City logistics pdf – City logistics South Africa
Transport and Communications Bulletin for Asia and the Pacific No. 80, 2011
CITY LOGISTICS: POLICY MEASURES AIMED AT IMPROVING URBAN
ENVIRONMENT THROUGH ORGANIZATION AND EFFICIENCY IN URBAN
LOGISTICS SYSTEMS IN ASIA
Hussein S. Lidasan∗
ABSTRACT
Several recent studies have shown the impacts of the transport system on
environment, notably in urban areas. Urban provision, as well as physical distribution
and supply chains in urban areas, may be a promising subject that may be checked out whereas
developing a framework on addressing the problems in urban surroundings within the context of
transport and land use. The environmental issues, brought in by freight traffic in urban
areas, like impacts on air quality and energy conservation, even have direct or
indirect effects on temperature change. Measures, involving transport designing and provision
in urban areas, referred to as town provision have secure to resolve several traffic and transport
problems. The idea of town provision isn’t a brand new one. However, solely recently it’s
caught the eye of transport planners and consultants for its potential contribution to
meeting the objectives of provision from the potency, economic and environmental
standpoints. This paper shows however provision and transport initiatives will facilitate in
developing a framework, which can eventually contribute to assuaging the negative
impacts of freight transport on urban surroundings.
Keywords: Urban surroundings, town provision, low carbon transport system, green and
reverse provision
I. INTRODUCTION
A. Rationale
Freight transport contribution to deteriorating the urban environment has finally been
noted. The growth of trucks in urban areas not only worsened the roads and highways and
created traffic congestion but also contributed to an overall deterioration of urban
environment. Traffic management schemes and measures restricting truck movements in
urban areas, such as truck ban and similar vehicular volume reduction schemes have been
implemented. Though such schemes seem to curtail truck movements, they have negative
economic consequences and can become a regulatory impediment for the development of
an intermodal logistics network system in urban areas. It is, therefore, imperative to
formulate a holistic framework, addressing the environmental issues related to intermodal
logistics system in urban areas.
B. Urban environment, logistics and transport systems
Logistics activities are more important in urban centres than in non-urban and
agricultural areas. Urban logistics, involving physical distribution and supply chains in urban
areas, is a promising area for developing a framework for addressing transport and land use
issues. Environmental problems, brought in by truck traffic in urban areas, such as impacts
on air quality and energy use have direct or indirect effects on climate change. Traffic
management schemes alone could not alleviate such concerns. There is a need to consider
other impacts on urban environment, apart from traffic congestion. The transport system,
which is the backbone of a country’s logistics system, plays an important role in economic
∗
School of Urban and Regional Planning, University of the Philippines-Diliman,
E-mail: hussein.lidasan@up.edu.ph or thosl76@gmail.com
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development and growth. However, if not properly managed, it can contribute to the
worsening environmental condition.
The concept of city logistics, which is not necessarily a new one, has caught the
attention of transport planners and experts in the recent years. The concept can contribute to
meeting the objectives of logistics from the efficiency, economic and environmental
viewpoints. The concept of city logistics combines transport planning and urban planning in
addressing freight transport issues in urban areas. A positive aspect of city logistics is the
active participation of the private sector. This ensures that all key players and stakeholders
participate in the process. City logistics is also closely related to green logistics and reverse
logistics that are relevant for mitigating environmental effects of transport. Both green
logistics and reverse logistics can reduce the adverse impacts of logistics and transport
systems on the environment and energy conservation. Properly applied city logistics
initiatives could contribute to the economic and financial gains and promote a low-carbon
intermodal transport system in urban areas.
II. THE CONCEPT OF CITY LOGISTICS
To understand city logistics, it is necessary to define the concept, policy objectives
and key actors involved, and then determine the types of initiatives that are better suited to
address the problems, associated with urban freight. Congestion levels on urban roads
have been rising due to the increasing levels of traffic demand. A study by Taniguchi and
others (1999), noted that the environmental problems, caused by the traffic, became serious
issues in many cities, and that large trucks produced substantial amount of air pollution in
urban areas by emitting NOx, suspended particle materials (SPM) and other gases. The
problem of energy consumption is an important consideration because natural resources
conservation and CO2 emissions reduction are crucial issues. The reduction in CO2
emission is the key to limiting global warming and, thereby, reducing impacts on climate.
Thus, efficiency gains in urban freight logistics through upgrading freight traffic operation
could improve urban air quality and reduce the negative effects on environment.
Taniguchi and others (1999) defined city logistics as the process of totally optimizing
the logistics and transport activities by private companies in urban areas, while considering
traffic environment, traffic congestion and energy consumption within the framework of a free
market economy. The main aim of city logistics is to globally optimize logistics systems
within urban areas by considering costs and benefits of schemes to the public and to the
private sector.
City logistics provides a holistic approach in addressing energy efficiency and
environmental degradation while alleviating traffic problems in urban areas. The concept of
city logistics includes both public and private sector, as transport and logistics service
providers and as concerned organizations and stakeholders. All parties can benefit – the
private shippers and freight carriers can reduce their freight costs, the government can
alleviate traffic congestion and environmental problems and the end users, the consumers,
can benefit from reduction in cost and improvement in urban environment.
The concept illustrates not only private participation in addressing urban problems
but also transport planning, urban planning, information technology, economic modeling,
management all combined in coming up with the strategies and initiatives.
A. Policy objectives of city logistics and key actors involved
To understand the objectives of city logistics, it is essential to know the key actors
involved in urban freight activities. The key actors involved are: a) shippers; b) freight
carriers (transport freight providers; c) residents; and d) administrators (Taniguchi and
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Transport and Communications Bulletin for Asia and the Pacific No. 80, 2011
others, 1999). Figure 1 illustrates the relationship of the key actors involved in urban freight
transport and their respective interest. By knowing the relationships between the actors one
could understan how the objectives of city logistics were established. Each of the key actors
has their own interests in urban freight. They tend to behave in a different manner, and their
behaviours should be considered in modeling city logistics.
Shippers would like to have high levels of services (LOS) in order to meet their
objectives, such as achieving just in time (JIT) requirement.
Transport providers, who are the freight carriers (forwarders) and customers of the
shippers, would like to minimize costs of collecting and delivering commodities to customers
(the consumers) in order to maximize their profits, but without jeopardizing the quality of their
services. Thus, providing higher levels of services at minimal total costs to consumers are
among the objectives of the freight carriers.
Likewise, the consumers (or residents) are the people being served who live, work
and shop in urban areas. They have their own requirements and as much as possible would
like to restrict the entry of trucks in their localities and would not like traffic congestion, noise,
air pollution and traffic accidents near their residential and retail areas.
Finally, governments are responsible for enhancing economic development,
increasing employment opportunities and, at the same time, alleviating traffic congestion,
improving the environment and reducing traffic accidents in the urban area. Generally, the
local governments formulate policies and provide infrastructure to achieve their objectives.
Ideally, they should be neutral playing a critical role in resolving conflicts arising between the
other stakeholders/actors involved in urban freight transport. Though the private sector
leads in introducing city logistics initiatives, it is the government that coordinates and
facilitates city logistics initiatives within urban logistics and transport policy framework.
Figure 1. Key stakeholders in city logistics
Sources: OECD, 2007 and Visser and others, 1999.
Key stakeholders interactions and their respective objectives should be taken into
account when considering city logistics initiatives. To this end, the objectives of city logistics,
which are considered comprehensive in nature, were defined to appropriately meet the
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requirements of the respective stakeholders or actors in urban freight transport. As such, no
single field of specialization can provide the strategies to meet these objectives.
Congestion, air pollution and noise, among others, are considered the most important
adverse effects of freight traffic in urban areas. It is therefore in this context that logistics
policies and corresponding strategies should be formulated and implemented.
Table 1 provides a summary of some issues related to freight transport that are being
addressed in selected cities.
Table 1. Summary of issues related to urban freight in selected cities
Key factors to be addressed
Monaco
Kassel
Zurich
Chester/
London
Winchester
Barcelona
Bologna
Congestion ◊ ◊ ◊
Environment ◊ ◊ ◊
Noise ◊
Safety ◊
Intrusion ◊ ◊
Political considerations ◊ ◊
Cost
Lack of loading facilities ◊
High percentage of in-house transport ◊ ◊ ◊
Poor utilization of vehicles ◊ ◊ ◊
High proportion of commercial traffic ◊
Restore balance between retail and transport
practices ◊ ◊
Source: Visser, and others, 1999.
City logistics initiatives, in addressing the impacts of urban freight transport, try to
achieve a balance between sustainability and economic development. Table 1 presents
wide and conflicting issues that are being addressed in these selected cities. A range of
policy objectives, associated with city logistics, includes: a) efficiency; b) economy; c) road
safety; d) environmental; e) infrastructure; and f) urban structure (Ogden, 1992).
The efficiency objectives address both the reduction of transport costs and
improvement of the quality of transport services, including accessibility, reliability, travel time,
flexibility and freight security. The improvement in efficiency contributes to national income
and as such serves economic objectives. Gaining efficiency helps the society and has
positive effects on income, business and profitability. The environmental objectives, on the
other hand, are more focused and are intended to achieve (Visser and others, 1999):
a) Reduction in local air pollution, coming from carbon monoxide, nitrogen dioxide,
ozone, aerosols, benzene and lead;
b) Reduction of traffic noise;
c) Improvement of general safety (reducing the number of traffic accidents);
d) Reduction of other forms of nuisance, such as risk, physical hindrances and
vibration;
e) Reduction in urban space for transport infrastructures and delivery points;
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Transport and Communications Bulletin for Asia and the Pacific No. 80, 2011
f) Reduction of emissions, which influence climate change, such as carbon dioxide
(CO2), greenhouse gases (N2O and methane (CH4) and acidification (oxides of
nitrogen (NOx), sulphurdioxide (SO2) and hydrocarbons; and
g) Slowing down the depletion of natural resources, such as materials and fossil
energy.
The environmental objectives clearly illustrate that city logistics provide the tools for
combating environmental degradation and improving air quality in urban areas. The last
group of policy objectives of city logistics is related to preserving and maintaining the urban
structures, notably those with historical and cultural importance. The policies aim to
maintain a balance between infrastructure development and preservation of areas of
historical and cultural importance. Figure 2 illustrates the groupings of the city logistics
policy objectives.
B. Types of city logistics initiatives
The key point in defining city logistics initiatives is simple – the freight transport is
considered to be urban freight transport as soon as it crosses the city borderline. One has to
keep in mind that most of freight traffic originates outside city areas or comes from other
urban areas. The note is essential since it can have impacts on the effectiveness of
particular (localized) measures or schemes.
Figure 2. City logistics policy objectives
Sources: OECD, 2007 and Visser and others, 1999.
Table 2 below provides different strategies or policy measures that comprise the city
logistics initiatives, as provided by Ogden, 1992. These groupings of initiatives, in some
cases, differ from the classification in other literature on city logistics; however, they are
basically the same and consistent with the policy objectives discussed in the previous
section. Table 2 provides a menu of strategies, addressing environmental issues, for urban
policy makers to employ. They can plan their environmental policy framework considering
the strategies that are appropriate and responsive to the needs of their localities. Innovative
strategies using the advantages of information and communications technology (ICT) and
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Transport and Communications Bulletin for Asia and the Pacific No. 80, 2011
improving the level of services of intermodal logistics systems and the transport systems in
urban areas. These are summarized in table 3.
Highly urbanized areas and metropolises in Asia, especially in South-East Asia, have
already started either employing most of the strategies or developing such strategies using
ICT systems. However, other strategies, such as the non-ICT strategies can be initiated by
smaller cities.
Table 2. City logistics initiatives or measures
Initiative Description
• Network strategies − Specific routes can be nominated for use by trucks,
such as truck routes designated only for specific
classes of vehicles
• Parking or loading
strategies
− Provision of different facilities for parking, loading
and unloading: curb-side use, off-street facilities
and truck parking facilities
• Location and zoning of land
use
− Considering spatial concentrations of transport
generating or attracting activities near freight
transport facilities
• Licensing and regulations − Provision of a menu of traffic regulations or
measures, such as allocation of curb space,
loading time restrictions, truck routes regulations
and truck access controls, transport regulations,
like permits for entering certain areas, or vehicle
regulations, to regulate vehicle sizes or emissions
• Pricing strategies − Imposition of road pricing or charges on access or
parking as means to allow market mechanisms
solve traffic congestion
• Terminals and modal
interchange facilities
− Introducing transfer points at borders of urban
areas, providing transport optimization and limiting
the number of truck movements in urban areas
Source: Visser, et al, 1999.
Table 3. New strategies in city logistics
Initiative Description
• Traffic information systems − Provision of road traffic information through vehicle
information communication system (e.g., in Japan:
VICS) or through electronic traffic boards along the
road
• ITS (Intelligent Transport
Systems)
− Introduction of new vehicle control systems,
maximizing movement of vehicles and commodities
• (ETC) Electronic Toll
Collection
− Installation of electronic systems at limited access
roads, such as tolled expressways, to improve
performance of toll collection and decrease
impediment
• Logistics information
systems
− Employed in-company or between companies to
improve distribution of goods or they can be
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Transport and Communications Bulletin for Asia and the Pacific No. 80, 2011
Initiative Description
employed between companies for cooperative
pick-up and delivery or for cooperative operation of
terminals
• Vehicle technology
improvements
− Improvement of vehicles so as to obtain better
performance or to reduce energy-use affecting
engine, cargo handling or construction of vehicles
• Voluntary co-operation − Employing various cooperative pick-ups and
delivery or cooperative operations of terminals
Source: Visser, and others, 1999.
Figure 3 illustrates how the policy measures are related to the operation of urban
freight transport.
Figure 3. Grouping of policy measures related to city logistics
Sources: OECD, 2007 and Visser and others, 1999.
Figure 4 further suggests that the private sector and government need to coordinate
their acts in coming up with policy measures so that the combined initiatives are indeed
consistent with the city logistics policy objectives. Likewise, the initiatives formulated by the
private sector and government have to be complementary so as to avoid conflict, as
illustrated in figure 4.
Table 4 summarizes some policy measures, related to city logistics that are being
formulated by governments. These measures are grouped according to types and
application in addressing the requirements of the urban freight transport system. They
provide the menu of infrastructure, regulatory and economic measures that the
governments, particularly the local governments, can choose in addressing urban freight
transport concerns. This indicates that no single group of measures can solve urban freight
transport problems. The same can also be said of with city logistics initiatives that can
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Transport and Communications Bulletin for Asia and the Pacific No. 80, 2011
91
contribute to alleviating environmental problems from the viewpoint of urban freight
transport.
Figure 4. Policy measures by private and public sectors
Source: OECD, 2007 and Visser and others, 1999.
Most of the policies, cited in table 4, are widely employed in developed countries of
Europe and the United States. However, metropolitan areas in Asia, such as Tokyo,
Singapore, Kuala Lumpur and Bangkok, have initiated their own policies similar to those
mentioned in table 4. Manila and Jakarta, on the other hand, had just begun to formulate
their own logistics policies. However, compared to cities in the developed countries, cities in
South-East Asia, except Singapore, do not have advance ICT systems to support their
logistics policies.
ications Bulletin for Asia and the Pacific No. 80, 2010
92
Infrastructure provision Regulations Economic measures
Physical/
Transport Information Regulations Standardization Pricing Subsidies
Land use Digital map, GPS Zoning for logistics activities Property tax
Networks
Ring roads,
freight
networks
ETC, Road
traffic info
system
Truck route
control, vehicle
and time
restriction
Road pricing
Terminals Distribution centres Berth guidance system Standards for intermodal terminals Subsidies for cooperative facilities
Parking On-street parking spaces Parking guidance info system Compulsory parking spaces, Parking time Parking charge differentiation Subsidies for off-street parking spaces
Vehicles/
Containers
Electric
vehicles, low
emission
vehicles
Fleet
management
system,
vehicle and
cargo
matching
Emission
control, load
factor control
Standardized
containers,
electronic tags
Vehicle tax, fuel
tax, environmental
tax
Subsidies for
low emission
vehicles
Cargoes
Cargo tracking,
order entry
systems
Subsidies for
cooperative
delivery
Table 4. Menu of policies related to logistics and transport that governments consider in formulating city logistics initiatives
Source: Visser and others, 1999
Transport and Commun
Transport and Communications Bulletin for Asia and the Pacific No. 80, 2010
C. Comparative assessment of city logistics initiatives in selected Asian cities
A collaborative research done by Japan Institute of Highway Economics for
Organisation for Economic Co-operation and Development (OECD) undertook a preference
survey of experts in selected cities in Asia in 2003 to ascertain how these cities considered
city logistics policy objectives and initiatives. Employing weight scaling, Table 5 shows the
results of the survey on their preferences of policy objectives.
Table 5. Preference survey experts on city logistics policy objectives
(weight objectives)
Objectives Bangkok Jakarta Kuala
Lumpur
Manila Shanghai Seoul Osaka Tokyo
Efficiency &
Economy
0.327
(2)
0.481
(1)
0.258
(2)
0.550
(1)
0.500
(1)
0.311
(2)
0.097
(3)
0.167
(2)
Safety &
Environment
0.413
(1)
0.405
(2)
0.637
(1)
0.240
(2)
0.250
(2)
0.493
(1)
0.570
(1)
0.667
(1)
Infra & Urban
Structure
0.260
(3)
0.114
(3)
0.105
(3)
0.210
(3)
0.250
(2)
0.196
(3)
0.333
(2)
0.167
(2)
Source: OECD, 2003
Note: values in parentheses confer with order of importance
The table indicates that there square measure variations within the priorities of cities with relevance
city supply policy objectives. The cities thought of developed (Seoul, Tokio and Osaka)
set higher priority on safety and environmental objectives as compared to developing cities.
Developing cities, like Manila and national capital, placed a lot of stress on economic and
efficiency objectives. the selection is clear, considering that these cities still aim at
improving their economic support infrastructure and services. On the opposite hand, Bangkok
and capital of Malaysia, that square measure thought of to air the verge of connexion developed cities of
Asia, regard safety and environmental objectives as a lot of vital thanks to the gravity of air
pollution downside and high accident rates.
Figure five additional supports the results of the survey as summarized in table five. Albeit
this observation, a motivating note to think about is that each the developed and developing
cities square measure currently golf stroke a lot of importance on urban structure. to possess a clearer understanding
of however the cities rated their policy objectives, table half dozen summarizes the freight transport
infrastructure policy characteristics of the chosen cities. It showed a sign for the
rating of the consultants of their cities.
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Transport and Communications Bulletin for Asia and also the Pacific No. 80, 2010
Figure 5. Policy objectives by kind of initiative by town
Freight live objectives for developing cities
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
Distrib.
center
Road links Parking,
L/U
Info system Freight
regulation
Road
pricing
Freight measure
Infra Urban
Environment
Efficiency
Freight measure objectives for developed cities
0
0.05
0.1
0.15
0.2
0.25
Distrib.
center
Road links Parking, L/U Info system Freight
regulation
Road pricing
Freight measure
Infra Urban
Environment
Efficiency
Source: OECD, 2003.
Finally, table 6 shows perceived logistics policy objectives as prioritized. The freight
characteristics, primary objectives and existing freight measures of the selected cities are
summarized, including the IT applications at the time of the survey. The cities that had
shown no IT applications have now introduced applications, such as ETC (Electronic Toll
Collection, among others). The table further indicated varied responses to a number of
discussed topics. The difference may explain the standing in terms of economic
development of the selected cities. The cities that have attained economic growth and
development have high levels of logistics infrastructure and information systems and, as
such, may have placed higher priority on environment and safety as their policy objectives,
compared to the cities that are just introducing in place logistics infrastructure and facilities to
support economic growth and development.
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Transport and Communications Bulletin for Asia and the Pacific No. 80, 2010
III. METRO MANILA: A CASE STUDY ON CITY LOGISTICS FRAMEWORK
FOR URBAN surroundings
A. Urban surroundings problems and initiatives in addressing them for railroad Manila
Like any alternative metropolitan space in Asia, railroad Manila faces many challenges. Its
logistics policies ar in keeping with that of the country. At the native level, they’re centered
on a) reducing traffic jam, b) assuaging environmental and social impacts, and c)
improving economic and technical potency of the transport system. At the national level,
the policy objectives aim at providing economical intermodal transport system that is the
backbone of the country’s intermodal supply network system, supporting economic
development and regional economic cooperation within the South-East Asia. Policy objectives
at the regional and international levels ar centered on up potency of moving folks
and freight, reducing impacts of transport on the worldwide surroundings and at an equivalent time
facilitating world competitive commercialism. It can, therefore, be aforesaid that policy objectives ar
indeed in keeping with town supply. Following this premise, railroad Manila’s prioritized town
logistics policy objectives ar as follows:
a) Efficiency and economy;
b) Safety and environment;
c) Infrastructure and urban structure.
In line with the above policy objectives, the following city logistics initiatives were
introduced:
a) TDM (Travel Demand Management) Schemes;
i. UVVRP (Unified Vehicular Volume Reduction Program)
ii. Truck ban at major thoroughfares
b) Application of ICT (Information and Communications Technology);
i. ETC (Electronic Toll Collection)
ii. Customs facilitation at major ports
c) Land use controls;
d) Development of terminals;
e) Development of economic and industrial zones at urban fringes.
Table 6. Freight transport characteristics of selected cities in Asia
Shanghai Jakarta Manila Bangkok Kuala
Lumpur
Seoul Osaka Tokyo
Primary
objective
Efficiency
and
economy
Efficiency
and
economy
Efficiency
and
economy
Efficiency
and
economy
Safety and
environment
Safety and
environment
Safety and
environment
Safety and
environment
Underlying
problem
Congestion Congestion Congestion Congestion
accidents
Accidents Accidents Air pollution Air pollution
accidents
Prioritized
measures
Road links
Terminals
Info
system
Road links
Regulation
Terminals
Road links
Terminals
Info
system
Road links
Terminals
Regulation
Regulation
Info system
Regulation
Info system
Terminals
Road links
Regulation
Terminals
Pricing
Regulation
Pricing
Parking facility
Main
expected
effects
Capacity
Jobs
Accidents
Costs
Reliability
Accidents
Costs
Reliability
Capacity
Costs
Decentralize
Air pollution
Accidents
Noise
Reliability
Accidents
Air pollution
Reliability
Air pollution
Noise
Decentralization
Accidents
Air pollution
Decentralization
Existing
measures
Node Public
freight
terminals
Public
freight
terminals
Public freight
terminals, Truck
parking facilities
Public freight
terminals, Truck
parking facilities
Link Road
network
Road
network
Road
network
Road
network
Road
network
Road
network
Road network Road network
Mode Idling-stop Idling-stop
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Transport and Communications Bulletin for Asia and the Pacific No. 80, 2010
Shanghai Jakarta Manila Bangkok Kuala
Lumpur
Seoul Osaka Tokyo
trucks trucks
Operation Off-peak
deliveries
Off-peak
deliveries
Off-peak
deliveries
Off-peak
deliveries
Off-peak
deliveries
Cooperative
delivery,
Off-peak
deliveries
Cooperative
delivery,
Vehicle fleet
sharing
Cooperative
delivery,
Vehicle fleet
sharing
Regulations Truck
restriction
Truck
restriction
Truck
restriction
Truck
restriction
Truck
restriction
Truck
restriction
Local truck
restriction
Economic
measures
Truck
parking
fees
Truck
parking fees
Parking
charges, Road
pricing
IT
application
ETC EDI, ITS EDI, ITS EDI, ITS,
Internet load
auction
Source: OECD, 2003.
As mentioned, the primary objective of Metro Manila in the context of city logistics is
attaining efficiency and economy. As in other Asian cities the underlying problem related to
urban freight transport is congestion. To address the problem and at the same time meet
efficiency and economy objectives, the priority measures should include: a) provision of road
links; b) development of terminals; and c) development of information systems. The
provision of road links is aimed at building the country’s economic infrastructure backbone.
To achieve the purpose, intermodal logistics corridors, such as the Subic/Clark-Metro
Manila-Batangas corridor, are being improved through the upgrading of a high standard
highway system. To this end, completion of the limited access highway network in the
corridor will provide the vital link from southern Luzon to central Luzon, where major
international ports and airports are located. The corridor will also enhance the access of
production areas to the markets and improve mobility of people in the two regions.
The underlying expected effects are reduction of costs and improvement of reliability
and capacity. The logistics corridor is not complete, particularly in Metro Manila, where
trucks travel on urban roads and are subject to local traffic management schemes. The main
measures include off-peak deliveries and truck movement restrictions. These measures will
contribute to relieving congestion and reducing environmental impacts; however, they also
incur additional costs and impediments.
With the passage of the country’s law on climate change, the Philippine Government,
through its concerned line agencies have drawn guidelines coming up with measures in
addressing climate change. Priority for cleaner fuel or energy use has been set and all
vehicles are now subject to gas emissions inspection. The establishment of the Road Safety
Board shows country’s concern for the improvement of road safety. Speed limits on toll
roads were set and enforced.
Within the city centres, notably in metropolitan areas, such as Metro Manila, Metro
Davao and Metro Cebu, various TDM schemes were implemented. The most noteworthy is
the imposition of truck restrictions, known as truck ban, which will be discussed further in this
paper. Another important TDM measure is vehicular volume restriction on peak hours,
technically known as the UVVRP (Unified Vehicular Volume Reduction Program) and
popularly called colour-coding based on the original programme name designated for color
coding for private vehicles. The UVVRP has been in place in Metro Manila for more than ten
years and is currently being reviewed.
The measures imposed under the infrastructure and urban structure objective that
affect urban logistics are as follows: a) land use zoning and controls; b) restricting
construction of logistics centres and terminals near residential areas and areas designated
as historical and heritage preservations. Similarly, designation of locations for logistics
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Transport and Communications Bulletin for Asia and the Pacific No. 80, 2010
centres, terminals and related facilities in urban areas are now being incorporated in land
use city plans. Likewise, decongesting urban areas through the development of new towns,
creating economic and industrial zones at urban outskirts, is being urged by both the
government and the private sector.
The development and application of ICT for logistics aim at meeting the general
objectives of city logistics policies. They not only reduce the impediment in the intermodal
logistics network system but also enhance efficiency of logistics system and contribute to
improving urban environment. The reduction of transaction time at customs facilities in ports
is another merit of ICT.
B. Implications of city logistics policy in Metro Manila
The truck ban scheme is meant to illustrate the implications of city logistics policies in
Metro Manila. The truck ban has been in force for several years. The common issues, both
positive and negative, related to traffic ban in Metro Manila, which are positive and negative,
are summarized below:
a) It is the most commonly utilized vehicle restriction in developing countries;
b) Banning trucks is perceived as a practical form of reducing traffic during peak
hours;
c) Government usually enforces truck restraints so that public transit modes would
not compete for limited road space;
d) Viable measure during construction periods, when road capacity is greatly
reduced, ensuring better traffic movements; and
e) Truck restrictions can present problems if not fully understood.
Truck ban is considered a powerful traffic management scheme, however, as already
mentioned earlier, it affects urban freight transport operations. It is, therefore, important that
viable alternatives are presented to minimize the impacts. Figure 6 shows the corridors in
Metro Manila where truck ban is imposed; while
table 7 summarizes the various truck ban schemes implemented. As mentioned, truck ban
has impacts on urban transport system. The most important are economic impacts, which
are summarized below:
a) Changes in truck operating characteristics
i. Shortened delivery schedules and reduced delivery hours
ii. Reduced quantity of products delivered during banned hours
iii. Increased travel time
b) Reduced truck delivery frequency
i. Decreased truck trip frequency per day
c) Reduced production/supply chain efficiency
i. Decreased rate of production due to delays in delivery schedules
d) Increased transport costs
i. Increased costs due to poor productivity are passed on to consumers
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Figure 6. Corridors covered by truck ban
Source: Castro and Kuse, 2005.
The safety impacts of truck ban, as shown in the logic analysis (Castro and Kuse,
2005) indicated the likelihood of increase in accidents when the truck driver:
a) Operates a trailer-truck;
b) Has insufficient sleep;
c) Performs night time deliveries;
d) Has insufficient knowledge of the truck ban ordinance; and
e) Violates truck ban rules
Table 7. Truck ban implemented in Metro Manila
Truck ban 1
(EDSA only) 6 a.m. to 9 p.m. everyday except Saturdays, Sundays and Holidays.
No cargo truck shall be allowed to travel or pass along EDSA.
Truck ban 2
(10 major routes)
6 a.m. to 9 a.m. and 5 p.m. to 9 p.m. every day except Saturdays,
Sundays and Holidays. No cargo truck shall be allowed to travel or
pass along these routes.
Definition of cargo
truck
“Cargo truck” as used in the ordinance refers to motor vehicles,
whether loaded or empty, having a gross vehicle weight of 4,500 kg
or more, principally intended for carrying cargo.
Violation and
penalty
Any person who violates the provisions of this ordinance shall be
punished by a fine of not less than 500 pesos but not more than
2,000 pesos or by imprisonment of not less than 7 days but not
more than 30 days or both, at the discretion of the court.
Source: Castro and Kuse, 2005.
There is a need for Metro Manila to enhance its environmental improvement policy
framework to incorporate city logistics among the alternative approaches addressing the
issues in environmental improvement. The case of the truck ban, which is considered an
effective policy initiative in the context of addressing not only congestion but presumably
environmental deterioration, showed that it has not only social adverse effects but also
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Transport and Communications Bulletin for Asia and the Pacific No. 80, 2010
negative effects on efficiency and costs. It is, therefore, imperative that policymakers in
Metro Manila, and any other metropolitan areas in Asia, should complement truck ban (or
similar traffic management schemes) with other city logistics initiatives to have a balance in
addressing congestion and environmental improvement.
CONCLUSION
There are a number of studies that showed the negative impacts of transport, notably
freight transport on urban environment. Remedial measures involving transport planning and
logistics, within the concept of city logistics were found promising in addressing the negative
impacts of urban freight transport on traffic and urban environment. The policy objectives of
city logistics, ranging from efficiency/economic to urban structure to environmental aim at
improving the level-of-service of the urban freight transport systems. They can ensure
economic growth and at the same time address the negative impacts of urban freight
transport on the environment.
The concept of city logistics promotes green logistics and reverse logistics, which can
also contribute to urban environment improvement.
REFERENCES
Castro, J. T. and H. Kuse (2005). The impacts of large truck restrictions in freight carrier
operators in Metro Manila. Journal of the Eastern Asia Society for Transportation
Studies, vol. 6, pp. 2947-2962. Available from www.easts.info/online/journal_06/2947.pdf.
Ogden, K. W. (1992). Urban Goods Movement: A Guide to Policy and Planning, Brookfield:
Ashgate Publishing.
Organisation for Economic Co-operation and Development (2003). Logistics Developments
Supported by ICT and ITS in the Asia-Pacific Region. Prepared by the Asian Task
Force, Institute of Highway Economics. OECD RTR Outreach
Activity of the Asian Logistics Project. Tokyo. Available from
<http://browse.oecdbookshop.org/oecd/pdfs/free/9204011e5.pdf>
Organisation for Economic Co-operation and Development (2007). Efficient and Sustainable
Intermodal Logistics Network in the Asia-Pacific Region. Prepared by
the Asian Task Force, Institute of Highway Economics. OECD/ECMT Outreach
Activity of the Asian Logistics Project, Tokyo. Abstract and conclusion available from
http://www.transportstrategygroup.com/shop/item/efficient-and-sustainableintermodal-logistics-network-asia-pacific-region-institute-of-highway-economicstokyo-2007.
Taniguchi, E. and R. G. Thompson (1999). City Logistics I. Kyoto: Institute of Systems
Science Research.
Taniguchi, E., R. G. Thompson, and T. Yamada (1999). Modeling city logistics. In City
Logistics I, E. Taniguchi and R. G. Thompson, eds. Kyoto: Institute of Systems
Science Research, pp. 3-38.
Visser, J., A. van Binsbergen and T. Nemoto (1999). Urban freight transport policy and
planning. In City Logistics I, E. Taniguchi and R. G. Thompson, eds. Kyoto: Institute
of Systems Science Research, pp. 39-70.
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Transport and Communications Bulletin for Asia and the Pacific
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