1、Research on the Setting of Temporary Loading/Unloading Zones for New Energy Logistics Vehicles in Chancheng Dis-trict of Foshan,Guangdong Province,P.R.ChinaImplemented byImprintAs a federally owned enterprise,GIZ supports the German Government inachieving its objectives in the field of international

2、 cooperation for sustainabledevelopment.Published byDeutsche Gesellschaft frInternationale Zusammenarbeit(GIZ)GmbHRegistered officesBonn and Eschborn,Germany AddressTayuan Diplomatic Office Building 2-514 Liangmahe South Street,Chaoyang District100600,Beijing,PR ChinaT+86-(0)10-8527 5589F+86-(0)10-8

3、527 5591E transition-chinagiz.dehttps:/transition-china.org/mobility ProjectSino-German Cooperation on Low Carbon Transport(CLCT)The CLCT project is part of the International Climate Initiative(IKI).Since 2022,the IKI is implemented by the Federal Ministry for Economic Affairs and Climate Action(BMW

4、K)in close cooperation with the Federal Ministry for the Environment,Nature Conservation,Nuclear Safety and Consumer Protection(BMUV)and the Federal Foreign Office(AA).ResponsibleSebastian Ibold(GIZ)E transition-chinagiz.dehttps:/transition-china.org/mobility AuthorsNanjing Institute of City&Transpo

5、rt Planning Co.,Ltd.Xiaozhou He,Tao Yang,Peng Liu,Chaoping Liu,Haoxuan Fan,Qianwen Ye EditorsGIZ Dr Xuan Ling,Sebastian Ibold,Gregor Bauer,Mingshu Yang,Xinghao Lou LayoutBeijing team orca culture and Art Co.,LtdXin Hu(GIZ)Photo creditsUnsplash/NELV_Saklakova(P7)Unsplash/Ant-rozetsky-lr9vo8mNvrc(P12)

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7、ete.All liability for any damage,direct or indirect,resulting from their useis excluded.URL linksResponsibility for the content of external websites linkedin this publication always lies with their respective publishers.GIZ expressly dissociates itself from such content.Beijing,20222Research on the

8、Setting of Temporary Loading/Unloading Zones for NELV Executive Summary 61Overview 61.1Background 71.2Objectives 91.3Research Objectives and Definitions of Key Terms 101.4Technical Processes 102Case Studies 112.1Domestic Cases 122.1.1Suzhou 122.1.2Changsha 132.1.3Chengdu 122.1.4Hengshui 132.1.5Shenz

9、hen 122.1.6Luzhou 132.1.7Analysis of domestic cases 122.2International Cases 122.2.1London,England 122.2.2Paris,France 132.2.3Valletta,Malta 122.2.4Tokyo,Japan 132.2.5New York,U.S.A.122.2.6Analysis of international cases 132.3Summary 193Status Analysis 203.1Overview of Urban Development 213.1.1Locat

10、ion characteristics 223.1.2Economic development 273.2Analysis on the Status Quo of Urban Freight Distribution Development 213.2.1Urban freight distribution demand 223.2.2Urban logistics vehicles 273.2.3Measures to facilitate the passage of new energy trucks 223.3Development Status of Temporary Parki

11、ng of Urban Logistics Vehicles 223.3.1General Situation 223.3.2Temporary loading/unloading zones in various areas 273.4Main Problems 29Content3Research on the Setting of Temporary Loading/Unloading Zones for NELV 4Setting Methods and Demonstrations of Application 394.1Planning Concepts 404.1.1Planni

12、ng positioning 404.1.2Planning guidelines 404.1.3Application of the SULP concept 444.2Research on the Setting of Temporary Loading/Unloading zones for NELVs 404.2.1Scenario analysis,freight demand survey and field observations 404.2.2Zone Setting Methods 404.2.3Design of dedicated loading/unloading

13、zones 444.2.4Management methods based on the SULP concept 474.3Pilot Application 514.3.1Houlong First Street 514.3.2Gaomiao Road 524.3.3Implementation 524.4Benefit Evaluation 554.4.1Implementation effect evaluation 554.4.2Evaluation and Prospects 555Suggestions on Policies and Measures 61References

14、754Research on the Setting of Temporary Loading/Unloading Zones for NELV Executive SummaryRecognizing the importance of the ease of use of urban logistics vehicles,and current challenges that they face relating to parking,this study considers the new energy vehicle(NEV)promotion needs in urban freig

15、ht sector,examines the potential of having dedicated loading/unloading zones for these vehicles,and focuses on solving problems of parking them in difficult contexts.The study has developed a scientific planning methodology for the development of loading/unloading zones dedicated to the use of new e

16、nergy logistics vehicles(NELVs),including the selection of their location and the management of their loading/unloading spaces.The study uses Chancheng District in Foshan as the research setting to examine the scheme of dedicated loading/unloading zones for NELVs,standardize the parking of urban log

17、istics vehicles,and highlight policies and management strategies relating to NELVs,so as to further improve the convenience of traffic policies relating to urban logistics vehicles,improve the overall efficiency of freight distribution systems,alleviate urban traffic congestion,and promote green low

18、-carbon transportation.The study findings can be used as a reference for other cities in China to promote their own initiatives in the setting of dedicated loading/unloading zones for urban logistics vehicles.The main components of this study are as follows:1.Case study This study reviewed national

19、and international examples of urban logistics vehicles parking planning strategies and analyzed the principles,forms and management policies of the setting of temporary loading/unloading zones for urban logistics vehicles in China and abroad.Research findings revealed that both domestic and internat

20、ional cities regulated logistics vehicle behaviors,such as by the setting of restrictions on parking time and locations,based on logistics vehicle parking demands,and traffic and road conditions.Currently,domestic cities pay more attention to the selection of locations for temporary parking zones,an

21、d international cities place more emphasis on the management of logistics vehicle parking sites.International cities also have more severe penalties for illegal parking than those imposed in China.Cities in developed countries were found to have conducted more in-depth planning and research on logis

22、tics vehicle parking than that conducted by Chinese cities,but across all locations,it was noted that there is still a lack of in-depth studies on the setting of temporary loading/unloading zones dedicated for NELVs.2.Status analysisThis study analyzes the current situation of existing temporary par

23、king zones for urban logistics vehicles in Chancheng District of Foshan City and the relevant policies related to their use.Following field investigations and analysis of the status of temporary parking zones for urban logistics vehicles in various types of areas in Chancheng District,Foshan City,it

24、 was determined that the main existing problems relating to their use are:Issues relating to location and management:The location of loading/unloading zones for logistics vehicles needs to be optimized,and parking management measures need to be strengthened.Issues relating to illegal behavior:Random

25、(illegal)parking of logistics vehicles is common,which affects road traffic safety and travel convenience.Issues relating to effective planning:A scientific and comprehensive method for setting up temporary loading/unloading parking zones has not yet been formed.3.Effective methods for planning the

26、setting and use of dedicated zonesThis study adapted the concept of the Sustainable Urban Logistics Planning(SULP),and therefore 5Research on the Setting of Temporary Loading/Unloading Zones for NELV analyzed the setting of dedicated loading/unloading zones for urban logistics vehicles from the core

27、 aspects related to this theory,which are outlined below.Scenario analysis.Plans must analyze the necessity and feasibility of setting up dedicated loading/unloading zones in different scenarios.Planners must summarize differences relating to land use,shop types and road conditions,and form a method

28、 of analysis to use this information to determine the necessity and feasibility of dedicated parking lots for loading/unloading purposes for each unique context.Demand estimation.This study uses the concept of demand estimation to evaluate parking demands based on the amount of time needed for parki

29、ng to meet the needs of loading/unloading requirements for nearby stores and services.For example,a calculation would be made on the estimated amount of time parking spaces would be used for temporary parking and loading/unloading operations for both on-road loading/unloading zones or on-road availa

30、ble spaces,based on the distribution requirements of stores along the street.The study puts forward a calculation model for distribution parking demand that can be used to determine this estimation.Calculation of the number of dedicated loading/unloading zones.The study presents a method for determi

31、ning the number of zones needed by correlating the frequency of the use of loading/unloading zones to overall shop demand in one geographic location.For example,a starting threshold for the minimum number of dedicated loading/unloading zones needed would be determined by seeing the frequency of the

32、use of a zone by shops over a set period of time(such as a given road section between 9:00 to 17:00 sees at least 60 uses of loading/unloading zones,or during the same time,the shops in the section each need to use the zone a minimum of 4 times).The calculation model for this method is proposed in f

33、urther detail in the study.Location selection of dedicated loading/unloading zones.The site selection model proposed by this study is established with the goal of maximizing meeting the needs of distribution parking demands and minimizing comprehensive costs from each dedicated loading/unloading zon

34、e,by locating zones in a way that they meet the requirements of each store.Design of dedicated loading/unloading zones.The design of dedicated loading/unloading zones for NELVs mainly considers the development characteristics and size of these vehicles,their relevant specifications and standards,and

35、 the size of existing distribution vehicle loading/unloading zones.Management measures.In order to ensure dedicated loading/unloading zones are used exclusively by NELVs and to improve the utilisation efficiency of loading/unloading zones,corresponding management measures are proposed in terms of ti

36、me and space management,order management,and fee reduction policies.Pilot implementation.Two pilot areas in Chancheng District were selected as locations to demonstration the application of the studys proposed scientific,reasonable and effective implementation plan for the setting of dedicated loadi

37、ng/unloading zones for NELVs.Part of the research schemes have already been implemented in two selected areas.The pilot programs in Houlong 1st Street and Gaomiao Road have facilitated the parking of logistics vehicles which serve shops along the street,by standardizing parking order,improving loadi

38、ng and unloading efficiency,and reducing random parking on motorways and non-motorized vehicle lanes by setting up dedicated loading zones and corresponding traffic signs for NELVs.4.Suggestions for policies and measuresThe study presents executable policies and measures for the relevant departments

39、 of freight distribution and stakeholders to further improve the setting,6Research on the Setting of Temporary Loading/Unloading Zones for NELV implementation and application of loading/unloading zones for NELVs.Recommendations made for decision makers mainly consider departmental coordination,plann

40、ing guidance and public participation.Strengthen departmental coordination.The bureau of transportation together with the traffic management bureau,urban management and law enforcement sectors,communities and street representatives have set up a working group for the setting of dedicated loading/unl

41、oading zones for urban logistics vehicles.The group serves to coordinate zone planning,implementation,supervision and law enforcement efforts,while also providing a dynamic evaluation of these processes,including collecting and responding to feedback on their operation.Focus on planning guidance.To

42、guide planning processes,and ensure high-quality development,research will continue to be carried out on special plans relating to urban green freight distribution,the planning of dedicated parking zones for urban freight distribution vehicles,and specifications and standards for setting up dedicate

43、d parking zones for urban logistics vehicles.Encourage public participation.To ensure public support for the initiative,public awareness campaigns on green freight distribution will be launched through multiple channels.These campaigns serve to educate the public to know the importance of regulation

44、s relating to loading/unloading zones,and how they benefit their communities,therefore making distribution modes more efficient and the overall management of distribution vehicles and handling tools more accepted and professional.1Overview8Research on the Setting of Temporary Loading/Unloading Zones

45、 for NELV Background1.1In September 2020,General Secretary Xi Jinping announced at the general debate of the 75th United Nations General Assembly that China will increase its nationally determined contributions,adopt more powerful policies and measures,aim to have carbon dioxide emissions peak by 20

46、30,and strive to achieve carbon neutrality by 2060.The Outline of a National Multidimensional Transport Network issued in February 2021 proposed to accelerate the process of green and low-carbon development,reduce the emissions intensity of pollutants and greenhouse gas,and reach the peak of carbon

47、dioxide emissions in the transportation sector as soon as possible.At present,the carbon emissions of the transportation sector account for about 11%of total carbon emissions,while freight carbon dioxide emissions account for about 65%of the total emissions of the transportation sector.Neutralizatio

48、n has a very important meaning in this field and promoting the reduction of emissions from freight transport is of great significance in promoting the peaking of carbon dioxide emissions in the transportation industry and ultimately,achieving carbon neutrality.In 2017,the Ministry of Transport,the M

49、inistry of Public Security and the Ministry of Commerce jointly organized and launched the Urban Green Freight Distribution System Demonstration Program,with the objective to build an“intensive,efficient,green and intelligent”urban freight service system,and to provide strong support for promoting s

50、ustainable urban development.In 2019,Foshan was successfully selected as one of the second batch of cities in the demonstration program.According to the programs action plan,the setting of temporary loading/unloading zones for logistics vehicles is one of the key evaluation indicators for the succes

51、s of the greening urban freight.The Sino-German Cooperation on Low Carbon Transport(CLCT)project,on behalf of the German Federal Ministry for the Environment,Nature Conservation and Nuclear Safety(BMU),aims at strengthening cooperation between the BMU and the Chinese Ministry of Transport(MoT)in the

52、 field of climate protection in the transport sector.The overall aim of the project,which is being implemented by the Deutsche Gesellschaft fr Internationale Zusammenarbeit(GIZ)GmbH,is to provide Chinese policy makers and relevant governmental authorities with effective and efficient implementation

53、strategies to further develop a low carbon transport sector in China.A key objective of the CLCT project is to promote low-carbon freight and logistics transportation development.In response to the national goal of“Peaking Carbon Emissions and Achieving Carbon Neutrality”,and in order to fulfill the

54、 requirements for Urban Green Freight Distribution System Demonstration Program,this study therefore proposes to carry out research on the setting of temporary loading/unloading zones for new energy logistics vehicles(NELVs)in Chancheng District,Foshan City based on the framework of the CLCT.Taking

55、Chancheng as a pilot district of Foshan,the study team conducted research on the setting of loading/unloading zones for NELVs,so as to further improve the policy of facilitating urban logistics vehicles and help the overall promotion of NELVs.At the same time,the overall studys ambition aimed to pro

56、vide a reference for research on temporary loading/unloading zones for NELVs in other cities in China,so as to explore new ways to develop Chinas low-carbon freight development.Objectives1.2The objectives of the pilot project were to:Develop a Methodology Study.Based on a domestic and international

57、case study,and combined with an outline of the characteristics of Chancheng District,the study developed a scientific and comprehensive methodology for allocating temporary loading/unloading zones for NELVs,including approaches to identifying parking areas,planning policies,designation guidelines,th

58、e configuration of related facilities and further relevant steps,to guide the implementation of subsequent plans.The methodology study served as the theoretical foundation to other project objectives and was considered as crucial to the success of the project.Run a Pilot application.The study develo

59、ped an allocation plan for temporary loading/unloading zones for NELVs and selected at least two pilot 9Research on the Setting of Temporary Loading/Unloading Zones for NELV sites in Chancheng District to implement the plan.Through this approach,the next objective consisted of the testing of the sci

60、entific concept grounding the project,promoting its theoretical methodology,and further guiding the implementation of the setting up of temporary loading/unloading zones for NELVs.Analyze the experience and provide a summary.Through the Sino-German cooperation,the study explored effective measures t

61、o alleviate the difficulties faced by NELVs relating to road access,parking and loading/unloading,explored the possible benefits in support of an increased market share of NELVs,and summarized the lessons and experiences gained from this study that could be useful to other cities of similar contexts

62、 in China.Research Objectives and Definitions of Key Terms1.3(1)Urban logistics vehiclesAccording to the Technical requirements for types of urban logistics vehicles(GB/T 29912-2013),the term urban logistics vehicles refers to cargo vans and closed vans used for cargo transportation(including expres

63、s delivery)services in urban areas.Cargo van:A logistics vehicle with a cargo part consisting of a closed container,where the cargo part is separated from the drivers cabin.Closed van:A freight truck with an enclosed cargo part,and the cargo part is integrated with the drivers cabin.(2)NELVsNELVs re

64、fer to cargo vans or closed vans driven mainly or entirely by new energy sources,including pure electric trucks,plug-in hybrid electric trucks,fuel cell trucks,and clean energy trucks that meet the National VI emission standards,and related protocols,that are approved and listed in the Recommended M

65、odel Catalog for Promotion of New Energy Vehicle Application by the Ministry of Industry and Information Technology.Currently,the main types of NELVs in Foshan are pure electric trucks and hydrogen fuel cell trucks.(3)Temporary loading/unloading zones for NELVsThe term temporary loading/unloading zo

66、nes for logistics vehicles refers to the special parking sites or roadside loading/unloading zones in the urban commercial areas,residential areas,industrial areas,large public zones,and related locations,where logistics vehicles are allowed to park for a limited duration of time(in general up to 30

67、 minutes),to perform loading or unloading operations.This project focused on roadside temporary loading/unloading zones.For the purpose of this project,roadside temporary loading/unloading zones for logistics vehicles were divided into two types shared temporary loading/unloading zones and dedicated

68、 temporary loading/unloading zones.Shared temporary loading/unloading zones:Roadside temporary parking lots for both passenger vehicles and logistics vehicles.Dedicated temporary loading/unloading zones:Roadside temporary parking lots for only logistics vehicles.Technical Processes1.4The first techn

69、ical step of this project consisted of extensively collecting information on domestic and international cases,including parking policies,setting methods,loading/unloading zones design,management measures,and related information,and then summarizing related lessons and experiences.Secondly,the projec

70、t included the conducting of an investigation and survey to obtain information about urban development status,logistics vehicle development status as well as current relevant polices in Chancheng District,Foshan City to assess existing problems and understand possible future trends of freight distri

71、bution system development.The project then developed a systematic methodology of setting up temporary loading/unloading for NELVs,which may include considerations of the principles of loading/unloading zone allocation,parking demand predictions,parking site selection,the design of loading/unloading

72、zones,a demonstration of site selection methods,the management of loading/unloading zones management and control measures,and related activities.Finally,the 10Research on the Setting of Temporary Loading/Unloading Zones for NELV project formulated relevant recommendations for policies and measures t

73、o be presented to related government departments and be used to provide a demonstration of opportunities and lessons learned for other cities.Specifically,this research included the following four research outputs:Figure 1 Technical route and methodology conceptCase StudyPolicyMethodDesignationManag

74、ementSummaryInvestigation and AnalysisLocationSocial economyDemandPolicyVehicle compositionPrincipleDemand CalculationSite SelectionParking Lot DesignManagementPilot ApplicationPilot area selectionMethod applicationAssessmentReviewStatus Quo AnalysisMethodology ang Pilot ApplicationPolicy Suggestion

75、City OverviewStatus of Urban Freight DistributionSummary and AnalysisDedicated temporary parking zonePolicy and SuggestionImplementation Guarantee MeasuresMethod and ApplicationSource:Nanjing Institute of City and Transport Planning,hereafter as“NICTP”Case study Status analysis The setting of method

76、s and the demonstration of applications Suggestions on policies and measuresThe technical route of the project is shown in Figure 1.2Case Studies12Research on the Setting of Temporary Loading/Unloading Zones for NELV This chapter contains an analysis of case studies of cities both in China and abroa

77、d that have set up loading/unloading zones for logistics vehicles,in order to obtain evidence of some experiences that can be used for reference in different locations.Domestic Cases2.1Currently in China,only a few cities have designated temporary loading/unloading zones for urban logistics vehicles

78、.The urban logistics vehicles mentioned here include both conventional fueled logistics vehicles and NELVs.In most cases,logistics vehicles have park on the side of motor vehicle lanes,bicycle lanes or randomly on sidewalks,and there is a lack of relevant management measures.In 2017,the Ministry of

79、Transport,the Ministry of Public Security and the Ministry of Commerce jointly organized and launched the National Demonstration Project of Green Urban Freight.The first batch of demonstration cities subsequently set up temporary loading/unloading zones in accordance with the corresponding requireme

80、nts and provided valuable experiences.This report section analyzes the experience in setting loading/unloading zones,and related policies and management measures in case study cities in China.2.1.1 SuzhouSuzhou has been actively promoting its“parking facilitation”program,which aims to relieve the pa

81、rking difficulties of urban logistics vehicles.Suzhou has set up dedicated loading/unloading sites and temporary loading/unloading zones for urban logistics vehicles within existing roadside loading/unloading zones in such areas as business centers,residential communities,and trading markets.Suzhou

82、has also set up 50 free loading/unloading bays for NELVs under limited time in the green freight demonstration zone of Gucheng district.At the same time,all roadside loading/unloading zones are allowed to be used temporarily for loading/unloading by logistics vehicles.Per day,the city offers free pa

83、rking to NELVs for the first hour,whereas conventional logistics vehicles receive only the first 30 mins for free.In addition,NELVs are allowed to temporarily park for loading/unloading operations on 4m or wider bicycle lanes outside the Gucheng district during off-peak hours,under the premise that

84、the loading/unloading behavior will not affect road traffic operations.These measures effectively fulfilled the loading/unloading demand of urban logistics vehicles in this area.As shown in Figure 2a,purple parking signs indicate that the loading/unloading areas is available for all urban logistics

85、vehicles,and the green parking signs indicate that the loading/unloading areas are only available for NELVs(see Figure 2b).To summarize,in Suzhou,there are 4 different policy options and regulations currently tested and in operation for permanent and time-limited loading bay concepts:1.Free use of a

86、ll roadside car loading/unloading zones as time-limited loading bays for delivery vehicles;2.Variable time limitations for unloading operations according to vehicle emission categories(with time limitations favoring NELVs);3.Time-limited loading bays on bike lanes during off-peak hours,and;4.Separat

87、ed loading bays for green and non-green distribution vehicles.Figure 2 Layout of temporary loading/unloading areas for urban logistics vehicles in SuzhouSource:Suzhou green distribution WeChat APP(a)Temporary loading/unloading areas for urban logistics vehicles in the old town (b)Signage of a time-l

88、imited loading bay for NELVs13Research on the Setting of Temporary Loading/Unloading Zones for NELV 2.1.2 ChangshaChangsha allows urban logistics vehicles to temporarily park along roads where parking is generally prohibited to other vehicles.In June 2021,the Changsha Public Security Bureau traffic

89、police set up 158 dedicated loading/unloading zones for urban logistics vehicles around markets,superstores,schools,and other surrounding roads,which basically meet the temporary loading/unloading needs of urban logistics vehicles.One such temporary loading/unloading zones is 6m long and 2.4m wide,w

90、ith horizontal street signage including yellow markings limiting the boundaries,and white words,and truck patterns indicating its purpose(see Figure 3).These roadside loading/unloading zones are dedicated for urban logistics vehicles to load/unload goods.Other vehicles are not allowed to park in the

91、se spaces and will receive penalties in the event of a violation.2.1.2 ChengduChengdu began distributing a type of special license plate for NELVs on November 20,2017.Vehicles with new energy number plates are allowed to travel in the administrative region of Chengdu without restriction,whereas othe

92、r vehicles are restricted according to the end number of the license.Among the new energy license vehicles,pure electric urban logistics vehicles can further travel into the central urban area without restriction(other logistics vehicles must apply for a permit first).This green urban logistics poli

93、cy option can be called:restriction-free access to the city center for pure electric delivery vehicles only.Further parking policies favorable for NELVs include the rule that locally registered vehicles with new energy number plates can stop for a time-limited duration on roadside loading bays and l

94、oading/unloading areas with costs fully covered by the government,for free,within the first two hours.Moreover,the parking fee at the Park&Ride(P+R)lots run by the government is 50%off from 7:00 to 19:00 for NELVs.Additionally,Chengdu is also encouraging other parking facilities to offer parking fee

95、 reductions or exemptions to new energy vehicles.2.1.4 HengshuiPure electric urban logistics vehicles with a total weight of up to 4.5 tons and with a logo of the National Demonstration Project of Green Urban Freight can stop in the loading/unloading areas managed by the government,with fee reductio

96、ns or exemptions in the main urban area of Hengshui,according to the Notice on Formulating the Charge Reduction Policy for Urban Green Freight NELV Parking Service,issued in June 2020 in Hengshui City.This policy option can be called:Parking fee reduction for NELVs.In November 2020,the Hengshui Traf

97、fic Police Detachment set up more than 60 dedicated curbside loading bays for NELVs along and around roadside groceries/supermarkets and express companies,which further reduced the time spend in search of parking,eased loading/unloading difficulties for NELVs and improved the business operation envi

98、ronment of the city.The citys dedicated loading/unloading zones are for exclusive use by NELVs,and other vehicles are not allowed to occupy them.These dedicated loading/unloading zones have horizontal traffic signages,marked by a green boundary and with the words“Dedicated Loading/unloading zones fo

99、r NELVs”(see Figure 4).2.1.5 ShenzhenShenzhen Municipal Transportation Commission issued a draft of the Notice on the first time(first hour)parking fee exemption for NELVs at roadside loading/unloading zones(draft for comments)in April 2018.According to the Notice,new energy vehicles can park on roa

100、dside loading bays managed by the Shenzhen Road Traffic Management Center for free once a day for the first hour.In 2021,Shenzhen set up a“logistics vehicles restriction area”policy in Huaqiangbei district.Under its rules,only NELVs are allowed to enter the district for four times and stop for no mo

101、re than 1 hour each time between 10am to 10pm each day.To coordinate with the policy and to facilitate the orderly loading/unloading of goods,the Shenzhen Traffic Police Department applied a series of supporting measures with other related administrative departments,such as the setting up of dedicat

102、ed loading/unloading spaces,delineated by green markings and the words“dedicated loading/unloading zones for loading/unloading”as horizontal traffic signage painted on the ground(see Figure 5).This distinctive policy option can be summarized as:Access allowance limited to four times per day with tim

103、e-limited stopping of maximum one hour each,between 10:00 and 22:00,every day.This differentiated policy has offered NELV accessibility privilege that is in favor of NELV operators business development.2.1.6 LuzhouTo promote the implementation of the National Demonstration Project of Green Urban Fre

104、ight in Luzhou,the citys Jiangyang district,recently improved its distribution terminals,and added temporary parking signs and road 14Research on the Setting of Temporary Loading/Unloading Zones for NELV markings for logistics vehicles to alleviate parking and loading difficulties at some supermarke

105、ts,farmers markets,and express delivery points in the city.The citys dedicated loading/unloading zones are exclusively for urban logistics vehicles,and other vehicles are not allowed to occupy them.The loading/unloading zones are delineated by green road markings and the words“distribution vehicle t

106、emporary parking”are painted on the ground.At these dedicated loading/unloading zones with“distribution vehicle temporary parking lot”signs,NELVs with a special logo of“Urban Logistics Distribution Vehicle”can park for free,whereas conventional fueled logistics vehicles can only get 50%off compared

107、to the tariff for passenger cars(see Figures 6 and 7).This distinctive policy option can be summarized as:Parking infrastructure creation and management with fee reduction for NELVs.Figure 3 Time-limited loading bays for urban logistics vehicles in Changsha Figure 4 A dedicated loading/unloading zon

108、es for urban green logistics vehicles in HengshuiSource:HENG SHUI WAN BAO https:/ Figure 5 The dedicated loading/unloading zones for loading/unloading in ShenzhenSource:Traffic Police Department of Shenzhen Public Security Bureauhttp:/ Figure 6 Vehicles with a special logo of“Urban Logistics Vehicle

109、”Figure 7 Logistics and distribution vehicle temporary loading/unloading zones in LuzhouSource:Luzhoufabu WeChat official accounthttps:/ on the Setting of Temporary Loading/Unloading Zones for NELV 2.1.7 Analysis of domestic cases(1)The temporary parking policies for urban logistics vehicles are for

110、mulated based on the actual needs and demands of the city,and these policies are contributing to parking convenience for logistics vehicles.At present,some cities in China have set up time-limited loading bays for logistics vehicles and have implemented corresponding temporary parking policies.For e

111、xample,some policies allow logistics vehicles to park for a limited duration of time at all kinds of roadside motor vehicle loading/unloading zones,while others have policies which are designed for dedicated loading/unloading zones that are reserved exclusively for logistics vehicles.Parking fee red

112、uction policies for logistics vehicles are implemented in the cities of Suzhou and Chengdu,providing parking fee exemptions for NELVs.Some other measures that cities are taking include the setting up of temporary loading/unloading zones around business stores,express delivery terminals,large superma

113、rkets and other areas with strong delivery demands.In terms of the setting up of temporary loading/unloading zones,most cities adopt the method of converting existing passenger vehicle loading/unloading zones to freight delivery vehicle loading/unloading zones.Suzhou even allows NELVs to temporarily

114、 park for loading/unloading operations during off-peak hours on bicycle lanes with a width of 4 meters or more outside Gucheng district and gives NELVs priority status,corresponding to a favorable policy option in an updated,modernized parking policy.In summary,the work of setting up temporary loadi

115、ng/unloading zones for loading/unloading purposes of urban logistics vehicles being promoted in these cities has a positive effect on regulating the parking behavior of logistics vehicles and reducing their impact on traffic flows.An outline of typical related measures being taken by each studied ci

116、ty is displayed in Table 1 Typical measures relating to NELV parking in each city.(2)Domestic Chinese cities mainly focus on allocation planning and the setting up of temporary loading/unloading zones.The scale of loading/unloading zones and parking management needs to be further addressed.At presen

117、t,domestic cities still do not pay enough attention to the development of their urban freight distribution systems.Most cities focus on the travel management of logistics vehicles within a specific area,with the approach of issuing permits to logistics vehicles,and generally ignoring their parking a

118、nd loading/unloading difficulties.From studying these domestic cases,it has been found that various number of temporary loading/unloading zones for loading/unloading by urban logistics vehicles have been set up in urban commercial districts,residential communities,and other areas in the first batch

119、of cities in the National Demonstration Project of Green Urban Freight.However,while this approach seeks to complete the relevant requirements of the Program and to solve the problem of the lack of loading/unloading zones,the effect of setting such zones still needs to be evaluated.Table 1 Typical m

120、easures relating to NELV parking in each cityNumberTypical measures1Free use of all roadside car loading/unloading zones as time-limited loading bays for delivery vehicles.2Variable time limitations for unloading operations according to their vehicle emission category(more favorable for NELVs).3Time

121、-limited loading bays on bike lanes during off-peak hours.4Separated loading bays for green and non-green logistics vehicles.5Restriction-free access to the city center for pure electric delivery vehicles only.6Parking fee reduction for NELVs.7Access allowance limited to four times per day with time

122、-limited stopping of maximum one hour each,between 10:00 and 22:00,every day.8Parking infrastructure creation and management with fee reduction for NELVs.16Research on the Setting of Temporary Loading/Unloading Zones for NELV In spite of implementation efforts to set up loading/unloading zones in th

123、ese cities,the number of these zones still does not meet the increasing distribution demands of the industry,with only 100-200 temporary loading/unloading zones currently being available in each case city.At the same time,some roadside loading/unloading zones are shared by freight and passenger vehi

124、cles but occupied by passenger vehicles for most of the day.As a result,logistics vehicles still have to occupy other spaces such as motor vehicle lanes,bicycle lanes or sidewalks for loading/unloading purposes.(3)There is a lack of theoretical support and uniform standards in terms of the number of

125、 loading/unloading zones,site selection,designation,and related planning processes.The setting of temporary loading/unloading zones in these cities is done to meet the requirements of the National Demonstration Project of Green Urban Freight,but their parking demands are not seriously considered.Thi

126、s has led cities to taking a case-by-case approach to setting zones that has been adapted to their own local experiences,street space,and local business configurations.The size,design,as well as the signs and road markings of loading/unloading zones for logistics vehicles are different across these

127、cities.For example,road markings of temporary loading/unloading zones in Shenzhen,Hengshui,and Luzhou are green,while they are yellow in Changsha and Suzhou.The size of the loading/unloading zones also varies.It is therefore necessary to further develop and hone theoretical research on the demand fo

128、r temporary loading/unloading zones,and related processes including location selection and their layout design.International Cases2.2In most foreign countries,there are almost no set dedicated loading/unloading areas for NELVs.However,some cities have benefited from exploring trials for the setting

129、and management of urban loading/unloading zones.2.2.1 London,EnglandIn London,parking and loading bays are designed to ensure that their use,and turnover of use,is well adapted to surrounding buildings and the characteristics of the street.According to Streetscape Guidance 2019 of London,the distrib

130、ution,placement,and type of bay provided should correspond to the surrounding land uses and the dimensions of the street.The arrangement of parking and loading controls should not restrict the free and safe flow of traffic,particularly buses,nor should they adversely impact on pedestrian movement.In

131、 addition,the setting of parking and loading bays should comply with the following principles1:1)Parking and loading facilities should be located for the convenience and safety of all road users,not just motorists.When locating a loading bay,the designer needs to consider the vehicle type,frequency

132、of use,and the type of goods.2)Calculating the time it takes for the driver to walk to deliver the goods must be considered to ensure that the loading bay can operate as intended and that users are able to operate legally.3)The location of the bay and its signage should take account of,and coordinat

133、e with,other street furniture to avoid clutter.Bays must be visible to motorists and pedestrians through the use of appropriate markings.Loading and parking bays should be marked using contrasting paving where possible rather than paint.4)A vertical sign detailing restrictions as to the nature of ac

134、tivity,duration,and hours of operation must be erected next to the bay for the directions to be enforceable(see Figure 8).F igure 8 Enforcement traffic signage for loading bays in LondonSource:Streetscape Guidance17Research on the Setting of Temporary Loading/Unloading Zones for NELV The London Tran

135、sport Authority strictly stipulates that all illegal parking behavior shall be fined.The fines range from 70 to 150(60 to 130).In addition,the drivers who have their cars towed away or locked by police due to serious violations of regulations need to pay a significant towing fee or locking fee.In ad

136、dition,the London Councils published general regulations on loading/unloading in 2022.Loading/unloading is permitted on single and double yellow lines for a maximum of 40 minutes if loading is observed(see Figure 9).You must not cause an obstruction and ensure that there is no loading ban.Loading/un

137、loading is not permitted on a red line during its operational times.Double red lines apply all day,most single red lines apply between 7am and 7pm but are signed.On clearways stopping to load and unload is banned(see Figure 10).You can stop to load and unload on parking bays(pay and display,resident

138、s bays etc.)for a maximum of 20 minutes during controlled hours.2.2.2 Paris,FranceFollowing legislation changes and charters with businesses in 2008,Paris developed new loading bay design rules.In order to facilitate loading/unloading practice,Paris now has loading bays set up at about every 50 mete

139、rs along city streets.These loading bays are mainly set in shopping streets,with less located in residential areas.The marking lines of loading bays along the street in Paris are yellow,and come in two forms:yellow dotted lines and yellow solid lines(see Figure 11).A yellow dotted line indicates tha

140、t the loading bay can be parked in by vehicles other than urban logistics vehicles from 8 p.m.to 7 a.m.,and a yellow solid line indicates that the loading bay is dedicated for urban logistics vehicles.The loading bays are frequently occupied by cars and other vehicles,therefore a main problem with l

141、oading bays along the streets of Paris is enforcement for their use.Paris also developed a new tool for the online visualization of loading bays,from which users can see the location of loading bays and a map of the area around the loading bay.The disadvantage is that the visualization tool is not d

142、ynamic and real-time(see Figure 12.)2.2.3 Valletta,MaltaIn Valletta,the Sustainable Urban Logistics Planning(SULP)allowed for the modification of access rules and the setting of schedules and itineraries of logistics vehicles for their entering and exiting of the city,and their use of pedestrian zon

143、es during strict time-windows to allow for loading/unloading operations.Figure 9 Yellow lines on curb with an example of timesSource:London Councilshttps:/www.londoncouncils.gov.uk/services/parking-services/parking-and-traffic/parking-advice-members-public/loading-and-unloading Figure 10 Clearway si

144、gn,meaning no stopping at any timeSource:London Councilshttps:/www.londoncouncils.gov.uk/services/parking-services/parking-and-traffic/parking-advice-members-public/loading-and-unloading Figure 11 The example of Paris loading bay management18Research on the Setting of Temporary Loading/Unloading Zon

145、es for NELV The following specific access and loading bay rules apply to the city center of Valletta:Goods vehicles are allowed to provide services between midnight and 9:30am from Monday to Saturday;for Monday and Thursday,deliveries are also allowed between 14:30 and 16:30.These service time restr

146、ictions ensure that Vallettas pedestrian area is free from trucks and vans during the peak business hours for pedestrians and tourists.For other non-pedestrian areas,since streets in Valletta are narrow,and to avoid congestion,it is common practice for delivery vans to park on the curb while loading

147、/unloading.This poses a risk to the health and safety of pedestrians and causes damage to street infrastructure and adjacent buildings.To avoid this,loading bays are to be implemented in adjacent streets,with an average distance of about 50-100m,depending on if the area is more commercial or residen

148、tial.Parking and access to Valletta for vehicles is a constant point of discussion amongst stakeholders since the issue affects all residents and visitors to the city.Parking availability within the city is currently completely saturated,therefore,while some loading/unloading bays do exist,their num

149、ber is limited.Goods distribution vehicles that deliver regularly to retailers in the charging zones within Valletta are allowed limited free access in all of the charging zones at the times defined in Table 2.These vehicles must be registered to deliver,and must not be left unattended.Figure 12 A t

150、ool for the online visualization of loading baysSource:Paris Delivery Map https:/capgeo.sig.paris.fr/Apps/Places_Livraison/Table 2 Access rules to Valletta for goods distribution vehicles,2019DayFree Access to Charging ZonesAccess to Pedestrian ZonesMondayMidnight 09:30 hrsMidnight 09:30 hrs14:30 hr

151、s 16:30 hrs14:30 hrs 16:30 hrs18:00 hrs Midnight19:00 hrs 20:00 hrsTuesday,Wednesday&FridayMidnight 09:30 hrsMidnight 09:30 hrs13:00 hrs 16:00 hrs18:00 hrs Midnight19:00 hrs 20:00 hrsThursdayMidnight 09:30 hrsMidnight 09:30 hrs13:00 hrs 16:00 hrs14:30 hrs 16:30 hrs18:00 hrs Midnight19:00 hrs 20:00 h

152、rsSaturdayAll DayMidnight 09:30 hrs19:00 hrs 20:00 hrsSundayAll Day19Research on the Setting of Temporary Loading/Unloading Zones for NELV 2.2.4 Tokyo,JapanOmotesando Shopping Street is one of the most prosperous shopping streets in Tokyo.There are many boutiques,cafs and restaurants on both sides o

153、f the avenue.There are vehicle loading/unloading zones set up along Omotesando,which can also be used by other types of vehicles with a parking metering system.The street has a parking time limit for logistics vehicles of 60 minutes from 9 am to 8 pm,with no time limit for the rest of the day.Loadin

154、g/unloading zones are set along both sides of Omotesando(see Figure 13).The advantage of this layout is that the walking distance between loading/unloading zones and delivery points is short,which can better meet the needs of the buildings on both sides of the road and meet the temporary parking nee

155、ds of the delivery vehicles.However,there are some shortcomings of the loading/unloading zones for logistics vehicles on Omotesando:The loading/unloading zones provided are not dedicated for logistics vehicles,even for only a part of the day.Therefore,the availability of loading/unloading zones cann

156、ot be guaranteed for logistics vehicles.This situation can cause side-by-side parking or other illegal parking behavior and affect the safety and/or convenience of other road users.There is a parking time limit for logistics vehicle from 9 am to 8 pm,and no limit for the rest of the day.This not onl

157、y reduces the turnover rate of the loading/unloading zones and the loading/unloading efficiency,but also causes a great impact on the ease of parking of passenger cars.2.2.5 New York,U.S.A.The number of roadside loading/unloading zones for loading/unloading is insufficient on many commercial streets

158、 in New York City.Most retailers and grocery stores do not have on-carriageway loading/unloading zones for loading/unloading,and the few on-carriageway loading/unloading zones which do exist are often occupied by passenger vehicles.Therefore,an OHD(Off-Hour Deliveries)plan was adopted in New York,wh

159、ich shifts freight deliveries to off-hours(7 pm to 6 am,outside of regular business hours,see Figure 14).The OHD brings many benefits not only to related companies and suppliers but also to the city.By shifting logistics vehicles traffic to off-hours,the following benefits are experienced by the com

160、munities and the city:Logistics vehicles do not travel with cars and buses during regular business hours,thereby reducing traffic congestion;Reduction of traffic congestion around loading/unloading zones and nearby roads;Improved traffic safety as logistics vehicles do not travel with pedestrians an

161、d bicyclists during peak hours;Reduction in transportation costs,and freight companies have less penalties for parking violations during off-hours,and more importantly,the deliveries are more efficient at night,and;Reduction in emissions as logistics vehicles do not travel during peak hours.Figure 1

162、3 Urban logistics vehicles loading/unloading zones in Omotesando,TokyoSource:CityIFhttps:/ Figure 14 Temporary parking of delivery trucks during off-hoursSource:Huaqingchengyun WeChat official accounthttps:/ on the Setting of Temporary Loading/Unloading Zones for NELV 2.2.6 Analysis of international

163、 cases(1)The Streetscape Guidance1 of London formulates detailed standards and guidance on the setting of loading/unloading zones for logistics vehicles,which is a useful reference for Chinese cities.The Streetscape Guidance1 of London systematically discusses the principles,methods,and management m

164、easures for the setting of loading/unloading zones for urban logistics vehicles.It proposes four types of loading/unloading zones for delivery vehicles and illustrates setting features,evaluations,and provides on-site pictures.The practice of formulating this type of guidance on the setting of loadi

165、ng/unloading zones for logistics vehicles is useful to this study,and the guidance given by the plan itself is a good reference for conducting research in the field of urban transport.(2)The current number of loading/unloading zones in foreign countries is insufficient.Measures such as delivering du

166、ring off-peak hours,charging parking fees,and strengthening the management of transport have been implemented to alleviate parking difficulties in international cities.After learning from the practices of the international cities of London,Tokyo,and New York,it can be found that the parking resource

167、s in the urban centers of developed countries,especially in their commercial districts,are very tight,and freight delivery vehicles have to occupy road space temporarily to load/unload goods.In order to reduce the impact caused by the parking of freight delivery vehicles,cities have taken different

168、measures.Tokyo,for example,has stipulated a parking time limit and strengthened parking fee charging models.New York has shifted delivery times outside of regular business hours,but the success of this initiative still remains rather limited in terms of an increased total number of off-peak deliveri

169、es,when compared to peak-hours.Temporary test runs for off-peak deliveries were successful in London during the Olympic Games in 2012 but were discontinued afterwards due to increased costs and low acceptance rates amongst businesses and retail clients,who preferred to receive goods during their nor

170、mal opening hours.Therefore,even in the most innovation-friendly metropoles,the management of parking policies remains very challenging in general.Cities in these developed countries are continuing to actively implement various measures to alleviate the parking difficulty of logistics vehicles and a

171、lso meet the increasing demand for freight distribution.(3)Lack of research on setting up temporary loading/unloading zones for NELVs.From the practices of international cities,there is a lack of research on setting temporary loading/unloading zones for NELVs.For example,the Streetscape Guidance(May

172、or of London,2019)of London does not discuss NELVs.This study seeks to provide further research in this area.Summary2.3From the practices of the examined domestic cities and international cities on their setting up of temporary loading/unloading zones for logistics vehicles,it is seen that there are

173、 certain similarities and differences:(1)Both domestic cities and international cities regulate logistics vehicle behavior,such as by setting parking times and locations,based on logistics vehicle parking demand,traffic conditions,and road conditions.At present,the methods of setting temporary loadi

174、ng/unloading zones for urban logistics vehicles in both domestic cities and international cities are basically the same.Temporary loading/unloading zones are firstly set in areas with strong delivery demand such as commercial areas,residential communities,and related locations.Secondly,logistics veh

175、icle parking times,access allowance times,and allowed travel times are shifted to morning or off-peak hours,to reduce the impact on traffic flow.Thirdly,time-limited loading bays and loading/unloading zones are set up on road spaces,occupying motor vehicle lanes,bicycle lanes or sidewalks,where park

176、ing and street space resources are tight.In brief,domestic cities and international cities select parking locations,and regulate parking and travel times of logistics vehicles reasonably,with the goal to increase their delivery efficiency,decrease their impact on other road users such as motor vehic

177、les,pedestrians,and cyclists,and alleviate traffic congestion.21Research on the Setting of Temporary Loading/Unloading Zones for NELV(2)Currently,domestic cities pay more attention to the location selection of temporary loading/unloading zones,and international cities emphasis focuses on the managem

178、ent of truck parking,with their penalty system for illegal parking behavior being more severe.Some domestic cities are actively promoting the establishment of temporary loading/unloading zones for logistics vehicles in accordance with the requirements of the National Demonstration Project of Green U

179、rban Freight.The relevant infrastructure construction is being strengthened,and related parking fee reduction/exemption policies are being implemented.In terms of parking management,domestic cities do not impose high penalties on private cars occupying temporary truck loading/unloading zones,which i

180、s different than how penalties are approached by international cities.For example,London imposes a fine of 70 to 150(60 to 130)for parking violations.It is suggested that domestic cities strengthen parking management to ensure parking availability for logistics vehicles,and to regulate the parking b

181、ehavior of logistics vehicles.(3)International cities in developed countries have conducted more in-depth planning and research on truck parking than domestic cities,but there is still a lack of in-depth studies on the setting of temporary loading/unloading zones for NELVs.Currently,domestic cities

182、mainly focus on the planning of allocating space for temporary loading/unloading zones for logistics vehicles,but there is still a lack of relevant research on the methods used when setting these locations.Comparatively,the research in international cities on spatial planning is more systematic and

183、in-depth.For example,Londons Streetscape Guidance systematically discusses the setting principles,methods and management measures of temporary loading/unloading zones for the city.With the development of global carbon reduction work,especially Chinas Carbon Peak and Neutrality Strategy,promoting NEL

184、Vs is an important component of the carbon reduction measures of the transportation sector,and is of great significance to the realization of Chinas Carbon Peak and Neutrality Strategy.At present,neither domestic cities nor international cities have paid enough attention to employ a scientific metho

185、d for the setting of temporary loading/unloading zones for NELVs.Therefore,this research focuses on the setting of temporary loading/unloading zones for NELVs,and findings from this study will contribute to not only the development of loading/unloading zones setting methods and theories,but also the

186、 promotion of NELVs.3Status Analysis23Research on the Setting of Temporary Loading/Unloading Zones for NELV Overview of Urban Development3.13.1.1 Location characteristicsChancheng District is located in the center of the Pearl River Delta-one of the most flourishing economic regions in China.Chanche

187、ng District is also located in the central urban area of Foshan,West of the central urban area of Guangzhou,making Chancheng a junction in the Guangzhou-Foshan metropolitan area(see Figure 15).The Nanhai District of Foshan lies in the East,West,and North of Chancheng,and to the Southeast and South o

188、f Chancheng,the next District is the Shunde District of Foshan.The Chancheng District extends 15 km from North to South and 19 km wide from East to West,covering an area of 153.88 km2.To provide a geographic comparison,this region is bigger than Paris,France(105 km2).Chancheng District has three sub

189、-districts and one town-Zumiao,Shiwan,Zhangcha,and Nanzhuang Town(see Figure 16).Among them,Zumiao is located in the old city area,the core area of Chancheng District,and the Peoples Government of Chancheng is on Dafu South Rd,Zumiao.Chancheng District has significant advantages for transport as it

190、is located along the Beijing-Guangzhou national transportation corridor and the coastal transportation corridor.Chancheng is located 20km away from Guangzhou,105km from Shenzhen,135km from Hong Kong and 110km from Macao(see Figure 17).Figure 15 Location of Chancheng DistrictSource:NICTP Figure 16 Su

191、b-districts and town of Chancheng DistrictSource:NICTP Figure 17 Distance to surrounding cities from Chancheng DistrictSource:NICTP3.1.2 Economic developmentThe social economy of Chancheng District is growing rapidly.The GDP of Chancheng District exceeded 21.4 billion(150 billion)in 2017 and reached

192、 27.1 billion(190.46 billion)in 2019.The per capita GDP of the district even leads over those of other cities in the Pearl River Delta.In 2019,the per capita GDP of the permanent population reached 22,975(160,529).However,affected by the COVID-19 pandemic in 2020,the GDP declined slightly to 27.2 bi

193、llion(191.179 billion),with a decrease of 0.5%over the previous year(see Figure 18).In 2020,the per capita disposable income of residents in the district was 7,857(55,141),an increase of 3.6%over the previous year(see Figures 19 and 20).24Research on the Setting of Temporary Loading/Unloading Zones

194、for NELV Figure 18 Changes of GDP in Chancheng District-2.00.02.04.06.08.010.012.014.016.018.00.00200.00400.00600.00800.001000.001200.001400.001600.001800.002000.00200920000192020GDP growth rate?%?GDP?hundred million yuan?Source:NICTP Figure 19 The GDP per capita in

195、the Pearl River Delta in 200000250000ShenzhenZhuhaiChanchengGuangzhouFoshanDongguanZhongshanHuizhouJiangmenZhaoqingGDP per capita(yuan)Source:NICTP Figure 20 Changes in per capita disposable income345238504890553209550003000040000500006000020122

196、000192020Per capita disposable income (yuan)Source:NICTP25Research on the Setting of Temporary Loading/Unloading Zones for NELV Analysis on the Status Quo of Urban Freight Distribution Development3.23.2.1 Urban freight distribution demandFoshans social and economic development

197、was greatly affected by the COVID-19 pandemic in 2020,and in that year,the statistical indicators of Chancheng freight transportation declined considerably compared to those of 2019.The highway freight transportation volume was 31.23 million tons(t)in 2020,with a decrease of 42.9%over the previous y

198、ear.The transport performance of goods movements was 2.044 billion ton-kilometers(tkm),with a decrease rate of 44.8%(see Figure 21).The total retail sale of social consumer goods was 10.8 billion(75.496 billion in 2020,with a decrease of 10.5%over the previous year(see Figure 22).However,the e-comme

199、rce transaction volume of Chancheng District reached 40.2 billion(281.91 billion)in 2020,5.0%more than in the previous year.Figure 23 shows a comparison of the e-commerce transaction volumes of Foshan and Chancheng in recent years,with a high annual growth rate of between 25-28%between the years of

200、2015-2019.With the economy continuing to face the effects of the COVID-19 pandemic,the central government of China put forward the strategy of“a new pattern of development with a domestic cycle as the main body and a dual cycle of international and domestic mutual promotion”to accelerate the formati

201、on of a new pattern.With the development pattern established,the economy would recover,domestic consumer demand would expand steadily,and the demand for urban freight distribution would also consequently expand.3.2.2 Urban logistics vehiclesThe ownership rate of urban logistics vehicles in Chancheng

202、 District has maintained a steady growth trend in recent years.By June 2020,there were 29,627 conventional fueled logistics vehicles in Chancheng District,including 22,797 small cargo,1130 medium cargo,and 5700 large cargo units.The number of NELVs has also grown rapidly,with there being 712 NELVs o

203、wned in the district in 2018,which rose to 898 by June 2020,including 786 pure electric logistics vehicles and 112 hydrogen energy logistics vehicles(see Figures 24 and 25).Table 3 Truck fleet composition and ownership in Foshan city and Chancheng district shows the growth in the ownership rate of l

204、ogistics vehicles in Foshan City and Chancheng District in recent years.Chancheng District alone accounts for the ownership of a high proportion of the NELVs in Foshan.By June 2020,pure electric logistics vehicles in Chancheng accounted for 54.06%of overall vehicles in Foshan,and hydrogen energy tru

205、cks accounted for 24.83%of this number.3.2.3 Measures to facilitate the passage of new energy trucksIn response to difficulties for new energy trucks to enter the city,the Foshan Public Security Bureau issued the“Optimizing and Improving Plan on the Urban Delivery Truck Traffic Management”in March 2

206、021.The plan cancelled travel restrictions for medium-sized Guangdong-licensed NELVs with a load-capacity of 5 tons or less,and allocated short-term loading/unloading zones for NELVs in coordination with relevant government departments to further alleviate the difficulties faced by urban logistics v

207、ehicles looking to travel and park in Foshan.26Research on the Setting of Temporary Loading/Unloading Zones for NELV Figure 21 Road freight transportation volume and freight turnover of Chancheng District5077552885469312327.2729.0429.7532.6234.8637.0620.440040005000600005101520

208、25303540200020Road freight volume(ten thousand tons)Freight turnover?hundred million tons kilometer?Source:NICTP Figure 22 Changes in total retail sales of consumer goods of Chancheng District577.53659.35747.29831.09812.81843.72754.960050060070080090020017

209、201820192020Total retail sales of consumer goods(100 million yuan)Source:NICTP Figure 23 Comparison chart of e-commerce transaction volume between Foshan and Chancheng42200268638365050633088271030028%27%28%25%26%24%24%25%25%26%26%27%27%28%28%0200040006000800000182019

210、Proportion100 million yuanChancheng DistrictFoshan CityProportion of Chancheng DistrictSource:NICTP27Research on the Setting of Temporary Loading/Unloading Zones for NELV Figure 24 Conventional fueled logistics vehicles ownership in Chancheng District229722286422797045500010000

211、5000201820192020/6/1Small cargoMedium cargoLarge cargoNumber of conventional fueled logistics vehicles(units)Source:NICTP Figure 25 NELVs ownership in Chancheng District0020030040050060070080090020020/6/1Pure electric logistics vehicles Hydrogen energy log

212、istics vehicles Number of NELVs(unit)Source:NICTP Table 3 Truck fleet composition and ownership in Foshan city and Chancheng districtAreaConventional Fuel TrucksElectric trucksHydrogen Energy Trucks20182019June 202020182019June 202020182019June 2020Foshan city208,766219,994227,1181,1011,2411,4543545

213、1451Chancheng district28,57629,23929,627712112Share of Chancheng 13.69%13.29%13.04%64.67%60.27%54.06%54.29%24.83%24.83%28Research on the Setting of Temporary Loading/Unloading Zones for NELV Development Status of Temporary Parking of Urban Logistics Vehicles3.33.3.1 General Situation(1)Th

214、e distribution of loading/unloading zones for urban logistics vehiclesIn order to meet the requirements of the National Demonstration Project of Green Urban Freight,Chancheng District set up the first 30 dedicated loading/unloading zones for urban logistics vehicles after a field survey of roadside

215、land-use in mid-August 2021.The newly established spaces meet the basic delivery needs of stores along the respective streets.These dedicated loading/unloading zones are mainly in Zumiao,Shiwan,and Zhangcha street(see Figure 26 Spatial distribution of dedicated loading/unloading zones for urban logi

216、stics vehicles in Chancheng District).(2)The layout and design of the loading/unloading zonesThe 30 dedicated loading/unloading zones for urban logistics vehicles in Chancheng District are mainly set up on non-motorized vehicle lanes and sidewalks by converting existing roadside passenger loading/un

217、loading zones to dedicated urban logistics vehicles loading/unloading zones and adding new roadside space.The size of each loading/unloading zone is 6m2.5m,with yellow markings and white words,or yellow markings and green words(indicating that the loading/unloading zones are to be used exclusively b

218、y urban logistics vehicles,see Figure 27).Some loading/unloading zones are slightly adjusted to 6m1.8m or 6.2m2.2m according to actual road conditions.The loading/unloading zones are only demarcated with parking berth markings on the pavement,without other indicating signs or monitoring equipment,as

219、 these and other supporting equipment are not yet completed.(3)Parking managementAt present,there is still a lack of relevant management measures for urban freight distribution vehicle loading/unloading zones.There are no parking fees for urban logistics vehicles to use dedicated loading/unloading z

220、ones,but the same fee as for passenger cars applies for urban logistics vehicles who use other roadside loading/unloading zones.Furthermore,parking fee administrators do not have the right to take action when dedicated loading/unloading zones for urban logistics vehicles are illegally occupied by pa

221、ssenger cars,and the loading/unloading zones cannot be guaranteed to be available to delivery vehicles(see Figure 28).3.3.2 Temporary loading/unloading zones in various areasThe parking modes of urban logistics vehicles differ according to the types of businesses and areas that they are used in.This

222、 report includes an analysis of the status of temporary parking of urban logistics vehicles in different geographic areas,including large commercial areas,commercial streets,and residential areas.(1)Large commercial areasLarge commercial areas refer to the area where the city-level or district-level

223、 commercial facilities are concentrated,including large supermarkets,retail stores,and grocery stores,among which large supermarkets are generally equipped with their own cargo handling areas(located partly on-street,but mostly in off-street areas).Large commercial complexes are generally equipped w

224、ith off-street,self-use cargo loading/unloading zones.Some commercial plazas are also equipped with urban freight distribution vehicle loading/unloading zones,which are generally located at the side or back of the buildings(see Figures 29 to 32).(2)Commercial streetsShops along commercial streets ar

225、e mainly clothing stores,bars,and catering shops,which can have both regular and irregular delivery demands.However,due to the shortage of land in commercial streets,roadside shops usually do not have temporary loading/unloading zones available off-street for loading/unloading goods(see Figure 33).D

226、elivery vehicles generally stop on-street and occupy motor vehicle lanes,bicycle lanes or sidewalks for loading/unloading operations.(3)Residential areas29Research on the Setting of Temporary Loading/Unloading Zones for NELV Residential areas refer to a relatively independent populated area with res

227、idential buildings,supermarkets,convenience stores,express delivery stalls,hotels,and catering shops,and related businesses.These daily life facilities generate delivery demands,and therefore parking demands,of delivery vehicles.There are usually relatively large loading/unloading zones located in f

228、ront of roadside shops,and passenger car loading/unloading zones are generally designated in newly built residential areas due to their relatively wide building concessions.Using these convenient off-street facilities,delivery vehicles generally load/unload goods in the building concession spaces in

229、stead of the streets.In older residential areas however,urban logistics vehicles generally can still only load/unload goods on bicycle lanes and sidewalks,and even on-street in motor vehicles lanes,which seriously affects the safety and convenience of other road users(see Figures 34 and 35).In some

230、cases,private cars occupy the loading/unloading zones dedicated to urban logistics vehicles.The parking needs of urban logistics vehicles can therefore not be guaranteed with these frequent on-street stopping practices even taken by private vehicles.Figure 26 Spatial distribution of dedicated loadin

231、g/unloading zones for urban logistics vehicles in Chancheng Districtdistribution vehicle parking zones Source:NICTP Figure 27 Dedicated loading/unloading zones for urban logistics vehiclesSource:NICTPSource:NICTP Figure 28 Dedicated loading/unloading zones occupied by passenger carsSource:NICTP Figu

232、re 29 Entrance of Loading/unloading area at Wal-MartSource:NICTP30Research on the Setting of Temporary Loading/Unloading Zones for NELV Figure 30 Loading/unloading area at China Resources VanguardSource:NICTP Figure 31 Loading/unloading area at Huaqiang PlazaSource:NICTP Figure 32 Loading/unloading

233、area at Oriental PlazaSource:NICTP Figure 33 Shops along Zumiao commercial streetSource:NICTP Figure 34 Urban logistics vehicles occupying motor vehicle lanesSource:NICTP Figure 35 Urban logistics vehicles occupying the sidewalkSource:NICTP31Research on the Setting of Temporary Loading/Unloading Zon

234、es for NELV Main Problems3.4Following field investigations and the analysis of the current status of temporary loading/unloading zones for delivery vehicles in various types of areas in Chancheng District,Foshan City,it can be seen that the main existing problems are as follows:(1)The location of sp

235、ecial temporary parking spots for logistics vehicles need to be optimized,and parking management measures need to be strengthened.Chancheng District set up 30 dedicated loading/unloading zones for urban logistics vehicles as required by the National Demonstration Project of Green Urban Freight,which

236、 greatly relieved the parking difficulties of urban logistics vehicles.However,the convenience and the specificity of the use of urban logistics vehicles loading/unloading zones are still yet to be promoted and guaranteed.As far as the parking site selection is concerned,some dedicated loading/unloa

237、ding zones are not close to delivery points or there are no shops around the dedicated loading/unloading zones,which is inconvenient to delivery vehicles(see Figure 36).As to parking management measures,some of the dedicated loading/unloading zones are often occupied by passenger cars and their avai

238、lability cannot be guaranteed for delivery vehicles.Necessary parking management and penalties need to be strengthened to ensure these spaces remain available for deliveries.(2)Random(illegal)parking of logistics vehicles is common,which affects road traffic safety and convenienceCurrently,there are

239、 no requirements for constructing temporary loading/unloading zones for delivery vehicles in commercial areas,commercial streets,residential areas,or at large public buildings except for large supermarkets and industrial buildings,which are required to be equipped with loading/unloading yards.Althou

240、gh Chancheng has set up 30 temporary loading/unloading zones for delivery vehicles,the number of dedicated loading/unloading zones is still not enough to meet the areas actual delivery demand.Furthermore,the dedicated loading/unloading zones cannot be guaranteed for exclusive use by delivery vehicle

241、s due to a lack of necessary management.It is still a common phenomenon that delivery vehicles load/unload goods while occupying motor vehicle lanes,bicycle lanes,or sidewalk spaces.These randomly parking delivery vehicles encroach on road space and negatively affect traffic operations and the safet

242、y of vehicles,pedestrians,and freight delivery vehicle loading and unloading personnel.(3)A scientific and comprehensive method for setting up temporary loading/unloading zones has not yet been formed.Although Chancheng District set temporary loading/unloading zones for urban logistics vehicles,it h

243、as not applied a scientific and comprehensive setting method or conduct any theoretical research to support effectively matching parking supply and demand,and developing a foundation of information that could help with responsible location selection of loading/unloading zones.The road markings for t

244、hese locations also vary,a unified standard for these have not yet been formed and there are no corresponding parking signs or other supporting facilities at current loading/unloading zones.The next step of this study proposes a reasonable method for site selection processes,through scientific resea

245、rch,and outlines pilot applications which can provide guidance for further steps and implementation.Figure 36 Unreasonable parking site selectionSource:NICTP4Setting Methods and Demonstrations of Application33Research on the Setting of Temporary Loading/Unloading Zones for NELV Having identified and

246、 analysed the development status of urban freight distribution in Chancheng District and the temporary parking of urban logistics vehicles,this study demonstrated the necessity of researching the setting method(site selection methods)of temporary loading/unloading zones for NELVs in Chancheng Distri

247、ct.The results of this research are presented in this section and include discussions relating to the determining of the layout of loading/unloading zones,determining the configuration mode of supporting facilities,and establishing a scientific and comprehensive method for setting temporary loading/

248、unloading zones for NELVs.This part of the project will introduce the planning concept,the specific steps included in the setting method,and demonstrations of the application of this method in Chancheng District.Planning Concepts4.14.1.1 Planning positioningSustainable Urban Mobility Planning(SUMP)i

249、s a strategic planning methodology to satisfy the mobility needs of people and businesses in cities and their surroundings for a better quality of life,which is based on the existing planning practice and fully considers the principles of integration,participation,and evaluation.In principle,it solv

250、es the problem of efficient mobility and efficient distribution of goods in cities,but there is still a lack of specific guidelines.The complexity of urban freight distribution includes a wide range of various freight activities,the relationship between freight actors with different and often confli

251、cting demands and objectives,and a series of negative environmental and social impacts such as congestion,air and noise pollution,and safety concerns.This also makes it difficult for policy planners to put forward standard measures suitable for different urban environments.At the same time,the conti

252、nuous development of scientific research and practice of urban freight traffic(UFT)and urban logistics has introduced new solutions to solve the problems brought by urban freight traffic.NOVELOG 2 is a three-year research project focusing on gaining insight into UFT.12 international cities and regio

253、ns are involved in the project.The NOVELOG project fills the gap in the current SUMP method and puts forward specific guidelines for the authorities and governments on how to integrate urban freight transportation schemes,measures,and policies into sustainable mobility planning.Similarly to SUMP,the

254、se guidelines are entitled Sustainable Urban Logistics Planning(SULP)3.The definition of SULP echoes the definition of SUMP,that is,“the overall planning strategy of urban freight to ensure efficient and sustainable logistics operation in urban areas.”Therefore,SULP is in line with the overall visio

255、n of SUMP.The development of SULP also reflects the development of SUMP,but it focuses more on the movement of freight and the use of UFT solutions.4.1.2 Planning guidelinesThe SULP planning cycle is formulated with reference to the SUMP planning cycle.At the same time,taking into account the diffic

256、ulty of obtaining data related to urban freight transportation,the complexity of problems caused by multiple industry stakeholders and their decentralised operation environment,some planning steps of the SUMP are adjusted or reduced,resulting in the following six steps forming the SULP cycle.Figure

257、37 Distribution map of countries and regions participating in NOVELOG projectSource:NOVELOG Guidelineshttp:/www.novelog.eu/34Research on the Setting of Temporary Loading/Unloading Zones for NELV Step 1:Determine the citys potential for a successful urban freight planning processThe potential can be

258、determined by first defining the team responsible for SULP design and implementation in the local government,determining the key stakeholders of UFT,and organising a SULP multi-stakeholder platform to analyse urban freight data and other resources,with the goal to evaluate and improve the citys unde

259、rstanding of UFT.Step 2:Define the development process and scope of the planThe determination of the scope of SULP planning research needs to consider factors such as the type of urban logistics in the specific implementation city and allow stakeholders to participate in the planning process and for

260、mulate work plans,which include objectives,tasks,and corresponding timeframes.Step 3:Analyse the current UFT situationThe current situation of urban UFT is usually analysed by quantifying the main freight traffic operation parameters,and the impact and externalities of the parameters.Based on this d

261、ata,the existing problems of urban UFT are determined and future development opportunities can be evaluated.Step 4:Develop a common vision and future improvement scenarioThe formulation of vision objectives of SULP needs a set of specific and measurable indicators.NOVELOG has developed a comprehensi

262、ve evaluation framework(EVALOG),including primary and secondary objectives and relevant indicators,which can be used to measure the expected impact of the implementation of the overall SULP and individual UFT measures.In addition,this step also suggests to formulate short-term and long-term developm

263、ent objectives under different development scenarios and reach consensus among stakeholders according to the previous analysis results of urban UFT.Step 5:Set priorities and measurable targetsDetermine key performance indicators according to the established vision and objectives and set related prio

264、rity improvement actions with measurable targets.Step 6:Identify and develop an effective package of measuresIn order to facilitate the formulation of measures,NOVELOG project developed a toolkit containing 250 measures and summarized the sustainability impact of the cities implementing the measures

265、.In addition,EVALOG is applied to the evaluation of implementation measures,and the index values before and after implementation are compared to evaluate whether the measures adopted“in advance”and“after”achieved their expected results.4.1.3 Application of the SULP conceptReferring to the six steps

266、proposed in the SULP planning guide,their application to this project can be summarised into the following six aspects:1)SULP begins by identifying the stakeholders involved in the sustainable logistics planning process,identifying the key participants among them,and organising them to better unders

267、tand urban freight distribution.This project,referring to Step 1 of SULP,establishes a research group with the government,the public,experts and other stakeholders,and clarifies the data that the project needs to obtain during the planning process and how to obtain it,so as to have a more comprehens

268、ive understanding of the status quo of urban freight in Chancheng District;2)Secondly,SULP defines the planning development process and the scope of the study,involving stakeholders in the planning process.This project refers to Step 2 of SULP,proposes a clear research scope,and formulates research

269、ideas and work plans,including project objectives,the research period,research content,and related steps;3)Thirdly,after defining the planning and development process and research scope,SULP proposes to analyse the status,problems and opportunities of urban freight transportation by quantifying the

270、corresponding parameters and their impacts.In this project,referring to Step 3 of SULP,it is proposed that after determining the research scope,research ideas,and work plan,on-the-spot research was to be conducted to obtain quantitative indicators,and analyse the current situation 35Research on the

271、Setting of Temporary Loading/Unloading Zones for NELV and existing problems of freight distribution loading/unloading zones in Chancheng District;4)Referring to Step 4 of SULP,this project proposes to jointly formulate a vision and objectives with multiple stakeholders;5)Referring to Step 5 of SULP,

272、this project determines key parameters according to the established vision and objectives,and conducts strategic analysis under different scenarios to clarify the priority of measures such as increasing supply and adjusting demand,and;6)The final step of SULP is to develop a toolkit to guide the dev

273、elopment of measures.This project refers to Step 6 of SULP and proposes to determine and develop a set of effective research methods for the setting of loading/unloading zones in transport and urban planning processes,which can be used for the setting of loading/unloading zones in each research loca

274、tion.In addition,the vision and objectives of SULP include economic,environmental and social aspects.The economic aspects include improving urban freight efficiency and cargo load factors.Social aspects include improving the accessibility of freight services,advocating sustainable freight behaviour,

275、and reducing congestion.The environmental aspects are aimed at reducing carbon dioxide emissions.The promotion of NELVs is one of the key measures to be taken for reducing carbon dioxide emissions.The formulation of convenient measures for the passage,parking,and loading/unloading of NELVs is of gre

276、at significance for the promotion of NELVs.As an important part of the last mile of urban distribution,the temporary parking point of NELVs plays a significant role in facilitating the parking of NELVs,energy conservation and emission reduction,cost reduction,and efficiency increase.Therefore,based

277、on the references of domestic and foreign urban cases and the analysis of the current situation for the setting of temporary loading/unloading zones for NELVs in Chancheng District,this project constructs a setting methodology of loading/unloading zones for NELVs.The method is based on the SULP conc

278、ept and aims to alleviate the parking difficulties of NELVs.In addition,2 pilot locations were selected in Chancheng District to carry out the demonstration application of the setting of temporary loading/unloading zones for NELVs.Then,relevant management measures and suggestions were put forward.Fi

279、nally,the experience of the project is summarised in order to provide lessons for the setting of temporary loading/unloading zones for NELVs in other cities in China.Research on the Setting of Temporary Loading/Unloading zones for NELVs4.2The objectives of this research include three aspects:1)Devel

280、op a comprehensive and scientific methodology for allocating temporary loading/unloading zones for NELVs,including parking setting approaches,policies,designation,and the configuration of related facilities.2)Develop an allocation plan for temporary loading/unloading zones for NELVs in Chancheng Dis

281、trict and select pilot areas to implement the plan.3)Through Sino-German cooperation,explore effective measures to alleviate the difficulties NELVs face with road access,parking and loading/unloading,as well as summarize these experiences,and provide demonstrations with transferability analysis for

282、other cities in China.According to the SULP concept,this study puts forward the following research ideas:1)Necessity:Analyse the necessity and feasibility of setting up dedicated loading/unloading zones in different scenarios.2)Method:Combined with the road conditions and the supply and demand chara

283、cteristics of shops along the street,the setting method of dedicated loading/unloading zones is studied,including the calculation of the number of dedicated loading/unloading zones and the determination of their location.3)Form:Design signs and markings and improve the supporting facilities of the d

284、edicated loading/unloading zones.4)Management:Refine the management of urban logistics vehicles parking based on the SULP concept,including parking time management,parking order 36Research on the Setting of Temporary Loading/Unloading Zones for NELV management,parking charge management,multi-party p

285、articipation,and related actions.4.1.3 Scenario analysis,freight demand survey and field observations4.2.1.1 Land useUnder different land types,there are obvious differences in the operation characteristics of shops along streets and road traffic.It is therefore necessary to analyse the necessity an

286、d feasibility of setting up dedicated loading/unloading zones for different land-use scenarios.1)Business areasBusiness areas refer to the areas where the city-wide or district-level commercial outlets are concentrated.Business areas are generally located in urban centres or areas with convenient tr

287、ansportation networks and a large population.These areas usually have the citys large wholesale centres and large complexes at their core and are composed of dozens or even hundreds of professional or comprehensive commercial enterprises.A business area is characterised by many shops,a large scale,a

288、nd a complete variety of goods.Large commercial buildings are the core buildings of business areas,with a large demand for distribution.Usually,the building scheme is equipped with a proprietary loading/unloading area,and the property uniformly manages the loading/unloading times,locations,vehicle p

289、arking,and related processes.The shops in commercial streets are mainly food,clothing and electronic equipment stores,with high commercial activity along the street(examples of these streets are illustrated in Figures 38 and 39).As the core of urban development,the special geographical location and

290、high commercial value make the building density of business areas generally high,resulting in large road traffic flows and saturation in the business area.During peak periods,the street networks can be overloaded,and the phenomenon of traffic congestion is prominent.In addition,business areas have h

291、igh development intensity,rich development formats,and a strong attraction to citizens.2)Residential areasResidential areas refer to relatively independent areas with a certain population and land scale,with a centralized layout of residential buildings,public buildings,green spaces,roads,and other

292、engineering facilities,surrounded by urban streets or natural boundaries.There are many types and small scales of shops along the street in a residential area,such as convenience stores,postal express outlets,restaurants,fresh food stores,and other stores with strong distribution needs,as well as in

293、termediaries,barber shops,education and training institutions,and other stores with negligible distribution needs.Parking facilities are necessary to support service facilities in residential areas.For a newly built community,there are generally sufficient parking facilities,many building concession

294、s,and large loading/unloading spaces in front of shops along streets(see Figure 40).For older communities,due to historical reasons,parking allocations in these areas are seriously insufficient,and the parking phenomenon of having vehicles occupying carriageways and pavements is prominent(see Figure

295、 41).The residents of residential areas mainly travel for commuting,and their travel times result in double peaks of one in the morning and one in the evening.These traffic volumes are large during peak periods and smaller in other periods.3)Tourism areasTourism areas refer to regional places with t

296、ourism and related activities as their main functions or one of their main functions,and as such,these locations need to meet such tourism needs as providing options for sightseeing,leisure vacations,recreation and fitness programs.Tourism areas must therefore need to have corresponding facilities a

297、nd provide related services.Shops along streets around tourism areas often hold mainly restaurants,food stores,convenience stores,and shops selling goods and souvenirs related to the characteristics of the tourism area(see Figures 42 and 43 for examples of historic tourist locations).The size of tou

298、rist flows in tourism areas on weekends and medium and long holidays is much larger than on weekdays.Residents and tourists mainly travel through slowly moving traffic in tourism areas and surrounding sites,and therefore require good quality walking environments.37Research on the Setting of Temporar

299、y Loading/Unloading Zones for NELV Figure 38 Lingnan StationSource:NICTP Figure 39 Zumiao RoadSource:NICTP Figure 40 New communitySource:NICTP Figure 41 Old communitySource:NICTP Figure 42 ZumiaoSource:NICTP Figure 43 Ancient Nanfeng KilnSource:NICTP4.2.1.2 Store types,delivery characteristics and a

300、 survey of freight demands There are many types of stores along streets in urban areas,such as convenience stores,supermarkets,postal express outlets,restaurants,fresh food stores,pharmacies,and related service outlets.The distribution requirements and the parking characteristics of urban logistics

301、vehicles are different and may also change depending on if they are operating in tourist,business or residential areas.Through an investigation of the vehicles distribution frequency and timing,loading/unloading duration and other characteristics of the needs of stores along the street,the project a

302、nalysed the distribution and parking characteristics of deliveries for different stores.A description of how these individual indicators were considered is below:Distribution frequency:the number of times the store needs distributed goods,times per day.Distribution time:the time of day when goods ar

303、e received or sent by the store.Duration of loading/unloading activities:the duration of time from the arrival of logistics vehicles at temporary 38Research on the Setting of Temporary Loading/Unloading Zones for NELV loading/unloading areas to the completion of loading/unloading activities,which is

304、 generally determined by the type of distribution goods.In this project,several roads were selected for the investigation,in business areas,residential areas and tourism areas(see Figure 44).1)Roads in business areas:Fuhua Road,Zumiao Road,Jinsheng Fourth Street.Figure 44 Schematic diagram of the lo

305、cation of the investigated road section Table 4 Distribution demand characteristics of various stores:Survey resultsRecipient TypeFacility surface(m2)Distribution Frequency(times/day)Delivery timeStop duration(minutes)CharacteristicsConvenience Store20-1001-2Flexible5-10Wide variety of commodities,h

306、igh frequency of deliveries,mainly delivered by commercial enterprises.Supermarket2500-50003-5Fixed,after 22:00 or fixed time during the daytime10-30Postal Express Outlet20-1003-4Fixed time during the daytime10-20High frequency of deliveries,fixed delivery times,direct distribution or franchise outs

307、ourcing.Restaurant20-1501Fixed time 4:00-6:00 usually5-10Delivery during early morning,little impact on traffic,supplier distribution or operators purchase.Fresh Food Store20-1003-5Flexible10-20High frequency,flexible,self-operated distribution or supplier distributionPharmacy50-1000.3-1Flexible5-10

308、Average frequency with a certain degree of volatilityOthers/Low frequencyFlexible5-30Low frequency.2)Roads in residential areas:Houlong First Street,Houlong East Street,Lvjing First Road.3)Roads in tourism areas:Gaomiao Road,Tiandi Road.Based on survey findings,the distribution demand characteristic

309、s of various stores along the surveyed streets are shown in the Table 4.The survey results are averages calculated from data collected across the different areas.39Research on the Setting of Temporary Loading/Unloading Zones for NELV The following conclusions can be drawn from the investigation:1)Co

310、nvenience stores,postal express outlets,restaurants,and fresh food stores have strong distribution demands.These stores receive deliveries at least once a day,and at most 3-5 times a day.Therefore,dedicated loading/unloading zones should be set near stores with strong distribution demand.2)The deliv

311、ery times of goods to various stores is inconsistent.The delivery time of shipments reaching supermarkets and postal express outlets is fixed,usually in the daytime.The delivery time for restaurants is fixed,usually in the early morning.The delivery time of other stores is not fixed,but falls genera

312、lly in daytime and off-peak hours.Therefore,it is suggested that shops along the street can unify their distribution period,reasonably specify the parking time of dedicated loading/unloading zones,and allow other vehicles to park in other periods,so as to improve the utilisation and efficiency of de

313、dicated loading/unloading zones.3)The duration of loading/unloading time for most types of stores is generally less than 15 minutes,while the loading/unloading time of large supermarkets is longer,but not more than 30 minutes.Therefore,it is suggested that the parking time of dedicated loading/unloa

314、ding zones should be appropriate to these durations,and not be too long.4.2.1.3 Road conditionsThe setting of dedicated loading/unloading zones for on-road logistics vehicles is affected by considerations of road grades,function positionings,road width,road traffic volumes,and other conditions,and i

315、s done in accordance with standards such as the Guidelines for application of on-street parking management facility on urban road4 and Specifications for setting of on-street loading/unloading zones on urban roads5.According to these standards,it can be determined whether loading/unloading zones can

316、 be set under the given road conditions(see Table 5).Note:The road conditions in Table 5 are the setting conditions for the loading/unloading zones.For more specific loading/unloading zones setting conditions,please refer to the Guidelines for application of on-street parking management facility on

317、urban road and the Specifications for setting of on-street loading/unloading zones on urban roads by MPS of China.In addition,the setting of dedicated loading/unloading zones for urban logistics vehicle is related to the walking distance covered during goods distribution operations.The walking dista

318、nce refers to the distance that distribution personnel travel to transport goods from the loading/unloading zones to the store.Whether the dedicated loading/unloading zones for urban logistics vehicles can effectively serve the stores along the street is affected by the walking distance that these g

319、oods must be transported over.Walking distances are also affected by road conditions(whether an isolation fence is set up),handling mode(manpower,trolleys),cargo characteristics(weight,volume),and related factors.According to the field survey,the maximum walking distance between vehicle stops and en

320、trance door of the recipient(called the walking distance in the following sections)that would be acceptable to a driver,is 20 m.Table 5 Setting conditions of dedicated loading/unloading zones for on-road logistics vehiclesRoad conditionRoad sections not allowed to set on-street loading/unloading zon

321、esExpressways,pavements,crosswalks,fire passages,wheelchair ramps,the functional area of intersections.Roads with a single-direction motor-vehicle traffic saturation of 0.8 or higher during peak hours and a single-direction bicycle traffic saturation of 0.85 or higher during peak hours.Road sections

322、 allowed to set on-street loading/unloading zonesWhere the remaining width of the bicycle lane after setting of loading/unloading zones is no less than 2.5m.Where the remaining width of a two-way carriageway after setting of loading/unloading zones is no less than 6m.Where the remaining width of a o

323、ne-way carriageway after setting of loading/unloading zones is no less than 4m.40Research on the Setting of Temporary Loading/Unloading Zones for NELV Based on the maximum walking distance acceptable to the driver,the maximum service radius of the dedicated loading/unloading zones is 20m,therefore a

324、 dedicated loading/unloading zone could effectively serve a road length for a total distance of about 40m(see Figure 45).Over the length of each road,it would then be necessary to study obstacles or other section factors when setting up the location of dedicated loading/unloading zones.In addition,c

325、onsidering the loading/unloading distance and the safety and convenience of loading/unloading operations,dedicated loading/unloading zones set on one side of a two-lane road could potentially serve shops on both sides,if the road did not have a central barrier.Dedicated loading/unloading zones set o

326、n one side of a two-way road with four and more lanes,however,could only safely serve shops on one side.Even if the driving distance of a delivery round trip is high compared to the walking distance,a survey in London,England showed that on average 70-80%of the work time of a driver is spent on walk

327、ing and waiting for a client,and 20-30%of their time is left for driving on the road.A more efficient design of walking distance would therefore trigger substantial time and economic benefits for drivers.Based on this analysis,a flow chart illustrating the necessity and feasibility of setting dedica

328、ted loading/unloading zones can be established as the analytical framework for setting dedicated loading/unloading zones(see Figure 46).For scenario without dedicated loading/unloading zones,the demand for distribution and parking can be differentiated by optimising distribution times,the sharing of

329、 loading/unloading zones,a strengthening of parking management strategies,and other measures.Figure 45 Schematic diagram of walking distances from stopping point to entrance doorsShops along the streetOn-street parking spacesloading and unloading distanceIsolation railingSource:NICTP Figure 46 Flow

330、chart of necessity and feasibility analysis of dedicated loading/unloading zones for urban logistics vehiclesYes or NoLow demandHigh demandGood road conditionsPoor road conditionsSerious contradictionAdequate supplyYesNoThe scene dedicated loading/unloading parking zones can be setThe scene dedicate

331、d loading/unloading parking zones can not be set The total delivery frequency of the shops along the road segment is 4 times or more from 9:00 to 17:00.The total delivery frequency of the shops along the road segment is less than 4 times from 9:00 to 17:00.Severely insufcient parking facilities in o

332、ld communities.Disorderly parking.Buildings equipped with dedicated loading/unloading zones.Buildings with setback of 4m wide or more,and allow vehicles to park in the setback space.High vehicle trafc flow or pedestrian flow.Road space not meet the requirements of relevant standards.Transform the ex

333、isting parking space to dedicated parking space preferentially.Meet the requirements of relevant national and municipal standards.Source:NICTP41Research on the Setting of Temporary Loading/Unloading Zones for NELV 4.2.2 Zone Setting Methods4.2.2.1 Road segmentationConsidering the entire length of each road,it is necessary to identify and study individual road sections when setting up dedicated loa