CITYLOG SUSTAINABILITY AND EFFICIENCY OF CITY LOGISTICS Grant Agreement number: 232756 Funding Scheme: Small or medium-scale focused research project Start date of the contract: 01/01/2010 Project website address: www.city-log.eu
D1.1 Trends of urban logistics in Europe 27 Main author
Lina Konstantinopoulou
Company
ERTICO – ITS EUROPE
Contact
[email protected]
Date of issue: 30.03.2010 Status: Final
Project coordinator Saverio Zuccotti CENTRO RICERCHE FIAT S.C.p.A. Strada Torino, 50 10043 Orbassano (TO) – Italia Tel.: +39.011.9083.948 Fax: +39.011.9083.083
[email protected]
Authors Name
Company
Lina Konstantinopoulou
ERTICO – ITS EUROPE
Sébastien Mure
ERTICO - ITS EUROPE
Hans Quak
TNO
Jean-Baptiste Thebaud
Interface Transport
Mauro Dell’Amico
ICOOR
Marie-Claude Nicolas-Bauer
Gran Lyon
Margherita Banzi
Interporto
Massimo Raso
Regione Piemonte
Wim Deloof
TNT
Saverio Zuccotti
(C.R.F. SCPA)
Amendments Date of issue
Description
16/03/2010
Pre-final version
30/03/2010
Final version
Applicable documents Description None
Acknowledgement Description I would like to thank all the WP1 partners for their contribution to this deliverable.
Acronyms Acronym
Description
CITYLOG
Sustainability and efficiency of city logistics
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Table of contents 1.
Executive summary ..............................................................................................6
2.
Introduction .......................................................................................................8 2.1.
Concept and rationale of urban logistics ..............................................................8
2.2.
Defining urban logistics...................................................................................8
2.3.
Urban freight Actors ......................................................................................9
2.3.1.
Express Courier operators..........................................................................9
2.3.2.
Freight villages..................................................................................... 10
2.4.
2.4.1.
Energy use .......................................................................................... 11
2.4.2.
Emissions ............................................................................................ 11
2.4.3.
Noise ................................................................................................. 12
2.5.
3.
Social aspects of urban freight ........................................................................ 12
2.5.1.
Safety and accidents issues ...................................................................... 12
2.5.2.
Contribution of freight transport to urban congestion ..................................... 12
Policy and legal developments affecting city logistics .................................................. 13 3.1.
Urban freight logistics from a Legal framework perspective .................................... 13
3.1.1.
Interregional co-operation programme INTERREG IVC ...................................... 13
3.1.2.
Urban transport in FP7 ........................................................................... 13
3.1.3.
LIFE+ ................................................................................................. 14
3.1.4.
URBAN II Programme .............................................................................. 14
3.1.5.
Intelligent Transport System action plan ..................................................... 15
3.1.6.
Freight Transport Logistics action plan........................................................ 15
3.1.7.
CIVITAS Initiative .................................................................................. 16
3.1.8.
Road Pricing for Heavy goods Vehicles ........................................................ 16
3.1.9.
BESTUFS ............................................................................................. 16
3.2.
4.
Environmental issues .................................................................................... 11
Urban logistics from a policy framework perspective ............................................ 17
3.2.1.
Potential urban policy measures and instruments........................................... 17
3.2.2.
Vehicle time, weight and size regulations .................................................... 18
3.2.3.
Environmental zones .............................................................................. 19
3.2.4.
Night deliveries .................................................................................... 19
3.2.5.
Lorry lanes .......................................................................................... 19
3.2.6.
Impacts of urban transport ...................................................................... 19
3.2.7.
Role of government/policy-makers ............................................................ 23
ITS and urban logistics ........................................................................................ 25 4.1.
Urban logistics - city best practices .................................................................. 26
4.1.1.
London............................................................................................... 26
4.1.2.
Lyon .................................................................................................. 27
4.1.3.
Berlin ................................................................................................ 29
4.1.4.
Regione Piemonte ................................................................................. 30 CITYLOG
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4.1.5.
Environmental loading point for inner city delivery - Bremen (Germany) .............. 33
4.1.6.
New goods distribution scheme - Krakow (Poland) .......................................... 33
4.1.7.
Urban transhipment centre - Norwich (United Kingdom) .................................. 34
4.1.8.
Satellite based traffic management for SME’s – Malmö (Sweden) ........................ 34
4.1.9.
Priority access for clean goods vehicles - Norwich (United Kingdom) ................... 35
4.1.10. Development of Strategic Freight Holders Club in Urban Areas - Norwich (United Kingdom) 36 4.1.11.
Goods delivery to Park & Ride Sites - Norwich (United Kingdom) ........................ 36
4.1.12.
Clean urban logistics – Toulouse (France) ..................................................... 37
4.1.13.
New goods distribution scheme – Burgos (Spain) ............................................ 38
4.1.14.
Freight Partnership - Preston (United Kingdom) ............................................. 39
4.1.15.
Clean Urban logistics – Venice (Italy) .......................................................... 40
4.1.16.
City Centre Distribution - Groningen (The Netherlands) ................................... 41
4.1.17.
Cargo by electro bicycle transporter – Berlin (Germany) .................................. 42
4.1.18.
Distribution Plan for the City Centre - Utrecht (The Netherlands) ....................... 42
4.1.19.
Efficiency and cleaner air through freight pilot - Bremen (Germany) ................... 43
4.1.20.
Enlarged goods distribution scheme – Genoa (Italy) ........................................ 44
4.1.21. Goods delivery by cargo tram: efficient, clean and safe - Amsterdam (The Netherlands) .................................................................................................... 45 4.1.22. Incentives for improving the load rate in inner-city freight distribution - Gothenburg (Sweden) 45
5.
4.1.23.
New concepts for the Distribution of Goods – Barcelona (Spain) ......................... 46
4.1.24.
INVENT/VTML (Germany) ........................................................................ 47
4.1.25.
Urban Distribution Area « Espace de Livraison de Proximité » - Bordeaux (France) .. 47
4.1.26.
Marking routes for smooth freight and city logistics – Tallinn (Estonia) ................. 48
4.1.27.
Widening the environmental zone for vehicles over 6 tons – Prag (Czech Republic) .. 48
4.1.28.
Efficient Goods distributin - Ústí nad Labem (Czech Republic) ........................... 49
4.1.29.
Efficient Goods Distribution - Iasi (Romania) ................................................. 49
4.1.30.
City Logistics Strategic Plan – Ploiesti (Romania)............................................ 49
4.1.31.
Freight delivery restrictions – Zagreb (Croatia) .............................................. 49
4.1.32.
Integrated freight policy development - Ljubjana (Slovenia) ............................. 49
4.1.33.
Sustainable Freight Logistics -Ljubjana (Slovenia) .......................................... 50
Potential urban freight solutions ............................................................................ 51 5.1.
Introduction .............................................................................................. 51
5.2.
Logistical solutions ...................................................................................... 51
5.2.1.
Cooperation between companies ............................................................... 51
5.2.2.
Routing improvements............................................................................ 52
5.2.3.
Consolidation centre .............................................................................. 52
5.2.4.
Load units ........................................................................................... 53
5.2.5.
Intermodal / modes of transport / underground systems .................................. 54
5.3.
Policy solutions .......................................................................................... 54 CITYLOG
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5.4.
Technological solutions ................................................................................. 55
5.4.1.
Vehicle technology solutions .................................................................... 55
5.4.2.
IT solutions ......................................................................................... 56
6.
Vision of future city freight transport and Conclusion .................................................. 57
7.
References ...................................................................................................... 59
8.
Urban logistics research (annex) ............................................................................ 61 8.1.1.
State of the Art from European (EC) Projects ................................................ 61
List of figures Figure 1 - City Logistics (source: Transman Consulting) ........................................................8 Figure 2 - Cross-comparison of reported impacts of single measures (source: NEA) .................... 21 Figure 3 - Impact of Policy Measures ............................................................................. 22 Figure 4 - Typologies vs. Supply side vs. demand side ........................................................ 23 Figure 5 - Berlin urban road Situation ........................................................................... 29 Figure 6 - Three solution directions in urban freight transport (Quak, 2010) ............................ 51 Figure 7 - Impression of transfer of stadboxes at the city border from large to small vehicle ........ 54 Figure 8 - NOx and OM10 emission standards for diesel cars (Euro-standards) ........................... 55
List of tables Table 1 - State of the Art of European Projects ............................................................... 70
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1. Executive summary
The CITYLOG concept aims at making a significant breakthrough in urban freight transport. The objective of this deliverable is to provide an analysis of the trends of urban logistics in Europe, taking into account several EU city best practices. Urban Logistics is the part of the supply chain process that plans, implements and controls the efficient, effective flow and storage of goods, services and related information from the point of origin to the point of consumption in order to meet customer’s requirements. This supply and collection processes are crucial for the economic well being of a city while on the other hand, related environmental problems like exhaust and noise emissions and the issue of the safety for pedestrians reduce the quality of life. Recently urban freight transport has become an important social issue in terms of the increasing level of traffic congestion, negative impacts on the environment, traffic safety and accidents as well energy consumption. The situation is getting worse by currents trends in supply chain organisation (e.g. just in time delivery, fragmentation of loads) which have led to an exponential increase in the number of freight emissions, especially for small parcels that are often carried by empty transport vehicles. On one hand, the EU policy and legislation relevant to urban mobility has been developed with significant funding provided through the Structural and Cohesion Funds. On the other hand, city authorities and municipalities try to solve the problems by managing urban freight delivery operations by different measures. The concepts of city access restrictions have gained importance regarding prevention of city centres against the negative effects of urban freight transport. Many cities have introduced various different types of access control schemes. Well known ones, the London Congestion charge or the environmental Zone schemes in Scandinavia. Access control schemes aim to restrict certain types of traffic from entering predefined areas during specific time periods (time restrictions / time delivery windows, weight and size regulations, environmental zones, night deliveries and Lorry lanes). In Lyon, two administrative levels (Ville de Lyon and Grand Lyon) are working together to improve air quality and management of traffic, especially targeting heavy duty vehicles, by means of: The Plan Climat (Climate Plan), on Grand Lyon and The Plan Bruit (Noise Plan), on Grand Lyon. Other cities include Berlin (cargo by electro bicycle transporter), Regione Piemonte, Bremen (with the environmental loading point for inner city delivery and efficiency and cleaner air through freight pilot), Krakow (with the New Goods Distribution Scheme), Norwich (with the Urban Transhipment Centre, the priority access for clean goods vehicles, the development of Strategic Freight Holders Club in urban areas and the goods delivery to park and ride sites), Malmö (satellite based traffic management for SME’s), Toulouse (clean urban logistics), Burgos (New Goods Distribution Scheme), Preston (freight partnership), Venice (Clean Urban Logistics), Groningen (city centre distribution), Utrecht (Distribution Plan for the City Centre, Genoa (enlarged goods distribution scheme), Amsterdam (goods delivery by cargo tram), Gothenburg (incentives for improving the load rate in inner-city freight distribution), Barcelona (new concepts for the distribution of goods), the VMTL project in Germany and finally Bordeaux (urban distribution area) and Eastern European cities. However, in many countries, urban freight logistics are dealt at a local or regional level, resulting in a lack of consistency among local or regional measures. The EU can stimulate authorities at local, regional and national level to adopt the long-term integrated policies that are very much needed in complex environments. Agreement among all stakeholders especially support from the private sector, is necessary in developing a feasible a practical policy vision.
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It is obvious that all of these key stakeholders (Shippers, Freight carriers, Residents, Administrators) follow different goals and have therefore different user needs and requirements, too. By and large local authorities and residents share some of their problem views regarding externalities like accidents, congestion, noise, air pollution, vibrations, etc caused by Lorries and small delivery vehicles. These impacts of road (freight) transport are felt to reduce the quality of life and the urban environment substantially. Shippers and Freight carriers have a completely different point of view. By definition members of these two groups have the goal to deliver/receive goods as cheap as possible to maximize their own profits within a given regulatory framework and a given transport infrastructure. Their priorities are therefore to remove costly obstacles, which hinder them to deliver faster and cheaper without taking into consideration externalities. The congestions caused by trucks, vans and hindrances by loading goods vehicles, are often substantially negatively contributing to air pollution, noise and vibrations in sensitive living areas. The accidents of trucks and vans have often serious consequences on human life and damage to goods. By consequence a policy measure has a positive (or negative) effect for one part of the transport chain, but also a negative (or positive) one for the other part. The general effect (positive or negative) is not always clear. Policy makers should by consequence consider the influence of a policy measure on both transport flows. A Cost Benefit Analysis could clarify the general effect of a policy measure. Eventually, there is a lot at stake concerning the organization of urban transport. One should think of structural decisions which avoid jeopardizing the economic future of cities. The economic and financial aspects of urban freight transport especially concern carriers, since the carriers make money in urban freight transport. Other stakeholders are also involved, but due to lack of transparency in transport cost, receivers (e.g. shop owners, retailers) and shippers do usually not notice the economic and financial aspects of urban freight transport. Because most impacts of urban freight transport are not (explicitly) expressed in monetary values (e.g. internalizing external costs for pollution, or other nuisance) the economic and financial aspects for governments are limited to cost for establishing and enforcing policy restrictions, such as vehicle restrictions, low emission zones and time-windows. Next cost for damaged (historical) buildings and infrastructure can also be mentioned as economic and financial aspects of urban freight transport for (local) authorities. This document is also looking at the results and know how produced in a number of past and present national and EU projects related to CITYLOG and takes the next step towards an optimised urban freight transport. Moreover, it finally addresses three potential urban freight solutions which if they are combined in a right way can improve the sustainability and efficiency of city logistics: i.e. logistical solutions, policy solutions and technological solutions. This document closes with a vision of future city freight transport.
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2. Introduction
2.1. Concept and rationale of urban logistics In Europe about 80% of the population is living in urban areas and the economy and industrial production is also concentrated on urban areas. This leads to a high potential for urban freight transport. Due to the high density of settlement within urban areas and the limited space and infrastructural resources, and existing environmental restraints urban freight transport has to cope with many difficulties. Urban freight transport and logistics operations are concerned with the activities of delivering and collecting goods in town and city centres. These activities are often referred to as ‘city logistics’ as they entail the processes of transportation, handling and storage of goods, the management of inventory, waste and returns as well as home delivery services.
2.2. Defining urban logistics City Logistics is an integrated approach for urban goods distribution based on the systems approach. It promotes innovative schemes that reduce the total cost (including economic, social and environmental) of goods movement within cities. By definition logistics is that part of the supply chain process that plans, implements, and controls the efficient, effective flow and storage of goods, services, and related information from the point of origin to the point of consumption in order to meet customers’ requirements” With this, transport is a part of logistics, with respect to logistical processes of acquisition and distribution of goods. City logistics incorporates a row of activities – resulting in complicated relationships – between different actors, from production, commerce and supply of different clients and inhabitants, who appear in form of inner urban goods transport, or distribution of interurban freights, fulfilling a substantial contribution to economy, city life and operation (see Figure). The frame for city logistics is given by local and regional economy, the transport infrastructure, the surrounding environment, legal and regulatory conditions.
Figure 1 - City Logistics (source: Transman Consulting)
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2.3. Urban freight Actors Depending on the source used different sets of key actors in the freight transport system are involved. In (Taniguchi et al. 2001) four groups of key actors are identified: •
Shippers (manufacturers, wholesalers, retailers);
•
Freight carriers (transporters, warehouse companies);
•
Residents (consumers);
•
Administrators (national, state and city level).
It is obvious that all of these key actors follow different goals and have therefore different problem views, too. By and large local authorities and residents share some of their problem views regarding externalities like accidents, congestion, noise, air pollution, vibrations, etc caused by lorries and small delivery vehicles. These impacts of road (freight) transport are felt to reduce the quality of life and the urban environment substantially. Shippers and Freight carriers have a completely different point of view. By definition members of these two groups have the goal to deliver/receive goods as cheap as possible to maximize their own profits within a given regulatory framework and a given transport infrastructure. Their priorities are therefore to remove costly obstacles, which hinder them to deliver faster and cheaper without taking into consideration externalities. The congestions caused by trucks, vans and hindrances by loading goods vehicles, are often substantially negatively contributing to air pollution, noise and vibrations in sensitive living areas. The accidents of trucks and vans have often serious consequences on human life and damage to goods. 2.3.1.
Express Courier operators
The express delivery service (time definite and next day) is undoubtedly the one which has the highest added value. It differentiates express courier efficiency from other transport sector and logistic service operators. These services can only be supplied with precise, standardised procedures and respect for times in each stage. Thus express couriers need to collect and deliver in the same time bracket and at the same time in all the linked cities. It should be possible for them to move freely around the area at all times. However, this need clashes with the ever-increasing tendency of regulating the access to certain geographical areas, typically town centres or the historical centres of medium-large sized cities. These restrictions are justified by public administrations, which in order to satisfy citizens’ needs, strive to reduce traffic congestion by making these areas more liveable and lowering the environmental impact generated by circulating vehicles. It is obvious that these restrictions hamper network scheduling and optimisation process carried out continuously by each single express courier: they are a critical element in their value chain. We also need to highlight how the lack of European and national legislation regulating Limited Traffic Areas causes a deformed scenario all over Europe and even within each country, thus making it difficult to standardise the network and somewhat deforming free market competition. Starting with the consideration that limits are justified by reasons put forward by local authorities and considering the legitimate needs of citizens and those living in historical centres to live in a less congested, polluted environment, the obvious problem is the rigidity of certain regulations which, in some cases, ban traffic altogether. However, we can show that citizen protection objectives can be pursued without necessarily imposing limits to express courier operations; limits which lead to a loss of affluence for all their company clients. It is well-known that urban mobility is the main cause for town congestion: between 2002 and 2008 this registered a 48.2% increase in the overall number of passengers with a 64% incidence on use of own vehicle (car). On the other hand, goods transport in town centres is carried out directly 53% of the time, thus inefficient as it tends to increase the number of vehicles circulating, and only 47% through third parties, a way that could optimise vehicle loads thus reducing the circulating fleet. Overall, limiting express courier circulation, just a small part of those operating for others, has a limited impact on congestion but, on the contrary, generates heavy losses in the well-being of all company clients relying on speed and high added value services offered. CITYLOG
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Therefore it is possible to identify some policy measures which enable local authorities to pursue their citizen protection goals without affecting express courier operations. In this direction, the first obstacle to be removed is the total difference in regulations in force from town to town with a negative impact on the operating practice and procedures of transport operators, like express couriers, operating all over the country at the same time. Without decreasing the powers of local authorities, it would be desirable to identify the basic principles that each single town council should adhere: •
guarantee access to express delivery services at certain times (usually 8-12 and 14-18), needed to be able to carry out their high added value delivery services efficiently in the next day segment, acknowledging the public service function that express couriers rightly carry out; o
•
•
by restricting the windows of operations too much (e.g. only from 9-11), the local and/or central economy will be weakened, because delivering in the city centres will become more expensive (and less efficient, resulting in even more vehicles in the same time window) and these extra costs will in the end be recharged to the final customer. This means that it becomes more interesting for the customer to go to places outside of the city centre and leading to shops and companies moving away from the city centres.
guarantee minimum ecological standards needed to circulate with no blockage; o
many town council regulations already go in this direction, but with different standards (euro5, hybrid cars, electric cars, etc.), thus causing, yet again, a highly fragmented regulation context of no support to those, like express couriers who, operating all over the country, could lever on the high scale to make new investments.
o
one needs to consider sustaining transport operator vehicle fleet renewal through incentives similar to those in force for normal citizens. This measure, in a car sector crisis moment like this, could have a positive impact on re-launching the sector.
increase collaboration with logistics operators to implement innovative concepts o
by working together on new innovative concepts public entities and logistics operators can more easily reach their targets of sustainability for the coming years (e.g. TNT like other express couriers has set target to reduce emissions with 45% by 2020.
o
using stimulating measures like:
formalise and reduce number of city distribution centres (CDC), making use of existing ones already used by Courier Express companies
management of transhipment areas close to city centres
street managers
Define minimum number of stops/volumes for logistic operators to enter city centres.
Alternatively, a compromise based on congestion charge (see the London experiment and the recent Milan city-pass) could be considered. However, without forgetting difficulties implicit in a system of that kind, from both a management point of view and social well-being goals (reduction in congestion and pollution) which local authorities mean to promote. A congestion charge could work correctly from a social point of view if configured as a Pigovian tax, i.e. where revenue is fully reinvested in activities and infrastructures needed to meet congestion and pollution reduction targets causing said tax to be applied (for example increasing the public transport service, new interchange car parks, infrastructures facilitating circulation of electric vehicles). 2.3.2.
Freight villages
In recent years, an enormous concentration process in retail stores has led to the formation of large chain stores. The rational profit of these enterprises is, among other things, the optimised logistical processes. The use of goods distribution centres, with reference to these large chain stores, is quite modest, currently comprising approximately three-fourths of receivers in European cities. The CITYLOG
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distribution centres of these enterprises, whose assignment is the concentration, as well as the deconsolidation and warehousing of shipments, correspond to the function of goods distribution centres. In this respect, the large chain stores do away with the basic problem of freight transport in downtown areas by integrating these logistical processes into their own system. The issue of freight transport in downtown areas cannot be reduced to the distribution problem in city centres by itself. Goods distribution centres fail directly because they only offer the start of a solution to this problem. Other difficulties, such as deconsolidation, warehousing, mid length and long-distance transport, or transhipment, are not addressed. For this reason, a comprehensive solution for freight transport problems is sought by providing freight transport centres. Freight villages (freight transport centres) are industry zones with the best connections to the transport network, where freight transport intensive enterprises, such as distribution companies and logistics service providers, are established. Ideally, they have the equipment for the transhipment between different transport modes. The idea of freight transport centres is based on the use of synergies between established transport services. Through this, the infrastructure organisation can be optimally exploited and different general services can be offered cost-effectively. The potential for savings presents itself consequently through cost-saving transhipment at small terminals and through the direct delivery of goods within freight transport centres, whereby the expensive road sections of the route are no longer necessary.
2.4. Environmental issues In the twenty seven member states of the European Union (EU-27), the commitment to the Kyoto treaty drives Energy and Transport policy and practice. Kyoto gave prime motivation to the European Commission (EC), the executive arm of the EU. This is combined with the ‘Gulliver’ effect, a scenario of an EU giant held down by its reliance on imported energy; 49% in 1998, forecasted to rise to 71% by 2030 without intervention. These two key arms of energy policy lead to derived transport policies that affect cities and freight. 2.4.1.
Energy use
Energy use is an important indicator to determine the effects on the environment. This can be measured by the fuel consumption by each vehicle type in general and for urban freight and the opportunities for alternative fuel types. Fuel consumption varies considerably depending in the type of traffic, roads, driving behaviour, etc. The EU is committed to reducing emissions of six greenhouse gases to the 1990 base level, less 8% by 2008-2012. Without intervention the EU will fail to meet its Kyoto obligations, especially in the area of CO2 emissions where the same sources show emissions by 2030 at +22% higher than the 1990 base. Various policies are either in place, being discussed or being reviewed. Primarily for transport these are the promotion of renewable energy from 6% to 12% of total energy sources used, particularly to 20% of fuel sources for transport, and decoupling transport growth and economic growth. 2.4.2.
Emissions
In order to reduce environmental impacts of emissions from diesel powered distribution vehicles, vehicles running on alternative fuels have been developed. These alternatives include hybrids (diesel and electric), CNG (compressed natural gas) and fuel cells. One of the major problems in cities caused by urban freight transport is the pollution from exhaust emissions. The result of the combustion of diesel fuel in an internal combustion engine of a vehicle is the production of gaseous emissions which include among others, Carbon Monoxide (CO), Carbon Dioxide (CO2), Nitrogen Oxides (NOx) and Particulate Matter (PM). Carbon Monoxide is a toxic gas which results from an incomplete combustion of diesel. High concentrations can be lethal, small concentrations can result in cardiovascular disorders and the corrosion of the respiratory tract. Carbon Dioxide is one of the gaseous pollutants that is a major contributor to the greenhouse effect. Nitrogen Oxides can be divided into two principal compounds: Nitrogen Monoxide (NO) and Nitrogen Dioxide (NO2). The NOx emissions of vehicles are emitted at a rate of about 95% as NO. The atmospheric reaction with oxidants like Ozone (O3) during the dispersion and transportation process produces significant NO2 concentrations. NO2 is of major interest in terms of health effects; the corrosion of the respiratory tract, while the NO shows no significant effects on human beings in the concentration levels normally observed in road transportation. However, the exhaust of NOx emissions will result in the CITYLOG
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souring which affects historic buildings in cities. Particulate Matter (PM) or particulates originate mainly from diesel and consist of a solid core of elementary carbon onto which a wide variety of organic compounds and oxides such as sulphates adhere. In order to reduce heavy goods vehicle emissions, the European Union designed emission standards for all vehicles called the EURO norms. These standards indicate the legal limit of CO, NOx and PM emissions. In addition to these norms some countries have additional requirements. For instance, Sweden has made a mixture of 5% clean bio fuels in all the fuels obligatory. The Euro-norm, which can be expected by 2010, will include a 5, 75 percentage of bio-fuels in all fuels. 2.4.3.
Noise
Urban freight deliveries produce a significant amount of noise in a city; not only from the engine and tyre noise, but also the sound of (un)loading of goods can be very obtrusive. Depending on different traffic conditions and type of roads, on average the emissions of LGV and HGV are 2-10 times higher than passenger cars (a weight of 2 indicates +3 dB on average levels).
2.5. Social aspects of urban freight 2.5.1.
Safety and accidents issues
Safety is a very important topic in urban freight transport. Goods vehicles are seen as hazardous entities in the urban environment. With increasing freight transport activity the problem of safety and accidents could be expected to become more important than it is in the existing literature. The issues seem to be especially significant in urban areas where pedestrians might be thought to be particularly at risk from freight vehicles. However on the other hand, Lorries have the lowest involvement in pedestrian casualty accidents and far more people are killed and injured in car accidents than those involving a lorry. Closely related to the problem of safety in freight transport is the economic cost of accidents. It is considerable and consists of (Ogden, 1992): •
delay cost;
•
Accident cost including fatality costs and those related to injury and property damage;
•
Increased vehicle operating costs associated with more congested traffic flow conditions caused by the accident;
•
clean-up costs incurred by public agencies and private organisations.
2.5.2.
Contribution of freight transport to urban congestion
Heavy Goods Vehicles (HGVs) and Commercial Vehicles (CVs) engaged in logistics work (including services, utilities and waste) are usually assumed to have a different rate of flow; HGVs are typically less manoeuvrable and may be limited to a lower speed (e.g. as in the UK) and CVs make frequent stops to load and unload, often on-street in main thoroughfares where private car parking would not typically be allowed. Changes in urban congestion resulting from movements of such vehicles are, according to recent data from a 2003 study for OECD, predominantly related to an increase in the operation of lighter vehicles rather than to an increase in the operation of HGVs. Interestingly, techniques directed at reducing urban congestion have often tended to focus on goods vehicles and therefore work to try and homogenise the flow of traffic, whether by removing slow moving vehicles from cities or by adapting their operational characteristics.
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3. Policy and legal developments affecting city logistics
3.1. Urban freight logistics from a Legal framework perspective Urban transport systems are integral elements of the European transport system and as such an integral part of the Common Transport Policy under Articles 70 to 80 EC Treaty. In addition, other EU policies (cohesion policy, environment policy, health policy, etc.) cannot achieve their objectives without taking into account urban specificities, including urban mobility. In recent years, EU policy and legislation relevant to urban mobility has been developed. Significant funding has been provided through the Structural and Cohesion Funds. EU-funded initiatives, often supported by the Framework Programmes for research and technological development, have helped to develop a wealth of innovative approaches. EU-wide dissemination and replication of these approaches can enable public authorities to achieve more, better and at lower cost. 3.1.1.
Interregional co-operation programme INTERREG IVC
The Interregional co-operation programme covers all EU-Member States, Norway and Switzerland, under the European Territorial Co-operation objective, co-funded by the European Regional Development Fund (ERDF). The European Commission approved an EU-wide co-operation programme on 11 September 2007 for the period 2007-2013. The official name of the programme is: "Interregional co-operation programme INTERREG IVC". This programme involves Community support for all EU Member States under the European Territorial Co-operation objective. The total budget is around EUR 400 million, of which the ERDF provides EUR 320 million. Many regions in Europe are facing similar challenges related to e.g. globalisation, demographic change, energy supply and climate change. With the "Interregional Cooperation Programme INTERREG IVC", the EU provides regions with a framework for the exchange of experiences between regional and local institutions from different countries in the EU27, Norway and Switzerland on these issues. This takes the form of projects in which partners build on their respective experience to develop approaches and instruments that improve the efficiency and effectiveness of regional development policies and contribute to economic modernisation. The programme is structured around two thematic priorities contributing to the Union's strategy for growth, jobs and sustainable development. Priority 1 addresses innovation and the knowledge economy, focusing mainly on innovation, research and technology development, entrepreneurship and Small and medium enterprises (SME), the information society, employment, human capital and education. Priority 2 targets environment and risk prevention, such as natural and technological risks, water management, Waste prevention and management, biodiversity and preservation of natural heritage, energy and sustainable transport, cultural heritage and landscape. 3.1.2.
Urban transport in FP7
Framework Programme 7 is the new main financial tool through which the European Union supports research and development activities covering almost all scientific disciplines. The FP is proposed by the European Commission and adopted by Council and the European Parliament following a codecision procedure. It has been proposed for FP7, however, to run for seven years. It will be fully operational as of 1 January 2007 and will expire in 2013. It is designed to build on the achievements of its predecessor towards the creation of the European Research Area, and carry it further towards the development of the knowledge economy and society in Europe. The proposed Seventh Framework Programme will be organised in four programmes corresponding to four basic components of European research: Cooperation CITYLOG
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Support will be given to the whole range of research activities carried out in trans-national cooperation, from collaborative projects and networks to the coordination of national research programmes. International cooperation between the EU and third countries is an integral part of this action. Ideas This programme will enhance the dynamism, creativity and excellence of European research at the frontier of knowledge in all scientific and technological fields, including engineering, socioeconomic sciences and the humanities. This action will be overseen by a European Research Council. People This programme focuses on a quantitative and qualitative strengthening of human resources in research and technology in Europe by putting in place a coherent set of Marie Curie actions. Capacities The objective of this action is to support research infrastructures, research for the benefit of SMEs and the research potential of European regions (Regions of Knowledge) as well as to stimulate the realisation of the full research potential (Convergence Regions) of the enlarged Union and build an effective and democratic European Knowledge society. FP7 presents strong elements of continuity with its predecessor, mainly as regards the themes which are covered in the Cooperation Programme. The themes identified for this programme correspond to major fields in the progress of knowledge and technology, where research must be supported and strengthened to address European social, economic, environmental and industrial challenges. The overarching aim is to contribute to sustainable development. The nine high level themes proposed for EU action are the following: Energy •
Environment (including climate change)
•
Transport (including aeronautics)
•
Socio-economic sciences and the humanities
•
Security and Space (according to the Council's agreement of July 2006, the area of \'security and space\' would be split into two separate themes)
3.1.3.
LIFE+
Since the current LIFE III programme finished at the end of 2006, the Commission adopted in September 2004 a proposal for a future programme, LIFE+, which runs from 2007-2013. The LIFE+ (LIFE Plus) programme will replace the LIFE III programme. Under LIFE+ the current environment and nature components will be continued and a new strand focusing on information and communication will be added. LIFE+ will focus on combating climate change and the decline in Europe's biodiversity, promoting health and quality of life, and the sustainable management of waste and natural resources. 3.1.4.
URBAN II Programme
Urban II programmes are based on the Guidelines drawn up by the European Commission. The programme supports innovative development models for the economic and social regeneration of urban areas, by financing projects in a series of fields - including the development of environmentally friendly public transport. The measures set out in each programme are selected and implemented through a broad partnership involving all the parties concerned. The European Regional Development Fund (ERDF) may finance up to 75% of the total cost of a programme if the urban area is a region whose development is lagging behind (Objective 1), and up to 50% elsewhere. In cash terms, the European contribution ranges between EUR 3.5 million and EUR 15 million. One of the most exciting features of URBAN II is the provision for exchange of good practices across Europe. This is the subject of a specific programme: the "European Network for Exchange of Experience", or "URBACT".
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3.1.5.
Intelligent Transport System action plan
In its Intelligent Transport System (ITS) Action Plan, the EC is trying to accelerate and coordinate the deployment and use of ITS applications and services for road transport and their connections with other modes of transport, to ensure seamless access and continuity of services throughout the EU. The proposed action plan includes specific measures in six areas: •
Optimal use of road and traffic data
•
Traffic and freight management
•
Road safety and security
•
Integrating ITS applications in the vehicle
•
Data protection and liability
•
European ITS co-ordination
The second item is especially relevant for urban freight transport, since it is clearly targeting the continuity of traffic and freight management ITS services on European transport corridors and in co urbanisations. The actions resulting from these objectives are described as follows: •
Definition of a set of common procedures and specifications to ensure the continuity of ITS services for passengers and freight in transport corridors and in urban/interurban regions.
•
Identification of ITS services to be deployed in support of freight transport (eFreight) and development of appropriate measures to progress from concept to realisation
•
Support for the wider deployment of an updated multi-modal European ITS Framework architecture for intelligent transport systems, and definition of an ITS framework architecture for urban transport mobility, including an integrated approach for travel planning, transport demand, traffic management, emergency management, road pricing, and the use of parking and public transport facilities
•
Implementation of the interoperability of electronic road toll systems
The Commission envisages offering assistance on ITS applications for urban mobility to complement the ITS Action Plan. It will look at, for example, electronic ticketing and payment, traffic management, travel information, access regulation and demand management, and address the opportunities opened up by the European Galileo GNSS system. As a start; the Commission will launch a study on improving the interoperability of ticketing and payment systems across services and transport modes, including the use of smart cards in urban transport with a focus on major European destinations (airport, rail stations). In 2012, the Commission will conduct a review of the implementation of this Action Plan and will assess the need for further action. The directive for the deployment of ITS currently under discussion, will foster the deployment of ITS in Europe by defining priority areas and common actions for the Member States to carry out. Whilst it is not directly addressing the domain of Urban Logistics, the ITS directive will support the availability of real-time traffic information services and logistics ITS services. It is aiming at enabling a more efficient and safer goods transport, among other objectives. 3.1.6.
Freight Transport Logistics action plan
A freight transport logistics action plan has been developed by the Commission to foster the efforts on the logistics sector in Europe, described as strategically important for the European economy, whilst it is responsible for some of its major societal and environmental problems, such as pollution, congestion and oil dependence. This Action Plan is constructed around a number of core applications, namely innovation, simplification, quality, green corridors and the update of the regulatory frameworks. To achieve these overall objectives, a set of actions with dead-lines has been chosen.
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The first action have been dedicated to e-Freight and ITS, an high-level effort that will have obviously a general positive effects for Urban Logistics, even if it is not targeted at it. This action is clearly linked to the ITS Action Plan. The fourth action will be dedicated to vehicle dimensions and loading standards, especially to identify and study the impacts of new options, e.g. with an update of the Directive 96/53/EC. The sixth action is of special interest for CityLog project since it is focusing on urban freight transport logistics, and expresses three precise actions to be carried out: i.
The Commission will encourage the exchange of experiences of representatives of urban areas to help establish a set of recommendations, best practice, indicators or standards for urban transport logistics, including freight deliveries and delivery vehicles. Dead-line: 2008.
ii.
It will make recommendations of commonly agreed benchmarks or performance indicators to measure efficiency and sustainability of delivery and terminals and, more generally, in urban transport logistics and planning. Deadline:2011
iii.
Reinforce the freight part of CIVITAS towards better co-ordination, or integration, between passenger and freight transport, between interurban (long-distance) and urban transport logistics. This can lead to an integrated “CIVITAS Freight”. Deadline: 2010.
3.1.7.
CIVITAS Initiative
Under the CIVITAS Initiative, the Commission co-funds projects which address energy and transport issues in a coherent manner. The initiative is co-financed 50%-50% by the transport and energy themes of the Framework Programmes. The initiative helps cities to achieve more sustainable, clean and energy efficient urban transport systems by implementing, demonstrating and evaluating an ambitious integrated mix of technology and policy-based measures. CIVITAS supports demonstration projects of integrated packages of technology and policy measures in the field of clean and energy efficient urban transport. Each city-led project should combine, in an integrated way, tools and measures from as many as possible of the following categories: increased use of (short/medium term) alternative fuels and clean, energy-efficient vehicles and their integration into the transport system; stimulation of high quality and innovative, energy-efficient collective transport and its integration with other modes; demand management strategies; mobility management; marketing, information and education; safe and secure road infrastructure and means of travel for all users; new mobility services for more energy efficient vehicle use or ownership; less car-dependent lifestyles; energy-efficient urban freight logistics; new concepts for goods distribution; innovative telematics systems for traffic management and traveller services (Galileo applications). City-led consortia, including public and private partners such as transport operators, research institutes and universities, industry, consultants, NGOs, etc. may respond to CIVITAS plus annual calls for proposals. For the previous period the EC contribution to CIVITAS (CIVITAS I, CIVITAS II and CIVITAS Plus) amounted to a total of EUR 180 million. At this moment no further CIVITAS demonstration calls are foreseen during FP7. However, funding opportunities might become available for dissemination and take up actions, including staff exchanges. 3.1.8.
Road Pricing for Heavy goods Vehicles
Road pricing for Heavy Goods Vehicles (HGV) over 3.5 tons is legally possible, but not compulsory in the EU Member-states on all roads since the revision of the so called “Eurovignette directive” (1999/62/EC and revision 2006/38/EC). Before 2006 road pricing was only legally possible for motorways, bridges, tunnels and mountain passes. The adjusted directive also allows tolls for the specific goal of fighting congestion and environmental issues in urban areas. All charges have to fulfil the principle of being non-discriminating. The charge is to be graduated according to emission class (EURO 1-5), which has to be implemented by the member states until 2010. The calculation of the tax must be based on infrastructure based full costs and exclude external cost. Cross-financing is only possible in sensitive areas such as the alpine region. 3.1.9.
BESTUFS
Best Urban Freight Solutions (BESTUFS) is a Thematic Network funded by DG TREN under the Fifth Framework Programme. It is co-ordinated by PTV, with core partners ARRC, NEA, Rapp Trans, and more recently, CDV and Transman. It is not a research action, but a network through which
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practitioners, experts, academics and policy makers can share best practice in the arena of urban freight. These interest groups include: •
Commercial interest groups (shippers, receivers and transport service providers).
•
City administrations and policy enforcement agencies.
•
Civic interest groups, individuals, user groups.
•
On-going projects including demonstrations already involved directly or indirectly at national and European levels.
•
Relevant national and European level directorates for city planning, transport facilities and services.
•
Relevant systems and technology providers.
It started with the year 2000 and ended with the year 2003. In 2003 it was extended to cover the new states that joined on 1st May 2004. BESTUFS II followed in 2004, extending through to 2008. Although not a research activity in EC terms, it performs a secondary research role. It hosts workshops on urban freight themes, publishes the presentations, writes best practice handbooks, makes recommendations and has compiled clustering reports of EU research and demonstration into this area at local, national and EU level. BESTUFS has hosted 20 workshops, 8 conferences, published 24 newsletters, 4 best practice guides, 3 research clustering guides and maintains a website of all this material at: www.bestufs.net.
3.2. Urban logistics from a policy framework perspective Usually the countries do not have a national policy framework to support the cities in establishing urban logistics plan. The cities are trying to implement ideas on their own, but they normally concentrate their few available capacities on planning public transport and cars. 3.2.1.
Potential urban policy measures and instruments
Cities can implement a set of measures and take different policy initiatives on Urban Logistics to tackle the whole issue of city centre traffic and pollution. As mentioned before, it is clear that the current trend is for cities to analyse the local situation, and to act and take measure accordingly. The measures are therefore highly “city-dependant”, and are also sensible to potential changes in the local politics. However, the BESTUFSUFS Good practices guide on Urban Logistics has identified five main objectives that cities are targeting and the set of measures available to achieve it. i. ii.
iii.
Gaining freight industry support for freight strategies and initiatives → Develop and support fright transport partnerships Improving journey time reliability of goods vehicles → Support R&D and deployment of telematics for urban goods transport → Enhance signing → Enhance and make available Urban Freight information and maps → Implement road pricing → Operate and manage night deliveries → Deploy lorry lanes or no car lanes Assisting the journey of goods vehicle drivers and reducing goods vehicle trips and kilometres → Support R&D and deployment of telematics for urban goods transport → Enhance signing → Develop and implement lorry routes → Simplification & harmonization of vehicles weight, size and construction regulations → Enhance and make available Urban freight Information and maps → Develop and operate Urban consolidation centres CITYLOG
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iv.
v.
Assisting freight transport companies at the point of delivering and collection → Provide on-street loading bays → Define and operate Nearby Delivery Area (Environmental Loading Points) → Develop and operate Urban Consolidation Centres Reducing environmental impacts and the risk of accidents involving goods vehicles → Regulate weight, size and emissions standards → Regulate time for goods vehicle access and loading → Operate and manage night deliveries → Define environmental zones → Deploy lorry lanes → Improve the infrastructure → Encourage the use of environmentally friendly vehicles
→ Enforcement One other measure that is supported by the cities would be to ease the intermodal logistics, e.g. by tackling the issue of bottlenecks at intermodal hubs or by promoting the modal shift. 3.2.2.
Vehicle time, weight and size regulations
Regulations are frequently put in place by urban authorities to prevent vehicles above a certain weight, size (length or width), or number of axles from using either a particular road or entering a particular area (i.e. several connected roads). Such a restriction is imposed on a particular road because certain sizes or weights of goods vehicles are deemed unsuitable to operate on it. Reasons for introducing this type of regulation include: i.
Narrow road widths
ii.
Weak bridges
iii.
Sharp bends
iv.
Buildings overhanging the road or
v.
Low bridges
Weight/size regulations are imposed on a part or the whole of the urban area usually to improve the quality of life of residents such as reducing the impact like noise, vibration, visual intrusion and risk of accidents. This kind of regulation is imposed to goods vehicles to limit the access to roads when making a delivery. Restriction based on dimensions and/or the surface area of vehicles (such as Paris) are intended to limit the physical hindrance of freight traffic. Time regulations can be another measure which is imposed on goods vehicle: i.
Time regulations on vehicle access, and
Access time regulations can be used to prevent vehicles from entering a road or area at particular time of day. These regulations are usually imposed to sensitive areas or roads like, shopping areas for pedestrians, residential streets or entire urban areas during weekend. ii.
Time regulations on vehicle loading
Loading and unloading time regulations can be applied to kerbside locations used by goods vehicles when they are delivering or collecting goods from a building. Good kerbside management developed by urban planners, with local authorities and freight transport companies can help to make better use of the limited kerbside space and prevent goods vehicle form double parking or causing congestion when looking for stopping spaces. Example of this measure can be found in the Barcelona city: a project on analysing the effects of urban commercial transport. One of these measures is the installation of the so called multi-use lanes.
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3.2.3.
Environmental zones
Emission restrictions are aimed at improving air quality which in urban areas is already under threat because of the concentration of activities. Emission with local effects such as carbon particles (aerosols), volatile hydrocarbons (PAK, including benzene) and smog causing substances (such as Nox and SO2) play role. Noise restrictions are also aimed at local living environment in the city. Traffic is often the main noise pollution and freight traffic also plays a significant role. A low emissions Zone (LEZ) is an area that can only be entered by vehicles meeting certain emissions criteria. It is also sometimes called an ‘’Environmental Zone’’. LEZ schemes can take may forms based on geographical area that they cover, the times that LEZ is in force, the vehicles emissions standards required for vehicles to enter the types of vehicles that need to comply with the LEZ. An LEZ scheme can lead to major air quality improvements because it capitalises on recent EU legislation for road vehicles. 3.2.4.
Night deliveries
Night time restrictions are also quite popular on goods vehicles. There are two types of restrictions that urban planners can introduce: i.
Regulations on the time that deliveries and collections can take place at a particular building (e.g. at the retail outlet or factory), and or
ii.
Regulations on goods vehicle movements in the whole of or part of an urban area.
Time restrictions can have complicated impacts and can result in an increase in total costs within the supply chain. By being allowed to make night time deliveries, some transport companies can improve the efficiency of their operations and improve sales, and faster and more reliable journey times. However night deliveries can result in noise disturbance for people living close to the point of delivery both in terms of vehicle engine noise and the noise associated with unloading activities. One could argue on the longer term benefits of such restriction, which will lead to overall reducing congestion and pollution ensuring better fuel management. 3.2.5.
Lorry lanes
Allocating lanes to bus use in urban areas is quite common for urban planners. There are few options with this scheme: i.
Dedicated lorry lanes – lanes only for goods vehicles
ii.
Bus and lorry lanes (no car lanes)
iii.
High occupancy vehicle lanes, lanes for buses, goods vehicles and cars with specified number of occupants.
This measure will help reduce traffic delays and improve journey reliability for goods vehicles on sections of congested urban roads. Examples of night time restrictions are the PIEK programme in the Netherlands, the UK initiative joint industry/government working group to review potential alternatives to delivery time restrictions and the London lorry control scheme. 3.2.6.
Impacts of urban transport
Cross-comparison of Single Measures by the project (BESTUFS II) was carried out in order to compare the different measures. Figure 2 presents the results. •
Economic impacts: city attractiveness, transport costs reduction, reduction of congestion and efficiency/productivity;
•
Environmental impacts: reduction of pollution, noise and truck-km;
•
Social impacts: quality of life, reduction of accidents and working conditions.
In general, it can be concluded that all the measures contribute to one or more of the main objectives stated in the previous sections: “improve accessibility of activity places, sustainability of environment, efficiency of transport and conditions of social life”. Depending of the specific objectives of the city and/or the company, certain measures stand out more than others. The following points stand out from the cross-comparison: CITYLOG
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•
Almost all the measures have a positive impact on the reduction of pollution and the improvement of the quality of life. This also improves the environmental image of the city and companies.
•
The use of distribution centres reduces the transport costs, increases the productivity and makes the city more attractive. By using fewer (and less polluting) vehicles and decreasing the amount of (unnecessary) trips, the pollution levels also decrease.
•
The techniques of delivering of night appear to be very efficient. There are, on the one hand, additional costs for adapting the vehicles (around €10.000/vehicle) and more labour costs (working at night). On the other hand, there is a reduction of transport costs (delivery time savings and better coverage of fixed costs). By using larger trucks, the quantity of (smaller) trucks decreases, which also decreases the total travelled kilometres and pollution. It is important to invest not only in the techniques, but also in the training of the drivers to reduce noise when delivering at night.
•
Trip or route planning software, increase the delivery efficiency and reduce transport costs. In general, they have a relatively fast return on investment. They reduce the quantity of (unnecessary) travelled kilometres and pollution. However, in general, it does not reduce congestion by itself or make the city more attractive.
•
The social benefits (including external benefits) of the congestion charging zones (for all vehicles) are larger than the costs. Although they increase the transport costs, they improve the quality of life and the city attractiveness.
•
Environmental zones decrease pollution and noise in and around the zone. However, the quantity of travelled kilometres does not necessarily decrease, because the less environmental friendly trucks are replaced by either cleaner trucks or a larger quantity of smaller vehicles (e.g. delivery vans). According to the evaluation of the schemes presented in this report, the social benefits (including external benefits) of the environmental zones (only for trucks) are also larger than the costs. However, this is not true for all the environmental zones when the costs to the vehicle operators of replacing vehicles sooner than they would have otherwise done are taken into account.
•
Time windows and vehicle restrictions increase the quality of life in the city and reduce accidents. However, they do not only increase the distribution costs, but also congestion and pollution. Some time-windows are exactly during peak hours. Also, in order to deliver all the shops in a short amount of time, more vehicles are needed. The harmonisation of the time windows and the use of new quiet techniques for delivering at night could solve this problem.
•
Organising the transportation and organisation in a more effective way, does not only increase the productivity, decreases transport costs and time loss. It also gives the opportunity of further business development and networking. There are almost no investments needed by public authorities. The decrease in the quantity of (unnecessary) travelled kilometres also reduces pollution and improves the quality of life.
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Figure 2 - Cross-comparison of reported impacts of single measures (source: NEA) If an impact is not explicitly mention in the presented measures, the impacts of other related measures can be used as an indication of the expected impact. This will be given between parenthesis: (─), (≈) or (+). An empty cell indicates that a clear and obvious impact could not be identified. Moreover, last mile solutions can result in reductions in total vehicle trips and vehicle kilometres (taking both goods vehicle and customer trips into account). For example, in a study of food shopping in the UK, it was calculated that if 10-20% of total food shoppers were to use home shopping: •
The switch from car journeys to multidrop van deliveries could lead to a 7-16% reduction in the numbers of vehicle trips.
•
There could be a substantial reduction in vehicle kilometres for goods flows to customers using the home shopping services.
However, any reduction in vehicle activity is dependent on: •
The efficiency of the distribution systems.
•
Whether customers make other non shopping vehicle trips instead.
Whilst food shopping often involves a dedicated car journey and these may be reduced by greater use of new shopping channels and home delivery, many other shopping trips combine visiting a number of stores and other activities such as dining out or visiting friends. In these circumstances the reduction in car trips resulting from home deliveries may be reduced. Time saved by shoppers using home delivery services may free up their time to make more leisure trips. Home delivery can increase goods vehicle activity in residential streets and may have negative environmental impacts. Many different companies may service the same delivery location/customer using their own vehicles. Heavy items – delivered on heavier vehicles, needing to get closer to the final delivery point may exacerbate this problem. The use of locker banks and collection platforms may also increase the number of car journeys required if they are poorly sited relative to the consumer locations. On the other hand, policy makers should be aware of both transport flows and consider by consequence the influence of a policy measure on both transport flows (supply and demand side). Following graph indicates that policy measures can have positive and negative effects on both flows. The global effect is not known without a better insight of the on-field situation.
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Figure 3 - Impact of Policy Measures In zones with urban congestion (e.g. infrastructure that is not adequate to let heavy goods vehicles pass), one may opt to reduce the number of goods vehicles by enforcing a congestion tax on transport. When the involved goods vehicles are fully loaded, these taxes would not change the situation (urban congestion remains) and would be bad for the global welfare. Restrictions for heavy goods vehicles to enter the city can in this case be more costly (modelling showed that replacing a heavy goods vehicle through different small goods vehicles can be more costly, both from the viewpoint of external costs as logistic costs). The instalment of time windows can e.g. be a more successful alternative to limit certain goods vehicles during peak hours in certain zones. On the other hand, when there are a lot of goods vehicles with a small load factor, the restriction of not fully loaded heavy goods vehicles and an application of taxes would be good to reduce the number of heavy goods vehicles in these zones. Subsidies and regulations are very close to each other. Instead of limiting modes of dealing with a negative effect, more favourable methods can be subsidised, for example, vehicles with low emissions or lorries with a high loading rate. Subsidies in this context do not only mean a direct payment for special efforts, it can also mean, for example, better access to the infrastructure like high occupancy lanes. The risk of subsidies persists in the promotion of undesired side effects. Subsidising lorries with high loading rates could lead to unnecessary movements and flows. Subsidies in urban freight transport can also mean the promotion of desired logistic structures like intermodal transport, freight villages or goods distributions centres. Therefore it is useful to provide the necessary infrastructure, like transhipment terminals for intermodal transport or branch lines. However, with the implementation of measures, care should be taken that, through these, no unwanted side effects arise. It is difficult to determine the best measures to achieve the right aims. This example demonstrates that information about the load factor may help policy makers to choose the best, most adequate policy measure to improve local mobility. By consequence a policy measure has a positive (or negative) effect for one part of the transport chain, but also a negative (or positive) one for the other part. The general effect (positive or negative) is not always clear. Policy makers should by consequence consider the influence of a policy measure on both transport flows. A Cost Benefit Analysis could clarify the general effect of a policy measure. Eventually, there is a lot at stake concerning the organization of urban transport. One should think of structural decisions which avoid jeopardizing the economic future of cities. The economic and financial aspects of urban freight transport especially concern carriers, since the carriers make money in urban freight transport. Other stakeholders are also involved, but due to lack of transparency in transport cost, receivers (e.g. shop owners, retailers) and shippers do usually not notice the economic and financial aspects of urban freight transport. Because most impacts of urban freight transport are not (explicitly) expressed in monetary values (e.g. internalizing external costs for pollution, or other nuisance) the economic and financial aspects for governments are limited to cost for establishing and enforcing policy restrictions, such as vehicle restrictions, low emission zones and time-windows. Next cost for damaged (historical) buildings and infrastructure can also be mentioned as economic and financial aspects of urban freight transport CITYLOG
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for (local) authorities. Infrastructure for urban freight transport in itself is obviously also a financial aspect of urban freight transport for governments. Infrastructure investments are really high, which results in serious costs in case infrastructure has to be redeveloped and maintained. The most important economical and financial (for carriers) aspects are: i.
inefficiency (due to policy restrictions, such as time-window restrictions and pedestrian areas), resulting in waste of resources;
ii.
decrease in journey reliability and delivery punctuality, with the potential risk of providing lower service and as a result losing market;
iii.
decrease in economic development;
iv.
congestion and decreasing city accessibility (loss in time);
v.
investment costs in special equipment to fit the city characteristics (e.g. small vehicles for narrow streets in medieval cities) or the environmental policy requirements (e.g. Euro 5 trucks to enter low emission zones); and
vi.
unloading spaces are scarce in city centres, resulting in extra time-losses to find a suitable (and free) unloading space.
Generally, these additional costs of meeting these policy restrictions will be passed on to the customer of the transport operator, frequently retailers. They in turn will pass on the costs to the final customer. TNO-INRO (2003) estimated for the Netherlands that time windows and vehicle restrictions lead to 425 million euro increase of the distribution costs in the retail sector on a yearly basis. The INFACT project has also constructed a comprehensive cost model for the upstream logistic chain, illustrating how various policies can affect the distribution costs for goods (from production to shops).
Figure 4 - Typologies vs. Supply side vs. demand side As there is a big diversity of stores (size, clients, delivery mechanisms, shop locations and layouts), initial surveys could aim at detecting “synthetic stores” (stores that are representative for a certain region or for a certain set of conditions). Coupling this with suitable typologies for the supply and demand sides, as well as for surroundings provides some insight to policy makers in their efforts to understand the effects of policy measures on urban freight transport (see above graph). 3.2.7.
Role of government/policy-makers
In many countries, urban freight logistics are dealt at a local or regional level, resulting in a lack of consistency among local or regional measures. Public authorities have an essential role in providing CITYLOG
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the planning, the funding and the regulatory framework. The EU can stimulate authorities at local, regional and national level to adopt the long-term integrated policies that are very much needed in complex environments. The EU can also help authorities to find solutions that are interoperable and facilitate smoother functioning of the Single Market. Compatible rules, schemes and technologies facilitate implementation and enforcement. Agreeing standards for the whole of the Single Market enables larger volume production, lowering the cost for the customer. Urban areas are becoming laboratories for technological and organisational innovation, changing patterns of mobility and new funding solutions. The EU has an interest in sharing innovative solutions of local policies for the benefit of transport operators and citizens alike and to ensure the efficiency of the European transport system through effective integration, interoperability and interconnection. In this context, industry has a key contribution to make to the solution of the future challenges. Finally, sustainable urban mobility is of growing importance for the relationships with our neighbours and for the global society, which is becoming increasingly concentrated in urban agglomerations. The BESTUFS project has clearly confirmed the notion that in most European cities very limited knowledge and expertise is available regarding urban freight transport, in contrast to passenger transport. It is widely recognized that part of the reason for this limited attention is the fact that “goods don’t vote” – municipal governments tend to listen more to voters than to transport operators and goods receivers in their cities. On the other hand, increasing problems force cities to take action: congestion, noise and emissions increased. Several cities in Europe have installed low-traffic or low-emission zones, loading and access regulations etc. Most of these initiatives are not harmonized however, causing inefficiencies in delivery logistics - expect in some cases, such as the harmonization of environmental zones in the Netherlands. These positive cases have typically been achieved because of the involvement of the national government. The European Commission has indicated a number of policy objectives in its White Paper, which were realigned in the Mid-Term Review. Currently, the EC objective is the encouragement of best practice methods, which include: •
The use of more environmentally-friendly alternatives to current urban freight transport practices through improved fuel efficiency and the use of alternative fuel vehicles;
•
The use of information and communication technologies (such as RFID and vehicle routing software);
•
The possibility to improve deliveries to urban areas through the use of urban distribution networks and consolidation depots.
Full benefits are unlikely to be achieved, however, when such proposals are put in practice in isolation, and it may well be more sensible to consider them as a wider package of measures. This topic has therefore been explored in the light of the need for integrated solutions, which pull the above-mentioned policy measures together and help eliminate the obstacles to achieving more effective and sustainable urban freight transport and logistics practices. Roles and responsibilities of the various actors and stakeholders have also been considered as an additional element of analysis.
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4. ITS and urban logistics
Technological innovation is one of the most exciting aspects of urban freight movement. All the modes have had significant changes to their technologies. Intelligent transportation systems (ITSs) will play an increasingly important role in improving traffic flow and managing the logistics of urban goods movement. Improvements may be made by rerouting traffic during peak times and managing random incidents on the highway system. The use of global positioning systems for tracking and communication will expand in the future. Trucking firms and package delivery companies already use global positioning systems (GPS) to track vehicles and parcel flow. GPS use will flourish, providing information during accidents and helping reroute vehicles more efficiently. In addition, automated vehicle location, automated bills of lading, and electronic vehicle tagging will enhance freight transport in and through cities. The next sections will describe the city best practices of urban logistics in Europe. In Lyon, two administrative levels (Ville de Lyon and Grand Lyon) are working together to improve air quality and management of traffic, especially targeting heavy duty vehicles, by means of: The Plan Climat (Climate Plan), on Grand Lyon and The Plan Bruit (Noise Plan), on Grand Lyon. Other cities include Berlin (cargo by electro bicycle transporter), Regione Piemonte, Bremen (with the environmental loading point for inner city delivery and efficiency and cleaner air through freight pilot), Krakow (with the New Goods Distribution Scheme), Norwich (with the Urban Transhipment Centre, the priority access for clean goods vehicles, the development of Strategic Freight Holders Club in urban areas and the goods delivery to park and ride sites), Malmö (satellite based traffic management for SME’s), Toulouse (clean urban logistics), Burgos (New Goods Distribution Scheme), Preston (freight partnership), Venice (Clean Urban Logistics), Groningen (city centre distribution), Utrecht (Distribution Plan for the City Centre, Genoa (enlarged goods distribution scheme), Amsterdam (goods delivery by cargo tram), Gothenburg (incentives for improving the load rate in inner-city freight distribution), Barcelona (new concepts for the distribution of goods), the VMTL project in Germany and finally Bordeaux (urban distribution area) and Eastern European cities.
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4.1. Urban logistics - city best practices 4.1.1.
London
The Mayor’s London Plan is predicting a rise in population of some 1.2 million people by 2026, with a net creation of some 800,000 jobs. Over the same period, demand for goods and services is expected to rise by 12-15%. Road congestion is the biggest cost to the movement of freight in London. Currently 82% of freight in London is moved by road, while congestion is estimated to cost the freight industry £800m per year in London (Figure provided by the Freight Transport Association (FTA)). For all modes of freight transport, a further challenge is to reduce emissions of local air pollutants, CO2 and noise caused by freight movements. In 2002 38% of NOx, 24% PM10 and 17% of CO2 emissions in the Greater London Area were generated by Heavy Goods Vehicles, despite forming less than 5% of traffic. Similarly the number of deaths, injuries and cases of ill health caused by Heavy Goods Vehicles is disproportionate to their numbers on the road. Therefore, one of the main objectives of the transport policy is to identify and begin to address the challenge of delivering freight sustainably in London, now and during its planned growth over the next 20 years. The London Freight Plan pursues the safe, reliable, and efficient movement of freight and servicing trips to, from, within and, where appropriate, through London to support London’s economy, in balance with the needs of other transport users, London’s environment and Londoner’s quality of life. To do it, it is developed the Transport for London Freight Unit, which has the following commitments: •
To develop and help deliver the London Freight Plan
•
To manage the development of the new London Sustainable Distribution Partnership
•
To identify and address freight issues in London by engaging in dialogue with business and operators, based on experience and understanding
Implementation: The Freight Plan is the first detailed plan for London that sets out how freight transport issues will be addressed. The document provides a focus for freight transport issues and related policy in London and contains proposals to deliver both real changes on the ground and also to improve understanding of the issues around freight to contribute to the longer term process of addressing London’s transport needs. It has eight proposals: •
Encouraging Best Practice:
•
LFP1: Support the development of sub-regional Freight Quality Partnerships and improved means of communication
•
LFP 2: Produce an annual Freight Data Report
•
LFP 3: Develop and roll out a programme of Freight training in London
•
LFP 4: Develop and roll out a Freight Operator Recognition Scheme in London
•
Improving Reliability:
•
LFP 5: Improve reliability of London deliveries and freight movement through regulations, design and best practice
•
Promoting Sustainable Distribution:
•
LFP 6: Promote modal shift through supply chain reconfiguration and planning changes where economically and environmentally practicable
•
LFP 7: Promote consolidation through supply chain reconfiguration and planning changes where economically and environmentally practicable – projects include the London Construction Consolidation Centre
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•
LFP 8: Promote changes to freight transport specification/fuel though supply chain reconfiguration where economically and environmentally practicable – Projects include Low Emission Zone
The Plan and subsequent documents will also feed into any update of the Mayor’s London Plan or future revisions of the Mayor’s Strategies and Supplementary Planning Guidance documents. Initial needs analysis was undertaken by a steering group of stakeholders representing and reporting back to over 30 bodies. This helped to set the freight Vision and objectives. However freight operator involvement was minimal. The 12 strong Freight Unit was then established to create a broad range of focus groups covering some 120 separate organisations and companies under the umbrella of the London Sustainable Distribution Partnership which includes: •
Key freight industry sectors (retail; waste; construction; courier and parcel; oil & chemical; utilities)
•
Strategic freight quality partnerships (5 sub-regional partnerships for London plus a number of borough council initiatives)
•
Modal knowledge groups (road; rail; water; air)
•
Special knowledge groups (environment,; planning; business; vehicle, technology & fuel, safety & security)
•
Business Plan co-ordination Group (British Waterways. Port of London Authority; Environment Agency; Transport for London; Department of Trade and Industry; Association of London Government; Greater London Authority; Department for Industry; London Development Agency Government Office for London). Input to the draft Freight Plan was sought from all groups and a document produced which underwent a 12 week consultation.
The Freight Unit Transport for London (TfL) has established a dedicated team of 12 including industry experts to look at and address the freight challenges facing London. This new Freight Unit will address this by: •
Building relationships
•
Creating a dialogue with the London Boroughs, business and Freight Operators
•
Identifying pilot projects and studies to:
•
Increase access to data
•
Identify opportunities and benefits of widespread use
•
Achieve quick wins
•
Demonstrate TfL’ s commitment to boroughs, business and freight operators
•
Identify how clearer understanding of freight’s role, impact and operation in London will be gained
•
Help build consensus on how to develop solutions to address London’s freight challenges
•
Start to enable freight to respond to London’s growth in a more sustainable way
4.1.2.
Lyon
Today in Lyon, the public authority is in charge of the management of traffic and the air quality as well. Two administrative levels are in charge: Ville de Lyon, and Grand Lyon, and they work together to improve air quality and management of traffic, especially targeting heavy duty vehicles. The most remarkable actions today are the following: Decision has been taken in 2007 to test a new regulation for delivery vehicles in the peninsula area (Presqu'île) of Lyon. The perimeter is delimited on east and west sides by the rivers (Saône, Rhône), on the north side by Place des Terreaux and on the south side by Perrache Station. CITYLOG
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The restriction consists in: •
•
In term of circulation: o
Creation in 2007 of a Low emission zone: forbidden access to vehicles that do not comply with EURO norms with a progressive planning defined (target 2010: no vehicles older than EURO 3). the current applying norm is Euro II,
o
Forbidden access (day-time period) for vehicles with a surface over 29m2
In terms of delivery zones: o
Access limited to 30 minutes
o
Obligatory use of a delivery disk
o
Delivery zones access allowed only for professional vehicles (carriage for hire and transport for own account)
The short-term objective is to extend (and adapt) such a regulation over Lyon left side of the Rhône in 2011 and the mid-term objective to the whole city of Lyon and possibly other urban cities. The Plan de Protection de l'Atmosphère (PPA: Atmosphere Protection Plan), on the whole urban area The French government, through its local direction (Direction Départementale des Territoires du Rhône DDT69), built up the PPA with strong objectives on air quality. Important studies have been led to determine precise levels of pollution and gas concentrations in the air (particles, fumes, NOX …) on the perimeter of the urban area. Several actions are planned, divided in different fields. One of the fields is dedicated to road transports, the related actions should lead, on the short term, to an overall regulation that includes Euro norms for freight vehicles operating inside the urban area perimeter, and to new speed limitations on the road network. These actions are to be defined by the end of the year 2010, and should be realised soon afterwards. The perimeter for this Plan and its actions is the urban area, wider than Grand Lyon, counting 105 communes. The Plan Climat (Climate Plan), on Grand Lyon Following implementation of the Kyoto protocol, the Grand Lyon urban community placed the fight against greenhouse gases as a second aim of its Agenda 21 in 2005. As part of its Climate Plan, it undertook in 2007 to reduce Co2 emissions by 20% for 2020 and by 75% for 2050. The goal is also to reduce energy consumption by 20% and to consume 20% of sustainable forms of energy by 2020. This commitment serves three major ambitions: •
To preserve the environment and to adapt to climate change.
•
To improve the quality of life and to preserve access to basic rights.
•
To contribute to economic development by keeping with climate issues.
Greater Lyon counts environmental protection as a major feature of its internal organization, central to its public policies and at the heart the relations it has with the people in its region. It operates transversally, using all the levers for action that it has available as the owner of industrial facilities and land, on housing, transport, and urban planning, and using its ability to federate those who are active in the region, especially for economic development. The Plan Bruit (Noise Plan), on Grand Lyon With respect to the European Environmental Noise Directive, the Grand Lyon has initiated a process of permanent improvement of the noise levels, together with its partners and infrastructures managers. A diagnostic was made, showing noise maps for road, railroad, and air transport, and also for industries. The Grand Lyon is now leading an action plan aiming at reducing main causes of noise, and at protecting quiet areas. Optimising mobility and transports is one of the key factors for reducing noise levels in the Grand Lyon perimeter.
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4.1.3.
Berlin
Initial situation 40 percent of the total tonnage stays within the borders of Berlin and just less than 60 percent of the road based exchange of goods (in tonnage) is carried out with Brandenburg (KBA: Federal Motor Transport Authority, BGA: Federation of German Wholesale and Foreign Trade). The trend is ascending. This development was supported by the suburbanization of transportation in the 1990's. Three quarters of all commercial vehicles in Berlin are passenger cars. With a share of 62 percent in traffic volume and 70 percent in kilometres travelled, their contribution to total commercial mileage is above-average. More than 70 percent of commercial passenger vehicles in Berlin are allotted to the three economic sectors “supply of other public or private services” (just under 40 percent), “trade, maintenance of vehicles and durable goods” and “real estate, commercial services, tenancy of movable property”. In 2004 local road traffic amounted to 18m metric tons (KBA, BAG 2003). The commercially licensed vehicles covered approximately 495'000 trips (+/- 20 percent) and nearly 11.5m vehicle kilometres (+/- 20 percent) on weekdays. The large error margin of these estimations derives from the tolerance range of the employed data base, especially the KID. The commercially licensed motor trucks with a cargo of up to 3.5 metric tons covered on weekdays in 2004 approximately 167'000 trips (+/- 20 percent) and motor trucks with a cargo above 3.5 metric tons about 20'000 trips (+/- 20 percent). In Berlin heavy traffic accordingly accounts for only 4 percent of traffic volume of commercially licensed vehicles, yet it has a share of 11 percent in traffic performance. The latter is primarily caused by the high traffic performance of tractor trailers. Evidence suggests that 50 percent of trips with passenger vehicles and small motor trucks are shorter than 10 kilometres and 70 percent are shorter than 20 kilometres. Thus the lion's share of traffic performance is generated on the urban road system of Berlin.
Figure 5 - Berlin urban road Situation
Sectors with a high fraction of heavy traffic are manufacturing, trade and logistics. Approximately 1/3 of Berlin's 1.53m wage earners were employed in the business sectors “industry”, “trade, maintenance of vehicles and durable goods” and “transportation and telecommunication”. Furthermore there are notably self-employed drivers. These three sectors account for just below 50 CITYLOG
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percent of the total traffic performance with commercially licensed vehicles with a cargo above 3.5 metric tons. Start ups in the processing industry are usually SME's. The fraction of businesses with 1 to 4 employees increased from 21.4 percent to 49.5 percent between 1991 and 2001. In 2001 more than 90 percent of all businesses in the processing industry had less than 100 employees. Nearly 50 percent of all jobholders are allotted to these companies. Research suggests that along this new industry structure, freight transport volume will also be increasingly divided into small pieces and accordingly opportunities for rail-based transportation are decreasing. Demanded goods at a certain point in time have decreased for several reasons. In addition to the depletion of assets that tie up capital, the post individualization of products on demand of costumers has to be mentioned. The bulk of just-in-time demand is accordingly decreasing. These smaller deliveries are in favour of motor trucks and the fast networks of logistics services. For the same reason vertical as well as horizontal integration takes place in Berlin. The forwarding agency ReiCo in Nunsdorf for example bundles goods for Drospa and Kaiser's. The two forwarding agencies Konz and Kunzendorf are shareholder of the conveyance network 24plus Systemverkehre. Especially companies with a strong customer base in the metropolitan area or a special focus on the optimization of delivery times, like express mail services and forwarder of consolidated cargo, favour intra-urban locations. As the structural change of Berlin's economy continues, a weakened decline of gross value added and employment in the traffic-intensive building and construction industry and the processing industry is expected. On the contrary a further increase in provision of services and commerce is likely to occur. It is anticipated that carriage of goods will further decline whilst passenger transportation will keep growing. The expected demographic development also does not suggest an increase in economic transportation. However the increase of senior citizen indicates an ascending demand for household services, like delivery services or home care, which leads to an increase in commercial passenger transport and a substitution of private trips by deliveries. Additionally modified business conditions, like the rise in cost for motor truck transportation increases the demand for logistics locations close to the distribution area. At large the social and economic indicators accordingly suggest a further decline of freight transportation (tonnage) as well as an increase in imbalance and a steady decline of bulk goods. Rail transportation and domestic shipping do not seem to become more important. In the medium term this trend is likely to persist, as the amount of companies having settled or expanded in Berlin is limited and fundamental shifts are not supposable. 4.1.4.
Regione Piemonte
Urban logistic is one of the issues of Regione Piemonte strategy for sustainable mobility. It’s common knowledge that a local Administration can significantly affect the distribution of goods in urban environments by the means of two measures, which should be taken with balance: •
Limiting access to a particular area of the city in defined time slot to vehicles of defined size and polluting characteristics;
•
Promoting initiatives to optimize the distribution process.
The first measure has legislative nature and must be implemented by Municipalities, in accordance with the “Regione Piemonte Mobility Plan - excerpt of the Environmental Plan”. The second is an organizational measure and should prompt logistic operators to maximize loads and minimize travel and paths of the vehicles (analysis of saturation). A recent survey sponsored by Confcommercio (Italian Trade Association) has put in evidence signs that seem to be relevant from the transportation planner point of view. The analysis of the saturation of vehicles highlights as constraints mass, volume, and time needed to complete the journey. Often the three constraints, depending on the goods transported and the
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distances travelled, are not active simultaneously. If mean saturation on each vehicle is 58% of the volume, 60% for weight and 74% for the time, the overall saturation is 84%. Analysis put in evidence some considerations: •
the main problem in urban distribution is the "saturation time": Therefore the interventions potentially more effective and of immediate applicability are those aimed at reducing traffic congestion, increasing the speed of travel, limiting mileage and decreasing the time of delivery/collection;
•
given the mix of products carried by each carrier it is difficult to load any further the vehicles. Therefore, most promising interventions are those aimed to redefine the product mix transported by each carrier in a logistically compatible way taking advantage of transport consolidation centres;
•
most popular measures are those which affect the loading/unloading areas and those that provide an easier mobility in town with environmental certification;
The development of the transport of goods is confirmed to be strongly fluctuating. The transformation of the carriers in centres of logistics services may certainly open some interesting possibilities, if these operators will ensure the effort on Saturday or during the middle of the day after checking, of course, the compatibility of this solution with the organizational needs of receivers. Furthermore, the data reported from organized distribution shows that the management of schedules of the centres of accumulation is a variable to be managed carefully, in the event of an opening of one or more Urban Delivering Centres (UDC). Indeed, it is necessary to avoid for these facilities to concentrate the traffic in specific time slots. Analysis of freight traffic shows that the flow of goods between two points in the city itself plays a decisive role, especially in major cities like Turin. In the largest realities, this issue complicates in a decisive manner the management of the Urban Delivering Centres (UDC). Really, it is not enough to locate a UDC outside the city, but it is necessary to think of an integrated system capable of ensuring efficient flow of goods, both from outside to inside the city and between two points of the city itself. Of course the situation is simplified in a decisive way concerning small towns, since in this situations the flows from outside to inside the city prevails and the small size makes it possible to limit the number of Urban Delivering Centres; From an economic standpoint, an operator of logistics services provides a larger number of deliveries per day than those who make deliveries directly from the supplier: This means that from an increased outsourcing of activities of these traders we should expect a greater intensity of deliveries per day. This parameter is particularly important because two thirds of the day are spent in transport activities and a third of the day in goods delivering or withdrawal. It would be interesting to both community and carriers to create conditions for reverse this relationship by increasing the speed of travel and reducing the number of kilometres travelled; Information Technology equipment on vehicles is still marginal: this poses major challenges regarding support services for operators. The organization of urban logistics will therefore focus on: •
the whole product sector or a single type of goods (for instance clothing, food, etc.);
•
the entire urban area (in the case of small-medium-sized cities), or distinctive parts of the same town (in the case of Turin or of the Urban surrounding Area).
For the reasons above illustrated, two types of projects could be promoted from Regione Piemonte: •
one for the middle size cities where in determined hours the entire delivering will be managed and organized only by the Urban Delivering Centre (UDC);
•
the other one for the city of Turin where the project could be articulated in two different ways: by choosing a product category (for instance the "fresh food") and some urban zones (for instance street markets, via Po, ...); and by organizing one ore more UDC (for instance Pescarito, Moncalieri, Sito)
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Necessary condition for the starting up of the projects is the constitution of one or more UDC with the issue of collecting and organizing the freight. They should have at their disposal platforms, stores, and, if needed, a fleet of compatible vehicles. These UDC should handle an informative operation centre about traffic and access to the different zones. In consideration of the all above, collaboration network among the different projects endorsement subjects is needed. This network should facilitate the integration as well as the dialogue among different sectors: transports, urban planning, environment, goods trading and mobility. These are local government sectors often low linked and rarely aimed to promote a common policy and an integrated system for sustainable urban mobility. Since urban realities can be very different form one to the other, every single municipality, or lobby of municipalities, has to be able to organize autonomously a goods delivering urban system. This will be done complying with shared regional common rules as well as making use of regional start up financial grants and regional common facilities to ease economies of scale. The public funding contribution will be only provided for the starting up period: the financed projects will have to find an economical balance within three years. Regarding the common rules, Regione Piemonte could support a Memorandum of Understanding about urban logistic. It should be shared with UPP (Province Association of Piemonte), ANCI (National Municipality Association), Traders associations, Transport Associations and, if needed, Consumers associations. The agreement should set an array of base definitions and minimum standards, shared with all the stakeholders. Every urban logistic project on the regional area should then submit to these common rules in order to be financed by public grants. The main common features should specify: •
pertinence area (ZTL - Restricted Traffic Zones, peculiar commercial areas);
•
incoming hours timetable, with eventual dispensations for vehicle not included in the system;
•
enforcement system;
•
Minimum vehicle features (dimensions, polluting characteristics, engineering, etc.)
•
corporate membership of the urban logistic management company (every stakeholders, local ones included, must be represented);
•
location and sizing of the Urban Delivering Centres and of the uploading/downloading platforms;
•
vehicles and back-office technological equipment;
•
Dead line for the level of self sustaining system.
The shared minimums standards should constitute the "tender" for a funds grant application call addressed to the municipalities to propose urban logistic projects. In this call the improvement of the minimum standards required should constitute an evaluation parameter. Regione Piemonte could offer some "system facilities" with the aim of making easier economies of scale, for example: •
developing a regional software platform for vehicles mission scheduling;
•
developing a regional software platform for control and access management for the Restricted Traffic Zones (ZTL);
•
centralizing procurement concerning the hardware devices for the Urban Delivering Centers, for the vehicles, and for the ZTL access management;
•
Providing real-time traffic data for dynamic routing programming provided by the Regional Traffic Operation Centre.
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4.1.5.
Environmental loading point for inner city delivery - Bremen (Germany)
In Bremen an Environmental Loading Point was established in cooperation of local authorities and economy. It is accessible exclusively for EURO5/EEV delivery vehicles to promote their use in inner city delivery. This measure is implemented for 2 years and will be assessed at the end of 2009. Since heavy duty vehicles (HDV,