Workforce Development Resources

This paper discusses how urban freight activity can function such that it meets the urban sustainability objectives policy makers are now beginning to implement. It considers: the importance of urban freight transport in maintaining the economic vitality of the city; the negative impacts that it imposes; the concept of urban sustainability and the development of sustainability strategies; and the means and measures by which freight transport could be made more sustainable. It presents results from a project that investigated the current freight transport operations of seven different companies in three urban areas in the UK. The potential operational, financial and environmental effects of four policy measures on these operations are considered.

This white paper provides a review of the literature and a synthesis of findings regarding the relationship between land use and urban form and the vehicle miles of travel by persons. The paper begins with a conceptual outline of the transportation-land use relationship. It synthesizes a broad review of the literature and explores various aspects of the state of knowledge regarding the transportation-land use relationship. Various perspectives and motivations, analytical methods, variables for measurement, and urban scale focuses are discussed in the paper. An overview of research findings categorized by geographic scale ranging from site level, to neighborhood level, to urban area level is provided. Policy Implications are provided and a concluding section offers observations on how the available knowledge can be used in decision-making.

DHL SUPPLY CHAIN SPAIN are planning a new Urban Consolidation Centre in L'Hospitalet de Llobregat in the metropolitan area of Barcelona.

STRAIGHTSOL is a new 3-year EU-funded project, comprising seven innovative cutting edge urban freight demonstrations. This video introduces the STRAIGHTSOL project and the demonstrations.

TNT will limit its impact on urban congestion while at the same time reduce CO2 and noise pollution and consolidate good flows eliminating the use of vans and replace them with bicycles and an electric vehicle. This is in order to lead the way in overcoming last mile urban distribution difficulties through creating a best practice in energy reduction by using a mobile consolidation centre.

Quantitative analysis of traffic conditions provides benchmark in evaluating traffic states for effective operation and management, while the majority of existing studies was focused on measuring congestions of freeway continuous traffic flow. This paper aims to quantify states of urban interrupted traffic flow by using the field traffic data from arterial roads in Changzhou, Jiangsu province, China as a study case. The Average Congestion Index (ACI) indicator was developed by considering traffic volumes on different segments to reflect congestion state of entire road. Then, in combining with the Congestion Travel Rate (CTR), which reflects the difference between the studied state and free flow state, the two indices were adopted to measure congestions quantitatively for both weekday (Mar. 24, 2010) and weekend (Mar. 28, 2010) traffic. In addition, Fuzzy Clustering Method (FCM) was used to obtain threshold values for various traffic states, by which three states were proposed from the empirical study on the traffic conditions in Changzhou. Under this classification, congestion quantifications of field observed trends from both weekday and weekend were found to be consistent with the definitions from Urban Traffic Management Evaluation System of China (UTMES). This further validated the effectiveness of the proposed ACI indicator.

The National Local Technical Assistance Program Association (NLTAPA) is a not-for-profit organization representing and serving the 58 LTAP and TTAP member-Centers in the United States and Puerto Rico. All staff of member-Centers are entitled to association services and are eligible to participate in programs and to serve as committee members and officers.

The association's main objectives are to build awareness about LTAP/TTAP in the transportation community, assist FHWA with developing strategies for the program, and build the capacity of each Center to best meet the needs of its customers.

Our economic downturn has underscored the need for efficiency - in how we spend public and private dollars, and in how we meet WA Growth Management Act requirements to prepare for our region's future. Let's work together to create resilient, healthy communities where jobs are generated, opportunities for lower housing and transportation costs exist, and public and private funds are used wisely. Please visit SustainableThurston.org - and join the conversation.

The road network in the Keihanshin area (the second most populated urban region in Japan encompassing the metropolitan areas of the cities of Osaka in Osaka prefecture, Kobe in Hy_go Prefecture, and Kyoto in Kyoto prefecture) is modeled as two layers from the viewpoint of the frequency of use of roads by freight vehicles. This model was derived ,tested and validated from the probe car data of 300 trucks operated by 21 freight companies in the Keihanshin area. The two layers are called high-frequency-network and low-frequency-network layers. Characteristics, such as the density of probe data, average driving time, and speed of both network layers, were estimated. This analysis revealed that trucks spend a duration about 6 times longer on the high-frequency network even though it is 1/4 the size of the low-frequency network. The instantaneous velocity histograms indicated a significant difference in speeds between the two network layers of 25.03 km/h in the high-frequency layer and 16.87 km/h in the low-frequency layer. Service-level evaluations, reliability analysis, and route-selection modeling should become easier to deal with in the future by introducing these layered networks.

The subjects covered by this program are in biology and chemistry

Part: 2 | Better and cleaner urban transport for Europe
Urban traffic is responsible for 40% of CO2 road transport emissions. In Europe, 9 citizens out of 10 are exposed to harmful particle emissions that are higher than the tolerated norm. Time wasted in traffic jams will soon cost 1% of the European Unions GDP. In terms of urban transport, the European Union contributes to financing infrastructures and equipment, but also supports projects aiming at replacing petrol by alternative and clean fuels. Most cities in the EU are putting in place a mix of advanced technologies and transport policy measures, such as alternative traffic management systems to combine mobility and quality of life. The EU cooperates with cities, notably through the CIVITAS network, to favor the exchange of know-how and best practices at European level.

Part: 1 | Better and cleaner urban transport for Europe
Urban traffic is responsible for 40% of CO2 road transport emissions. In Europe, 9 citizens out of 10 are exposed to harmful particle emissions that are higher than the tolerated norm. Time wasted in traffic jams will soon cost 1% of the European Unions GDP. In terms of urban transport, the European Union contributes to financing infrastructures and equipment, but also supports projects aiming at replacing petrol by alternative and clean fuels. Most cities in the EU are putting in place a mix of advanced technologies and transport policy measures, such as alternative traffic management systems to combine mobility and quality of life. The EU cooperates with cities, notably through the CIVITAS network, to favor the exchange of know-how and best practices at European level.

Examines the changes taking place in transportation policy and investment decisions made. These journals provide an understanding of the changes going on in the transportation world, while fitting it into their place in the larger context of major trends in public-sector decision making.

In this article, the author argues that it can be efficient and profitable to use rail to move significant amounts of freight in urban settings over short hauls. To be competitive, shipments must be in large enough lots, take advantage of established industrial branch lines and switching services and serve a high-density market.