Road freight transport and sustainability in Britain: 1984-2007

This report builds on a conceptual framework developed by McKinnon (2007) for analysing the performance and impacts of freight transport. This framework is used to analyse the performance of road freight transport by heavy goods vehicles (HGVs) in Britain over the period from 1984 to 2007 using data from the Continuing Survey of Road Goods Transport. The efficiency and intensity of HGV operations are assessed. The determinants that have led to the changes in HGV key variables (including length of haul, vehicle carrying capacity, lading factor, empty running) are considered. A forecast of the future level of HGV activity (in terms of vehicle kilometres travelled, fuel consumed and CO2 emissions) in 2020 is presented.

Road freight transport and sustainability in London 2005-2007

This report contains detailed analysis of road freight transport by heavy goods vehicles (HGVs) in London and its intensity and efficiency. Using a conceptual framework for analysing the performance and impacts of freight transport it presents results for road freight transport in London between 2005 and 2007.

Investigating relationships between road freight transport, facility location, logistics management and urban form

This paper examines road freight transport activity and its relationship with facility location, logistics management and urban form through an analysis of 14 selected urban areas in the UK. Improved understanding of this relationship will assist planners when making transport and land use decisions. The findings suggest that several geographical, spatial and land use factors have important influences on freight activity in urban areas. Commercial and industrial land use patterns affect the types and quantities of goods produced, consumed, and hence the total quantity of freight transport handled. This also influences the distances over which goods are moved and by what specific mode. There has been relatively low growth in warehousing in many of the selected areas over the last decade compared to the national average as well suburbanisation of warehousing in some locations. This affects the origin and destination of journeys visiting these facilities and typically increases the distance of such journeys. A greater proportion of road freight has been shown to be lifted on internal journeys in large urban areas than in smaller ones. Journeys within urban areas have been shown to be less efficient than journeys to and from the urban area in the 14 locations studied due to the much smaller average vehicle carrying capacities and lower lading factors for journeys within urban areas. The length of haul on journeys to and from urban areas studied was found to be greatest for those areas with a major seaport and/or which were geographically remote. This affects the road freight transport intensity of goods transport journeys.

Road freight transport to, from, and within London

This paper examines the development of road freight transport operations to, from, and within London, from medieval times to the present. Until the twentieth century, road transport was the dominant mode within London but was less important for goods moved between the rest of the country and the capital. However, since the mid-twentieth century, road transport has also dominated goods movements to and from London, mainly through technological developments in goods vehicle speed and size. Since the introduction of a Mayor of London in 2000, there has been much interest in the efficiency and sustainability of road freight transport measures at a London level. Analysis suggests that present day journeys from London generate approximately four times fewer vehicle miles per tonne lifted than in the 1830s and nine times fewer than in the 1690s.

Investigating the causal role of rightOFA in holistic detection of Mooney faces and objects: an fMRI-guided TMS study

Background The right occipital face area (rOFA) is known to be involved in face discrimination based on local featural information. Whether this region is involved in global, holistic stimulus processing is not known. Objective We used fMRI-guided transcranial magnetic stimulation (TMS) to investigate whether rOFA is causally implicated in stimulus detection based on holistic processing, by the use of Mooney stimuli. Methods Two studies were carried out: In Experiment 1, participants performed a detection task involving Mooney faces and Mooney objects; Mooney stimuli lack distinguishable local features and can be detected solely via holistic processing (i.e. at a global level) with top-down guidance from previously stored representations. Experiment 2 required participants to detect shapes which are recognized via bottom-up integration of local (collinear) Gabor elements and was performed to control for specificity of rightOFA's implication in holistic detection. Results In Experiment 1, TMS over rOFA and rLO impaired detection of all stimulus categories, with no category-specific effect. In Experiment 2, shape detection was impaired when TMS was applied over rLO but not over rOFA. Conclusions Our results demonstrate that rOFA is causally implicated in the type of top-down holistic detection required by Mooney stimuli and that such role is not face-selective. In contrast, rOFA does not appear to play a causal role in in detection of shapes based on bottom-up integration of local components, demonstrating that its involvement in processing non-face stimuli is specific for holistic processing.