3 3 1. Problem SUSTAINABLE PLANNING Large urban renewal projects, land use policy and incentives Public transport Non-motorized modes Logistic sprawl and polarization Inneficient logistic corridors Public space scarcity for loading and unloading URBAN FREIGHT TRANSPORT
4 4 1. Problem City Corridor Area Sustainable Measure Densification, Public Space, More Livable Cities BRT, Public Space, Wider Pedestrian paths Traffic Calming, Public Space, Pedestrianization, Low Emissions Zones Cause Land pressure, residential expansion, rising land prices, large urban renewal projects Parking restrictions, traffic restrictions, Low accesibility, chantiers Parking restrictions, traffic restriction Problem Urban Sprawl and Polarization Logistic Corridor Inneficiency Infreastructure conflicts among users Congestion, More Costs, Far Jobs, Less taxes for the city Commerce Decay and Migration, Land Use Changes, Valor de la propiedad raíz abajo, less jobs Congestion, Pollution, Public Space Occupation, Less Road Safety Urban freight situation Geographic Scope Consequence Contradiction More urban freight restrictions Logistic Corridors are the same Logistic Facilities far from the in more urban passenger areas passenger transport Corridors, city for a sustainable Life when passenger is a freight but with opposite principles atractor
5 5 2. Problem: Paradoxes Paradox 1: Suburban Approach Industry and logistic operations are being moved to the periphery. Paradox 2: Corridor Approach Public Transport Corridors and principal city axes are not provisioned with appropriate urban freight operations infrastructure or measures. Paradox 3: Zonal Approach Urban freight is not integrated to sustainable urban plans and traffic calming policies in these areas.
6 6 2. Problem Geographic aproches relationships Logistic Axes Peripheria Downtown City Center of Consumption
7 7 2. Objectives Objectives To evaluate the sprawl of logistic operations in the territory and its impact. To propose freight operation schemes and regulations compatible with sustainable mobility policies in city centers and principal axes. To design tools aimed at improving cooperative actions between the different stakeholders.
8 8 3. Methodology STEP 1: To gather secondary and primary data. - Flow counts: INVIAS (Since 1997), Cárdenas (2010) - Terrain observations - Documents analysis - Load and Unload evaluations STEP 2: To meet stakeholders to inquiry the problem and the needs, and the activities they are pursuing. - Meetings: downtown committee and Logistic Cluster - Interviews: Decision Makers and big entreprises - Surveys: 101 to retailers - Documents analysis: Agreements, Local and National STEP 3: To analyze the data STEP 4: To edit technical and political recommendations specially for Colombian cities.
9 9 3. Methodology Lack and dispersion of data Cali Source Chamber of Commerce Chamber of Commerce Data Commercial license Commercial license Type Industries Logistics Georeferenced points No Observation By Planning office Bought directly Chamber of Commerce Valle Commercial license Logistics No Logistic Cluster Group Since 2012 Planning office in Cali Planning office in Yumbo Land Use permissions Warehouses Points Construction licence All Points By Planning office By Planning office Since 2012 Observation By Uniandes Year 2005 and 2011 Source Cadastre office Bogotá Data Land registry Cadastre office Cundinamarca Land registry Bogotá Type Georeferenced Warehouses Area - Building Warehouses Area - Lots - Parcels Convention Year Since and 2011 Since 2009 Dispersed Freight railway transport Freight road transport Freight short sea shipping Freight air transportation International freight air transport Warehousing and storing Services for road transport Ports and complementary services for water transport Complementary services for air transport Cargo - load handling Complementary activities to transport Different code and classification in each data institution
10 10 4. Paradox 1 Trucks traffic in the metropolitan area Source: Ministerio de Transporte, Invias (2011).
11 11 4. Paradox 1 Yumbo Industrial Settlements in metropolitan area in Cali 2012 Industry Area Cali New warehouse in metropolitan area in Cali
12 12 4. Paradox 1 Industrial Evolution in metropolitan area in Cali Grupo de Estudios en Sostenibilidad Urbana y Regional - SUR
13 13 4. Paradox 1 Industry is being moved to the periphery, in spite of the strong historical productive and logistical character of the city and its intermodal potential. Revisión y ajuste del POT DAPM - Mayo de 2014
14 14 4. Paradox 1 Industrial Settlements in Bogotá Colombia2012
15 15 4. Paradox 1 Commercial warehouses 2005 and 2011 Land Use Code 008 Source: Land Use Office, Capital District of Bogota (2005 and 2012).
16 16 4. Paradox 1 Small warehousing 2005 and 2011 Land Use Code 022 Source: Land Use Office, Capital District of Bogota (2005 and 2012).
17 17 4. Paradox 1 Big Warehousing 2005 and 2011 Land Use Code 025 Source: Land Use Office, Capital District of Bogota (2005 and 2012).
18 18 4. Paradox 1 Economic Warehousing 2005 and 2011 Land Use Code 033 Source: Land Use Office, Capital District of Bogota (2005 and 2012).
19 19 5. Paradox 2 Parking restrictions and passenger transport corridors have been implemented in the most commercial streets and no infrastructure or measures have been implemented to maintain the commercial dynamic. Código Nacional de Tránsito, Ley 769 de 2012, POT Acuerdo Municipal 069 de 2000, Resolución No.0376 de 1999, Resolución del 2012.
20 20 5. Paradox 2» 39 Km. Trunk corridors.» 243 Km. Pretrunk and complementary corridors.» 56 trunk stations.» 655 stops» 7 terminals and 4 intermediate terminals. Metro Cali S.A., 2011
21 21 5. Paradox 2 Street Cross Section Average annual daily traffic (TPD) Modal distribution Connection function Land Use Evolution Travel Length and performance Land Use Evolution Traffic light intersections Pedestrian level crossing by (Pasos Peatonales a nivel) Logistic facilities Georeferenced accident database
22 22 6. Paradox 3 - Zonal Approach 59% of land use is commercial, 2% institutional, 15% services. The downtown is at the same time a retail market and a wholesale market that provision other city centers. DAPM, 2013
23 23 6. Paradox 3 - Zonal Approach DAPM, 2013
24 24 6. Paradox 3 Terrain observations and evaluations Histogram Load and Unloading 140 Parked vehicles count Mean: Median: Mode: Std. Dev: Minimum Value: Maximum Value: Automóvil Camión Moto Taxi Frequency ,5 7,0 5,0 14,7 1,0 93, Tiempo Arrival time Histogram 40 1 Frequency Arrival time Freight parking places availability is very random, trucks even park in the middle of the Streets. 93
25 25 6. Paradox 3 Analysis- Official Bay availability Bay availability is insuficient so it is neccesary to implement new strategies and make an analysis with a MAMCA methodology. Buffer zones of 25 m and 50 m around each loading/unloading bay were defined to estimate the number of establishments that were outside the thresholds of walking distance. The ratio of establishments served per single bay with a walking distance of 50m (per zone) varies between 6 and 25, with the average being 14 and the standard deviation is 4. With a walking distance of 50m (per zone) varies between 2 and 10, with the average being 6 and the standard deviation is 2. Of the selected sample, 26% are not within 50m of a loading/unloading bay and 57% are not within 25m of a loading/unloading bay.
26 26 Analysis- MAMCA Methodology Methodology for a multi-stakeholder, multi-criteria analysis (MAMCA). Source: own set-up. Source: Macharis (2005).
27 27 Analysis- MAMCA Methodology
28 28 Analysis- MAMCA Methodology Results from 1-5 Establecimientos Receivers Proveedores Shippers Autoridades Authorities Comunidad Residents Academia Strategy 1. Strategy 2. Strategy 3. Strategy 4. Strategy 5. 3,18 3,05 3,00 4,00 3,05 2,63 2,74 3,69 3,21 2,74 2,97 3,37 3,81 4,14 3,37 2,23 2,53 4,36 1,71 2,53 2,28 2,44 3,74 2,36 2,44 Strategy 1. Strategy 2. Strategy 3. Strategy 4. Strategy 5. 3,21 Grupo de Estudios 3,02 en Sostenibilidad 3,50 2,79 Urbana y Regional - SUR 2,71
29 29 9. References Anderson, S., Allen, J., & Browne, M. (2005). Urban logistics how can it meet policy makers sustainability objectives?. Journal of Transport Geography,13(1), Dablanc, L. (2007). Goods transport in large European cities: Difficult to organize, difficult to modernize. Transportation Research Part A: Policy and Practice, 41(3), Leonardi, Jacques, et al. "Best Practice Factory for Freight Transport in Europe: Demonstrating how Good Urban Freight Cases are Improving Business Profit and Public Sectors Benefits." Procedia-Social and Behavioral Sciences 125 (2014): 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, Muñuzuri, J., Cortés, P., Grosso, R., & Guadix, J. (2012). Selecting the location of minihubs for freight delivery in congested downtown areas. Journal of Computational Science, 3(4),
30 30 9. References Christopher, M. (1992). Logistics and supply chain management: strategies for reducing costs and improving services (Vol. 1). Financial Times. Stathopoulos, Amanda, Eva Valeri, and Edoardo Marcucci. "Stakeholder reactions to urban freight policy innovation." Journal of Transport Geography 22 (2012): Domínguez, A., Holguín-Veras, J., & Ibeas, Á. (2012). Receivers response to new urban freight policies. Procedia-Social and Behavioral Sciences, 54, Ibeas, A., Moura, J. L., Nuzzolo, A., & Comi, A. (2012). Urban freight transport demand: transferability of survey results analysis and models. Procedia-Social and Behavioral Sciences, 54, Dablanc, L., & Rakotonarivo, D. (2010). The impacts of logistics sprawl: How does the location of parcel transport terminals affect the energy efficiency of goods movements in Paris and what can we do about it?. Procedia-Social and Behavioral Sciences, 2(3),
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