in the US; Adapt land use and planning policies to meet needs of freight",2,1,2,1]
["Yes",44,"Giuliano, G., O’Brien, T., Dablanc, L., & Holliday, K. (2013). NCFRP Report 23: Synthesis of Freight Research in Urban Transportation Planning. Transportation Research Board of the National Academies, Washington, D.C.","This report synthesizes information about policies and practices for managing freight activity in metropolitan areas and is based on a comprehensive review of international literature. The primary focus is on last-mile/first-mile strategies, but the report also focuses on strategies affecting environmental issues and trading hubs or nodes. The research looked beyond the United States—mostly, but not exclusively, in Europe and the European BESTUFS (Best Urban Freight Solutions) program—for potentially relevant policies and practices that could be used in the United States. The report will be of interest to transportation planners and strategists, particularly those representing the larger urban areas.","Freight Transportation Policies","Environmental Problems|Logistics Operational Issues",2013,"Policies","Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","Metropolitan area; freight activity; trade hub.","Yes","Metropolitan areas in the US and EU","Truck parking; Decentralization; Consolidation","Fragmentation of regulatory authority across different levels of government; Differences in governance structures across modes; Absence of any federal entity that has full jurisdiction across modes; Potential of local governments to participate in major public agency functions; Growing disparity in federal surface transportation funding supply and demand; Lack of a national freight policy or program; Devolution of authority in surface transportation to lower levels of government; ","Local deliveries to and pick-ups from urban businesses or residences (labeling or certification schemes, traffic and parking regulations, land use planning and zoning, city logistics and coordination schemes, off hour deliveries, ITS); Regulation or by offering incentives for use of vehicles that pollute less (fuel efficiency and emissions standards, alternative fuels and vehicles, low emission zones, alternative modes, environmental justice); Trade nodes (i.e., cities that are hubs for national and international trade) that focus on locations where there are the largest flows to and from ports, airports, or intermodal facilities","Applicable in the US; Adapt planning policies and regulations to better incorporate freight and land use connections.",2,1,2,1]
["Yes",45,"Lenz, B., & Riehle, E. (2013). Bikes for Urban Freight? Experience in Europe. Transportation Research Record: Journal of the Transportation Research Board, No. 2379, 39–45.","Demonstrated the widespread use of cycle freight, though restricted to larger cities, which have the density necessary to create demand.","Cargo cycles","Environmental Problems|Logistics Operational Issues",2013,"Effective Approaches","Logistical","Use of the cargo cycles, equipped with a loading area and are capable of a higher payload than a standard bicycle.","Yes","Europe","Purchase cost; Running cost; Parking costs; Congestion charges; Speed in congestion charge area; Driver training; Low environmental impact","Security; Limited range and payload; Driver fatigue; Poor perception of cycle freight (lack of perception of cargo cycles as a suitable mode of transport); Resistant attitude on the part of customers (consequent lack of acceptance by potential customers)","Availability of city center storage","Provision of space for depots on the edge of the city center; Appreciable pricing of city center streets and parking lots, which increases the cost of driving in the city center for motorized traffic",1,0,1,0]
["Yes",47,"Cherrett, T., Allen, J., McLeod, F., Maynard, S., Hickford, A., & Browne, M. (2012). Understanding Urban Freight Activity—Key Issues for Freight Planning. Journal of Transport Geography, 24, 22–32.","Using information gathered from some 30 UK surveys undertaken over the last 15 years, this paper provides planners with an understanding of road-based urban retail freight transport activity.","Freight Transportation Policies","Technical Problems|Logistics Operational Issues",2013,"Policies","Logistical","Urban area; freight activity; retail businesses.","Yes","UK","Coordination","Regulatory measures; Land use planning measures ","Methods such as Delivery and Servicing Plans and using out-of-town freight consolidation centers to bring in goods over the last mile in shared vehicles; Loading bay monitoring and control, and preferred truck routes; Centrally coordinating elements of service provision (e.g., for cleaning, equipment maintenance, recycle collection), or providing improved, more flexible parking provision for service vehicles; Pay-as-you-leave car park charging systems to encourage short-stay service vehicles to park off-street; Encourage the use of electric and hybrid vehicles; Encourage heavy good routes away from sensitive locations","Give same type of survey to retailers and freight operators in the US",1,1,1,1]
["Yes",48,"Allen, J., Browne, M., Woodburn, A., & Leonardi, J. (2012). The Role of Urban Consolidation Centres in Sustainable Freight Transport. Transport Reviews, 32(4), 473–490.","Reviewed the study and use of urban consolidation centers (UCCs).","Urban Freight Consolidation Centers (UCCs)","Technical Problems|Logistics Operational Issues",2012,"Strategic Solutions","Logistical","Have logistics facilities that are situated in relatively close proximity to the geographic area that they serve be that a specific site (e.g., shopping center or airport), city center, or an entire urban area.","Yes","International","Improve supply chain performance; Reduce traffic, environmental, and social impacts of freight transport activity","Organizational complexity; Financial viability; Operational practices issues","Adopt freight transport policy measures (ranging from minor incentives to major restrictions)","Need for public subsidy",2,0,2,1]
["Yes",49,"Brüning, M., & Schönewolf, W. (2012). Manually Guidable Freight Transport System for Urban Shipment and Delivery. Procedia—Social and Behavioral Sciences, 48, 2444–2453.","Proposed an optimized vehicle concept.","\"MicroCarrier\" Vehicle System","Technical Problems|Logistics Operational Issues",2012,"Effective Approaches","Technological","Use of the electrically driven uniaxial transport unit.","No","Urban cities","Traffic; Commercial economy; Safety","Future field tests to function as proof of concept from the user point of view","Provide next application and evaluation planned in connection with new delivery methods","Research on an intelligent antitheft-system; Investigation to obtain legal requirements for driving on sidewalks and in pedestrian zones without temporal regulations",1,1,1,1]
["Yes",51,"Alkaabi, K. A., & Debbage, K. G. (2011). The Geography of Air Freight: Connections to U.S. Metropolitan Economies. Journal of Transport Geography, 19(6), 1517–1529.","Elevated the understanding of air freight by determining which specific variables most influence and shape the geographic distribution of air freight by metropolitan area. ","Air Freight","Logistics Operational Issues",2011,"Strategic Solutions","Logistical","Use of the rapid, high value – low weight shipments carrier.","Yes","United States","Transportation-shipping-logistics employment market share (%); Per capita personal income ($1000); Medical diagnostic establishment (#); Average high-tech employee wage ($1000)","Traffic shadow effect","Intense geographic concentration (rapid growth of the express parcels industry) and regional specialization","Crucial role that nodal connectivity and spatial hierarchies play in shaping air freight demand",3,1,3,1]
["Yes",53,"Russo, F., & Comi, A. (2010). Measures for Sustainable Freight Transportation at Urban Scale: Expected Goals and Tested Results in Europe. Journal of Urban Planning and Development, 137(2), 142–152.","Starting from an analysis of existing studies relative to freight policies implemented at the urban scale in Europe, this paper proposes a general classification of measures adopted at the urban scale and an analysis of expected goals and tested results. Each described measure is analyzed by considering the temporal reference scale (strategic, tactical, and operative) of the actors and decision makers involved. Each measure pursues and is linked to one or more expected goal, and the empirical results obtained in the European cities and demonstrated by specific indicators representing the goal are presented.","Freight Transportation Policies/Europe","Institutional Problems|Logistics Operational Issues",2010,"Policies","Infrastructure|Logistical|Planning","Urban area.","Yes","Europe","Infrastructure; Degree of acceptability among stakeholders","Governance; Degree of acceptability among stakeholders","Use of alternative modes of transportation (inland waterways and railways); A central computer network to cluster freight and avoid empty rides; Widening delivery-time windows","Methods easily transferrable to the US",1,1,1,1]
["Yes",54,"Panero, M. A., Shin, H. S., & Lopez, D. P. (2011). Urban Distribution Centers—A Means to Reducing Freight Vehicle Miles Traveled (No. C-08-23). New York State Energy Research and Development Authority, Albany, New York.","Examined the model of freight consolidation platforms, and urban distribution centers (UDCs) in particular.","Urban Distribution Centers (UDCs)","Environmental Problems|Logistics Operational Issues",2011,"Strategic Solutions","Logistical","Have a location near a city center where goods from outside the city center are received, consolidated, and subsequently delivered by smaller vehicles or by foot on designated routes in the city center.","No","International","Institutional Characteristics: Leadership, Financial Support from Public Institutions, and Operational Agreements; Regulatory Conditions: Obligation; Services, Market Coverage and Location: Services, Targeted market areas, and Location; Transportation Vehicles and Metrics: Metrics","Pre-consolidation factor; Additional costs; Extra product handling; Poorer service standards; Lack of willingness to co-operate","Physical layout; Public sector involvement; National freight policies; Government interventions; Public’s acceptability of regulations to rationalize the use of public space; Enforcement; Structure and idiosyncrasy of the logistics industry","Initiatives by the private sector that operate with limited government support.",2,0,2,1]
["Yes",56,"Tretvik, T., & Engen, T. (2011). Evaluations of Time Savings for Freight Transport in Urban Areas. Presented at European Transport Conference 2011, 10–12 October, Glasgow, Scotland.","This paper is based on a project that investigated improved running time for commercial traffic by signal control priority and access to reserved lanes. The main focus is on the results of a questionnaire survey, which indicated a low willingness to pay for (small) time savings.","PRINT Project (PRIority for urbaN commercial Traffic) ","Logistics Operational Issues",2011,"Case Study","Technological","Urban area, freight movement, signal control priority, congestion.","Yes","Oslo, Norway","Available capacity; Local conditions; Poor mobility","Low willingness to pay for small time savings; Local conditions","Determine how commercial traffic would utilize reduced travel time","Use the same survey in the US",2,1,2,1]
["Yes",57,"Dablanc, L. (2010). Freight Transport, a Key Element of the Urban Economy Guidelines for Practitioners. Presented at the 89th Annual Meeting of the Transportation Research Board, Washington, D.C.","This article aims to provide guidelines to urban freight transport practitioners in cities around the world, including those in developing countries. We present data on freight transport and its impact on local communities, based on which we make recommendations for cities seeking a more efficient and environmentally friendly freight system. The principle underlying all these recommendations is that freight transport must serve the local economy.","Freight Transportation Policies","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2010,"Policies","Logistical|Vehicle-based|Planning","Urban areas, economic activity.","Yes","Urban areas","Low costs methods; Good communication; Promoting local initiatives; Regulatory issues","Lack of knowledge and expertise; Lack of data; Different economic sectors within one city; Weak policy leverage; Logistics sprawl (moving logistics outside of metro areas); Regulatory issues/land use planning policies","Provide well-designed on-street and off-street delivery areas to make urban deliveries easier and faster; Integrate logistics activities into land use and planning policies; Collect data at regular intervals; Urban consolidation measures","Easily adaptable to cities in the US",1,0,2,0]
["Yes",58,"Bomar, M. A., Becker, E. P., & Stollof, E. R. (2009). Urban Freight Case Studies: Washington, D.C. (No. FHWA-HOP-10-018). Office of Freight Management and Operations, FHWA, U.S. DOT.","The Federal Highway Administration (FHWA), Office of Freight Management and Operations, developed the Urban Freight Cases Studies as a way to document notable practices in urban goods movement. These case studies provide information on freight related initiatives that mitigate congestion and improve the safety and efficiency of commercial vehicle travel in urban areas. Washington, D.C., is one of four urban areas selected for study.","Urban Freight Case Studies","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2009,"Case Study|Policies","Infrastructure|Traffic management|Planning","Urban area, congestion, freight movement.","Yes","Washington, D.C.","Reduce congestion","Formal designation of truck routes; Regulatory factors","Stakeholder workshops/citizen advisory committees; Public education and outreach; Truck marshalling; Reallocation of existing curb-space through regulatory signage; Increase commercial vehicle loading space by lengthening loading zones from 40 feet to 100 feet wherever possible; Introduction of new parking technology; Establishment of metered loading zones; Enhanced parking enforcement","Already implemented in the US",2,1,2,1]
["Yes",59,"Bomar, M. A., Becker, E. P., & Stollof, E. R. (2009). Urban Freight Case Studies: Los Angeles. (No. FHWA-HOP-10-020). Office of Freight Management and Operations, FHWA, U.S. DOT.","The Federal Highway Administration (FHWA), Office of Freight Management and Operations, developed the Urban Freight Cases Studies as a way to document notable practices in urban goods movement. These case studies provide information on freight related initiatives that mitigate congestion and improve the safety and efficiency of commercial vehicle travel in urban areas. Los Angeles is one of four urban areas selected for study.","Urban Freight Case Studies","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2009,"Case Study|Policies","Traffic management|Logistical|Vehicle-based|Planning","Urban area, congestion, freight movement.","Yes","Los Angeles, California","Improving traffic flow by monitoring designated corridors; Enforcing parking regulations; Availability of data; Availability of technology","Availability of data; Cost; Availability of technology","Identify recurring issues and deficiencies related to goods movement; Identify truck routes, truck circulation and access problems, hazardous locations, and corrective measures; Get input from the trucking industry and other freight-related businesses, associations, the police department, agencies focused on safety, and the community; Share information with stakeholders; Shift the focus of planning from minimizing the negative effects of truck traffic to improving transportation operations; Proactively identify and correct transportation deficiencies","Easily adopted and implemented by any size jurisdiction; Slight modifications if applied to a smaller community",1,1,2,1]
["Yes",60,"Bomar, M. A., Becker, E. P., & Stollof, E. R. (2009). Urban Freight Case Studies: Orlando. (No. FHWA-HOP-10-021). Office of Freight Management and Operations, FHWA, U.S. DOT.","The Federal Highway Administration (FHWA), Office of Freight Management and Operations, developed the Urban Freight Cases Studies as a way to document notable practices in urban goods movement. These case studies provide information on freight related initiatives that mitigate congestion and improve the safety and efficiency of commercial vehicle travel in urban areas. Orlando is one of four urban areas selected for\nstudy.","Urban Freight Case Studies","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2009,"Case Study|Policies","Traffic management|Logistical|Vehicle-based","Urban area, congestion, freight movement.","Yes","Orlando, Florida","Congestion; Aging infrastructure; Tourism industry; Land use patterns; Zoning regulations","Dependency on tourism industry; Land use patterns","Work collaboratively with other local, regional, and state stakeholders; Create freight villages to regulate development in a defined area to provide sufficient infrastructure to facilitate the efficient movement of goods; Truck route designation system; Require that trucks be accounted for separately in the DRI review process","Already implemented in the US",1,1,2,1]
["Yes",61,"Bomar, M. A., Becker, E. P., & Stollof, E. R. (2009). Urban Freight Case Studies: New York. (No. FHWA-HOP-10-019). Office of Freight Management and Operations, FHWA, U.S. DOT.","The Federal Highway Administration (FHWA), Office of Freight Management and Operations, developed the Urban Freight Cases Studies as a way to document notable practices in urban goods movement. These case studies provide information on freight related initiatives that mitigate congestion and improve the safety and efficiency of commercial vehicle travel in urban areas. New York is one of four urban areas selected for\nstudy.","Urban Freight Case Studies","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2009,"Case Study|Policies","Traffic management|Technological|Logistical|Planning","Urban area, congestion, freight movement.","Yes","New York, NY","Congestion; Need for improvement to existing truck network; Competition for road capacity and curb space; Abundance of double parked commercial vehicles","Regulatory issues; Cost; Reduction in city revenues from parking fines","Curbside management program and appropriate pricing structure, truck route designation and management; Improvements and adjustments to the management and operations of the transportation network on a continuous basis, designate specific streets for through traffic; Implement time of day restrictions on parking spaces and enforce; Stakeholder buy-in; Multijurisdictional coordination; Signage","Already implemented in the US",2,0,2,1]
["Yes",62,"Hallock, S., & Wilson, D. (2009). Urban Freight Transport: The Short Sea Shipping Alternative for Melbourne. Presented at the 32nd Australasian Transport Research Forum (ATRF), The Growth Engine: Interconnecting Transport Performance, the Economy and the Environment, 29 September –1 October 2009, Auckland, New Zealand.","Proposed Short Sea Shipping (SSS) as an alternative to road and rail transport in Victoria in the future.","Short Sea Shipping (SSS)","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues",2009,"Case Study|Strategic Solutions","Logistical","Use of the possible barge or feeder ship around a bay, coastline, or river system.","No","Melbourne, Geelong and Westernport (Hastings) in Victoria, Australia","Price; Transit time; Image and state intervention policy/funding","True cost of road and rail considered","Cost-effective; Mitigation potential of externalities; Urban congestion","Discussion of operational, policy and marketing strategy issues",2,0,2,0]
["Yes",64,"Moreno, A. M., Garcia, L. A., & Calatayud, A. S. (2009). Smartfreight—Smart Freight Transport in Urban Areas. Presented at 16th ITS World Congress and Exhibition on Intelligent Transport Systems and Services, 21–25 September 2009, Stockholm, Sweden.","Smartfreight is a research project co-funded by the European Commission under the Seventh Framework Programme for R&D.  Its main objective is to benefit the society by making urban freight transport more efficient and safe through the smarter use of the distribution networks and through better delivery systems. The main idea is to specify, implement, and evaluate Information and Communication Technology (ICT) solutions that integrate urban traffic management systems with the management of freight and logistics in urban areas. This project suggests in addition some measures to benefit the traffic management of the freight vehicles.","SMARTFREIGHT Project","Technical Problems|Logistics Operational Issues",2009,"Case Study","Technological","Urban area, technology, traffic management systems, freight management.","No","Europe","Congestion; Scarcity of loading/unloading areas; Environmental impacts","Lack of coordination; Lack of political support; Regulatory framework; Lack of communication; Cost","Using common freight transportation chains in urban areas","Apply information and communication technologies to the US",2,1,2,1]
["Yes",65,"Natvig, M. K. (2009). SMARTFREIGHT—A Generic Approach to ITS for Smart Urban Freight Distribution. Presented at 16th ITS World Congress and Exhibition on Intelligent Transport Systems and Services, 21–25 September 2009, Stockholm, Sweden.","This paper provides an overview of the conceptual and logical parts of the current work on a framework architecture in the SMARTFREIGHT project. SMARTFREIGHT aims to make urban freight transport more efficient, environmentally friendly, and safe by targeting challenges related to traffic management, freight distribution management, and the coordination between the two.","SMARTFREIGHT Project","Technical Problems|Logistics Operational Issues",2009,"Case Study","Technological","Technology, SMARTFREIGHT, urban area, congestion, freight vehicles.","No","Europe","Additional communication; Efficiency; Reduce environmental impacts","Lack of knowledge/expertise; Cost of technology","Use of green vehicles; Adoption of technology","Calibrate model framework with US polices/standards with respect to traffic management strategies",3,1,2,1]
["Yes",66,"Marcucci, E., & Danielis, R. (2008). The Potential Demand for a Urban Freight Consolidation Centre. Transportation, 35(2), 269–284.","Reported the results of a stated-preference study aimed at investigating how transport decisions are made by receivers or by transport operators about the potential use of an urban freight consolidation center.","Urban Freight Consolidation Centers (UFCCs)","Stakeholder Involved Challenges|Logistics Operational Issues",2008,"Strategic Solutions","Logistical","Have a physical infrastructure dedicated to the consolidation and rationalization of good transport flows.","Yes","Fano, Italy","Introduction of stringent traffic regulations; Improved time efficiency; Services provided at zero cost via full public subsidy; Joint implementation of various policies","Need for high frequency and punctuality; Need for higher logistics quality","High overall turnover; Greater company size; Effect of warehouse availability; Presence of own vehicles","Increase the number of observations within the city and to compare these findings across cities of similar or different size",2,0,2,1]
["Yes",67,"Varma, A., Chatterjee, A., Fischer, A., & Swenson, J. (2008). Curbside Freight Delivery in Downtowns of Small- and Medium-Sized Urban Areas. Presented at 11th National Conference on Transportation Planning for Small and Medium-Sized Communities, 17–19 September 2008, Portland, Oregon.","Presented findings of case studies in two SMUAs dealing with a variety of issues involving pick-up and delivery of freight by trucks in downtown areas.","Curbside Freight Delivery","Logistics Operational Issues",2008,"Case Study|Effective Approaches","Logistical","Industry partners, such as larger retailers, particularly shopping.","Yes","Fargo and Greensboro, United States","Conversion of one-way roads to two-way operation; Introduction of on-street drive-in angled parking; Institutional set-up","Growing congestion in SMUAs","Adopt clearer and more specific loading zone guidelines and related signing","Already implemented in the US",2,1,2,1]
["Yes",68,"Quak, H. J. (2008). Sustainability of Urban Freight Transport: Retail Distribution and Local Regulations in Cities. (No. EPS-2008-124-LIS). Erasmus University Rotterdam, Erasmus Research Institute of Management, Rotterdam, Netherlands.","Our current urban civilization inevitably requires a freight transport system to support it. Rapid and reliable goods distribution helps to support urban lifestyles in, for example, retailing, tourism, entertainment and leisure sectors. It is also widely recognized that an efficient distribution system is of major importance for the competitiveness of an urban area and that it is in itself already an important element of the urban economy. The existing freight transport systems in urban areas have negative impacts on this triple-bottom-line (people, profit, planet).  The results provide clear insights in the impacts of local sustainability policies, which could serve as a handle for policy-making bodies in designing urban freight policies in such a way that it considers all three sustainability elements (i.e., the triple-P: people, profit, and\nplanet). This study shows different retailers might respond differently to urban transport policy measures and affect the environment differently, although in the measures they are treated similarly.","Freight Transportation Policies","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues",2008,"Policies","Logistical","Urban area, freight activity, retail sector.","Yes","Netherlands","Regulatory framework","Unsustainable freight policy initiatives; Lack of understanding/knowledge/expertise about logistical operations; Lack of interaction between policy makers and freight carriers; Failing to recognize implications of an initiative; Licensing regulations; Time windows","Harmonization of different local policies to relieve the extra costs for carriers resulting from many policy initiatives; Public private partnership; Enhance cooperation","Several initiatives can be easily adapted to the US",2,1,2,1]
["Yes",69,"Nuzzolo, A., Crisalli, U., Comi, A., & Sciangula, F. (2007). Metropolitan Freight Distribution by Railways: A Methodology to Support the Feasibility Analysis. Presented at 11th World Conference on Transport Research, 24–28 June 2007, Berkeley, California.","Presented the obtained results of a methodology implemented for the feasibility analysis of freight distribution systems in urban and/or metropolitan areas using railways.","Rail Freight","Economic Problems|Technical Problems|Logistics Operational Issues",2007,"Case Study|Strategic Solutions","Logistical","Metropolitan freight distribution achieved by railways using the residual capacity of passenger services.","Yes","Sorrentina peninsula, Italy","Congestion in urban areas; Restrictions applied for environmental issues; Reduction of accessibility","Public authority intervention to cover the gap between the extra costs supported by the users","Establish freight demand modeling system","Introduce more behavioral models",3,0,3,1]
["Yes",70,"Wild, D., & Eichhorn, C. (2007). European Trends and Innovations in Urban Freight Transport. Presented at 23rd PIARC World Road Congress Paris, 17–21 September 2007, Paris, France.","There is a growing interest in the logistics of collection and delivery of services in town and city centers in particular. The main driving forces are sustainability, the changes in the economy and society, and European initiatives for exchanging experiences and good practices in urban freight transportation. It is important to consider that there is no top-innovation suitable for all cities, but that each city needs to implement those measures that match its structural and societal situation best. ","Freight Transportation Policies/Europe","Logistics Operational Issues",2007,"Case Study|Policies","Logistical","Urban area, freight activity, economic activity, congestions.","Yes","Europe; case studies Netherlands, Spain","Sustainability; New technology; Restructuring of retailing; Cleaner vehicles","Regulatory issues; Congestion; Environmental issues","Coordination; Adoption of new technology","Adjust models and programs to fit US cities",2,1,2,1]
["Yes",71,"Okutani, T., Kono, T., & Futamata, Y. (2007). Measures for Dealing with Urban Logistics Issues in Japan. Presented at 23rd PIARC World Road Congress Paris, 17–21 September 2007, Paris, France.","Paper examines the inefficient state of the physical flow of goods in urban areas, and then presents a list of measures for the physical flow of goods in inner cities by focusing on freight transport and freight handling. There is a focus on parking areas for handling goods by using existing facilities and technologies and existing spaces or improving existing distribution bases, or building a new freight transport system, and describes how Japan is tackling these issues today and the challenges it faces.","Freight Transportation Policies/Japan","Logistics Operational Issues",2007,"Case Study|Policies","Logistical","Urban area, Japan, traffic.","Yes","Japan; cities","\"Just-in-time\" delivery of goods; Shortage of parking","Regulatory issues; Costs; Lack of knowledge","Implement comprehensive logistics measures; Effectively utilize infrastructure to increase efficiency in freight flows; Manage freight traffic by installing truck routes and truck lanes","Easily adaptable to cities in the US",2,1,2,1]
["Yes",72,"Holguín-Veras, J. (2008). Necessary Conditions for Off-Hour Deliveries and the Effectiveness of Urban Freight Road Pricing and Alternative Financial Policies in Competitive Markets. Transportation Research Part A: Policy and Practice, 42(2), 392–413.","This paper discusses the economic conditions needed to move urban freight delivery traffic to the off-hours, and the effectiveness of alternative policies to foster such move in competitive markets. Such policies seem to be needed because the empirical evidence indicates that in urban freight competitive markets freight road pricing may not be the most effective way to move truck traffic out of the congested hours. This is because: the decision about delivery time is jointly made between the carrier and the receiver; the carriers have great difficulties passing toll costs to receivers; and, in the few cases where toll costs could be passed, the price signal reaching receivers is of no consequence compared to receivers’ incremental costs of off-hour deliveries. Three different policies are considered: freight road pricing combined with financial incentives to receivers willing to accept off-hour deliveries, freight road pricing, and laissez faire conditions (neither freight road pricing, nor financial incentives). The paper uses an economic formulation to estimate the impact a policy would have on the agents’ profits, which provides insight into how the agents would react, and leads to a set of necessary conditions for off-hour deliveries to be feasible. Two cases of industry structure are considered: independent operations (carrier and receivers are separate companies) and integrated operations (carrier and receiver part of the same company). The particular case of large traffic generators, with central delivery stations is also discussed.","Freight Transportation Policies","Stakeholder Involved Challenges|Logistics Operational Issues",2008,"Policies","Logistical","Urban area, freight activity.","Yes","Metropolitan areas","Road pricing; Potential for cost savings; Centralized decision making process","Set rates at marginal costs preventing carriers form transferring toll surcharges to customers; Road pricing; Restrictions on delivery time windows","Use of tax incentives to receivers willing to accept off-hour deliveries, combined with freight road pricing as a revenue generation mechanism; Toll schemes based on distance and/or time spent in a tolled region to enable the carriers to pass toll costs to the receivers; Special attention to large traffic generators that cluster multiple businesses ","Easily adaptable to the US",2,1,2,1]
["Yes",73,"Holguín-Veras, J., & Polimeni, J. (2006). Potential for Off-Peak Freight Deliveries to Congested Urban Areas (TIRC Project C-02-15). Rensselaer Polytechnic Institute, Troy, New York.","Developed a full understanding of the feasibility and effectiveness of policies to foster off-peak deliveries (OPD) to the greater New York City Metropolitan region.","Off-Peak Freight Deliveries","Stakeholder Involved Challenges|Logistics Operational Issues",2006,"Effective Approaches","Logistical","Industry partners, such as larger retailers, particularly shopping.","Yes","New York City, United States","Tax deductions; Lower shipping costs; Parking availability during the off-peak hours; Security clearances at bridges and tunnels; Toll savings; Financial rewards for each mile the carrier traveled during the off-peak hours; An off-peak delivery permit that enables trucks to double park during the off-peak hours; Creation of a (neutral) company to do the last leg of delivery to the congested areas","The likelihood that stakeholders participate in an off-peak delivery program","Commodity type; Percent of customers requesting off-peak deliveries","Already implemented in the US",2,0,2,1]
["Yes",74,"Holguín-Veras, J., Wang, Q., Xu, N., Ozbay, K., Cetin, M., & Polimeni, J. (2006). The Impacts of Time of Day Pricing on the Behavior of Freight Carriers in a Congested Urban Area: Implications to Road Pricing. Transportation Research Part A: Policy and Practice, 40(9), 744–766.","Described the key findings from a major research project aimed at assessing the impacts of the time of day pricing initiative on the behavior of commercial carriers.","Road Pricing ","Stakeholder Involved Challenges|Logistics Operational Issues",2006,"Effective Approaches","Incentives","Adoption of the time of day pricing initiative.","Yes","New York City, United States","Productivity increases; Cost transfers; Change in facility usage","Complexity of the behavioral responses to pricing; Road pricing policies that only target the carriers of goods","Provide comprehensive policies targeting the receivers","Already implemented in the US",2,0,2,1]
["Yes",75,"Taniguchi, E., & Tamagawa, D. (2006, August). Evaluating Toll Measures on Urban Expressway Considering the Behaviour of Several Stakeholders Associated with Urban Freight Transport. In Recent Advances in City Logistics: Proceedings of the 4th International Conference on City Logistics (Langkawi, Malaysia 12–14 July, 2005), (E. Taniguchi and R. G. Thompson, eds.). Emerald Group Publishing, Limited, Bingley, United Kingdom, 221–232.","Examined a methodology for evaluating city logistics schemes considering the behavior of stakeholders.","Stated-Preference Study","Stakeholder Involved Challenges|Logistics Operational Issues",2005,"Programs or Systems","Incentives","Tolling of urban expressways as a city logistics scheme.","Yes","New York City, United States","Reduced transportation costs; Reduced Nox emissions; Fewer complaints from residents; Increased toll revenue","Stakeholders evaluating city logistics (differentiating opinions)","Simulate various network conditions to accumulate more knowledge; Evaluate various kinds of city logistics schemes; Examine the effectiveness and favorable implementation of city logistics schemes for all stakeholders","Already implemented in the US",2,1,2,1]
["Yes",76,"Van Duin, J. H. R., & Munuzuri, J. (2006, August). Fighting the Windmills: Survey Results on Urban Freight Policies Between Spain and the Netherlands. In Recent Advances in City Logistics: Proceedings of the 4th International Conference on City Logistics (Langkawi, Malaysia 12–14 July, 2005), (E. Taniguchi and R. G. Thompson, eds.). Emerald Group Publishing, Limited, Bingley, United Kingdom, 331–345.","This paper provides an overview of city logistics schemes in Spain and Netherlands, and specific policies applied in both countries are described. ","Freight Transportation Policies/Spain and Netherlands","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues",2006,"Case Study|Policies","Infrastructure|Traffic management|Logistical|Vehicle-based|Planning","Urban area, freight, transportation markets (need, transport, traffic).","Yes","Netherlands and Spain","Time windows; Regional coordination; City planning knowledge and expertise","Regulations concerning logistics; Access restrictions; Time windows; Lack of data to support decision making; Land use and planning processes; Data sharing among cities","Regional coordination; Commit to sharing information and data to create a common source of data","A review of existing regulations - same could be identified and reviewed in the US.",1,1,2,1]
["Yes",77,"Kawamura, K., & Lu, Y. (2006). Effectiveness and Feasibility of Innovative Freight Strategies for the U.S. Urban Areas. In Recent Advances in City Logistics: Proceedings of the 4th International Conference on City Logistics (Langkawi, Malaysia 12–14 July, 2005), (E. Taniguchi and R. G. Thompson, eds.). Emerald Group Publishing, Limited, Bingley, United Kingdom, 269–281.","This study presents an exploratory investigation of the effectiveness and feasibility of innovative freight transportation strategies in US urban areas.","Freight Transportation Policies","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2006,"Policies","Traffic management|Logistical|Vehicle-based","Urban area, United States, freight.","Yes","United States","Feasibility","Urban sprawl; Loss of efficiency; Regulatory framework","Shift in public and political sentiments","Feasibility of adopting solutions to the US",1,1,2,1]
["Yes",78,"Hamilton, B. A. (2006). International Approaches to Tackling Transport Congestion: Paper 12 (Final): Urban Freight. Victorian Competition and Efficiency Commission.","This report reviews approaches used to tackle congestion in major international cities. This assignment is to be a key input into a VCEC inquiry into managing transport congestion in Victoria, which will inform the development and application of future Victorian Government policies. The evaluation will focus on the relevance of the context, the effectiveness of the initiatives and the major lessons of the overseas experience to apply to Melbourne and the major regional cities.","Freight Transportation Policies","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues",2006,"Policies","Infrastructure|Traffic management|Incentives","Urban area, congestion.","Yes","Melbourne; review of international practices","Potential to reduce congestion","Regulations; Lack of cooperation among stakeholders; Regulatory framework","Implement freight routes with curfews, time of day/day of week restrictions","Already implemented in the US",1,1,1,1]
["Yes",79,"Holguín-Veras, J. (2006). The Truth, the Myths, and the Possible in Freight Road Pricing in Congested Urban Areas. Presented at the European Transport Conference, September 2006, Strasbourg, France.","Discussed a number of myths related to the trucking industry, its economics, and the industry response to pricing and what the author considers a fundamental truth and a possible course of action.","Road Pricing ","Stakeholder Involved Challenges|Logistics Operational Issues",2006,"Case Study|Effective Approaches","Incentives","Adoption of the time of day pricing initiative.","Yes","United States","A request from receivers asking carriers to do off-hour deliveries","Cost of moving operations to the oft-hours","Provide financial incentives to the receivers","Already implemented in the US",2,0,2,1]
["Yes",80,"Finnegan, C., Finlay, H., O’Mahony, M., & O’Sullivan, D. (2005). Urban Freight in Dublin City Center, Ireland: Survey Analysis and Strategy Evaluation. Transportation Research Record: Journal of the Transportation Research Board, No. 1906, 33–41.","Findings are presented from a study evaluating sustainable freight distribution in the city center of Dublin, Ireland, particularly focusing on urban distribution centers (UDCs) and managing the last mile of deliveries. A survey of city center organizations is described, and relevant delivery patterns (origin, destination, type of goods delivered) are compared with those from a previous feasibility analysis to determine UDC opportunities in Dublin.","Freight Transportation Policies/Ireland ","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues",2005,"Case Study|Policies","Logistical","Urban development center, freight, urban area, delivery patterns, congestion.","Yes","Dublin, Ireland","Innovative thinking; Obtaining a competitive advantage; Awareness of environmental impacts; Cooperation and partnerships along the supply chain","Regulatory framework; Delivery time loss/delay","Manage the last mile in a city center","Distribute similar survey in the US",2,1,2,1]
["Yes",81,"Ruesch, M. (2004). Road Pricing and Urban Freight Transport: Practices and Developments from the BESTUFS Project. In Urban Transport X: Urban Transport and the Environment in the 21st Century (C. A. Brebbia and L. C. Wadhwa, eds.), WIT Press, Southampton, United Kingdom, 895–904.","Presented an overview on the situation, practices, and developments relating to road pricing in Europe in an urban freight context.","Road Pricing ","Stakeholder Involved Challenges|Logistics Operational Issues",2004,"Effective Approaches","Incentives","Adoption of the time of day pricing initiative.","Yes","Europe","Benefits relating to reliability, leading times and predictability","Costs by the charge","Adopt demand management approach; Adopt financing approach","Be part of policy and plan; Consider urban freight issues; Link with access regulations, emission categories, vehicle size/type, and eventually loading factors; Adopt pragmatic and simple approaches; Cost-benefit analysis; Function as an option to optimize the use of capacity of the transport network and for financing new transport infrastructure.",2,0,2,1]
["Yes",82,"Dablanc, L. (2004). Urban Freight Management in Large European Cities. Presented at the European Transport Conference 2004, 4–6 October 2004, Strasbourg, France.","This report presents policies regarding urban freight movement in large European cities: unsuccessful attempts to develop urban distribution centers, increasing access control systems, environmental standards in truck access ordinances, urban logistic spaces, freight partnerships.","Freight Transportation Policies/Europe","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2004,"Case Study|Policies","Technological|Logistical|Vehicle-based|Planning","Urban distribution centers, access control systems, freight activity. ","Yes","Europe","Frequency of deliveries; Awareness of sustainable environment","Lack of data; Data compatibility; Lack of national or intercity freight programs","Multiuse roads; Dedicated freight enforcement agents; Low emission zones, including environmental standards in local legislation; Cooperation and partnerships; Data collection","Adapt land use and planning policies to comply with US standards; Focus on best practices and learn from them",2,1,2,1]
["Yes",83,"Dablanc, L. (1999). Freight Transport Regulation and the New French Urban Mobility Master Plans. In World Transport Research: Selected Proceedings of the 8th World Conference on Transport Research, Volume 1, 627–636.","Reports on the on-going implementation of new freight regulations in French major cities; 1996 reform changed the framework of freight management in French metropolitan cities.","Freight Transportation Policies","Technical Problems|Logistics Operational Issues",1988,"Policies","Planning","Urban area, freight activity, commercial vehicles.","Yes","France","Regulation of the transportation market; Easy access to driving/licensing; Adaptability for partnerships","Inefficient planning policies; Exemptions to policy","Experiment with new ways of planning the urban movement of goods; Updating master plans is a great opportunity to reconsider the was freight is organized in cities and to design innovative solutions; Global thinking; Need for service regulation","Consider freight when updating master plans",1,1,2,1]
["Yes",84,"Debauche, W., & Duchateau, H. (1998). Urban Freight Transport Strategy in Brussels. In Policy, Planning and Sustainability. Proceedings of Seminar B Held at the European Transport Conference, Loughborough University, 14-18 September 1998.","This paper presents impacts of freight transport on the environment in Brussels, identifies the trends, and elaborates on a global strategy to cope with the results of the diagnosis.","Freight Transportation Policies/Brussels","Environmental Problems|Logistics Operational Issues",1998,"Case Study|Policies","Logistical|Vehicle-based","Freight, freight model, congestion, presence of multimodal services.","No","Belgium","New parking regulations; Potential to reduce congestion; Potential to reduce environmental impacts","Potential to increase fuel consumption; Adverse effects on parking; Potential to increase travel time and distance; Potential to decrease accessibility","Global thinking","Create model using scenarios relative to the US",2,1,2,1]
["Yes",85,"Hicks, P., Alchin, S., & Simpson, B. (1998). Getting Freight Right Through Sydney: Priority Rail Freight Routes Through Metropolitan Sydney. Papers of the Australasian Transport Research Forum, Volume 22.  Transport Data Centre of the New South Wales Department of Transport, Australia, 439–455.","Outlined how the Rail Access Corporation (RAC) applied fast-track research to drive decision-making.","Rail Freight","Land Use Problems|Stakeholder Involved Challenges|Logistics Operational Issues",1998,"Case Study|Effective Approaches","Logistical","Freight activities achieved by the largest urban commuter network and most strategic freight gateway.","Yes","Sydney, Australia","Competitive advantages (price, market share)","Comparative disadvantages (time, reliability)","Adopt dynamic approaches","Adopt Fast and Informal approach",3,0,3,1]
["Yes",86,"Ferrándiz, J. C. (1994). Integrated Freight Transportation Centers: Influence on the Decrease in Environmental Effects in Urban Areas. Science of the Total Environment, 146, 59–65.","Analyzed the I.F.C.s from an environmental point of view.","Integrated Freight Centers (I.F.C.) ","Land Use Problems|Stakeholder Involved Challenges|Logistics Operational Issues",1994,"Strategic Solutions","Logistical","Have a set of installations and facilities where different activities directly related with national or international transportation take place.","Yes","Spain","Avoid the impacts derived from heavy vehicle traffic; Recover the areas where the firms are located; Intermodality","Technical (land area needed and location) constrains; Economic constrains; Legal constrains; Environmental impacts (landscape, ecosystem, noise, vibrations, atmospheric pollution, etc.)","Establish ordinance that deals with the creation of the I.F.C.s","Consider Order of Surface Transportation (LOTT)",2,1,2,1]
["Yes",87,"Ruesch, M., Schmid, T., Bohne, S., Haefeli, U., & Walker, D. (2016). Freight Transport with Vans: Developments and Measures. Transportation Research Procedia, 12, 79–92.","Investigated the role of the vans in logistics and freight transport.","Light Freight Vehicles","Environmental Problems|Technical Problems|Logistics Operational Issues",2016,"Case Study|Effective Approaches","Traffic management|Vehicle-based","Use of the light freight vehicles below a maximum weight of 3.5 tons.","Yes","Switzerland","Environmental impact (pollution, noise); Need for space for loading/unloading; Parking; Traffic safety and conflicts with other road users","Congestion; Delivery restrictions in inner city areas; Profitability of urban delivery transport; Missing space for logistics facilities","Cooperation between authorities, logistics and transport service providers and shippers","Local context and the combinability of other policy fields",2,1,2,1]
["Yes",88,"Quak, H., Nesterova, N., & van Rooijen, T. (2016). Possibilities and Barriers for Using Electric-Powered Vehicles in City Logistics Practice. Transportation Research Procedia, 12, 157–169.","Discussed the current developments, as well as the barriers and opportunities for using electric freight vehicles in daily city logistics operations.","Electric Freight Vehicles (EFVs)","Environmental Problems|Technical Problems|Logistics Operational Issues",2016,"Strategic Solutions","Vehicle-based","Use of the Electric freight vehicles (EFVs).","Yes","Europe","Technical performance; Environmental performance","High costs; Limited capacity; Limited availability; No better revenues","Local authorities' support; Financial incentives","Adopt long-term integrated city management approach",2,0,2,1]
["Yes",89,"Kane, J., & Tomer, A. (2015). Metro Modes: Charting a Path for the U.S. Freight Transportation Network. Global Cities Initiative: A Joint Project of Brookings and JP Morgan Chase, Metropolitan Policy Program at Brookings Institution, Washington, D.C.","Illustrated how trucks frequently serve as a backbone for the nation’s entire freight network, and also revealed how several other modes are essential to support the exchange of specific goods between metropolitan markets.","Freight Transportation Network","Environmental Problems|Social Problems|Land Use Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2015,"Strategic Solutions","Infrastructure|Logistical|Vehicle-based","Freight activities achieved by the various transportation modes including truck, rail, water, air, pipeline, multiple modes and mail, and other and unknown.","Yes","United States","Frequently updated, geographically granular metrics","Transportation congestion; Constrained land development in dense urban environments","Targeted reforms at all levels of government","Provide stronger leadership and steer freight investments into places with particular infrastructure needs; Develop clearer freight plans and better prioritize projects in support of long-term economic goals; Work more closely together at a regional scale to streamline the movement of goods",3,1,3,1]
["Yes",90,"Conway, A., Kamga, C., Cheng, J., Eickemeyer, P., Chen, Q., & Singhal, A. (2014). Freight Tricycle Operations in New York City. University Transportation Research Center—The City College of New York, City University of New York.","Addressed existing gap in research on cargo cycles/freight tricycles in North America and in New York City (NYC).","Cargo Cycles/Freight Tricycles","Environmental Problems|Technical Problems|Logistics Operational Issues",2014,"Strategic Solutions","Logistical|Vehicle-based","Use of the cargo cycles, two or three-wheeled vehicles that are operated fully with human power or with an electric-assist and the freight tricycles, cargo cycles with three wheels.","Yes","New York City, United States","Travel speeds; Travel times; Parking flexibility; Street infrastructure; Space savings; Emissions savings; Costs; Health impact; Low-barrier-to-entry","Vehicle load capacities; Human operator limitations; Availability of affordable space; Labor costs; Inhibited (or enhanced) operations by local regulations","Reduce freight use of limited road capacity during peak hours; Preserve industrial land for freight activities; Foster new business models for distribution and consolidation; Incentivize low-carbon vehicles and land development patterns that encourage sustainable freight operations","Consider Goods Movement Action Program (G-MAP) released by the New York State Department of Transportation, the New Jersey Department of Transportation, and the Port Authority of New York/New Jersey",1,0,1,1]
["Yes",91,"Kamga, C., Conway, A., Aslam, N., Eickemeyer, P., Farias, T., Melo, S., & Baptista, P. (2014). A Conference on Last Mile Freight Delivery: Use of Cleaner Mobility Vehicles. (C-13-07). University Transportation Research Center—Region 2, New York, New York.","Presented cross-disciplinary perspectives on urban logistics using electric vehicles (EV) and other vehicles as a sustainable mobility transportation solution.","Electric Vehicles (EV)","Environmental Problems|Technical Problems|Logistics Operational Issues",2014,"Strategic Solutions","Logistical|Vehicle-based","Use of the Electric Freight Vehicles (EFVs).","Yes","United States","Urban Distribution Centers; Individual Buildings; Drop-off Points; Curbside; Green Loading Zones","Last mile issue","Hunts Point Clean Trucks Program; High Efficiency Truck Users Forum","Already implemented in the US",2,0,2,1]
["Yes",92,"Gough, J., & Sears, B. (2014). Guidelines for Creating Safe and Efficient Freight-Supportive Communities. Transportation 2014: Past, Present, Future–2014 Conference and Exhibition of the Transportation Association of Canada // Transport 2014 : Du passé vers l'avenir—2014 Congrès et Exposition de 'Association des transports du Canada, 28 September–1 October, Montreal, Quebec.","This paper focuses on key guidelines for supporting freight within multimodal environments from Ontario's Freight Supportive Guidelines. It describes the freight audit process and highlights best practices examples. This paper is in effect an executive summary of the complete draft Freight-Supportive Guidelines report, and is designed to enhance the reader’s understanding of how freight fits into a modern community as it works to achieve other objectives such as complete streets, congestion management, and metropolitan mobility.","Freight-Supportive Guidelines/Ontario","Social Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2014,"Effective Approaches","Infrastructure|Traffic management","Freight, land use planning, site design, roadway and operational guidelines.","Yes","Ontario, Canada","Coordination and willingness of cities to support freight; Potential for positive environmental impacts","Lack of knowledge/understanding of planning/freight planning; Cities/regulatory framework not freight-supportive","Balance competing interests (freight, people) when planning communities and transportation systems; Include freight planning in land use and transportation planning guidelines; Implement strategies for the efficient and safe flow of goods during the design stage","Develop freight-supportive guideline relative to US policies on land use planning, site design, and roadway operations",2,1,2,1]
["Yes",94,"Regue Grino, R., & Bristow, A. L. (2011). An Exploration of the Potential Feasibility of a Freight Tram Scheme in Barcelona. Presented at European Transport Conference 2011, 10–12 October, Glasgow, Scotland.","This paper reports the findings of a scoping study exploring the feasibility of a freight tram scheme in Barcelona (Regué, 2010). The main objective of the study is to determine under which circumstances and to which extent a freight tram scheme, based on largely existing infrastructure, can have a role on mitigating the impacts of urban good deliveries. Freight tram scenarios are developed and appraised through a cost benefit analysis.","Freight Tram Scheme/Barcelona","Social Problems|Land Use Problems|Logistics Operational Issues",2011,"Case Study","Technological|Logistical","Freight, urban goods deliveries, urban area.","No","Barcelona","Use of existing infrastructure; Ability to optimize the last mile distribution; Potential to reduce environmental impacts; Changing delivery patterns and consumer behavior; Access to urban consolidation centers","Organizational challenges; Adding new steps to the supply chain; Limited experience with freight trams; Lack of cooperation between stakeholders; Feasibility; Lack of adequate infrastructure; Demand for system;  Cost; Access to urban consolidation centers","Benefits outweigh the costs on implementation of freight tram; Sharing the costs of the consolidation centers with other forms of final distribution in the urban center; Maximizing efficiency and productivity","Determine need/desire for freight tram and the cost/benefit analysis",3,0,2,1]
["Yes",95,"Hintersteiner, R. T. (2011). Freight Traffic Crossing the Eastern Continental Divide. In T&DI Congress 2011: Integrated Transportation and Development for a Better Tomorrow (I. Al-Qadi and S. Murrell, eds.). American Society of Civil Engineers, Reston, Virginia, 196–204.","Addressed the problem of moving wholesale and retail goods around the New York City Metropolitan Regional Area.","Railroad Freight Tunnel","Technical Problems|Institutional Problems|Logistics Operational Issues",2011,"Case Study|Strategic Solutions","Infrastructure|Logistical","Have a single track tunnel at least 12 miles in length using diesel engines.","No","New York City, United States","Reduced traffic congestion; Improved transportation of people and goods; Improved environment","Cost; Time","Multimodal approach to be financially independent in order to accommodate different modes of transportation","Already implemented in the US",3,0,3,1]
["Yes",97,"Zanni, A., & Bristow, A. (2008). Emissions of CO2 from Freight Transport in London: Trends and Policies for Long Run Reductions. Presented at European Transport Conference 2008, 6–8 October, Leiden, Netherlands.","Analyzed historical and projected road freight CO2 emissions in the city of London and explored the potential mitigation effect of a set of freight transport policies and logistics solutions.","London Freight Plan","Social Problems|Technical Problems|Institutional Problems|Logistics Operational Issues",2008,"Case Study|Strategic Solutions","Technological|Logistical|Incentives","Adoption of the London Freight Plan.","Yes","London, United Kingdom","A successful package of technological, logistical and behavioral policy","Relying on technical developments to deliver emissions savings ","Require a deep collaboration between local authorities, businesses, operators and potential users","Promotion of low and no-emissions vehicles at national or international level",2,1,2,1]
["Yes",98,"O’Laughlin, R., Thomas, D., & Rinnan, M. (2008). Chicago Downtown Freight Study. Presented at 87th Annual Meeting of the Transportation Research Board, 13–17 January 2008, Washington, D.C.","This paper is focused on issues and constraints to urban freight delivery and the last mile challenge in Chicago. The recommendations presented here are based on an extensive field survey, interviews with delivery managers, drivers and receivers as well as a review of best practices in other cities.","Chicago Downtown Freight Study","Environmental Problems|Land Use Problems|Technical Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2008,"Case Study|Strategic Solutions|Policies","Traffic management","Urban area, freight delivery, survey, perception.","Yes","Chicago, Illinois","Potential to make freight movement through the CBD more efficient; Diversity of stakeholders; Potential in increase freight handling capacity","Rules; Regulations","Examine and evaluate the rules governing freight carrier movements, operation of curb lanes in the public right-of-way, dialogs between government and freight stakeholders, design and management of loading facilities to identify physical improvements and policies that will benefit freight carriers, building operators, and freight recipients","Already implemented in the US",2,1,2,1]
["Yes",99,"Browne, M., Allen, J., & Attlassy, M. (2007). Comparing Freight Transport Strategies and Measures in London and Paris. International Journal of Logistics Research and Applications, 10(3), 205–219.","The paper compares the approach being taken to freight transport strategy and the specific policy measures being implemented in London and Paris.","Freight Transport/London and Paris","Environmental Problems|Social Problems|Land Use Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2007,"Case Study|Effective Approaches","Traffic management|Technological|Logistical","Urban area, freight, London, Paris.","Yes","London, Paris","Improved efficiency; Improved reliability; Potential to reduce environmental impacts; Extension of business and leisure activity hours (\"24-hour cities\"); Stakeholder consultation","Loading and unloading; Lack of expertise; Access; Modal shift","Promote non-road modes for freight transportation; Stakeholder involvement to take into account a wide range of perspectives and needs","Draw comparisons of freight policy measures between two US cities using the same methodology",1,1,1,1]
["Yes",100,"Facanha, C., & Ang-Olson, J. (2007). Effectiveness of Freight Transport Operational Strategies in Southern California. In 11th World Conference on Transport Research. (Proceedings). World Conference on Transport Research Society, Lyon, France.","This study compares the potential for emissions reduction from four freight transportation operational strategies in Southern California. This study focuses on such operational measures for reducing freight transportation emissions, including two strategies related to an expansion in rail service, a virtual container yard initiative, and an incident management program.  ","Freight Transport Operational Strategies/Southern California","Environmental Problems|Land Use Problems|Technical Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2007,"Case Study|Effective Approaches","Infrastructure|Technological|Logistical","Freight, emissions, congestion, urban area.","Yes","California","Emissions reduction; Improved capacity","Regulatory framework; Lack of research","More effective operational strategies; Consider life cycle emissions in analysis","Already implemented in the US",2,1,2,1]
["Yes",101,"Holguín-Veras, J., Polimeni, J. M., & Cruz, B. (2006). Off-Peak Freight Deliveries to New York City: Challenges and Policy Measures. In Recent Advances in City Logistics: Proceedings of the 4th International Conference on City Logistics (Langkawi, Malaysia, 12–14 July, 2005), (E. Taniguchi and R. G. Thompson, eds.), Emerald Group Publishing, Limited, Bingley, United Kingdom, 525–538","Focused on the identification of the key challenges and the definition of the fundamental components of policies aimed at increasing off-peak deliveries.","Off-Peak Freight Deliveries","Technical Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2006,"Strategic Solutions","Logistical","Industry partners, such as larger retailers, particularly shopping.","Yes","New York City, United States","Receivers' willingness to participate; Carrier centered initiatives; Financial incentives; Targeted major traffic generators","Costs","Identify clear definitions for 3PL logistics providers, receivers need to be willing to accept off-peak deliveries, centered policies, financial incentives, target major traffic generators","Already implemented in the US",2,0,2,1]
["Yes",102,"Technical Committee 2.3: Freight Transport. (2016). Framework for Citywide Road Freight Transport Management. World Road Association (PIARC), La Défense, France.","Described the research and findings about the frameworks for public sector road freight transport management (RFTM).","Road Freight Transport Management (RFTM) Framework","Logistics Operational Issues",2015,"Strategic Solutions","Infrastructure|Traffic management","Establish framework for the citywide road freight transport management that supports the cost-efficient and environmentally friendly freight transport systems.","Yes","Lyon, France; Adelaide, Australia; Oslo, Norway; Osaka Prefecture, Japan; Chicago, United States","Legal, institutional and strategic aspects","Balancing factors such as economic growth and environment, energy consumption and safety improvement","Multijurisdictional freight planning with regional cooperative arrangements; Public-private partnerships; Leadership in public-private partnerships of stakeholders","Judge and adjust approaches in the freight transportation management for different urban areas",3,1,3,1]
["Yes",103,"American Association of Railroads (2018). Freight Railroad Capacity and Investment. (Background paper). https://www.aar.org/wp-content/uploads/2018/05/AAR-Freight-Railroad-Capacity-Investment.pdf","Investigated the potential merits associated with public sector investment into the infrastructure of the rail transportation industry.","Public Investment in Freight Rail Infrastructure","Technical Problems|Logistics Operational Issues",2013,"Strategic Solutions","Technological|Logistical","Establish state-funded loan/grant programs for freight rail at state-level with a focus on rail industrial spurs/leads.","Yes","United States","Eliminate the need (distance) for truck transportation of commodities between industrial sites and railheads or final destinations; Avoid potential extra costs through reduced highway congestion, pavement maintenance needs, energy usage, and emissions, and increased safety on the highways; Affect job creation, shipper savings, tax revenue, and long-term economic growth (economic impact)","Establish partnerships between the public sector and private sector","Significant and clear public benefits; Positive economic impact","Already implemented in the US",3,1,3,1]
["Yes",105,"Frawley, W. E., Borowiec, J. D., Protopapas, A., Warner, J. E., & Morgan, C. A. (2011). Guidebook on Landside Freight Access to Airports. Texas Transportation Institute, The Texas A&M University System, College Station.","Identified the issues, barriers, physical bottlenecks, and solutions, including potential funding mechanisms, concerning landside access to airports in Texas and proposed a methodology for identifying and evaluating existing access performance from a freight perspective.","Landside freight access to airports","Land Use Problems|Technical Problems|Logistics Operational Issues",2011,"Case Study|Strategic Solutions","Infrastructure|Traffic management|Logistical","Access routes; Cargo requirements; Cargo operations.","Yes","United States","Coordination among various involved public agencies; Funding opportunities and additional funding options; Landside access solutions ","Planning issues associated with landside freight including various public agency stakeholders' interests; Funding issues including existing programs and opportunities for funding landside freight access improvements; Landside freight access issues","Good planning and coordination among involved agencies","Already implemented in the US",3,1,3,1]
["Yes",106,"Brewster, R., Giragosian, A., & Newton, D. (2015, December). Integrated Corridor Management and Freight Opportunities. (No. FHWA-HOP-15-018). FHWA, U.S. DOT.","ICM manages the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.","Integrated Corridor Management (ICM)","Land Use Problems|Technical Problems|Logistics Operational Issues",2015,"Effective Approaches|Strategic Solutions","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based","Corridor-level focus on operations; agency integration institutionally, operationally, and technical; and active management of corridor assets and facilities.","Yes","Transportation networks, existing infrastructure along major corridors","Environmental awareness; Traveler information systems development","Securing agreements among partners on data sharing; Available real-time data","Multiagency, multimodal collaboration among a diverse group of stakeholders","Take advantage of existing stakeholders groups for collaboration",3,1,3,1]
["Yes",107,"Williams, K. M., & Carroll, A. (2015). Integrating Freight into Livable Communities. (NITC-RR-752). National Institute for Transportation and Communities, Transportation Research and Education Center, Portland, Oregon, 73–80.","The set or network of roads or streets that a local government has formally designated for certain trucks to use when traveling through or within that jurisdiction.","Designated Truck Routes","Technical Problems|Logistics Operational Issues",2015,"Case Study|Effective Approaches","Traffic management","Easily accessible maps and signage, clear definition of the types of trucks regulated.","Yes","Highways and urban roads","Economic benefit; Safety; Environmental protection","Costs, resources and time for identification of truck routes and development of implementing criteria","Stakeholder outreach and education","Already implemented in the US",2,0,3,0]
["Yes",108,"Jones, F., & Conway, A. (2015). Cargo Cycles for Urban Delivery: North American Experience. Presentation in the Peer-to-Peer Exchange Program of the Center of Excellence for Sustainable Urban Freight Systems. Rensselaer Polytechnic Institute, Troy NY. https://coe-sufs.org/wordpress/peer-to-peer-exchange-program/webinar12/","Cargo cycles—two and three wheeled primarily human-powered vehicles—offer a low-impact alternative to traditional gasoline and diesel-powered vehicles.","Cargo Cycles for Urban Delivery","Environmental Problems|Land Use Problems|Technical Problems|Logistics Operational Issues",2015,"Effective Approaches","Vehicle-based","Industry partners, such as larger retailers, particularly shopping malls, drugstores and grocery chains, willing to collaborate.","Yes","Urban areas, but used mostly without coordination","Pollution; Scarcity of parking; Rapid increase in convenience delivery","Infrastructure range dramatically city by city; Non-recreational Cycling culture slow to mature","Traffic, city, and private sector coordination","Already implemented in the US",1,1,2,1]
["Yes",109,"Williams, K. M., & Carroll, A. (2015). Integrating Freight into Livable Communities. (NITC-RR-752). National Institute for Transportation and Communities, Transportation Research and Education Center, Portland, Oregon, 105–106.","Allow parking and loading spaces to be reserved in advance by freight carriers through the vehicle parking reservation systems' (also called delivery space booking systems) use of wireless communication technology.","Vehicle Parking Reservation Systems","Technical Problems|Logistics Operational Issues",2015,"Effective Approaches|Strategic Solutions","Technological","ITS system to monitor and manage the delivery spaces, strict enforcement, appropriate signage.","Yes","Areas where traffic volumes are high and parking is scarce","System’s ability to respond to and manage constant change ","Dynamic nature of logistics with trucks arriving early or late due to a variety of reasons","Engage the freight community to identify areas where a reservation system is needed and to decide the most appropriate length of each reservation","Approach stakeholders to shape specific needs since this technique is intended to guarantee loading and unloading space and thereby reduce congestion caused by truck double parking, cut greenhouse gas emissions from truck circulation, and minimize costs to carriers from parking fines and wasted time",2,0,3,1]
["Yes",110,"Yoshizaki, H., Barbieri da Cunha, C., Frank, C., & Kolstrup, K. (2016). Updates on Off-Hour Delivery Pilots Part I: The Experiences of Sao Paulo, Brazil, and Copenhagen, Denmark. Presentation in the Peer-to-Peer Exchange Program of the Center of Excellence for Sustainable Urban Freight Systems. Rensselaer Polytechnic Institute, Troy, New York. https://coe-sufs.org/wordpress/peer-to-peer-exchange-program/webinar13/","Scheduled truck deliveries outside business hours.","Off-Hour Truck Deliveries","Technical Problems|Logistics Operational Issues",2011,"Effective Approaches|Policies","Traffic management|Technological|Logistical","Industry partners, such as larger retailers, particularly shopping malls, drugstores and grocery chains, willing to collaborate.","Yes","Urban delivery areas","Traffic agency involvement","Safety; Noise; Additional costs in the supply chain","Traffic, city, and private sector coordination","Already implemented in the US, it also can be extended to long-haul deliveries at depots, warehouses or distribution centers",1,1,1,1]
["Yes",111,"Williams, K. M., & Carroll, A. (2015). Integrating Freight into Livable Communities. (NITC-RR-752). National Institute for Transportation and Communities, Transportation Research and Education Center, Portland, Oregon, 105–106.","Control the types of vehicles that may use a roadway travel lane based upon specified conditions. Some multiuse lanes allow all users to share a lane simultaneously, while others allow specific vehicles to use the lane only during designated times.","Multiuse Lanes","Land Use Problems|Technical Problems|Logistics Operational Issues",2015,"Case Study|Effective Approaches","Infrastructure","Infrastructure, electronic messaging or other signage to convey the lane use restrictions to potential users, as well as police enforcement.","Yes","Highways and urban roads","Assessment of the needs of local users; Types of vehicles using the roadway; Stakeholder engagement","Current infrastructure conditions","Transportation agencies to develop a relationship with the police, passive enforcement techniques (e.g., physically separated bus lanes using low rise curbs and offset bus lanes), and even lane enforcement cameras","Already implemented in the US",2,1,3,1]
["Yes",112,"Hassall, K., Bruza, L., & Thompson, R. (2015).The Role of High Productivity Freight Vehicles in Metropolitan Areas: The Australian Experience. Presentation in the Peer-to-Peer Exchange Program of the Center of Excellence for Sustainable Urban Freight Systems. Rensselaer Polytechnic Institute, Troy NY. https://coe-sufs.org/wordpress/peer-to-peer-exchange-program/webinar10/","Maximize the safe use of higher productivity vehicles by matching the right vehicles to the right roads.","The Role of High Productivity Freight Vehicles in Metropolitan Areas","Technical Problems|Logistics Operational Issues",2015,"Case Study|Effective Approaches","Vehicle-based","Legislation and infrastructure adequacy.","Yes","Currently in long-haul operations","Efficiency and productivity requirements","Cost; Design approvals; Permits","Automotive manufacturer involvement","Require change in legislation and traffic regulations, as well as infrastructure adequacy",3,1,3,1]
["Yes",113,"Williams, K. M., & Carroll, A. (2015). Integrating Freight into Livable Communities. (NITC-RR-752). National Institute for Transportation and Communities, Transportation Research and Education Center, Portland, Oregon, 105–106.","Intermodal connectors are routes that connect the National Highway System (NHS) with high freight-activity areas, including ports, rail/truck terminals and passenger transit terminals (FHWA, 1999).","Intermodal Freight Connectors","Technical Problems|Logistics Operational Issues",2015,"Case Study|Effective Approaches","Infrastructure|Vehicle-based","Physical space to build infrastructure.","Yes","Public roads leading to major intermodal terminals","Incentives for states and MPOs to address freight planning; Increasing use of information technology; Increasing opportunities for funding, and identifying host community issues","Cost; Resources availability","Public-private partnerships to cover the costs of construction","Already implemented in the US",3,0,3,0]
["Yes",114,"Estudio Integral y Plan Regulatorio de Transporte de Carga de Ciudad Juarez. (2015). http://www.imip.org.mx/documentos/gef.pdf","Study to organize freight vehicles flows in Cd. Juárez and update legal and regulatory instruments.","Integral study and regulatory plan of freight transportation in Cd. Juárez, México.","Environmental Problems|Economic Problems|Land Use Problems|Logistics Operational Issues",2015,"Case Study","Traffic management|Logistical","An authorities´ action plan must be proposed in order to implement the regulatory plan.","No","Cd. Juárez, Mexico","Government and authorities sponsorship","Cost; Resources availability","Public-private partnerships for implementation","Consider the US regulatory framework",3,1,2,1]
["Yes",115,"MIT Center for Transportation & Logistics (2011). Sustainable Distribution in Cities. Supply Chain Frontiers #43, December. (Newsletter). https://ctl.mit.edu/pub/newsletter/supply-chain-frontiers-43-sustainable-distribution-cities","Developing a Consolidation Platform Network to supply goods to urban centers.","Efficient Microplatforms for a sustainable urban distribution of goods","Technical Problems|Logistics Operational Issues",2011,"Strategic Solutions","Traffic management|Logistical","Various stakeholders coordination. Traceability/Management system implementation.","Yes","Spain, Urban centers","Government and authorities sponsorship; Private sector synergies","Resources availability; Infrastructure availability; Organization individualism","Public-private partnerships for implementation","Consider the US regulatory framework",3,1,2,1]
["Yes",116,"Zaragoza Logistics Center. (n.d.) Methodology to Analyze, Systematize, and Quantify Performance in Freight Logistics Chains. (Project description). https://www.zlc.edu.es/projects/global/methodology-to-analyze-systematize-and-quantify-performance-in-freight-logistics-chains/","To develop a method to quantify infrastructure, services and operations in a relatively recent coined concept of Freight Logistics Supply Chains.","Methodology to Analyze, Systematize and Quantify Performance in Freight Logistic Chains","Technical Problems|Logistics Operational Issues",2011,"Effective Approaches","Logistical|Planning","Data availability.","Yes","Latin American and Caribbean countries","Economic development initiatives","Resources availability; Data unavailability","Public-private partnerships for implementation","Consider the US regulatory framework, and include already existing transportation measures",2,1,2,1]
["Yes",117,"Mojica, C., Ureña, N., Fernández Belmonte, D., García Puente, C. Calvo Caretón, L. & García De Miguel, A. (2015). Regional Observatory of Intelligent Transport Systems for Latin America and the Caribbean. Inter-American Development Bank, Washington, D.C. https://publications.iadb.org/handle/11319/7217?locale-attribute=en","Development of a Prototype System for Monitoring Urban Transport.","Development of a Prototype System Observatory of Urban Transport","Technical Problems|Logistics Operational Issues",2011,"Strategic Solutions","Technological","Tracking and tracing technology integration, industry partnerships.","Yes","Urban distribution centers network in Europe","Stakeholders collaboration","Data confidentiality concerns; Stakeholders competition","Third-neutral party leadership","Consider the US regulatory framework, and integrate existing communication standards",2,1,2,1]
["Yes",119,"Monsreal M. & Villa J. Development of a Border Fluidity Indicator for Cross Border Freight Movements. Unpublished manuscript.","Identifying data sources to develop a freight fluidity indicator to measure travel time, travel time reliability, and costs of cross-border trucks traffic between Mexico and Texas. ","Development of the Fluidity Indicator","Technical Problems|Logistics Operational Issues",2016,"Case Study|Effective Approaches|Programs or Systems","Logistical","Freight corridors through land ports of entry.","No","Cross border truck traffic ","Coordination with public and private sectors to define measure characteristics and data sharing","Data availability; Lack of agreements with data providers and federal and state agencies","Federal and state mandates to implement this performance measure","Analyze in more detail the urban area part of the trip, where most of the key challenges are encountered",1,1,1,1]
["Yes",120,"Secure Border Trade project. Unpublished manuscript.","The SBT project relied on a collection of systems that include video communications, protocols for truck loading, electronic locking systems and a central monitoring facility. All system information would be monitored by US CBP. These systems will allow each vehicle to be tracked along a designated route from the moment the door is closed and the truck leaves the secure sites in Mexico until the truck arrives at the border and then again until the truck reaches its destination. The focus of the information gathered and analyzed has the goal of extending the customs and security inspection process away from the border and facilitating pre-clearance of shipments.","Enhanced carrier visibility and security to enable cargo inspection time reduction","Technical Problems|Institutional Problems|Logistics Operational Issues",2011,"Case Study|Effective Approaches","Technological","Congestion at land border ports of entry due to security procedures.","No","El Paso, Texas-Ciudad Juárez, Mexico","Willingness to participate of shippers, and carriers; Customs and Border Protection (CBP)","Cost of technology; Perceived border crossing time reduction benefits","Cost reduction/buy-in from border security agencies","At border crossings located within the urban area of two large cities",2,1,2,1]
["Yes",121,"Strategy and Tools to improve freight logistics and trade in Mesoamerica. Unpublished manuscript.","Inter-American Development Bank (IADB) project to identify the principal freight transport flows, key logistics challenges, and other considerations involved in trade and customs facilitation in Mesoamerica.  This project developed a Geographic Information System (GIS)-based decision-making system and identified bottlenecks that compromise logistics performance. It also identified opportunities and requirements for improving transportation services at port terminals, specialized logistics facilities, regional road corridors, urban access and bypasses, regulation of transportation services, operator’s modernization, national policy guidelines, improved trade and customs facilitation measures, and other aspects. ","Strategy and Tools to improve freight logistics and trade in Mesoamerica","Economic Problems|Logistics Operational Issues",2011,"Effective Approaches|Strategic Solutions","Logistical|Planning","Freight activities, trade and technology infrastructure.","Yes","Central America","Regulatory; Organizational/Institutional; Technical","Costs and collaboration among different countries and agencies","Trade agreements","Consider urban environments as part of the freight network",2,1,2,1]
["Yes",122,"Taylor, S., Giang, C., & Kogios, L. (2016, November). Overcoming Barriers to the Off-Peak Movement of Freight in Urban Areas. Presented at 27th Australian Road Research Board Conference, 16–18 November 2016, Melbourne, Victoria, Australia.","Investigate the hypothesis that off-peak deliveries in urban areas have potential to both reduce congestion and assist freight and logistics operations.","Off-peak Movement of Freight in Urban Areas","Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2016,"Case Study|Effective Approaches|Programs or Systems","Logistical|Planning","Off-peak freight movement initiatives such as re-timing consortiums and out-of0hours delivery pilot trials being successfully implemented and operational around the world","Yes","Australia","Stakeholder collaboration and engagement; Encouraging quiet delivery practices; New vehicle technology and incentives","Town and transport statutory obstacles; Pricing measures; Labour costs","Freight Quality Partnerships (FQPs); Quiet Delivery Practices; Stakeholder relationships","Consider trails before implementation",1,1,1,1]
["Yes",124,"Arvidsson, N., & Pazirandeh, A. (2017). An Ex Ante Evaluation of Mobile Depots in Cities: A Sustainability Perspective. International Journal of Sustainable Transportation, 11(8), 623–632.","Introducing an integrated multimodal approach using a mobile depot, small vehicles, and a transloading unit making intermediate storage and reloading unnecessary.","Mobile Depot","Environmental Problems|Social Problems|Economic Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2017,"Case Study|Effective Approaches|Programs or Systems","Logistical|Vehicle-based","Existing transportation network, loaded at the distribution center, prepacked load units, and a series of smaller vehicles","No","Sweden","Environmental and social (improving air quality and lowering CO2 emissions, noise intrusion, congestion and visual intrusion); Economically competitive for transport operators","Coordination of the actors (both individuals and organizations); Fair sharing of risks and rewards; Resistances to change and turf protections","Consider the context of the city such as the available public transport systems and existence of inner waterways, the importance of standardized load units, and inclusion of the actors impacted by the change. ","Further studies on small-scale implementations of such a system to better understand its implications; Continued increased pressure by regulatory bodies on the transport operators to find zero emission alternatives",1,0,1,1]
["Yes",125,"Sánchez-Díaz, I., Georén, P., & Brolinson, M. (2017). Shifting Urban Freight Deliveries to the Off-Peak Hours: A Review of Theory and Practice. Transport Reviews, 37(4), 521–543.","Presenting a comprehensive review of the literature on off-peak hour deliveries (OPHD).","Off-peak hour delivery (OPHD)","Environmental Problems|Stakeholder Involved Challenges|Logistics Operational Issues",2016,"Case Study|Effective Approaches|Programs or Systems","Logistical|Vehicle-based|Planning","Congested cities with a large number of stakeholders affected by freight activity","Yes","Pilot studies in New York City, London, Denmark, Paris, and Stockholm","A receiving dimension which determines a primary time-window depending on location and establishments’ receiving constraints; A business nature dimension which determines a secondary time-window for core deliveries based on their time-sensitivity for the receiver; An operational dimension which influences delivery-time depending on the type of carrier, the type of delivery, routing efficiency, and other external factors.","Noise; Access restrictions; Receivers' participation; Carriers' participation","Delivery-time agreements between stakeholders; Types of schemes","Already implemented in the US",2,1,2,1]
["Yes",126,"Melo, S., & Baptista, P. (2017). Evaluating the Impacts of Using Cargo Cycles on Urban Logistics: Integrating Traffic, Environmental and Operational Boundaries. European Transport Research Review, 9(2), 30.","Assessing the impacts of electric cargo bikes, from a public policy perspective and, simultaneously, taking into account variables that cover the urban logistics operators’ interests.","Cargo cycles in city logistics","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues",2017,"Case Study|Effective Approaches","Vehicle-based","Appropriate spatial scale within the city","Yes","City of Porto, Portugal","Improved energy efficiency; Lower emissions; Lower traffic disturbance; Enhanced quality of life","Operational issues (parcels only and not pallets, specific types of business, small size and weight of parcels or mail, and short travel distance); Relying on the existence and availability of a consolidation center; Difficult maintenance; Small second-hand market; Insufficient number of recharging public facilities","An integrated strategy with private operators for the promotion of this solution and the prior delimitation of the conditions","Already implemented in the US",1,0,1,1]
["Yes",129,"Allen, J., Bektaş, T., Cherrett, T., Friday, A., McLeod, F., Piecyk, M., Piotrowska, M., & Zaltz Austwick, M. (2017). Enabling a Freight Traffic Controller for Collaborative Multidrop Urban Logistics: Practical and Theoretical Challenges. Transportation Research Record: Journal of the Transportation Research Board, No. 2609, 77–84.","Introducing the concept of the Freight Traffic Controller as a mechanism for overseeing the management of collaborative relationships in parcel distribution sector","Freight Traffic Controller (FTC)","Stakeholder Involved Challenges|Logistics Operational Issues",2017,"Case Study|Strategic Solutions|Programs or Systems","Planning","A trusted third-party, assigned to equitably manage the work allocation between collaborating carriers and the passage of vehicles over the last mile where joint benefits to the parties are achievable","No","United Kingdom","Order sharing (joint route planning, auction-based mechanisms, bilateral lane exchanges, load swapping or shipment dispatching policies); Capacity sharing (sharing vehicle capacities, rather than customer requests, and each participating carrier delivers its individual order set)","Operational reality","Overcome strategic, tactical and operational decision-making challenges","Need to overcome key issues in realizing the concept at a practical level",3,0,3,0]
["Yes",130,"Butrina, P., Girón-Valderrama, G. D. C., Machado-León, J. L., Goodchild, A., & Ayyalasomayajula, P. C. (2017). From the Last Mile to the Last 800 ft: Key Factors in Urban Pickup and Delivery of Goods. Transportation Research Record: Journal of the Transportation Research Board, No. 2609, 85–92","Proposing a more holistic approach to address accessibility for urban pick up/delivery operations at the microscale","Last 800 Feet","Stakeholder Involved Challenges|Logistics Operational Issues|Infrastructure Problems ",2017,"Effective Approaches|Programs or Systems","Traffic management","Urban delivery or pick-up operation","Yes","United States","Match between delivery characteristics and facilities characteristics both in and away from the vehicle","Mismatch between delivery characteristics and facilities characteristics both in and away from the vehicle","Focus on physical infrastructure; Develop informed urban freight policies and strategies; Increase public-private collaborations","Already implemented in the US",2,1,2,1]
["Yes",131,"Hagen, J. X., Lobo, Z., & Linke, C. C. (2017). Clean, Silent, Space-Efficient and Non-Trivial Urban Freight Delivery: An Overview of Cycle Logistics in Rio de Janeiro. Presented at 96th Annual Meeting of the Transportation Research Board, 8–12 January 2017, Washington, D.C.","Discover key characteristics of cycle logistics in Rio de Janeiro","Bicycles and tricycles for last-mile urban freight delivery","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues",2017,"Case Study|Effective Approaches","Vehicle-based","Use of human powered or electrically-assisted standard bicycles, cargo bikes, and cargo tricycles for the transport of goods between A and B, primarily in urban areas","Yes","Rio de Janeiro, Brazil","Reduce greenhouse gas emissions and noise pollution; Improve public health (traffic injuries and respiratory illnesses); Make efficient use of scarce space in cities","No desire to engage in sustainable practices, or present an image of sustainability","Explore further potential for cycle logistics by parcel carrier services rather than in-house delivery services","Already implemented in the US",1,1,1,1]
["Yes",132,"Fu, J., & Jenelius, E. (2018). Transport Efficiency of Off-Peak Urban Goods Deliveries: A Stockholm Pilot Study. Case Studies on Transport Policy, 6(1), 156–166.","Evaluating the transport efficiency impacts of the Stockholm off-peak pilot project","Off-peak urban goods deliveries","Stakeholder Involved Challenges|Logistics Operational Issues",2017,"Case Study|Effective Approaches","Logistical","Special permits to two heavy delivery trucks to deliver goods in the inner city during the restricted time period","Yes","Stockholm, Sweden","Special permits issued by the city; Shippers and receivers of the goods deliveries closely involved and committed to adjusting the deliveries to off-peak hours; Specially designed trucks to reduce noise and pollution; Noise-reducing cargo handling technologies","Congestion levels","Include other aspects such as stakeholder satisfaction (carriers, receivers, authorities, the general public, etc.), noise measurement, and environmental impacts","Already implemented in the US",2,1,2,1]
["Yes",133,"Aljohani, K. (2016). Integrating Logistics Facilities in Inner Melbourne to Alleviate Impacts of Urban Freight Transport. In 2016 Proceedings of the Australasian Transport Research Forum (ATRF), 16–18 November 2016, Melbourne, Victoria, Australia.","Presenting a framework for optimising the establishment of small-scale logistics facilities","Central City Distribution Facilities (CCDF)","Land Use Problems|Stakeholder Involved Challenges|Logistics Operational Issues|Infrastructure Problems ",2016,"Case Study|Effective Approaches","Logistical","Congested central city area","No","Melbourne, Australia","Relieve carriers from the responsibility and challenges of last kilometer distribution activities within the congested central city area; Provide paid value-added retailing and recycling activities","Attract daily a large number of consignments from various transport carriers to be delivered from the facility to the central city area; Remain cost-efficient; Maintain the same level of service offered by the original transport carriers to receivers","Evaluate and rank the most appropriate configuration of CCDF with respect to the objectives of each stakeholders involved in last kilometer freight","Consider the framework when setting up small-scale logistics facilities in the congested central city area",2,1,2,1]
["Yes",134,"Conway, A., Wang, X., Chen, Q., & Schmid, J. (2016). Freight Costs at the Curbside. City College of New York, Rensselaer Polytechnic Institute, University Transportation Research Center—The City College of New York.","Evaluating the different parking conditions that drivers face in critical areas of New York City, examining the variables that impact their curbside behavior, and developing recommendations to improve curb management","Curb management","Logistics Operational Issues|Infrastructure Problems ",2016,"Case Study|Effective Approaches","Infrastructure|Traffic management","Urban area, freight activity","Yes","New York City, United States","Updating zoning requirements for commercial parking and loading; Updating parking regulations on residential streets, especially where there is high-density residential development; Evaluating the effectiveness of time-variable and dedicated commercial parking regulations; Considering freight costs in street redesign","Mismatches between the temporal and spatial distributions of expected freight demand and the observed available supply of dedicated parking","Consider curb management","Already implemented in the US",2,1,2,1]
["Yes",136,"Taefi, T. T., Kreutzfeldt, J., Held, T., & Fink, A. (2016). Supporting the Adoption of Electric Vehicles in Urban Road Freight Transport—A Multi-Criteria Analysis of Policy Measures in Germany. Transportation Research Part A: Policy and Practice, 91, 61–79.","Undertaking a multi-criteria analysis of policy measures to support battery electric freight vehicles based on the rating by two stakeholder groups, ‘‘policymakers” and ‘‘freight electric vehicle users”","Electric vehicles","Economic Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues|Infrastructure Problems ",2016,"Case Study|Effective Approaches|Programs or Systems","Vehicle-based","High aspiration of becoming a lead market for electric mobility, while still offering room to develop fiscal, legislative, communicative, or organizational freight EV-specific policies","Yes","Germany","Economically efficient; Environmentally effective; Socially feasible","Total cost of ownership (TCO)","Special requirements to promote freight electric vehicles (EVs) such as to request emission-free vehicles in municipal tenders, to allow drivers with a class B license to drive freight EVs over 3.5 tons, or to implement a city toll on the long-term","Already implemented in the US",1,1,1,1]
["Yes",137,"Çalışkan, A., Kalkan, M., & Ozturkoglu, Y. (2017). City Logistics: Problems and Recovery Proposals. International Journal of Logistics Systems and Management, 26(2), 145–162.","Examining the city logistics from the perspectives of logistics service providers","City logistics problems perceived by logistics service providers","Environmental Problems|Land Use Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues|Infrastructure Problems ",2017,"Case Study|Effective Approaches|Programs or Systems","Infrastructure/Technological/Logistical/Vehicle-based/Incentives/Planning","Geographical position; Intensity of logistic activities; Cultural and historical heritage; Populated; Socially as well as economically developed","Yes","Izmir, Turkey","Well-planned city logistics design; Infrastructural as well as superstructure restrains handled with utmost care; All the partners, e.g., administrators, logistics service providers and customers, must take into well consideration","If related parties will cooperate through certain functional coordination, good will, and intrinsic motivation or not","Consider additional empirical studies","Already implemented in the US",2,1,2,1]
["Yes",138,"Jardas, M., Dundović, Č., & Badurina-Tomić, P. (2016). Supply Chain—a Key Factor of the Sustainable Development of City Centers. Pomorstvo: Scientific Journal of Maritime Research, 30(1), 45–50.","Proposing the location of a future centralized distribution center","Urban distribution center","Environmental Problems|Logistics Operational Issues",2016,"Case Study|Effective Approaches","Logistical","Urban area, freight activity","Yes","Rijeka, Croatia","Interconnection and coordination of all participants in the process of delivery","If all participants have the willingness to cooperate in order to find an optimal solution under diverse circumstances or not","Consider future ways of doing business ","Already implemented in the US",2,1,2,1]
["Yes",139,"Chiara, G. D., Cheah, L., & Courcoubetis, C. (2017). Evaluating the Impact of Centralized Goods Receiving Stations at Urban Retail Malls. Presented at 96th Annual Meeting of the Transportation Research Board, 8–12 January 2017, Washington, D.C.","Introducing a pilot urban logistics scheme to improve freight deliveries at retail malls","Centralized receiving stations (CRs)","Logistics Operational Issues",2017,"Case Study|Effective Approaches","Logistical","Centralized receiving stations (CRs) at the loading bays where a logistics operator receives the goods delivered by carriers supplying to the receivers","Yes","Singapore","Higher utilization of the loading bay with reduction of on street and carpark parking; Reduction of queueing times to access the loading bay, which might improve vehicle utilization; Incentivize off-peak deliveries, as drivers are not constrained to opening hours of the stores; Store managers do not have to allocate extra-resources to receive the goods, as goods can be stored at the loading bay until needed; Stores can receive consolidated deliveries, reducing the time spent receiving goods from different suppliers","Extra cost of the centralized receiving station service might be passed on to receivers and consumers; Extra leg in the logistics chain might generate delivery scheduling issues and delays; Some goods have special handling and storage requirements; Loss of direct communication between drivers and storekeepers, which might be needed for some deliveries (e.g. for quality and order checking and last-minute changes); Security and responsibility issues might arise","Encourage participation of the different stakeholders; Quantify the costs and benefits of centralized receiving station service and in particular, the need for public subsidies","Incentivizing off-peak deliveries",1,1,1,1]
["Yes",140,"Koutoulas, A., Franklin, J. P., & Eliasson, J. (2017). Assessing Nighttime Deliveries in Stockholm, Sweden. Transportation Research Record: Journal of the Transportation Research Board, No. 2605, 54–60.","Focusing on the identification of the social costs and benefits, how these are distributed among different stakeholders, and their effects on the everyday life and operations of all interested parties","Off-peak hour delivery (OPHD)","Stakeholder Involved Challenges|Logistics Operational Issues",2017,"Case Study|Effective Approaches","Logistical","A night-time freight deliveries program","Yes","Stockholm, Sweden","Shorter travel and delivery times; Increased competitiveness both for carriers and receivers; Less traffic congestion in day hours; Technological development and enhancement of ICT; Increasing of the frequency of route services; Improvement of truck drivers convenience avoiding other modes of transport in roads; Less environmental impacts; Improvement of the aesthetics of the city by avoiding trucks during day times; Fuel cost savings","Increased noise levels for residents; Higher risk in the case of unassisted OPHD; Lower levels of city's acceptability; Higher or more staff/wage costs; Extra cost for new vehicles and rolling cages","Realize the complexity of the interaction and interconnection of all stakeholders participating in off-peak deliveries","Already implemented in the US",2,1,2,1]
["Yes",141,"Battelle, Short, J.  Trego, T., Murray, D. Yim, J., Neuman, T., Proctor, G., Gallamore, R., &. Varma, S. (2010). NCFRP Report 7: Identifying and Using Low-Cost and Quickly Implementable Ways to Address Freight-System Mobility Constraints. Transportation Research Board of the National Academies, Washington, D.C.","Developing standardized descriptions of the dimensions of the freight transportation system, defining freight mobility constraints in a multimodal context, providing criteria for low-cost and quickly implementable improvements to address the constraints, and providing a software tool to help decision makers in evaluating constraints and selecting appropriate improvements","Freight-system mobility constraints","Institutional Problems|Logistics Operational Issues|Infrastructure Problems ",2010,"Case Study|Effective Approaches","Infrastructure|Traffic management|Logistical/Planning","Urban area, freight activity","Yes","United States","Physical improvements involve construction activities to improve geometry or add capacity by adding more usable space; Operational improvements are directed at reducing occurrences of conflicts and delays to processes and traffic through the implementation of technology, changes in operational schedules, and sequences; Regulatory improvements entail the institution, relaxation, or modification of regulations, policies, and actions that improve freight mobility on the transportation system","Regulatory restrictions; Technological limitations/inadequacy; Physical capacity; Operational limitations; Financial limitations","Develop a mechanism to keep updating and adding new actions to the database as additional information becomes available; Convert the tool to a web-based software application tool once sufficient data are included in the database; Include geographic specificity of the locations of implemented low-cost improvement projects ","Already implemented in the US",3,1,3,1]
["Yes",142,"Delaware Valley Regional Planning Commission. (2017, April). Philadelphia Delivery Handbook. Philadelphia, Pennsylvania. http://www.dvrpc.org/Reports/16012.pdf","Lay the groundwork for fostering a delivery-friendly city","Delivery practices ","Logistics Operational Issues",2017,"Case Study|Effective Approaches","Traffic management|Logistical|Vehicle-based|Planning","Urban area, freight activity","Yes","Philadelphia, United States","Partnerships","Last mile","Seek for public funding programs","Already implemented in the US",2,1,2,1]
["Yes",143,"Stoeltje, G. (unpublished). Market Penetration of AV/CV and Associated Effects on Traffic Harmonization & Delay Reduction. Technical memorandum to Mobility Measurement in Transportation (FHWA pooled fund study). 2017.","Documenting the findings of a state‐of‐the‐practice review examining the effect of automated and connected vehicle (AV/CV) market penetration on delay reduction and traffic harmonization.","Automated and connected vehicle (AV/CV) ","Social Problems|Logistics Operational Issues|Infrastructure Problems ",2017,"Effective Approaches|Strategic Solutions","Technological","Research, testing, and deployment activities ","Yes","United States","Market penetration level; Traveler behavior change; Cooperative systems employed to facilitate connectivity","Ligality; Costs","Increase rate of adoption of automated and connected vehicles","Already implemented in the US",3,0,3,0]
["Yes",144,"Arseneau, B., Roy, S., Salazar, J., & Yang, J. (2015). Autonomous and Connected Vehicles: Preparing for the Future of Surface Transportation. (White paper). HDR, Inc.","Introducing prominent Autonomous Vehicle (AV) and Connected Vehicle (CV) initiatives and innovative tech-safety features from the automotive industry","Automated and connected vehicle (AV/CV) ","Technical Problems|Institutional Problems|Logistics Operational Issues|Infrastructure Problems ",2015,"Case Study|Effective Approaches|Strategic Solutions|Policies|Programs or Systems","Technological","Research, testing, and deployment activities ","Yes","United States","Distinct classification levels of vehicle automation defined by National Highway Transportation Safety Administration (NHTSA); Organized fashion encouraged by industry partners to which the emerging technologies are accounted for; Additional resources invested toward the goal of self-driving cars, or autonomous vehicles; Connected Vehicle Applications identified to date after years of research and development; Data from the model deployment archived and made available to researchers for evaluation and testing of applications beyond the testing period","Challenges for regulatory and public agencies to fully define the “rules of the road” for integrating AV operations on all transportation facilities; Understanding of the liabilities and responsibilities that may arise when a “driver” is to be held accountable for a self-driving vehicle; Lack of regulation that is limiting the market penetration of AV","Public and private entities work together and remain engaged in the following areas: Observing and participating in U.S. and Global AV/CV work groups; Identifying anticipated transportation infrastructure impacts; Assessing transitional infrastructure needs; Developing innovative solutions","Already implemented in the US",3,0,3,0]
["Yes",145,"Turnbull, K. F. (Rapporteur). (2016). Automated and Connected Vehicles: Summary of the 9th University Transportation Centers Spotlight Conference. Conference Proceedings on the Web 19, Transportation Research Board, Washington, D.C.","Highlighting research, testing, and deployment activities under way at the national, state, and local levels and sharing perspectives from the insurance industry, self-driving technology and mapping companies, and carsharing\nbusinesses.","Automated and connected vehicle (AV/CV) ","Environmental Problems|Technical Problems|Institutional Problems|Logistics Operational Issues|Infrastructure Problems ",2015,"Case Study|Effective Approaches|Strategic Solutions|Policies|Programs or Systems","Technological","Research, testing, and deployment activities ","Yes","United States","Reducing and mitigating crashes; Expanding the capacity of roadway infrastructure; Enhancing traffic-flow dynamics; Providing more personal mobility options for disabled and aging population groups; Improving traffic-flow dynamics","Building realistic public expectations and understanding; Human factors issues related to disengaging and reengaging in the driving function; Data ownership, privacy, and cybersecurity; Testing and certification\ncomplexity for the various components; Harmonizing state and local regulations","Data quality, data security, data calibration, data privacy, and access to big data; Education and workforce development for the skill sets needed for deploying and operating AV and CV systems; Cyber security, public education and outreach, performance measurement, and quantifying the benefits from AVs and CVs","Already implemented in the US",3,0,3,0]
["Yes",146,"Epstein, A. K., Peirce, S., Breck, A., Cooper, C., & Segev, E. (2014). Truck Sideguards for Vision Zero: Review and Technical Recommendations for Safe Fleet Transition Plan Pilot Deployment. (No. DOT-VNTSC-DCAS-14-01). NYC Citywide Administrative Services. Volpe National Transportation Systems Center, U.S. DOT.","Propsing a switch to side guards on trucks for fuel and safety reasons","Vehicle-based safety devices ","Logistics Operational Issues",2014,"Case Study|Effective Approaches","Vehicle-based","Side guards on trucks or heavy vehicles","Yes","City of New York, New York, United States","Enhance safety effectiveness; Fleet stakeholder input","Lack of regulations and standards","Proposed specifications; Proposed vehicle exemptions","Already implemented in the US",3,0,3,0]
["Yes",147,"Patten, J. D., & Tabra, C. V. (2010). Side Guards for Trucks and Trailers—Phase 1: Background Investigation. (No. CSTT-HVC-TR-158). National Research Council Canada, Centre for Surface Transportation Technology, Ottawa, Ontario.","Researching use of side guards on heavy vehicles in Europe, US, Australia, And Japan. Also analyzing effects on safety and fuel efficiency as a reslt of side guard use","Vehicle-based safety devices ","Environmental Problems|Logistics Operational Issues",2010,"Case Study|Effective Approaches|Strategic Solutions|Policies|Programs or Systems","Vehicle-based","Side guards on trucks or heavy vehicles","Yes","Europe; Australia; Japan; United States","Provide protection to vulnerable road users (VRUs) such as pedestrians and cyclists, and in some instances motorcyclists, against the risk of falling under the sides of the vehicle and being caught under the wheels;  Provide environmental benefit through improved fuel efficiency over a range of operating points, based on the reduction of aerodynamic drag on certain types of vehicles","Technical challenges to fitting continuous flush mount side guards and skirts/fairings to special commodity vehicles and to trailers equipped with self steer axles","A clear distinction made between devices that are intended to protect vulnerable road users and devices that are intended to reduce fuel consumption via a reduction in aerodynamic drag; A clear distinction between devices that would be useful for inner city trucks and those aimed at highway vehicles; A standard created that differentiates between inner city straight trucks and highway heavy tractor and trailer combinations","Already implemented in the US",1,0,1,0]
["Yes",148,"Epstein, A. K., Segev, E., & Breck, A. (2016). Cambridge Safer Truck Initiative Vehicle-Based Strategies to Protect Pedestrians and Bicyclists. (No. DOT-VNTSC-CDPW-16-01). City of Cambridge, Massachusetts, Volpe National Transportation Systems Center, U.S. DOT.","Analzing safety implications for pedestrians by implementation of side guards","Vehicle-based safety devices ","Logistics Operational Issues",2016,"Case Study|Effective Approaches","Vehicle-based","Side guards on trucks or heavy vehicles","Yes","City of Cambridge, Massachusetts, United States","Enhance safety effectiveness","Operability issues; Installation issues; Maintainability issues","Identify city-owned trucks appropriate for side guard installations, currently 52 medium- and heavy-duty vehicles; Develop a set of dimensional and strength specifications for future side guard installations; Regulate ordinance requiring side guards on trucks","Already implemented in the US",3,0,3,0]
["Yes",149,"McNally, A. C. (2014). Intermodal Logistics Centers and Their Impact on Transportation Corridor Industrial Property Value (Doctoral Dissertation, University of Illinois at Chicago).","Presenting a study on the economic impacts of the implementation of intermodal logistics centers (ILCs) for freight transportation","Intermodal Logistics Centers' impact on property value","Economic Problems|Land Use Problems|Logistics Operational Issues",2014,"Case Study|Effective Approaches|Strategic Solutions","Logistical","Urban area, freight activity","Yes","City of Elwood, Illinois, United States","Benefitting local and regional economies not bringing economic development; Creating efficient movement of freight by accommodating larger volumes of freight, reducing trucking miles and creating a system that coexists with the community that surrounds the intermodal logistics center; Reducing overall heavy truck traffic on local commuter roads with strategic planning of intermodal logistics centers ","Historical development patterns such as urban sprawl and the geography of production and movement of consumer goods;  Institutional and regulatory environments","Provide evidence that intermodal logistics centers are related to significantly larger increases in industrial property values along major trucking corridors and the impacts of a large-scale logistics center can extend far beyond the immediate vicinity, especially along major transportation corridors that provide access to the facilities within the center","Already implemented in the US",2,1,2,1]
["Yes",150,"Blancas, L. C., Ollivier, G., & Bullock, R. (2015). Integrated Logistics Centers: Experience from North America and Options for China, China Transport Topics, No. 13. The World Bank, Washington, D.C.","Presenting the experience from North America and giving suggestions for ILC implentation in China","Integrated Logistics Centers","Economic Problems|Land Use Problems|Logistics Operational Issues|Infrastructure Problems ",2015,"Case Study|Effective Approaches|Strategic Solutions|Policies|Programs or Systems","Logistical","Urban area, freight activity","Yes","City of Elwood, Illinois, United States; City of Fort Worth, Texas, United States","Public-Private Partnerships (PPPs); Substantial collaboration among public sector entities and consultations with local communities; Mobilization of substantial private sector funding compared to a relatively modest provision of public sector funds; Public sector aims as important as—and highly complementary of—private sector aims; Initial public sector capital expenditure contributions critical to the early stages of development; Government oversight of the sites as an important component of the operational effectiveness; Enormous economic impact of the sites eventually ","Lack of economies of agglomeration; Lack of capable logistics service providers; Insufficient availability of basic infrastructure, such as utility (power, sewage, water) and telecommunication services","Developing a focused network of well-planned, economically justified, financially viable, and carefully implemented ILCs supported by rail intermodal operations","Already implemented in the US",2,1,2,1]
["Yes",151,"Hesse, M. (2004). Logistics and Freight Transport Policy in Urban Areas: A Case Study of Berlin‐Brandenburg/Germany. European Planning Studies, 12(7), 1035–1053.","Assessing the Berlin-Brandenburg freight approach and discussing general limitations for regional logistics strategies, and possible consequences for policy and planning","Co-operative planning approach","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues",2004,"Case Study|Effective Approaches|Strategic Solutions|Policies|Programs or Systems","Planning","General limitations for regional logistics strategies","Yes","Berlin-Brandenburg Metropolitan Region, Germany","Provision of land particularly dedicated to freight firms; Establishment of intermodal infrastructure; Initiating innovations in the logistics organisation","Structural change; Economic transformation; Spatial division of labour","Logistics and freight transport need to be integrated into local and regional transport planning; Policy and planning acitivities should concentrate on particular spatial ‘contexts’ of urban and regional freight transport; Develop economic incentives and disincentives to enterprises; Intertwined nature of logistics and economic structural change raises some important general research questions","Already implemented in the US",3,1,3,1]
["Yes",152,"Oum, T. H., & Yu, C. (1994). Economic Efficiency of Railways and Implications for Public Policy: A Comparative Study of the OECD Countries’ Railways. Journal of Transport Economics and Policy, 121–138.","Investigating the effects of policy choices on the economic efficiency of the passenger railway systems","Economic efficiency","Logistics Operational Issues",1994,"Case Study|Effective Approaches","Incentives|Planning","Effects of policy choices on the economic efficiency","Yes","OECD Countries","High degree of managerial automomy from regulatory authority","High dependence on public subsidies","Informed policy-making would require detailed studies for measuring the effects of various means of government intervention and alternative methods of subsidisation on economic efficiency","Already implemented in the US",3,1,3,1]

{"sheet":"Criteria","index":2,"n_rows":202,"n_cols":2,"rows_kept":202,"cut":false,"hidden":false,"merged":[]}
["Urban Freight Problem Criteria"]
["Public/Private"]
[null,"Any"]
["Urban Freight Problems"]
[null,"None"]
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[]
[]
[]
[]
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[]
[]
["Citation Screening Criteria"]
["Strategy Groups"]
[null,"Any"]
[]
[]
[]
[]
[]
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[]
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[]
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[]
[]
[]
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[]
[]
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[]
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[]
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[]
[]
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[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
["Facilitator Implementation Factors"]
[null,"Any"]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
["Barrier Implementation Factors"]
[null,"Any"]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
["Requirements of Use"]
[null,"None"]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
["Transportation Modes"]
[null,"Any"]
[]
[]
[]
[]
[]
["Spatial Scopes"]
[null,"Any"]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
["Importance of Strategy Implementation Factors"]
["Default"]

{"sheet":"Strategy Matrix","index":3,"n_rows":32,"n_cols":57,"rows_kept":32,"cut":false,"hidden":true,"merged":[]}
[]
["Strategy #","Strategy Name","Description","Pro","SP_IDX","Con","SC_IDX","Strategy group","Strategy Group_IDX","Literature"]
["A1","Geometric Modifications",null,null,null,null,null,"Infrastructure","S1",3,4,7,11,12,13,14,15,17,19,21,22,23,24,25,26,28,30,31,33,34,38,53,58,76,78,89,92,95,100,102,105,106,111,113,123,128,134,135,137,141]
["A2","Designated Truck Routes/Lanes",null,null,null,null,null,"Traffic management","S2",3,4,6,7,8,10,11,12,13,14,19,21,22,23,25,26,28,31,33,34,41,42,44,58,59,60,77,78,98,99,102,105,106,107,110,114,115,123,141]
["A3","On-street Parking and Loading Zones",null,null,null,null,null,"Traffic management","S2",4,6,7,8,10,11,12,13,14,17,18,19,21,23,30,31,33,38,41,43,44,58,61,76,87,92,98,99,123,128,130,134,142]
["A4","Multiuse Lanes or Shared Lanes",null,null,null,null,null,"Traffic management","S2",4,6,7,10,12,13,14,15,17,18,19,23,25,34]
["A5","Off-street Parking and Loading Requirements",null,null,null,null,null,"Traffic management","S2",4,6,7,8,10,11,12,13,14,17,18,19,21,23,30,31,33,38,41,43,44,58,61,76,87,92,98,99,105,123,128,130,134,142]
["A6","Parking Restrictions",null,null,null,null,null,"Traffic management","S2",4,6,7,8,11,12,14,17,18,19,21,23,25,30,33,34,128,134,141]
["A7","Intelligent Transportation Systems (ITS)",null,null,null,null,null,"Technological","S3",4,6,7,8,9,10,11,12,13,14,15,16,17,18,19,21,23,24,25,26,27,28,29,30,31,33,34,41,44,49,55,56,64,65,82,94,96,97,99,100,103,104,106,110,117,118,120,137]
["A8","Autonomous Vehicles / Connected Vehicles",null,null,null,null,null,"Technological","S3"]
["A9","Vehicle Parking Reservation Systems",null,null,null,null,null,"Technological","S3",4,6,8,10,11,12,13,14,17,19,21,23,30,33,61,109,128]
["A10","Freight Demand Management",null,null,null,null,null,"Logistical","S4",4,6,7,8,12,13,14,17,18,26,30,31,38,40,42,44,46,47,53,59,72,73,76,99,100,101,110,119,121,122,123,128,132,135,137,140,141,142]
["A11","Multimodal/Intermodal Urban Distribution",null,null,null,null,null,"Logistical","S4",4,5,7,8,9,11,13,14,15,17,18,19,21,22,23,24,25,26,27,30,31,37,42,44,45,51,57,62,69,85,89,90,91,93,94,95,96,97,100,103,105,106,114,115,116,123,124]
["A12","Intermodal Logistics Center (ILC)",null,null,null,null,null,"Logistical","S4",135,137]
["A13","Urban Consolidation Center (UCC)",null,null,null,null,null,"Logistical","S4",35,36,44,46,48,52,54,66,80,82,84,86,106,115,128,133,135,138,142]
["A14","Urban Freight Villages",null,null,null,null,null,"Logistical","S4",6,7,8,9,10,11,12,14,16,17,18,19,20,22,23,24,25,33,60,77,123,137]
["A15","Urban Logistics Services",null,null,null,null,null,"Logistical","S4",44,57,61,68,82]
["A16","Alternate Pickup/Delivery Locations",null,null,null,null,null,"Logistical","S4",3,4,6,7,8,10,11,12,13,14,15,16,17,18,19,21,22,23,26,30,31,42,47,67,70,71,94,99,110,123,128,139,142]
["A17","Certification Programs",null,null,null,null,null,"Logistical","S4",10,14,17,18,20,24,25,29,30,44,82]
["A18","Low-Noise Delivery Programs/Regulations",null,null,null,null,null,"Logistical","S4",9,10,22,27,29,34,43,122,125]
["A19","Freight Rail Routing through Urban Center",null,null,null,null,null,"Logistical","S4",85,95,103,137]
["A20","Urban Distribution Using Multiple Types of Vehicles",null,null,null,null,null,"Vehicle-based","S5",4,7,9,10,11,13,14,15,17,19,21,22,23,24,25,26,27,29,30,31,38,41,42,43,44,57,60,76,87,88,89,90,91,106,108,112,113,123,124,126,131,135,136,142]
["A21","Vehicle Access Control",null,null,null,null,null,"Vehicle-based","S5",10,14,17,29,30,43,57,59,76,77,82,84,125,137]
["A22","Truck Side Guards",null,null,null,null,null,"Vehicle-based","S5"]
["A23","Preferential Parking",null,null,null,null,null,"Incentives","S6",4,6,7,8,11,12,14,18,19,25,30]
["A24","Preferential Zoning",null,null,null,null,null,"Incentives","S6",2,3,4,7,8,9,10,11,12,14,15,17,18,22,23,24,27,29,30,31,33,42,78,123,128,137]
["A25","Taxation and Fees",null,null,null,null,null,"Incentives","S6",4,5,7,8,9,10,12,14,15,17,18,19,20,22,23,24,25,27,29,30,31,33,34,39,43,44,74,75,78,79,81,97,123]
["A26","Integrating Freight into the Land Use Planning Process",null,null,null,null,null,"Planning","S7",8,9,11,12,13,14,15,16,17,18,19,20,21,22,23,24,25,26,27,29,30,31,32,33,34,39,44,127]
["A27","Developing an Urban Freight Plan",null,null,null,null,null,"Planning","S7",32,43,50,57,59,61,76,82,83,121,123,137]
["A28","Freight Advisory Committee (FAC)",null,null,null,null,null,"Planning","S7",1,10,12,17,18,19,20,22,27,30,31,32,33,58]
["A29","Contractual Freight Partnerships",null,null,null,null,null,"Planning","S7",9,10,11,12,13,14,15,16,17,18,19,20,21,22,23,24,25,26,29,30,31,32,33,34,41,42,50,53,57,58,61,63,82,122,123,125,129,135,137,141,142]
["A30","Integrating Freight and Economic Policies",null,null,null,null,null,"Planning","S7",93,116]

{"sheet":"LOOKUP","index":4,"n_rows":67,"n_cols":36,"rows_kept":67,"cut":false,"hidden":true,"merged":[]}
["Urban Freight Problem_IDX","Urban Freight Problem_Desc","IS_IDX","IS_Desc","Strategy Group_IDX","Strategy Group_Desc","A_IDX","S_Desc","Requirements of Use_IDX","Requirements of Use_Desc","Implementation_IDX","Implementation_Desc","Spatial Scope_IDX","Spatial Scope_Desc","Transportation Mode_IDX","Transportation Mode_Desc","Facilitator Factor Group_IDX","Facilitator Factor Group_Desc","Facilitators to Implementation_IDX","Facilitators to Implementation_Desc","Barrier Factor Group_IDX","Barrier Factor Group_Desc","Barriers to Implementation_IDX","Barriers to Implementation_Desc","Recommendations_IDX","Recommendations_Desc","Adaptability_IDX","Adaptability_Desc","ImpTasks_IDX","Implementation Tasks_Desc","Private Sector_IDX","Private Sector_Desc","SP_IDX","SP_Desc","SC_IDX","SC_Desc"]
["P1","Environmental Problems","IS1","Case Study","S1","Infrastructure","A1","Geometric Modifications","R1","Environmental concerns","I1","Yes","SS1","Area - America - North","TM1","Multimodal","FG1","Infrastructure & Freight Operations","F1","Infrastructure","FG1","Infrastructure & Freight Operations","B1","Infrastructure","Ac1","Environmental","Ad1","Operational ","Ex1","Policy making/implementing is handled by public agents","Pr1","Freight Carriers/Operators","SP1","Address innovative initiatives","SC1","Cause interests conflict among stakeholders"]
["P2","Social Problems","IS2","Effective Approaches","S2","Traffic management","A2","Designated Truck Routes/Lanes","R2","Urban issues","I2","No","SS2","Area - Asia - Eastern","TM2","Roadway","FG2","Administrative","F2","Traffic","FG2","Administrative","B2","Traffic","Ac2","Traffic","Ad2","Infrastructure","Ex2","Policy makers use customer input as the key role to mold freight policies","Pr2","Receviers/Retailers","SP2","Adopt effective strategies","SC2","Comparative disadvantages  in terms of costs"]
["P3","Economic Problems","IS3","Strategic Solutions","S3","Technological","A3","On-street Parking and Loading Zones","R3","Freight activities",null,null,"SS3","Area - Europe - Western","TM3","Rail Freight","FG3","Scope & Surroundings","F3","Operational","FG3","Scope & Surroundings","B3","Operational","Ac3","Operational","Ad3","Regulatory","Ex3","Improves freight carrier efficiency","Pr3","Customers/Community Groups","SP3","Affect long-term economic growth","SC3","Comparative disadvantages  in terms of reliability"]
["P4","Land Use Problems","IS4","Policies","S4","Logistical","A4","Multiuse Lanes or Shared Lanes","R4","Operation","Effectiveness_IDX","Effectiveness_Desc","SS4","City - any","TM4","Deepwater ports & inland waterways","FG4","Environment & Energy","F4","Technological","FG4","Environment & Energy","B4","Technological","Ac4","Infrastructure","Ad4","Financial","Ex4","Private companies improve coordination with public agencies",null,null,"SP4","Avoid potential extra costs through reduced highway activities","SC4","Comparative disadvantages  in terms of time"]
["P5","Technical Problems","IS5","Programs or Systems","S5","Vehicle-based","A5","Off-street Parking and Loading Requirements","R5","Infrastructure",0,"Not implemented/Failed Implementation","SS5","City - large","TM5","Air Freight","FG5","Safety","F5","Political","FG5","Safety","B5","Political","Ac5","Psychological","Ad5","Geographical","Ex5","3PL implement multimodal freight delivery services",null,null,"SP5","Break long-standing barriers between public and private sectors","SC5","Competitive pressures "]
["P6","Institutional Problems",null,null,"S6","Incentives","A6","Parking Restrictions","R6","Psychological perception",1,"Low effective","SS6","City - medium",null,null,"FG6","Financial","F6","Regulatory","FG6","Financial","B6","Regulatory","Ac6","Regulatory","Ad6","Organizational/Institutional","Ex6","Private companies to set up programs to help with freight fluidity",null,null,"SP6","Contribute to economic output from freight-related businesses","SC6","Conflict with established development intensity regulations"]
["P7","Stakeholder Involved Challenges",null,null,"S7","Planning","A7","Intelligent Transportation Systems (ITS)","R7","Freight policies",2,"Moderate effectiveness","SS7","City - super",null,null,null,null,"F7","Labor",null,null,"B7","Labor","Ac7","Financial","Ad7","Logistical ","Ex7","Intra-Organizational coordination is required and improved",null,null,"SP7","Create communication channels between stakeholders","SC7","Conflict with established zoning regulations"]
["P8","Logistics Operational Issues",null,null,null,null,"A8","Autonomous Vehicles / Connected Vehicles","R8","Financial incentives",3,"High effectiveness","SS8","Country - large",null,null,null,null,"F8","Organizational/Institutional",null,null,"B8","Organizational/Institutional","Ac8","Costs","Ad8","Technical",null,null,null,null,"SP8","Designate access for freight vehicles","SC8","Expect higher costs to provide initiatives "]
["P9","Infrastructure Problems ",null,null,null,null,"A9","Vehicle Parking Reservation Systems","R9","Transportation planning",null,null,"SS9","Global",null,null,null,null,"F9","Implementation Time",null,null,"B9","Implementation Time","Ac9","Geographical","Ad9","Behavioral ",null,null,null,null,"SP9","Economically competitive for freight operators","SC9","Expect higher labor costs"]
[null,null,null,null,null,null,"A10","Freight Demand Management","R10","Freight market",null,null,"SS10","Metropolitan Area",null,null,null,null,"F10","Geographical",null,null,"B10","Geographical","Ac10","Labor","Ad10","Psychological",null,null,null,null,"SP10","Effective coordination between agencies","SC10","Expect longer distribution time "]
[null,null,null,null,null,null,"A11","Multimodal/Intermodal Urban Distribution","R11","Urban areas",null,null,"SS11","MPO - medium",null,null,null,null,"F11","Societal",null,null,"B11","Societal","Ac11","Organizational/Institutional","Ad11","Already implemented in the US",null,null,null,null,"SP11","Eliminate the need for truck transportation of commodities ","SC11","Increase conflicts with other road users"]
[null,null,null,null,null,null,"A12","Intermodal Logistics Center (ILC)","R12","Economic activities",null,null,"SS12","MPO - small",null,null,null,null,"F12","Environmental ",null,null,"B12","Environmental ","Ac12","Social ",null,null,null,null,null,null,"SP12","Encouragement of various freight-friendly development incentives","SC12","Increase costs for freight vehicle operations"]
[null,null,null,null,null,null,"A13","Urban Consolidation Center (UCC)","R13","Land use planning",null,null,"SS13","Coastal",null,null,null,null,"F13","Energy",null,null,"B13","Energy","Ac13","Logistical",null,null,null,null,null,null,"SP13","Energy efficient for freight operators","SC13","Increase enforcement by local authorities "]
[null,null,null,null,null,null,"A14","Urban Freight Villages","R14","Skilled workforce",null,null,"SS14","Area - Australia - South",null,null,null,null,"F14","Safety",null,null,"B14","Safety","Ac14","Technical",null,null,null,null,null,null,"SP14","Enhance environmental sustainability","SC14","Increase vulnerable road user fatalities "]
[null,null,null,null,null,null,"A15","Urban Logistics Services","R15","Stakeholder reactions",null,null,"SS15","Area - America - Central",null,null,null,null,"F15","Costs",null,null,"B15","Costs","Ac15","Behavioral",null,null,null,null,null,null,"SP15","Enhance livability","SC15","Increased costs for freight vehicle operations"]
[null,null,null,null,null,null,"A16","Alternate Pickup/Delivery Locations","R16","Historical significance",null,null,null,null,null,null,null,null,"F16","Funding",null,null,"B16","Funding",null,null,null,null,null,null,null,null,"SP16","Facilitate freight demand management","SC16","Increased enforcement by local authorities "]
[null,null,null,null,null,null,"A17","Certification Programs","R17","Freight logistics",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP17","Facilitate implementation efforts of freight initiatives","SC17","Lack of advanced technology "]
[null,null,null,null,null,null,"A18","Low-Noise Delivery Programs/Regulations","R18","Technology",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP18","Facilitate off-hour deliveries","SC18","Lack of available capacity on the infrastructure"]
[null,null,null,null,null,null,"A19","Freight Rail Routing through Urban Center","R19","Industry partnerships",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP19","Flexible and adaptable incentives","SC19","Lack of available or reliable infrastructure"]
[null,null,null,null,null,null,"A20","Urban Distribution Using Multiple Types of Vehicles",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP20","Improve circulation for freight vehicles","SC20","Lack of mature market"]
[null,null,null,null,null,null,"A21","Vehicle Access Control",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP21","Improve environmental sustainability ","SC21","Land pressure imposed by freight industry"]
[null,null,null,null,null,null,"A22","Truck Side Guards",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP22","Improve freight industry productivity","SC22","Limit access for other road users"]
[null,null,null,null,null,null,"A23","Preferential Parking",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP23","Improve logistics efficiency ","SC23","Limitations of freight operations"]
[null,null,null,null,null,null,"A24","Preferential Zoning",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP24","Improve mobility","SC24","Limited facilities"]
[null,null,null,null,null,null,"A25","Taxation and Fees",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP25","Improve mobility through freight operations","SC25","Limited facilities "]
[null,null,null,null,null,null,"A26","Integrating Freight into the Land Use Planning Process",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP26","Improve performance through freight operations","SC26","Limited influence of public authority"]
[null,null,null,null,null,null,"A27","Developing an Urban Freight Plan",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP27","Improve safety","SC27","Limited parking availability"]
[null,null,null,null,null,null,"A28","Freight Advisory Committee (FAC)",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP28","Improve safety through freight operations","SC28","Limited parking availability "]
[null,null,null,null,null,null,"A29","Contractual Freight Partnerships",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP29","Improve supply chain performance ","SC29","Limited parking for other road users"]
[null,null,null,null,null,null,"A30","Integrating Freight and Economic Policies",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP30","Improved environmental sustainability ","SC30","Limited time windows"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP31","Increase economic productivity ","SC31","Non-favorable living environment"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP32","Increase employment opportunities ","SC32","Overall costs"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP33","Inform freight vehicle operators to make smarter choices ","SC33","Political risk of private partners"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP34","Interactive engagement from stakeholders","SC34","Potential society costs and health-related quality of life impacts"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP35","Minimize the number of loading zones","SC35","Raise direct costs on freight partners"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP36","Mitigate the surrounding traffic congestion","SC36","Raise regulation restrictions on freight partners"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP37","Mitigate traffic congestion","SC37","Reduce development opportunities in urban areas"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP38","Obtain innovative funding sources","SC38","Require a moderate time frame to implement"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP39","Optimize last-mile efficiency","SC39","Require available and reliable techniques "]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP40","Positive effects on urban logistics","SC40","Require best professional judgements of committee members"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP41","Positive impacts on transportation corridor industrial property value","SC41","Require consensus between public and private sectors"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP42","Preserve industrial land uses in growing urban areas","SC42","Require considerations for other vulnerable road users "]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP43","Protect automobile occupants","SC43","Require consistent traffic control by transportation agencies "]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP44","Protect the right of way of other road users","SC44","Require context-sensitive solutions"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP45","Provide direct employment as well as indirect employment","SC45","Require desirable geometric conditions"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP46","Provide innovative services related to freight transportation","SC46","Require effective enforcement by local authorities"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP47","Provide policy framework","SC47","Require effective enforcement by local authorities "]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP48","Provide reliable and flexible logistics services ","SC48","Require emerging techniques "]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP49","Provision of potential freight-desirable zoning designations","SC49","Require expertise about logistical operations"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP50","Reduce conflicts with other road users","SC50","Require high-level coordination among stakeholders"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP51","Reduce environmental impacts","SC51","Require high-level coordination among stakeholders "]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP52","Reduce freight-related societal impacts","SC52","Require high-level inter-agency enforcement"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP53","Reduce fuel consumption","SC53","Require high-level public private partnerships "]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP54","Reduce labor costs","SC54","Require highly developed infrastructure"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP55","Reduce maintenance requirements","SC55","Require inclusive formation of industry representatives"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP56","Reduce negative impacts of freight transport activity ","SC56","Require interaction between policy makers and freight carriers "]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP57","Reduce operating costs","SC57","Require interagency collaboration "]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP58","Reduce the destination queue times","SC58","Require multiple modes of transportation"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP59","Reduce vulnerable road user fatalities","SC59","Require stakeholder collaboration and engagement"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP60","Reduced traffic disturbance in urban areas","SC60","Require stakeholder engagement"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP61","Regulate illegal freight parking","SC61","Require sustainable freight policy initiatives "]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP62","Reinforce access regulations","SC62","Shift indirect costs to low-end customers"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP63","Relieve the challenges of last kilometer distribution activities","SC63","Traffic congestion imposed by freight activities"]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP64","Relieve the challenges of last kilometer distribution activities "]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP65","Relocate distribution facilities from sensitive districts "]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"SP66","Retention of existing freight-dependent land uses"]

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[null,"Strategies by Importance of Factors to Implementation"]
[]
[null,"Rank","Strategy Name","Fact Sheet"]
[null,1,"Urban Freight Villages"]
[null,2,"Certification Programs"]
[null,3,"Parking Restrictions"]
[null,4,"Geometric Modifications"]
[null,5,"Intermodal Logistics Center (ILC)"]
[null,6,"Multimodal/Intermodal Urban Distribution"]
[null,7,"Intelligent Transportation Systems (ITS)"]
[null,8,"Urban Distribution Using Multiple Types of Vehicles"]
[null,9,"Contractual Freight Partnerships"]
[null,10,"Freight Demand Management"]

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[null,null,null,"What factors prevent implementation",null,null,null,null,null,null,{"$f":"IF($G$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($D21,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Induce the desired behavioral changes on the part of the receivers; Engage the private sector in the effort; Institutional in nature"},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"D21","v":"What factors prevent implementation"},null,{"$f":"K21","v":"Induce the desired behavioral changes on the part of the receivers; Engage the private sector in the effort; Institutional in nature"}]
[]
[null,null,null,"Accelerators",null,null,null,null,null,null,{"$f":"IF($G$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($D23,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Implement an FDM plan"},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"D23","v":"Accelerators"},null,{"$f":"K23","v":"Implement an FDM plan"}]
[]
[null,null,null,"Adaptability",null,null,null,null,null,null,{"$f":"IF($G$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($D25,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Consider potential benefits of holistic FDM initiatives"},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"D25","v":"Adaptability"},null,{"$f":"K25","v":"Consider potential benefits of holistic FDM initiatives"}]
[]
[null,null,null,null,"Additional Info"]
[null,null,null,"Year",null,null,null,null,null,null,{"$f":"IF($G$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($D28,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":2016},null,null,null,null,null,null,null,null,null,"Implemented",null,null,null,null,null,null,{"$f":"IF($G$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($U28,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Yes"},null,null,null,null,null,null,null,null,null,null,null,{"$f":"D28","v":"Year"}]
[]
[null,null,null,"Transportation Mode",null,null,null,null,null,null,{"$f":"IF($G$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($D30,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Roadway"},null,null,null,null,null,null,null,"Where/what situation is being used",null,null,null,null,null,null,null,null,{"$f":"IF($G$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($S30,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Metropolitan areas"},null,null,null,null,null,null,null,null,null,null,null,{"$f":"D30","v":"Transportation Mode"},null,null,null,{"$f":"AB28","v":"Yes"},null,{"$f":"AB30","v":"Metropolitan areas"}]
[]
[null,null,null,"Cost",null,null,null,null,"Cost",null,{"$f":"IF($G$2=\"\",\"\",IF(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH(\"Low-Moderate-High (1-3)\",'Strategy Resource Matrix'!$B$2:$AV$2,0))=1,\"Low\",\nIF(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH(\"Low-Moderate-High (1-3)\",'Strategy Resource Matrix'!$B$2:$AV$2,0))=2,\"Moderate\",\nIF(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH(\"Low-Moderate-High (1-3)\",'Strategy Resource Matrix'!$B$2:$AV$2,0))=3,\"High\",\"\"))))","v":"Moderate"},null,null,null,null,null,null,null,null,null,"Time",null,null,null,null,"Cost",null,{"$f":"IF($G$2=\"\",\"\",IF(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH(\"Short-Moderate-Long (1-3)\",'Strategy Resource Matrix'!$B$2:$AV$2,0))=1,\"Short\",\nIF(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH(\"Short-Moderate-Long (1-3)\",'Strategy Resource Matrix'!$B$2:$AV$2,0))=2,\"Moderate\",\nIF(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($G$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH(\"Short-Moderate-Long (1-3)\",'Strategy Resource Matrix'!$B$2:$AV$2,0))=3,\"Long\",\"\"))))","v":"Moderate"},null,null,null,null,null,null,null,null,null,null,null,{"$f":"D32","v":"Cost"}]

{"sheet":"Synopsis","index":7,"n_rows":32,"n_cols":44,"rows_kept":32,"cut":false,"hidden":true,"merged":[[3,1,3,6],[3,8,3,34],[5,1,5,6],[5,8,5,34],[7,1,7,6],[7,8,7,34],[9,1,9,6],[9,8,9,34],[12,1,12,6],[12,8,12,34],[14,1,14,6],[14,8,14,34],[16,1,16,6],[16,8,16,34],[18,1,18,6],[18,8,18,34],[20,1,20,6],[20,8,20,34],[22,1,22,6],[22,8,22,34],[24,1,24,6],[24,8,24,34],[27,1,27,6],[27,8,27,11],[27,18,27,23],[27,25,27,26],[29,1,29,6],[29,16,29,23],[29,25,29,34],[31,1,31,6],[31,8,31,14],[31,18,31,23],[31,25,31,31],[29,8,29,15]]}
[null,"Related Citation Notes"]
[null,"Record#",null,null,141]
[]
[null,"Information source",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B4,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Case Study|Effective Approaches"},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"B4","v":"Information source"},null,{"$f":"I4","v":"Case Study|Effective Approaches"}]
[]
[null,"Citation",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B6,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Battelle, Short, J.  Trego, T., Murray, D. Yim, J., Neuman, T., Proctor, G., Gallamore, R., &. Varma, S. (2010). NCFRP Report 7: Identifying and Using Low-Cost and Quickly Implementable Ways to Address Freight-System Mobility Constraints. Transportation Research Board of the National Academies, Washington, D.C."},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"B6","v":"Citation"},null,{"$f":"I6","v":"Battelle, Short, J.  Trego, T., Murray, D. Yim, J., Neuman, T., Proctor, G., Gallamore, R., &. Varma, S. (2010). NCFRP Report 7: Identifying and Using Low-Cost and Quickly Implementable Ways to Address Freight-System Mobility Constraints. Transportation Research Board of the National Academies, Washington, D.C."}]
[]
[null,"Synopsis",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B8,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Developing standardized descriptions of the dimensions of the freight transportation system, defining freight mobility constraints in a multimodal context, providing criteria for low-cost and quickly implementable improvements to address the constraints, and providing a software tool to help decision makers in evaluating constraints and selecting appropriate improvements"},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"B8","v":"Synopsis"},null,{"$f":"I8","v":"Developing standardized descriptions of the dimensions of the freight transportation system, defining freight mobility constraints in a multimodal context, providing criteria for low-cost and quickly implementable improvements to address the constraints, and providing a software tool to help decision makers in evaluating constraints and selecting appropriate improvements"}]
[]
[null,"Keywords",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B10,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Freight-system mobility constraints"},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"B10","v":"Keywords"},null,{"$f":"I10","v":"Freight-system mobility constraints"}]
[]
[null,null,"Strategy Info"]
[null,"Strategy group",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",SUBSTITUTE(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B13,'Strategy Resource Matrix'!$B$2:$AV$2,0)),\"|\",CHAR(10)))","v":"Infrastructure\nTraffic management\nLogistical/Planning"},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"B13","v":"Strategy group"},null,{"$f":"I13","v":"Infrastructure\nTraffic management\nLogistical/Planning"}]
[]
[null,"Strategy",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",SUBSTITUTE(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B15,'Strategy Resource Matrix'!$B$2:$AV$2,0)),\"|\",CHAR(10)))","v":"Geometric Modifications\nDesignated Truck Routes/Lanes\nParking Restrictions\nFreight Demand Management\nContractual Freight Partnerships"},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"B15","v":"Strategy"},null,{"$f":"I15","v":"Geometric Modifications\nDesignated Truck Routes/Lanes\nParking Restrictions\nFreight Demand Management\nContractual Freight Partnerships"}]
[]
[null,"Conditions of Strategy",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B17,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Urban area, freight activity"},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"B17","v":"Conditions of Strategy"},null,{"$f":"I17","v":"Urban area, freight activity"}]
[]
[null,"What factors favor implementation",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B19,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Physical improvements involve construction activities to improve geometry or add capacity by adding more usable space; Operational improvements are directed at reducing occurrences of conflicts and delays to processes and traffic through the implementation of technology, changes in operational schedules, and sequences; Regulatory improvements entail the institution, relaxation, or modification of regulations, policies, and actions that improve freight mobility on the transportation system"},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"B19","v":"What factors favor implementation"},null,{"$f":"I19","v":"Physical improvements involve construction activities to improve geometry or add capacity by adding more usable space; Operational improvements are directed at reducing occurrences of conflicts and delays to processes and traffic through the implementation of technology, changes in operational schedules, and sequences; Regulatory improvements entail the institution, relaxation, or modification of regulations, policies, and actions that improve freight mobility on the transportation system"}]
[]
[null,"What factors prevent implementation",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B21,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Regulatory restrictions; Technological limitations/inadequacy; Physical capacity; Operational limitations; Financial limitations"},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"B21","v":"What factors prevent implementation"},null,{"$f":"I21","v":"Regulatory restrictions; Technological limitations/inadequacy; Physical capacity; Operational limitations; Financial limitations"}]
[]
[null,"Accelerators",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B23,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Develop a mechanism to keep updating and adding new actions to the database as additional information becomes available; Convert the tool to a web-based software application tool once sufficient data are included in the database; Include geographic specificity of the locations of implemented low-cost improvement projects "},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"B23","v":"Accelerators"},null,{"$f":"I23","v":"Develop a mechanism to keep updating and adding new actions to the database as additional information becomes available; Convert the tool to a web-based software application tool once sufficient data are included in the database; Include geographic specificity of the locations of implemented low-cost improvement projects "}]
[]
[null,"Adaptability",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B25,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Already implemented in the US"},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"B25","v":"Adaptability"},null,{"$f":"I25","v":"Already implemented in the US"}]
[]
[null,null,"Additional Info"]
[null,"Year",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B28,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":2010},null,null,null,null,null,null,null,null,null,"Implemented",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($S28,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Yes"},null,null,null,null,null,null,null,null,null,null,null,{"$f":"B28","v":"Year"}]
[]
[null,"Transportation Mode",null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($B30,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"Roadway|Rail Freight|Deepwater ports & inland waterways"},null,null,null,null,null,null,null,"Where/what situation is being used",null,null,null,null,null,null,null,null,{"$f":"IF($E$2=\"\",\"\",INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH($Q30,'Strategy Resource Matrix'!$B$2:$AV$2,0)))","v":"United States"},null,null,null,null,null,null,null,null,null,null,null,{"$f":"B30","v":"Transportation Mode"},null,null,null,{"$f":"Z28","v":"Yes"},null,{"$f":"Z30","v":"United States"}]
[]
[null,"Cost",null,null,null,null,"Cost",null,{"$f":"IF($E$2=\"\",\"\",IF(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH(\"Low-Moderate-High (1-3)\",'Strategy Resource Matrix'!$B$2:$AV$2,0))=1,\"Low\",\nIF(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH(\"Low-Moderate-High (1-3)\",'Strategy Resource Matrix'!$B$2:$AV$2,0))=2,\"Moderate\",\nIF(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH(\"Low-Moderate-High (1-3)\",'Strategy Resource Matrix'!$B$2:$AV$2,0))=3,\"High\",\"\"))))","v":"High"},null,null,null,null,null,null,null,null,null,"Time",null,null,null,null,"Cost",null,{"$f":"IF($E$2=\"\",\"\",IF(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH(\"Short-Moderate-Long (1-3)\",'Strategy Resource Matrix'!$B$2:$AV$2,0))=1,\"Short\",\nIF(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH(\"Short-Moderate-Long (1-3)\",'Strategy Resource Matrix'!$B$2:$AV$2,0))=2,\"Moderate\",\nIF(INDEX('Strategy Resource Matrix'!$B$3:$AV$1001,MATCH($E$2,'Strategy Resource Matrix'!$A$3:$A$1001,0),MATCH(\"Short-Moderate-Long (1-3)\",'Strategy Resource Matrix'!$B$2:$AV$2,0))=3,\"Long\",\"\"))))","v":"Long"},null,null,null,null,null,null,null,null,null,null,null,{"$f":"B32","v":"Cost"}]

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["NCHRP 08-106 : Metropolitan Freight Transportation - Implementing Effective Strategies",null,null,null,null,null,null,"Revised Strategy List (Oct 23, 2017)"]
["Columns with a green header (columns A-C) include: "]
["Group No. (Column A) - the number corresponding to 1 of 7 groups. "]
["Group Name (Column B) - the short name of the 7 groups. "]
["Definition - the definition of the group name. "]
["Columns with a blue header (columns D-H) include: "]
["Strategy No. (Column D) - the number corresponding to 1 of 30  strategies. "]
["Strategy Name (Column E) - the short name of the strategy. "]
["Strategy Definition (Column F) - the definition of the strategy. "]
["General Examples (Column G) - provides general examples of the strategy. Note that specific case studies for each strategy will be included in the implementation fact sheets, which will be output from the tool. "]
["Definition Based on (Column H) - for reference, this column shows the resource(s) upon which the definition in column F is based. Note that SRM=Strategy Resource Matrix, which includes several references along with the project team experiences and expertise. "]
["Based upon the direction of the Project Panel, \"NCFRP Report 33\" is shown specifically in Column H where NCFRP Report 33 is used as a reference for the definition. Note that NCFRP Report 33 does not include all the strategies included in our taxonomy, and "]
["it does not always have a clear definition when it does include a particular strategy. For best results, one should copy and paste any websites in Column H into a brower for viewing. "]
[]
["Group",null,null,"Revised Strategies",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,{"$f":"MAX(V17:V46)","v":229},null,null,{"$f":"MAX(Y17:Y46)","v":504},{"$f":"MAX(Z17:Z46)","v":353},{"$f":"MAX(AA17:AA46)","v":177},{"$f":"MAX(AB17:AB46)","v":315},null,"OLD (replaced 12/19/2017)"]
["Group No.","Name","Definition","Strategy No.","Strategy Name","Description","Examples","References","Effectiveness (1-3)","Cost (1-3)","Time (1-3)","Transportation Mode","Impact on public and private sector (Percentage)","Spatial Scope","Implementation Notes","Recommendations to overcome barriers","Problems Addressed","Related Strategies","Facilitators","Barriers",null,null,null,null,null,null,null,null,null,"Implementation Notes","Recommendations to overcome barriers"]
[1,"Infrastructure","Strategies focused on the management of essential infrastructure components.",1,"Geometric Modifications","Any changes in roadway infrastructure design, that facilitate freight movement.","Enhancing the geometric design and physical characteristics of current roadways, railways, intermodal connectors and intermodal terminals; new roadways, railways, etc. on new alignments. ","Holguín-Veras, J., Jaller, M., Amaya, J., Wang, C., Gonzalez-Calderon, C., Sanchez-Diaz, I., ... & Haake, D. G. (2014). Public Sector Freight Interventions in Metropolitan Areas I: Governance, Supply Side, and Traffic Operations. In Transportation Research Board 93rd Annual Meeting (No. 14-0835).",2,3,3,"Multimodal|Roadway|Rail Freight|Deepwater ports & inland waterways|Air Freight","50-50","Global","Freight training for staff is beneficial. It is important to recognize multi-jurisdictional issues and balance competing interests. Traffic management during implementation is critical.","Public education and outreach to build social awareness of the benefits.<p>Collaborate with private sector<p>Regulatory signage during implementation to minimize inconvenience and confusion.<p>Plan construction activities to be performed in off-peak hours.<p>Develop public-private partnerships","Land Use Problems|Technical Problems|Logistics Operational Issues","None","\tImprove performance through freight operations<p>\tImprove mobility through freight operations<p>\tImprove safety through freight operations\t","\tRequire context-sensitive solutions<p>\tRequire emerging techniques<p>\tRequire considerations for other vulnerable road users ",null,{"$f":"LEN(F17)","v":79},null,null,{"$f":"LEN(O17)","v":185},{"$f":"LEN(P17)","v":294},{"$f":"LEN(Q17)","v":65},{"$f":"LEN(R17)","v":4},null,"Freight training for staff is beneficial. It is important to recognize multi-jurisdictional issues and balance competing interests. Traffic management during implementation is critical.","Public education and outreach to build social awareness of the benefits<p>Collaborate with private sector<p>Regulatory signage during implementation to minimize inconvenience and confusion<p>Plan construction activities to be performed in off-peak hours<p>Develop public-private partnerships"]
[2,"Traffic management","Strategies focused on improving traffic conditions.",2,"Designated Truck Routes/Lanes","Routes and/or lanes designated for use by trucks to guide heavy vehicles and hazardous materials towards roadways better equipped to accommodate them, in order to minimize conflicts with passenger vehicles and other roadway users","Encouraging freight vehicle drivers to use particular roads or lanes (depending on circumstances, vehicle, and/or cargo) (e.g., hazardous material routes, truck-only lanes); large vehicles diverted from narrow streets in a city.","Imanishi, Y., & Taniguchi, E. (2016). Framework of the Urban Road Freight Transport-Lessons Learned from Case Studies. Transportation Research Procedia, 12, 627-633.",3,2,2,"Roadway","50-50","Global","The implementation needs of designated lanes are similar to those for multi-use or shared lanes. Implementation requires close collaboration with stakeholders to understand the road network needs. Regulatory and zoning changes are required. Competing interests with citizen groups must be balanced. Benefits need to be shown to the included jurisdictions. Application of traffic technologies adds additional efficiency.","Collaborate closely with private and public stakeholders<p>Engage metropolitan jurisdictions <p>Examine regulations including zoning<p>Consider applying traffic flow technology to enhance efficiency","Technical Problems|Logistics Operational Issues","On-street Parking and Loading Zones<p>Multiuse Lanes or Shared Lanes<p>Off-street Parking and Loading Requirements<p>Parking Restrictions","\tImprove mobility<p>\tImprove safety<p>\tReduce maintenance requirements\t","\tRequire desirable geometric conditions<p>\tRequire effective enforcement by local authorities<p>\tRequire consistent traffic control by transportation agencies ",null,{"$f":"LEN(F18)","v":229},null,null,{"$f":"LEN(O18)","v":419},198,47,137,null,"Implementation requires close collaboration with stakeholders to understand the road network needs. Regulatory and zoning changes are required. Competing interests with citizen groups must be balanced. Benefits can be quantified from operational efficiency, improved safety and traffic flow as well as environmental attainment.  These benefits need to be shown to the included jurisdictions. Application of traffic technologies adds additional efficiency .","Collaborate closely with private and public stakeholders<p>Quantify benefits from operational efficiency to safety, traffic flow and environmental attainment<p>Engage metropolitan jurisdictions <p>Examine regulations including zoning<p>Consider applying traffic flow technology to enhance efficiency"]
[null,null,null,3,"On-street Parking and Loading Zones","Designing and allocating curb space to accommodate truck loading and unloading.","Streets with curbside parking exclusively for loading and unloading.","Butrina, P., Giron-Valderrama, G. D. C., Machado-León, J. L., Goodchild, A., & Ayyalasomayajula, P. C. (2017). From the Last Mile to the Last 800 Feet: Key Factors in Urban Pick-up and Delivery of Goods (No. 17-05965).",3,2,2,"Multimodal|Roadway","60-40","Global","Adjustments for access around legacy infrastructure are required and private sector partnerships are critical to facilitate change. This includes balancing diverse needs and interests among businesses and the public. Traffic flow and curbside management techniques improve conditions during implementation. Comprehensive planning and design requirements for new facilities supports future change.","Evaluate physical infrastructure to identify improvements and plan for future needs<p>Identify regulatory changes and freight strategies that support parking and facility access<p>Establish private sector partnerships<p>Look at curbside management processes and appropriate fee structures to support change","Stakeholder Involved Challenges|Logistics Operational Issues|Infrastructure Problems ","Designated Truck Routes/Lanes<p>Multiuse Lanes or Shared Lanes<p>Off-street Parking and Loading Requirements<p>Parking Restrictions","\tDesignate access for freight vehicles<p>\tReduce conflicts with other road users<p>\tReduce vulnerable road user fatalities\t","\tLimited parking availability<p>\tLimited time windows<p>\tRequire effective enforcement by local authorities",null,79,null,null,396,306,85,131,null,"Adjustments for access around legacy infrastructure are required and private sector partnerships are critical to facilitate change. This includes balancing diverse needs and interests among businesses and the public. Traffic flow and curbside management techniques improve conditions during implementation. Comprehensive planning and design requirements for new facilities supports future change .","Evaluate physical infrastructure to identify improvements and plan for future needs<p>Identify regulatory changes and freight strategies that support parking and facility access<p>Establish private sector partnerships<p>Look at curbside management processes and appropriate fee structures to support change "]
[null,null,null,4,"Multiuse Lanes or Shared Lanes","The use of currently-restricted road capacity for truck delivery use.","Allowing delivery vehicles to use bus only lanes to access loading zones during off-peak hours.","Holguín-Veras, J., Sánchez-Díaz, I., & Browne, M. (2016). Sustainable urban freight systems and freight demand management. Transportation Research Procedia, 12, 40-52.",3,2,2,"Multimodal|Roadway","50-50","North America; Western Europe","The implementation needs of multi-use or shared lanes are similar to those for designated lanes. Both require collaboration with stakeholders regarding road network needs. Regulatory and zoning changes are required. Competing interests with citizen groups must be balanced. Benefits can be quantified from operational efficiency, improved safety and traffic flow as well as environmental attainment.  Application of traffic technologies adds efficiency.","Collaborate closely with private and public stakeholders<p>Quantify benefits from operational efficiency to safety, traffic flow and environmental attainment<p>Engage metropolitan jurisdictions <p>Examine regulations including zoning<p>Consider applying traffic flow technology to enhance efficiency","Environmental Problems","Designated Truck Routes/Lanes<p>On-street Parking and Loading Zones<p>Off-street Parking and Loading Requirements<p>Parking Restrictions","\tImprove circulation for freight vehicles<p>\tMitigate traffic congestion<p>\tReduce maintenance requirements\t","\tIncrease conflicts with other road users<p>\tIncrease vulnerable road user fatalities<p>\tRequire desirable geometric conditions",null,69,null,null,453,299,22,136]
[null,null,null,5,"Off-street Parking and Loading Requirements","Designing and allocating parking areas in places other than on the streets.","Establishing off-street loading zones/bays (e.g., alleys, business loading docks).","Baudel, T., Dablanc, L., Alguiar-Melgarejo, P., & Ashton, J. (2016). Optimizing Urban Freight Deliveries: From Designing and Testing a Prototype System to Addressing Real Life Challenges. Transportation Research Procedia, 12, 170-180.",3,2,2,"Multimodal|Roadway","60-40","Global","Implementation requires revision and possible changes to land use planning and zoning regulations. Adjustments for access around legacy infrastructure are required and private sector partnerships are critical to facilitate change. This includes balancing diverse needs and interests among businesses and the public. Technology may help manage demand. Comprehensive planning and design requirements for new facilities supports future needs.","Identify regulatory changes for zoning and land use plans<p>Focus on physical infrastructure to identify potential improvements and plan for future needs<p>Establish private sector partnerships including building operators and developers","Stakeholder Involved Challenges|Logistics Operational Issues|Infrastructure Problems ","Designated Truck Routes/Lanes<p>On-street Parking and Loading Zones<p>Multiuse Lanes or Shared Lanes<p>Parking Restrictions","\tDesignate access for freight vehicles<p>\tReduce conflicts with other road users<p>\tReduce vulnerable road user fatalities\t","\tLimited parking availability<p>\tLimited time windows<p>\tRequire effective enforcement by local authorities",null,75,null,null,439,237,85,123]
[null,null,null,6,"Parking Restrictions","Parking prohibitions for loading and unloading on certain roads/sections of road during periods of high traffic demand.","Streets with prohibitions for curbside parking or stopping during peak hours (e.g., peak-hour clearways).","Short, J. (2010). Identifying and using low-cost and quickly implementable ways to address freight-system mobility constraints (No. 7). Transportation Research Board National Research.",3,2,2,"Multimodal|Roadway","60-40","Global","Implementation should be directed at reducing parking conflicts and delays. Balancing the restrictions between the freight and public communities is important. Stakeholder engagement is needed to support changes in operational schedules, and sequences. Locate zones where the infrastructure and the composition of the freight flow fit the strategy.","Identify required regulatory changes<p>Establish target locations<p>Balance penalties with incentives to achieve results<p>Develop private sector partnerships to foster change","Logistics Operational Issues|Infrastructure Problems ","Designated Truck Routes/Lanes<p>On-street Parking and Loading Zones<p>Multiuse Lanes or Shared Lanes<p>Off-street Parking and Loading Requirements","\tRegulate illegal freight parking<p>\tMitigate traffic congestion<p>\tProtect the right-of-way of other road users\t","\tLimited parking availability<p>\tLimited time windows<p>\tRequire effective enforcement by local authorities",null,119,null,null,348,175,53,146,null,"Implementation should be directed at reducing parking conflicts and delays. Balancing the restrictions between the freight and public communities is important. Stakeholder engagement is needed to support changes in operational schedules, and sequences. Locate zones where the infrastructure and the composition of the freight flow fit the strategy.","Identify required regulatory changes<p>Establish target locations<p>Balance penalties with incentives to achieve results<p>Develop private-sector partnerships to foster change"]
[3,"Technological","Strategies based on (or relying on) advanced technologies or information technologies.",7,"Intelligent Transportation Systems (ITS)","Operational system of various technologies that provide innovative services/improvements related to transportation and traffic management.","Truck platooning, signal priorities, automated tolling, etc.","USDOT-History of Intelligent Transportation Systems https://www.its.dot.gov/history/index.html; Spotless Data Website https://spotlessdata.com/blog/getting-data-quality-iot",2,3,3,"Multimodal|Roadway","40-60","Global","Technology application requires coordinating efforts among agencies that operate in a designated region including public and private sector stakeholders. Leverage existing infrastructure, optimize distribution patterns and land use planning to build a successful package of technological, logistical and behavioral policy. Use technology which facilitates traffic flow to improve efficiency and reduce negative environmental impact. Quantify the long-term benefits for future planning.","Establish public and private partnerships across agencies and jurisdictions<p>Focus on technology that improves flow and efficiency, using existing infrastructure where possible<p>Improve data access and integration with tracking technology to support industry partnerships and facilitate future projects","Technical Problems|Logistics Operational Issues","Autonomous Vehicles / Connected Vehicles<p>Vehicle Parking Reservation Systems","\tProvide innovative services related to freight transportation<p>\tFacilitate freight demand management<p>\tInform freight vehicle operators to make smarter choices \t","\tRequire emerging techniques<p>\tRequire highly developed infrastructure<p>\tRequire effective enforcement by local authorities ",null,138,null,null,485,304,47,78]
[null,null,null,8,"Autonomous Vehicles / Connected Vehicles","The use of vehicles capable of sensing  their environment, communicating with other vehicles or infrastructure, and/or navigating without human input.","Self-driving cars; Self-driving drones.","Gehrig, Stefan K.; Stein, Fridtjof J. (1999). Dead reckoning and cartography using stereo vision for an autonomous car. IEEE/RSJ International Conference on Intelligent Robots and Systems. 3. Kyongju. pp. 1507–1512. doi:10.1109/IROS.1999.811692. ISBN 0-7803-5184-3.",2,3,3,"Multimodal|Roadway|Rail Freight","50-50","North America","The technology around autonomous and connected vehicles is still developing. As a result, current implementations need to consider ongoing research and testing, remaining flexible in planning to incorporate future change. The adoption of the technology can have a positive impact on safety. Enhancing traffic flow can expand capacity. Quantifying these benefits helps support public private cooperation and investment.","Public and private entities work together in observing and participating in U.S. and Global AV/CV work groups <p>Public and private entities work together in identifying anticipated transportation infrastructure impacts<p>Public and private entities work together in assessing transitional infrastructure needs","Social Problems|Logistics Operational Issues|Infrastructure Problems ","Intelligent Transportation Systems (ITS)<p>Vehicle Parking Reservation Systems","\tReduce labor costs<p>\tReduce operating costs<p>\tImprove supply chain performance \t","\tRequire emerging techniques<p>\tRequire highly developed infrastructure<p>\tRequire effective enforcement by local authorities ",null,150,null,null,418,310,69,78]
[null,null,null,9,"Vehicle Parking Reservation Systems","Information technology systems that enable drivers to reserve on-street and off-street parking spaces in advance.","Reserving loading/unloading parking space at a specific time and day, through the use of wireless communication technology; reserving truck parking at rest areas.","Williams, K. M., & Carroll, A. (2015). Integrating Freight into Livable Communities. NITC-RR-752. (Pages 105-106) Transportation Research and Education Center (TREC).",2,2,2,"Roadway","40-60","Global","Integrated technology between carriers and parking management systems is required for a successful appointment process. Changes to curbside and parking infrastructure and the provision of appropriate signage may be necessary. Transit times must be reliable for trucks to meet appointments.  Enforcement of policy is a requirement to keep the system flowing smoothly. The appointment management system needs some flexibility to accommodate change, supported by rapid communication of change.","Improve and monitor traffic flow to provide reliable transit times<p>Establish the appointment system that shares data and communicates effectively with carriers<p>Adjust regulations and signage and improve infrastructure to accommodate the parking system<p>Provide flexibility to accommodate disruptions in the system","Technical Problems|Logistics Operational Issues","Intelligent Transportation Systems (ITS)<p>Autonomous Vehicles / Connected Vehicles","\tMinimize the number of loading zones<p>\tReduce the destination queue times<p>\tMitigate the surrounding traffic congestion\t","\tRequire emerging techniques<p>\tRequire effective enforcement by local authorities<p>\tRequire stakeholder engagement",null,113,null,null,490,318,47,83,null,"Integrated technology between carriers and parking management systems is required for a successful appointment process. Changes to curbside and parking infrastructure and the provision of appropriate signage may be necessary.  Transit times must be reliable for trucks to meet appointments.  Enforcement of policy is a requirement to keep the system flowing smoothly.  The appointment management system needs some flexibility to accommodate change, supported by rapid communication of change .","Improve and monitor traffic flow to provide reliable transit times<p>Establish the appointment system that shares data and communicates effectively with carriers<p>Adjust regulations and signage and improve infrastructure to accommodate the parking system<p>Provide flexibility to accommodate disruptions in the system "]
[4,null,null,10,"Freight Demand Management","Strategies that seek to influence the demand generator (i.e., receivers) to achieve urban freight systems that increase economic productivity and efficiency.","Off-hour delivery programs; staggered pick-up/delivery; receiver-led consolidation; relocating large truck traffic generators. ","Holguín-Veras, J., Sánchez-Díaz, I., & Browne, M. (2016). Sustainable urban freight systems and freight demand management. Transportation Research Procedia, 12, 40-52; NCFRP 33",2,2,2,"Multimodal|Roadway|Rail Freight|Deepwater ports & inland waterways|Air Freight","55-45","Global","A combination of road pricing, transportation cost benefits, and financial incentives are needed to shift freight demand to different hours and locations. Land use practices for locating freight facilities and regulations such as noise ordinances may require revisions. Information sharing is critical to combine freight from different cargo owners, recognizing the complex relationships among shippers, carriers and consumers. Communities within a metropolitan area need to accept changes in operations.","Balance road pricing and incentives to facilitate operational change<p>Engage stakeholders and facilitate collaboration<p>Recognize the impact of jurisdictional regulations and acceptance<p>Technology infrastructure can aid coordination in the implementation","Stakeholder Involved Challenges|Logistics Operational Issues","Multimodal/Intermodal Urban Distribution<p>Intermodal Logistics Center (ILC)<p>Urban Consolidation Center (UCC)<p>Urban Freight Villages<p>Urban Logistics Services<p>Alternate Pickup/Delivery Locations<p>Certification Programs<p>Low-Noise Delivery Programs/Regulations<p>Freight Rail Routing through Urban Center","\tIncrease economic productivity<p>\tImprove logistics efficiency<p>\tEnhance environmental sustainability\t","\tRequire a moderate time frame to implement<p>\tExpect higher costs to provide initiatives<p>\tRequire stakeholder collaboration and engagement",null,157,null,null,504,258,60,312]
[null,"Logistical","Strategies impacting logistics and supply chain operations.",11,"Multimodal/Intermodal Urban Distribution","The use of varied modes of transportation (and associated transloads) for urban freight distribution.","Rail to/from truck; truck to drones or truck to walking for multiple deliveries. ","Ruesch, M., Hegi, P., Petz, C., Haefeli, U., Matti, D., Rütsche, P., & Schultz, B. (2010, February). Sustainable goods supply and transport in conurbations: Analysis of freight developments and strategies. In European Transport Conference, 2010.",1,2,2,"Multimodal|Roadway|Rail Freight|Deepwater ports & inland waterways|Air Freight","40-60","Global","Transfer of freight to alternate modes requires an effective service demand and network model.  Careful identification of public and private costs and benefits from intermodal transfer must be understood. Education and collaboration is necessary to promote new and dynamic modal concepts to stakeholders. Change can be facilitated by punitive measures for urban operations but fair sharing of risks and rewards improves acceptance. Regulatory and physical infrastructure changes may be required.","Promote education to introduce new transportation methods<p>Understand demand and service networks to identify cost/benefit<p>Facilitate public/private collaboration<p>Identify multimodal projects with fair sharing of risks <p>Implement infrastructure and regulatory changes to support multimodal projects","Environmental Problems|Logistics Operational Issues","Freight Demand Management<p>Intermodal Logistics Center (ILC)<p>Urban Consolidation Center (UCC)<p>Urban Freight Villages<p>Urban Logistics Services<p>Alternate Pickup/Delivery Locations<p>Certification Programs<p>Low-Noise Delivery Programs/Regulations<p>Freight Rail Routing through Urban Center","\tImproved environmental sustainability<p>\tEconomically competitive for freight operators<p>\tReduced traffic disturbance in urban areas\t","\tRequire multiple modes of transportation<p>\tLimitations of freight operations<p>\tRequire high-level coordination among stakeholders ",null,101,null,null,495,305,51,297,null,"Transfer of freight to alternate modes requires an effective service demand and network model.  Careful identification of public and private costs and benefits from intermodal transfer must be understood. Education and collaboration is necessary to promote new and dynamic modal concepts to stakeholders. Change can be facilitated by punitive measures for urban operations but fair sharing of risks and rewards improves acceptance. Regulatory and physical infrastructure changes may be required .","Promote education to introduce new transportation methods<p>Understand demand and service networks to identify cost/benefit<p>Facilitate public/private collaboration<p>Identify multimodal projects with fair sharing of risks <p>Implement infrastructure and regulatory changes to support multimodal projects "]
[null,null,null,12,"Intermodal Logistics Center (ILC)","A center that enables the transfer of freight from one mode to another with other value-added logistics activities, and is typically located near a seaport or airport.","Air cargo centers.","Blancas, L. C., Ollivier, G., & Bullock, R. (2015). Integrated Logistics Centers (No. 23494). The World Bank.",2,2,2,"Multimodal|Roadway|Rail Freight|Air Freight","30-70","North America; Western Europe","Stakeholder collaboration is critical. It is advisable to leverage private sector funding and balance partnerships with public money particularly for start up. Evaluate location to promote easy access and limiting the mix of freight and passenger traffic.","Evaluate physical infrastructure to identify improvements and plan for future needs<p>Engage stakeholders and facilitate collaboration<p>Recognize the impact of jurisdictional regulations and acceptance","Economic Problems|Land Use Problems|Logistics Operational Issues","Freight Demand Management<p>Multimodal/Intermodal Urban Distribution<p>Urban Consolidation Center (UCC)<p>Urban Freight Villages<p>Urban Logistics Services<p>Alternate Pickup/Delivery Locations<p>Certification Programs<p>Low-Noise Delivery Programs/Regulations<p>Freight Rail Routing through Urban Center","\tProvide reliable and flexible logistics services<p>\tReduce environmental impacts<p>\tPositive impacts on transportation corridor industrial property value\t","\tCompetitive pressures<p>\tOverall costs<p>\tLimited facilities",null,167,null,null,255,202,64,304]
[null,null,null,13,"Urban Consolidation Center (UCC)","Facilities that seek to reduce freight traffic in a target area by consolidating cargo at a terminal or consolidation depot.","Reverse logistics consolidation centers such as recycling depots.","Allen, J., Browne, M., Woodburn, A., & Leonardi, J. (2012). The role of urban consolidation centres in sustainable freight transport. Transport Reviews, 32(4), 473-490.",1,2,2,"Multimodal|Roadway|Rail Freight|Air Freight","60-40","Global","Urban Consolidation Centers can be effective in managing final mile freight activity.  Successful implementation requires understanding characteristics for demand, geography and freight operations within cities and neighborhoods. Land use planning and regulatory changes support UCC development. Benefits are derived from carrier efficiencies along with congestion and emissions relief.  Dedicated public participation is necessary to effect behavioral change. End user satisfaction is critical.","Identify geographic constraints and operational requirements <p>Confirm feasibility with active public and private sector participation<p>Understand what benefits offset development cost<p>Develop financing partnerships<p>Examine both incentives and restrictions as motivators<p>Adopt supportive regulatory structure","Stakeholder Involved Challenges|Logistics Operational Issues","Freight Demand Management<p>Multimodal/Intermodal Urban Distribution<p>Intermodal Logistics Center (ILC)<p>Urban Freight Villages<p>Urban Logistics Services<p>Alternate Pickup/Delivery Locations<p>Certification Programs<p>Low-Noise Delivery Programs/Regulations<p>Freight Rail Routing through Urban Center","\tImprove supply chain performance<p>\tReduce negative impacts of freight transport activity<p>\tRelieve the challenges of last kilometer distribution activities\t","\tCompetitive pressures<p>\tOverall costs<p>\tLimited facilities ",null,124,null,null,495,316,60,305,null,"Urban Consolidation Centers can be effective in managing final mile freight activity.  Successful implementation requires understanding characteristics for demand, geography and freight operations within cities and neighborhoods. Land use planning and regulatory changes support UCC development. Benefits are derived from carrier efficiencies along with congestion and emissions relief.  Dedicated public participation is necessary to effect behavioral change. End user satisfaction is critical .","Identify geographic constraints and operational requirements <p>Confirm feasibility with active public and private sector participation<p>Understand what benefits offset development cost<p>Develop financing partnerships<p>Examine both incentives and restrictions as motivators<p>Adopt supportive regulatory structure "]
[null,null,null,14,"Urban Freight Villages","A defined area within which all activities relating to transport, logistics and the distribution of goods are carried out by various operators.","Relocation of different freight users, such as distribution centers, manufacturers, truck terminals, and intermodal facilities to a specific area at the urban fringe.","Kawamura, K., & Lu, Y. (2006, August). Effectiveness and feasibility of innovative freight strategies for the US urban areas. In Recent Advances in City Logistics. The 4th International Conference on City Logistics.",2,2,2,"Multimodal|Roadway|Rail Freight|Air Freight","60-40","North America; Western Europe","Freight Village implementation requires understanding of the differences among transport providers, shippers and receivers needs and preferences thus stakeholder engagement is critical. Adequate consideration must be given to behavioral issues of the potential users. The physical structure of the village and the operations policies will have an impact on its attraction for tenants.  Fees must balance the willingness of stakeholders to pay.","Engage stakeholders to develop understanding for their needs and preferences<p>Design the freight village physical components and operations policies to address needs of stakeholders<p>Ensure that the fees are in line with the benefits and the willingness of tenants and users to pay","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues","Freight Demand Management<p>Multimodal/Intermodal Urban Distribution<p>Intermodal Logistics Center (ILC)<p>Urban Consolidation Center (UCC)<p>Urban Logistics Services<p>Alternate Pickup/Delivery Locations<p>Certification Programs<p>Low-Noise Delivery Programs/Regulations<p>Freight Rail Routing through Urban Center","\tRelocate distribution facilities from sensitive districts<p>\tReduce environmental impacts<p>\tPositive effects on urban logistics\t","\tRequire highly developed infrastructure<p>\tRequire multiple modes of transportation<p>\tRequire high-level public private partnerships ",null,143,null,null,443,283,177,315,null,"Freight Village implementation requires understanding of the differences among transport providers, shippers and receivers needs and preferences thus stakeholder engagement is critical. Adequate consideration must be given to behavioral issues of the potential users. The physical structure of the village and the operations policies will have an impact on its attraction for tenants.  Fees must balance the willingness of stakeholders to pay .","Engage stakeholders to develop and understanding for their needs and preferences<p>Design the freight village physical components and operations policies to address needs of stakeholders<p>Ensure that the fees are in line with the benefits and the willingness of tenants and users to pay "]
[null,null,null,15,"Urban Logistics Services","Strategies aimed at improving supporting services for the movement of materials and products in urban areas.","Cross docking; consolidation of delivery trips.","SRM, Proceedings of the Eastern Asia Society for Transportation Studies (The Role of Transportation in Logistics Chain) https://www.siam.org/journals/plagiary/1657.pdf, pg 1658, 1659",3,2,2,"Multimodal|Roadway|Rail Freight|Deepwater ports & inland waterways|Air Freight","80-20","Global","Facilitating urban logistics services requires provision of well-designed infrastructure. It is important to integrate logistics activities into land use and planning policies. Collect data at regular intervals and adopt measures that encourage the consolidation of urban shipments into focused pick-up and delivery locations. Understanding the freight needs within the urban area and engaging stakeholders across jurisdictions is important.","Understand logistics needs and requirements<p>Develop a regulatory framework to support urban logistics<p>Manage fragmented jurisdictional issues<p>Integrate logistics into land use and planning policies<p>Identify data needs and facilitate collection to support system design","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues","Freight Demand Management<p>Multimodal/Intermodal Urban Distribution<p>Intermodal Logistics Center (ILC)<p>Urban Consolidation Center (UCC)<p>Urban Freight Villages<p>Alternate Pickup/Delivery Locations<p>Certification Programs<p>Low-Noise Delivery Programs/Regulations<p>Freight Rail Routing through Urban Center","\tImprove supply chain performance<p>\tRelieve the challenges of last kilometer distribution activities<p>\tPositive effects on urban logistics\t","\tRequire sustainable freight policy initiatives<p>\tRequire expertise about logistical operations<p>\tRequire interaction between policy makers and freight carriers ",null,108,null,null,441,276,85,313]
[null,null,null,16,"Alternate Pickup/Delivery Locations","A \"last mile\" pickup and delivery strategy offering alternate, usually centralized, locations for delivery and pickup. ","Centralizing home deliveries by offering residents lockers that can be accessed at a central location other than the post office, such as a nearby grocery store; Amazon or DHL delivery lockers.","Varma, A., Chatterjee, A., Fischer, A., & Swenson, J. (2008). Curbside Freight Delivery in Downtowns of Small-and Medium-Sized Urban Areas. In 11th National Conference on Transportation Planning for Small and Medium-Sized Communities.",2,2,2,"Multimodal|Roadway","50-50","Global","Alternate pickup and delivery locations depend on utilizing infrastructure to increase efficiency in freight flow.  Implementation requires specific loading zone guidelines, signage and adoption of new methods and technology. Changes in operations including specific truck routes and truck lanes are beneficial. Efficiency and convenience encourage the participation of stakeholders. Comprehensive logistics measures help establish benefits of centralized locations and justifies public subsidies.","Quantify savings from parking, dock utilization, transit reliability <p>Identify public benefits from emission reductions, land use, traffic flow<p>Understand factors that motivate system users<p>Modify infrastructure, regulations and zoning to facilitate change<p>Adopt new technology, operations methodology","Logistics Operational Issues","Freight Demand Management<p>Multimodal/Intermodal Urban Distribution<p>Intermodal Logistics Center (ILC)<p>Urban Consolidation Center (UCC)<p>Urban Freight Villages<p>Urban Logistics Services<p>Certification Programs<p>Low-Noise Delivery Programs/Regulations<p>Freight Rail Routing through Urban Center","\tImprove logistics efficiency<p>\tMitigate traffic congestion<p>\tImprove environmental sustainability \t","\tExpect longer distribution time<p>\tExpect higher labor costs<p>\tRequire high-level coordination among stakeholders",null,119,null,null,497,309,28,302,null,"Alternate pickup and delivery locations depend on utilizing infrastructure to increase efficiency in freight flow.  Implementation requires specific loading zone guidelines, signage and adoption of new methods and technology. Changes in operations including specific truck routes and truck lanes are beneficial. Efficiency and convenience encourage the participation of stakeholders. Comprehensive logistics measures help establish benefits of centralized locations and justifies public subsidies.","Quantify savings from parking, dock utilization, transit reliability <p>Identify public benefits from emission reductions, land use, traffic flow<p>Understand factors that motivate system users<p>Modify infrastructure, regulations and zoning to facilitate change<p>Adopt new technology, operations methodology"]
[null,null,null,17,"Certification Programs","A certification program is a defined set of training courses which prove that the attendees have achieved a measured level of knowledge within a designated timeline.","Smart driving certification programs, logistics certification programs","IMIS 20-300 Webpage http://help.imis.com/Q42015/Features/Certification/Creating_a_certification_program.htm; TechTarget Webpage http://whatis.techtarget.com/definition/certification",1,2,2,"Multimodal|Roadway","65-35","Global","The private sector must realize benefits from the certification program to promote adoption. This justifies the cost of changes to satisfy the certification requirements. Care must be taken to not disadvantage smaller firms with the costs to achieve the certification.","Build consensus regarding certification regulations across jurisdictional boundaries and between the public and private sector<p>Certification must offer clear gains in efficiency to business<p>Balance requirements so that smaller firms may achieve certification<p>Implement technology and systems to validate the benefits of the certification processes","Institutional Problems|Stakeholder Involved Challenges","Freight Demand Management<p>Multimodal/Intermodal Urban Distribution<p>Intermodal Logistics Center (ILC)<p>Urban Consolidation Center (UCC)<p>Urban Freight Villages<p>Urban Logistics Services<p>Alternate Pickup/Delivery Locations<p>Low-Noise Delivery Programs/Regulations<p>Freight Rail Routing through Urban Center","\tImprove environmental sustainability<p>\tEnhance livability<p>\tFlexible and adaptable incentives\t","\tRequire consensus between public and private sectors<p>\tRequire interagency collaboration<p>\tRequire stakeholder engagement",null,165,null,null,268,353,54,315]
[null,null,null,18,"Low-Noise Delivery Programs/Regulations","Adoption of low-noise technologies and practices.","Use of electric vehicles; encouraging carriers to deliver at specific times to reduce noise pollution.","Taylor, S., Giang, C., & Kogios, L. (2016, November). Overcoming barriers to the off-peak movement of freight in urban areas. In ARRB Conference, 27th, 2016, Melbourne, Victoria, Australia.",1,2,2,"Multimodal|Roadway","50-50","Global","Noise reduction and off-peak scheduling in freight operations are often in competition. Time windows need to be established that meet the temporal needs of shippers, receivers, and service providers.  These windows also need to reflect the communities served. Regulations that vary by jurisdiction require harmonization.  Application of alternate vehicle types and other noise reduction technologies can be applied where efficiencies gained or subsidies offset the cost to carriers.","Identify competing regulations including those across jurisdictional boundaries<p>Use stakeholder input to determine the time windows that best meet the service requirements <p>Quantify potential benefits to justify costs and incentives<p>Apply infrastructure and operations improvements with technology to increase benefits","Stakeholder Involved Challenges|Logistics Operational Issues","Freight Demand Management<p>Multimodal/Intermodal Urban Distribution<p>Intermodal Logistics Center (ILC)<p>Urban Consolidation Center (UCC)<p>Urban Freight Villages<p>Urban Logistics Services<p>Alternate Pickup/Delivery Locations<p>Certification Programs<p>Freight Rail Routing through Urban Center","\tImprove environmental sustainability<p>\tEnhance livability<p>\tFacilitate off-hour deliveries\t","\tRequire a moderate time frame to implement<p>\tExpect higher costs to provide initiatives<p>\tRequire stakeholder collaboration and engagement",null,49,null,null,482,324,60,298,null,"Noise reduction and off-peak scheduling in freight operations are often in competition.  Time windows need to be established that meet the temporal needs of shippers, receivers, and service providers.  These windows also need to reflect the communities served. Regulations that vary by jurisdiction require harmonization.  Application of alternate vehicle types and other noise reduction technologies can be applied where efficiencies gained or subsidies offset the cost to carriers .","Identify competing regulations including across jurisdictional boundaries<p>Use stakeholder input to determine the time windows that best meet the service requirements <p>Quantify potential benefits to justify costs and incentives<p>Apply infrastructure and operations improvements with technology to increase benefits"]
[null,null,null,19,"Freight Rail Routing through Urban Center","This strategy considers a train making stops along a route for loading and unloading. Frequent stops made at intermediate stations enable larger market area coverage by rail in a combined transport system.","Similar to a passenger train, freight rail routing makes stops along the route for loading and unloading; freight on passenger rail operating similarly.","SRM, Kordnejad, B. (2016). Stakeholder analysis in intermodal urban freight transport. Transportation Research Procedia, 12, 750-764",1,3,3,"Rail Freight","75-25","North America; Eastern Asia; Western Europe; South Australia","Urban freight rail requires a well-planned design for city logistics, including rail car drop-off and pick up sites (unloading/loading) along the established rail infrastructure using track sidings. Both infrastructure and operations considerations are critical. Active stakeholder participation is important to developing plans for reconfiguring existing infrastructure and adding new facilities for operations. Public sector investment may be required.","Engage all stakeholders in the design<p>Understand the rail component of urban logistics<p>Define changes to the existing infrastructure <p>Clearly define costs and benefits<p>Establish public private partnership for investment","Land Use Problems|Stakeholder Involved Challenges|Logistics Operational Issues","Freight Demand Management<p>Multimodal/Intermodal Urban Distribution<p>Intermodal Logistics Center (ILC)<p>Urban Consolidation Center (UCC)<p>Urban Freight Villages<p>Urban Logistics Services<p>Alternate Pickup/Delivery Locations<p>Certification Programs<p>Low-Noise Delivery Programs/Regulations","\tEliminate the need for truck transportation of commodities<p>\tAvoid potential extra costs through reduced highway activities<p>\tAffect long-term economic growth\t","\tComparative disadvantages  in terms of time<p>\tComparative disadvantages  in terms of costs<p>\tComparative disadvantages  in terms of reliability",null,205,null,null,454,227,78,296]
[5,"Vehicle-based","Strategies based on the use of specific types of vehicles or vehicle modifications. ",20,"Urban Distribution Using Multiple Types of Vehicles","Use of several types of vehicles within the same transportation mode. ","Use of large trucks, small trucks, bicycles, alternate-fueled vehicles, etc.","Taefi, T. T., Kreutzfeldt, J., Held, T., & Fink, A. (2016). Supporting the adoption of electric vehicles in urban road freight transport–A multi-criteria analysis of policy measures in Germany. Transportation Research Part A: Policy and Practice, 91, 61-79.",2,1,2,"Multimodal|Roadway","40-60","Global","Positive public opinion and a favorable regulatory environment are needed. Implementation targets specific freight type and operations requirements that is matched with the vehicle types in consideration.  Suitability of infrastructure and traffic operations is a key factor that varies regionally. Costs to carriers for implementation and public costs for infrastructure development need to be balanced against the benefits in efficiency, congestion and air quality.","Promote alternate vehicle types through an integrated strategy with private operators <p>Ensure the freight conditions and needs are accurately defined<p>Local authorities' support is needed and financial incentives may be required<p>Promote the economic efficiencies and environmental effectiveness of proposals","Logistics Operational Issues","Vehicle Access Control<p>Truck Side Guards","\tImproved environmental sustainability<p>\tEconomically competitive for freight operators<p>\tEnergy efficient for freight operators\t","\tLack of advanced technology<p>\tLack of available or reliable infrastructure<p>\tLack of mature market",null,70,null,null,467,312,28,42]
[null,null,null,21,"Vehicle Access Control","Allowing commercial vehicles access to certain areas that are usually restricted because of vehicle characteristics and other vehicle conditions.","Vehicle access to some areas based on a combination of the size and the age of delivery vehicles, such as allowing access to polluted areas only to newer or ecologically-certified vehicles.","Debauche, W., & Duchateau, H. (1998, September). Urban freight transport strategy in Brussels. In Policy, planning and sustainability. Proceedings of seminar B held at AET European Transport Conference, Loughborough University, England, 14-18 September 1998. Volume P421.",2,1,2,"Multimodal|Roadway","50-50","Global","Technology and data management are requirements to establish and monitor control zones. Consensus around the programs must be developed and promoted across jurisdictions and with stakeholders with differing/diverging needs and interests. Understanding of urban logistics operations is required to identify appropriate time windows relative to the time sensitivity of the freight. Shift the focus of planning from minimizing the negative effects of truck traffic to improving transportation operations.","Develop a coordinated effort between local and regional decision makers building consensus <p>Ensure access to appropriate technology and data<p>Commit to sharing information and data to create a common source<p>Create a regulatory framework that meets differing needs of stakeholders and fits commodity type","Environmental Problems|Stakeholder Involved Challenges|Logistics Operational Issues","Urban Distribution Using Multiple Types of Vehicles<p>Truck Side Guards","\tDesignate access for freight vehicles<p>\tReduce conflicts with other road users<p>\tReduce vulnerable road user fatalities\t","\tLimit access for other road users<p>\tIncrease enforcement by local authorities<p>\tRequire available and reliable techniques ",null,145,null,null,501,308,83,71]
[null,null,null,22,"Truck Side Guards","Vehicle-based safety devices that cover the space between the front and rear wheels and thus keep pedestrians, bicyclists, and motorcyclists from being struck by a large truck’s rear wheels in a side-impact collision.","Volpe´s (The National Transportation Business Systems Center) side guards national network.","The National Transportation Business Systems Center Webpage https://www.volpe.dot.gov/our-work/truck-side-guards-resource-page",3,2,2,"Roadway","50-50","North America; Eastern Asia; Western Europe; South Australia","Regulations and standards are required to address issues around installation, maintenance and operations. Not all vehicle types are suitable to the use of side guards, therefore it is important to identify the mix of freight vehicle types in the target area to establish practical and effective regulations. Standards should differentiate between vehicles with strictly city operations and those with broader highway use.","Understand the implications of side guards to various types of trucks<p>Identify areas of operations, inter urban vs highway and assess the effectiveness of side guards in each<p>Develop standards and regulations that reflects the differences for truck type and operations","Logistics Operational Issues","Urban Distribution Using Multiple Types of Vehicles<p>Vehicle Access Control","\tProtect automobile occupants<p>\tReduce fuel consumption<p>\tReduce vulnerable road user fatalities\t","\tRequire available and reliable techniques<p>\tIncrease enforcement by local authorities<p>\tIncrease costs for freight vehicle operations",null,217,null,null,421,272,28,76]
[6,"Incentives","Strategies aimed at achieving better practices by incentivizing one or more participants in the supply chain, using both monetary and non-monetary incentives.",23,"Preferential Parking","Preferential access to on-street parking for freight vehicles that meet required conditions.","Preferential parking permits to freight vehicles that meet the strictest environmental standards; preferential parking to commercial vehicles carrying specific goods (e.g., medicines).","Holguín-Veras, J., Sánchez-Díaz, I., & Browne, M. (2016). Sustainable urban freight systems and freight demand management. Transportation Research Procedia, 12, 40-52.",2,2,2,"Multimodal|Roadway","70-30","Global","Understand city logistics to identify specific commodities and types of operations best suited to the parking infrastructure available for use. For example, perishable products going into high density areas are well suited to this strategy. Stakeholder participation is required.","Identity the commodities and types of operations that will most benefit <p>Define areas of the city where the positive impact is greatest<p>Examine existing or proposed infrastructure to understand the costs of change<p>Engage stakeholders including the public to promote the benefits","Social Problems|Economic Problems|Land Use Problems|Logistics Operational Issues","Preferential Zoning<p>Taxation and Fees","\tOptimize last-mile efficiency<p>\tEnhance environmental sustainability<p>\tReinforce access regulations\t","\tLimited parking for other road users<p>\tIncreased enforcement by local authorities<p>\tIncreased costs for freight vehicle operations",null,92,null,null,279,284,80,39]
[null,null,null,24,"Preferential Zoning","Zoning regulations that encourage development that meets established freight planning goals.","Zoning that offers incentives, such as increased FAR, for including freight amenities in proposed developments; zoning overlays to preserve waterfront land for maritime dependent industrial uses","SRM, FHWA-Freight Management and Operations Website https://ops.fhwa.dot.gov/publications/fhwahop12006/sec_2.htm",2,2,2,"Multimodal|Roadway","70-30","Global","Freight training for staff is beneficial. It is important to recognize multi-jurisdictional issues and balance competing interests. Solutions need to address legacy infrastructure that is restrictive to freight facilities and operations. Understanding the benefits of establishing freight zones such as improved operations and reduction in mixed use traffic helps promote positive acceptance of zoning provisions.","Public education and outreach to build awareness of the benefits<p>Collaborate with private sector stakeholders to establish needs and benefits<p>Evaluate public sector benefits from provision of freight zones<p>Develop public-private partnerships to support investment","Economic Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues","Preferential Parking<p>Taxation and Fees","\tRetention of existing freight-dependent land uses<p>\tProvision of potential freight-desirable zoning designations<p>\tEncouragement of various freight-friendly development incentives\t","\tConflict with established zoning regulations<p>\tConflict with established development intensity regulations<p>\tPotential society costs and health-related quality of life impacts",null,92,null,null,413,269,101,40]
[null,null,null,25,"Taxation and Fees","Managing taxes and fees to foster freight company behavior changes that will lead to public benefits. ","Lowering toll fees to incentivize the use of specific routes or roadways for freight movement in a given area and/or for a specific time of day; lowering taxes for the use of commercial vehicles using alternate fuels; lowering parking fees for parking for specific times of the day.","Holguín-Veras, J. (2006, February). The truth, the myths, and the possible in freight road pricing in congested urban areas. In National Urban Freight Conference, Long Beach.",2,2,2,"Multimodal|Roadway","70-30","Global","Off hours operation increase costs to shippers and receivers. Financial incentives can offset these costs. Careful analysis of the regional logistics operations reveals where fees can be balanced with productivity gains. Benefits accrue to public agencies provide further justification for the use of fees and taxes to fund projects.","Analyze the regional supply chain to understand additional cost benefit opportunities<p>Consider financial incentives such as supporting off hours labor costs in addition to fees<p>Account for public benefits<p>Distribute the implementation costs to all users of the system as well as public agencies","Stakeholder Involved Challenges|Logistics Operational Issues","Preferential Parking<p>Preferential Zoning","\tImprove freight industry productivity<p>\tObtain innovative funding sources<p>\tReduce freight-related societal impacts\t","\tRaise direct costs on freight partners<p>\tShift indirect costs to low-end customers<p>\tRequire high-level inter-agency enforcement",null,102,null,null,333,300,60,42]
[7,"Planning","Strategies to improve the freight planning process. ",26,"Integrating Freight into the Land Use Planning Process","Incorporating freight considerations into the land use planning process to identify and mitigate conflicting land uses with freight activities. ","Designating industrial and mixed-use areas to concentrate freight activity so freight transportation needs may be more effectively served and industrial sprawl can be reduced; relocating large traffic generators through planning.","Boarnet, M. G., Hong, A., & Santiago-Bartolomei, R. (2017). Urban spatial structure, employment subcenters, and freight travel. Journal of Transport Geography, 60, 267-276.",1,3,3,"Multimodal|Roadway|Rail Freight|Deepwater ports & inland waterways|Air Freight","50-50","Global","Recognition of the importance of freight to a community requires outreach and education for metropolitan planners, legislators and economic development groups.  Understanding freight mobility as an economic driver grows with logistics related employment. Private sector participants in logistics activities must participate in the planning. Effective private sector engagement is encouraged when short term benefits can be realized. Breaking through jurisdictional boundaries and resistance is important.","Obtain the ongoing support and participation from companies engaged in production and logistics operations<p>Establish a freight advisory group with a structure to provide ongoing support<p>Provide education for planners and officials to understand the importance of freight mobility<p>Produce short term benefits","Land Use Problems|Infrastructure Problems ","Developing an Urban Freight Plan<p>Freight Advisory Committee (FAC)<p>Contractual Freight Partnerships<p>Integrating Freight and Economic Policies","\tPreserve industrial land uses in growing urban areas<p>\tProvide direct employment as well as indirect employment<p>\tContribute to economic output from freight-related businesses\t","\tLand pressure imposed by freight industry<p>\tLack of available capacity on the infrastructure<p>\tNon-favorable living environment",null,144,null,null,504,313,42,146,null,"Recognition of the importance of freight to a community requires outreach and education for metropolitan planners, legislators and economic development groups.  Understanding freight mobility as an economic driver grows with logistics related employment. Private sector participants in logistics activities must participate in the planning. Effective private sector engagement is encouraged when short term benefits can be realized. Breaking through jurisdictional boundaries and resistance is important .","Obtain the ongoing support and participation from companies engaged in production and logistics operations<p>Establish a freight advisory group with a structure to provide ongoing support<p>Provide education for planners and officials to understand the importance of freight mobility<p>Produce short term benefits"]
[null,null,null,27,"Developing an Urban Freight Plan","Developing an urban freight plan to provide a level of freight planning within the urban area. ","City freight plans; mega-region plans.","Dablanc, L. (1998). Freight transport regulation and the new French urban mobility master plans. In World Transport Research: Selected Proceedings of the 8th World Conference on Transport Research (No. Volume 1).",1,2,2,"Multimodal|Roadway|Rail Freight|Deepwater ports & inland waterways|Air Freight","70-30","Global","The freight plan includes a comprehensive strategy for efficient and sustainable goods movement across all modes. This includes efficiency within the urban area and connectivity to significant corridors. Education in the public sector may be required. The ongoing participation of private sector companies engaged in production and logistics is critical. Specific goals, objectives and performance measures are needed.  The plan should coordinate with state, federal and regional initiatives.","Provide education in the public sector <p>Form a sustainable freight advisory group to collaborate in the plan<p>Define an overall strategy for goods movement that includes specific goals and objectives<p>Set relevant performance measures<p>Coordinate regionally across corridors and with state and federal initiatives","Technical Problems|Logistics Operational Issues","Integrating Freight into the Land Use Planning Process<p>Freight Advisory Committee (FAC)<p>Contractual Freight Partnerships<p>Integrating Freight and Economic Policies","\tProvide policy framework<p>\tAdopt effective strategies<p>\tAddress innovative initiatives\t","\tRaise regulation restrictions on freight partners<p>\tCause interests conflict among stakeholders<p>\tReduce development opportunities in urban areas",null,95,null,null,492,318,47,168,null,"The freight plan includes a comprehensive strategy for efficient and sustainable goods movement across all modes. This includes efficiency within the urban area and connectivity to significant corridors. Education in the public sector may be required. The ongoing participation of private sector companies engaged in production and logistics is critical. Specific goals, objectives and performance measures are needed.  The plan should coordinate with state, federal and regional initiatives .","Provide education in the public sector <p>Form a sustainable freight advisory group to collaborate in the plan<p>Define an overall strategy for goods movement that includes specific goals and objectives<p>Set relevant performance measures<p>Coordinate regionally across corridors and with state and federal initiatives"]
[null,null,null,28,"Freight Advisory Committee (FAC)","Forming a broad stakeholder advisory group to address multimodal freight planning and operations. ","Government and business committees to exchange ideas and recommend policies and actions to improve freight transportation. ","Williamson, M. T., Fischer, M. J., Brogan, J., Campbell, S., Canipe, H., & Heanue, K. (2007). Guidebook for Freight Policy, Planning, and Programming in Small-and Medium-sized Metropolitan Areas (No. Project 8-47).",2,2,2,"Multimodal|Roadway|Rail Freight|Deepwater ports & inland waterways|Air Freight","50-50","Global","Establishing benefits for private sector participation is important to garnering their support. The FAC should be established with a clear definition of responsibilities. The FAC charter needs a management plan including continuity beyond an individual project. The FAC needs a mix of stakeholders across a wide range including transportation service providers, shippers, warehouse operators and others. Committees product the most valuable information when members are engaged in actual operations.","Select membership with insight into operations and future needs<p>Ensure meetings and materials are concise and focused<p>Promote education and outreach for private and public stakeholders to include planning staff<p>Create a management plan for effective action to deliver tangible results<p>Plan for transition and continuity beyond a current project","Institutional Problems|Stakeholder Involved Challenges","Integrating Freight into the Land Use Planning Process<p>Developing an Urban Freight Plan<p>Contractual Freight Partnerships<p>Integrating Freight and Economic Policies","\tFacilitate implementation efforts of freight initiatives<p>\tCreate communication channels between stakeholders<p>\tBreak long-standing barriers between public and private sectors\t","\tRequire inclusive formation of industry representatives<p>\tRequire best professional judgements of committee members<p>\tRequire high-level coordination among stakeholders",null,98,null,null,499,352,54,168]
[null,null,null,29,"Contractual Freight Partnerships","A strategy that fosters formal working relationships between private-sector and public-sector groups with the specific intent of implementing practices that reduce the negative impacts of freight activity. ","Any formal combination of public and private stakeholders groups binded by a contract.","Allen, J., Bektas, T., Cherrett, T., Friday, A., McLeod, F., Piecyk, M., ... & Zaltz Austwick, M. (2017). Enabling the freight traffic controller for collaborative multi-drop urban logistics: practical and theoretical challenges.",1,3,3,"Multimodal|Roadway|Rail Freight|Deepwater ports & inland waterways|Air Freight","50-50","Global","Freight partnerships require the ability to access and share load and operations data for participating carriers. A trusted third-party assigned to work allocation and benefits can help overcome competitive concerns. Data sharing requires compatible formats across all parties. Expanded use of technology to coordinate data collection and support close communications is desirable. A governing protocol is required to manage the relationships among the partners and the operations policies.","Understand and quantify the benefits of collaborative partnerships to the private sector<p>Identify the third party or mechanisms to oversee the data integration and the equitable sharing of work<p>Ensure that the terminology, systems and data sources are compatible<p>Establish protocols to manage the partnership","Stakeholder Involved Challenges","Integrating Freight into the Land Use Planning Process<p>Developing an Urban Freight Plan<p>Freight Advisory Committee (FAC)<p>Integrating Freight and Economic Policies","\tInteractive engagement from stakeholders<p>\tEffective coordination between agencies<p>\tBreak long-standing barriers between public and private sectors\t","\tLimited influence of public authority<p>\tPolitical risk of private partners<p>\tRequire high-level coordination among stakeholders",null,206,null,null,490,314,31,168,null,"Freight partnerships require the ability to access and share load and operations data for participating carriers. A trusted third-party assigned to work allocation and benefits can help overcome competitive concerns.  Data sharing requires compatible formats across all parties. Expanded use of technology to coordinate data collection and support close communications is desirable. A governing protocol is required to manage the relationships among the partners and the operations policies .","Understand and quantify the benefits of collaborative partnerships to the private sector<p>Identify the third party or mechanisms to oversee the data integration and the equitable sharing of work<p>Ensure that the terminology, systems and data sources are compatible<p>Establish protocols to manage the partnership"]
[null,null,null,30,"Integrating Freight and Economic Policies","A model of freight policy and practice where public- and private-sector leaders work cooperatively to create a more favorable trade environment for the economy. ","Developing a freight economic impact assessment to understand the link between freight activity and the economy, typically incorporating current (baseline) and future conditions.","Tomer, A., Kane, J., & Puentes, R. (2013). Metro Freight: The Global Goods Trade that Moves Metro Economies.",1,3,3,"Multimodal|Roadway|Rail Freight|Deepwater ports & inland waterways|Air Freight","75-25","Global","Understanding the domestic and global supply chains of the region is important. Define the economic benefits associated with freight and goods movement, and understand how the regional supply chains contribute economically, to facilitate integration. Careful identification of public and private costs and benefits must be understood. Education and collaboration is necessary to promote new and dynamic concepts to stakeholders.","Recognize domestic and global supply chain networks  <p>Identify how freight policy can improve freight operations<p>Upgrade analytics to monitor networks<p>Understand demand and service networks to identify cost/benefit<p>Facilitate public/private collaboration","Technical Problems|Logistics Operational Issues","Integrating Freight into the Land Use Planning Process<p>Developing an Urban Freight Plan<p>Freight Advisory Committee (FAC)<p>Contractual Freight Partnerships","\tImprove freight industry productivity<p>\tIncrease employment opportunities<p>\tContribute to economic output from freight-related businesses\t","\tTraffic congestion imposed by freight activities<p>\tLack of available capacity on the infrastructure<p>\tNon-favorable living environment",null,161,null,null,428,262,47,159]

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["#","Citation","Synopsis","Keywords","Urban Freight Problem","Urban Freight Problem_IDX","Year","Information source","IS_IDX","Strategy group","Strategy Group_IDX","Strategy","A_IDX","Conditions of Strategy","Requirements of Use_IDX","Implemented","Implementation_IDX","Where/what situation is being used","Spatial Scope_IDX","Transportation Mode","Transportation Mode_IDX","Facilitator Factor Group","Facilitator Factor Group_IDX","What factors favor implementation","What factors favor implementation","Facilitators to Implementation_IDX","Barrier Factor Group","Barrier Factor Group_IDX","What factors prevent implementation","What factors prevent implementation","Barriers to Implementation_IDX","Performance Measures","Zero-Low-Moderate-High (0-3)","1=Reviewer, 0=Reference","Accelerators","Recommendations_IDX","Adaptability","Adaptability_IDX","Low-Moderate-High (1-3)","1=Reviewer, 0=Reference","Short-Moderate-Long (1-3)","1=Reviewer, 0=Reference","Public","Private",null,"ImpTasks_IDX",null,"Private Sector_IDX"]
[1,"Cambridge Systematics, Inc., TransManagement, Inc., TransTech Management, Inc., & Heanue, K. (2007). NCHRP Report 570: Guidebook for Freight Policy, Planning, and Programming in Small- and Medium-Sized Metropolitan Areas. Transportation Research Board of the National Academies, Washington, D.C.","This guidebook provides the necessary resources to undertake freight transportation.","Freight Transportation Policies/USA","Institutional Problems|Stakeholder Involved Challenges","P6|P7",2007,"Programs or Systems","IS5","Planning","S7","Freight Advisory Committee (FAC)","A28","Urban area, freight activity.","R2|R10|R11|R17","Yes","I1","Small- to medium-sized MPOs","SS11|SS12","Roadway","TM2","Administrative","FG2","Freight policy, planning, and programming elements; Sequential steps to establish a freight transportation program","Political|Regulatory|Organizational/Institutional","F5|F6|F8","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Local issues and available resources; Limited freight experience/expertise by technical staff; Political opposition; Stakeholder participation; Lack of freight data; Private partner participation; Dependence on other activities/difficulty integrating with other freight activities ","Operational|Technological|Political|Organizational/Institutional|Societal","B3|B4|B5|B8|B11","Indicator of growth or decline in traffic volumes, changes in the percentage of trucks on high-volume facilities, or spreading of peak periods, Hours of recurrent delay for trucks (or on key truck routes), LOS, change in truck percent on key corridors, travel time between major freight origins and destinations",3,0,"Investigate training and education opportunities for technical staff; Develop champions and advocates for freight and freight planning; Develop outreach strategies; investigate freight data sources; Designate a freight point of contact","Ac10|Ac11|Ac14","Update freight policy, planning, and programming needs and issues for urban areas","Ad3|Ad5",1,1,2,1,75,25,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[2,"Stathopoulos, A., Valeri, E., & Marcucci, E. (2012). Stakeholder Reactions to Urban Freight Policy Innovation. Journal of Transport Geography, 22, 34–45.","Presented findings from a project investigating innovative freight solutions in a multistakeholder setting. ","Multi-agent Analysis","Economic Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P3|P6|P7|P8",2012,"Case Study","IS1","Incentives","S6","Preferential Zoning","A24","Adoption of the multi-agent analysis approach.","R15|R19","Yes","I1","Rome, Italy","SS3|SS7|SS10","Roadway","TM2","Administrative","FG2","Attribute preferences and behavioral reactions to the policies","Political|Organizational/Institutional","F5|F8","Administrative|Scope & Surroundings|Financial","FG2|FG3|FG6","Financial constraints; Urban and structural characteristics of cities; Political orientation of policy makers","Organizational/Institutional|Geographical|Funding","B8|B10|B16","N/A",2,1,"Predict and anticipate preferences","Ac12|Ac15","Find ways to nudge different agent-types preferences to align with socially desirable objectives and favor operator coordination based on thorough knowledge of their different needs and preferences","Ad9",2,1,2,1,30,70,"Policy makers use customer input as the key role to mold freight policies","Ex2","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[3,"Imanishi, Y., & Taniguchi, E. (2016). Framework of the Urban Road Freight Transport—Lessons Learned from Case Studies. Transportation Research Procedia, 12, 627–633.","This study focuses on overall city-wide Urban Road Freight Transport Management (URFTM) including plans and individual measures that are implemented in cities or metropolitan areas. The study attempted to understand the overall picture of URFTM using case studies. The study has identified existence of plans of freight transport management, cooperation for development of plans and measures among municipality governments, related public bodies and private sectors, provision of legal system, and structures of measures that have been introduced.","Urban Road Freight Transport Management (URFTM) Study","Logistics Operational Issues","P8",2016,"Case Study","IS1","Infrastructure|Traffic management|Logistical|Incentives","S1|S2|S4|S6","Geometric Modifications|Designated Truck Routes/Lanes|Alternate Pickup/Delivery Locations|Preferential Zoning","A1|A2|A16|A24","Freight, urban area.","R3|R10|R11","Yes","I1","Global","SS9","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Urban Road Freight Transport Management (URFTM) plans; Transportation and development plans; Strategies for managing freight transportation; Individual measures for freight management","Operational|Political|Regulatory|Organizational/Institutional","F3|F5|F6|F8","Administrative","FG2","No URFTM or related freight management plans; Regulatory framework","Regulatory|Organizational/Institutional","B6|B8","N/A",2,1,"Develop a collaborative relationship with freight carriers","Ac11","Use freight plan analysis on freight plans in the US","Ad1|Ad3|Ad6",2,1,2,1,85,15,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[4,"Holguín-Veras, J., Sánchez-Díaz, I., & Browne, M. (2016). Sustainable Urban Freight Systems and Freight Demand Management. Transportation Research Procedia, 12, 40–52.","Defined the field of Freight Demand Management (FDM) and positioned it in the broad range of public sector initiatives aimed at improving urban freight activity.","Freight Demand Management (FDM)","Social Problems|Economic Problems|Institutional Problems","P2|P3|P6",2016,"Case Study|Policies","IS1|IS4","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based/Incentives","S1|S2|S3|S4|S5|S6","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Multiuse Lanes or Shared Lanes|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Preferential Parking|Preferential Zoning|Taxation and Fees","A1|A2|A3|A4|A5|A6|A7|A9|A10|A11|A16|A20|A23|A24|A25","Adoption of the Freight Demand Management (FDM) Initiatives.","R3|R4|R5|R7","Yes","I1","Metropolitan areas","SS1|SS4|SS10","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy|Financial","FG1|FG4|FG6","Improve economic productivity and efficiency; Enhance environmental sustainability, quality of life, and environmental justice","Operational|Environmental |Costs","F3|F12|F15","Administrative","FG2","Induce the desired behavioral changes on the part of the receivers; Engage the private sector in the effort; Institutional in nature","Political|Organizational/Institutional","B5|B8","N/A",3,0,"Implement an FDM plan","Ac6|Ac11","Consider potential benefits of holistic FDM initiatives","Ad3|Ad4",2,1,2,1,90,10,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[5,"Kordnejad, B. (2016). Stakeholder Analysis in Intermodal Urban Freight Transport. Transportation Research Procedia, 12, 750–764.","Evaluated the feasibility of rail-based intermodal transportation in urban regions.","Rail Freight","Environmental Problems|Economic Problems|Institutional Problems|Stakeholder Involved Challenges","P1|P3|P6|P7",2016,"Case Study|Strategic Solutions|Programs or Systems","IS1|IS3|IS5","Logistical|Planning","S4|S6","Multimodal/Intermodal Urban Distribution|Taxation and Fees","A11|A25","Establish Cost Efficient Small Scale intermodals terminals (CESS terminals), consisting of the operational use of relatively novel transshipment technologies at terminal sites located at sidings.","R3|R4|R5|R10","Yes","I1","Stockholm, Sweden","SS3|SS7|SS10","Multimodal|Rail Freight","TM1|TM3","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","No societal factors (congestion, and environmental impact); No operational restrictions (vehicle size, loading/unloading procedures and operating hours); Better utilization of existing infrastructure in the region","Infrastructure|Traffic|Operational|Environmental ","F1|F2|F3|F12","Infrastructure & Freight Operations|Financial","FG1|FG6","Train’s loading space utilization; Unimodal road transshipment cost","Operational|Costs","B3|B15","N/A",2,1,"Implement regional intermodal services and CESS terminals; Structure regulatory framework based on sustainability policies; Optimize resource allocation and utilization","Ac4|Ac6|Ac13","Intensity of the corporate commercial interest and local authorities prioritization of sustainability policies","Ad3|Ad4",3,0,3,1,40,60,"Policy making/implementing is handled by public agents|Private companies improve coordination with public agencies","Ex1|Ex4","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[6,"Baudel, T., Dablanc, L., Alguiar-Melgarejo, P., & Ashton, J. (2016). Optimizing Urban Freight Deliveries: From Designing and Testing a Prototype System to Addressing Real Life Challenges. Transportation Research Procedia, 12, 170–180.","Presented efforts toward building a city-wide freight delivery rounds optimization system aimed at leveraging city traffic information to optimize professional vehicle rounds.","Smart Deliveries System","Social Problems|Economic Problems|Land Use Problems|Logistics Operational Issues","P2|P3|P4|P8",2016,"Case Study|Strategic Solutions|Programs or Systems","IS1|IS3|IS5","Traffic management|Technological|Logistical|Incentives","S2|S3|S4|S6","Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Multiuse Lanes or Shared Lanes|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Freight Demand Management|Urban Freight Villages|Alternate Pickup/Delivery Locations|Preferential Parking","A2|A3|A4|A5|A6|A7|A9|A10|A14|A16|A23","Have a software service and a set of applications.","R17|R18","No","I2","Lyon, France","SS3|SS7|SS10","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Access regulations in city centers; Bicycle use and roadway usages competing with delivery activities; Rise in “residential deliveries”","Operational|Regulatory|Societal","F3|F6|F11","Infrastructure & Freight Operations|Administrative","FG1|FG2","Technological challenges (uncertainties in delivery locations, travel-time estimations, and delivery parking spots availability); Organizational challenges (low profit margins and difficult working conditions)","Technological|Organizational/Institutional","B4|B8","Understanding mobility intent, Travel time, optimizing algorithms that leverage accurately the available city data ",0,0,"Inject city traffic information to the optimization process; Use a recommender system rather than a prescriptive system","Ac13|Ac14","Consider urban conditions","Ad5",1,0,1,1,0,100,"Improves freight carrier efficiency","Ex3","Customers/Community Groups","Pr3"]
[7,"Antún, J. P., Alarcón, R., & Lozano, A. (2016). Urban Freight in Supply Chain at “La Merced” Complex of Traditional Market in the Historic Center of Mexico City. Transportation Research Procedia, 12, 836–841.","This paper presents the characterization of the Urban Freight Logistic Practices in the supply chain of consumer products, particularly in perishables (fruits, vegetables, etc.) and non-durable (food, groceries, personal care, etc.), in “La Merced” complex of traditional markets at the Historic Center of Mexico City.","Improving Physical Distribution of Goods in La Merced Complex of Traditional Markets Study","Economic Problems|Land Use Problems|Logistics Operational Issues","P3|P4|P8",2016,"Case Study|Strategic Solutions|Programs or Systems","IS1|IS3|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives","S1|S2|S3|S4|S5|S6","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Multiuse Lanes or Shared Lanes|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Preferential Parking|Preferential Zoning|Taxation and Fees","A1|A2|A3|A4|A5|A6|A7|A10|A11|A14|A16|A20|A23|A24|A25","Mexico City, congestion, freight, supply chain.","R2|R3|R4|R11|R17","Yes","I1","Mexico City, Mexico","SS1","Roadway","TM2","Infrastructure & Freight Operations|Scope & Surroundings","FG1|FG3","Supply chains; Small percentage of vehicle ownership; Distance to warehousing; High percentage of direct deliveries from outside the city","Operational|Geographical|Societal","F3|F10|F11","Infrastructure & Freight Operations|Administrative","FG1|FG2","Illegal use of loading/unloading areas; Lack of knowledge and expertise","Operational|Organizational/Institutional","B3|B8","N/A",1,1,"Characterize transportation/freight supply chains; Improve the adaptability of the load unit at the physical distribution operations in the last mile; Establish a network of Loading and Unloading Areas","Ac2|Ac3|Ac4|Ac13","Characterize supply chains specific to an area in the US and apply the same methodology to formulate solutions","Ad7",1,1,2,1,75,25,"Policy making/implementing is handled by public agents","Ex1","Receviers/Retailers","Pr2"]
[8,"Ducret, R., Diziain, D., & Plantier, T. (2016). Proposal for an Evaluation Grid for Analysing Local Public Urban Freight Policies: Strengths, Weaknesses and Opportunities for French Cities. Transportation Research Procedia, 12, 105–118.","Proposes an evaluation grid for analysing local public policies relating to freight transport in French cities. It is designed to provide local authorities and freight operators with guidelines for improving the urban freight management.","Freight Transportation Policies/France","Technical Problems|Institutional Problems|Stakeholder Involved Challenges","P5|P6|P7",2016,"Case Study|Policies|Programs or Systems","IS1|IS4|IS5","Traffic management|Technological|Logistical|Incentives|Planning","S2|S3|S4|S6|S7","Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Alternate Pickup/Delivery Locations|Preferential Parking|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process","A2|A3|A5|A6|A7|A9|A10|A11|A14|A16|A23|A24|A25|A26","Urban freight policies, urban area.","R2|R3|R7|R10|R11","No","I2","France","SS3","Roadway","TM2","Administrative|Scope & Surroundings","FG2|FG3","No overall assessment of local initiatives; Lack of knowledge and awareness","Political|Organizational/Institutional|Societal","F5|F8|F11","Infrastructure & Freight Operations","FG1","Lack of awareness; Lack of knowledge","Technological","B4","An evaluation grid for improving local public urban freight policies - list of criteria and definition of their various performance levels",0,1,"Bring together all stakeholders; Improve knowledge of stakeholders","Ac11|Ac15","Use similar matrix method to draw comparison between regions in the US","Ad5|Ad6",1,1,2,1,90,10,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[9,"Lindholm, M., & Ballantyne, E. E. (2016). Introducing Elements of Due Diligence in Sustainable Urban Freight Transport Planning. Transportation Research Procedia, 12, 66–78.","This paper presents the findings from a Delphi study that has investigated the feasibility of local authorities adopting an updated transport planning process that incorporates the concept of due diligence. The Delphi panel consisted of 20 members from Sweden, UK, Germany, France, and Netherlands. This resulted in the development of a refined theoretical framework that enables freight to be fully considered in local authority transport planning.","Freight Transportation Policies/Europe","Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges","P4|P5|P6|P7",2016,"Case Study|Strategic Solutions|Policies|Programs or Systems","IS1|IS3|IS4|IS5","Technological|Logistical|Vehicle-based|Incentives|Planning","S3|S4|S5|S6|S7","Intelligent Transportation Systems (ITS)|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Low-Noise Delivery Programs/Regulations|Urban Distribution Using Multiple Types of Vehicles|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A7|A11|A14|A18|A20|A24|A25|A26|A29","Urban area, freight activity, planning.","R2|R3|R9|R11","No","I2","Europe","SS3","Roadway","TM2","Administrative","FG2","Lack of formal freight transportation planning policies and strategies; Lack of stakeholder involvement","Political|Regulatory|Organizational/Institutional","F5|F6|F8","Administrative|Scope & Surroundings","FG2|FG3","Lack of stakeholder involvement","Political|Organizational/Institutional|Societal","B5|B8|B11","N/A",0,0,"Identify opportunities for stakeholders to become involved in freight transport planning; Apply elements of due diligence to urban transport planning ","Ac3|Ac6|Ac11","Process/using a Delphi panel can be adapted to US","Ad5|Ad9",2,1,2,1,70,30,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[10,"Rizet, C., Cruz, C., & Vromant, M. (2016). The Constraints of Vehicle Range and Congestion for the Use of Electric Vehicles for Urban Freight in France. Transportation Research Procedia, 12, 500–507.","Assessed the potential of electric vehicles to mitigate freight transport GHG emissions in France, using scenarios of electrification or urban freight.","Electric Vehicles","Environmental Problems|Logistics Operational Issues","P1|P8",2016,"Case Study|Strategic Solutions|Policies|Programs or Systems","IS1|IS3|IS4|IS5","Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","S2|S3|S4|S5|S6|S7","Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Multiuse Lanes or Shared Lanes|Off-street Parking and Loading Requirements|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Urban Freight Villages|Alternate Pickup/Delivery Locations|Certification Programs|Low-Noise Delivery Programs/Regulations|Urban Distribution Using Multiple Types of Vehicles|Vehicle Access Control|Preferential Zoning|Taxation and Fees|Freight Advisory Committee (FAC)|Contractual Freight Partnerships","A2|A3|A4|A5|A7|A9|A14|A16|A17|A18|A20|A21|A24|A25|A28|A29","Use of the Electric Freight Vehicles (EFVs).","R3|R4|R10|R18","Yes","I1","France","SS3|SS4|SS10","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","GHG emissions; Congestion mitigation","Traffic|Environmental ","F2|F12","Infrastructure & Freight Operations","FG1","Range; Payload; Supply","Operational","B3","N/A",1,1,"Establish the Low Emission Zone (LEZ)","Ac6|Ac11","A priority or other incentive given to electric vehicles or an obligation to deliver by this type of vehicle; Create urban centers of consolidation; Authorize electric vehicles to deliver during the whole day whereas other vehicles within restricted time slots","Ad1|Ad2|Ad3|Ad6|Ad7|Ad8",2,1,2,1,35,65,"Improves freight carrier efficiency","Ex3","Freight Carriers/Operators","Pr1"]
[11,"Kaszubowski, D. (2016). Recommendations for Urban Freight Policy Development in Gdynia. Transportation Research Procedia, 12, 886–899.","This report provides practical recommendations on how to develop Gdynia, Poland’s urban freight policy based on actual planning experience and characteristics of potential measures.","Freight Transportation Policies/Gdynia","Land Use Problems|Technical Problems|Logistics Operational Issues","P4|P5|P8",2015,"Case Study|Strategic Solutions|Programs or Systems","IS1|IS3|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","S1|S2|S3|S4|S5|S6|S7","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Preferential Parking|Preferential Zoning|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A1|A2|A3|A5|A6|A7|A9|A11|A14|A16|A20|A23|A24|A26|A29","Urban area; knowledge of city's freight planning policy; positive changes in the economy; presence of a planning process.","R2|R3|R7|R9|R12","No","I2","Gdynia, Poland","SS3","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Positive changes in the economy; Presence of planning process that includes freight; Optimization of freight vehicles flows; Demand for infrastructure","Infrastructure|Operational|Political|Regulatory|Organizational/Institutional|Costs","F1|F3|F5|F6|F8|F15","Infrastructure & Freight Operations|Administrative","FG1|FG2","Lack of expertise among local authorities; Lack of national guidance on managing freight related issues","Technological|Regulatory","B4|B6","What freight planning efforts were already undertaken, what freight related investments have been made, commodity flow characteristics, data availability, users of the system and their needs, planning culture.",0,0,"Align freight related activities with the city's strategic goals; Structure a decision-making process and incorporate all required data to prevent inadequate decisions; Understand and consider general principles of sustainable transportation planning; Provide clear guidance about objectives and related actions","Ac6|Ac11|Ac14","Already tailored for urban area; In US - incorporate into city's existing plan as this structure may be used as a long-term planning tool supporting strategic decisions","Ad3|Ad5",1,1,2,1,90,10,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[12,"Cui, J., Dodson, J., & Hall, P. V. (2015). Planning for Urban Freight Transport: An Overview. Transport Reviews, 35(5), 583–598.","Urban freight transport is essential to the functioning of cities, but is also an activity that affects the urban environment and communities. Yet, freight is often overlooked in discussions of urban transport, in contrast to passenger modes. This paper presents a broad discussion of the links between urban freight transport and urban planning through an overview of the literature in the field. The paper discusses key problems confronting planning and policies for urban freight transport in relation to its importance, impacts, interrelationship between stakeholders, institutions, influencing factors and challenges. The paper proposes a revitalised agenda for planning for urban freight and identifies key directions for further research, particularly around the land-use, environmental and institutional dimensions of urban freight management. By identifying major underdeveloped areas of urban freight research, the paper offers guidance as to key issues that will need to be addressed as freight grows as a proportion of the urban transport task.","Freight Transportation Policies","Economic Problems|Technical Problems|Institutional Problems|Logistics Operational Issues","P3|P5|P6|P8",2015,"Case Study|Strategic Solutions|Policies|Programs or Systems","IS1|IS3|IS4|IS5","Infrastructure|Traffic management|Technological|Logistical|Incentives|Planning","S1|S2|S3|S4|S6|S7","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Multiuse Lanes or Shared Lanes|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Freight Demand Management|Urban Freight Villages|Alternate Pickup/Delivery Locations|Preferential Parking|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Freight Advisory Committee (FAC)|Contractual Freight Partnerships","A1|A2|A3|A4|A5|A6|A7|A9|A10|A14|A16|A23|A24|A25|A26|A28|A29","Urban area; presence of freight and economic activity.","R2|R3|R10|R12","Yes","I1","Cities","SS4","Multimodal","TM1","Infrastructure & Freight Operations|Administrative","FG1|FG2","Location of economic activity; Urban land-use patterns; Composition of the freight flows; Quality of infrastructure provision; Regulatory frameworks","Infrastructure|Operational|Political|Regulatory|Organizational/Institutional","F1|F3|F5|F6|F8","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Lack of knowledge, data, and research between the intersection of freight, transportation planning, and land use; In such a multi-stakeholder context, inadequate research and policy-making efforts that focus on a single type of agent, or a small sub-set of freight policies in providing solutions to shared challenges; Diverging interests of private and public sectors","Technological|Political|Organizational/Institutional|Societal","B4|B5|B8|B11","Urban Freight Management, metrics",2,0,"Improve understanding of urban freight transport within urban systems and planning processes; Apply more systematic methods for shaping planning regulation and management of freight activities; Focus on the connections between freight and logistics networks, and the urban contexts in which they are situated; Consider institutional landscape/structure of freight sector and the links between the freight sector and wider regulatory frameworks","Ac6|Ac11|Ac12|Ac13|Ac15","Already adapted to urban area; An overview of practices - so it could easily be tailored for use in the US.","Ad5|Ad6",1,1,2,1,75,25,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[13,"Shen, J., Qiu, F., Li, W., & Feng, P. (2015, July). A New Urban Logistics Transport System Based on a Public Transit Service. In CICTP 2015: Efficient, Safe, and Green Multimodal Transportation (Y. Zhang, X. Yan, and Y. Yin, eds.). (Proceedings of the 15th COTA International Conference of Transportation Professionals). American Society of Civil Engineers, Reston, Virginia, 650–661.","Proposed an innovative urban logistics transport system based on the existing intensive public transit network.","Public Transit Service","Logistics Operational Issues","P8",2015,"Case Study|Effective Approaches|Programs or Systems","IS1|IS2|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Planning","S1|S2|S3|S4|S5|S7","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Multiuse Lanes or Shared Lanes|Off-street Parking and Loading Requirements|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A1|A2|A3|A4|A5|A7|A9|A10|A11|A16|A20|A26|A29","Have public transit vehicles of some specific service routes equipped with special automated freight trailers, which could load/unload and carry goods containers.","R3|R4|R5|R10","No","I2","Zhenjiang, China","SS2|SS6|SS10","Multimodal","TM1","Infrastructure & Freight Operations","FG1","Fixed transport origin and destination matching the existing public transit network; Accessory freight service on the basis of transporting regular people flow provided by the public transit network; Public goods transport platform available to logistics enterprises, companies in other industries and individuals ","Infrastructure|Operational","F1|F3","Infrastructure & Freight Operations","FG1","Undertake ordinary freight tasks, not including hazardous or oversize goods; Transport all goods in uniform sizing containers within the public transit network, to replace some of the dedicated freight vehicles in the typical logistics transport procedure","Operational","B3","N/A",0,0,"Impressive transport capacity; Cost benefit; Additional revenue for public transit division; Easily updated","Ac3|Ac4|Ac7|Ac8|Ac13|Ac14","Purchase bus trailers and station equipment; Develop public transit-based logistics transport system","Ad1|Ad2|Ad7|Ad8",2,0,2,1,80,20,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[14,"Schliwa, G., Armitage, R., Aziz, S., Evans, J., & Rhoades, J. (2015). Sustainable City Logistics—Making Cargo Cycles Viable for Urban Freight Transport. Research in Transportation Business & Management, 15, 50–57.","Investigated the potential of cargo cycles to make city logistics more sustainable and explores ways to encourage their diffusion.","Cargo Cycles","Environmental Problems|Technical Problems|Institutional Problems","P1|P5|P6",2015,"Case Study|Strategic Solutions|Policies|Programs or Systems","IS1|IS3|IS4|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","S1|S2|S3|S4|S5|S6|S7","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Multiuse Lanes or Shared Lanes|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Alternate Pickup/Delivery Locations|Certification Programs|Urban Distribution Using Multiple Types of Vehicles|Vehicle Access Control|Preferential Parking|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A1|A2|A3|A4|A5|A6|A7|A9|A10|A11|A14|A16|A17|A20|A21|A23|A24|A25|A26|A29","Use of the human-powered or electrically assisted standard bicycles, cargo bikes and cargo tricycles for the transport of goods between A and B, primarily in urban areas.","R3|R4|R5|R10","Yes","I1","United Kingdom","SS3|SS4|SS10","Multimodal","TM1","Infrastructure & Freight Operations|Scope & Surroundings","FG1|FG3","Material infrastructure and geography and of a city (Urban Consolidation Centers and narrow thoroughfares in historical city centers); High density urban areas, as well as narrow streets in historical city centers, naturally contribute to the attractiveness of cycle logistics","Infrastructure|Implementation Time|Geographical","F1|F9|F10","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Perception of cargo cycles as a suitable mode of transport; Acceptance by potential B2B and B2C customers; Non-material infrastructure; Equipment; Psychological barrier, a.k.a. skepticism  and mistrust of the subcontracting cycle logistics or low-carbon operators","Infrastructure|Operational|Political|Organizational/Institutional|Societal","B1|B3|B5|B8|B11","N/A",1,1,"Governance related measures in favor of cycle logistics supporting environmental, economic and social goals","Ac1|Ac6|Ac8|Ac11|Ac12|Ac15","Harness the potential of cycle logistics and provide conditions that incentivize private companies such as DHL, Hermes and TNT to integrate cycle logistics into their supply chain for last mile, first mile, last meter and express deliveries through public-private partnerships","Ad1|Ad2|Ad3|Ad6|Ad7|Ad9",1,0,1,1,65,35,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators","Pr1"]
[15,"del Castillo Tello, S., da Costa Casals, L., Carrasco, P. F., Giralda, V. M., Mozos-Blanco, M. A., & Menendez, E. P. (2015). Freight Transport Plan for a Metropolitan Area—Logistics and Management in the Case of Madrid. Presented at European Transport Conference 2015, 28–30 September, Frankfurt, Germany.","This research effort developed a freight transportation plan for Madrid, Spain, to implement a freight transport system utilizing rail instead of motorized vehicles.","Freight Transportation Policies/Madrid","Environmental Problems|Economic Problems|Logistics Operational Issues","P1|P3|P8",2015,"Case Study|Strategic Solutions|Programs or Systems","IS1|IS3|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","S1|S2|S3|S4|S5|S6|S7","Geometric Modifications|Multiuse Lanes or Shared Lanes|Intelligent Transportation Systems (ITS)|Multimodal/Intermodal Urban Distribution|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A1|A4|A7|A11|A16|A20|A24|A25|A26|A29","Centralized freight logistic centers; adapt existing rail stations to incorporate freight; complementary system for last mile transportation.","R5|R9|R17|R19","No","I2","Case study: Madrid, Spain - chosen because it has a complex and well developed rail system that is underused and designed mostly for passengers","SS3","Multimodal|Roadway|Rail Freight","TM1|TM2|TM3","Infrastructure & Freight Operations|Administrative|Environment & Energy|Financial","FG1|FG2|FG4|FG6","Transformed freight system that benefits the economy (price of urban land in cities, ability to reduce parking and/or transform the space into a more profitable activity); Environment (potential to reduce greenhouse gases and traffic when freight is moved from motorized vehicles to rail)","Operational|Regulatory|Environmental|Costs","F3|F6|F12|F15","Infrastructure & Freight Operations|Administrative","FG1|FG2","Lack of compact development patterns and density in urban areas; Lack of last mile transportation of goods; Rail stations not suitable for goods movement; Neighborhood freight \"drop\" areas","Infrastructure|Traffic|Operational|Organizational/Institutional","B1|B2|B3|B8","Micro-simulations to measure performance",0,0,"Potential to reduce congestion; Potential to improve air quality; Customers modifying consumption habits","Ac1|Ac2|Ac12","Suitable for urban environment; Adapt current freight standards to ensure they are suitable for this type of system","Ad3|Ad5|Ad6",2,1,2,1,40,60,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators","Pr1"]
[16,"Jaller, M., Wang, X. C., & Holguín-Veras, J. (2015). Large Urban Freight Traffic Generators: Opportunities for City Logistics Initiatives. Journal of Transport and Land Use, 8(1), 51–67.","Developed procedures to identify and quantify the role played by large urban freight traffic generators as contributors of truck traffic in metropolitan areas.","Urban Freight Traffic Generators","Logistics Operational Issues","P8",2015,"Case Study|Strategic Solutions|Programs or Systems","IS1|IS3|IS5","Technological|Logistical|Planning","S3|S4|S7","Intelligent Transportation Systems (ITS)|Urban Freight Villages|Alternate Pickup/Delivery Locations|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A7|A14|A16|A26|A29","Have specific facilities housing businesses that individually or collectively produce and attract a large number of daily truck trips.","R11|R17","Yes","I1","New York City, United States","SS1|SS7|SS10","Roadway","TM2","Infrastructure & Freight Operations|Scope & Surroundings|Financial","FG1|FG3|FG6","Concentration of a large number of establishments in a reduced set of locations; Significant share of the daily truck traffic they attract and generate; Close spatial location, which allows for green logistics strategies (e.g., electric vehicles) for the last mile distribution; Size and commercial activity, which can benefit from economies of scale if receiver-led cargo consolidation is implemented","Infrastructure|Operational|Geographical|Costs","F1|F3|F10|F15","Infrastructure & Freight Operations","FG1","Lack of storage space for the large volume of goods; Security management; Limited loading facilities leading to increased scheduling complexities","Operational","B3","Freight trip generation models",2,0,"Off-hours delivery programs; Installation of central receiving stations; Use of pick-up/drop-off points or other unattended delivery options; Access management; Parking and loading/unloading initiatives","Ac3|Ac4|Ac6|Ac11|Ac13|Ac14","Two effective and complementary procedures to identify LTGs: large buildings or landmarks and large establishments; Freight trip generation (FTG) models","Ad2|Ad7|Ad8",2,1,2,1,25,75,"Private companies to set up programs to help with freight fluidity","Ex6","Freight Carriers/Operators|Receviers/Retailers","Pr1|Pr2"]
[17,"Holguín-Veras, J., Amaya-Leal, J., Wojtowicz, J., Jaller, M., González-Calderón, C., Sánchez-Díaz, I., Wang, X., Haake, D. G., Rhodes, S. S., Hodge, S. D. , Frazier, R. J., Nick, M. K., Dack, J., Casinelli, L., & Browne, M. (2015). NCRFP Report 33: Improving Freight System Performance in Metropolitan Areas: A Planning Guide. Transportation Research Board of the National Academies, Washington, D.C.","The paper provides a regional public planning guide that identifies potential strategies and practical solutions for public and private stakeholders to improve freight movement system performance in diverse metropolitan areas. The Guide is intended to serve as a comprehensive reference for all portions of a metropolitan area, from the urban core to more suburban and exurban areas (urban fringe). It includes an Initiative Selector tool to aid in the selection of possible alternatives for various problems, and Freight Trip Generation (FTG) software that planners can use to identify main locations where freight is an issue based on freight trips produced and attracted.","Freight Transportation Policies","Social Problems|Technical Problems|Institutional Problems","P2|P5|P6",2015,"Case Study|Strategic Solutions|Policies|Programs or Systems","IS1|IS3|IS4|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","S1|S2|S3|S4|S5|S6|S7","Geometric Modifications|On-street Parking and Loading Zones|Multiuse Lanes or Shared Lanes|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Alternate Pickup/Delivery Locations|Certification Programs|Urban Distribution Using Multiple Types of Vehicles|Vehicle Access Control|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Freight Advisory Committee (FAC)|Contractual Freight Partnerships","A1|A3|A4|A5|A6|A7|A9|A10|A11|A14|A16|A17|A20|A21|A24|A25|A26|A28|A29","Knowledge of the freight system; freight data; urban area; freight movement.","R3|R7|R10|R11|R18","Yes","I1","Metropolitan areas","SS10","Multimodal|Roadway","TM1|TM2","Administrative|Scope & Surroundings","FG2|FG3","Coordinated effort between local and regional decision makers; Consensus ","Political|Regulatory|Organizational/Institutional|Societal","F5|F6|F8|F11","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","No accepted body of knowledge to help policy makers decide how best to tackle freight issues; No comprehensive catalog exists of public-sector initiatives that could be used to address freight issues; Trade-offs in the planning process; Lack of consensus; Multiple stakeholders","Technological|Political|Regulatory|Organizational/Institutional|Societal","B4|B5|B6|B8|B11","Stakeholder Outreach and agency coordination, data collection, assessment and analysis. Generation of outputs",3,0,"Management of the urban freight traffic in the short-term; Planning of mid- to long-term improvement; Stakeholder cooperation and engagement","Ac2|Ac6|Ac11","Already implemented in the US","Ad11",2,1,2,1,75,25,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[18,"Nordtømme, M. E., Bjerkan, K. Y., & Sund, A. B. (2015). Barriers to Urban Freight Policy Implementation: The Case of Urban Consolidation Center in Oslo. Transport Policy, 44, 179–186.","Identified key barriers to implementation of UCC.","Urban Consolidation Center (UCC)","Environmental Problems|Economic Problems|Institutional Problems","P1|P3|P6",2015,"Case Study|Strategic Solutions|Policies|Programs or Systems","IS1|IS3|IS4|IS5","Traffic management|Technological|Logistical|Incentives|Planning","S2|S3|S4|S6|S7","On-street Parking and Loading Zones|Multiuse Lanes or Shared Lanes|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Alternate Pickup/Delivery Locations|Certification Programs|Preferential Parking|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Freight Advisory Committee (FAC)|Contractual Freight Partnerships","A3|A4|A5|A6|A7|A10|A11|A14|A16|A17|A23|A24|A25|A26|A28|A29","Have a location near a city center where goods from outside the city center are received, consolidated, and subsequently delivered by smaller vehicles or by foot on designated routes in the city center.","R3|R4|R5|R10|R11|R12|R13|R17|R19","Yes","I1","Oslo, Norway","SS3|SS7|SS10","Roadway","TM2","Administrative|Financial","FG2|FG6","Find private sector organizations to partner with to overcome barriers","Organizational/Institutional|Funding","F8|F16","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Financial","FG1|FG2|FG3|FG6","Financial and practical barriers; Social and cultural barriers; Institutional barriers; Legal barriers","Operational|Regulatory|Societal|Funding","B3|B6|B11|B16","N/A",0,0,"Need for establishing a credible and sound business model","Ac13|Ac14","Consider Green Urban Distribution Project (typology for barrier analysis in urban freight transport)","Ad3|Ad6",2,0,2,0,60,40,"Policy making/implementing is handled by public agents|Private companies improve coordination with public agencies","Ex1|Ex4","Customers/Community Groups","Pr3"]
[19,"Filipe, L. N., & Macário, R. (2015). Suitability and Transferability of Measures in Urban Freight Transport. Presented at 94th Annual Meeting of the Transportation Research Board, 11–15 January 2015, Washington, D.C.","The work presented in this paper shows the analysis of the suitability of the STRAIGHTSOL project tested measures to different hypothetical future scenarios, and also the analysis of the transferability of those measures to different cities/realities.","STRAIGHTSOL Project","Environmental Problems|Land Use Problems|Logistics Operational Issues","P1|P4|P8",2015,"Case Study|Effective Approaches|Policies|Programs or Systems","IS1|IS2|IS4|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","S1|S2|S3|S4|S5|S6|S7","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Multiuse Lanes or Shared Lanes|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Preferential Parking|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Freight Advisory Committee (FAC)|Contractual Freight Partnerships","A1|A2|A3|A4|A5|A6|A7|A9|A11|A14|A16|A20|A23|A25|A26|A28|A29","STRAIGHTSOL project, urban freight, transferability.","R3|R10|R11|R18","Yes","I1","Europe","SS3|SS10","Multimodal|Roadway|Rail Freight","TM1|TM2|TM3","Infrastructure & Freight Operations|Administrative","FG1|FG2","New solutions for smart and sustainable shipment; Last mile distribution","Operational|Political|Organizational/Institutional","F3|F5|F8","Infrastructure & Freight Operations","FG1","Transferability; Feasibility","Operational","B3","Implement a set of KPIs that measure economy, environment, society, and transport",1,1,"Develop common information standards; Need support future policies for last mile distribution","Ac6|Ac14","Conduct a SWOT analysis on similar freight projects in the US","Ad6|Ad9",2,1,2,1,70,30,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators","Pr1"]
[20,"Gatta, V., & Marcucci, E. (2014). Urban Freight Transport and Policy Changes: Improving Decision Makers’ Awareness via an Agent-Specific Approach. Transport Policy, 36, 248–252.","This paper derives policy implications from agent-specific data with respect to the implementation of policy changes in the case of urban freight transport. In particular, the research, based on the case of Rome's Limited Traffic Zone, discusses alternative policy scenarios. This paper shows how an agent-specific approach might increase decision makers' awareness and help make better decisions.","Freight Transportation Policies","Institutional Problems|Stakeholder Involved Challenges","P6|P7",2014,"Case Study|Policies|Programs or Systems","IS1|IS4|IS5","Logistical|Incentives|Planning","S4|S6|S7","Urban Freight Villages|Certification Programs|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Freight Advisory Committee (FAC)|Contractual Freight Partnerships","A14|A17|A25|A26|A28|A29","Stakeholder information and opinions; urban freight movement.","R3|R10|R11|R15","Yes","I1","Rome, Italy","SS3","Roadway","TM2","Administrative","FG2","Awareness that decision makers gain from agent-specific knowledge of the effects each policy component produces","Political|Regulatory|Organizational/Institutional","F5|F6|F8","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Financial","FG1|FG2|FG3|FG6","Inadequate consideration of behavioral issues; Loading/unloading bays (too few, illegal occupation, lack of surveillance, inadequate structure); Time windows; Entrance fees; Willingness to pay","Infrastructure|Operational|Political|Organizational/Institutional|Societal|Costs","B1|B3|B5|B8|B11|B15","N/A",3,0,"Willingness to pay measures; Provide valuable information for decision makers; Distinction between transport provider's and retailer's preferences","Ac6|Ac7|Ac8|Ac12","Strategy exist in urban area; Knowledge of accepted practices for urban freight movement from each stakeholder perspective","Ad5|Ad6|Ad9",2,1,2,1,65,35,"Policy making/implementing is handled by public agents|Private companies improve coordination with public agencies","Ex1|Ex4","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[21,"Browne, M., Allen, J., Woodburn, A., & Piotrowska, M. (2014). The Potential for Non-Road Modes to Support Environmentally Friendly Urban Logistics. Procedia—Social and Behavioral Sciences, 151, 29–36.","Established the existing scale of rail freight in two comparable cities and compared the development process in terms of the stakeholders, the infrastructure and planning issues\nand the nature of the operations.","Rail Freight","Logistics Operational Issues","P8",2014,"Case Study|Programs or Systems","IS1|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Planning","S1|S2|S3|S4|S5|S7","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Multimodal/Intermodal Urban Distribution|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A1|A2|A3|A5|A6|A7|A9|A11|A16|A20|A26|A29","Have capabilities within an urban environment in catering for higher value products within manufacturing and retailing supply chains.","R3|R4|R5|R10","Yes","I1","London, United Kingdom, and Paris, France","SS3|SS7|SS10","Rail Freight","TM3","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Railway network (Intermodal road-rail transport (IRRT)); Policy measures (granting planning permission); Funding opportunities (public sector funding contributions)","Infrastructure|Regulatory|Funding","F1|F6|F16","Infrastructure & Freight Operations|Scope & Surroundings|Environment & Energy|Financial","FG1|FG3|FG4|FG6","Limited modal shift potential of rail freight; Space and infrastructure limitations; Limited relative environmental advantage of rail over road; Perceived high costs of rail infrastructure and related systems; Limited physical flexibility; Land pressure and the lack of available capacity on the infrastructure due to growing passenger rail traffic","Infrastructure|Traffic|Operational|Geographical|Environmental|Costs","B1|B2|B3|B10|B12|B15","N/A",1,1,"Offer political support in the form of incentives, new legislation or commitment to the system or project; Secure railway infrastructure by stopping the decline in the number of rail-connected sites and the loss of any future rail traffic","Ac3|Ac4|Ac6|Ac11|Ac14","Overcome planning limits and complexity of engaging with the range of stakeholders","Ad3|Ad6|Ad9",3,0,3,1,40,60,"Private companies improve coordination with public agencies|3PL implement multimodal freight delivery services","Ex4|Ex5","Freight Carriers/Operators","Pr1"]
[22,"Iwan, S. (2014). Adaptative Approach to Implementing Good Practices to Support Environmentally Friendly Urban Freight Transport Management. Procedia—Social and Behavioral Sciences, 151, 70–86.","This paper is focused on a methodology for efficient implementation of urban freight transport (UFT) measures based on the adaptation approach.","Freight Transportation Policies","Technical Problems|Stakeholder Involved Challenges","P5|P7",2014,"Case Study|Effective Approaches|Policies|Programs or Systems","IS1|IS2|IS4|IS5","Infrastructure|Traffic management|Logistical|Vehicle-based|Incentives|Planning","S1|S2|S4|S5|S6|S7","Geometric Modifications|Designated Truck Routes/Lanes|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Alternate Pickup/Delivery Locations|Low-Noise Delivery Programs/Regulations|Urban Distribution Using Multiple Types of Vehicles|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Freight Advisory Committee (FAC)|Contractual Freight Partnerships","A1|A2|A11|A14|A16|A18|A20|A24|A25|A26|A28|A29","Urban freight movement; knowledge of transportation coordination and associated problems.","R3|R9|R10|R11","Yes","I1","Poland, major cities in Europe","SS3","Roadway","TM2","Administrative|Scope & Surroundings|Financial","FG2|FG3|FG6","Rapid growth of cities; Growing needs of city users; Increasing popularity of e-commerce","Political|Organizational/Institutional|Societal|Funding","F5|F8|F11|F16","Infrastructure & Freight Operations|Financial","FG1|FG6","Cost/additional investment; Lack of expertise/knowledge of urban freight transport practices; Access to data/data acquisition","Technological|Costs","B4|B15","N/A",0,0,"Understanding urban freight transportation management perspectives (city, stakeholders, individuals); Stakeholder involvement in all phases of the implementation process; Create partnerships with freight transporters; Seek compromises; Use a well prepared catalog of good practices; Adaptive/collaborative approach","Ac6|Ac11|Ac12|Ac15","Exist in urban area; Need to adapt sustainable development regulations in US; Take into account global supply chains and transportation chains","Ad3|Ad5|Ad7",2,1,3,1,70,30,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[23,"Montwill, A. (2014). The Role of Seaports as Logistics Centers in the Modelling of the Sustainable System for Distribution of Goods in Urban Areas. Procedia—Social and Behavioral Sciences, 151, 257–265.","Presented subject matter connected with the role of seaports as integrated logistics centers in the development of sustainable distribution of goods in urban areas.","Seaports","Logistics Operational Issues","P8",2014,"Case Study|Policies|Programs or Systems","IS1|IS4|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","S1|S2|S3|S4|S5|S6|S7","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Multiuse Lanes or Shared Lanes|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A1|A2|A3|A4|A5|A6|A7|A9|A11|A14|A16|A20|A24|A25|A26|A29","Have important economic spaces, which provide a wide range of services and serve a wide range of customers including shippers, forwarders, transport companies and logistics operators.","R3|R4|R5|R10","Yes","I1","Europe","SS3|SS4","Deepwater ports & inland waterways","TM4","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","Increased effectiveness of urban logistics; Decreased negative effects related to congestions and pollution","Traffic|Operational|Environmental ","F2|F3|F12","Administrative|Scope & Surroundings|Financial","FG2|FG3|FG6","Only available for geographic areas near waterways","Organizational/Institutional|Geographical | Costs","B8|B10|B15","N/A",2,1,"Joint action of the port city and seaport","Ac3|Ac4|Ac13","Already implemented in the US","Ad11",2,1,2,1,60,40,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators","Pr1"]
[24,"Pulawska, S., & Starowicz, W. (2014). Ecological Urban Logistics in the Historical Centers of Cities. Procedia—Social and Behavioral Sciences, 151, 282–294.","The first part of the article presented Krakow experiences in the process of preparation and implementation of the support conception to urban logistics in the historical center of the city. In the second part of the article, a description of few European experiences relating to the implementation of projects contributing to the protection of historical areas and positive impact on their inhabitants is presented.","CIVITAS Initiative","Social Problems|Logistics Operational Issues","P2|P8",2014,"Case Study|Strategic Solutions|Policies|Programs or Systems","IS1|IS3|IS4|IS5","Infrastructure|Technological|Logistical|Vehicle-based|Incentives|Planning","S1|S3|S4|S5|S6|S7","Geometric Modifications|Intelligent Transportation Systems (ITS)|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Certification Programs|Urban Distribution Using Multiple Types of Vehicles|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A1|A7|A11|A14|A17|A20|A24|A25|A26|A29","Urban area, historical significance, freight policy, congestion, technology.","R2|R4|R7|R11|R16|R18","Yes","I1","Krakow; European cities","SS3|SS4","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy|Financial","FG1|FG4|FG6","Transportation noise; Time losses; Air quality; Access","Traffic|Operational|Environmental|Costs","F2|F3|F12|F15","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Access to technology; Cost of camera-based system; Lack of political and social support; Stakeholders' lack of interest; Stakeholder needs","Technological|Political|Regulatory|Organizational/Institutional|Societal","B4|B5|B6|B8|B11","N/A",0,0,"Implement tolls to enter/use specific zones","Ac6|Ac7|Ac8|Ac9","Apply methodology to historical cities/sites with historical significance in the US","Ad5",2,1,2,1,90,10,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[25,"Kijewska, K., & Johansen, B. G. (2014). Comparative Analysis of Activities for More Environmental Friendly Urban Freight Transport Systems in Norway and Poland. Procedia—Social and Behavioral Sciences, 151, 142–157.","In this paper, the authors introduce a study performed for Polish and Norwegian cities focused on initiatives concentrated on activities aimed at limiting the negative impacts of freight transport on urban environment. A comparative analysis of the Polish and Norwegian projects was made, taking into account both quantitative and qualitative aspects.","GRASS (GReen And Sustainable freight transport Systems) Research Project/Norway and Poland ","Environmental Problems|Economic Problems|Logistics Operational Issues","P1|P3|P8",2014,"Case Study|Policies|Programs or Systems","IS1|IS4|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","S1|S2|S3|S4|S5|S6|S7","Geometric Modifications|Designated Truck Routes/Lanes|Multiuse Lanes or Shared Lanes|Parking Restrictions|Intelligent Transportation Systems (ITS)|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Certification Programs|Urban Distribution Using Multiple Types of Vehicles|Preferential Parking|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A1|A2|A4|A6|A7|A11|A14|A17|A20|A23|A25|A26|A29","Urban area, freight logistics, environmental policies.","R1|R11|R17","Yes","I1","Norway, Poland","SS3","Roadway","TM2","Environment & Energy","FG4","Reduction of environmental impacts; Need for sustainable growth; Willingness to decrease use of conventional fuel","Environmental|Energy","F12|F13","Administrative|Scope & Surroundings","FG2|FG3","Low level of cooperation between partners in a supply chain; Heterogeneity of freight operations; Varied expectation of stakeholders","Political|Organizational/Institutional|Societal","B5|B8|B11","N/A",2,1,"Intensify activities aimed at better cooperation between urban freight transport stakeholders; Implement projects that focus on reducing environmental impacts; Establish restricted traffic zones; Increase activity in the area implementing alternative sources of energy","Ac1|Ac2|Ac3|Ac11|Ac15","Apply methodology to cities in the US; Policies on environmental impacts, use of alternative fuels, and restricted traffic zones differ in the US","Ad6",2,1,2,1,65,35,"Private companies improve coordination with public agencies","Ex4","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[26,"Thompson, R. G., & Hassall, K. (2014). Implementing High Productivity Freight Vehicles in Urban Areas. Procedia—Social and Behavioral Sciences, 151, 318–332.","Presented details of case studies used to estimate the productivity gains from operating PBS vehicles in urban areas.","High Productivity Freight Vehicles (HPFV)","Environmental Problems|Social Problems|Logistics Operational Issues","P1|P2|P8",2014,"Case Study|Policies|Programs or Systems","IS1|IS4|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Planning","S1|S2|S3|S4|S5|S7","Geometric Modifications|Designated Truck Routes/Lanes|Intelligent Transportation Systems (ITS)|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A1|A2|A7|A10|A11|A16|A20|A26|A29","Use of the large combination vehicles.","R3|R4|R10|R18","Yes","I1","Australia","SS4|SS14","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy|Financial","FG1|FG4|FG6","Reduction of on-road exposure for freight vehicles; Improved on-road safety performance; Substantial savings in transport operating costs; Reduced fuel consumption, and emissions ","Traffic|Environmental|Energy|Costs","F2|F12|F13|F15","Administrative|Safety","FG2|FG5","Restricted to high standard divided roads in Victorian regional areas and specific urban freeways; A number of key safety features relating to the implementation of HPFVs","Regulatory|Safety","B6|B14","Performance Based Standards (PBS)",2,0,"Establish the Intelligent Access Program (IAP)","Ac6|Ac11","First and last mile assessments undertaken on arterial and local roads; Performance Based Standards (PBS) framework established","Ad7|Ad8",2,0,2,1,30,70,"3PL implement multimodal freight delivery services","Ex5","Freight Carriers/Operators","Pr1"]
[27,"Iwan, S., Kijewska, K., & Kijewski, D. (2014). Possibilities of Applying Electrically Powered Vehicles in Urban Freight Transport. Procedia—Social and Behavioral Sciences, 151, 87–101.","Analyzed a selected range of electrically powered freight vehicles and points out possibilities of applying such vehicles to make deliveries in cities.","Electrically Powered Vehicles","Environmental Problems|Economic Problems|Logistics Operational Issues","P1|P3|P8",2014,"Case Study|Effective Approaches|Strategic Solutions|Policies|Programs or Systems","IS1|IS2|IS3|IS4|IS5","Technological|Logistical|Vehicle-based|Incentives|Planning","S3|S4|S5|S6|S7","Intelligent Transportation Systems (ITS)|Multimodal/Intermodal Urban Distribution|Low-Noise Delivery Programs/Regulations|Urban Distribution Using Multiple Types of Vehicles|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Freight Advisory Committee (FAC)","A7|A11|A18|A20|A24|A25|A26|A28","Use of the Electric Freight Vehicles (EFVs).","R3|R4|R10|R18","Yes","I1","Urban cities","SS4|SS9|SS10","Roadway","TM2","Administrative|Environment & Energy","FG2|FG4","Energy independence; Less emissions; Low labor costs","Labor|Environmental|Energy","F7|F12|F13","Infrastructure & Freight Operations|Safety|Financial","FG1|FG5|FG6","Economic difficulties; Safety concerns; Operational barriers","Operational|Safety|Costs","B3|B14|B15","N/A",1,1,"Provide appropriate infrastructure for batteries recharging","Ac4","Consider GRASS Project","Ad3|Ad6",2,0,2,1,30,70,"3PL implement multimodal freight delivery services","Ex5","Freight Carriers/Operators","Pr1"]
[28,"Malecki, K., Iwan, S., & Kijewska, K. (2014). Influence of Intelligent Transportation Systems on Reduction of the Environmental Negative Impact of Urban Freight Transport Based on Szczecin Example. Procedia—Social and Behavioral Sciences, 151, 215–229.","Focused on an example solution—utilization of mobile devices to support traffic management system—implemented in Szczecin.","Intelligent Transportation Systems","Technical Problems|Logistics Operational Issues","P5|P8",2014,"Case Study|Effective Approaches","IS1|IS2","Infrastructure|Traffic management|Technological","S1|S2|S3","Geometric Modifications|Designated Truck Routes/Lanes|Intelligent Transportation Systems (ITS)","A1|A2|A7","Establish Intelligent Transportation Systems (ITS) and Telematics.","R1|R2|R3|R7|R11","Yes","I1","Szczecin, Poland","SS3|SS7|SS10","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","Increase the traffic flow; Limit the congestion; Reduce the fuel consumption; Reduce the pollution","Traffic|Environmental|Energy","F2|F12|F13","Infrastructure & Freight Operations","FG1","Require the application of additional technical solutions","Technological","B4","Performance Indicators: Pollutant emissions, Number of freight vehicles, vehicle km/moth, fossil fuel consumption, freight operating costs",3,1,"Provide more solutions using mobile devices","Ac14","Combine typical telematics solutions with solutions focused on mobile technologies","Ad7|Ad8",2,1,2,1,20,80,"Improves freight carrier efficiency","Ex3","Freight Carriers/Operators","Pr1"]
[29,"Foltynski, M. (2014). Electric Fleets in Urban Logistics. Procedia—Social and Behavioral Sciences, 151, 48–59.","Offered an overview of current developments by providing examples of European cities that have successfully introduced electric vehicles into their logistics fleets.","Electric Fleets","Environmental Problems|Social Problems","P1|P2",2014,"Case Study|Policies|Programs or Systems","IS1|IS4|IS5","Technological|Logistical|Vehicle-based|Incentives|Planning","S3|S4|S5|S6|S7","Intelligent Transportation Systems (ITS)|Certification Programs|Low-Noise Delivery Programs/Regulations|Urban Distribution Using Multiple Types of Vehicles|Vehicle Access Control|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A7|A17|A18|A20|A21|A24|A25|A26|A29","Use of the Electric Freight Vehicles (EFVs).","R3|R4|R10|R18","Yes","I1","Europe","SS3|SS4","Roadway","TM2","Environment & Energy","FG4","Reduction in greenhouse gas emissions; Reduction in local air pollution","Environmental ","F12","Administrative","FG2","Be part of municipality's overall mobility strategy","Regulatory","B6","N/A",1,1,"Adopt regional approaches; Establish partnerships with local associations and stakeholders","Ac6|Ac11|Ac12|Ac15","Consider ENCLOSE Project","Ad3|Ad6",2,0,2,1,65,35,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators","Pr1"]
[30,"Trojanowski, J., & Iwan, S. (2014). Analysis of Szczecin Waterways in Terms of Their Use to Handle Freight Transport in Urban Areas. Procedia—Social and Behavioral Sciences, 151, 333–341.","Presented the potential of the port of Szczecin in terms of the possible use of inland waterways to handle and transport goods.","Waterways","Logistics Operational Issues","P8",2014,"Case Study|Effective Approaches|Policies|Programs or Systems","IS1|IS2|IS4|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","S1|S2|S3|S4|S5|S6|S7","Geometric Modifications|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Alternate Pickup/Delivery Locations|Certification Programs|Urban Distribution Using Multiple Types of Vehicles|Vehicle Access Control|Preferential Parking|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Freight Advisory Committee (FAC)|Contractual Freight Partnerships","A1|A3|A5|A6|A7|A9|A10|A11|A16|A17|A20|A21|A23|A24|A25|A26|A28|A29","Have interim container terminals with smaller storage areas.","R3|R4|R5|R10","No","I2","Szczecin, Poland","SS3|SS7|SS10","Deepwater ports & inland waterways","TM4","Infrastructure & Freight Operations","FG1","Extensive waterways; Existing and planned quays; Use of floating fleet","Infrastructure|Operational","F1|F3","Infrastructure & Freight Operations|Administrative","FG1|FG2","Restore the Szczecin waterway junction; Rebuild the low bridges and adjust parameters to those required for the waterways of Class Vb navigability","Infrastructure|Regulatory","B1|B6","N/A",0,0,"Select and plan interim container terminals location in line with market expectation","Ac3|Ac4|Ac13","Appropriate involvement of stakeholders, with particular emphasis on local governments; Involvement of both local as well as regional authorities.","Ad6|Ad9",2,1,2,1,45,55,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[31,"Leonardi, J., Browne, M., Allen, J., Zunder, T., & Aditjandra, P. T. (2014). Increase Urban Freight Efficiency with Delivery and Servicing Plan. Research in Transportation Business & Management, 12, 73–79.","Presented the impacts expected from an innovative approach to retail deliveries based on the Delivery and Servicing Plan (DSP) concept.","Delivery and Servicing Plan (DSP)","Technical Problems|Stakeholder Involved Challenges","P5|P7",2014,"Case Study|Effective Approaches|Programs or Systems","IS1|IS2|IS5","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","S1|S2|S3|S4|S5|S6|S7","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Intelligent Transportation Systems (ITS)|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Freight Advisory Committee (FAC)|Contractual Freight Partnerships","A1|A2|A3|A5|A7|A10|A11|A16|A20|A24|A25|A26|A28|A29","Adoption of the logistics management concept focusing on efficiency gains that can be realized at the receiver end of the supply chain.","R11|R17","Yes","I1","United Kingdom","SS3|SS4|SS10","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy|Financial","FG1|FG4|FG6","Reductions in overall distance travelled; Emissions; Direct transport costs for the business and external costs from DSP","Traffic|Operational|Environmental|Costs","F2|F3|F12|F15","Administrative","FG2","Need of external support","Organizational/Institutional","B8","N/A",3,0,"Modification of the supply network; Decisions taken by the businesses in the supply chain","Ac12|Ac13|Ac14|Ac15","A cooperative approach between researcher/consultant and retail manager to undertake the necessary modeling work and provide support with implementation","Ad6|Ad9",2,1,2,1,10,90,"Private companies to set up programs to help with freight fluidity","Ex6","Freight Carriers/Operators|Receviers/Retailers","Pr1|Pr2"]
[32,"Tsamboulas, D., & Moraiti, P. (2014). Energy-Efficient Urban Freight Logistics: The Set-up and Operation of Freight Quality Partnerships in European Cities. Presented at Transport Research Arena (TRA) 5th Conference, 14–17 April 2014, Paris, France.","Described and analyzed the results of six pilot implementations in six European cities that include the establishment and operation of Freight Quality Partnerships.","Freight Quality Partnerships ","Environmental Problems|Technical Problems","P1|P5",2014,"Case Study|Policies|Programs or Systems","IS1|IS4|IS5","Planning","S7","Integrating Freight into the Land Use Planning Process|Developing an Urban Freight Plan|Freight Advisory Committee (FAC)|Contractual Freight Partnerships","A26|A27|A28|A29","Foster Freight Quality Partnerships.","R15|R19","Yes","I1","Europe","SS3|SS4","Deepwater ports & inland waterways","TM4","Administrative","FG2","Formation; Management structure; Effect and activities; Outcomes","Political|Organizational/Institutional","F5|F8","Administrative|Financial","FG2|FG6","Attract and obtain the commitment of private sector companies and operators due to their workload and budgetary pressures; Secure funding for the FQP operation and maintenance; Achieve the implementation of the proposed actions, as these are typically within the remit of local or regional administrations","Political|Regulatory|Organizational/Institutional|Funding","B5|B6|B8|B16","N/A",2,1,"Need for effective action and for delivering tangible measures, demonstrating","Ac6|Ac11","\"Stakeholder Engagement Manual\"; Action Plan; Official Local Freight Development Plan","Ad3|Ad6",2,1,2,1,65,35,"Policy making/implementing is handled by public agents|Private companies improve coordination with public agencies","Ex1|Ex4","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[33,"Zunder, T. H., Aditjandra, P. T., Schoemaker, J. T., Vaghi, C., Laparidou, K., & Österle, I. (2014). Engaging City Stakeholders to Achieve Efficient and Environmentally Friendly Urban Freight Movements. Presented at Transport Research Arena (TRA) 5th Conference, 14–17 April 2014, Paris, France.","Described and analyzed the process of DMF application in three city regions in Europe.","Design and Monitoring Framework (DMF)","Environmental Problems","P1",2014,"Case Study|Policies|Programs or Systems","IS1|IS4|IS5","Infrastructure|Traffic management|Technological|Logistical|Incentives|Planning","S1|S2|S3|S4|S6|S7","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Parking Restrictions|Intelligent Transportation Systems (ITS)|Vehicle Parking Reservation Systems|Urban Freight Villages|Preferential Zoning|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Freight Advisory Committee (FAC)|Contractual Freight Partnerships","A1|A2|A3|A5|A6|A7|A9|A14|A24|A25|A26|A28|A29","Establish Design and Monitoring Framework (DMF).","R15|R19","Yes","I1","Como, Italy; Berlin, Germany; Newcastle upon-Tyne, United Kingdom","SS3|SS7|SS10","Roadway","TM2","Administrative","FG2","Stakeholder analysis; Problems and objectives analysis; Alternatives analysis; DMF table","Political|Organizational/Institutional","F5|F8","Administrative","FG2","Time-consuming process; Limited willingness to participate; Not familiar with the DMF process","Political|Organizational/Institutional","B5|B8","Design and Monitoring Framework (DMF)",1,0,"Prompt stakeholders’ interest in promoting sustainability","Ac12|Ac15","Establish Design and Monitoring Framework (DMF)","Ad3|Ad6",2,1,2,1,65,35,"Private companies to set up programs to help with freight fluidity","Ex6","Customers/Community Groups","Pr3"]
[34,"Dudgeon, J. (2014). Light Freight Vehicles and Urban Logistics. (No. AP-R457/14). Austroads, Sydney, Australia.","Examined the contribution of light commercial vehicles and light rigid trucks to the urban supply chain and considered their impact on traffic capacity, network congestion, the environment and road safety.","Light Freight Vehicles (LFVs)","Environmental Problems","P1",2014,"Case Study","IS1","Infrastructure|Traffic management|Technological|Logistical|Incentives|Planning","S1|S2|S3|S4|S6|S7","Geometric Modifications|Designated Truck Routes/Lanes|Multiuse Lanes or Shared Lanes|Parking Restrictions|Intelligent Transportation Systems (ITS)|Low-Noise Delivery Programs/Regulations|Taxation and Fees|Integrating Freight into the Land Use Planning Process|Contractual Freight Partnerships","A1|A2|A4|A6|A7|A18|A25|A26|A29","Use of the light commercial vehicle (LCV) or light rigid truck (LRT), primarily used for the carriage of freight.","R3|R4|R10|R18","Yes","I1","New South Wales and Queensland, Australia","SS4|SS14","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy|Safety","FG1|FG4|FG5","Vehicle Performance and Network Effects; Vehicle Type and Usage; LFV Emissions; Road Safety; Traffic Stream Noise","Operational|Environmental|Safety","F3|F12|F14","Infrastructure & Freight Operations|Financial","FG1|FG6","Parking for LFVs and light servicing vehicles; Costs","Traffic|Costs","B2|B15","N/A",2,1,"Offer off-street loading zones/bays","Ac3|Ac4|Ac13","Policy planning for the allocation of road space in capital cities","Ad3|Ad6",2,0,2,1,45,55,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators","Pr1"]
[35,"Olsson, J., & Woxenius, J. (2014). Localisation of Freight Consolidation Centres Serving Small Road Hauliers in a Wider Urban Area: Barriers for More Efficient Freight Deliveries in Gothenburg. Journal of Transport Geography, 34, 25–33.","This paper discusses the negative impacts of freight transport growth, especially in and around urban areas. This paper investigates the potential to establish urban freight consolidation centers (FCCs) intended for small road haulers (SRHs) delivering goods to the retail sector in a wider geographical area, the Gothenburg region in Sweden. While the findings show that a large majority of SRHs could reach potential FCC locations in a short time, congestion affects deliveries and several factors, many of which were observed already in the 1970s, restrict FCC establishments. Under present conditions, there is little scope for SRHs to successfully deliver goods to retailers in the Gothenburg region from FCCs; therefore, a more efficient urban transport system from a business or societal perspective is unlikely.","Freight Transportation Policies/Gothenburg","Technical Problems|Logistics Operational Issues","P5|P8",2014,"Case Study|Strategic Solutions","IS1|IS3","Logistical","S4","Urban Consolidation Center (UCC)","A13","Urban area, small scale freight transportation providers.","R3|R10|R11","Yes","I1","Gothenburg, Sweden","SS3","Roadway","TM2","Administrative","FG2","Cooperation and user involvement; Potential for consolidation","Political|Organizational/Institutional","F5|F8","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Differing perspectives and goals of stakeholders; Differing public participation guidelines; Lack of cooperation and user involvement; Congestion; Changing delivery demands; Load factors; Difficulty changing ingrained behaviors; Competition between small-scale shippers; Incompatible delivery schedules","Traffic|Operational|Political|Organizational/Institutional|Societal","B2|B3|B5|B8|B11","N/A",1,0,"Consider the different segments, requirements, and characteristics of different cities before venturing into costly FCC projects; Understand  and explore geography in a specific context","Ac6|Ac9","Already exist in urban area; Enact regulations conducive to coordination","Ad3|Ad5",1,1,2,1,60,40,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators","Pr1"]
[36,"Triantafyllou, M. K., Cherrett, T. J., & Browne, M. (2014). Urban Freight Consolidation Centers: Case Study in the UK Retail Sector. Transportation Research Record: Journal of the Transportation Research Board, No. 2411, 34–44.","Examined the establishment of a consolidation center servicing nearly 100 businesses that operated in an urban shopping mall in Southampton, United Kingdom.","Urban Freight Consolidation Centers (UCCs)","Logistics Operational Issues","P8",2014,"Case Study|Strategic Solutions","IS1|IS3","Logistical","S4","Urban Consolidation Center (UCC)","A13","Consolidation achieved through the provision of facilities, situated close to commercial districts, shopping centers, or construction sites.","R3|R4|R5|R10|R11|R12|R13|R17|R19","No","I2","United Kingdom","SS3|SS4|SS10","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Conduct a Feasibility Study; Run a Trial Consolidation Scheme","Operational|Political|Organizational/Institutional","F3|F5|F8","Administrative|Financial","FG2|FG6","Organizational challenges for retailers and carriers; Rigorous requirements; Fears about losing control of the supply chain; Additional costs; Poorer service standards","Political|Regulatory|Organizational/Institutional|Costs","B5|B6|B8|B15","N/A",0,0,"Adopt recommendations for the Government; Adopt recommendations for Local Authorities; Adopt recommendations for UCC Operators; Adopt recommendations for Research Institutions","Ac6|Ac11|Ac12|Ac15","Already implemented in the US","Ad11",2,0,2,1,60,40,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators","Pr1"]
[37,"Tipagornwong, C., & Figliozzi, M. (2014). Analysis of Competitiveness of Freight Tricycle Delivery Services in Urban Areas. Transportation Research Record: Journal of the Transportation Research Board, No. 2410, 76–84.","Analyzed the competitiveness of freight tricycles, low-capacity freight delivery vehicles, as compared with diesel vans in urban areas.","Freight Tricycle","Environmental Problems|Logistics Operational Issues","P1|P8",2014,"Effective Approaches","IS2","Logistical","S4","Multimodal/Intermodal Urban Distribution","A11","Use of the low-emission vehicles powered by a combination of human effort and an electric engine.","R3|R4|R5|R10","Yes","I1","Portland, United States","SS1|SS7|SS10","Multimodal","TM1","Infrastructure & Freight Operations|Scope & Surroundings|Environment & Energy|Financial","FG1|FG3|FG4|FG6","Ideal vehicles for congested and dense urban areas; Small size; Smaller carbon footprint; Lack of tailpipe emissions; Relatively easy access to congested areas with limited parking facilities","Traffic|Operational|Implementation Time|Geographical|Environmental|Energy|Costs","F2|F3|F9|F10|F12|F13|F15","Infrastructure & Freight Operations","FG1","Limited cargo capacity; Low operating speed","Traffic|Operational","B2|B3","Elasticity analysis and breakeven analysis",1,0,"Promote tricycle delivery by reducing on-street speed limits, narrowing traffic lanes, limiting motor vehicle parking, and extending bicycle facilities","Ac2|Ac3|Ac4|Ac6|Ac11","Encouragement of the use of environmentally friendly vehicles through tax credits or policies that aim to reduce greenhouse gas emissions","Ad1|Ad3|Ad4|Ad6",1,0,1,1,20,80,"3PL implement multimodal freight delivery services","Ex5","Freight Carriers/Operators","Pr1"]
[38,"Holguín-Veras, J., Jaller, M., Amaya, J., Wang, C., González-Calderón, C., Sánchez-Díaz, I., Browne, M., Wojtowicz, J., Hodge, S., Rhodes, S. S., & Haake, D. G. (2014). Public Sector Freight Interventions in Metropolitan Areas I: Governance, Supply Side, and Traffic Operations. Presented at 93rd Annual Meeting of the Transportation Research Board, 12–16 January 2014, Washington, D.C.","The first in a series of two, this paper presents the results from a comprehensive survey of the various 44 interventions that the public sector could employ to increase the net social benefits of freight activity in 45 metropolitan areas. The measures covered in this paper include: Infrastructure Management; Parking/Loading Areas Management; Vehicle-Related Strategies; and Traffic Management.","Freight Transportation Policies","Social Problems|Institutional Problems","P2|P6",2014,"Policies","IS4","Infrastructure|Traffic management|Logistical|Vehicle-based","S1|S2|S4|S5","Geometric Modifications|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Freight Demand Management|Urban Distribution Using Multiple Types of Vehicles","A1|A3|A5|A10|A20","Metropolitan area, congestion, presence of parking/loading areas.","R4|R5|R11","Yes","I1","Metropolitan areas","SS10","Roadway","TM2","Scope & Surroundings","FG3","Interventions to improve the net social benefits of freight activity","Societal","F11","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Complex freight system with multiple shippers and receivers; Lack of data and knowledge; Multiple classes of vehicle; Complex interactions between the freight activities in the urban core and the ones at the suburbs; Lack of research on urban freight; No accepted body of knowledge on how to tackle freight issues; No comprehensive catalog of the public sector interventions to address freight issues","Operational|Technological|Political|Regulatory|Organizational/Institutional|Geographical|Societal","B3|B4|B5|B6|B8|B10|B11","N/A",2,1,"Move freight as efficiently as possible; Minimize the negative impacts produced by freight traffic; Maximize the net social benefits of the activity; Designate a freight person at the key city agencies with authority to deal with freight issues; Create an industry advisory group; Consider freight quality partnerships; Foster an industry-led best practices dissemination program; Use infrastructure to enhance freight mobility; Adapt off-street parking and loading to meet needs of freight delivery; Use technology to improve environmental conditions","Ac2|Ac3|Ac6|Ac11|Ac12|Ac14|Ac15","Already implemented in the US","Ad11",2,1,2,1,75,25,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[39,"Holguín-Veras, J., Amaya, J., Jaller, M., Wang, C., Wojtowicz, J., González-Calderón, C., Sánchez-Díaz, I., Hodge, S., Browne, M., Rhodes, S. S. & Haake, D. G. (2014). Public Sector Freight Interventions in Metropolitan Areas II: Pricing, Logistics, and Demand Management. Presented at 93rd Annual Meeting of the Transportation Research Board, 12–16 January 2014, Washington, D.C.","The second in a series of two, this paper presents the results from a comprehensive survey of the various interventions that the public sector could employ to increase the net social benefits of freight activity in metropolitan areas. In this paper, the strategies concerning pricing, incentives, and taxation; logistical management; and freight demand/land use management are discussed along with an outline for identification of potential interventions that could be of use to address a given freight issue. These concerns have spurred interest in public sector strategies that could help reduce the negative effects of urban freight, and maximize the direct economic impacts as a way to maximize the net social benefits produced by the activity. Achieving this lofty goal, however, is complicated by the lack of a codified body of knowledge to guide policy makers; this is a direct result of the underfunding of freight research that has persisted for decades. The main objective of this paper is to help address this need.","Freight Transportation Policies","Social Problems|Institutional Problems","P2|P6",2014,"Policies","IS4","Incentives|Planning","S6|S7","Taxation and Fees|Integrating Freight into the Land Use Planning Process","A25|A26","Metropolitan area.","R11","Yes","I1","Metropolitan areas","SS10","Multimodal|Roadway","TM1|TM2","Infrastructure & Freight Operations|Administrative|Environment & Energy|Financial","FG1|FG2|FG4|FG6","Increasing recognition of environmental impacts; Need to reduce the negative impacts of urban freight; Emerging technologies for road pricing; ITS; Incentives for sustainable practices","Technological|Political|Organizational/Institutional|Environmental |Costs","F4|F5|F8|F12|F15","Infrastructure & Freight Operations|Financial","FG1|FG6","Lack of a codified body of knowledge to guide policy makers; Possibility of implementing road pricing; In proportion to size, traffic generated by small establishments than large ones","Operational|Technological|Funding","B3|B4|B16","N/A",2,1,"Urban consolidation centers; Public recognition; Incentives; Deployment of intelligent transportation systems; Land use policies; Adoption of alternative delivery schedules","Ac3|Ac6|Ac11|Ac15","Already tailored to US; Adapt land use policies","Ad3|Ad5",2,1,2,1,75,25,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[40,"Holloway, B., & Spahr, C. (2013). Getting the Goods Without the Bads: Freight Transportation Demand Management Strategies to Reduce Urban Impacts. (CFIRE 07-02). University of Wisconsin, Madison: National Center for Freight & Infrastructure Research & Education (CFIRE) and the State Smart Transportation Initiative.","This study focuses on the use of freight TDM strategies in urban settings and informs the National Freight Strategic Planning process required under Moving Ahead for Progress In the 21st Century (MAP-21) by addressing the following questions:\n1. What are the costs of transporting freight by highway and railroad in urban areas?\n2. How are these costs allocated to shippers, taxpayers, and society?\n3. What freight TDM activities are being implemented in the U.S. to reduce the costs to society of goods movement in urban areas?\n4. What metropolitan areas are effectively implementing freight TDM strategies?\n5. How can local governments most effectively implement freight TDM strategies? This study highlights the efforts across the country to ensure that the freight industry remains successful in the goods movement that is critical to sustaining vibrant communities.","Freight Transportation Policies","Social Problems|Institutional Problems","P2|P6",2013,"Case Study|Policies","IS1|IS4","Logistical","S4","Freight Demand Management","A10","Presence of freight activity, urban area.","R3|R11","Yes","I1","Metropolitan areas; case studies in Chicago; Philadelphia; Kansas City, MO; New York City; Orlando; Portland","SS1|SS10","Multimodal|Roadway","TM1|TM2","Infrastructure & Freight Operations|Scope & Surroundings|Environment & Energy","FG1|FG3|FG4","Freight Transportation Demand Management (TDM) strategies ","Infrastructure|Operational|Geographical|Environmental ","F1|F3|F10|F12","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Financial","FG1|FG2|FG3|FG6","Exacerbate regional congestion; Increase transportation costs; Strong community opposition ","Traffic|Political|Organizational/Institutional|Societal|Costs","B2|B5|B8|B11|B15","N/A",3,1,"Increase capacity on congested highway and roads that offer health, safety, environmental, and livability benefits as well; Reduce friction between freight and the broader community, lessening public opposition to freight transportation activities","Ac3|Ac15","Already tailored to US","Ad5",2,0,2,1,70,30,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[41,"Arvidsson, N., Woxenius, J., & Lammgård, C. (2013). Review of Road Hauliers’ Measures for Increasing Transport Efficiency and Sustainability in Urban Freight Distribution. Transport Reviews, 33(1), 107–127.","This paper analyzes a set of measures for transport efficiency improvements from the perspective of the transport operator, particularly regarding improvements suitable for urban distribution and their effects. Addresses literature within the area of transport efficiency; reviews potential transport efficiency improvements with respect to environmental impact and the number of actors involved in the decision.","Freight Transportation Policies","Environmental Problems|Logistics Operational Issues","P1|P8",2013,"Programs or Systems","IS5","Traffic management|Technological|Vehicle-based|Planning","S2|S3|S5|S7","Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Intelligent Transportation Systems (ITS)|Urban Distribution Using Multiple Types of Vehicles|Contractual Freight Partnerships","A2|A3|A5|A7|A20|A29","Urban area; environmental concerns.","R1|R11","Yes","I1","Metropolitan areas; EU; case study in Gothenburg, Sweden","SS3|SS10","Multimodal|Roadway|Rail Freight","TM1|TM2|TM3","Infrastructure & Freight Operations","FG1","Sustainable transport solutions offered by the transport operators; Time (working time, delivery windows, lead times for customers; time for efficient loading)","Operational","F3","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Industry resistance to change; Inefficient urban freight distribution; Transport efficiency decisions affected by stakeholders; Inefficient route ","Operational|Political|Organizational/Institutional|Societal","B3|B5|B8|B11","Efficiency measures",3,0,"Cooperation between the actors within and outside the supply chain; Better planning of the deliveries facilitated by more and earlier information from the customers; Packaging efficiency","Ac3|Ac13|Ac15","Give similar survey to freight transportation operators in the US to determine stakeholder perspectives","Ad6|Ad9",2,1,2,1,30,70,"Improves freight carrier efficiency","Ex3","Freight Carriers/Operators","Pr1"]
[42,"Giuliano, G., & Dablanc, L. (2013). Approaches to Managing Freight in Metropolitan Areas. In TRB Conference Proceedings 50: City Logistics Research: A Transatlantic Perspective. (Summary of the First EU-U.S. Transportation Research Symposium). Transportation Research Board of the National Academies, Washington, D.C., 2–5.","This paper identified the problems and initiatives that have been tried in the area of city logistics, analyzing them for their transferability. Also, to consider the effectiveness of the strategies attempted and to analyze them for applicability in the United States and the EU; and second, to identify opportunities for collaborative research.","Freight Transportation Policies","Environmental Problems|Logistics Operational Issues","P1|P8",2013,"Policies","IS4","Traffic management|Logistical|Vehicle-based|Incentives|Planning","S2|S4|S5|S6|S7","Designated Truck Routes/Lanes|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Preferential Zoning|Contractual Freight Partnerships","A2|A10|A11|A16|A20|A24|A29","Urban area; areas experiencing population and employment growth.","R11|R12","Yes","I1","Urban areas","SS10","Multimodal|Roadway","TM1|TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Financial","FG1|FG2|FG3|FG6","Population and employment growth; Globalization; Demand for increased variety of products; Decentralized logistics facilities; Increased online shopping; Freight “has no borders”; Inefficiencies in home and small-scale deliveries and parking spaces; Planning policies","Operational|Political|Organizational/Institutional|Geographical|Societal|Funding","F3|F5|F8|F10|F11|F16","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Constrained movement of freight; Travel times; Delivery windows; Planning policies; Institutional considerations","Operational|Regulatory|Organizational/Institutional|Implementation Time","B3|B6|B8|B9","Environmental measures and social metrics",3,0,"Adapt parking and traffic regulations to allow freight activity; Adapt local planning policies (off-street parking requirements, curb space); Adapt off-hours delivery policies; Negotiate programs between the freight industry and the public sector; Consolidation to move all deliveries to full trucks to reduce VMT; Truck fuel efficiency standards applied system-wide","Ac2|Ac3|Ac6","Easily adapted to metro areas in the US","Ad5|Ad6",3,0,2,1,70,30,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators","Pr1"]
[43,"Debauche, W. (2013). Europe: Key Challenges and Solution Strategies for Urban Freight Transport. Routes/Roads, No. 358, 26–35.","This paper presents key challenges and solution strategies for urban freight transportation in Europe.","Freight Transportation Policies/Europe","Institutional Problems|Logistics Operational Issues","P6|P8",2013,"Policies","IS4","Traffic management|Logistical|Vehicle-based|Incentives|Planning","S2|S4|S5|S6|S7","On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Low-Noise Delivery Programs/Regulations|Urban Distribution Using Multiple Types of Vehicles|Vehicle Access Control|Taxation and Fees|Developing an Urban Freight Plan","A3|A5|A18|A20|A21|A25|A27","Urban area.","R11","Yes","I1","Europe","SS3","Roadway","TM2","Administrative","FG2","Comprehensive approach","Political|Organizational/Institutional","F5|F8","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Environment & Energy|Safety","FG1|FG2|FG3|FG4|FG5","Diverse array of stakeholders with differing/diverging needs and interests; Congestion; Freight vehicles restrict capacity on city streets; Fossil fuel consumption and pollution; Noise; Lack of road safety for users and operators","Traffic|Operational|Political|Organizational/Institutional|Societal|Environmental|Energy|Safety","B2|B3|B5|B8|B11|B12|B13|B14","N/A",2,1,"Joint public-private efforts; Measures regulating access and loading/unloading; Clean vehicle technologies; Adapting urban and regional planning processes; Implementing urban logistics facilities","Ac1|Ac3|Ac6|Ac11|Ac13|Ac15","Easily implementable in the US; Adapt land use and planning policies to meet needs of freight","Ad3|Ad5",2,1,2,1,80,20,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators","Pr1"]
[44,"Giuliano, G., O’Brien, T., Dablanc, L., & Holliday, K. (2013). NCFRP Report 23: Synthesis of Freight Research in Urban Transportation Planning. Transportation Research Board of the National Academies, Washington, D.C.","This report synthesizes information about policies and practices for managing freight activity in metropolitan areas and is based on a comprehensive review of international literature. The primary focus is on last-mile/first-mile strategies, but the report also focuses on strategies affecting environmental issues and trading hubs or nodes. The research looked beyond the United States—mostly, but not exclusively, in Europe and the European BESTUFS (Best Urban Freight Solutions) program—for potentially relevant policies and practices that could be used in the United States. The report will be of interest to transportation planners and strategists, particularly those representing the larger urban areas.","Freight Transportation Policies","Environmental Problems|Logistics Operational Issues","P1|P8",2013,"Policies","IS4","Traffic management|Technological|Logistical|Vehicle-based|Incentives|Planning","S2|S3|S4|S5|S6|S7","Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Intelligent Transportation Systems (ITS)|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Urban Consolidation Center (UCC)|Urban Logistics Services|Certification Programs|Urban Distribution Using Multiple Types of Vehicles|Taxation and Fees|Integrating Freight into the Land Use Planning Process","A2|A3|A5|A7|A10|A11|A13|A15|A17|A20|A25|A26","Metropolitan area; freight activity; trade hub.","R3|R11|R12","Yes","I1","Metropolitan areas in the US and EU","SS1|SS3|SS10","Multimodal|Roadway|Rail Freight|Deepwater ports & inland waterways","TM1|TM2|TM3|TM4","Infrastructure & Freight Operations|Administrative","FG1|FG2","Truck parking; Decentralization; Consolidation","Infrastructure|Operational|Political|Organizational/Institutional","F1|F3|F5|F8","Administrative|Financial","FG2|FG6","Fragmentation of regulatory authority across different levels of government; Differences in governance structures across modes; Absence of any federal entity that has full jurisdiction across modes; Potential of local governments to participate in major public agency functions; Growing disparity in federal surface transportation funding supply and demand; Lack of a national freight policy or program; Devolution of authority in surface transportation to lower levels of government; ","Regulatory|Organizational/Institutional|Funding","B6|B8|B16","Environmental measures",3,1,"Local deliveries to and pick-ups from urban businesses or residences (labeling or certification schemes, traffic and parking regulations, land use planning and zoning, city logistics and coordination schemes, off hour deliveries, ITS); Regulation or by offering incentives for use of vehicles that pollute less (fuel efficiency and emissions standards, alternative fuels and vehicles, low emission zones, alternative modes, environmental justice); Trade nodes (i.e., cities that are hubs for national and international trade) that focus on locations where there are the largest flows to and from ports, airports, or intermodal facilities","Ac1|Ac2|Ac3|Ac6|Ac9|Ac13","Applicable in the US; Adapt planning policies and regulations to better incorporate freight and land use connections.","Ad3",2,1,2,1,80,20,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators","Pr1"]
[45,"Lenz, B., & Riehle, E. (2013). Bikes for Urban Freight? Experience in Europe. Transportation Research Record: Journal of the Transportation Research Board, No. 2379, 39–45.","Demonstrated the widespread use of cycle freight, though restricted to larger cities, which have the density necessary to create demand.","Cargo cycles","Environmental Problems|Logistics Operational Issues","P1|P8",2013,"Effective Approaches","IS2","Logistical","S4","Multimodal/Intermodal Urban Distribution","A11","Use of the cargo cycles, equipped with a loading area and are capable of a higher payload than a standard bicycle.","R3|R4|R5|R10","Yes","I1","Europe","SS3|SS4","Multimodal","TM1","Infrastructure & Freight Operations|Administrative|Environment & Energy|Financial","FG1|FG2|FG4|FG6","Purchase cost; Running cost; Parking costs; Congestion charges; Speed in congestion charge area; Driver training; Low environmental impact","Operational|Labor|Environmental|Costs","F3|F7|F12|F15","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Safety","FG1|FG2|FG3|FG5","Security; Limited range and payload; Driver fatigue; Poor perception of cycle freight (lack of perception of cargo cycles as a suitable mode of transport); Resistant attitude on the part of customers (consequent lack of acceptance by potential customers)","Traffic|Operational|Political|Organizational/Institutional|Implementation Time|Societal|Safety","B2|B3|B5|B8|B9|B11|B14","N/A",1,0,"Availability of city center storage","Ac3|Ac4|Ac13","Provision of space for depots on the edge of the city center; Appreciable pricing of city center streets and parking lots, which increases the cost of driving in the city center for motorized traffic","Ad1|Ad2|Ad3|Ad6",1,0,1,0,60,40,"Private companies improve coordination with public agencies|3PL implement multimodal freight delivery services","Ex4|Ex5","Freight Carriers/Operators|Receviers/Retailers","Pr1|Pr2"]
[46,"Domínguez, A., Holguín-Veras, J., Ibeas, Á., & dell’Olio, L. (2012). Receivers’ Response to New Urban Freight Policies. Procedia—Social and Behavioral Sciences, 54, 886–896.","This paper shows the main results of a project carried out in two Spanish cities, a big-sized city (Barcelona) and a medium-sized one (Santander), about the receiver’s will to adopt new delivery policies. In particular, an off-peak deliveries (OPD) policy and an urban distribution centers (UDC) policy have been analyzed. Subsequently, these results will be compared with those obtained in NYC for OPD. Through a stated preference survey, the researchers investigated how each variable of these policies influence the receiver’s decision. As a result, researchers developed a different freight policy choice model for each city; Analyzed the differences in the behavior of the receivers in response to new urban goods distribution policies, using a model to predict the change in receivers’ attitude. These changes do not only depend on the characteristics of each policy but also on the type of business being affected.","Freight Transportation Policies","Institutional Problems|Stakeholder Involved Challenges","P6|P7",2013,"Case Study|Policies","IS1|IS4","Logistical","S4","Freight Demand Management|Urban Consolidation Center (UCC)","A10|A13","Metropolitan area; commercial sectors.","R11|R12","Yes","I1","Spain","SS3","Roadway","TM2","Financial","FG6","Incentives","Funding","F16","Administrative|Scope & Surroundings","FG2|FG3","Receivers unwilling to change the way they receive their goods especially if there is added costs","Political|Organizational/Institutional|Societal","B5|B8|B11","N/A",2,1,"Achieve a behavioral change in UFD; Use collaborative transportation systems; Reduce heavy truck traffic at rush hours","Ac3|Ac6|Ac15","Already in urban areas; Applicable to some cities in the US","Ad5",2,1,2,1,55,45,"Policy making/implementing is handled by public agents|Private companies to set up programs to help with freight fluidity","Ex1|Ex6","Customers/Community Groups","Pr3"]
[47,"Cherrett, T., Allen, J., McLeod, F., Maynard, S., Hickford, A., & Browne, M. (2012). Understanding Urban Freight Activity—Key Issues for Freight Planning. Journal of Transport Geography, 24, 22–32.","Using information gathered from some 30 UK surveys undertaken over the last 15 years, this paper provides planners with an understanding of road-based urban retail freight transport activity.","Freight Transportation Policies","Technical Problems|Logistics Operational Issues","P5|P8",2013,"Policies","IS4","Logistical","S4","Freight Demand Management|Alternate Pickup/Delivery Locations","A10|A16","Urban area; freight activity; retail businesses.","R3|R11|R12","Yes","I1","UK","SS3","Roadway","TM2","Administrative","FG2","Coordination","Political|Organizational/Institutional","F5|F8","Administrative","FG2","Regulatory measures; Land use planning measures ","Regulatory","B6","N/A",2,0,"Methods such as Delivery and Servicing Plans and using out-of-town freight consolidation centers to bring in goods over the last mile in shared vehicles; Loading bay monitoring and control, and preferred truck routes; Centrally coordinating elements of service provision (e.g., for cleaning, equipment maintenance, recycle collection), or providing improved, more flexible parking provision for service vehicles; Pay-as-you-leave car park charging systems to encourage short-stay service vehicles to park off-street; Encourage the use of electric and hybrid vehicles; Encourage heavy good routes away from sensitive locations","Ac2|Ac3|Ac11","Give same type of survey to retailers and freight operators in the US","Ad5",1,1,1,1,60,40,"Policy making/implementing is handled by public agents|Policy makers use customer input as the key role to mold freight policies","Ex1|Ex2","Freight Carriers/Operators","Pr1"]
[48,"Allen, J., Browne, M., Woodburn, A., & Leonardi, J. (2012). The Role of Urban Consolidation Centres in Sustainable Freight Transport. Transport Reviews, 32(4), 473–490.","Reviewed the study and use of urban consolidation centers (UCCs).","Urban Freight Consolidation Centers (UCCs)","Technical Problems|Logistics Operational Issues","P5|P8",2012,"Strategic Solutions","IS3","Logistical","S4","Urban Consolidation Center (UCC)","A13","Have logistics facilities that are situated in relatively close proximity to the geographic area that they serve be that a specific site (e.g., shopping center or airport), city center, or an entire urban area.","R3|R4|R5|R10|R11|R12|R13|R17|R19","Yes","I1","International","SS4|SS9","Roadway","TM2","Infrastructure & Freight Operations|Scope & Surroundings|Environment & Energy","FG1|FG3|FG4","Improve supply chain performance; Reduce traffic, environmental, and social impacts of freight transport activity","Traffic|Operational|Societal|Environmental ","F2|F3|F11|F12","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Organizational complexity; Financial viability; Operational practices issues","Operational|Organizational/Institutional|Funding","B3|B8|B16","N/A",2,0,"Adopt freight transport policy measures (ranging from minor incentives to major restrictions)","Ac6|Ac11","Need for public subsidy","Ad3|Ad4|Ad6",2,0,2,1,60,40,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators","Pr1"]
[49,"Brüning, M., & Schönewolf, W. (2012). Manually Guidable Freight Transport System for Urban Shipment and Delivery. Procedia—Social and Behavioral Sciences, 48, 2444–2453.","Proposed an optimized vehicle concept.","\"MicroCarrier\" Vehicle System","Technical Problems|Logistics Operational Issues","P5|P8",2012,"Effective Approaches","IS2","Technological","S3","Intelligent Transportation Systems (ITS)","A7","Use of the electrically driven uniaxial transport unit.","R17|R18","No","I2","Urban cities","SS4|SS9|SS10","Multimodal","TM1","Infrastructure & Freight Operations|Scope & Surroundings|Financial","FG1|FG3|FG6","Traffic; Commercial economy; Safety","Traffic|Geographical|Costs","F2|F10|F15","Administrative","FG2","Future field tests to function as proof of concept from the user point of view","Political|Organizational/Institutional","B5|B8","N/A",0,1,"Provide next application and evaluation planned in connection with new delivery methods","Ac3|Ac4|Ac13|Ac14","Research on an intelligent antitheft-system; Investigation to obtain legal requirements for driving on sidewalks and in pedestrian zones without temporal regulations","Ad3|Ad6|Ad8",1,1,1,1,30,70,"3PL implement multimodal freight delivery services","Ex5","Freight Carriers/Operators","Pr1"]
[50,"Caruso, A. (2012). Advancing the Goods Movement Agenda: The Development and Progress of the “Greater Toronto and Hamilton Area’s Urban Freight Study.” Prepared for the 2012 Conference of the Transportation Association of Canada, Fredericton, New Brunswick.","The study identifies opportunities to enhance the GTHA’s competitiveness by improving freight efficiency and capacity, in the context of the goals and objectives of The Big Move – the Regional Transportation Plan for the GTHA. The study complements the ongoing Continental Gateway and Trade Corridor initiative of the Federal, Ontario, and Québec governments, which deals with the GTHA as part of a broader freight system.","GTHA Urban Freight Study/Greater Toronto & Hamilton Area","Institutional Problems|Stakeholder Involved Challenges","P6|P7",2012,"Case Study|Policies","IS1|IS4","Planning","S7","Developing an Urban Freight Plan|Contractual Freight Partnerships","A27|A29","Freight, urban area, GTHA.","R3|R11","Yes","I1","Toronto, Canada","SS1","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Environment & Energy","FG1|FG2|FG3|FG4","Stakeholder involvement, coordination, and willingness to provide sustainable transportation; Need for a comprehensive strategy for goods movement ","Operational|Political|Organizational/Institutional|Societal|Environmental ","F3|F5|F8|F11|F12","Administrative|Scope & Surroundings","FG2|FG3","Lack of communication; Lack of expertise/knowledge; Lack of stakeholder involvement/support","Political|Regulatory|Organizational/Institutional|Societal","B5|B6|B8|B11","N/A",2,1,"Identify the need to explore freight issues and incorporate them into planning and infrastructure investment in the region","Ac6|Ac11","Methodology easily be applied to the US","Ad5",2,1,2,1,70,30,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[51,"Alkaabi, K. A., & Debbage, K. G. (2011). The Geography of Air Freight: Connections to U.S. Metropolitan Economies. Journal of Transport Geography, 19(6), 1517–1529.","Elevated the understanding of air freight by determining which specific variables most influence and shape the geographic distribution of air freight by metropolitan area. ","Air Freight","Logistics Operational Issues","P8",2011,"Strategic Solutions","IS3","Logistical","S4","Multimodal/Intermodal Urban Distribution","A11","Use of the rapid, high value – low weight shipments carrier.","R3|R4|R5|R10","Yes","I1","United States","SS1|SS4","Air Freight","TM5","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Transportation-shipping-logistics employment market share (%); Per capita personal income ($1000); Medical diagnostic establishment (#); Average high-tech employee wage ($1000)","Infrastructure|Operational|Labor|Costs","F1|F3|F7|F15","Infrastructure & Freight Operations","FG1","Traffic shadow effect","Operational","B3","N/A",3,1,"Intense geographic concentration (rapid growth of the express parcels industry) and regional specialization","Ac9","Crucial role that nodal connectivity and spatial hierarchies play in shaping air freight demand","Ad2",3,1,3,1,10,90,"3PL implement multimodal freight delivery services","Ex5","Freight Carriers/Operators","Pr1"]
[52,"Dablanc, L., Diziain, D., & Levifve, H. (2011). Urban Freight Consultations in the Paris Region. European Transport Research Review, 3(1), 47–57.","This article describes recent freight consultations in the Paris region (called the Ile de France) and assesses their usefulness to the urban freight policy. Freight and logistics activities have been acknowledged as major contributors to the region’s economic well being that nonetheless have negative environmental effects such as noise, air pollution, and CO2 emissions. To manage freight transport in a more sustainable manner, the City of Paris and, more recently, the Ile-de-France Region, have engaged in consultations with freight transport firms, carriers’ organizations, and shippers’ associations.","Freight Transportation Policies/Paris","Institutional Problems|Stakeholder Involved Challenges","P6|P7",2011,"Case Study|Policies","IS1|IS4","Logistical","S4","Urban Consolidation Center (UCC)","A13","Urban area, freight activity.","R3|R11","Yes","I1","Paris, France","SS3","Roadway","TM2","Administrative|Scope & Surroundings","FG2|FG3","Public participation; Participation from private industry","Political|Organizational/Institutional|Societal","F5|F8|F11","Administrative|Scope & Surroundings","FG2|FG3","Differences in the levels of participation (stakeholder, local, regional)","Political|Organizational/Institutional|Societal","B5|B8|B11","Freight Consultations",2,0,"Freight participatory initiatives as places where actual municipal and regional policies could be formed; Protection of land parcels for logistics activities or the promotion of cleaner vehicles through environmental standards; Dedicated public participation process needed and conducted at metropolitan and regional levels","Ac1|Ac6|Ac11|Ac13|Ac15","Methods easily transferrable to the US","Ad5",1,1,2,1,60,40,"Private companies improve coordination with public agencies","Ex4","Customers/Community Groups","Pr3"]
[53,"Russo, F., & Comi, A. (2010). Measures for Sustainable Freight Transportation at Urban Scale: Expected Goals and Tested Results in Europe. Journal of Urban Planning and Development, 137(2), 142–152.","Starting from an analysis of existing studies relative to freight policies implemented at the urban scale in Europe, this paper proposes a general classification of measures adopted at the urban scale and an analysis of expected goals and tested results. Each described measure is analyzed by considering the temporal reference scale (strategic, tactical, and operative) of the actors and decision makers involved. Each measure pursues and is linked to one or more expected goal, and the empirical results obtained in the European cities and demonstrated by specific indicators representing the goal are presented.","Freight Transportation Policies/Europe","Institutional Problems|Logistics Operational Issues","P6|P8",2010,"Policies","IS4","Infrastructure|Logistical|Planning","S1|S4|S7","Geometric Modifications|Freight Demand Management|Contractual Freight Partnerships","A1|A10|A29","Urban area.","R11","Yes","I1","Europe","SS3","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Infrastructure; Degree of acceptability among stakeholders","Infrastructure|Political|Organizational/Institutional|Societal","F1|F5|F8|F11","Administrative|Scope & Surroundings","FG2|FG3","Governance; Degree of acceptability among stakeholders","Political|Organizational/Institutional|Societal","B5|B8|B11","Environmental measures",3,0,"Use of alternative modes of transportation (inland waterways and railways); A central computer network to cluster freight and avoid empty rides; Widening delivery-time windows","Ac3|Ac6|Ac14","Methods easily transferrable to the US","Ad5",1,1,1,1,65,35,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[54,"Panero, M. A., Shin, H. S., & Lopez, D. P. (2011). Urban Distribution Centers—A Means to Reducing Freight Vehicle Miles Traveled (No. C-08-23). New York State Energy Research and Development Authority, Albany, New York.","Examined the model of freight consolidation platforms, and urban distribution centers (UDCs) in particular.","Urban Distribution Centers (UDCs)","Environmental Problems|Logistics Operational Issues","P1|P8",2011,"Strategic Solutions","IS3","Logistical","S4","Urban Consolidation Center (UCC)","A13","Have a location near a city center where goods from outside the city center are received, consolidated, and subsequently delivered by smaller vehicles or by foot on designated routes in the city center.","R3|R4|R5|R10|R11|R12|R13|R17|R19","No","I2","International","SS4|SS9","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Institutional Characteristics: Leadership, Financial Support from Public Institutions, and Operational Agreements; Regulatory Conditions: Obligation; Services, Market Coverage and Location: Services, Targeted market areas, and Location; Transportation Vehicles and Metrics: Metrics","Infrastructure|Operational|Political|Regulatory|Organizational/Institutional|Geographical","F1|F3|F5|F6|F8|F10","Administrative|Financial","FG2|FG6","Pre-consolidation factor; Additional costs; Extra product handling; Poorer service standards; Lack of willingness to co-operate","Political|Regulatory|Organizational/Institutional|Costs","B5|B6|B8|B15","N/A",0,1,"Physical layout; Public sector involvement; National freight policies; Government interventions; Public’s acceptability of regulations to rationalize the use of public space; Enforcement; Structure and idiosyncrasy of the logistics industry","Ac3|Ac4|Ac6|Ac11|Ac12|Ac13|Ac14|Ac15","Initiatives by the private sector that operate with limited government support.","Ad3|Ad6",2,0,2,1,35,65,"3PL implement multimodal freight delivery services","Ex5","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[55,"Figliozzi, M. A. (2011). Freight Distribution Problems in Congested Urban Areas: Fast and Effective Solution Procedures to Time-Dependent Vehicle Routing Problems. (OTREC-RR-11-05). Oregon Transportation Research and Education Consortium, Portland.","The major aim of this proposal was to develop and evaluate new methods for vehicle routing in congested urban areas. The emphasis were placed on improving the running time of the existing methods. This research presents a new approach, an iterative route construction and improvement algorithm (IRCI), for the time-dependent vehicle routing problem (TDVRP) with hard or soft time windows. Improvements are obtained at a route level; hence the proposed approach does not rely on any type of local improvement procedure.","Freight Transportation Policies","Environmental Problems|Technical Problems","P1|P5",2011,"Policies","IS4","Technological","S3","Intelligent Transportation Systems (ITS)","A7","Urban area, congestion, freight movement, access to technology.","R3|R4|R11|R12|R18","No","I2","Urban areas","SS10","Roadway","TM2","Infrastructure & Freight Operations","FG1","Intuitive, easy to code model that accommodate general cost and penalty functions","Technological","F4","Infrastructure & Freight Operations|Financial","FG1|FG6","Lack of fast routing methods/real time travel time information; Cost; Lack of knowledge or expertise in modeling","Technological|Costs","B4|B15","Integrate Information and Communication Technology",0,0,"Advent of inexpensive and ubiquitous Information and Communication Technologies (ICT)","Ac3|Ac14","Model can easily be adapted to US cities and metro areas.","Ad5|Ad8",2,1,2,1,40,60,"Private companies improve coordination with public agencies","Ex4","Freight Carriers/Operators","Pr1"]
[56,"Tretvik, T., & Engen, T. (2011). Evaluations of Time Savings for Freight Transport in Urban Areas. Presented at European Transport Conference 2011, 10–12 October, Glasgow, Scotland.","This paper is based on a project that investigated improved running time for commercial traffic by signal control priority and access to reserved lanes. The main focus is on the results of a questionnaire survey, which indicated a low willingness to pay for (small) time savings.","PRINT Project (PRIority for urbaN commercial Traffic) ","Logistics Operational Issues","P8",2011,"Case Study","IS1","Technological","S3","Intelligent Transportation Systems (ITS)","A7","Urban area, freight movement, signal control priority, congestion.","R2|R3|R4|R11","Yes","I1","Oslo, Norway","SS3","Roadway","TM2","Infrastructure & Freight Operations|Scope & Surroundings","FG1|FG3","Available capacity; Local conditions; Poor mobility","Infrastructure|Traffic|Operational|Geographical","F1|F2|F3|F10","Scope & Surroundings|Financial","FG3|FG6","Low willingness to pay for small time savings; Local conditions","Implementation Time|Geographical|Costs|Funding","B9|B10|B15|B16","Valuation of Delay Time, Arrival Time Spread, and Schedule Delay",1,0,"Determine how commercial traffic would utilize reduced travel time","Ac3","Use the same survey in the US","Ad5",2,1,2,1,45,55,"Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity","Ex4|Ex6","Customers/Community Groups","Pr3"]
[57,"Dablanc, L. (2010). Freight Transport, a Key Element of the Urban Economy Guidelines for Practitioners. Presented at the 89th Annual Meeting of the Transportation Research Board, Washington, D.C.","This article aims to provide guidelines to urban freight transport practitioners in cities around the world, including those in developing countries. We present data on freight transport and its impact on local communities, based on which we make recommendations for cities seeking a more efficient and environmentally friendly freight system. The principle underlying all these recommendations is that freight transport must serve the local economy.","Freight Transportation Policies","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P2|P3|P4|P5|P6|P7|P8",2010,"Policies","IS4","Logistical|Vehicle-based|Planning","S4|S5|S7","Multimodal/Intermodal Urban Distribution|Urban Logistics Services|Urban Distribution Using Multiple Types of Vehicles|Vehicle Access Control|Developing an Urban Freight Plan|Contractual Freight Partnerships","A11|A15|A20|A21|A27|A29","Urban areas, economic activity.","R11|R12","Yes","I1","Urban areas","SS10","Multimodal|Roadway","TM1|TM2","Administrative|Scope & Surroundings|Financial","FG2|FG3|FG6","Low costs methods; Good communication; Promoting local initiatives; Regulatory issues","Political|Regulatory|Organizational/Institutional|Societal|Costs","F5|F6|F8|F11|F15","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Lack of knowledge and expertise; Lack of data; Different economic sectors within one city; Weak policy leverage; Logistics sprawl (moving logistics outside of metro areas); Regulatory issues/land use planning policies","Operational|Technological|Regulatory|Geographical","B3|B4|B6|B10","Environmental measures",3,1,"Provide well-designed on-street and off-street delivery areas to make urban deliveries easier and faster; Integrate logistics activities into land use and planning policies; Collect data at regular intervals; Urban consolidation measures","Ac2|Ac3|Ac6|Ac9|Ac14","Easily adaptable to cities in the US","Ad5",1,0,2,0,70,30,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[58,"Bomar, M. A., Becker, E. P., & Stollof, E. R. (2009). Urban Freight Case Studies: Washington, D.C. (No. FHWA-HOP-10-018). Office of Freight Management and Operations, FHWA, U.S. DOT.","The Federal Highway Administration (FHWA), Office of Freight Management and Operations, developed the Urban Freight Cases Studies as a way to document notable practices in urban goods movement. These case studies provide information on freight related initiatives that mitigate congestion and improve the safety and efficiency of commercial vehicle travel in urban areas. Washington, D.C., is one of four urban areas selected for study.","Urban Freight Case Studies","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P2|P3|P4|P5|P6|P7|P8",2009,"Case Study|Policies","IS1|IS4","Infrastructure|Traffic management|Planning","S1|S2|S7","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Freight Advisory Committee (FAC)|Contractual Freight Partnerships","A1|A2|A3|A5|A28|A29","Urban area, congestion, freight movement.","R2|R3|R4|R11","Yes","I1","Washington, D.C.","SS1","Roadway","TM2","Infrastructure & Freight Operations","FG1","Reduce congestion","Traffic","F2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Formal designation of truck routes; Regulatory factors","Operational|Regulatory","B3|B6","N/A",3,0,"Stakeholder workshops/citizen advisory committees; Public education and outreach; Truck marshalling; Reallocation of existing curb-space through regulatory signage; Increase commercial vehicle loading space by lengthening loading zones from 40 feet to 100 feet wherever possible; Introduction of new parking technology; Establishment of metered loading zones; Enhanced parking enforcement","Ac2|Ac3|Ac6|Ac11","Already implemented in the US","Ad11",2,1,2,1,80,20,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[59,"Bomar, M. A., Becker, E. P., & Stollof, E. R. (2009). Urban Freight Case Studies: Los Angeles. (No. FHWA-HOP-10-020). Office of Freight Management and Operations, FHWA, U.S. DOT.","The Federal Highway Administration (FHWA), Office of Freight Management and Operations, developed the Urban Freight Cases Studies as a way to document notable practices in urban goods movement. These case studies provide information on freight related initiatives that mitigate congestion and improve the safety and efficiency of commercial vehicle travel in urban areas. Los Angeles is one of four urban areas selected for study.","Urban Freight Case Studies","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P2|P3|P4|P5|P6|P7|P8",2009,"Case Study|Policies","IS1|IS4","Traffic management|Logistical|Vehicle-based|Planning","S2|S4|S5|S7","Designated Truck Routes/Lanes|Freight Demand Management|Vehicle Access Control|Developing an Urban Freight Plan","A2|A10|A21|A27","Urban area, congestion, freight movement.","R2|R3|R4|R11","Yes","I1","Los Angeles, California","SS1","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Improving traffic flow by monitoring designated corridors; Enforcing parking regulations; Availability of data; Availability of technology","Traffic|Technological|Regulatory","F2|F4|F6","Infrastructure & Freight Operations|Financial","FG1|FG6","Availability of data; Cost; Availability of technology","Technological|Costs|Funding","B4|B15|B16","N/A",3,0,"Identify recurring issues and deficiencies related to goods movement; Identify truck routes, truck circulation and access problems, hazardous locations, and corrective measures; Get input from the trucking industry and other freight-related businesses, associations, the police department, agencies focused on safety, and the community; Share information with stakeholders; Shift the focus of planning from minimizing the negative effects of truck traffic to improving transportation operations; Proactively identify and correct transportation deficiencies","Ac2|Ac3|Ac5|Ac11|Ac12|Ac15","Easily adopted and implemented by any size jurisdiction; Slight modifications if applied to a smaller community","Ad5|Ad6",1,1,2,1,85,15,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[60,"Bomar, M. A., Becker, E. P., & Stollof, E. R. (2009). Urban Freight Case Studies: Orlando. (No. FHWA-HOP-10-021). Office of Freight Management and Operations, FHWA, U.S. DOT.","The Federal Highway Administration (FHWA), Office of Freight Management and Operations, developed the Urban Freight Cases Studies as a way to document notable practices in urban goods movement. These case studies provide information on freight related initiatives that mitigate congestion and improve the safety and efficiency of commercial vehicle travel in urban areas. Orlando is one of four urban areas selected for\nstudy.","Urban Freight Case Studies","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P2|P3|P4|P5|P6|P7|P8",2009,"Case Study|Policies","IS1|IS4","Traffic management|Logistical|Vehicle-based","S2|S4|S5","Designated Truck Routes/Lanes|Urban Freight Villages|Urban Distribution Using Multiple Types of Vehicles","A2|A14|A20","Urban area, congestion, freight movement.","R2|R3|R4|R11","Yes","I1","Orlando, Florida","SS1","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Congestion; Aging infrastructure; Tourism industry; Land use patterns; Zoning regulations","Infrastructure|Traffic|Political|Regulatory|Organizational/Institutional|Geographical","F1|F2|F5|F6|F8|F10","Administrative|Scope & Surroundings","FG2|FG3","Dependency on tourism industry; Land use patterns","Regulatory|Geographical","B6|B10","N/A",3,0,"Work collaboratively with other local, regional, and state stakeholders; Create freight villages to regulate development in a defined area to provide sufficient infrastructure to facilitate the efficient movement of goods; Truck route designation system; Require that trucks be accounted for separately in the DRI review process","Ac4|Ac5|Ac6|Ac11|Ac12|Ac14|Ac15","Already implemented in the US","Ad11",1,1,2,1,70,30,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[61,"Bomar, M. A., Becker, E. P., & Stollof, E. R. (2009). Urban Freight Case Studies: New York. (No. FHWA-HOP-10-019). Office of Freight Management and Operations, FHWA, U.S. DOT.","The Federal Highway Administration (FHWA), Office of Freight Management and Operations, developed the Urban Freight Cases Studies as a way to document notable practices in urban goods movement. These case studies provide information on freight related initiatives that mitigate congestion and improve the safety and efficiency of commercial vehicle travel in urban areas. New York is one of four urban areas selected for\nstudy.","Urban Freight Case Studies","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P2|P3|P4|P5|P6|P7|P8",2009,"Case Study|Policies","IS1|IS4","Traffic management|Technological|Logistical|Planning","S2|S3|S4|S7","On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Vehicle Parking Reservation Systems|Urban Logistics Services|Developing an Urban Freight Plan|Contractual Freight Partnerships","A3|A5|A9|A15|A27|A29","Urban area, congestion, freight movement.","R2|R3|R4|R11","Yes","I1","New York, NY","SS1","Roadway","TM2","Infrastructure & Freight Operations","FG1","Congestion; Need for improvement to existing truck network; Competition for road capacity and curb space; Abundance of double parked commercial vehicles","Infrastructure|Traffic|Operational","F1|F2|F3","Administrative|Financial","FG2|FG6","Regulatory issues; Cost; Reduction in city revenues from parking fines","Regulatory|Costs|Funding","B6|B15|B16","N/A",3,0,"Curbside management program and appropriate pricing structure, truck route designation and management; Improvements and adjustments to the management and operations of the transportation network on a continuous basis, designate specific streets for through traffic; Implement time of day restrictions on parking spaces and enforce; Stakeholder buy-in; Multijurisdictional coordination; Signage","Ac3|Ac6|Ac7|Ac8|Ac9|Ac11|Ac12|Ac15","Already implemented in the US","Ad11",2,0,2,1,80,20,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[62,"Hallock, S., & Wilson, D. (2009). Urban Freight Transport: The Short Sea Shipping Alternative for Melbourne. Presented at the 32nd Australasian Transport Research Forum (ATRF), The Growth Engine: Interconnecting Transport Performance, the Economy and the Environment, 29 September –1 October 2009, Auckland, New Zealand.","Proposed Short Sea Shipping (SSS) as an alternative to road and rail transport in Victoria in the future.","Short Sea Shipping (SSS)","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues","P1|P2|P3|P8",2009,"Case Study|Strategic Solutions","IS1|IS3","Logistical","S4","Multimodal/Intermodal Urban Distribution","A11","Use of the possible barge or feeder ship around a bay, coastline, or river system.","R3|R4|R5|R10","No","I2","Melbourne, Geelong and Westernport (Hastings) in Victoria, Australia","SS7|SS10|SS14","Deepwater ports & inland waterways","TM4","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Price; Transit time; Image and state intervention policy/funding","Operational|Regulatory|Funding","F3|F6|F16","Financial","FG6","True cost of road and rail considered","Costs","B15","N/A",0,0,"Cost-effective; Mitigation potential of externalities; Urban congestion","Ac1|Ac2|Ac8","Discussion of operational, policy and marketing strategy issues","Ad1|Ad3|Ad6",2,0,2,0,60,40,"Private companies improve coordination with public agencies","Ex4","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[63,"Roorda, M., Meyburg, A. H., & Browne, M. (2009). Surveys on Urban Freight Transport: Synthesis of a Workshop. In Transport Survey Methods: Keeping Up with a Changing World (P. Bonnel, M. Lee-Gosselin, J. Zmud, and J-L. Madre, eds.). Emerald Group Publishing Limited, Bingley, United Kingdom, 289–294.","Defined the state of the art in urban freight surveys.","Urban Freight Surveys","Environmental Problems|Stakeholder Involved Challenges","P1|P7",2009,"Programs or Systems","IS5","Planning","S7","Contractual Freight Partnerships","A29","Use of the Urban Freight Survey approach.","R15|R19","Yes","I1","International","SS4|SS9","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Develop a glossary of definitions to enhance communication, comparison, data sharing and data integration; Expand the use of technology for data collection ","Technological|Political|Organizational/Institutional","F4|F5|F8","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Limitations on data collection imposed by burden, knowledge, and budgets; Multiplicity of definitions and classification systems between nations and between data sources within nations; Expensive primary data collection; Difficulty to justify when large commercial datasets already exist; Integral relationship between data collection and modelling","Technological|Political|Labor|Organizational/Institutional|Costs","B4|B5|B7|B8|B15","N/A",2,1,"Capture links between global supply chains and urban goods movement; Understand substitution between consumer and business goods movement; Research appropriate sampling structures; Direct data collection toward the implications of public policy decisions; Adopt new/Alternative techniques for data collection","Ac12|Ac13|Ac14|Ac15","Encouragement of international comparisons; Funding for international comparisons","Ad1|Ad4|Ad7|Ad8",2,1,2,1,65,35,"Policy makers use customer input as the key role to mold freight policies","Ex2","Customers/Community Groups","Pr3"]
[64,"Moreno, A. M., Garcia, L. A., & Calatayud, A. S. (2009). Smartfreight—Smart Freight Transport in Urban Areas. Presented at 16th ITS World Congress and Exhibition on Intelligent Transport Systems and Services, 21–25 September 2009, Stockholm, Sweden.","Smartfreight is a research project co-funded by the European Commission under the Seventh Framework Programme for R&D.  Its main objective is to benefit the society by making urban freight transport more efficient and safe through the smarter use of the distribution networks and through better delivery systems. The main idea is to specify, implement, and evaluate Information and Communication Technology (ICT) solutions that integrate urban traffic management systems with the management of freight and logistics in urban areas. This project suggests in addition some measures to benefit the traffic management of the freight vehicles.","SMARTFREIGHT Project","Technical Problems|Logistics Operational Issues","P5|P8",2009,"Case Study","IS1","Technological","S3","Intelligent Transportation Systems (ITS)","A7","Urban area, technology, traffic management systems, freight management.","R3|R4|R10|R11|R18","No","I2","Europe","SS3","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","Congestion; Scarcity of loading/unloading areas; Environmental impacts","Traffic|Operational|Environmental ","F2|F3|F12","Administrative|Financial","FG2|FG6","Lack of coordination; Lack of political support; Regulatory framework; Lack of communication; Cost","Regulatory|Organizational/Institutional|Costs","B6|B8|B15","N/A",0,1,"Using common freight transportation chains in urban areas","Ac3|Ac13","Apply information and communication technologies to the US","Ad6|Ad8",2,1,2,1,30,70,"3PL implement multimodal freight delivery services|Private companies to set up programs to help with freight fluidity","Ex5|Ex6","Customers/Community Groups","Pr3"]
[65,"Natvig, M. K. (2009). SMARTFREIGHT—A Generic Approach to ITS for Smart Urban Freight Distribution. Presented at 16th ITS World Congress and Exhibition on Intelligent Transport Systems and Services, 21–25 September 2009, Stockholm, Sweden.","This paper provides an overview of the conceptual and logical parts of the current work on a framework architecture in the SMARTFREIGHT project. SMARTFREIGHT aims to make urban freight transport more efficient, environmentally friendly, and safe by targeting challenges related to traffic management, freight distribution management, and the coordination between the two.","SMARTFREIGHT Project","Technical Problems|Logistics Operational Issues","P5|P8",2009,"Case Study","IS1","Technological","S3","Intelligent Transportation Systems (ITS)","A7","Technology, SMARTFREIGHT, urban area, congestion, freight vehicles.","R3|R4|R11|R18","No","I2","Europe","SS3","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","Additional communication; Efficiency; Reduce environmental impacts","Traffic|Operational|Environmental ","F2|F3|F12","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Lack of knowledge/expertise; Cost of technology","Technological|Organizational/Institutional|Costs","B4|B8|B15","N/A",0,1,"Use of green vehicles; Adoption of technology","Ac1|Ac14","Calibrate model framework with US polices/standards with respect to traffic management strategies","Ad1|Ad3|Ad8",3,1,2,1,20,80,"3PL implement multimodal freight delivery services","Ex5","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[66,"Marcucci, E., & Danielis, R. (2008). The Potential Demand for a Urban Freight Consolidation Centre. Transportation, 35(2), 269–284.","Reported the results of a stated-preference study aimed at investigating how transport decisions are made by receivers or by transport operators about the potential use of an urban freight consolidation center.","Urban Freight Consolidation Centers (UFCCs)","Stakeholder Involved Challenges|Logistics Operational Issues","P7|P8",2008,"Strategic Solutions","IS3","Logistical","S4","Urban Consolidation Center (UCC)","A13","Have a physical infrastructure dedicated to the consolidation and rationalization of good transport flows.","R3|R4|R5|R10|R11|R12|R13|R17|R19","Yes","I1","Fano, Italy","SS3|SS7|SS10","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Financial","FG1|FG2|FG3|FG6","Introduction of stringent traffic regulations; Improved time efficiency; Services provided at zero cost via full public subsidy; Joint implementation of various policies","Operational|Regulatory|Implementation Time|Costs|Funding","F3|F6|F9|F15|F16","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Financial","FG1|FG2|FG3|FG6","Need for high frequency and punctuality; Need for higher logistics quality","Operational|Regulatory|Implementation Time|Costs|Funding","B3|B6|B9|B15|B16","N/A",2,1,"High overall turnover; Greater company size; Effect of warehouse availability; Presence of own vehicles","Ac3|Ac4|Ac10|Ac13","Increase the number of observations within the city and to compare these findings across cities of similar or different size","Ad1|Ad5|Ad7|Ad8",2,0,2,1,70,30,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[67,"Varma, A., Chatterjee, A., Fischer, A., & Swenson, J. (2008). Curbside Freight Delivery in Downtowns of Small- and Medium-Sized Urban Areas. Presented at 11th National Conference on Transportation Planning for Small and Medium-Sized Communities, 17–19 September 2008, Portland, Oregon.","Presented findings of case studies in two SMUAs dealing with a variety of issues involving pick-up and delivery of freight by trucks in downtown areas.","Curbside Freight Delivery","Logistics Operational Issues","P8",2008,"Case Study|Effective Approaches","IS1|IS2","Logistical","S4","Alternate Pickup/Delivery Locations","A16","Industry partners, such as larger retailers, particularly shopping.","R3|R4|R5|R17","Yes","I1","Fargo and Greensboro, United States","SS1|SS6|SS10","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Conversion of one-way roads to two-way operation; Introduction of on-street drive-in angled parking; Institutional set-up","Infrastructure|Operational|Political|Organizational/Institutional","F1|F3|F5|F8","Infrastructure & Freight Operations","FG1","Growing congestion in SMUAs","Traffic","B2","N/A",3,0,"Adopt clearer and more specific loading zone guidelines and related signing","Ac3|Ac4|Ac6|Ac11","Already implemented in the US","Ad11",2,1,2,1,65,35,"Policy making/implementing is handled by public agents|Private companies improve coordination with public agencies","Ex1|Ex4","Customers/Community Groups","Pr3"]
[68,"Quak, H. J. (2008). Sustainability of Urban Freight Transport: Retail Distribution and Local Regulations in Cities. (No. EPS-2008-124-LIS). Erasmus University Rotterdam, Erasmus Research Institute of Management, Rotterdam, Netherlands.","Our current urban civilization inevitably requires a freight transport system to support it. Rapid and reliable goods distribution helps to support urban lifestyles in, for example, retailing, tourism, entertainment and leisure sectors. It is also widely recognized that an efficient distribution system is of major importance for the competitiveness of an urban area and that it is in itself already an important element of the urban economy. The existing freight transport systems in urban areas have negative impacts on this triple-bottom-line (people, profit, planet).  The results provide clear insights in the impacts of local sustainability policies, which could serve as a handle for policy-making bodies in designing urban freight policies in such a way that it considers all three sustainability elements (i.e., the triple-P: people, profit, and\nplanet). This study shows different retailers might respond differently to urban transport policy measures and affect the environment differently, although in the measures they are treated similarly.","Freight Transportation Policies","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues","P1|P2|P3|P8",2008,"Policies","IS4","Logistical","S4","Urban Logistics Services","A15","Urban area, freight activity, retail sector.","R3|R10|R11|R12","Yes","I1","Netherlands","SS3","Roadway","TM2","Administrative","FG2","Regulatory framework","Regulatory","F6","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Unsustainable freight policy initiatives; Lack of understanding/knowledge/expertise about logistical operations; Lack of interaction between policy makers and freight carriers; Failing to recognize implications of an initiative; Licensing regulations; Time windows","Operational|Technological|Political|Regulatory|Organizational/Institutional|Societal","B3|B4|B5|B6|B8|B11","Environmental Measures",2,0,"Harmonization of different local policies to relieve the extra costs for carriers resulting from many policy initiatives; Public private partnership; Enhance cooperation","Ac6|Ac11|Ac15","Several initiatives can be easily adapted to the US","Ad5|Ad6|Ad9",2,1,2,1,80,20,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[69,"Nuzzolo, A., Crisalli, U., Comi, A., & Sciangula, F. (2007). Metropolitan Freight Distribution by Railways: A Methodology to Support the Feasibility Analysis. Presented at 11th World Conference on Transport Research, 24–28 June 2007, Berkeley, California.","Presented the obtained results of a methodology implemented for the feasibility analysis of freight distribution systems in urban and/or metropolitan areas using railways.","Rail Freight","Economic Problems|Technical Problems|Logistics Operational Issues","P3|P5|P8",2007,"Case Study|Strategic Solutions","IS1|IS3","Logistical","S4","Multimodal/Intermodal Urban Distribution","A11","Metropolitan freight distribution achieved by railways using the residual capacity of passenger services.","R3|R4|R5|R10","Yes","I1","Sorrentina peninsula, Italy","SS3|SS7|SS10","Multimodal|Roadway|Rail Freight","TM1|TM2|TM3","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","Congestion in urban areas; Restrictions applied for environmental issues; Reduction of accessibility","Traffic|Environmental ","F2|F12","Administrative|Financial","FG2|FG6","Public authority intervention to cover the gap between the extra costs supported by the users","Regulatory|Costs","B6|B15","N/A",1,0,"Establish freight demand modeling system","Ac13|Ac14","Introduce more behavioral models","Ad8|Ad9",3,0,3,1,40,60,"3PL implement multimodal freight delivery services","Ex5","Freight Carriers/Operators","Pr1"]
[70,"Wild, D., & Eichhorn, C. (2007). European Trends and Innovations in Urban Freight Transport. Presented at 23rd PIARC World Road Congress Paris, 17–21 September 2007, Paris, France.","There is a growing interest in the logistics of collection and delivery of services in town and city centers in particular. The main driving forces are sustainability, the changes in the economy and society, and European initiatives for exchanging experiences and good practices in urban freight transportation. It is important to consider that there is no top-innovation suitable for all cities, but that each city needs to implement those measures that match its structural and societal situation best. ","Freight Transportation Policies/Europe","Logistics Operational Issues","P8",2007,"Case Study|Policies","IS1|IS4","Logistical","S4","Alternate Pickup/Delivery Locations","A16","Urban area, freight activity, economic activity, congestions.","R3|R4|R11|R12","Yes","I1","Europe; case studies Netherlands, Spain","SS3","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Environment & Energy","FG1|FG2|FG4","Sustainability; New technology; Restructuring of retailing; Cleaner vehicles","Technological|Political|Organizational/Institutional|Environmental ","F4|F5|F8|F12","Infrastructure & Freight Operations|Administrative|Environment & Energy","FG1|FG2|FG4","Regulatory issues; Congestion; Environmental issues","Traffic|Regulatory|Environmental","B2|B6|B12","N/A",3,0,"Coordination; Adoption of new technology","Ac11|Ac14","Adjust models and programs to fit US cities","Ad5|Ad8",2,1,2,1,60,40,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators","Pr1"]
[71,"Okutani, T., Kono, T., & Futamata, Y. (2007). Measures for Dealing with Urban Logistics Issues in Japan. Presented at 23rd PIARC World Road Congress Paris, 17–21 September 2007, Paris, France.","Paper examines the inefficient state of the physical flow of goods in urban areas, and then presents a list of measures for the physical flow of goods in inner cities by focusing on freight transport and freight handling. There is a focus on parking areas for handling goods by using existing facilities and technologies and existing spaces or improving existing distribution bases, or building a new freight transport system, and describes how Japan is tackling these issues today and the challenges it faces.","Freight Transportation Policies/Japan","Logistics Operational Issues","P8",2007,"Case Study|Policies","IS1|IS4","Logistical","S4","Alternate Pickup/Delivery Locations","A16","Urban area, Japan, traffic.","R4|R11","Yes","I1","Japan; cities","SS2|SS4","Roadway","TM2","Infrastructure & Freight Operations","FG1","\"Just-in-time\" delivery of goods; Shortage of parking","Infrastructure|Operational","F1|F3","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Regulatory issues; Costs; Lack of knowledge","Technological|Regulatory|Costs","B4|B6|B15","Establish rules for using stop zones, Build an off-road parking area\nEstablish rules for using the off-road parking area\nWiden the sidewalk\nBuild an on-the-road parking facility in unused spaces\nBuild an off-road parking area\nEstablish rules for using on-the-road and off-road parking areas\n",2,1,"Implement comprehensive logistics measures; Effectively utilize infrastructure to increase efficiency in freight flows; Manage freight traffic by installing truck routes and truck lanes","Ac2|Ac3|Ac4|Ac13","Easily adaptable to cities in the US","Ad5",2,1,2,1,40,60,"Private companies improve coordination with public agencies|3PL implement multimodal freight delivery services","Ex4|Ex5","Freight Carriers/Operators","Pr1"]
[72,"Holguín-Veras, J. (2008). Necessary Conditions for Off-Hour Deliveries and the Effectiveness of Urban Freight Road Pricing and Alternative Financial Policies in Competitive Markets. Transportation Research Part A: Policy and Practice, 42(2), 392–413.","This paper discusses the economic conditions needed to move urban freight delivery traffic to the off-hours, and the effectiveness of alternative policies to foster such move in competitive markets. Such policies seem to be needed because the empirical evidence indicates that in urban freight competitive markets freight road pricing may not be the most effective way to move truck traffic out of the congested hours. This is because: the decision about delivery time is jointly made between the carrier and the receiver; the carriers have great difficulties passing toll costs to receivers; and, in the few cases where toll costs could be passed, the price signal reaching receivers is of no consequence compared to receivers’ incremental costs of off-hour deliveries. Three different policies are considered: freight road pricing combined with financial incentives to receivers willing to accept off-hour deliveries, freight road pricing, and laissez faire conditions (neither freight road pricing, nor financial incentives). The paper uses an economic formulation to estimate the impact a policy would have on the agents’ profits, which provides insight into how the agents would react, and leads to a set of necessary conditions for off-hour deliveries to be feasible. Two cases of industry structure are considered: independent operations (carrier and receivers are separate companies) and integrated operations (carrier and receiver part of the same company). The particular case of large traffic generators, with central delivery stations is also discussed.","Freight Transportation Policies","Stakeholder Involved Challenges|Logistics Operational Issues","P7|P8",2008,"Policies","IS4","Logistical","S4","Freight Demand Management","A10","Urban area, freight activity.","R3|R11","Yes","I1","Metropolitan areas","SS10","Roadway","TM2","Administrative|Financial","FG2|FG6","Road pricing; Potential for cost savings; Centralized decision making process","Political|Organizational/Institutional|Costs|Funding","F5|F8|F15|F16","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Set rates at marginal costs preventing carriers form transferring toll surcharges to customers; Road pricing; Restrictions on delivery time windows","Operational|Regulatory|Costs|Funding","B3|B6|B15|B16","N/A",2,1,"Use of tax incentives to receivers willing to accept off-hour deliveries, combined with freight road pricing as a revenue generation mechanism; Toll schemes based on distance and/or time spent in a tolled region to enable the carriers to pass toll costs to the receivers; Special attention to large traffic generators that cluster multiple businesses ","Ac3|Ac7|Ac8|Ac15","Easily adaptable to the US","Ad5",2,1,2,1,80,20,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[73,"Holguín-Veras, J., & Polimeni, J. (2006). Potential for Off-Peak Freight Deliveries to Congested Urban Areas (TIRC Project C-02-15). Rensselaer Polytechnic Institute, Troy, New York.","Developed a full understanding of the feasibility and effectiveness of policies to foster off-peak deliveries (OPD) to the greater New York City Metropolitan region.","Off-Peak Freight Deliveries","Stakeholder Involved Challenges|Logistics Operational Issues","P7|P8",2006,"Effective Approaches","IS2","Logistical","S4","Freight Demand Management","A10","Industry partners, such as larger retailers, particularly shopping.","R3|R4|R5|R17","Yes","I1","New York City, United States","SS1|SS7|SS10","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Tax deductions; Lower shipping costs; Parking availability during the off-peak hours; Security clearances at bridges and tunnels; Toll savings; Financial rewards for each mile the carrier traveled during the off-peak hours; An off-peak delivery permit that enables trucks to double park during the off-peak hours; Creation of a (neutral) company to do the last leg of delivery to the congested areas","Traffic|Operational|Political|Regulatory|Organizational/Institutional|Costs|Funding","F2|F3|F5|F6|F8|F15|F16","Administrative","FG2","The likelihood that stakeholders participate in an off-peak delivery program","Political|Organizational/Institutional","B5|B8","N/A",2,1,"Commodity type; Percent of customers requesting off-peak deliveries","Ac3|Ac12|Ac13|Ac15","Already implemented in the US","Ad11",2,0,2,1,65,35,"Policy makers use customer input as the key role to mold freight policies","Ex2","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[74,"Holguín-Veras, J., Wang, Q., Xu, N., Ozbay, K., Cetin, M., & Polimeni, J. (2006). The Impacts of Time of Day Pricing on the Behavior of Freight Carriers in a Congested Urban Area: Implications to Road Pricing. Transportation Research Part A: Policy and Practice, 40(9), 744–766.","Described the key findings from a major research project aimed at assessing the impacts of the time of day pricing initiative on the behavior of commercial carriers.","Road Pricing ","Stakeholder Involved Challenges|Logistics Operational Issues","P7|P8",2006,"Effective Approaches","IS2","Incentives","S6","Taxation and Fees","A25","Adoption of the time of day pricing initiative.","R3|R4|R5|R7","Yes","I1","New York City, United States","SS1|SS7|SS10","Roadway","TM2","Infrastructure & Freight Operations|Financial","FG1|FG6","Productivity increases; Cost transfers; Change in facility usage","Infrastructure|Operational|Costs","F1|F3|F15","Administrative","FG2","Complexity of the behavioral responses to pricing; Road pricing policies that only target the carriers of goods","Political|Regulatory|Organizational/Institutional","B5|B6|B8","N/A",3,0,"Provide comprehensive policies targeting the receivers","Ac6|Ac11|Ac12|Ac15","Already implemented in the US","Ad11",2,0,2,1,60,40,"Policy makers use customer input as the key role to mold freight policies","Ex2","Freight Carriers/Operators","Pr1"]
[75,"Taniguchi, E., & Tamagawa, D. (2006, August). Evaluating Toll Measures on Urban Expressway Considering the Behaviour of Several Stakeholders Associated with Urban Freight Transport. In Recent Advances in City Logistics: Proceedings of the 4th International Conference on City Logistics (Langkawi, Malaysia 12–14 July, 2005), (E. Taniguchi and R. G. Thompson, eds.). Emerald Group Publishing, Limited, Bingley, United Kingdom, 221–232.","Examined a methodology for evaluating city logistics schemes considering the behavior of stakeholders.","Stated-Preference Study","Stakeholder Involved Challenges|Logistics Operational Issues","P7|P8",2005,"Programs or Systems","IS5","Incentives","S6","Taxation and Fees","A25","Tolling of urban expressways as a city logistics scheme.","R15|R19","Yes","I1","New York City, United States","SS1|SS7|SS10","Roadway","TM2","Administrative|Scope & Surroundings|Environment & Energy|Financial","FG2|FG3|FG4|FG6","Reduced transportation costs; Reduced Nox emissions; Fewer complaints from residents; Increased toll revenue","Regulatory|Societal|Environmental|Costs","F6|F11|F12|F15","Infrastructure & Freight Operations|Administrative","FG1|FG2","Stakeholders evaluating city logistics (differentiating opinions)","Operational|Political|Regulatory|Organizational/Institutional","B3|B5|B6|B8","N/A",2,1,"Simulate various network conditions to accumulate more knowledge; Evaluate various kinds of city logistics schemes; Examine the effectiveness and favorable implementation of city logistics schemes for all stakeholders","Ac6|Ac11|Ac12|Ac13|Ac14|Ac15","Already implemented in the US","Ad11",2,1,2,1,70,30,"Policy makers use customer input as the key role to mold freight policies","Ex2","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[76,"Van Duin, J. H. R., & Munuzuri, J. (2006, August). Fighting the Windmills: Survey Results on Urban Freight Policies Between Spain and the Netherlands. In Recent Advances in City Logistics: Proceedings of the 4th International Conference on City Logistics (Langkawi, Malaysia 12–14 July, 2005), (E. Taniguchi and R. G. Thompson, eds.). Emerald Group Publishing, Limited, Bingley, United Kingdom, 331–345.","This paper provides an overview of city logistics schemes in Spain and Netherlands, and specific policies applied in both countries are described. ","Freight Transportation Policies/Spain and Netherlands","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues","P1|P2|P3|P8",2006,"Case Study|Policies","IS1|IS4","Infrastructure|Traffic management|Logistical|Vehicle-based|Planning","S1|S2|S4|S5|S7","Geometric Modifications|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Freight Demand Management|Urban Distribution Using Multiple Types of Vehicles|Vehicle Access Control|Developing an Urban Freight Plan","A1|A3|A5|A10|A20|A21|A27","Urban area, freight, transportation markets (need, transport, traffic).","R3|R10|R11","Yes","I1","Netherlands and Spain","SS3","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Time windows; Regional coordination; City planning knowledge and expertise","Operational|Political|Regulatory|Organizational/Institutional|Societal","F3|F5|F6|F8|F11","Infrastructure & Freight Operations|Administrative","FG1|FG2","Regulations concerning logistics; Access restrictions; Time windows; Lack of data to support decision making; Land use and planning processes; Data sharing among cities","Operational|Technological|Regulatory|Organizational/Institutional","B3|B4|B6|B8","N/A",2,1,"Regional coordination; Commit to sharing information and data to create a common source of data","Ac11|Ac14","A review of existing regulations - same could be identified and reviewed in the US.","Ad3|Ad5",1,1,2,1,65,35,"Policy making/implementing is handled by public agents|Private companies improve coordination with public agencies","Ex1|Ex4","Customers/Community Groups","Pr3"]
[77,"Kawamura, K., & Lu, Y. (2006). Effectiveness and Feasibility of Innovative Freight Strategies for the U.S. Urban Areas. In Recent Advances in City Logistics: Proceedings of the 4th International Conference on City Logistics (Langkawi, Malaysia 12–14 July, 2005), (E. Taniguchi and R. G. Thompson, eds.). Emerald Group Publishing, Limited, Bingley, United Kingdom, 269–281.","This study presents an exploratory investigation of the effectiveness and feasibility of innovative freight transportation strategies in US urban areas.","Freight Transportation Policies","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P2|P3|P4|P5|P6|P7|P8",2006,"Policies","IS4","Traffic management|Logistical|Vehicle-based","S2|S4|S5","Designated Truck Routes/Lanes|Urban Freight Villages|Vehicle Access Control","A2|A14|A21","Urban area, United States, freight.","R3|R11","Yes","I1","United States","SS1","Roadway","TM2","Administrative|Financial","FG2|FG6","Feasibility","Political|Regulatory|Organizational/Institutional|Costs|Funding","F5|F6|F8|F15|F16","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Urban sprawl; Loss of efficiency; Regulatory framework","Operational|Regulatory|Geographical","B3|B6|B10","N/A",2,1,"Shift in public and political sentiments","Ac5|Ac12","Feasibility of adopting solutions to the US","Ad3|Ad5|Ad6",1,1,2,1,60,40,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators","Pr1"]
[78,"Hamilton, B. A. (2006). International Approaches to Tackling Transport Congestion: Paper 12 (Final): Urban Freight. Victorian Competition and Efficiency Commission.","This report reviews approaches used to tackle congestion in major international cities. This assignment is to be a key input into a VCEC inquiry into managing transport congestion in Victoria, which will inform the development and application of future Victorian Government policies. The evaluation will focus on the relevance of the context, the effectiveness of the initiatives and the major lessons of the overseas experience to apply to Melbourne and the major regional cities.","Freight Transportation Policies","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues","P1|P2|P3|P8",2006,"Policies","IS4","Infrastructure|Traffic management|Incentives","S1|S2|S6","Geometric Modifications|Designated Truck Routes/Lanes|Preferential Zoning|Taxation and Fees","A1|A2|A24|A25","Urban area, congestion.","R4|R11","Yes","I1","Melbourne; review of international practices","SS14","Multimodal|Roadway|Rail Freight","TM1|TM2|TM3","Infrastructure & Freight Operations","FG1","Potential to reduce congestion","Traffic|Operational","F2|F3","Administrative|Scope & Surroundings","FG2|FG3","Regulations; Lack of cooperation among stakeholders; Regulatory framework","Political|Regulatory|Organizational/Institutional|Societal","B5|B6|B8|B11","N/A",3,0,"Implement freight routes with curfews, time of day/day of week restrictions","Ac2|Ac3","Already implemented in the US","Ad11",1,1,1,1,80,20,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[79,"Holguín-Veras, J. (2006). The Truth, the Myths, and the Possible in Freight Road Pricing in Congested Urban Areas. Presented at the European Transport Conference, September 2006, Strasbourg, France.","Discussed a number of myths related to the trucking industry, its economics, and the industry response to pricing and what the author considers a fundamental truth and a possible course of action.","Road Pricing ","Stakeholder Involved Challenges|Logistics Operational Issues","P7|P8",2006,"Case Study|Effective Approaches","IS1|IS2","Incentives","S6","Taxation and Fees","A25","Adoption of the time of day pricing initiative.","R3|R4|R5|R7","Yes","I1","United States","SS1|SS4","Roadway","TM2","Infrastructure & Freight Operations","FG1","A request from receivers asking carriers to do off-hour deliveries","Operational","F3","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Cost of moving operations to the oft-hours","Operational|Labor|Costs","B3|B7|B15","N/A",1,0,"Provide financial incentives to the receivers","Ac7|Ac12|Ac15","Already implemented in the US","Ad11",2,0,2,1,70,30,"Policy making/implementing is handled by public agents|Private companies improve coordination with public agencies","Ex1|Ex4","Freight Carriers/Operators","Pr1"]
[80,"Finnegan, C., Finlay, H., O’Mahony, M., & O’Sullivan, D. (2005). Urban Freight in Dublin City Center, Ireland: Survey Analysis and Strategy Evaluation. Transportation Research Record: Journal of the Transportation Research Board, No. 1906, 33–41.","Findings are presented from a study evaluating sustainable freight distribution in the city center of Dublin, Ireland, particularly focusing on urban distribution centers (UDCs) and managing the last mile of deliveries. A survey of city center organizations is described, and relevant delivery patterns (origin, destination, type of goods delivered) are compared with those from a previous feasibility analysis to determine UDC opportunities in Dublin.","Freight Transportation Policies/Ireland ","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues","P1|P2|P3|P8",2005,"Case Study|Policies","IS1|IS4","Logistical","S4","Urban Consolidation Center (UCC)","A13","Urban development center, freight, urban area, delivery patterns, congestion.","R2|R3|R4|R10|R11|R17","Yes","I1","Dublin, Ireland","SS3","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Environment & Energy","FG1|FG2|FG3|FG4","Innovative thinking; Obtaining a competitive advantage; Awareness of environmental impacts; Cooperation and partnerships along the supply chain","Operational|Political|Organizational/Institutional|Societal|Environmental ","F3|F5|F8|F11|F12","Infrastructure & Freight Operations|Administrative","FG1|FG2","Regulatory framework; Delivery time loss/delay","Operational|Regulatory","B3|B6","N/A",3,0,"Manage the last mile in a city center","Ac2|Ac3","Distribute similar survey in the US","Ad5",2,1,2,1,60,40,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[81,"Ruesch, M. (2004). Road Pricing and Urban Freight Transport: Practices and Developments from the BESTUFS Project. In Urban Transport X: Urban Transport and the Environment in the 21st Century (C. A. Brebbia and L. C. Wadhwa, eds.), WIT Press, Southampton, United Kingdom, 895–904.","Presented an overview on the situation, practices, and developments relating to road pricing in Europe in an urban freight context.","Road Pricing ","Stakeholder Involved Challenges|Logistics Operational Issues","P7|P8",2004,"Effective Approaches","IS2","Incentives","S6","Taxation and Fees","A25","Adoption of the time of day pricing initiative.","R3|R4|R5|R7","Yes","I1","Europe","SS3|SS4","Roadway","TM2","Scope & Surroundings","FG3","Benefits relating to reliability, leading times and predictability","Implementation Time","F9","Financial","FG6","Costs by the charge","Costs","B15","Cost-benefit analysis",2,0,"Adopt demand management approach; Adopt financing approach","Ac6|Ac7|Ac11|Ac14","Be part of policy and plan; Consider urban freight issues; Link with access regulations, emission categories, vehicle size/type, and eventually loading factors; Adopt pragmatic and simple approaches; Cost-benefit analysis; Function as an option to optimize the use of capacity of the transport network and for financing new transport infrastructure.","Ad1|Ad2|Ad3|Ad4|Ad6|Ad8",2,0,2,1,80,20,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators","Pr1"]
[82,"Dablanc, L. (2004). Urban Freight Management in Large European Cities. Presented at the European Transport Conference 2004, 4–6 October 2004, Strasbourg, France.","This report presents policies regarding urban freight movement in large European cities: unsuccessful attempts to develop urban distribution centers, increasing access control systems, environmental standards in truck access ordinances, urban logistic spaces, freight partnerships.","Freight Transportation Policies/Europe","Environmental Problems|Social Problems|Economic Problems|Land Use Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P2|P3|P4|P5|P6|P7|P8",2004,"Case Study|Policies","IS1|IS4","Technological|Logistical|Vehicle-based|Planning","S3|S4|S5|S7","Intelligent Transportation Systems (ITS)|Urban Consolidation Center (UCC)|Urban Logistics Services|Certification Programs|Vehicle Access Control|Developing an Urban Freight Plan|Contractual Freight Partnerships","A7|A13|A15|A17|A21|A27|A29","Urban distribution centers, access control systems, freight activity. ","R3|R4|R5|R17","Yes","I1","Europe","SS3","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","Frequency of deliveries; Awareness of sustainable environment","Operational|Environmental ","F3|F12","Infrastructure & Freight Operations|Administrative","FG1|FG2","Lack of data; Data compatibility; Lack of national or intercity freight programs","Technological|Regulatory","B4|B6","N/A",2,1,"Multiuse roads; Dedicated freight enforcement agents; Low emission zones, including environmental standards in local legislation; Cooperation and partnerships; Data collection","Ac1|Ac2|Ac3|Ac6|Ac11|Ac14","Adapt land use and planning policies to comply with US standards; Focus on best practices and learn from them","Ad3|Ad5",2,1,2,1,80,20,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[83,"Dablanc, L. (1999). Freight Transport Regulation and the New French Urban Mobility Master Plans. In World Transport Research: Selected Proceedings of the 8th World Conference on Transport Research, Volume 1, 627–636.","Reports on the on-going implementation of new freight regulations in French major cities; 1996 reform changed the framework of freight management in French metropolitan cities.","Freight Transportation Policies","Technical Problems|Logistics Operational Issues","P5|P8",1988,"Policies","IS4","Planning","S7","Developing an Urban Freight Plan","A27","Urban area, freight activity, commercial vehicles.","R3|R11|R12","Yes","I1","France","SS3","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Regulation of the transportation market; Easy access to driving/licensing; Adaptability for partnerships","Operational|Political|Regulatory|Organizational/Institutional","F3|F5|F6|F8","Administrative","FG2","Inefficient planning policies; Exemptions to policy","Regulatory","B6","Environmental measures",0,0,"Experiment with new ways of planning the urban movement of goods; Updating master plans is a great opportunity to reconsider the was freight is organized in cities and to design innovative solutions; Global thinking; Need for service regulation","Ac2|Ac6","Consider freight when updating master plans","Ad1|Ad3|Ad6",1,1,2,1,70,30,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[84,"Debauche, W., & Duchateau, H. (1998). Urban Freight Transport Strategy in Brussels. In Policy, Planning and Sustainability. Proceedings of Seminar B Held at the European Transport Conference, Loughborough University, 14-18 September 1998.","This paper presents impacts of freight transport on the environment in Brussels, identifies the trends, and elaborates on a global strategy to cope with the results of the diagnosis.","Freight Transportation Policies/Brussels","Environmental Problems|Logistics Operational Issues","P1|P8",1998,"Case Study|Policies","IS1|IS4","Logistical|Vehicle-based","S4|S5","Urban Consolidation Center (UCC)|Vehicle Access Control","A13|A21","Freight, freight model, congestion, presence of multimodal services.","R3|R4|R10|R19","No","I2","Belgium","SS3","Multimodal|Roadway|Deepwater ports & inland waterways","TM1|TM2|TM4","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","New parking regulations; Potential to reduce congestion; Potential to reduce environmental impacts","Traffic|Operational|Environmental ","F2|F3|F12","Infrastructure & Freight Operations|Scope & Surroundings|Environment & Energy","FG1|FG3|FG4","Potential to increase fuel consumption; Adverse effects on parking; Potential to increase travel time and distance; Potential to decrease accessibility","Traffic|Operational|Implementation Time|Energy","B2|B3|B9|B13","Evaluation of the traffic, environmental impact, and economic evaluation",0,0,"Global thinking","Ac9|Ac11|Ac12|Ac15","Create model using scenarios relative to the US","Ad5|Ad8",2,1,2,1,80,20,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators","Pr1"]
[85,"Hicks, P., Alchin, S., & Simpson, B. (1998). Getting Freight Right Through Sydney: Priority Rail Freight Routes Through Metropolitan Sydney. Papers of the Australasian Transport Research Forum, Volume 22.  Transport Data Centre of the New South Wales Department of Transport, Australia, 439–455.","Outlined how the Rail Access Corporation (RAC) applied fast-track research to drive decision-making.","Rail Freight","Land Use Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P4|P7|P8",1998,"Case Study|Effective Approaches","IS1|IS2","Logistical","S4","Multimodal/Intermodal Urban Distribution|Freight Rail Routing through Urban Center","A11|A19","Freight activities achieved by the largest urban commuter network and most strategic freight gateway.","R3|R4|R5|R10","Yes","I1","Sydney, Australia","SS7|SS10|SS14","Rail Freight","TM3","Financial","FG6","Competitive advantages (price, market share)","Costs","F15","Scope & Surroundings","FG3","Comparative disadvantages (time, reliability)","Implementation Time","B9","N/A",1,0,"Adopt dynamic approaches","Ac6|Ac11","Adopt Fast and Informal approach","Ad3|Ad6",3,0,3,1,60,40,"Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity","Ex4|Ex6","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[86,"Ferrándiz, J. C. (1994). Integrated Freight Transportation Centers: Influence on the Decrease in Environmental Effects in Urban Areas. Science of the Total Environment, 146, 59–65.","Analyzed the I.F.C.s from an environmental point of view.","Integrated Freight Centers (I.F.C.) ","Land Use Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P4|P7|P8",1994,"Strategic Solutions","IS3","Logistical","S4","Urban Consolidation Center (UCC)","A13","Have a set of installations and facilities where different activities directly related with national or international transportation take place.","R3|R4|R5|R10|R11|R12|R13|R17|R19","Yes","I1","Spain","SS3|SS4|SS10","Roadway","TM2","Infrastructure & Freight Operations|Scope & Surroundings","FG1|FG3","Avoid the impacts derived from heavy vehicle traffic; Recover the areas where the firms are located; Intermodality","Traffic|Operational|Geographical","F2|F3|F10","Infrastructure & Freight Operations|Administrative|Environment & Energy|Financial","FG1|FG2|FG4|FG6","Technical (land area needed and location) constrains; Economic constrains; Legal constrains; Environmental impacts (landscape, ecosystem, noise, vibrations, atmospheric pollution, etc.)","Technological|Regulatory|Environmental|Costs","B4|B6|B12|B15","When analyzing the performance of an I.F.C.\nfrom the viewpoint of the improvement of the\nurban environment, a comparison must be made in\nwhich the improvements that the performance may\nbring about for the environment are weighed\nagainst the possible disadvantages derived from\nthe impact that the I.F.C. causes.",2,1,"Establish ordinance that deals with the creation of the I.F.C.s","Ac6|Ac11","Consider Order of Surface Transportation (LOTT)","Ad3|Ad6",2,1,2,1,75,25,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators","Pr1"]
[87,"Ruesch, M., Schmid, T., Bohne, S., Haefeli, U., & Walker, D. (2016). Freight Transport with Vans: Developments and Measures. Transportation Research Procedia, 12, 79–92.","Investigated the role of the vans in logistics and freight transport.","Light Freight Vehicles","Environmental Problems|Technical Problems|Logistics Operational Issues","P1|P5|P8",2016,"Case Study|Effective Approaches","IS1|IS2","Traffic management|Vehicle-based","S2|S5","On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Urban Distribution Using Multiple Types of Vehicles","A3|A5|A20","Use of the light freight vehicles below a maximum weight of 3.5 tons.","R3|R4|R10|R18","Yes","I1","Switzerland","SS3|SS4|SS10","Roadway","TM2","Infrastructure & Freight Operations|Scope & Surroundings","FG1|FG3","Environmental impact (pollution, noise); Need for space for loading/unloading; Parking; Traffic safety and conflicts with other road users","Traffic|Operational|Geographical","F2|F3|F10","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Congestion; Delivery restrictions in inner city areas; Profitability of urban delivery transport; Missing space for logistics facilities","Infrastructure|Traffic|Regulatory|Costs","B1|B2|B6|B15","N/A",2,0,"Cooperation between authorities, logistics and transport service providers and shippers","Ac12|Ac15","Local context and the combinability of other policy fields","Ad3|Ad6",2,1,2,1,60,40,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[88,"Quak, H., Nesterova, N., & van Rooijen, T. (2016). Possibilities and Barriers for Using Electric-Powered Vehicles in City Logistics Practice. Transportation Research Procedia, 12, 157–169.","Discussed the current developments, as well as the barriers and opportunities for using electric freight vehicles in daily city logistics operations.","Electric Freight Vehicles (EFVs)","Environmental Problems|Technical Problems|Logistics Operational Issues","P1|P5|P8",2016,"Strategic Solutions","IS3","Vehicle-based","S5","Urban Distribution Using Multiple Types of Vehicles","A20","Use of the Electric freight vehicles (EFVs).","R3|R4|R10|R18","Yes","I1","Europe","SS3|SS4","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","Technical performance; Environmental performance","Technological|Environmental ","F4|F12","Infrastructure & Freight Operations|Financial","FG1|FG6","High costs; Limited capacity; Limited availability; No better revenues","Operational|Costs","B3|B15","Technical performance, operational performance, environmental impacts",1,0,"Local authorities' support; Financial incentives","Ac7|Ac12|Ac15","Adopt long-term integrated city management approach","Ad3|Ad6",2,0,2,1,40,60,"Policy making/implementing is handled by public agents|Improves freight carrier efficiency|3PL implement multimodal freight delivery services","Ex1|Ex3|Ex5","Freight Carriers/Operators","Pr1"]
[89,"Kane, J., & Tomer, A. (2015). Metro Modes: Charting a Path for the U.S. Freight Transportation Network. Global Cities Initiative: A Joint Project of Brookings and JP Morgan Chase, Metropolitan Policy Program at Brookings Institution, Washington, D.C.","Illustrated how trucks frequently serve as a backbone for the nation’s entire freight network, and also revealed how several other modes are essential to support the exchange of specific goods between metropolitan markets.","Freight Transportation Network","Environmental Problems|Social Problems|Land Use Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P2|P4|P7|P8",2015,"Strategic Solutions","IS3","Infrastructure|Logistical|Vehicle-based","S1|S4|S5","Geometric Modifications|Multimodal/Intermodal Urban Distribution|Urban Distribution Using Multiple Types of Vehicles","A1|A11|A20","Freight activities achieved by the various transportation modes including truck, rail, water, air, pipeline, multiple modes and mail, and other and unknown.","R3|R4|R5|R10","Yes","I1","United States","SS1|SS4","Multimodal|Roadway|Rail Freight|Deepwater ports & inland waterways|Air Freight","TM1|TM2|TM3|TM4|TM5","Infrastructure & Freight Operations","FG1","Frequently updated, geographically granular metrics","Technological","F4","Infrastructure & Freight Operations|Scope & Surroundings","FG1|FG3","Transportation congestion; Constrained land development in dense urban environments","Traffic|Geographical","B2|B10","N/A",2,1,"Targeted reforms at all levels of government","Ac6|Ac11","Provide stronger leadership and steer freight investments into places with particular infrastructure needs; Develop clearer freight plans and better prioritize projects in support of long-term economic goals; Work more closely together at a regional scale to streamline the movement of goods","Ad3|Ad4|Ad6|Ad9",3,1,3,1,85,15,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[90,"Conway, A., Kamga, C., Cheng, J., Eickemeyer, P., Chen, Q., & Singhal, A. (2014). Freight Tricycle Operations in New York City. University Transportation Research Center—The City College of New York, City University of New York.","Addressed existing gap in research on cargo cycles/freight tricycles in North America and in New York City (NYC).","Cargo Cycles/Freight Tricycles","Environmental Problems|Technical Problems|Logistics Operational Issues","P1|P5|P8",2014,"Strategic Solutions","IS3","Logistical|Vehicle-based","S4|S5","Multimodal/Intermodal Urban Distribution|Urban Distribution Using Multiple Types of Vehicles","A11|A20","Use of the cargo cycles, two or three-wheeled vehicles that are operated fully with human power or with an electric-assist and the freight tricycles, cargo cycles with three wheels.","R3|R4|R5|R10","Yes","I1","New York City, United States","SS1|SS7|SS10","Multimodal","TM1","Infrastructure & Freight Operations|Administrative|Environment & Energy|Safety|Financial","FG1|FG2|FG4|FG5|FG6","Travel speeds; Travel times; Parking flexibility; Street infrastructure; Space savings; Emissions savings; Costs; Health impact; Low-barrier-to-entry","Infrastructure|Operational|Labor|Environmental|Safety|Costs","F1|F3|F7|F12|F14|F15","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Vehicle load capacities; Human operator limitations; Availability of affordable space; Labor costs; Inhibited (or enhanced) operations by local regulations","Operational|Regulatory|Labor|Costs","B3|B6|B7|B15","Operations flexibility",2,1,"Reduce freight use of limited road capacity during peak hours; Preserve industrial land for freight activities; Foster new business models for distribution and consolidation; Incentivize low-carbon vehicles and land development patterns that encourage sustainable freight operations","Ac3|Ac4|Ac13|Ac14","Consider Goods Movement Action Program (G-MAP) released by the New York State Department of Transportation, the New Jersey Department of Transportation, and the Port Authority of New York/New Jersey","Ad3|Ad6",1,0,1,1,65,35,"Policy making/implementing is handled by public agents|Improves freight carrier efficiency|3PL implement multimodal freight delivery services","Ex1|Ex3|Ex5","Freight Carriers/Operators","Pr1"]
[91,"Kamga, C., Conway, A., Aslam, N., Eickemeyer, P., Farias, T., Melo, S., & Baptista, P. (2014). A Conference on Last Mile Freight Delivery: Use of Cleaner Mobility Vehicles. (C-13-07). University Transportation Research Center—Region 2, New York, New York.","Presented cross-disciplinary perspectives on urban logistics using electric vehicles (EV) and other vehicles as a sustainable mobility transportation solution.","Electric Vehicles (EV)","Environmental Problems|Technical Problems|Logistics Operational Issues","P1|P5|P8",2014,"Strategic Solutions","IS3","Logistical|Vehicle-based","S4|S5","Multimodal/Intermodal Urban Distribution|Urban Distribution Using Multiple Types of Vehicles","A11|A20","Use of the Electric Freight Vehicles (EFVs).","R3|R4|R10|R18","Yes","I1","United States","SS1|SS4","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Urban Distribution Centers; Individual Buildings; Drop-off Points; Curbside; Green Loading Zones","Infrastructure|Operational|Regulatory","F1|F3|F6","Infrastructure & Freight Operations","FG1","Last mile issue","Operational","B3","Environmental measures",1,0,"Hunts Point Clean Trucks Program; High Efficiency Truck Users Forum","Ac6|Ac11|Ac12|Ac14|Ac15","Already implemented in the US","Ad11",2,0,2,1,40,60,"Policy making/implementing is handled by public agents|Improves freight carrier efficiency|3PL implement multimodal freight delivery services","Ex1|Ex3|Ex5","Freight Carriers/Operators","Pr1"]
[92,"Gough, J., & Sears, B. (2014). Guidelines for Creating Safe and Efficient Freight-Supportive Communities. Transportation 2014: Past, Present, Future–2014 Conference and Exhibition of the Transportation Association of Canada // Transport 2014 : Du passé vers l'avenir—2014 Congrès et Exposition de 'Association des transports du Canada, 28 September–1 October, Montreal, Quebec.","This paper focuses on key guidelines for supporting freight within multimodal environments from Ontario's Freight Supportive Guidelines. It describes the freight audit process and highlights best practices examples. This paper is in effect an executive summary of the complete draft Freight-Supportive Guidelines report, and is designed to enhance the reader’s understanding of how freight fits into a modern community as it works to achieve other objectives such as complete streets, congestion management, and metropolitan mobility.","Freight-Supportive Guidelines/Ontario","Social Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P2|P7|P8",2014,"Effective Approaches","IS2","Infrastructure|Traffic management","S1|S2","Geometric Modifications|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements","A1|A3|A5","Freight, land use planning, site design, roadway and operational guidelines.","R3|R4|R5|R13","Yes","I1","Ontario, Canada","SS1","Roadway","TM2","Administrative|Environment & Energy","FG2|FG4","Coordination and willingness of cities to support freight; Potential for positive environmental impacts","Political|Organizational/Institutional|Environmental ","F5|F8|F12","Infrastructure & Freight Operations|Administrative","FG1|FG2","Lack of knowledge/understanding of planning/freight planning; Cities/regulatory framework not freight-supportive","Technological|Regulatory|Organizational/Institutional","B4|B6|B8","Improved freight networks ",1,1,"Balance competing interests (freight, people) when planning communities and transportation systems; Include freight planning in land use and transportation planning guidelines; Implement strategies for the efficient and safe flow of goods during the design stage","Ac3|Ac6|Ac11|Ac12|Ac15","Develop freight-supportive guideline relative to US policies on land use planning, site design, and roadway operations","Ad1|Ad3|Ad5",2,1,2,1,80,20,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators","Pr1"]
[93,"Tomer, A., Kane, J., & Puentes, R. (2013). Metro Freight: The Global Goods Trade That Moves Metro Economies. Global Cities Initiative: A Joint Project of Brookings and JP Morgan Chase, Metropolitan Policy Program at Brookings Institution, Washington, D.C.","Established the economic rationale for metropolitan goods trade, describing why, how, and what these areas exchange with each other.","Economic Justification ","Economic Problems|Technical Problems","P3|P5",2013,"Case Study|Policies","IS1|IS4","Logistical|Planning","S4|S7","Multimodal/Intermodal Urban Distribution|Integrating Freight and Economic Policies","A11|A30","Have a new model for freight policy and practice and a toolkit to map and analyze goods trade.","R2|R3|R7|R11|R12","No","I2","United States","SS1|SS4","Multimodal|Roadway","TM1|TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Recognize Domestic and Global Metropolitan Networks; Marrying Freight and Economic Policy; Upgrade Analytics to Capture Metropolitan Trade Networks","Infrastructure|Regulatory|Labor","F1|F6|F7","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Separated freight and economic planning; Limited national freight strategy; Failed identification of domestic and global trade partners; Failed analytics ","Technological|Political|Organizational/Institutional|Costs","B4|B5|B8|B15","Improved freight networks",0,1,"Follow the guidelines in MAP-21 and Beyond","Ac6|Ac11","Develop a National Freight Strategy","Ad3|Ad6",3,1,3,1,90,10,"Intra-Organizational coordination is required and improved","Ex7","Customers/Community Groups","Pr3"]
[94,"Regue Grino, R., & Bristow, A. L. (2011). An Exploration of the Potential Feasibility of a Freight Tram Scheme in Barcelona. Presented at European Transport Conference 2011, 10–12 October, Glasgow, Scotland.","This paper reports the findings of a scoping study exploring the feasibility of a freight tram scheme in Barcelona (Regué, 2010). The main objective of the study is to determine under which circumstances and to which extent a freight tram scheme, based on largely existing infrastructure, can have a role on mitigating the impacts of urban good deliveries. Freight tram scenarios are developed and appraised through a cost benefit analysis.","Freight Tram Scheme/Barcelona","Social Problems|Land Use Problems|Logistics Operational Issues","P2|P4|P8",2011,"Case Study","IS1","Technological|Logistical","S3|S4","Intelligent Transportation Systems (ITS)|Multimodal/Intermodal Urban Distribution|Alternate Pickup/Delivery Locations","A7|A11|A16","Freight, urban goods deliveries, urban area.","R2|R3|R4|R11","No","I2","Barcelona","SS3","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Environment & Energy","FG1|FG2|FG3|FG4","Use of existing infrastructure; Ability to optimize the last mile distribution; Potential to reduce environmental impacts; Changing delivery patterns and consumer behavior; Access to urban consolidation centers","Infrastructure|Traffic|Political|Organizational/Institutional|Geographical|Environmental ","F1|F2|F5|F8|F10|F12","Infrastructure & Freight Operations|Administrative","FG1|FG2","Organizational challenges; Adding new steps to the supply chain; Limited experience with freight trams; Lack of cooperation between stakeholders; Feasibility; Lack of adequate infrastructure; Demand for system;  Cost; Access to urban consolidation centers","Infrastructure|Traffic|Operational|Organizational/Institutional","B1|B2|B3|B8","Improved urban good deliveries",0,0,"Benefits outweigh the costs on implementation of freight tram; Sharing the costs of the consolidation centers with other forms of final distribution in the urban center; Maximizing efficiency and productivity","Ac3|Ac7|Ac8","Determine need/desire for freight tram and the cost/benefit analysis","Ad5|Ad6",3,0,2,1,40,60,"Improves freight carrier efficiency|Private companies improve coordination with public agencies","Ex3|Ex4","Customers/Community Groups","Pr3"]
[95,"Hintersteiner, R. T. (2011). Freight Traffic Crossing the Eastern Continental Divide. In T&DI Congress 2011: Integrated Transportation and Development for a Better Tomorrow (I. Al-Qadi and S. Murrell, eds.). American Society of Civil Engineers, Reston, Virginia, 196–204.","Addressed the problem of moving wholesale and retail goods around the New York City Metropolitan Regional Area.","Railroad Freight Tunnel","Technical Problems|Institutional Problems|Logistics Operational Issues","P5|P6|P8",2011,"Case Study|Strategic Solutions","IS1|IS3","Infrastructure|Logistical","S1|S4","Geometric Modifications|Multimodal/Intermodal Urban Distribution|Freight Rail Routing through Urban Center","A1|A11|A19","Have a single track tunnel at least 12 miles in length using diesel engines.","R3|R4|R5|R10","No","I2","New York City, United States","SS1|SS7|SS10","Multimodal|Roadway","TM1|TM2","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","Reduced traffic congestion; Improved transportation of people and goods; Improved environment","Traffic|Operational|Environmental ","F2|F3|F12","Scope & Surroundings|Financial","FG3|FG6","Cost; Time","Implementation Time|Costs","B9|B15","Environmental measure, reduced traffic congestion",0,1,"Multimodal approach to be financially independent in order to accommodate different modes of transportation","Ac2|Ac3|Ac8","Already implemented in the US","Ad11",3,0,3,1,40,60,"Private companies improve coordination with public agencies|3PL implement multimodal freight delivery services","Ex4|Ex5","Freight Carriers/Operators","Pr1"]
[96,"Ruesch, M., Hegi, P., Petz, C., Haefeli, U., Matti, D., Rütsche, P., & Schultz, B. (2010, February). Sustainable Goods Supply and Transport in Conurbations: Analysis of Freight Developments and Strategies. Presented at European Transport Conference, 2010, 11–13 October, Glasgow, Scotland.","The project examined the current situation in urban freight transport and logistics, the key drivers for the future development and also the measures and strategies to make urban freight transport more sustainable. This paper describes the approach and main results of the project and gives recommendations to reach more sustainable freight transport in conurbations.","Analysis of Strategies","Social Problems|Technical Problems|Institutional Problems|Stakeholder Involved Challenges","P2|P5|P6|P7",2010,"Effective Approaches","IS2","Technological|Logistical","S3|S4","Intelligent Transportation Systems (ITS)|Multimodal/Intermodal Urban Distribution","A7|A11","Urban area, freight, congestion.","R3|R4|R11","Yes","I1","Switzerland","SS3","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","Population growth; Economic growth; Congestion; Environmental impacts","Infrastructure|Traffic|Operational|Environmental ","F1|F2|F3|F12","Infrastructure & Freight Operations|Administrative","FG1|FG2","Data availability/quality; Regulatory framework","Technological|Regulatory","B4|B6","Improved freight measures, reduced traffic congestion",2,1,"Innovative urban freight strategies in conurbations and reduce the conflicts with passenger transport; Set up suitable framework conditions for a more sustainable urban freight transport plan and implement measures in the fields of land use planning (incl. building permits), access regulation, traffic management, infrastructure and incentives for sustainable transport solutions; Integrate freight and logistics issues in land use plans and transport plans","Ac1|Ac2|Ac3|Ac4|Ac6|Ac7|Ac13","Integrate freight into land use and transportation plans relative to the US","Ad3",1,1,2,1,30,70,"3PL implement multimodal freight delivery services","Ex5","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[97,"Zanni, A., & Bristow, A. (2008). Emissions of CO2 from Freight Transport in London: Trends and Policies for Long Run Reductions. Presented at European Transport Conference 2008, 6–8 October, Leiden, Netherlands.","Analyzed historical and projected road freight CO2 emissions in the city of London and explored the potential mitigation effect of a set of freight transport policies and logistics solutions.","London Freight Plan","Social Problems|Technical Problems|Institutional Problems|Logistics Operational Issues","P2|P5|P6|P8",2008,"Case Study|Strategic Solutions","IS1|IS3","Technological|Logistical|Incentives","S3|S4|S6","Intelligent Transportation Systems (ITS)|Multimodal/Intermodal Urban Distribution|Taxation and Fees","A7|A11|A25","Adoption of the London Freight Plan.","R1|R2|R3|R7|R11","Yes","I1","London, United Kingdom","SS3|SS7|SS10","Multimodal|Roadway","TM1|TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","A successful package of technological, logistical and behavioral policy","Operational|Technological|Political|Organizational/Institutional","F3|F4|F5|F8","Environment & Energy","FG4","Relying on technical developments to deliver emissions savings ","Environmental","B12","Environmental measures",1,1,"Require a deep collaboration between local authorities, businesses, operators and potential users","Ac12|Ac15","Promotion of low and no-emissions vehicles at national or international level","Ad1|Ad3|Ad8",2,1,2,1,65,35,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[98,"O’Laughlin, R., Thomas, D., & Rinnan, M. (2008). Chicago Downtown Freight Study. Presented at 87th Annual Meeting of the Transportation Research Board, 13–17 January 2008, Washington, D.C.","This paper is focused on issues and constraints to urban freight delivery and the last mile challenge in Chicago. The recommendations presented here are based on an extensive field survey, interviews with delivery managers, drivers and receivers as well as a review of best practices in other cities.","Chicago Downtown Freight Study","Environmental Problems|Land Use Problems|Technical Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P4|P5|P7|P8",2008,"Case Study|Strategic Solutions|Policies","IS1|IS3|IS4","Traffic management","S2","Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements","A2|A3|A5","Urban area, freight delivery, survey, perception.","R3|R6|R11|R15","Yes","I1","Chicago, Illinois","SS1","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Potential to make freight movement through the CBD more efficient; Diversity of stakeholders; Potential in increase freight handling capacity","Traffic|Operational|Political|Organizational/Institutional|Societal","F2|F3|F5|F8|F11","Administrative","FG2","Rules; Regulations","Regulatory","B6","field survey, building manager survey, carrier/shipper survey",3,1,"Examine and evaluate the rules governing freight carrier movements, operation of curb lanes in the public right-of-way, dialogs between government and freight stakeholders, design and management of loading facilities to identify physical improvements and policies that will benefit freight carriers, building operators, and freight recipients","Ac3|Ac6|Ac11|Ac12|Ac15","Already implemented in the US","Ad11",2,1,2,1,70,30,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[99,"Browne, M., Allen, J., & Attlassy, M. (2007). Comparing Freight Transport Strategies and Measures in London and Paris. International Journal of Logistics Research and Applications, 10(3), 205–219.","The paper compares the approach being taken to freight transport strategy and the specific policy measures being implemented in London and Paris.","Freight Transport/London and Paris","Environmental Problems|Social Problems|Land Use Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P2|P4|P7|P8",2007,"Case Study|Effective Approaches","IS1|IS2","Traffic management|Technological|Logistical","S2|S3|S4","Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Intelligent Transportation Systems (ITS)|Freight Demand Management|Alternate Pickup/Delivery Locations","A2|A3|A5|A7|A10|A16","Urban area, freight, London, Paris.","R3|R11","Yes","I1","London, Paris","SS3","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Environment & Energy","FG1|FG2|FG4","Improved efficiency; Improved reliability; Potential to reduce environmental impacts; Extension of business and leisure activity hours (\"24-hour cities\"); Stakeholder consultation","Traffic|Operational|Political|Organizational/Institutional|Environmental ","F2|F3|F5|F8|F12","Infrastructure & Freight Operations","FG1","Loading and unloading; Lack of expertise; Access; Modal shift","Traffic|Operational|Technological","B2|B3|B4","Key Performance Indicators",3,0,"Promote non-road modes for freight transportation; Stakeholder involvement to take into account a wide range of perspectives and needs","Ac2|Ac5|Ac15","Draw comparisons of freight policy measures between two US cities using the same methodology","Ad3|Ad5",1,1,1,1,75,25,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[100,"Facanha, C., & Ang-Olson, J. (2007). Effectiveness of Freight Transport Operational Strategies in Southern California. In 11th World Conference on Transport Research. (Proceedings). World Conference on Transport Research Society, Lyon, France.","This study compares the potential for emissions reduction from four freight transportation operational strategies in Southern California. This study focuses on such operational measures for reducing freight transportation emissions, including two strategies related to an expansion in rail service, a virtual container yard initiative, and an incident management program.  ","Freight Transport Operational Strategies/Southern California","Environmental Problems|Land Use Problems|Technical Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P4|P5|P7|P8",2007,"Case Study|Effective Approaches","IS1|IS2","Infrastructure|Technological|Logistical","S1|S3|S4","Geometric Modifications|Intelligent Transportation Systems (ITS)|Freight Demand Management|Multimodal/Intermodal Urban Distribution","A1|A7|A10|A11","Freight, emissions, congestion, urban area.","R1|R3|R4|R11","Yes","I1","California","SS1","Multimodal|Roadway|Rail Freight","TM1|TM2|TM3","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","Emissions reduction; Improved capacity","Traffic|Operational|Environmental ","F2|F3|F12","Infrastructure & Freight Operations|Administrative","FG1|FG2","Regulatory framework; Lack of research","Technological|Regulatory","B4|B6","Environmental measures - Life-cycle Assessment (LCA)",1,0,"More effective operational strategies; Consider life cycle emissions in analysis","Ac1|Ac3","Already implemented in the US","Ad11",2,1,2,1,65,35,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[101,"Holguín-Veras, J., Polimeni, J. M., & Cruz, B. (2006). Off-Peak Freight Deliveries to New York City: Challenges and Policy Measures. In Recent Advances in City Logistics: Proceedings of the 4th International Conference on City Logistics (Langkawi, Malaysia, 12–14 July, 2005), (E. Taniguchi and R. G. Thompson, eds.), Emerald Group Publishing, Limited, Bingley, United Kingdom, 525–538","Focused on the identification of the key challenges and the definition of the fundamental components of policies aimed at increasing off-peak deliveries.","Off-Peak Freight Deliveries","Technical Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P5|P7|P8",2006,"Strategic Solutions","IS3","Logistical","S4","Freight Demand Management","A10","Industry partners, such as larger retailers, particularly shopping.","R3|R4|R5|R17","Yes","I1","New York City, United States","SS1|SS7|SS10","Roadway","TM2","Administrative|Financial","FG2|FG6","Receivers' willingness to participate; Carrier centered initiatives; Financial incentives; Targeted major traffic generators","Political|Regulatory|Organizational/Institutional|Funding","F5|F6|F8|F16","Financial","FG6","Costs","Costs","B15","N/A",2,1,"Identify clear definitions for 3PL logistics providers, receivers need to be willing to accept off-peak deliveries, centered policies, financial incentives, target major traffic generators","Ac3|Ac6|Ac7|Ac8|Ac11|Ac12|Ac15","Already implemented in the US","Ad11",2,0,2,1,55,45,"Private companies to set up programs to help with freight fluidity","Ex6","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[102,"Technical Committee 2.3: Freight Transport. (2016). Framework for Citywide Road Freight Transport Management. World Road Association (PIARC), La Défense, France.","Described the research and findings about the frameworks for public sector road freight transport management (RFTM).","Road Freight Transport Management (RFTM) Framework","Logistics Operational Issues","P8",2015,"Strategic Solutions","IS3","Infrastructure|Traffic management","S1|S2","Geometric Modifications|Designated Truck Routes/Lanes","A1|A2","Establish framework for the citywide road freight transport management that supports the cost-efficient and environmentally friendly freight transport systems.","R17|R18","Yes","I1","Lyon, France; Adelaide, Australia; Oslo, Norway; Osaka Prefecture, Japan; Chicago, United States","SS1|SS2|SS3|SS7|SS10|SS14","Multimodal|Roadway","TM1|TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Legal, institutional and strategic aspects","Technological|Political|Regulatory|Organizational/Institutional","F4|F5|F6|F8","Environment & Energy|Safety|Financial","FG4|FG5|FG6","Balancing factors such as economic growth and environment, energy consumption and safety improvement","Environmental|Energy|Safety|Costs","B12|B13|B14|B15","N/A",2,1,"Multijurisdictional freight planning with regional cooperative arrangements; Public-private partnerships; Leadership in public-private partnerships of stakeholders","Ac6|Ac11|Ac12|Ac15","Judge and adjust approaches in the freight transportation management for different urban areas","Ad3|Ad6",3,1,3,1,70,30,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[103,"American Association of Railroads (2018). Freight Railroad Capacity and Investment. (Background paper). https://www.aar.org/wp-content/uploads/2018/05/AAR-Freight-Railroad-Capacity-Investment.pdf","Investigated the potential merits associated with public sector investment into the infrastructure of the rail transportation industry.","Public Investment in Freight Rail Infrastructure","Technical Problems|Logistics Operational Issues","P5|P8",2013,"Strategic Solutions","IS3","Technological|Logistical","S3|S4","Intelligent Transportation Systems (ITS)|Multimodal/Intermodal Urban Distribution|Freight Rail Routing through Urban Center","A7|A11|A19","Establish state-funded loan/grant programs for freight rail at state-level with a focus on rail industrial spurs/leads.","R3|R4|R5|R7|R8|R12|R15|R17|R19","Yes","I1","United States","SS1|SS4","Multimodal|Roadway|Rail Freight","TM1|TM2|TM3","Infrastructure & Freight Operations|Environment & Energy|Safety|Financial","FG1|FG4|FG5|FG6","Eliminate the need (distance) for truck transportation of commodities between industrial sites and railheads or final destinations; Avoid potential extra costs through reduced highway congestion, pavement maintenance needs, energy usage, and emissions, and increased safety on the highways; Affect job creation, shipper savings, tax revenue, and long-term economic growth (economic impact)","Infrastructure|Traffic|Operational|Environmental|Energy|Safety|Costs","F1|F2|F3|F12|F13|F14|F15","Administrative|Scope & Surroundings","FG2|FG3","Establish partnerships between the public sector and private sector","Political|Regulatory|Organizational/Institutional|Societal","B5|B6|B8|B11","N/A",2,1,"Significant and clear public benefits; Positive economic impact","Ac8|Ac12","Already implemented in the US","Ad11",3,1,3,1,75,25,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[104,"Morgan, C. A., Protopapas, A., Warner, J. E., Carlson, T. B., Huang, J., Li, Y., & Olson, L. E. (2012). Identification of Priority Rail Projects for Texas Initial Methodology/User Manual and Guidebook. (FHWA/TX-12/0-6467-1).","Developed a system of evaluative tools for the Texas Department of Transportation (TxDOT) to prioritize its investments in rail-related projects on a statewide basis.","Rail project evaluation, prioritization and ranking tools","Economic Problems|Technical Problems","P3|P5",2012,"Effective Approaches","IS2","Technological","S3","Intelligent Transportation Systems (ITS)","A7","Develop a transparent and straightforward system by which TxDOT can prioritize among the many possible projects to select those that best meet the goals of the TxDOT Strategic Plan.","R17|R18","No","I2","Texas, United States","SS1|SS4","Multimodal|Rail Freight","TM1|TM3","Administrative|Financial","FG2|FG6","Systematic rail project evaluation, prioritization and ranking tools to overcome the funding restrictions","Political|Regulatory|Organizational/Institutional|Funding","F5|F6|F8|F16","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","TxDot funding sources are limited","Infrastructure|Political|Regulatory|Organizational/Institutional|Costs|Funding","B1|B5|B6|B8|B15|B16","N/A",0,1,"Dramatically growing need for improved rail systems to facilitate more efficient movement of both passengers and freight","Ac12|Ac15","Already implemented in the US","Ad11",1,1,1,1,85,15,"Policy making/implementing is handled by public agents|Intra-Organizational coordination is required and improved","Ex1|Ex7","Freight Carriers/Operators","Pr1"]
[105,"Frawley, W. E., Borowiec, J. D., Protopapas, A., Warner, J. E., & Morgan, C. A. (2011). Guidebook on Landside Freight Access to Airports. Texas Transportation Institute, The Texas A&M University System, College Station.","Identified the issues, barriers, physical bottlenecks, and solutions, including potential funding mechanisms, concerning landside access to airports in Texas and proposed a methodology for identifying and evaluating existing access performance from a freight perspective.","Landside freight access to airports","Land Use Problems|Technical Problems|Logistics Operational Issues","P4|P5|P8",2011,"Case Study|Strategic Solutions","IS1|IS3","Infrastructure|Traffic management|Logistical","S1|S2|S4","Geometric Modifications|Designated Truck Routes/Lanes|Off-street Parking and Loading Requirements|Multimodal/Intermodal Urban Distribution","A1|A2|A5|A11","Access routes; Cargo requirements; Cargo operations.","R3|R4|R5|R17","Yes","I1","United States","SS1|SS4","Multimodal|Roadway","TM1|TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Financial","FG1|FG2|FG3|FG6","Coordination among various involved public agencies; Funding opportunities and additional funding options; Landside access solutions ","Infrastructure|Traffic|Operational|Technological|Political|Regulatory|Organizational/Institutional|Societal|Funding","F1|F2|F3|F4|F5|F6|F8|F11|F16","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Financial","FG1|FG2|FG3|FG6","Planning issues associated with landside freight including various public agency stakeholders' interests; Funding issues including existing programs and opportunities for funding landside freight access improvements; Landside freight access issues","Infrastructure|Traffic|Operational|Technological|Political|Regulatory|Organizational/Institutional|Societal|Funding","B1|B2|B3|B4|B5|B6|B8|B11|B16","N/A",2,1,"Good planning and coordination among involved agencies","Ac6|Ac11|Ac12|Ac15","Already implemented in the US","Ad11",3,1,3,1,75,25,"Policy making/implementing is handled by public agents|Intra-Organizational coordination is required and improved","Ex1|Ex7","Customers/Community Groups","Pr3"]
[106,"Brewster, R., Giragosian, A., & Newton, D. (2015, December). Integrated Corridor Management and Freight Opportunities. (No. FHWA-HOP-15-018). FHWA, U.S. DOT.","ICM manages the corridor as a multimodal system and make operational decisions for the benefit of the corridor as a whole.","Integrated Corridor Management (ICM)","Land Use Problems|Technical Problems|Logistics Operational Issues","P4|P5|P8",2015,"Effective Approaches|Strategic Solutions","IS2|IS3","Infrastructure|Traffic management|Technological|Logistical|Vehicle-based","S1|S2|S3|S4|S5","Geometric Modifications|Designated Truck Routes/Lanes|Intelligent Transportation Systems (ITS)|Multimodal/Intermodal Urban Distribution|Urban Consolidation Center (UCC)|Urban Distribution Using Multiple Types of Vehicles","A1|A2|A7|A11|A13|A20","Corridor-level focus on operations; agency integration institutionally, operationally, and technical; and active management of corridor assets and facilities.","R4|R17|R18|R19","Yes","I1","Transportation networks, existing infrastructure along major corridors","SS1|SS2|SS3|SS8","Roadway","TM2","Infrastructure & Freight Operations|Environment & Energy","FG1|FG4","Environmental awareness; Traveler information systems development","Technological|Environmental ","F4|F12","Infrastructure & Freight Operations|Administrative","FG1|FG2","Securing agreements among partners on data sharing; Available real-time data","Technological|Organizational/Institutional","B4|B8","Implement dynamic actions, monitor system. Assess system performance, evaluate and recommend dynamic actions",2,1,"Multiagency, multimodal collaboration among a diverse group of stakeholders","Ac11|Ac15","Take advantage of existing stakeholders groups for collaboration","Ad9",3,1,3,1,75,25,"Policy making/implementing is handled by public agents|Intra-Organizational coordination is required and improved","Ex1|Ex7","Customers/Community Groups","Pr3"]
[107,"Williams, K. M., & Carroll, A. (2015). Integrating Freight into Livable Communities. (NITC-RR-752). National Institute for Transportation and Communities, Transportation Research and Education Center, Portland, Oregon, 73–80.","The set or network of roads or streets that a local government has formally designated for certain trucks to use when traveling through or within that jurisdiction.","Designated Truck Routes","Technical Problems|Logistics Operational Issues","P5|P8",2015,"Case Study|Effective Approaches","IS1|IS2","Traffic management","S2","Designated Truck Routes/Lanes","A2","Easily accessible maps and signage, clear definition of the types of trucks regulated.","R9","Yes","I1","Highways and urban roads","SS9|SS10","Multimodal|Roadway","TM1|TM2","Environment & Energy|Safety|Financial","FG4|FG5|FG6","Economic benefit; Safety; Environmental protection","Environmental |Safety|Funding","F12|F14|F16","Infrastructure & Freight Operations|Financial","FG1|FG6","Costs, resources and time for identification of truck routes and development of implementing criteria","Technological|Costs","B4|B15","N/A",3,0,"Stakeholder outreach and education","Ac11","Already implemented in the US","Ad11",2,0,3,0,70,30,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[108,"Jones, F., & Conway, A. (2015). Cargo Cycles for Urban Delivery: North American Experience. Presentation in the Peer-to-Peer Exchange Program of the Center of Excellence for Sustainable Urban Freight Systems. Rensselaer Polytechnic Institute, Troy NY. https://coe-sufs.org/wordpress/peer-to-peer-exchange-program/webinar12/","Cargo cycles—two and three wheeled primarily human-powered vehicles—offer a low-impact alternative to traditional gasoline and diesel-powered vehicles.","Cargo Cycles for Urban Delivery","Environmental Problems|Land Use Problems|Technical Problems|Logistics Operational Issues","P1|P4|P5|P8",2015,"Effective Approaches","IS2","Vehicle-based","S5","Urban Distribution Using Multiple Types of Vehicles","A20","Industry partners, such as larger retailers, particularly shopping malls, drugstores and grocery chains, willing to collaborate.","R19","Yes","I1","Urban areas, but used mostly without coordination","SS10","Multimodal","TM1","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Environment & Energy","FG1|FG2|FG3|FG4","Pollution; Scarcity of parking; Rapid increase in convenience delivery","Operational|Political|Organizational/Institutional|Societal|Environmental ","F3|F5|F8|F11|F12","Infrastructure & Freight Operations|Administrative","FG1|FG2","Infrastructure range dramatically city by city; Non-recreational Cycling culture slow to mature","Infrastructure|Political|Organizational/Institutional","B1|B5|B8","N/A",1,1,"Traffic, city, and private sector coordination","Ac2|Ac11|Ac12|Ac15","Already implemented in the US","Ad11",1,1,2,1,45,55,"3PL implement multimodal freight delivery services","Ex5","Freight Carriers/Operators|Receviers/Retailers","Pr1|Pr2"]
[109,"Williams, K. M., & Carroll, A. (2015). Integrating Freight into Livable Communities. (NITC-RR-752). National Institute for Transportation and Communities, Transportation Research and Education Center, Portland, Oregon, 105–106.","Allow parking and loading spaces to be reserved in advance by freight carriers through the vehicle parking reservation systems' (also called delivery space booking systems) use of wireless communication technology.","Vehicle Parking Reservation Systems","Technical Problems|Logistics Operational Issues","P5|P8",2015,"Effective Approaches|Strategic Solutions","IS2|IS3","Technological","S3","Vehicle Parking Reservation Systems","A9","ITS system to monitor and manage the delivery spaces, strict enforcement, appropriate signage.","R9|R18","Yes","I1","Areas where traffic volumes are high and parking is scarce","SS10","Roadway","TM2","Administrative","FG2","System’s ability to respond to and manage constant change ","Political|Organizational/Institutional","F5|F8","Infrastructure & Freight Operations","FG1","Dynamic nature of logistics with trucks arriving early or late due to a variety of reasons","Operational","B3","N/A",3,0,"Engage the freight community to identify areas where a reservation system is needed and to decide the most appropriate length of each reservation","Ac3|Ac11|Ac15","Approach stakeholders to shape specific needs since this technique is intended to guarantee loading and unloading space and thereby reduce congestion caused by truck double parking, cut greenhouse gas emissions from truck circulation, and minimize costs to carriers from parking fines and wasted time","Ad1|Ad3|Ad4|Ad9",2,0,3,1,40,60,"Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity","Ex4|Ex6","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[110,"Yoshizaki, H., Barbieri da Cunha, C., Frank, C., & Kolstrup, K. (2016). Updates on Off-Hour Delivery Pilots Part I: The Experiences of Sao Paulo, Brazil, and Copenhagen, Denmark. Presentation in the Peer-to-Peer Exchange Program of the Center of Excellence for Sustainable Urban Freight Systems. Rensselaer Polytechnic Institute, Troy, New York. https://coe-sufs.org/wordpress/peer-to-peer-exchange-program/webinar13/","Scheduled truck deliveries outside business hours.","Off-Hour Truck Deliveries","Technical Problems|Logistics Operational Issues","P5|P8",2011,"Effective Approaches|Policies","IS2|IS4","Traffic management|Technological|Logistical","S2|S3|S4","Designated Truck Routes/Lanes|Intelligent Transportation Systems (ITS)|Freight Demand Management|Alternate Pickup/Delivery Locations","A2|A7|A10|A16","Industry partners, such as larger retailers, particularly shopping malls, drugstores and grocery chains, willing to collaborate.","R19","Yes","I1","Urban delivery areas","SS10","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Traffic agency involvement","Traffic|Political|Organizational/Institutional","F2|F5|F8","Environment & Energy|Safety|Financial","FG4|FG5|FG6","Safety; Noise; Additional costs in the supply chain","Environmental|Safety|Costs","B12|B14|B15","N/A",2,1,"Traffic, city, and private sector coordination","Ac2|Ac11","Already implemented in the US, it also can be extended to long-haul deliveries at depots, warehouses or distribution centers","Ad1|Ad6",1,1,1,1,65,35,"Policy making/implementing is handled by public agents|Private companies improve coordination with public agencies","Ex1|Ex4","Freight Carriers/Operators|Receviers/Retailers","Pr1|Pr2"]
[111,"Williams, K. M., & Carroll, A. (2015). Integrating Freight into Livable Communities. (NITC-RR-752). National Institute for Transportation and Communities, Transportation Research and Education Center, Portland, Oregon, 105–106.","Control the types of vehicles that may use a roadway travel lane based upon specified conditions. Some multiuse lanes allow all users to share a lane simultaneously, while others allow specific vehicles to use the lane only during designated times.","Multiuse Lanes","Land Use Problems|Technical Problems|Logistics Operational Issues","P4|P5|P8",2015,"Case Study|Effective Approaches","IS1|IS2","Infrastructure","S1","Geometric Modifications","A1","Infrastructure, electronic messaging or other signage to convey the lane use restrictions to potential users, as well as police enforcement.","R5|R18","Yes","I1","Highways and urban roads","SS10","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings","FG1|FG2|FG3","Assessment of the needs of local users; Types of vehicles using the roadway; Stakeholder engagement","Operational|Political|Organizational/Institutional|Societal","F3|F5|F8|F11","Infrastructure & Freight Operations","FG1","Current infrastructure conditions","Infrastructure","B1","N/A",3,0,"Transportation agencies to develop a relationship with the police, passive enforcement techniques (e.g., physically separated bus lanes using low rise curbs and offset bus lanes), and even lane enforcement cameras","Ac2|Ac4|Ac11|Ac12","Already implemented in the US","Ad11",2,1,3,1,90,10,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators","Pr1"]
[112,"Hassall, K., Bruza, L., & Thompson, R. (2015).The Role of High Productivity Freight Vehicles in Metropolitan Areas: The Australian Experience. Presentation in the Peer-to-Peer Exchange Program of the Center of Excellence for Sustainable Urban Freight Systems. Rensselaer Polytechnic Institute, Troy NY. https://coe-sufs.org/wordpress/peer-to-peer-exchange-program/webinar10/","Maximize the safe use of higher productivity vehicles by matching the right vehicles to the right roads.","The Role of High Productivity Freight Vehicles in Metropolitan Areas","Technical Problems|Logistics Operational Issues","P5|P8",2015,"Case Study|Effective Approaches","IS1|IS2","Vehicle-based","S5","Urban Distribution Using Multiple Types of Vehicles","A20","Legislation and infrastructure adequacy.","R5|R7","Yes","I1","Currently in long-haul operations","SS9","Roadway","TM2","Financial","FG6","Efficiency and productivity requirements","Costs","F15","Administrative|Financial","FG2|FG6","Cost; Design approvals; Permits","Regulatory|Costs","B6|B15","Performance Based Standards (PBS)",3,0,"Automotive manufacturer involvement","Ac11|Ac12","Require change in legislation and traffic regulations, as well as infrastructure adequacy","Ad1|Ad2|Ad3",3,1,3,1,60,40,"Policy making/implementing is handled by public agents|3PL implement multimodal freight delivery services","Ex1|Ex5","Freight Carriers/Operators","Pr1"]
[113,"Williams, K. M., & Carroll, A. (2015). Integrating Freight into Livable Communities. (NITC-RR-752). National Institute for Transportation and Communities, Transportation Research and Education Center, Portland, Oregon, 105–106.","Intermodal connectors are routes that connect the National Highway System (NHS) with high freight-activity areas, including ports, rail/truck terminals and passenger transit terminals (FHWA, 1999).","Intermodal Freight Connectors","Technical Problems|Logistics Operational Issues","P5|P8",2015,"Case Study|Effective Approaches","IS1|IS2","Infrastructure|Vehicle-based","S1|S5","Geometric Modifications|Urban Distribution Using Multiple Types of Vehicles","A1|A20","Physical space to build infrastructure.","R5","Yes","I1","Public roads leading to major intermodal terminals","SS9","Multimodal|Roadway","TM1|TM2","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Financial","FG1|FG2|FG3|FG6","Incentives for states and MPOs to address freight planning; Increasing use of information technology; Increasing opportunities for funding, and identifying host community issues","Technological|Political|Regulatory|Organizational/Institutional|Societal|Costs|Funding","F4|F5|F6|F8|F11|F15|F16","Financial","FG6","Cost; Resources availability","Costs","B15","N/A",2,1,"Public-private partnerships to cover the costs of construction","Ac11|Ac12|Ac15","Already implemented in the US","Ad11",3,0,3,0,70,30,"3PL implement multimodal freight delivery services|Private companies to set up programs to help with freight fluidity","Ex5|Ex6","Customers/Community Groups","Pr3"]
[114,"Estudio Integral y Plan Regulatorio de Transporte de Carga de Ciudad Juarez. (2015). http://www.imip.org.mx/documentos/gef.pdf","Study to organize freight vehicles flows in Cd. Juárez and update legal and regulatory instruments.","Integral study and regulatory plan of freight transportation in Cd. Juárez, México.","Environmental Problems|Economic Problems|Land Use Problems|Logistics Operational Issues","P1|P3|P4|P8",2015,"Case Study","IS1","Traffic management|Logistical","S2|S4","Designated Truck Routes/Lanes|Multimodal/Intermodal Urban Distribution","A2|A11","An authorities´ action plan must be proposed in order to implement the regulatory plan.","R9","No","I2","Cd. Juárez, Mexico","SS1|SS6|SS10","Multimodal|Roadway","TM1|TM2","Administrative","FG2","Government and authorities sponsorship","Political|Organizational/Institutional","F5|F8","Financial","FG6","Cost; Resources availability","Costs","B15","N/A",0,1,"Public-private partnerships for implementation","Ac11|Ac12|Ac15","Consider the US regulatory framework","Ad3|Ad9",3,1,2,1,75,25,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[115,"MIT Center for Transportation & Logistics (2011). Sustainable Distribution in Cities. Supply Chain Frontiers #43, December. (Newsletter). https://ctl.mit.edu/pub/newsletter/supply-chain-frontiers-43-sustainable-distribution-cities","Developing a Consolidation Platform Network to supply goods to urban centers.","Efficient Microplatforms for a sustainable urban distribution of goods","Technical Problems|Logistics Operational Issues","P5|P8",2011,"Strategic Solutions","IS3","Traffic management|Logistical","S2|S4","Designated Truck Routes/Lanes|Multimodal/Intermodal Urban Distribution|Urban Consolidation Center (UCC)","A2|A11|A13","Various stakeholders coordination. Traceability/Management system implementation.","R15|R18|R19","Yes","I1","Spain, Urban centers","SS3|SS4|SS10","Multimodal|Roadway","TM1|TM2","Administrative|Scope & Surroundings","FG2|FG3","Government and authorities sponsorship; Private sector synergies","Political|Organizational/Institutional|Societal","F5|F8|F11","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Resources availability; Infrastructure availability; Organization individualism","Infrastructure|Political|Organizational/Institutional|Costs","B1|B5|B8|B15","N/A",2,1,"Public-private partnerships for implementation","Ac11|Ac12|Ac15","Consider the US regulatory framework","Ad3|Ad9",3,1,2,1,70,30,"Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity","Ex4|Ex6","Customers/Community Groups","Pr3"]
[116,"Zaragoza Logistics Center. (n.d.) Methodology to Analyze, Systematize, and Quantify Performance in Freight Logistics Chains. (Project description). https://www.zlc.edu.es/projects/global/methodology-to-analyze-systematize-and-quantify-performance-in-freight-logistics-chains/","To develop a method to quantify infrastructure, services and operations in a relatively recent coined concept of Freight Logistics Supply Chains.","Methodology to Analyze, Systematize and Quantify Performance in Freight Logistic Chains","Technical Problems|Logistics Operational Issues","P5|P8",2011,"Effective Approaches","IS2","Logistical|Planning","S4|S7","Multimodal/Intermodal Urban Distribution|Integrating Freight and Economic Policies","A11|A30","Data availability.","R18","Yes","I1","Latin American and Caribbean countries","SS9","Multimodal|Roadway","TM1|TM2","Scope & Surroundings","FG3","Economic development initiatives","Societal","F11","Financial","FG6","Resources availability; Data unavailability","Costs","B15","N/A",2,1,"Public-private partnerships for implementation","Ac11|Ac12|Ac15","Consider the US regulatory framework, and include already existing transportation measures","Ad3|Ad8|Ad9",2,1,2,1,60,40,"Policy making/implementing is handled by public agents","Ex1","Customers/Community Groups","Pr3"]
[117,"Mojica, C., Ureña, N., Fernández Belmonte, D., García Puente, C. Calvo Caretón, L. & García De Miguel, A. (2015). Regional Observatory of Intelligent Transport Systems for Latin America and the Caribbean. Inter-American Development Bank, Washington, D.C. https://publications.iadb.org/handle/11319/7217?locale-attribute=en","Development of a Prototype System for Monitoring Urban Transport.","Development of a Prototype System Observatory of Urban Transport","Technical Problems|Logistics Operational Issues","P5|P8",2011,"Strategic Solutions","IS3","Technological","S3","Intelligent Transportation Systems (ITS)","A7","Tracking and tracing technology integration, industry partnerships.","R18|R19","Yes","I1","Urban distribution centers network in Europe","SS3|SS6|SS10","Roadway","TM2","Administrative","FG2","Stakeholders collaboration","Political|Organizational/Institutional","F5|F8","Administrative","FG2","Data confidentiality concerns; Stakeholders competition","Political|Regulatory|Organizational/Institutional","B5|B6|B8","N/A",2,1,"Third-neutral party leadership","Ac5|Ac11|Ac15","Consider the US regulatory framework, and integrate existing communication standards","Ad1|Ad3",2,1,2,1,40,60,"3PL implement multimodal freight delivery services","Ex5","Customers/Community Groups","Pr3"]
[118,"Commission for Environmental Cooperation (CEC). (2016). Reducing Air Pollution at Land Ports of Entry: Recommendations for Canada, Mexico and the United States. Montreal, Quebec, Canada.","Review of air emissions reduction strategies at land ports of entry, highlighting various strategies that reduce air emissions and its applicability to land ports of entry. Recommendations for expanding best practices that deal with air emissions at North American borders.","Reducing Air Pollution at Land Ports of Entry: Recommendations for Canada, Mexico and the United States","Environmental Problems","P1",2016,"Effective Approaches","IS2","Technological","S3","Intelligent Transportation Systems (ITS)","A7","Urban area, freight activity.","R3|R11","No","I2","Land international ports of entry","SS9|SS13","Roadway","TM2","Administrative|Scope & Surroundings","FG2|FG3","Coordinating efforts among agencies that operate at land ports of entry; Public and private sector stakeholders ","Political|Regulatory|Organizational/Institutional|Societal","F5|F6|F8|F11","Administrative|Scope & Surroundings|Financial","FG2|FG3|FG6","Difficulties in coordination among stakeholders; Difficulties in funding availability","Political|Organizational/Institutional|Societal|Funding","B5|B8|B11|B16","N/A",0,1,"Improve understanding of the long term benefits of these strategies for freight users as well as local community","Ac5|Ac11|Ac12|Ac15","Already adapted to urban areas, as it concentrates freight activity at land ports of entry which are located in urban areas","Ad1|Ad5",1,1,2,1,70,30,"Private companies improve coordination with public agencies","Ex4","Customers/Community Groups","Pr3"]
[119,"Monsreal M. & Villa J. Development of a Border Fluidity Indicator for Cross Border Freight Movements. Unpublished manuscript.","Identifying data sources to develop a freight fluidity indicator to measure travel time, travel time reliability, and costs of cross-border trucks traffic between Mexico and Texas. ","Development of the Fluidity Indicator","Technical Problems|Logistics Operational Issues","P5|P8",2016,"Case Study|Effective Approaches|Programs or Systems","IS1|IS2|IS5","Logistical","S4","Freight Demand Management","A10","Freight corridors through land ports of entry.","R3|R5","No","I2","Cross border truck traffic ","SS1","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Coordination with public and private sectors to define measure characteristics and data sharing","Technological|Political|Organizational/Institutional","F4|F5|F8","Administrative","FG2","Data availability; Lack of agreements with data providers and federal and state agencies","Organizational/Institutional","B8","N/A",0,1,"Federal and state mandates to implement this performance measure","Ac6","Analyze in more detail the urban area part of the trip, where most of the key challenges are encountered","Ad5",1,1,1,1,65,35,"Private companies improve coordination with public agencies","Ex4","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[120,"Secure Border Trade project. Unpublished manuscript.","The SBT project relied on a collection of systems that include video communications, protocols for truck loading, electronic locking systems and a central monitoring facility. All system information would be monitored by US CBP. These systems will allow each vehicle to be tracked along a designated route from the moment the door is closed and the truck leaves the secure sites in Mexico until the truck arrives at the border and then again until the truck reaches its destination. The focus of the information gathered and analyzed has the goal of extending the customs and security inspection process away from the border and facilitating pre-clearance of shipments.","Enhanced carrier visibility and security to enable cargo inspection time reduction","Technical Problems|Institutional Problems|Logistics Operational Issues","P5|P6|P8",2011,"Case Study|Effective Approaches","IS1|IS2","Technological","S3","Intelligent Transportation Systems (ITS)","A7","Congestion at land border ports of entry due to security procedures.","R4|R5","No","I2","El Paso, Texas-Ciudad Juárez, Mexico","SS1","Roadway","TM2","Administrative|Scope & Surroundings","FG2|FG3","Willingness to participate of shippers, and carriers; Customs and Border Protection (CBP)","Political|Regulatory|Organizational/Institutional|Societal","F5|F6|F8|F11","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Cost of technology; Perceived border crossing time reduction benefits","Technological|Political|Organizational/Institutional|Costs","B4|B5|B8|B15","N/A",0,1,"Cost reduction/buy-in from border security agencies","Ac7|Ac8|Ac11","At border crossings located within the urban area of two large cities","Ad5",2,1,2,1,30,70,"Improves freight carrier efficiency|3PL implement multimodal freight delivery services","Ex3|Ex5","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[121,"Strategy and Tools to improve freight logistics and trade in Mesoamerica. Unpublished manuscript.","Inter-American Development Bank (IADB) project to identify the principal freight transport flows, key logistics challenges, and other considerations involved in trade and customs facilitation in Mesoamerica.  This project developed a Geographic Information System (GIS)-based decision-making system and identified bottlenecks that compromise logistics performance. It also identified opportunities and requirements for improving transportation services at port terminals, specialized logistics facilities, regional road corridors, urban access and bypasses, regulation of transportation services, operator’s modernization, national policy guidelines, improved trade and customs facilitation measures, and other aspects. ","Strategy and Tools to improve freight logistics and trade in Mesoamerica","Economic Problems|Logistics Operational Issues","P3|P8",2011,"Effective Approaches|Strategic Solutions","IS2|IS3","Logistical|Planning","S4|S7","Freight Demand Management|Developing an Urban Freight Plan","A10|A27","Freight activities, trade and technology infrastructure.","R3|R12|R18","Yes","I1","Central America","SS15","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Regulatory; Organizational/Institutional; Technical","Technological|Political|Regulatory|Organizational/Institutional","F4|F5|F6|F8","Administrative|Financial","FG2|FG6","Costs and collaboration among different countries and agencies","Political|Organizational/Institutional|Costs","B5|B8|B15","N/A",2,1,"Trade agreements","Ac11","Consider urban environments as part of the freight network","Ad1|Ad8",2,1,2,1,70,30,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators","Pr1"]
[122,"Taylor, S., Giang, C., & Kogios, L. (2016, November). Overcoming Barriers to the Off-Peak Movement of Freight in Urban Areas. Presented at 27th Australian Road Research Board Conference, 16–18 November 2016, Melbourne, Victoria, Australia.","Investigate the hypothesis that off-peak deliveries in urban areas have potential to both reduce congestion and assist freight and logistics operations.","Off-peak Movement of Freight in Urban Areas","Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P6|P7|P8",2016,"Case Study|Effective Approaches|Programs or Systems","IS1|IS2|IS5","Logistical|Planning","S4|S7","Freight Demand Management|Low-Noise Delivery Programs/Regulations|Contractual Freight Partnerships","A10|A18|A29","Off-peak freight movement initiatives such as re-timing consortiums and out-of0hours delivery pilot trials being successfully implemented and operational around the world","R4|R6|R7|R8|R15|R19","Yes","I1","Australia","SS14","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Stakeholder collaboration and engagement; Encouraging quiet delivery practices; New vehicle technology and incentives","Technological|Political|Regulatory|Organizational/Institutional|Funding","F4|F5|F6|F8|F16","Administrative|Scope & Surroundings|Financial","FG2|FG3|FG6","Town and transport statutory obstacles; Pricing measures; Labour costs","Political|Regulatory|Organizational/Institutional|Societal|Costs","B5|B6|B8|B11|B15","Environmental measures",2,1,"Freight Quality Partnerships (FQPs); Quiet Delivery Practices; Stakeholder relationships","Ac6|Ac12|Ac15","Consider trails before implementation","Ad1|Ad3|Ad6|Ad8|Ad9",1,1,1,1,60,40,"Policy making/implementing is handled by public agents","Ex1","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[123,"Lamm, C., Kirk, K., Stewart, B., Fregonese, J., & Joyce, A. (2017). NCHRP Research Report 844: Guide for Integrating Goods and Services Movement by Commercial Vehicles in Smart Growth Environments. Transportation Research Board, Washington, D.C.","Identifying the tools and best practices that empower city, regional, and state planners, transportation agencies, developers, shippers, and truck operators with the information they need to better integrate goods and services movement in the design and management of buildings and streets in smart growth environments.","Integrating goods and services movement by commercial vehicles in smart growth environments","Technical Problems|Institutional Problems|Stakeholder Involved Challenges","P5|P6|P7",2016,"Case Study|Effective Approaches|Programs or Systems","IS1|IS2|IS5","Infrastructure|Traffic management|Logistical|Vehicle-based|Incentives|Planning","S1|S2|S4|S5|S6|S7","Geometric Modifications|Designated Truck Routes/Lanes|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Freight Demand Management|Multimodal/Intermodal Urban Distribution|Urban Freight Villages|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Preferential Zoning|Taxation and Fees|Developing an Urban Freight Plan|Contractual Freight Partnerships","A1|A2|A3|A5|A10|A11|A14|A16|A20|A24|A25|A27|A29","Goods and services movement; Commercial vehicles; Smart growth environments","R3|R4|R11","Yes","I1","America","SS1|SS4","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Environment & Energy","FG1|FG2|FG4","Street and intersection design and commercial vehicle access; On-street loading; Operartion with minimal impacts: time-of-day; capacity; emissions and air quality; consensus about complete streets and freight movement; Ongoing monitoring: evaluating performance; diverging planning goals; ","Traffic|Operational|Regulatory|Environmental ","F2|F3|F6|F12","Infrastructure & Freight Operations|Administrative|Scope & Surroundings|Environment & Energy","FG1|FG2|FG3|FG4","Encroachment on existing or planned industrial areas and transportation corridors; Unexplicit integration of industrial or freight activity in communities; Truck noise; Lack of buffering near housing; ","Political|Regulatory|Organizational/Institutional|Societal|Environmental","B1|B5|B6|B8|B11|B12","N/A",1,1,"Stakeholders, relationships, and opportunities for coordination","Ac11|Ac12|Ac15","Already implemented in the US","Ad11",2,0,2,1,50,50,"Policy making/implementing is handled by public agents|Improves freight carrier efficiency|Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity|Intra-Organizational coordination is required and improved","Ex1|Ex3|Ex4|Ex6|Ex7","Freight Carriers/Operators|Receviers/Retailers","Pr1|Pr2"]
[124,"Arvidsson, N., & Pazirandeh, A. (2017). An Ex Ante Evaluation of Mobile Depots in Cities: A Sustainability Perspective. International Journal of Sustainable Transportation, 11(8), 623–632.","Introducing an integrated multimodal approach using a mobile depot, small vehicles, and a transloading unit making intermediate storage and reloading unnecessary.","Mobile Depot","Environmental Problems|Social Problems|Economic Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P2|P3|P7|P8",2017,"Case Study|Effective Approaches|Programs or Systems","IS1|IS2|IS5","Logistical|Vehicle-based","S4|S5","Multimodal/Intermodal Urban Distribution|Urban Distribution Using Multiple Types of Vehicles","A11|A20","Existing transportation network, loaded at the distribution center, prepacked load units, and a series of smaller vehicles","R3|R4|R5|R11","No","I2","Sweden","SS3|SS4","Multimodal","TM1","Scope & Surroundings|Environment & Energy|Financial","FG3|FG4|FG6","Environmental and social (improving air quality and lowering CO2 emissions, noise intrusion, congestion and visual intrusion); Economically competitive for transport operators","Societal|Environmental|Costs","F11|F12|F15","Administrative|Scope & Surroundings|Financial","FG2|FG3|FG6","Coordination of the actors (both individuals and organizations); Fair sharing of risks and rewards; Resistances to change and turf protections","Political|Organizational/Institutional|Societal|Costs","B5|B8|B11|B15","Operating costs including per-parcel cost and total costs; CO2 emission; Road space and time occupancy; Stakeholder perspective",0,0,"Consider the context of the city such as the available public transport systems and existence of inner waterways, the importance of standardized load units, and inclusion of the actors impacted by the change. ","Ac3|Ac4|Ac12|Ac15","Further studies on small-scale implementations of such a system to better understand its implications; Continued increased pressure by regulatory bodies on the transport operators to find zero emission alternatives","Ad3|Ad6|Ad8",1,0,1,1,25,75,"Improves freight carrier efficiency|Private companies to set up programs to help with freight fluidity","Ex3|Ex6","Freight Carriers/Operators","Pr1"]
[125,"Sánchez-Díaz, I., Georén, P., & Brolinson, M. (2017). Shifting Urban Freight Deliveries to the Off-Peak Hours: A Review of Theory and Practice. Transport Reviews, 37(4), 521–543.","Presenting a comprehensive review of the literature on off-peak hour deliveries (OPHD).","Off-peak hour delivery (OPHD)","Environmental Problems|Stakeholder Involved Challenges|Logistics Operational Issues","P1|P7|P8",2016,"Case Study|Effective Approaches|Programs or Systems","IS1|IS2|IS5","Logistical|Vehicle-based|Planning","S4|S5|S7","Low-Noise Delivery Programs/Regulations|Vehicle Access Control|Contractual Freight Partnerships","A18|A21|A29","Congested cities with a large number of stakeholders affected by freight activity","R2|R3|R11|R15","Yes","I1","Pilot studies in New York City, London, Denmark, Paris, and Stockholm","SS1|SS3|SS5|SS10","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","A receiving dimension which determines a primary time-window depending on location and establishments’ receiving constraints; A business nature dimension which determines a secondary time-window for core deliveries based on their time-sensitivity for the receiver; An operational dimension which influences delivery-time depending on the type of carrier, the type of delivery, routing efficiency, and other external factors.","Operational|Organizational/Institutional","F3|F8","Infrastructure & Freight Operations|Administrative|Environment & Energy","FG1|FG2|FG4","Noise; Access restrictions; Receivers' participation; Carriers' participation","Operational|Organizational/Institutional|Environmental","B3|B8|B12","Travel time savings; Service time savings; Environmental impacts; Noise assessment/complaints",3,0,"Delivery-time agreements between stakeholders; Types of schemes","Ac3|Ac6|Ac11|Ac12|Ac15","Already implemented in the US","Ad11",2,1,2,1,25,75,"Improves freight carrier efficiency|Private companies to set up programs to help with freight fluidity","Ex3|Ex6","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[126,"Melo, S., & Baptista, P. (2017). Evaluating the Impacts of Using Cargo Cycles on Urban Logistics: Integrating Traffic, Environmental and Operational Boundaries. European Transport Research Review, 9(2), 30.","Assessing the impacts of electric cargo bikes, from a public policy perspective and, simultaneously, taking into account variables that cover the urban logistics operators’ interests.","Cargo cycles in city logistics","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues","P1|P2|P3|P8",2017,"Case Study|Effective Approaches","IS1|IS2","Vehicle-based","S5","Urban Distribution Using Multiple Types of Vehicles","A20","Appropriate spatial scale within the city","R3|R4|R11|R13|R17","Yes","I1","City of Porto, Portugal","SS3|SS5|SS10|SS13","Multimodal","TM1","Infrastructure & Freight Operations|Scope & Surroundings|Environment & Energy","FG1|FG3|FG4","Improved energy efficiency; Lower emissions; Lower traffic disturbance; Enhanced quality of life","Traffic|Societal|Environmental |Energy","F2|F11|F12|F13","Infrastructure & Freight Operations|Scope & Surroundings|Financial","FG1|FG3|FG6","Operational issues (parcels only and not pallets, specific types of business, small size and weight of parcels or mail, and short travel distance); Relying on the existence and availability of a consolidation center; Difficult maintenance; Small second-hand market; Insufficient number of recharging public facilities","Infrastructure|Operational|Geographical|Societal|Costs","B1|B3|B10|B11|B15","Mobility (distance travelled, average speed excluding stops to make deliveries, travel time, delay time, density of traffic, flow), environment (fuel consumption and global CO2 in a fuel life-cycle approach Well-to-Wheel), operating costs and external costs (direct vehicle fuel related cost and the time cost for persons in vehicles).",2,0,"An integrated strategy with private operators for the promotion of this solution and the prior delimitation of the conditions","Ac3|Ac12|Ac13|Ac15","Already implemented in the US","Ad11",1,0,1,1,25,75,"Improves freight carrier efficiency|Private companies to set up programs to help with freight fluidity","Ex3|Ex6","Freight Carriers/Operators|Receviers/Retailers","Pr1|Pr2"]
[127,"Boarnet, M. G., Hong, A., & Santiago-Bartolomei, R. (2017). Urban Spatial Structure, Employment Subcenters, and Freight Travel. Journal of Transport Geography, 60, 267–276.","Examining the relationship between urban spatial development patterns and freight travel.","Impact of polycentric metropolitan development patterns on freight activity","Land Use Problems|Infrastructure Problems ","P4|P9",2017,"Case Study|Strategic Solutions","IS1|IS3","Planning","S7","Integrating Freight into the Land Use Planning Process","A26","Employment subcenters","R3|R4|R5|R13","Yes","I1","Los Angeles region, United States","SS1|SS5|SS10","Roadway","TM2","Infrastructure & Freight Operations","FG1","Larger share of employment in professional services in this sub-centers or other characteristics of that centers","Infrastructure|Operational","F1|F3","Infrastructure & Freight Operations","FG1","Employment sub-centers; Intermodal facilities","Infrastructure|Operational","B1|B3","Employment sub-center data; Freight transportation data; Intermodal freight facility data",1,1,"Given the intricate connection between urban geography and freight activity, planners and policy-makers need to assess how urban freight travel will be linked to changes in land use or infrastructure at what is usually the level of a small geographic zone and larger metropolitan geographies.","Ac4|Ac9","Already implemented in the US","Ad11",3,1,3,1,50,50,"Policy making/implementing is handled by public agents|Improves freight carrier efficiency|Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity|Intra-Organizational coordination is required and improved","Ex1|Ex3|Ex4|Ex6|Ex7","Freight Carriers/Operators","Pr1"]
[128,"Lubinsky, A., & Dave, K. (2017). Integrated Strategies to Address Emerging Freight and Delivery Challenges in New York City. (Report No. 16-33). New York State Research and Development Authority, Albany, New York.","Addressing emerging freight and delivery challenges in New York City","A comprehensive review of freight delivery policies and regulations ","Institutional Problems|Infrastructure Problems ","P6|P9",2017,"Case Study|Effective Approaches|Strategic Solutions|Policies","IS1|IS2|IS3|IS4","Infrastructure|Traffic management|Technological|Logistical|Incentives","S1|S2|S3|S4|S6","Geometric Modifications|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Parking Restrictions|Vehicle Parking Reservation Systems|Freight Demand Management|Urban Consolidation Center (UCC)|Alternate Pickup/Delivery Locations|Preferential Zoning","A1|A3|A5|A6|A9|A10|A13|A16|A24","Urban area, freight activity","R3|R11","Yes","I1","New York City, United States","SS1|SS5|SS10","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Integrated on- and off-street capacity approach; Enforcing on-street capacity; Reassess off-street loading requirements; Incentivize alternative loading strategies; Efficacy of loading infrastructure; Future Tech; Regulatory Processes","Infrastructure|Operational|Technological|Political|Regulatory|Organizational/Institutional","F1|F3|F4|F5|F6|F8","Infrastructure & Freight Operations|Scope & Surroundings","FG1|FG3","Rise of smartphone-enabled mobility firms; Same-day delivery services","Operational|Geographical|Societal","B3|B10|B11","N/A",3,1,"Consumer expectations shift with the new era of on-demand mobility services","Ac12|Ac14|Ac15","Already implemented in the US","Ad11",2,1,2,0,50,50,"Policy making/implementing is handled by public agents|Improves freight carrier efficiency|Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity|Intra-Organizational coordination is required and improved","Ex1|Ex3|Ex4|Ex6|Ex7","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[129,"Allen, J., Bektaş, T., Cherrett, T., Friday, A., McLeod, F., Piecyk, M., Piotrowska, M., & Zaltz Austwick, M. (2017). Enabling a Freight Traffic Controller for Collaborative Multidrop Urban Logistics: Practical and Theoretical Challenges. Transportation Research Record: Journal of the Transportation Research Board, No. 2609, 77–84.","Introducing the concept of the Freight Traffic Controller as a mechanism for overseeing the management of collaborative relationships in parcel distribution sector","Freight Traffic Controller (FTC)","Stakeholder Involved Challenges|Logistics Operational Issues","P7|P8",2017,"Case Study|Strategic Solutions|Programs or Systems","IS1|IS3|IS5","Planning","S7","Contractual Freight Partnerships","A29","A trusted third-party, assigned to equitably manage the work allocation between collaborating carriers and the passage of vehicles over the last mile where joint benefits to the parties are achievable","R3|R11|R17|R19","No","I2","United Kingdom","SS3|SS4","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Order sharing (joint route planning, auction-based mechanisms, bilateral lane exchanges, load swapping or shipment dispatching policies); Capacity sharing (sharing vehicle capacities, rather than customer requests, and each participating carrier delivers its individual order set)","Operational|Technological|Organizational/Institutional","F3|F4|F8","Infrastructure & Freight Operations","FG1","Operational reality","Operational","B3","N/A",0,0,"Overcome strategic, tactical and operational decision-making challenges","Ac3|Ac6|Ac11","Need to overcome key issues in realizing the concept at a practical level","Ad8",3,0,3,0,25,75,"Improves freight carrier efficiency|Private companies to set up programs to help with freight fluidity","Ex3|Ex6","Freight Carriers/Operators|Receviers/Retailers","Pr1|Pr2"]
[130,"Butrina, P., Girón-Valderrama, G. D. C., Machado-León, J. L., Goodchild, A., & Ayyalasomayajula, P. C. (2017). From the Last Mile to the Last 800 ft: Key Factors in Urban Pickup and Delivery of Goods. Transportation Research Record: Journal of the Transportation Research Board, No. 2609, 85–92","Proposing a more holistic approach to address accessibility for urban pick up/delivery operations at the microscale","Last 800 Feet","Stakeholder Involved Challenges|Logistics Operational Issues|Infrastructure Problems ","P7|P8|P9",2017,"Effective Approaches|Programs or Systems","IS2|IS5","Traffic management","S2","On-street Parking and Loading Zones|Off-street Parking and Loading Requirements","A3|A5","Urban delivery or pick-up operation","R3|R4|R11|R17|R19","Yes","I1","United States","SS1|SS4","Roadway","TM2","Infrastructure & Freight Operations","FG1","Match between delivery characteristics and facilities characteristics both in and away from the vehicle","Infrastructure|Operational","F1|F3","Infrastructure & Freight Operations","FG1","Mismatch between delivery characteristics and facilities characteristics both in and away from the vehicle","Operational","B3","Delivery characteristics in the vehicle; Delivery characteristics away from the vehicle; Facilities characteristics in the vehicle; Facilities characteristics away from the vehicle",1,0,"Focus on physical infrastructure; Develop informed urban freight policies and strategies; Increase public-private collaborations","Ac4|Ac6|Ac11|Ac12|Ac15","Already implemented in the US","Ad11",2,1,2,1,25,75,"Improves freight carrier efficiency|Private companies to set up programs to help with freight fluidity","Ex3|Ex6","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[131,"Hagen, J. X., Lobo, Z., & Linke, C. C. (2017). Clean, Silent, Space-Efficient and Non-Trivial Urban Freight Delivery: An Overview of Cycle Logistics in Rio de Janeiro. Presented at 96th Annual Meeting of the Transportation Research Board, 8–12 January 2017, Washington, D.C.","Discover key characteristics of cycle logistics in Rio de Janeiro","Bicycles and tricycles for last-mile urban freight delivery","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues","P1|P2|P3|P8",2017,"Case Study|Effective Approaches","IS1|IS2","Vehicle-based","S5","Urban Distribution Using Multiple Types of Vehicles","A20","Use of human powered or electrically-assisted standard bicycles, cargo bikes, and cargo tricycles for the transport of goods between A and B, primarily in urban areas","R3|R4|R11|R13|R17","Yes","I1","Rio de Janeiro, Brazil","SS5|SS10|SS13|SS15","Multimodal","TM1","Infrastructure & Freight Operations|Scope & Surroundings|Environment & Energy","FG1|FG3|FG4","Reduce greenhouse gas emissions and noise pollution; Improve public health (traffic injuries and respiratory illnesses); Make efficient use of scarce space in cities","Infrastructure|Operational|Societal|Environmental ","F1|F3|F11|F12","Scope & Surroundings|Environment & Energy|Financial","FG3|FG4|FG6","No desire to engage in sustainable practices, or present an image of sustainability","Societal|Environmental|Costs","B11|B12|B15","Vehicles; Establishments; Workers; Deliveries and geographical reach; Commercial centers",3,0,"Explore further potential for cycle logistics by parcel carrier services rather than in-house delivery services","Ac3|Ac13","Already implemented in the US","Ad11",1,1,1,1,25,75,"Improves freight carrier efficiency|Private companies to set up programs to help with freight fluidity","Ex3|Ex6","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[132,"Fu, J., & Jenelius, E. (2018). Transport Efficiency of Off-Peak Urban Goods Deliveries: A Stockholm Pilot Study. Case Studies on Transport Policy, 6(1), 156–166.","Evaluating the transport efficiency impacts of the Stockholm off-peak pilot project","Off-peak urban goods deliveries","Stakeholder Involved Challenges|Logistics Operational Issues","P7|P8",2017,"Case Study|Effective Approaches","IS1|IS2","Logistical","S4","Freight Demand Management","A10","Special permits to two heavy delivery trucks to deliver goods in the inner city during the restricted time period","R3|R7|R11|R17","Yes","I1","Stockholm, Sweden","SS3|SS5|SS10","Roadway","TM2","Infrastructure & Freight Operations|Administrative|Environment & Energy","FG1|FG2|FG4","Special permits issued by the city; Shippers and receivers of the goods deliveries closely involved and committed to adjusting the deliveries to off-peak hours; Specially designed trucks to reduce noise and pollution; Noise-reducing cargo handling technologies","Operational|Technological|Political|Regulatory|Organizational/Institutional|Environmental ","F3|F4|F5|F6|F8|F12","Infrastructure & Freight Operations","FG1","Congestion levels","Traffic","B2","Driving efficiency; Delivery reliability; Energy efficiency; Service efficiency",2,0,"Include other aspects such as stakeholder satisfaction (carriers, receivers, authorities, the general public, etc.), noise measurement, and environmental impacts","Ac1|Ac12|Ac15","Already implemented in the US","Ad11",2,1,2,1,25,75,"Improves freight carrier efficiency|Private companies to set up programs to help with freight fluidity","Ex3|Ex6","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[133,"Aljohani, K. (2016). Integrating Logistics Facilities in Inner Melbourne to Alleviate Impacts of Urban Freight Transport. In 2016 Proceedings of the Australasian Transport Research Forum (ATRF), 16–18 November 2016, Melbourne, Victoria, Australia.","Presenting a framework for optimising the establishment of small-scale logistics facilities","Central City Distribution Facilities (CCDF)","Land Use Problems|Stakeholder Involved Challenges|Logistics Operational Issues|Infrastructure Problems ","P4|P7|P8|P9",2016,"Case Study|Effective Approaches","IS1|IS2","Logistical","S4","Urban Consolidation Center (UCC)","A13","Congested central city area","R2|R3|R11","No","I2","Melbourne, Australia","SS5|SS10|SS14","Multimodal","TM1","Infrastructure & Freight Operations|Administrative","FG1|FG2","Relieve carriers from the responsibility and challenges of last kilometer distribution activities within the congested central city area; Provide paid value-added retailing and recycling activities","Operational|Organizational/Institutional","F3|F8","Infrastructure & Freight Operations|Financial","FG1|FG6","Attract daily a large number of consignments from various transport carriers to be delivered from the facility to the central city area; Remain cost-efficient; Maintain the same level of service offered by the original transport carriers to receivers","Operational|Costs","B3|B15","Logistics Land-Use Attributes; Characteristics of Freight Demand; Suitability Indicators; Feasibility Indicators",0,1,"Evaluate and rank the most appropriate configuration of CCDF with respect to the objectives of each stakeholders involved in last kilometer freight","Ac3|Ac12|Ac13|Ac15","Consider the framework when setting up small-scale logistics facilities in the congested central city area","Ad3|Ad8",2,1,2,1,50,50,"Policy making/implementing is handled by public agents|Improves freight carrier efficiency|Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity|Intra-Organizational coordination is required and improved","Ex1|Ex3|Ex4|Ex6|Ex7","Freight Carriers/Operators","Pr1"]
[134,"Conway, A., Wang, X., Chen, Q., & Schmid, J. (2016). Freight Costs at the Curbside. City College of New York, Rensselaer Polytechnic Institute, University Transportation Research Center—The City College of New York.","Evaluating the different parking conditions that drivers face in critical areas of New York City, examining the variables that impact their curbside behavior, and developing recommendations to improve curb management","Curb management","Logistics Operational Issues|Infrastructure Problems ","P8|P9",2016,"Case Study|Effective Approaches","IS1|IS2","Infrastructure|Traffic management","S1|S2","Geometric Modifications|On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Parking Restrictions","A1|A3|A5|A6","Urban area, freight activity","R3|R11","Yes","I1","New York City, United States","SS1|SS5|SS10","Multimodal","TM1","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Updating zoning requirements for commercial parking and loading; Updating parking regulations on residential streets, especially where there is high-density residential development; Evaluating the effectiveness of time-variable and dedicated commercial parking regulations; Considering freight costs in street redesign","Infrastructure|Operational|Regulatory|Costs","F1|F3|F6|F15","Infrastructure & Freight Operations","FG1","Mismatches between the temporal and spatial distributions of expected freight demand and the observed available supply of dedicated parking","Infrastructure|Operational","B1|B3","Parking Availability and Violation Analysis; Parking Location and Duration Analysis",2,1,"Consider curb management","Ac3","Already implemented in the US","Ad11",2,1,2,1,50,50,"Policy making/implementing is handled by public agents|Improves freight carrier efficiency|Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity|Intra-Organizational coordination is required and improved","Ex1|Ex3|Ex4|Ex6|Ex7","Freight Carriers/Operators|Receviers/Retailers","Pr1|Pr2"]
[135,"Barone, R., & Roach, E. (2016). Why Goods Movement Matters: Strategies for Moving Goods in Metropolitan Areas. (Brief). Regional Plan Association and Volvo Research Educational Foundations.","Highlighting the importance of the goods movement system and providing an overview of the research completed for policy makers, developers and other key decision makers","Goods movement","Environmental Problems|Social Problems|Technical Problems|Stakeholder Involved Challenges|Infrastructure Problems ","P1|P2|P5|P7|P9",2016,"Case Study|Effective Approaches|Programs or Systems","IS1|IS2|IS5","Infrastructure|Logistical|Vehicle-based|Planning","S1|S4|S5|S7","Geometric Modifications|Freight Demand Management|Intermodal Logistics Center (ILC)|Urban Consolidation Center (UCC)|Urban Distribution Using Multiple Types of Vehicles|Contractual Freight Partnerships","A1|A10|A12|A13|A20|A29","Urban area, freight activity","R3|R11","Yes","I1","United States","SS1|SS4","Multimodal","TM1","Administrative","FG2","Involvement of a range of key actors and stakeholders","Political|Organizational/Institutional","F5|F8","Scope & Surroundings|Environment & Energy","FG3|FG4","Negative externalities produced by goods movement","Societal|Environmental","B11|B12","N/A",2,1,"Minimize the harmful and undesirable aspects of the industry and maximize its benefits","Ac3|Ac8|Ac13","Already implemented in the US","Ad11",2,1,2,1,50,50,"Policy making/implementing is handled by public agents|Improves freight carrier efficiency|Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity|Intra-Organizational coordination is required and improved","Ex1|Ex3|Ex4|Ex6|Ex7","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[136,"Taefi, T. T., Kreutzfeldt, J., Held, T., & Fink, A. (2016). Supporting the Adoption of Electric Vehicles in Urban Road Freight Transport—A Multi-Criteria Analysis of Policy Measures in Germany. Transportation Research Part A: Policy and Practice, 91, 61–79.","Undertaking a multi-criteria analysis of policy measures to support battery electric freight vehicles based on the rating by two stakeholder groups, ‘‘policymakers” and ‘‘freight electric vehicle users”","Electric vehicles","Economic Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues|Infrastructure Problems ","P3|P6|P7|P8|P9",2016,"Case Study|Effective Approaches|Programs or Systems","IS1|IS2|IS5","Vehicle-based","S5","Urban Distribution Using Multiple Types of Vehicles","A20","High aspiration of becoming a lead market for electric mobility, while still offering room to develop fiscal, legislative, communicative, or organizational freight EV-specific policies","R3|R8|R10|R11|R15|R19","Yes","I1","Germany","SS3|SS4","Roadway","TM2","Scope & Surroundings|Environment & Energy|Financial","FG3|FG4|FG6","Economically efficient; Environmentally effective; Socially feasible","Societal|Environmental|Costs","F11|F12|F15","Financial","FG6","Total cost of ownership (TCO)","Costs","B15","Communication measures; Legal measures; Fiscal measures; Organizational measures",2,1,"Special requirements to promote freight electric vehicles (EVs) such as to request emission-free vehicles in municipal tenders, to allow drivers with a class B license to drive freight EVs over 3.5 tons, or to implement a city toll on the long-term","Ac3|Ac6|Ac11","Already implemented in the US","Ad11",1,1,1,1,25,75,"Improves freight carrier efficiency|Private companies to set up programs to help with freight fluidity","Ex3|Ex6","Freight Carriers/Operators","Pr1"]
[137,"Çalışkan, A., Kalkan, M., & Ozturkoglu, Y. (2017). City Logistics: Problems and Recovery Proposals. International Journal of Logistics Systems and Management, 26(2), 145–162.","Examining the city logistics from the perspectives of logistics service providers","City logistics problems perceived by logistics service providers","Environmental Problems|Land Use Problems|Institutional Problems|Stakeholder Involved Challenges|Logistics Operational Issues|Infrastructure Problems ","P1|P4|P6|P7|P8|P9",2017,"Case Study|Effective Approaches|Programs or Systems","IS1|IS2|IS5","Infrastructure/Technological/Logistical/Vehicle-based/Incentives/Planning","S1|S3|S4|S5|S6|S7","Geometric Modifications|Intelligent Transportation Systems (ITS)|Freight Demand Management|Intermodal Logistics Center (ILC)|Urban Freight Villages|Freight Rail Routing through Urban Center|Vehicle Access Control|Preferential Zoning|Developing an Urban Freight Plan|Contractual Freight Partnerships","A1|A7|A10|A12|A14|A19|A21|A24|A27|A29","Geographical position; Intensity of logistic activities; Cultural and historical heritage; Populated; Socially as well as economically developed","R2|R12|R13|R16|R17","Yes","I1","Izmir, Turkey","SS3|SS5|SS10|SS13","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Well-planned city logistics design; Infrastructural as well as superstructure restrains handled with utmost care; All the partners, e.g., administrators, logistics service providers and customers, must take into well consideration","Infrastructure|Operational|Organizational/Institutional","F1|F3|F8","Administrative","FG2","If related parties will cooperate through certain functional coordination, good will, and intrinsic motivation or not","Organizational/Institutional","B8","N/A",2,1,"Consider additional empirical studies","Ac14","Already implemented in the US","Ad11",2,1,2,1,75,25,"Policy making/implementing is handled by public agents|Intra-Organizational coordination is required and improved","Ex1|Ex7","Freight Carriers/Operators","Pr1"]
[138,"Jardas, M., Dundović, Č., & Badurina-Tomić, P. (2016). Supply Chain—a Key Factor of the Sustainable Development of City Centers. Pomorstvo: Scientific Journal of Maritime Research, 30(1), 45–50.","Proposing the location of a future centralized distribution center","Urban distribution center","Environmental Problems|Logistics Operational Issues","P1|P8",2016,"Case Study|Effective Approaches","IS1|IS2","Logistical","S4","Urban Consolidation Center (UCC)","A13","Urban area, freight activity","R3|R11","Yes","I1","Rijeka, Croatia","SS3|SS5|SS10|SS13","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Interconnection and coordination of all participants in the process of delivery","Operational|Political|Organizational/Institutional","F3|F5|F8","Administrative","FG2","If all participants have the willingness to cooperate in order to find an optimal solution under diverse circumstances or not","Organizational/Institutional","B8","N/A",2,1,"Consider future ways of doing business ","Ac14","Already implemented in the US","Ad11",2,1,2,1,50,50,"Policy making/implementing is handled by public agents|Improves freight carrier efficiency|Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity|Intra-Organizational coordination is required and improved","Ex1|Ex3|Ex4|Ex6|Ex7","Freight Carriers/Operators","Pr1"]
[139,"Chiara, G. D., Cheah, L., & Courcoubetis, C. (2017). Evaluating the Impact of Centralized Goods Receiving Stations at Urban Retail Malls. Presented at 96th Annual Meeting of the Transportation Research Board, 8–12 January 2017, Washington, D.C.","Introducing a pilot urban logistics scheme to improve freight deliveries at retail malls","Centralized receiving stations (CRs)","Logistics Operational Issues","P8",2017,"Case Study|Effective Approaches","IS1|IS2","Logistical","S4","Alternate Pickup/Delivery Locations","A16","Centralized receiving stations (CRs) at the loading bays where a logistics operator receives the goods delivered by carriers supplying to the receivers","R3|R4|R5|R11|R15","Yes","I1","Singapore","SS2|SS4","Roadway","TM2","Infrastructure & Freight Operations|Administrative","FG1|FG2","Higher utilization of the loading bay with reduction of on street and carpark parking; Reduction of queueing times to access the loading bay, which might improve vehicle utilization; Incentivize off-peak deliveries, as drivers are not constrained to opening hours of the stores; Store managers do not have to allocate extra-resources to receive the goods, as goods can be stored at the loading bay until needed; Stores can receive consolidated deliveries, reducing the time spent receiving goods from different suppliers","Infrastructure|Operational|Regulatory|Organizational/Institutional","F1|F3|F6|F8","Infrastructure & Freight Operations|Administrative|Safety|Financial","FG1|FG2|FG5|FG6","Extra cost of the centralized receiving station service might be passed on to receivers and consumers; Extra leg in the logistics chain might generate delivery scheduling issues and delays; Some goods have special handling and storage requirements; Loss of direct communication between drivers and storekeepers, which might be needed for some deliveries (e.g. for quality and order checking and last-minute changes); Security and responsibility issues might arise","Operational|Organizational/Institutional|Safety|Costs","B3|B8|B14|B15","Handing times; Parking locations; Queue length",1,0,"Encourage participation of the different stakeholders; Quantify the costs and benefits of centralized receiving station service and in particular, the need for public subsidies","Ac8|Ac12|Ac15","Incentivizing off-peak deliveries","Ad3",1,1,1,1,25,75,"Improves freight carrier efficiency|Private companies to set up programs to help with freight fluidity","Ex3|Ex6","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[140,"Koutoulas, A., Franklin, J. P., & Eliasson, J. (2017). Assessing Nighttime Deliveries in Stockholm, Sweden. Transportation Research Record: Journal of the Transportation Research Board, No. 2605, 54–60.","Focusing on the identification of the social costs and benefits, how these are distributed among different stakeholders, and their effects on the everyday life and operations of all interested parties","Off-peak hour delivery (OPHD)","Stakeholder Involved Challenges|Logistics Operational Issues","P7|P8",2017,"Case Study|Effective Approaches","IS1|IS2","Logistical","S4","Freight Demand Management","A10","A night-time freight deliveries program","R3|R4|R17|R19","Yes","I1","Stockholm, Sweden","SS3|SS5|SS10","Roadway","TM2","Infrastructure & Freight Operations|Scope & Surroundings|Environment & Energy|Financial","FG1|FG3|FG4|FG6","Shorter travel and delivery times; Increased competitiveness both for carriers and receivers; Less traffic congestion in day hours; Technological development and enhancement of ICT; Increasing of the frequency of route services; Improvement of truck drivers convenience avoiding other modes of transport in roads; Less environmental impacts; Improvement of the aesthetics of the city by avoiding trucks during day times; Fuel cost savings","Traffic|Operational|Technological|Societal|Environmental|Energy|Costs","F2|F3|F4|F11|F12|F13|F15","Infrastructure & Freight Operations|Administrative|Environment & Energy|Financial","FG1|FG2|FG4|FG6","Increased noise levels for residents; Higher risk in the case of unassisted OPHD; Lower levels of city's acceptability; Higher or more staff/wage costs; Extra cost for new vehicles and rolling cages","Operational|Political|Labor|Organizational/Institutional|Environmental|Costs","B3|B5|B7|B8|B12|B15",null,3,0,"Realize the complexity of the interaction and interconnection of all stakeholders participating in off-peak deliveries","Ac3|Ac12|Ac13|Ac15","Already implemented in the US","Ad11",2,1,2,1,25,75,"Improves freight carrier efficiency|Private companies to set up programs to help with freight fluidity","Ex3|Ex6","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[141,"Battelle, Short, J.  Trego, T., Murray, D. Yim, J., Neuman, T., Proctor, G., Gallamore, R., &. Varma, S. (2010). NCFRP Report 7: Identifying and Using Low-Cost and Quickly Implementable Ways to Address Freight-System Mobility Constraints. Transportation Research Board of the National Academies, Washington, D.C.","Developing standardized descriptions of the dimensions of the freight transportation system, defining freight mobility constraints in a multimodal context, providing criteria for low-cost and quickly implementable improvements to address the constraints, and providing a software tool to help decision makers in evaluating constraints and selecting appropriate improvements","Freight-system mobility constraints","Institutional Problems|Logistics Operational Issues|Infrastructure Problems ","P6|P8|P9",2010,"Case Study|Effective Approaches","IS1|IS2","Infrastructure|Traffic management|Logistical/Planning","S1|S2|S4|S7","Geometric Modifications|Designated Truck Routes/Lanes|Parking Restrictions|Freight Demand Management|Contractual Freight Partnerships","A1|A2|A6|A10|A29","Urban area, freight activity","R3|R11","Yes","I1","United States","SS1|SS4","Roadway|Rail Freight|Deepwater ports & inland waterways","TM2|TM3|TM4","Infrastructure & Freight Operations|Administrative","FG1|FG2","Physical improvements involve construction activities to improve geometry or add capacity by adding more usable space; Operational improvements are directed at reducing occurrences of conflicts and delays to processes and traffic through the implementation of technology, changes in operational schedules, and sequences; Regulatory improvements entail the institution, relaxation, or modification of regulations, policies, and actions that improve freight mobility on the transportation system","Infrastructure|Operational|Regulatory","F1|F3|F6","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Regulatory restrictions; Technological limitations/inadequacy; Physical capacity; Operational limitations; Financial limitations","Infrastructure|Operational|Technological|Regulatory|Funding","B1|B3|B4|B6|B16","Freight system efficiency and effectiveness; Infrastructure capacity and condition; Safety and security; Energy use and the environment",3,0,"Develop a mechanism to keep updating and adding new actions to the database as additional information becomes available; Convert the tool to a web-based software application tool once sufficient data are included in the database; Include geographic specificity of the locations of implemented low-cost improvement projects ","Ac14","Already implemented in the US","Ad11",3,1,3,1,75,25,"Policy making/implementing is handled by public agents|Intra-Organizational coordination is required and improved","Ex1|Ex7","Freight Carriers/Operators","Pr1"]
[142,"Delaware Valley Regional Planning Commission. (2017, April). Philadelphia Delivery Handbook. Philadelphia, Pennsylvania. http://www.dvrpc.org/Reports/16012.pdf","Lay the groundwork for fostering a delivery-friendly city","Delivery practices ","Logistics Operational Issues","P8",2017,"Case Study|Effective Approaches","IS1|IS2","Traffic management|Logistical|Vehicle-based|Planning","S2|S4|S5|S7","On-street Parking and Loading Zones|Off-street Parking and Loading Requirements|Freight Demand Management|Urban Consolidation Center (UCC)|Alternate Pickup/Delivery Locations|Urban Distribution Using Multiple Types of Vehicles|Contractual Freight Partnerships","A3|A5|A10|A13|A16|A20|A29","Urban area, freight activity","R3|R11","Yes","I1","Philadelphia, United States","SS1|SS5|SS10","Multimodal","TM1","Administrative","FG2","Partnerships","Political|Organizational/Institutional","F5|F8","Infrastructure & Freight Operations","FG1","Last mile","Operational","B3","N/A",2,1,"Seek for public funding programs","Ac7","Already implemented in the US","Ad11",2,1,2,1,25,75,"Improves freight carrier efficiency|Private companies to set up programs to help with freight fluidity","Ex3|Ex6","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[143,"Stoeltje, G. (unpublished). Market Penetration of AV/CV and Associated Effects on Traffic Harmonization & Delay Reduction. Technical memorandum to Mobility Measurement in Transportation (FHWA pooled fund study). 2017.","Documenting the findings of a state‐of‐the‐practice review examining the effect of automated and connected vehicle (AV/CV) market penetration on delay reduction and traffic harmonization.","Automated and connected vehicle (AV/CV) ","Social Problems|Logistics Operational Issues|Infrastructure Problems ","P2|P8|P9",2017,"Effective Approaches|Strategic Solutions","IS2|IS3","Technological","S3","Autonomous Vehicles / Connected Vehicles","A8","Research, testing, and deployment activities ","R4|R18|R19","Yes","I1","United States","SS1|SS4","Multimodal|Roadway","TM1|TM2","Infrastructure & Freight Operations|Scope & Surroundings","FG1|FG3","Market penetration level; Traveler behavior change; Cooperative systems employed to facilitate connectivity","Infrastructure|Operational|Technological|Societal","F1|F3|F4|F11","Administrative|Financial","FG2|FG6","Ligality; Costs","Political|Regulatory|Costs","B5|B6|B15","N/A",2,0,"Increase rate of adoption of automated and connected vehicles","Ac3|Ac6|Ac8|Ac11|Ac12|Ac13|Ac14|Ac15","Already implemented in the US","Ad11",3,0,3,0,50,50,"Improves freight carrier efficiency|Private companies improve coordination with public agencies","Ex3|Ex4","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[144,"Arseneau, B., Roy, S., Salazar, J., & Yang, J. (2015). Autonomous and Connected Vehicles: Preparing for the Future of Surface Transportation. (White paper). HDR, Inc.","Introducing prominent Autonomous Vehicle (AV) and Connected Vehicle (CV) initiatives and innovative tech-safety features from the automotive industry","Automated and connected vehicle (AV/CV) ","Technical Problems|Institutional Problems|Logistics Operational Issues|Infrastructure Problems ","P5|P6|P8|P9",2015,"Case Study|Effective Approaches|Strategic Solutions|Policies|Programs or Systems","IS1|IS2|IS3|IS4|IS5","Technological","S3","Autonomous Vehicles / Connected Vehicles","A8","Research, testing, and deployment activities ","R4|R18|R19","Yes","I1","United States","SS1|SS4","Multimodal|Roadway|Deepwater ports & inland waterways","TM1|TM2|TM4","Infrastructure & Freight Operations|Administrative|Financial","FG1|FG2|FG6","Distinct classification levels of vehicle automation defined by National Highway Transportation Safety Administration (NHTSA); Organized fashion encouraged by industry partners to which the emerging technologies are accounted for; Additional resources invested toward the goal of self-driving cars, or autonomous vehicles; Connected Vehicle Applications identified to date after years of research and development; Data from the model deployment archived and made available to researchers for evaluation and testing of applications beyond the testing period","Infrastructure|Operational|Technological|Organizational/Institutional|Funding","F1|F3|F4|F8|F16","Administrative","FG2","Challenges for regulatory and public agencies to fully define the “rules of the road” for integrating AV operations on all transportation facilities; Understanding of the liabilities and responsibilities that may arise when a “driver” is to be held accountable for a self-driving vehicle; Lack of regulation that is limiting the market penetration of AV","Political|Regulatory|Organizational/Institutional","B5|B6|B8","N/A",3,0,"Public and private entities work together and remain engaged in the following areas: Observing and participating in U.S. and Global AV/CV work groups; Identifying anticipated transportation infrastructure impacts; Assessing transitional infrastructure needs; Developing innovative solutions","Ac3|Ac4|Ac6|Ac11|Ac12|Ac13|Ac14|Ac15","Already implemented in the US","Ad11",3,0,3,0,50,50,"Improves freight carrier efficiency|Private companies improve coordination with public agencies","Ex3|Ex4","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[145,"Turnbull, K. F. (Rapporteur). (2016). Automated and Connected Vehicles: Summary of the 9th University Transportation Centers Spotlight Conference. Conference Proceedings on the Web 19, Transportation Research Board, Washington, D.C.","Highlighting research, testing, and deployment activities under way at the national, state, and local levels and sharing perspectives from the insurance industry, self-driving technology and mapping companies, and carsharing\nbusinesses.","Automated and connected vehicle (AV/CV) ","Environmental Problems|Technical Problems|Institutional Problems|Logistics Operational Issues|Infrastructure Problems ","P1|P5|P6|P8|P9",2015,"Case Study|Effective Approaches|Strategic Solutions|Policies|Programs or Systems","IS1|IS2|IS3|IS4|IS5","Technological","S3","Autonomous Vehicles / Connected Vehicles","A8","Research, testing, and deployment activities ","R4|R18|R19","Yes","I1","United States","SS1|SS4","Multimodal|Roadway","TM1|TM2","Infrastructure & Freight Operations|Environment & Energy|Safety","FG1|FG4|FG5","Reducing and mitigating crashes; Expanding the capacity of roadway infrastructure; Enhancing traffic-flow dynamics; Providing more personal mobility options for disabled and aging population groups; Improving traffic-flow dynamics","Traffic|Environmental|Energy|Safety","F2|F12|F13|F14","Infrastructure & Freight Operations|Administrative","FG1|FG2","Building realistic public expectations and understanding; Human factors issues related to disengaging and reengaging in the driving function; Data ownership, privacy, and cybersecurity; Testing and certification\ncomplexity for the various components; Harmonizing state and local regulations","Technological|Political|Regulatory|Organizational/Institutional","B4|B5|B6|B8","N/A",3,0,"Data quality, data security, data calibration, data privacy, and access to big data; Education and workforce development for the skill sets needed for deploying and operating AV and CV systems; Cyber security, public education and outreach, performance measurement, and quantifying the benefits from AVs and CVs","Ac10|Ac11|Ac12|Ac14","Already implemented in the US","Ad11",3,0,3,0,50,50,"Improves freight carrier efficiency|Private companies improve coordination with public agencies","Ex3|Ex4","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[146,"Epstein, A. K., Peirce, S., Breck, A., Cooper, C., & Segev, E. (2014). Truck Sideguards for Vision Zero: Review and Technical Recommendations for Safe Fleet Transition Plan Pilot Deployment. (No. DOT-VNTSC-DCAS-14-01). NYC Citywide Administrative Services. Volpe National Transportation Systems Center, U.S. DOT.","Propsing a switch to side guards on trucks for fuel and safety reasons","Vehicle-based safety devices ","Logistics Operational Issues","P8",2014,"Case Study|Effective Approaches","IS1|IS2","Vehicle-based","S5","Truck Side Guards","A22","Side guards on trucks or heavy vehicles","R3|R4|R7","Yes","I1","City of New York, New York, United States","SS1|SS4","Roadway","TM2","Administrative|Safety","FG2|FG5","Enhance safety effectiveness; Fleet stakeholder input","Organizational/Institutional|Safety","F8|F14","Administrative","FG2","Lack of regulations and standards","Regulatory|Organizational/Institutional","B6|B8","Crash rates; Fatality and injury rates",3,0,"Proposed specifications; Proposed vehicle exemptions","Ac3|Ac14","Already implemented in the US","Ad11",3,0,3,0,50,50,"Policy making/implementing is handled by public agents|Policy makers use customer input as the key role to mold freight policies |Private companies improve coordination with public agencies|Intra-Organizational coordination is required and improved","Ex1|Ex2|Ex4|Ex7","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[147,"Patten, J. D., & Tabra, C. V. (2010). Side Guards for Trucks and Trailers—Phase 1: Background Investigation. (No. CSTT-HVC-TR-158). National Research Council Canada, Centre for Surface Transportation Technology, Ottawa, Ontario.","Researching use of side guards on heavy vehicles in Europe, US, Australia, And Japan. Also analyzing effects on safety and fuel efficiency as a reslt of side guard use","Vehicle-based safety devices ","Environmental Problems|Logistics Operational Issues","P1|P8",2010,"Case Study|Effective Approaches|Strategic Solutions|Policies|Programs or Systems","IS1|IS2|IS3|IS4|IS5","Vehicle-based","S5","Truck Side Guards","A22","Side guards on trucks or heavy vehicles","R3|R4|R7","Yes","I1","Europe; Australia; Japan; United States","SS1|SS2|SS3|SS4|SS14","Roadway","TM2","Environment & Energy|Safety","FG4|FG5","Provide protection to vulnerable road users (VRUs) such as pedestrians and cyclists, and in some instances motorcyclists, against the risk of falling under the sides of the vehicle and being caught under the wheels;  Provide environmental benefit through improved fuel efficiency over a range of operating points, based on the reduction of aerodynamic drag on certain types of vehicles","Environmental|Energy|Safety","F12|F13|F14","Infrastructure & Freight Operations","FG1","Technical challenges to fitting continuous flush mount side guards and skirts/fairings to special commodity vehicles and to trailers equipped with self steer axles","Operational|Technological","B3|B4","Crash rates; Fatality and injury rates",3,0,"A clear distinction made between devices that are intended to protect vulnerable road users and devices that are intended to reduce fuel consumption via a reduction in aerodynamic drag; A clear distinction between devices that would be useful for inner city trucks and those aimed at highway vehicles; A standard created that differentiates between inner city straight trucks and highway heavy tractor and trailer combinations","Ac6|Ac11|Ac14","Already implemented in the US","Ad11",1,0,1,0,50,50,"Policy making/implementing is handled by public agents|Policy makers use customer input as the key role to mold freight policies |Private companies improve coordination with public agencies|Intra-Organizational coordination is required and improved","Ex1|Ex2|Ex4|Ex7","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[148,"Epstein, A. K., Segev, E., & Breck, A. (2016). Cambridge Safer Truck Initiative Vehicle-Based Strategies to Protect Pedestrians and Bicyclists. (No. DOT-VNTSC-CDPW-16-01). City of Cambridge, Massachusetts, Volpe National Transportation Systems Center, U.S. DOT.","Analzing safety implications for pedestrians by implementation of side guards","Vehicle-based safety devices ","Logistics Operational Issues","P8",2016,"Case Study|Effective Approaches","IS1|IS2","Vehicle-based","S5","Truck Side Guards","A22","Side guards on trucks or heavy vehicles","R3|R4|R7","Yes","I1","City of Cambridge, Massachusetts, United States","SS1|SS4","Roadway","TM2","Safety","FG5","Enhance safety effectiveness","Safety","F14","Infrastructure & Freight Operations","FG1","Operability issues; Installation issues; Maintainability issues","Operational|Technological","B3|B4","Crash rates; Fatality and injury rates",3,0,"Identify city-owned trucks appropriate for side guard installations, currently 52 medium- and heavy-duty vehicles; Develop a set of dimensional and strength specifications for future side guard installations; Regulate ordinance requiring side guards on trucks","Ac3|Ac6|Ac11","Already implemented in the US","Ad11",3,0,3,0,50,50,"Policy making/implementing is handled by public agents|Policy makers use customer input as the key role to mold freight policies |Private companies improve coordination with public agencies|Intra-Organizational coordination is required and improved","Ex1|Ex2|Ex4|Ex7","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[149,"McNally, A. C. (2014). Intermodal Logistics Centers and Their Impact on Transportation Corridor Industrial Property Value (Doctoral Dissertation, University of Illinois at Chicago).","Presenting a study on the economic impacts of the implementation of intermodal logistics centers (ILCs) for freight transportation","Intermodal Logistics Centers' impact on property value","Economic Problems|Land Use Problems|Logistics Operational Issues","P3|P4|P8",2014,"Case Study|Effective Approaches|Strategic Solutions","IS1|IS2|IS3","Logistical","S4","Intermodal Logistics Center (ILC)","A12","Urban area, freight activity","R2|R3|R11","Yes","I1","City of Elwood, Illinois, United States","SS1|SS4","Multimodal|Roadway|Rail Freight|Air Freight","TM1|TM2|TM3|TM5","Infrastructure & Freight Operations|Scope & Surroundings","FG1|FG3","Benefitting local and regional economies not bringing economic development; Creating efficient movement of freight by accommodating larger volumes of freight, reducing trucking miles and creating a system that coexists with the community that surrounds the intermodal logistics center; Reducing overall heavy truck traffic on local commuter roads with strategic planning of intermodal logistics centers ","Traffic|Societal","F2|F11","Administrative|Scope & Surroundings","FG2|FG3","Historical development patterns such as urban sprawl and the geography of production and movement of consumer goods;  Institutional and regulatory environments","Political|Regulatory|Organizational/Institutional|Geographical","B5|B6|B8|B10","Tax assessment; Truck volume; Census data",2,0,"Provide evidence that intermodal logistics centers are related to significantly larger increases in industrial property values along major trucking corridors and the impacts of a large-scale logistics center can extend far beyond the immediate vicinity, especially along major transportation corridors that provide access to the facilities within the center","Ac3|Ac4|Ac9|Ac12","Already implemented in the US","Ad11",2,1,2,1,25,75,"Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity|Intra-Organizational coordination is required and improved","Ex3|Ex4|Ex6|Ex7","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]
[150,"Blancas, L. C., Ollivier, G., & Bullock, R. (2015). Integrated Logistics Centers: Experience from North America and Options for China, China Transport Topics, No. 13. The World Bank, Washington, D.C.","Presenting the experience from North America and giving suggestions for ILC implentation in China","Integrated Logistics Centers","Economic Problems|Land Use Problems|Logistics Operational Issues|Infrastructure Problems ","P3|P4|P8|P9",2015,"Case Study|Effective Approaches|Strategic Solutions|Policies|Programs or Systems","IS1|IS2|IS3|IS4|IS5","Logistical","S4","Intermodal Logistics Center (ILC)","A12","Urban area, freight activity","R2|R3|R11","Yes","I1","City of Elwood, Illinois, United States; City of Fort Worth, Texas, United States","SS1|SS4","Multimodal|Roadway|Rail Freight|Air Freight","TM1|TM2|TM3|TM5","Administrative|Scope & Surroundings|Financial","FG2|FG3|FG6","Public-Private Partnerships (PPPs); Substantial collaboration among public sector entities and consultations with local communities; Mobilization of substantial private sector funding compared to a relatively modest provision of public sector funds; Public sector aims as important as—and highly complementary of—private sector aims; Initial public sector capital expenditure contributions critical to the early stages of development; Government oversight of the sites as an important component of the operational effectiveness; Enormous economic impact of the sites eventually ","Political|Regulatory|Organizational/Institutional|Societal|Funding","F5|F6|F8|F11|F16","Infrastructure & Freight Operations|Administrative","FG1|FG2","Lack of economies of agglomeration; Lack of capable logistics service providers; Insufficient availability of basic infrastructure, such as utility (power, sewage, water) and telecommunication services","Infrastructure|Operational|Political","B1|B3|B15","N/A",3,0,"Developing a focused network of well-planned, economically justified, financially viable, and carefully implemented ILCs supported by rail intermodal operations","Ac3|Ac4|Ac6|Ac7|Ac11|Ac13","Already implemented in the US","Ad11",2,1,2,1,25,75,"Private companies improve coordination with public agencies|Private companies to set up programs to help with freight fluidity|Intra-Organizational coordination is required and improved","Ex3|Ex4|Ex6|Ex7","Freight Carriers/Operators","Pr1"]
[151,"Hesse, M. (2004). Logistics and Freight Transport Policy in Urban Areas: A Case Study of Berlin‐Brandenburg/Germany. European Planning Studies, 12(7), 1035–1053.","Assessing the Berlin-Brandenburg freight approach and discussing general limitations for regional logistics strategies, and possible consequences for policy and planning","Co-operative planning approach","Environmental Problems|Social Problems|Economic Problems|Logistics Operational Issues","P1|P2|P3|P8",2004,"Case Study|Effective Approaches|Strategic Solutions|Policies|Programs or Systems","IS1|IS2|IS3|IS4|IS5","Planning","S7","Freight Demand Management|Intermodal Logistics Center (ILC)|Integrating Freight and Economic Policies","A10|A12|A30","General limitations for regional logistics strategies","R3|R11","Yes","I1","Berlin-Brandenburg Metropolitan Region, Germany","SS3|SS5|SS10","Multimodal|Roadway|Rail Freight|Air Freight","TM1|TM2|TM3|TM5","Infrastructure & Freight Operations","FG1","Provision of land particularly dedicated to freight firms; Establishment of intermodal infrastructure; Initiating innovations in the logistics organisation","Infrastructure|Operational|Technological","F1|F3|F4","Administrative|Scope & Surroundings","FG2|FG3","Structural change; Economic transformation; Spatial division of labour","Labor|Geographical|Societal","B7|B10|B11","N/A",1,0,"Logistics and freight transport need to be integrated into local and regional transport planning; Policy and planning acitivities should concentrate on particular spatial ‘contexts’ of urban and regional freight transport; Develop economic incentives and disincentives to enterprises; Intertwined nature of logistics and economic structural change raises some important general research questions","Ac6|Ac7|Ac9|Ac14","Already implemented in the US","Ad11",3,1,3,1,75,25,"Policy making/implementing is handled by public agents|Policy makers use customer input as the key role to mold freight policies|Intra-Organizational coordination is required and improved","Ex1|Ex2|Ex7","Freight Carriers/Operators|Receviers/Retailers|Customers/Community Groups","Pr1|Pr2|Pr3"]
[152,"Oum, T. H., & Yu, C. (1994). Economic Efficiency of Railways and Implications for Public Policy: A Comparative Study of the OECD Countries’ Railways. Journal of Transport Economics and Policy, 121–138.","Investigating the effects of policy choices on the economic efficiency of the passenger railway systems","Economic efficiency","Logistics Operational Issues","P8",1994,"Case Study|Effective Approaches","IS1|IS2","Incentives|Planning","S6|S7","Taxation and Fees|Integrating Freight and Economic Policies","A25|A30","Effects of policy choices on the economic efficiency","R8|R12","Yes","I1","OECD Countries","SS1|SS2|SS3|SS4","Rail Freight","TM3","Administrative","FG2","High degree of managerial automomy from regulatory authority","Political|Regulatory|Organizational/Institutional","F5|F6|F8","Financial","FG6","High dependence on public subsidies","Funding","B16","Data Envelopment Analysis (DEA) Index",2,0,"Informed policy-making would require detailed studies for measuring the effects of various means of government intervention and alternative methods of subsidisation on economic efficiency","Ac14","Already implemented in the US","Ad11",3,1,3,1,75,25,"Policy making/implementing is handled by public agents|Policy makers use customer input as the key role to mold freight policies|Intra-Organizational coordination is required and improved","Ex1|Ex2|Ex7","Freight Carriers/Operators|Customers/Community Groups","Pr1|Pr3"]

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["Column","Column Name","Column Description/Content"]
["A","#","Reference Number"]
["B","Citation","Reference of a published or unpublished source "]
["C","Synopsis","Brief summary of the reference "]
["D","Keywords","Topics of significance from the literature sources"]
["E","Problem","Brief description of the urban freight issue that is related or addressed by the reference"]
["F","P_IDX","Problem Index"]
["G","Year","Year of Publication "]
["H","Information source","Type of the information source "]
["I","IS_IDX","Information source Index"]
["J","Strategy group","Classification of strategies by general emphasis area"]
["K","SG_IDX","Strategy group Index"]
["L","Strategy","Solution, approach or method for solving the specified problem in column E that is described, documented or proposed by the reference"]
["M","A_IDX","Strategy Index"]
["N","Requirements of Use","Necessary –basic- conditions for the specific urban freight strategy in column L to be implemented"]
["O","Requirements of Use_IDX","Requirements of Use Index"]
["P","Implementation","Whether the strategy (ies) has (ve) been implemented or not"]
["Q","Implementation_IDX","Implementation Index"]
["R","Spatial Scope","Geographies at which the strategy (ies) is (are) focused"]
["S","Spatial Scope_IDX","Spatial Scope Index"]
["T","Transportation Mode","Freight transportation mode at which the strategy (ies) is (are) focused"]
["U","Transportation Mode_IDX","Transportation Mode Index"]
["V","Facilitator Factor Group","Classification of facilitators by general area"]
["W","Facilitator Factor Group_IDX","Facilitator Factor Group Index"]
["X","Facilitators to Implementation","Description of critical factors that favor implementation"]
["Y","Facilitators to Implementation (Terms)","Index terms of critical factors that favor implementation "]
["Z","Facilitators to Implementation_IDX","Facilitators to Implementation Index"]
["AA","Barrier Factor Group","Classification of barriers by general area"]
["AB","Barrier Factor Group_IDX","Barrier Factor Group Index"]
["AC","Barriers to Implementation","Description of critical factors that prevent implementation"]
["AD","Barriers to Implementation (Terms)","Index terms of critical factors that prevent implementation "]
["AE","Barriers to Implementation_IDX","Barriers to Implementation Index"]
["AF","Performance Measures","Freight performance measures associated with urban freight strategies – retrieved from the literature and references in column B"]
["AG","Effectiveness","Strategy effectiveness in the post-implementation phases"]
["AH","Effectiveness Source","Source of where the effectiveness score originated from, the reference material or the reviewer of the reference material. "]
["AI","Recommendations","Description of elements, processes or relationships which accelerate the adoption and/or implementation of effective and/or innovative urban freight strategies"]
["AJ","Recommendations_IDX","Recommendations Index"]
["AK","Adaptability","Description of how the strategy (ies) can be adapted, tailored or transferred to the United States and its urban areas"]
["AL","Adaptability_IDX","Adaptability Index"]
["AM","Cost","Estimated cost level needed to implement the strategy (ies)"]
["AN","Cost Source","Where the cost score comes from, the reference (citation) or the reviewer."]
["AO","Time","Estimated length of time needed to implement the strategy (ies)"]
["AP","Time Source","Where the time score comes from, the reference (citation) or the reviewer."]
["AQ","Benefited Sectors (Percentage)-Public","The benefit share (in percentage) of the public sector by the strategy operation or implementation"]
["AR","Benefited Sectors (Percentage)-Private","The benefit share (in percentage) of the private sector by the strategy operation or implementation"]
["AS","Public/Private Implementation Tasks","Description of tasks that are likely to perform by each sector in the implementation and operation of the strategy"]
["AT","ImpTasks_IDX","Public/Private implementation tasks Index"]
["AU","Which private sector group is involved?","List of private sector stakeholders groups involved or likely to be involved in the implementation"]
["AV","Private Sector_IDX","Private Sector Index"]

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[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F2|Traffic",1,0,0,0,0,2,0,2,0,1,0,0,1,3,1,1,1,0,0,0,0,0,0,3,0,1,1,0,1,0,null,null,"SS2",5]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F3|Operational",2,2,2,1,2,2,3,1,2,2,2,2,2,2,2,2,0,0,0,2,1,1,1,1,2,2,2,2,2,2,null,null,"ss3",66]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F4|Technological",2,1,1,1,1,2,3,0,2,2,2,2,2,3,1,1,2,0,3,2,1,0,0,0,2,1,2,1,2,2,null,null,"ss4",40]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F5|Political",3,3,2,3,1,3,3,1,2,2,3,3,2,1,2,3,2,0,0,2,2,1,1,1,3,3,3,3,3,3,null,null,"ss5",12]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F6|Regulatory",2,2,3,2,3,3,2,2,2,2,1,2,1,3,1,1,3,0,0,2,1,2,0,2,2,1,1,1,1,1,null,null,"ss6",4]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F7|Labor",2,1,2,1,2,2,2,2,1,2,2,2,1,2,1,2,0,0,3,2,1,0,0,0,1,2,2,2,1,1,null,null,"ss7",22]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F8|Organizational/Institutional",2,2,2,2,2,3,3,1,2,2,3,3,2,3,2,3,3,0,0,2,2,3,2,2,2,2,3,3,3,3,null,null,"ss8",1]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F9|Implementation Time",2,0,0,0,0,1,2,0,2,1,0,0,0,2,1,1,3,0,0,0,0,0,0,0,1,1,0,0,0,0,null,null,"ss9",11]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F10|Geographical",0,0,0,0,0,0,0,0,0,1,1,1,1,3,1,1,0,0,0,1,0,0,0,3,0,1,0,0,1,0,null,null,"ss10",64]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F11|Societal",2,2,2,2,1,3,2,1,2,2,2,3,1,0,0,2,2,0,0,2,3,1,1,2,2,2,3,2,2,2,null,null,"ss11",1]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F12|Environmental ",2,0,0,0,0,1,0,2,0,1,1,0,0,0,1,1,2,3,0,1,1,0,0,3,1,0,1,0,1,0,null,null,"ss12",1]
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[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B1|Infrastructure",2,0,0,0,0,0,0,1,0,2,1,2,0,3,0,1,0,0,0,3,0,0,1,0,1,2,0,0,1,0]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B2|Traffic",2,2,3,3,0,3,1,1,3,1,2,2,0,2,1,2,2,0,0,1,2,0,1,1,1,1,2,1,0,1]
[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B3|Operational",0,1,0,0,0,0,0,1,0,1,0,0,0,3,0,1,2,0,0,1,0,1,1,0,0,1,0,0,0,0]
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[null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B8|Organizational/Institutional",2,2,2,2,1,3,2,1,1,2,2,2,1,3,1,2,3,0,0,2,2,1,3,3,2,2,2,2,2,2]
["Strategy Action (Option 1)",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B9|Implementation Time",1,0,0,0,0,0,0,0,0,0,0,0,0,0,1,0,3,0,0,0,0,0,1,0,1,0,0,0,0,0]
["A20",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B10|Geographical",0,0,0,0,2,0,0,0,2,1,1,1,0,3,1,0,0,0,3,0,0,0,1,2,1,3,0,0,1,0]
["Strategy Action (Option 2)",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B11|Societal",2,2,2,2,2,3,1,2,2,2,2,2,0,1,0,0,0,0,0,1,2,0,3,2,1,2,1,0,1,1]
["A10",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B12|Environmental ",2,2,1,2,1,1,1,0,1,1,2,2,0,1,0,1,0,0,0,1,1,0,0,1,1,1,1,1,1,1]
["Strategy ID","Strategy","Score","Include","Rank",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B13|Energy",0,0,0,0,0,0,0,0,0,0,0,0,0,0,1,1,0,0,0,0,0,0,0,0,0,0,0,0,2,0]
["A1",{"$f":"'Strategy Matrix'!B3","v":"Geometric Modifications"},{"$f":"SUM(BB69:BB101)","v":126},{"$f":"IF(ISERROR(MATCH(A31,$B$26:$AE$26,0)),\"\",C31)","v":""},{"$f":"IF(D31=\"\",\"\",RANK(D31,$D$31:$D$60))","v":""},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B14|Safety",0,0,0,0,0,0,0,1,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,1,0]
["A2",{"$f":"'Strategy Matrix'!B4","v":"Designated Truck Routes/Lanes"},{"$f":"SUM(BC69:BC101)","v":101},{"$f":"IF(ISERROR(MATCH(A32,$B$26:$AE$26,0)),\"\",C32)","v":""},{"$f":"IF(D32=\"\",\"\",RANK(D32,$D$31:$D$60))","v":""},null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B15|Costs",3,2,2,3,1,2,3,1,1,2,3,3,3,2,3,1,3,0,0,3,1,3,0,0,2,1,2,1,2,2]
["A3",{"$f":"'Strategy Matrix'!B5","v":"On-street Parking and Loading Zones"},{"$f":"SUM(BD69:BD101)","v":96},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B16|Funding",3,2,2,3,1,2,3,0,1,2,3,3,3,3,3,1,3,0,0,3,1,0,0,2,2,1,2,1,2,2]
["A4",{"$f":"'Strategy Matrix'!B6","v":"Multiuse Lanes or Shared Lanes"},{"$f":"SUM(BE69:BE101)","v":102},"",""]
["A5",{"$f":"'Strategy Matrix'!B7","v":"Off-street Parking and Loading Requirements"},{"$f":"SUM(BF69:BF101)","v":72},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"Default Values","A1","A2","A3","A4","A5","A6","A7","A8","A9","A10","A11","A12","A13","A14","A15","A16","A17","A18","A19","A20","A21","A22","A23","A24","A25","A26","A27","A28","A29","A30"]
["A6",{"$f":"'Strategy Matrix'!B8","v":"Parking Restrictions"},{"$f":"SUM(BG69:BG101)","v":135.5},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F1|Infrastructure",2,3,3,2,3,3,3,1,2,1,2,2,1,3,1,1,0,3,3,1,2,0,1,1,2,1,1,1,1,1]
["A7",{"$f":"'Strategy Matrix'!B9","v":"Intelligent Transportation Systems (ITS)"},{"$f":"SUM(BH69:BH101)","v":115.5},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F2|Traffic",1,0,0,0,0,2,0,2,0,1,0,0,1,3,1,1,1,0,0,0,0,0,0,3,0,1,1,0,1,0]
["A8",{"$f":"'Strategy Matrix'!B10","v":"Autonomous Vehicles / Connected Vehicles"},{"$f":"SUM(BI69:BI101)","v":84},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F3|Operational",2,2,2,1,2,2,3,1,2,2,2,2,2,2,2,2,0,0,0,2,1,1,1,1,2,2,2,2,2,2]
["A9",{"$f":"'Strategy Matrix'!B11","v":"Vehicle Parking Reservation Systems"},{"$f":"SUM(BJ69:BJ101)","v":89},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F4|Technological",2,1,1,1,1,2,3,0,2,2,2,2,2,3,1,1,2,0,3,2,1,0,0,0,2,1,2,1,2,2]
["A10",{"$f":"'Strategy Matrix'!B12","v":"Freight Demand Management"},{"$f":"SUM(BK69:BK101)","v":111.5},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F5|Political",3,3,2,3,1,3,3,1,2,2,3,3,2,1,2,3,2,0,0,2,2,1,1,1,3,3,3,3,3,3]
["A11",{"$f":"'Strategy Matrix'!B13","v":"Multimodal/Intermodal Urban Distribution"},{"$f":"SUM(BL69:BL101)","v":117.5},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F6|Regulatory",2,2,3,2,3,3,2,2,2,2,1,2,1,3,1,1,3,0,0,2,1,2,0,2,2,1,1,1,1,1]
["A12",{"$f":"'Strategy Matrix'!B14","v":"Intermodal Logistics Center (ILC)"},{"$f":"SUM(BM69:BM101)","v":118},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F7|Labor",2,1,2,1,2,2,2,2,1,2,2,2,1,2,1,2,0,0,3,2,1,0,0,0,1,2,2,2,1,1]
["A13",{"$f":"'Strategy Matrix'!B15","v":"Urban Consolidation Center (UCC)"},{"$f":"SUM(BN69:BN101)","v":61.5},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F8|Organizational/Institutional",2,2,2,2,2,3,3,1,2,2,3,3,2,3,2,3,3,0,0,2,2,3,2,2,2,2,3,3,3,3]
["A14",{"$f":"'Strategy Matrix'!B16","v":"Urban Freight Villages"},{"$f":"SUM(BO69:BO101)","v":171},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F9|Implementation Time",2,0,0,0,0,1,2,0,2,1,0,0,0,2,1,1,3,0,0,0,0,0,0,0,1,1,0,0,0,0]
["A15",{"$f":"'Strategy Matrix'!B17","v":"Urban Logistics Services"},{"$f":"SUM(BP69:BP101)","v":84.5},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F10|Geographical",0,0,0,0,0,0,0,0,0,1,1,1,1,3,1,1,0,0,0,1,0,0,0,3,0,1,0,0,1,0]
["A16",{"$f":"'Strategy Matrix'!B18","v":"Alternate Pickup/Delivery Locations"},{"$f":"SUM(BQ69:BQ101)","v":87},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F11|Societal",2,2,2,2,1,3,2,1,2,2,2,3,1,0,0,2,2,0,0,2,3,1,1,2,2,2,3,2,2,2]
["A17",{"$f":"'Strategy Matrix'!B19","v":"Certification Programs"},{"$f":"SUM(BR69:BR101)","v":136.5},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F12|Environmental ",2,0,0,0,0,1,0,2,0,1,1,0,0,0,1,1,2,3,0,1,1,0,0,3,1,0,1,0,1,0]
["A18",{"$f":"'Strategy Matrix'!B20","v":"Low-Noise Delivery Programs/Regulations"},{"$f":"SUM(BS69:BS101)","v":17},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F13|Energy",0,0,0,0,0,1,2,2,0,1,1,0,0,0,1,1,1,0,0,1,0,0,0,1,1,0,0,0,2,0]
["A19",{"$f":"'Strategy Matrix'!B21","v":"Freight Rail Routing through Urban Center"},{"$f":"SUM(BT69:BT101)","v":39.5},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F14|Safety",1,1,0,0,0,1,1,1,0,1,0,0,0,0,0,0,2,0,2,1,0,2,0,0,0,0,0,0,1,0]
["A20",{"$f":"'Strategy Matrix'!B22","v":"Urban Distribution Using Multiple Types of Vehicles"},{"$f":"SUM(BU69:BU101)","v":113},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F15|Costs",2,1,1,3,1,1,2,2,1,2,2,2,1,3,2,1,2,0,0,2,1,0,1,1,2,1,1,1,1,1]
["A21",{"$f":"'Strategy Matrix'!B23","v":"Vehicle Access Control"},{"$f":"SUM(BV69:BV101)","v":80},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"F16|Funding",0,0,0,0,0,0,0,1,0,1,0,0,0,3,2,0,3,0,0,2,1,0,0,1,1,1,0,2,2,0]
["A22",{"$f":"'Strategy Matrix'!B24","v":"Truck Side Guards"},{"$f":"SUM(BW69:BW101)","v":40.5},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B1|Infrastructure",2,0,0,0,0,0,0,1,0,2,1,2,0,3,0,1,0,0,0,3,0,0,1,0,1,2,0,0,1,0]
["A23",{"$f":"'Strategy Matrix'!B25","v":"Preferential Parking"},{"$f":"SUM(BX69:BX101)","v":61},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B2|Traffic",2,2,3,3,0,3,1,1,3,1,2,2,0,2,1,2,2,0,0,1,2,0,1,1,1,1,2,1,0,1]
["A24",{"$f":"'Strategy Matrix'!B26","v":"Preferential Zoning"},{"$f":"SUM(BY69:BY101)","v":95},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B3|Operational",0,1,0,0,0,0,0,1,0,1,0,0,0,3,0,1,2,0,0,1,0,1,1,0,0,1,0,0,0,0]
["A25",{"$f":"'Strategy Matrix'!B27","v":"Taxation and Fees"},{"$f":"SUM(BZ69:BZ101)","v":98.5},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B4|Technological",1,2,2,2,1,2,1,2,1,1,1,1,0,0,1,1,2,0,0,1,1,0,2,0,1,1,1,1,1,1]
["A26",{"$f":"'Strategy Matrix'!B28","v":"Integrating Freight into the Land Use Planning Process"},{"$f":"SUM(CA69:CA101)","v":95.5},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B5|Political",1,2,1,1,1,2,1,1,2,1,2,1,1,3,1,1,2,0,0,1,2,0,1,1,1,1,1,1,1,1]
["A27",{"$f":"'Strategy Matrix'!B29","v":"Developing an Urban Freight Plan"},{"$f":"SUM(CB69:CB101)","v":89},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B6|Regulatory",2,2,2,2,1,3,1,1,1,1,2,1,0,3,0,0,3,0,0,1,2,0,2,2,1,1,1,0,1,1]
["A28",{"$f":"'Strategy Matrix'!B30","v":"Freight Advisory Committee (FAC)"},{"$f":"SUM(CC69:CC101)","v":69.5},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B7|Labor",0,0,0,0,0,0,0,1,0,1,0,1,0,3,0,0,0,0,0,1,0,0,0,0,0,0,0,0,2,0]
["A29",{"$f":"'Strategy Matrix'!B31","v":"Contractual Freight Partnerships"},{"$f":"SUM(CD69:CD101)","v":112},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B8|Organizational/Institutional",2,2,2,2,1,3,2,1,1,2,2,2,1,3,1,2,3,0,0,2,2,1,3,3,2,2,2,2,2,2]
["A30",{"$f":"'Strategy Matrix'!B32","v":"Integrating Freight and Economic Policies"},{"$f":"SUM(CE69:CE101)","v":75},"","",null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,null,"B9|Implementation Time",1,0,0,0,0,0,0,0,0,0,0,0,0,0,1,0,3,0,0,0,0,0,1,0,1,0,0,0,0,0]
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