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Although delivery of goods is vitally important for residents and industries in urban areas, the presence and operations of goods transport vehicles in urban areas are often regarded more as a nuisance than an essential service. Relatively little has been done by many governments to facilitate the essential flows of goods in urban areas and to reduce the adverse impacts of urban goods transport on the communities being served. This has resulted in increasing problems associated with goods delivery including competition with passenger transport for access to road infrastructure and space for parking/delivery facilities. How should OECD countries deal with the difficult challenges they face in this area?

This report analyses measures taken in many cities in the OECD area and provides recommendations for dealing with these challenges.

In this volume, we have studied the cyclical behavior of numerous business cycle indicators from the U.S. transportation sector and studied how they are related to those of the overall economy. Our study began with the conceptualization of what constitutes the transportation services sector, identifying relevant monthly indicators from the private sector and the government, and finally putting them together to construct a monthly measure of output of the transportation services sector. The challenge was to develop an indicator that will be available promptly soon after a month with other widely reported monthly indicators such as the index of industrial production, Institute for Supply Management (ISM) surveys, CPI, index of leading indicators, etc. and is not subject to much data revisions. Since monthly activity measures of major transportation services sectors such as trucking and railroads are produced by private membership organizations, use of these data in the production of official statistics in the public sector needed skillful persuasion of government officials. Bureau of Transportation Statistics (BTS) releases the preliminary number for the latest month and replaces the number for the oldest preliminary month with a revised number. All other revisions are held until an annual comprehensive revision of the transportation services output (TSI). It is gratifying to see that the arrangement of cooperation between the transportation department and these private service organizations are working out seamlessly, and TSI continues to get the media attention.

As the land transport task, especially road is expected to increase significantly, by 2015, it would hardly be surprising that many policy makers will look to some form of urban transport environmental control long before this date. One method is via the introduction of a set of operational environmental hurdles. This is not a new concept. However, this paper proposes a new environmental initiative for urban transport operations. The scheme which is simple for both operators and regulators proposes an effective and meaningful operational rating system which reflects the efforts an operator may go to in their internal fleet environmental policies in purchasing equipment, daily workload planning, waste disposals policies etc.

The three tiered environmental operator performance rating scheme, the E-plus scheme has three levels of operator segmentation. A good basic auditable level of environmental compliance, an E rating, an excellent rating E plus, and an exceptional rating would be an E double plus. Probably no fleets currently in Australia would earn a double plus rating at this time.

Why should there be a road transport operator environmental rating scheme? Firstly as a measurable benchmark for the community and the fleet operators themselves. Secondly and a factor of growing importance is for the customers who are the buyers of freight services. Already customers are specifying in their tender requirements that transport operator environmental competencies and capabilities be listed. This may aid the selection of an operator for a specific task. For example; food sensitive freight handling may require specific food certification scheme adoption such as the HACCP classification system. Similarly an urban courier contract may specify, environmental credentials which sit under an ISO 14000 framework. However, what more specific operator differentiation criteria can be requested by the customer? The E plus system is being designed for this very purpose. In Australia some regulators and teaching centres have begun to take an interest in this transport operator framework.