10 research outputs found
Capacity reduction on urban main roads: How truck drivers adapted, and what effects and consequences they experienced
No full textElise Caspersen, Tale Ørving, Aud Tennøy, Capacity reduction on urban main roads: How truck drivers adapted, and what effects and consequences they experienced, Transport Policy, Volume 130, 2023, Pages 68-83, ISSN 0967-070X, https://doi.org/10.1016/j.tranpol.2022.10.016. (https://www.sciencedirect.com/science/article/pii/S0967070X22003018)Urban freight transport is an important issue in sustainable mobility discussions. It constitutes a significant proportion of urban traffic, and expected negative impacts for urban freight transport can be arguments against implementing restrictive measures targeting passenger traffic. The scarcity of empirical studies might lead to over- or underestimation of consequences for urban freight transport. This might slow shifts towards more sustainable mobility or cause unintended negative consequences. A long-planned 14-month capacity reduction in a main road tunnel in Oslo, Norway, causing significantly increased congestion, offered an excellent opportunity to study urban freight transport adaptations, effects and consequences. With truck drivers and logistics professionals as key informants, the study amplifies voices not often heard in research. Truck drivers adapted by avoiding the tunnel during rush hours only to a limited degree, and less than general traffic did. They reported limited flexibility, as routes and trip timing are strongly defined by customer contracts. The wider consequences for drivers were more stress and less predictable workdays. The findings might improve understandings of how truck drivers can and do adapt, and what consequences they experience. This will help authorities and freight companies plan for changes in urban transport systems aimed at sustainable mobility.publishedVersio
Planlegging og etablering av et bylogistikkdepot for gods
No full textMålet med dette prosjektet har vært å evaluere prosessen med å etablere et bylogistikkdepot for omlasting av varer for sisteleddsdistribusjon (last-mile) i Oslo sentrum. I evalueringen legges det vekt på sentrale hendelser i planleggingen og samarbeid mellom de ulike aktørene og interessentene som har vært involvert i prosjektet. Målet med evalueringen er å gi et kunnskapsgrunnlag til andre private aktører eller kommuner som ønsker å etablere noe tilsvarende. Resultatene indikerer at det er fem suksesskriterier for en vellykket etablering; Tillitt mellom samarbeidspartnerne, ekspertkunnskap og engasjerte drivere i planleggings- og utformingsprosessen, støtte fra- og godt samarbeid med offentlig sektor, egnet og disponibel lokasjon for bylogistikkdepotet i bysentra og enkel og fleksibel utforming av bylogistikkdepotet.The aim of this project has been to evaluate the process of establishing a depot for transshipment of goods for lastmile distribution in downtown Oslo. In the evaluation, emphasis is placed on key events in the planning process and collaboration between the various actors and stakeholders who have been involved in the project. The goal of the evaluation is to provide a knowledge base for other private actors, cities or municipalities who wish to establish something similar. The results indicate that there are five criteria for a successful establishment; trust between the collaborators, expert knowledge and a dedicated driving force in the planning and design process, support from and good cooperation with the public sector, suitable and available location for the depot in the city center and simple and flexible design of the depot.Statens vegvese
Næringstrafikk og tilhørende utslipp og miljøkonsekvenser - Bergen, Stavanger og Trondheim
No full textDenne rapporten presenterer trafikkarbeid, utslipp og miljøkonsekvenser for næringstrafikk i Bergen, Stavanger og Trondheim. Arbeidet tar utgangspunkt i eksisterende samferdselsstatistikk fra SSB og utslippstall fra utslippskalkulatoren The Handbook Emission Factors for Road Transport (HBEFA). Ingen data er samlet inn i prosjektet. Vi finner at næringstrafikk er kilde til utslipp av rundt 76 000, 52 000 og 46 000 tonn CO2 og 260, 200 og 180 tonn NOx i hhv Bergen, Stavanger og Trondheim. Utslippsmengdene er tett knyttet til mengden næringstrafikk (målt i kjørte kilometer) og anvendte utslippsfaktorer fra HBEFA. Av den grunn bør tallene tolkes som en indikasjon på utslippsnivåer heller enn endelige verdier. Det er kun næringstrafikk innad i bykommunene og tilhørende utslipp og miljøkonsekvenser som har vært av interesse i dette arbeidet. Næringstrafikk utenfor de utvalgte bykommunene er ikke inkludert i beregningene, uavhengig av om det utføres med et kjøretøy som er registrert i kommunen. Rapporten er utført på oppdrag fra Vegdirektoratet i forbindelse med bystrategien som skal inngå i plangrunnlaget til Nasjonal Transportplan 2022-2033.This report presents environmental impacts from commercial traffic in three Norwegian cities; Bergen, Stavanger and Trondheim. Existing transport statistics collected by Statistics Norway and emission factors from The Handbook Emission Factors for Road Transport (HBEFA) are used. No data is collected in the project. The analysis shows that commercial traffic contributes with approximately 76,000; 52,000; and 46,000 tons of CO2 and 260; 200; and 180 tons of NOx in Bergen, Stavanger and Trondheim respectively. Emissions are closely linked to the amount of traffic (measured using number of vehicle kilometers) and the accuracy of the HBEFA figures. Hence, the numbers presented should be interpreted as an indication of emissions, rather than actual figures. In this research, only traffic within the urban areas is of interest. Commercial traffic outside the selected urban areas is not included, regardless of whether the traffic is carried out by a vehicle registered in the selected urban area or not. The report has been carried out on behalf of the Norwegian Public Roads Administration.Statens vegvese
Analysis of information flow in base-to-base transportation. A case study of Bring Offshore & Energy
No full textConfidential until 16 May 202
Bruk av Vegvesenets databaser for analyser av godstransport i by
No full textStatens vegvesenTØI Transportøkonomisk Institut
Evaluering av varedistribusjon med elektrisk lastesykkel i Bergen og Oslo
No full textMålet med denne evalueringen har vært å identifisere potensialet ved bruk av elektriske lastesykler i varedistribusjon. Evalueringen baserer seg på erfaringer fra DHL Express i Oslo og DB Schenker i Oslo og Bergen. I tillegg bidrar evalueringen med kunnskap om hvordan offentlig sektor kan tilrettelegge for bruk av lastesykler i varetransport i by. Resultatene indikerer at lastesykkelen har potensial for å bli et velegnet transportmiddel i varedistribusjonen, men at flere forutsetninger må være tilstede. Lastesykkelen er fleksibel i trafikken og kan utføre mer optimale ruter enn varebilen. Lastesykkelen har derimot begrensninger på lastekapasitet, rekkevidde og hastighet. God planlegging av varesortering, samt tilgang til sentrumsnære omlastingslokasjoner er avgjørende for å lykkes med lastesykkeldistribusjon.The aim of this evaluation has been to identify the potential of using electric cargo bikes in goods distribution. The evaluation is based on experiences from DHL Express in Oslo and DB Schenker in Oslo and Bergen. In addition, the evaluation contributes with knowledge of how the public sector can facilitate the use of cargo bikes in urban goods transport. The results indicate that cargo bikes have the potential to be suitable means of transport in urban goods distribution, but that several conditions must be fulfilled. The cargo bike is flexible in traffic and can perform more optimal routes than a delivery van. The cargo bike, on the other hand, has limitations on load capacity, range and speed. Good planning of goods sorting, as well as access to urban transshipment locations, is crucial to the success of cargo bike distribution.Statens vegvese
Evaluering av oppstartsperioden for varelevering med lastesykkel - et pilotprosjekt i Oslo
No full textMålet med evalueringen har vært å identifisere og dokumentere viktige erfaringer rundt oppstarten av varelevering med elektrisk lastesykkel i Oslo sentrum. I tillegg bidrar evalueringen med kunnskap om hvordan offentlig sektor kan tilrettelegge for bruk av lastesykler i urban varetransport. Resultatene indikerer at det for DHL Express i oppstartsperioden har vært vanskelig å oppnå målsetningen om gjennomsnittlig 90 stopp per dag med 2-3 lastesykler i drift. Hovedårsakene er utforming av lastesykkelen og rekruttering av syklister. I tillegg har det vært utfordrende å finne et egnet areal til logistikkaktiviteter i sentrum, i dette tilfellet et mikrodepot til omlasting.The objective of the evaluation is to assess the development process and extract the logistics, business and environmental performance of an electric cargo bike pilot in Oslo. This will provide important knowledge to authorities on how to facilitate for cargo bikes in the Norwegian urban freight market. Overall, the findings indicate that it has been challenging for DHL Express during the start-up period to reach their target of an average of 90 deliveries with 2-3 cargo bikes. The main reason for this is the design of the cargo bike and difficulties in recruiting cyclists. In addition, providing a suitable location in the city centre for urban logistics activities, in this case a micro hub, required substantial effort from local authorities and DHL Express.Statens vegvese
Operational performance of light electric freight vehicles in the last mile : two Nordic case studies
No full textPurpose: To assess the introduction and performance of light electric freight vehicles (LEFVs), more specifically cargo cycles in major 3PL organizations in at least two Nordic countries. Design/methodology/approach: Case studies. Interviews. Company data on performance before as well as after the introduction. Study of differing business models as well as operational setups. Findings: The results from the studied cases show that LEFVs can compete with conventional vans in last mile delivery operations of e-commerce parcels. We account for when this might be the case, during which circumstances and why. Research limitations/implications: Inherent limitations of the case study approach, specifically on generalization. Future research to include more public–private partnership and multi-actor approach for scalability. Practical implications: Adding to knowledge on the public sector facilitation necessary to succeed with implementation and identifying cases in which LEFVs might offer efficiency gains over more traditional delivery vehicles. Originality/value: One novelty is the access to detailed data from before the implementation of new vehicles and the data after the implementation. A fair comparison is made possible by the operational structure, area of delivery, number of customers, customer density, type of packages, and to some extent, the number of packages being quite similar. Additionally, we provide data showing how city hubs can allow cargo cycles to work synergistically with delivery vans. This is valuable information for organizations thinking of trying LEFVs in operations as well as municipalities/local authorities that are interested
BYTRANS: Effekter og konsekvenser av kapasitetsreduksjon i Brynstunnelen Per 2016
No full textNorges forskningsråd, Oslo kommune, Bymiljøetaten, Statens vegvesen, Region Øst, Statens vegvesen Vegdirektoratet, Akershus fylkeskommune, Norges Statsbaner og Norges Automobil-Forbun
