Towards sustainable urban freight transport Some reflections with results from RENAISSANCE

1. Towards sustainable urban freight transport Some reflections with results from RENAISSANCE Barry Ubbels (Panteia/NEA) Rotterdam, 12 October 2012

2. Introduction • Urban freight transport • Civitas Renaissance project and freight transport • Results from some Renaissance measures • Conclusions and where to go: food for discussion Rotterdam, October 2012

3. Urban freight transport • Demand and supply determined by private organisations: sustainability not first priority • Different sectors (horeca, retail, courier, waste sector) • Road transport dominant (flexibility) • Freight vehicles typically represent 8-15% of total traffic in urban areas • Majority diesel vehicles which affect air quality • Noise during night trips • Safety and intimidation of freight vehicles Rotterdam, October 2012

4. Urban freight transport • Inefficiency in distribution: low load factors and long dwelling times • Not always an incentive to industry to minimize costs: last mile small share in overall trip costs • Measures that give incentive to both private operators and customers will be most effective Rotterdam, October 2012

5. Urban freight transport: measures • Wide range of potential measures • Regulatory (time zones, low emission zones, vehicle restrictions) • Internalisation of external costs (road pricing, mobility credits) • Land use planning (holistic approach that takes urban freight into account) • Intermodality (connection with railways, waterways, logistics zones) • Innovation/ITS/technology (role for government to support interoperability) Rotterdam, October 2012

6. Urban freight transport: effects • Effects different: economic, environmental, social, etc. • Selection depends on objectives • Pricing probably most effective for urban areas, much depends on differentiation • Starts with an integrated vision (integrated with passenger transport) • What can we learn from urban logistics examples within Civitas? • How can this have a real impact? Rotterdam, October 2012

7. Civitas Renaissance • Testing innovative strategies for clean urban transport for historic European cities • Five cities: Bath (80.000), Perugia (160.000), Szczecinek (38.000), Gorna (38.000) and Skopje (500.000) • Implementing innovative and integrated sustainable transport strategies Rotterdam, October 2012

8. Civitas Renaissance Rotterdam, October 2012

9. Civitas Renaissance and urban freight measures • Urban freight deliveries are increasing • Detrimental to urban environments: pollution, safety, congestion and noise • Sustainable transport plans (Skopje, Szczecinek, Gorna) developed, but unaware whether freight transport is specifically addressed • Bath and Perugia have included specific urban freight measures Rotterdam, October 2012

10. Civitas Renaissance: Bath and heavy vehicle impact • Key political concern: • Congestion • Air quality • Road safety • Damage to fabric of historic buildings • Two measures: monitoring of measurements and freight consolidation centre Rotterdam, October 2012

11. CIVITAS RENAISSANCE MEASURE 3.4 The monitoring of HGV movements using Automatic Number Plate Recognition cameras Baseline study of freight and delivery movements undertaken 2009/10 Heavy Goods vehicles found to be breaching environmental weight restrictions in Bath ANPR cameras and a vehicle actuated sign installed on a east west route with a 7.5 tonne weight restriction in May 2011. Trial ran for 13 months June 2012. Rotterdam, October 2012

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14. 3 5 4 2 1 6 7 8 How the System Works Vehicles approaching from the west Park Lane Upper Bristol Rd Windsor Bridge Road Rotterdam, October 2012

15. Key results for this measure • ANPR technology was used successfully to identify heavy vehicles on a weight restricted road in Bath. • HGV traffic in the demonstration area significantly reduced from an average of 262 HGV movements per day; to an average of 150 per day. A reduction of 112 vehicles (42.7%) • A daily reduction of 2,185g of NO2 in the demonstration area. • Although HGV traffic using the Upper Bristol Road is significantly reduced the overall HGV traffic movement into central Bath is little changed. • No fines used, effect comes from businesses that want to comply with law • First step towards other measures? Rotterdam, October 2012

16. Urban freight consolidation centre UFCC reduces the number of large delivery vehicles entering the city centre by providing a facility on the edge of the city where goods are consolidated for dispatch into the city in a smaller, electric delivery vehicle Demonstration project operated from January 2011 to June 2012. Consolidation operation to continue after CIVITAS Significant reduction in journeys to businesses in the scheme (76%) Rotterdam, October 2012

17. Bath lessons • Local impacts (emissions diverted or saved) • Few businesses using consolidation centre (even together with Bristol) • Bath is looking for self financing model with operators • Recession is a barrier Rotterdam, October 2012

18. Perugia • Severe traffic problems with congestion and air quality • Preservation of historical city centre: incentives for sustainable transport strategies • Demand management (car traffic, LTZ access), efficient car use and public transport: focus on passenger transport • Freight traffic: Pipenet innovation measure (feasibility study) Rotterdam, October 2012

19. Perugia and Pipenet • Innovative transport system of vacuum sealed tubes to deliver freight packages • Feasibility of new infrastructure: cost-benefit analysis • Considerable costs against savings in emissions, congestion, noise from truck delivery Rotterdam, October 2012

20. Perugia and Pipenet • Positive CBA for some alternatives • Much depends on assumptions (future demand, development of vehicle emissions, travel time losses, etc.) • Working on understanding and interpretation of the outcomes • More information at pipenet.it Rotterdam, October 2012

21. Conclusions • UFT has been modestly addressed in Renaissance (not a real problem?) • Scope of measures and scale of cities • Small impacts with follow up needed • Innovation may lead to real changes? • Differences in state of the art: learning potential for cities • Awareness has been raised, rather than real behavioural change Rotterdam, October 2012

22. How to continue and have real impact? • Much expected from the sector itself/ITS developments: Civitas as a laboratory and to support future initiatives • Introduce legislation that provides the sector with appropriate price signals which lead to real impacts (behavioural change) • In line with the discussion on integrated planning, urban freight transport should be addressed and included • Transition needed for change, can be influenced, 80% is process and 20% innovation Rotterdam, October 2012