Study of Delivery Distribution by Tokyo Metropolitan Freight Survey 1

STUDY OF DELIVERY DISTRIBUTIO I THE
CETRAL AREA BY TOKYO METROPOLITAFREIGHT SURVEY

Masato Shimizu, JMA Research Institute, Inc, Japan
Tetsuro Hyodo, Tokyo Univ. of Marine Science and Tech, Japan
Hideki Takebayashi, Ministry of Land, Infrastructure and Transport, Japan
Hirohito Kuse, Tokyo Univ. of Marine Science and Tech, Japan
Yasukatsu Hagino, Institute of Behavioral Sciences, Japan

In this Paper, the outline of the result of local delivery survey was executed in Tokyo
Metropolitan Region, and the various measures for improvement of the delivery was by
the result of Tokyo Metropolitan Freight Survey. Through quantitative analysis of thelogistics survey, It is apparent that there is the relation between deliveries and the traffic
problem. The mechanism of the problems in the area traffic caused by the delivery in
the TMR was quantitatively clarified with the analysis of the local delivery survey. The
measures together at each of three main activities are;1) Measures to reduce the amount of delivery vehicle traffic
2) Measures to secure parking for delivery vehicles on streets3) Measures to improve the transport of goods between delivery vehicles and their finaldestinations.

2City Logistics V

ITRODUCTIOThe delivery process is an important link in the logistics chain between producers andconsumers. Hence, improving the delivery system plays a vital role in helping tostreamline the entire distribution process. Likewise, because deliveries are mostly madein the Central Business District (CBD), measures that improve the delivery system not
only help streamline the distribution process, but also help spur commerce and improve
traffic flows. Furthermore, with parking law enforcement becoming stricter in Japan, it
is all the more important to find ways to improve goods loading and unloading within
the CBD.
In 2003, the 4th Tokyo Metropolitan Region (TMR) Goods Flow Survey was conductedconsisting of a number of goods movement surveys including those that deal with local
deliveries. This paper provides a summary of the Local Delivery Surveys conducted in
the TMR, and based on the results of the surveys, recommends measures which could
help improve the delivery system.

DELIVERY SYSTEM PROBLEMS

Delivery System Structure
The delivery activity is that part of the distribution system in which goods are brought
to their final destinations, mostly at shops and offices. It specifically deals with theperiod when a delivery vehicle enters a district to perform pick-up or delivery until thetime it leaves the area. The delivery process can be classified into three main activities.
They are 1) pick-up and/or delivery, 2) parking, and loading and unloading, and 3)
goods conveyance back and forth from/to the parked truck to/from the final destination.
（Figure 1）
Central Business District【Delivery】
Inbound delivery Loading & Unloading

Roadway

Roadway or
Loading Space

Goods
Conveyance

Inside Building
Delivery

Roadway/
Sidewalk

Building

Source: Guideline of delivery distribution on TRM(2006)

Figure 1. Delivery related activities

Distribution problems and their perception depend on various factors such as whether
goods are transported along a major artery and where a facility is located, among others.

Study of Delivery Distribution by Tokyo Metropolitan Freight Survey 3

Concerned people in major cities hope for a distribution system that can support
economic development, is kind to the environment, and can provide for a safe andcomfortable community. In the case of deliveries, it is with regards to the provision for asafe and comfortable community that people feel the greatest need for improvement.
（Figure 2）
DeliveryDistribution
Producer

The Target of PhysicalDistribution in TMR

Goods Flow

○Streamlining
Efficient
Distribution○Environmentally
Friendly
Production○Supporting
Attractive Local
Amenities

Supporting
Economic Vitality
Environmental
Protection
Providing Safety
and Comfortable
Community

Distribution
CenterDelivery Center○Supporting Urban○Activation of Urban
Activities by Urban
Renewal andStreamlining of
distribution.

Functions by
Streamlining ofDistribution Planning○Reducing
Environmental Impact
by Streamlining ofDistribution○Achieving
Environmentally
Friendly andEfficient Distribution

OfficeStore○Harmonization of
Various Functions
and Distribution

Source: Guideline of delivery distribution on TRM(2006)

Figure 2. The delivery activity within the entire distribution process

Deliveries occur over and over again at CBDs to support its various functions such as
business, commercial, cultural, and entertainment activities. In addition to being vital
activities in the distribution chain, they also often occur at places where people
converge in large numbers.
Central Business District【Ｐｅｏｐｌｅ】
Pedestrian
BicycleParking lot
for bicycle

Buses

Office /Store

Bus stop
Car
Parking lot【Delivery】
Inbound delivery

Loading & Unloading

Goods
Conveyance

Inside Building
Delivery

Roadway

Roadway /On street,
Off street loading space

Roadway/
Sidewalk

Building

AccessDwell

Movement

Source: Guideline of delivery distribution on TRM(2006)

Figure 3. Relationship of people and goods in the CBD
Figure 3 shows traffic action in CBD. People frequently come to the CBD by car andthen leave their cars at parking lots or on the street while they walk around in spaces
designed for pedestrian traffic. Goods, on the other hand, are delivered to the CBD by

4

City Logistics V

delivery trucks, which perform their loading and unloading at designated loading zones
or parking spaces, or on the street in cases when there are no available parking spaces
for loading and unloading. The goods are then basically delivered by hand using
pedestrian spaces. The delivery of goods follows the movement of people, and thus, it
can be said that people and goods generally share the same space resulting in congestion
problems.

Delivery Related Problems
The increasing difficulty of accessing the CBD and moving about freely are frequentissues when it comes to discussing urban traffic problems. Figure 4 shows the relation
between distribution and the traffic problem. Often cited as a cause of these problems
are the deliveries which generate increased volumes of trucks that congest the flow of
traffic, increased roadside parking, and increased back and forth movement from/totrucks for final goods conveyance. Because of this, it is necessary to identify thechallenges that delivery activities pose to the community and to find ways to solvethem.
To understand the delivery process to come up with measures on urban planning, it isnecessary to collect vital data and to survey concerned districts with regards to thefollowing (Refer to figure 5):1) actual state of deliveries2) local traffic conditions that have the biggest impact on the area3) state of transportation infrastructure within the area, and
4) important players concerned with town planning and development.
Problmes

Traffic

Reduction of parking
space in the district

Poor accessibility

Deterioration of
localamenities

Goods

PeoplePedestrian

BicycleLack ofSidewalkBus

Reduction ofRoad Width

Car

High Traffic
Density

Truck

Poor
Accessibility

Poor
Accessiblity

Generating driving
looking of parking lots

Concentration ofDelivery Trucks

Lack ofparking
space

Abandoned
bicyles

Difficulty of moving freely in
districts
Decreasesidewalk
space
Pathes ofpedestrianand goods

Unsafe andUncomfortablecondition for
Pedestrian

Blook spaces ofbus stop
Lack ofparking
speaceIncreaseparking at roadside
Inefficient
goods
conveyance

Lack of Parking Lotsfor loadong & unloading

Parking at road side

Goods
conveyance

Source: Guideline of delivery distribution on TRM(2006)

Figure 4. Relationship between deliveries and local issues

Study of Delivery Distribution by Tokyo Metropolitan Freight Survey 5

Ⅳ．Players
Ⅳ．Players on town development
Ⅱ．LocalⅡ．Local traffic conditions

Central Business District【Ｐｅｏｐｌｅ】
Pedestrian
BicycleParking lot
for bicycle

Buses

Ⅰ ． Actual state ofdeliveriesdeliveries

Office /Store

Bus stop
Car
Parking lot【Delivery】
Inbound delivery

Loading & Unloading

Roadway

Roadway /On street,
Off street loading space

Access

Dwell

Goods
Conveyance

Inside Building
Delivery

Roadway/
Sidewalk

Building

Ⅲ ． State oftransport
infra

Movement

Source: Guideline of delivery distribution on TRM(2006)

Figure 5. Framework for understanding delivery activities

OVERVIEW OF THE LOCAL DELIVERY SURVEY I THE TMR
The Tokyo Metropolitan Region (TMR) is a large CBD with numerous commercial
districts in which deliveries must be made. Since it is costly and difficult to conduct thesurvey for each commercial establishment, a Local Delivery Survey was conducted forfive districts within the TMR.
The selected five districts cover four prefectures out of the five prefectures and four
major cities that constitute TMR's administrative bodies. The districts were not selectedbased on the size and characteristics of their CBD alone. Other various parameters, suchas level of awareness of distribution-related problems, were also taken into account as
part of the selection process.
Because most commercial districts in Japan are centered around rail stations, all theselected commercial districts were also located near rail stations. The field studies wereconducted in the following districts (Refer to figure 6):1) Tokyo: Chuo Ward, Ginza Area (one of the largest commercial areas in Japan)2) Tokyo: Machida City (Tokyo suburb)
3) Chiba Prefecture: Funabashi City Central Business District (Tokyo suburb)
4) Kanagawa Prefecture: Yokosuka City Central Business District (port town)
5) Saitama Prefecture: Kawagoe City Central Business District (town which haspreserved its traditional Japanese buildings and character)6

City Logistics V

Kawagoe City
Funabashi City
Machida City

Chuo Ward(GI-ZA)

Yokosuka City

Source: Guideline of delivery distribution on TRM(2006)

Figure 6. Location of the five selected districts

Based upon the framework discussed in the previous section, the following surveys inthe five districts were conducted:
1. Survey of actual delivery conditions• Survey of local distribution conditions such as delivery truck parking
locations and actual locations of pick-up/delivery of goods
2. Other transport modes and their effect on distribution• Actual traffic conditions and transport modes, and their impact ondeliveries from the perspective of local urban and transport planning
3. Shopkeepers' and visitors' opinions on distribution• Pedestrians opinions on how to improve pedestrian movement andenvironment
4. Road infrastructure survey• Dimensions of parking spaces for delivery trucks• Traffic problems caused by deliveries varied accordingly based on thelevel of infrastructure

Study of Delivery Distribution by Tokyo Metropolitan Freight Survey 7

Table 1 details the type of surveys conducted in each district:
Table 1. Good Flow Survey content
Survey TypeState oftransport
infra

Local traffic
condition

Actual state of deliveries

1) Street parking survey2) Follow-up study on
goods conveyancefrom/to the delivery
vehicle

•
•
•
•
•
•
•
•
•

3) Questionnaires andinterviews of businessestablishments in the area4) Survey on the amountof car traffic and numberof pedestrians passing by

5) Road space conditions(using maps, etc.)

6) Questionnaires andinterviews with people
in the delivery business7) Questionnaires andinterviews with bus
employers and drivers8) Questionnaires andinterviews with people
coming into town

•
•
•
•
•
•
•
•
•
•
•
•
•
•
•

Car type (vehicle make and model, etc.)
Parking location, parking start and finish time
Whether goods were unloaded or not
Parking conditions (double parking, in bus stops, etc)
Whether there was an effect on passing vehicles andpedestrians
Car type (vehicle make and model, etc)
Parking location, parking start and finish time
Destination to/from where goods were carried(location, distance, type)
Entanglements with pedestrians during transport ofgoods
Reason of choosing parking location
Business establishment attributes (type of business,
products, operating hours, floor space)
Presence of parking lot for loading and unloading
Main delivery hours, number of units & goods weight
Special transport conditions
Possibility of time change, change in shipper
Opinions relating to problems in the area caused bydeliveries
Amount of automobile traffic according to time ofday
Pedestrian volume according to time of day
Driving speeds for cars traveling along major roads
Number of pedestrians concentrated in designatedlocations and means or transportation
Road structure
Use of existing parking lot
Traffic regulation conditions
Future planning

Reasons for choosing parking space
Inclination for using delivery facilities (Jointdelivery and joint loading/unloading facilities)•
Bus service situation•
Bus use situation (number of rider, etc)•
Driving difficulties•
Attributes of people coming into town•
Awareness of negative impact to pedestrian
Environment caused by deliveries•
Need for measures to deal with deliveries•
Impressions of the district (reason for differences inimage from district to district)
Note: Case study district: G: Ginza, M: Machida, K: Kawagoe, F: Funabashi, Y: Yokosuka

Players on town development

Case study
district

Main issues

•
•

G

M

K

F

Y

○

○ ○ ○ ○

○ ○ ○ ○○ ○ ○○○ ○ ○ ○○

○ ○ ○ ○

○

○ ○

○

○ ○

Source: Guideline of delivery distribution on TRM(2006)

8

City Logistics V

MAJOR DERIVERY ISSUES BASED O THE SURVEYS
From the case study, it was revealed that delivery involves various characteristics. For
example, figure 7 shows the share of parked vehicles in case study districts. The highest
proportion of parked vehicles on the street belongs to delivery trucks occupying 70% of
the total volume. But even in the district with the lowest proportion of delivery trucks, it
still has a remarkably high share of 45%.
Likewise, from the questionnaire survey that was administered to commercial facilities,
it was learned that only 10% of stores, including large scale commercial facilities, havetheir own loading and unloading parking spaces (figuer 8). The average time fordelivery trucks to park on the street was 10 minutes. 32% of delivery trucks parked forless than 5 minutes and more than half parked for less than 10 minutes (figuer 9).
The conveyance distance from the delivery truck to the destination facility is found out
to be about 30 meters. The delivery trucks tend to park as close as possible to theirdestination facilities.
Share of the Parking Vehicle
0%

20%

Ginza
MachidaKawagoe
Yokosuka
Funabashi
TOTAL

40%

60%

80%

57.8

100%

42.2
72.7

27.3

56.2
44.7
58.8
56.3

43.8
55.3
41.2
43.7

Delivery Trucks

n=1,780
n= 670n= 383n=1,461
n=1,341
n=5,638

Passenger Car

Figure 7. Share of parked vehicles
0%

20%

40%

60%

80%

100%

Yokosuka

10.9

89.1

n=221

Funabashi

12.5

87.5

n=152

TOTAL

11.5

88.5

n= 373

withwithout

Figure 8. Stores with auxiliary spaces for loading and unloading
Over 30min～30min7%
0%～25minaverege ～5min
6%
38%
18min
～20min9% ～15min ～10min
15%
25%
Source: Guideline of delivery distribution on TRM(2006)

Figure 9. Truck volume share according to parking duration

Study of Delivery Distribution by Tokyo Metropolitan Freight Survey 9

URBA AD TRASPORT PROBLEMS CAUSED BY DELIVERRIES
By analyzing the survey on deliveries conducted through the case studies in the five
districts, the mechanism of how deliveries in the TMR causes local traffic problems canbe grasp through quantitative data.
The major reasons behind this can be explained and organized as follows:
1) The extent to which problems arise due to the type of facility.
In Japan, a great number of department stores are located in the CBD, and which areusually adjacent to large train stations. In the case study areas, there were districts thathave large department stores located in them.
Figure 10 shows a concentration of delivery trucks per facility and their corresponding
space allocation. Because department stores have large floor areas, delivery trucks arehighly concentrated around them. A large number of convenience stores are also locatedin the CBD. And because various products are being brought in and out of theconvenience stores, the concentration of delivery trucks is relatively high for theircorresponding floor spaces. Furthermore, most convenience stores located in the CBD
do not have parking spaces for delivery trucks.
Department stores and convenience stores may be considered completely different types
of facilities, but in the CBD where they mix together; there is a shortage of space forloading and unloading of goods. Hence, many of the delivery trucks that bring in goods
to these stores are forced to park on the surrounding streets. As a result, traffic jams
occur.
Concentration of Delivery Trucks Per
Facility(Car/Facility)
0Store
Convenience Store
Restrant
OfficeOther
Department Store
Total

20

40

60

1.34
5.57
1.57
0.65
1.33
55
1.68

Concentration of Delivery Trucks Per
Facility Floor(Car/100 ㎡)
0

Store
2.18
Convenience Store
Restrant
2.12
Office 0.48
Other 0.46
Department Store 0.11
Total 0.47

10

20

19.31

Source: Guideline of delivery distribution on TRM(2006)

Figure 10. Concentration of delivery trucks

30

10

City Logistics V

2) Positional Relationship Between the Delivery Vehicle Parking Space and the
Delivery Facility
Most delivery vehicles load and unload their goods after parking on the street. Hence, amajor issue with regards to the spatial relationship between parking space and thedelivery facility is whether the street, where most delivery trucks are parked, canprovide safety or not.
Results from the surveys were analyzed paying close attention to the distance between
the parking space and the delivery facility. The tendency was for both delivery truck
parking time and distance between parking and destination facility to be shorter inplaces where traffic is greater and the streets were not wide enough.
Note:・In Zone B, the road is wide and there is less traffic.
・In Zone F, there is more traffic and it is more difficult topark than Zone B.
・There is a great difference in the loading and unloading ofgoods in these two zones.

373

60

100

77.8

0

43.6

511

493

498

513

551

15:00

14:00

13:00

12:00

11:00

10:00

27.3
20

22.5

25

50

501

40

50

25

77

61.7

445

8:00

75

1,000

（min）

150

102.8

3,885 cars／8-hr

500

（m）
100

120.6

1,500

9:00

Parking Space/100m･day

Passenger car
Delivery trucks

Zone B
Number of vehicles

11.8
3.0ｍ

Zone B

Zone F

0

Zone B

22.0ｍ

3.0ｍ

Zone F

0
Zone B

Zone F

Zone F

Number of vehicles
1,500

1,000

1,230

1,359

1,270

1,366

1,277 1,314 1,309

1,403

Zone B

500

Pedestrian Paradise

10,548 cars／8-hr

2.5ｍ

13.5ｍ

15:00

14:00

13:00

12:00

11:00

10:00

9:00

8:00

-

Department Store

2.5ｍ

Machida Sta.

Zone F

Parking Points

Department Store

Direction and Destination of goods

Source: Guideline of delivery distribution on TRM(2006)

Figure11．Characteristics of parked spaces around the Machida station

Study of Delivery Distribution by Tokyo Metropolitan Freight Survey 11

Figure11 shows an actual parked space in Machida district. For example, two large
roads surround the perimeter of Machida district. One of the roads has relatively more
traffic, has a bus lane, and traffic enforcers are present to prevent illegal parking. On
this road, most of the delivery trucks would load and unload their goods right in front of
the facility and finish in an extremely short amount of time. The other road has lesstraffic and wider such that it causes little impact to the flow of traffic even if cars areparked on the road. On this street, goods were carried a longer distance to theirdestinations and delivery vehicles parked for long periods of time. The difference inparking times for these two places is more than fifteen minutes, and there is an almost
40 meter difference in the distance goods were carried from the delivery truck to its
destination. This shows that with a secure place to park, deliveries took longer andgoods were carried longer distances.
3) Effect of deliveries on pedestrians and other means of transportation (pedestrians,
buses, passenger cars)
The field surveys also examined the effects of deliveries on pedestrians and other modes
in an effort to improve transportation within the area taking into account the uniquecharacteristics of the area.
Impediments to pedestrians caused by delivery vehicles parking on the street
 Visitors to the area felt that delivery vehicles entering the pedestrian mall had a negative impact on
the pedestrian environment. (Figure 12) Although the pedestrian mall was not closed off to traffic until 11 a.m., the area was so popular thatby 10 a.m., there were already about 1000 people passing through it every hour (Figure 13).
 On the other hand, because cars could not enter the area after 11 a.m., many delivery vehicles
loaded and unloaded their goods before 11 a.m. However, some delivery vehicles continued loading
and unloading operations and were suspected of having entered into the pedestrian mall area even
before 11 a.m. (Figure 13). By impeding the movement of pedestrians these vehicles wereconsidered to have compromised pedestrian mall's integrity.

LargeLarge- Non-subject
subject
subject32％
n=77 43％
50％

5

735

3,000

2,839

2,854
2,584

2,500

Pedestrian Zone Time

2,000

Number of Pedestrian
Number of Parking D.T.
Number of Parking Car

1,363
926

1,500
1,000
500

0
18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

Figure 12. Issue of delivery trucks

2,516 2,600
2,595

1,916
10

9:00

Mondecuatesubject
25％

2,388

8:00

Mondecuate-subject17％

15

Number of Pedestrians

Non-subject
33％
n=77

enviroment
Number of Parking Vehicles

safty

Figure 13. Hourly pedestrian volume andNumber of parking delivery Trucks

Source: Guideline of delivery distribution on TRM(2006)

Delivery truck in pedestrian-only zone

12City Logistics V

For example, in Machida, the CBD has been converted into a pedestrian mall but
delivery vehicles with a special permit are allowed to enter. As a result, delivery trucks
drive through and park their vehicles in Machida's "pedestrian-only zone". The survey
in the Machida district asked pedestrians who were in the mall to evaluate their feelings
toward these delivery vehicles that were entering. The results showed that even though
the number of delivery vehicles that entered the area was small, most pedestrians (75%)
still did not like the idea of trucks mixing with people (Figure 12).
Because plans for increasing a district's appeal differed accordingly, it was clear thatmeasures for improving deliveries would likewise be different.

MEASURES FOR DEALIG WITH DELIVERIES I THE TMR
According to the survey on deliveries conducted as part of the TMR's transportation
plan; the implementation of measures dealing with deliveries will be essential in the
future. Three things that should be addressed in planning for these measures are:
1) Plans should properly evaluate problems arising from deliveries
2) Plans should adopt suitable measures according to the type of problem
3) Plans should aim to build a consensus among the major concerned parties while
putting these measures into practice.
A report, combining the results of the survey and ideas for dealing with deliveries wasmade public.
Through a quantitative analysis of the logistics survey, the structure of logistics
problems in city planning was analyzed. The report said the measure together at each of
three main activities referred relationship between deliveries and local issue (figure 4).
It concluded by summarizing the various policies into the following three measures(figure 14):1) Measures to reduce the amount of delivery vehicle traffic.
 Consolidation, traffic inflow controls, etc.
2) Measures to secure parking for delivery vehicles on streets.
 Provision of parking spaces for loading and unloading Time-sharing between passenger cars and delivery vehicles
3) Measures to improve the transport of goods between delivery vehicles and their finaldestinations.
 Separation of goods and pedestrian movements, etc.
These measures intend to separate delivery traffic from other types of traffic, throughthe use of control and efficient management of space, time and other demand measures.

Study of Delivery Distribution by Tokyo Metropolitan Freight Survey 13

The report provides numerous options and recommendations on how to deal with the
problems of deliveries. Furthermore, the measures were organized according to type of
logistics-related problems faced by a particular area. In doing so, the report helps assistcity planning officials in the selection of appropriate measures according to local
characteristics.
Problmes

Traffic

Reduction of parking
space in the district

Poor accessibility

Deterioration of
local amenities

PeoplePedestrian

BicycleLack ofSidewalkBus

Reduction ofRoad Width

Goods

Car

Truck

High Traffic
Density

Poor
Accessibility

Poor
Accessiblity

Lack ofparking
space

Abandoned
bicyles

Difficulty of moving freely in
districts
Decreasesidewalk
space
Pathes ofpedestrianand goods

Blook spaces ofbus stop
Lack ofparking
speaceIncreaseparking at roadside
Inefficient
goods
conveyance

Lack of Parking Lotsfor loadong & unloading

Generating driving
looking of parking lots

Unsafe andUncomfortablecondition for
Pedestrian

Concentration ofDelivery Trucks

Parking at road side

Goods
conveyance

Measures for reducing theamount of delivery truck
traffic

Measures to secure parking
for delivery vehicles onstreets

Measures to improve thetransport of goods between
delivery vehicles and their
final destinations

・Space control

・Space control

・Time control

・Time control

・TDM

・TDM

・Space control
・Time control
・TDM

Source: Guideline of delivery distribution on TRM(2006)

Figure 14. Types of measures for dealing with logistics problems in particular areas

Typical Examples of Policies for Dealing With Deliveries
Figure 15, figure 16, figure 17 and figure 18 are example of measure to use of control
and efficient management of space.
Figure 15,case of a, a comprehensive pilot program was undertaken in Tokyo's
Shibuya-ward in order to alleviate traffic congestion in the area. By narrowing lane
widths, new loading and unloading parking spaces were created on one side of the road.
Figure16-17,case of b, it is also necessary to consider it to the size so that the delivery
vehicle may use loading/unloading space.

14

City Logistics Va) Example of developing new parking spaces for delivery vehicles by changing the number of lanes
and lane width (Shibuya-ward, Pilot program around Shibuya Station).
 A comprehensive pilot program was undertaken in Tokyo's Shibuya-ward in order toalleviate traffic congestion in the area.
 As a result of the policy, cars were able to travel faster and delivery trucks were able to park on thestreet in a more reasonable manner.
 Methods, which clearly proved to be effective through this trial, were put into effect throughout thecity.
【Before】【After】

BUS

BUS

Delivery
Truck

Delivery
Truck

Safety cone

Car

Delivery
Truck

Loading Zone

Car

DeliveryＴｒｕｃｋwidth 6m

○Effect of Measures
Because there is enough spaces, trucks
can now travel 8 km/h faster than before.

width 6m

Figure 15. How road space was secured in Shibuya
Source: Guideline of delivery distribution on TRM(2006)

Figure-16

Height length 2.1m

Height length 3mb) Promoting provision of obligatory loading areas as part of building redevelopment projects (e.g.
Chiyoda-ward, New maru Building) Many older buildings in Japan have underground parking lots with ceilings which are too low fordelivery vehicles to be able to enter.
 With the Maru building's reconstruction in 1999, paths and parking structures were made higher andbroader enabling delivery vehicles to enter.

Figure-17

Figure 16. Example of loading space envisioned for 4-ton class delivery vehicle
Figure 17. Example of Building in Marunouchi area which has not provided adequate heightSource: Guideline of delivery distribution on TRM(2006)

Study of Delivery Distribution by Tokyo Metropolitan Freight Survey 15c) Example of new route built exclusively for transporting goods from delivery trucks (e.g. Dallas,
Texas, transport route connecting truck terminal located underground) In Dallas, goods for any of six adjacent buildings can be unloaded in the truck terminal built
beneath the park (with a total floor space of approximately 50 ha). In Japan, this type of truck
terminal is still rare.

Source: Guideline of delivery distribution on TRM(2006)
Figure 18. Passage between truck terminal and buildings

REMARKSIn Japan, very few cities take into account logistics aspects in urban and transport
planning. However, measures to improve logistics are fundamental in most areas toenhance transport safety and local conditions and amenities.
The quantitative analysis of the survey clarifies the necessity of recommending
measures to improve the procedure and conditions of local delivery. We shoe one
method to recognize actual and problem of deliveries, using Tokyo Metropolitan Freight
Survey. The deliveries were related with a various type of transportation in CBD so thatit may be clear that there are relationships among three main activities.
Therefore, it is important to develop deliveries measure in corporation with the players
in order to improve the urban traffic. When deliveries measures come to reality, wemust consider a wide method of situation not only deliveries measures but also otherplanning, such as constructing building, constructing road, traffic control, etc.
And we very much appreciate that Dr.Jun Castro(in University of Philippine.) help us.

REFERECES
A study of delivery distribution in the central area by Tokyo Metropolitan Freight
Survey, Shimizu,Hagino,Iino. The Infrastructure Planning No.24,
Guideline of delivery distribution on TRM Transportation Planning Committee of
TRM(2006)