1 / 27

CITY LOGISTICS IN GENOA Urban freight distribution experiences

CITY LOGISTICS IN GENOA Urban freight distribution experiences Convegno “Logistica, intermodalità e aspetti ambientali in un’ottica di area vasta” Ancona, 23 novembre 2010 Claudia Podestà, Comune di Genova.

leilani-hopkins
Download Presentation

CITY LOGISTICS IN GENOA Urban freight distribution experiences

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. CITY LOGISTICS IN GENOA Urban freight distribution experiences Convegno “Logistica, intermodalità e aspetti ambientali in un’ottica di area vasta” Ancona, 23 novembre 2010 Claudia Podestà, Comune di Genova

  2. Logistics, intermodality and environmental issues in a regional perspective:A city point of view • How the city of Genoa is concerned by logistics issues: • port related heavy traffic; • heavy traffic crossing the city (mainly on the East-West highway connection from France to Rome); • urban goods distribution (“last mile”). Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  3. The urban and logistic structure of Genoa • The city of Genoa is characterized by the following main features: • the urbanized area is concentrated on the coast line and the two main valleys; Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  4. The urban and logistic structure of Genoa The city of Genoa is characterized by the following main features: 2) the city is served by four main highways, with a high rate of crossing traffic in comparison with the traffic originated from/ directed to the city; A7 Milano A26 Gravellona Toce A10 XXmiglia A12 Roma Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  5. The urban and logistic structure of Genoa The city of Genoa is characterized by the following main features: 3) the high population density, and the concentration of economic activities in small parts of the city causes congestion and lack of space Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  6. The urban and logistic structure of Genoa Some figures About 35.000 vehiclesused for the distributions of goods About 20.000 vans 137 km/day (50% in Genoa) 50.000 km/yea 12.000 ton/day About 10.000 trucks 192 km/day (33% in Genoa) 70.000 km/year 36.000 ton/day About 5.000 trailer trucks 274 km/day (20% in Genoa) 100.000 km/year 60.000 ton/day APPROXIMATELY 15% of deliveries carried out in the city are destinated to the historical centre Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  7. Genoa Case History The initiatives designed and realized in Genoa have been focused on the most sensitive area of the city: the medieval historical centre. The historical centre is a small area (less than 1 km2) characterized by an extremely dense lay-out with narrow streets, where about 25.000 residents and 3.000 economic operators are settled. Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  8. Town access Shops Exchange areas Urban scale goods distribution Widespread goods distribution and empties collection The first experience: M.E.R.C.I. project (2002-2004) • The project aimed to rationalize the goods distribution system in the Historical Centre, reducing congestion and demonstrating the technical-economical feasibility of using low emission vehicles. • The pilot project has been active from march 2003 to december 2004 and consisted in a centralized goods distribution hub served by low or zero-emission level. • The hub collected the goods directed to the historical centre, delivering them through ecologic vehicles with the support of an informatic control tool Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  9. The first experience: M.E.R.C.I. project (2002-2004) The hub has been settled in a storehouse near to the main highway tollbooth, 5 km far from the target area Historical centre HIGHWAY Eco-vehicles route Heavy trucks route HUB Urban Goods Workshop l 11.02.2010l Bruxelles

  10. The first experience: M.E.R.C.I. project (2002-2004) • The operational period has been negatively influenced by some factors: • Deliveries “quality”: mainly the most complex deliveries have been committed to the centralised hub; • Non regular number of deliveries, on a daily basis: this factor prevented the set-up of a well organised service; • During the experimental period, the individual transport companies didn’t change their organisation, committing to the hub only a few deliveries; as a consequence, the platform had a low number of average daily deliveries; • Lack of disincentive for those who didn’t want to use the platform • This led to a high average delivery cost (9,80 euro, against 3,20 euro without using the hub) Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  11. The first experience: M.E.R.C.I. project (2002-2004) • Lessons learnt: • Importance of complementary measures (interventions on goods reserved parking stands, access limitations for non ecological vehicles, enforcement and rules control); • Importance of the incentives for those who support the proposed measures and, on the other hand, disincentives for those who don’t use them; • Importance of a long period strategy: the uncertainty related to the experimentation period caused a lack of trust by the transporters, who didn’t abandon their usual organisation or change their behaviours • To be supported from a clear political choice during all the project phases. Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  12. INTEGRATED ACCESS CONTROL SCHEME INTEGRATED ACCESS CONTROL SCHEME LIMITED TRAFFIC ZONE & LIMITED TRAFFIC ZONE & MOBILITY CREDITS APPROACH MOBILITY CREDITS APPROACH PRICING SCHEME PRICING SCHEME FOR GOODS DISTRIBUTORS FOR GOODS DISTRIBUTORS BLUAREA BLUAREA PARK PRICING PARK PRICING VAN SHARING VAN SHARING LIMITED TRAFFIC ZONE & MOBILITY CREDITS APPROACH SCHEME SCHEME PRICING SCHEME FOR GOODS DISTRIBUTORS CONGESTION CONGESTION PROXIMITY PROXIMITY & POLLUTION & POLLUTION WAREHOUSE WAREHOUSE CHARGE OPTIONS CHARGE OPTIONS THEORETICAL THEORETICAL ANALYSIS OF THE ANALYSIS OF THE MOBILITY CREDITS MOBILITY CREDITS CONCEPT CONCEPT An innovative project: integrated access control within Civitas Caravel (2005-2009) A complex of tools, including access control in Historical Centre Limited Traffic Zone, park pricing (Bluarea) and mobility credits for goods distribution has been realised. Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  13. A total of 11 controlled gates by APNR systems have been installed, protecting all the main accesses for cars, vans, and larger vehicles. • Motorbikes and mopeds (very frequently used) may anyway enter through smaller streets, and apposite barriers have been installed. • General access rules for LTZ: • Residents and other authorized categories: • annual permit (cost 27 €) • Goods distribution, admitted in some hours, 1 -against payment (7,80 € / access for occasional entrance, weekly / monthly / annual passe) 2 - potentially free through mobility credits scheme • Non authorized subjects are fined ACCESS CONTROL – HISTORICAL CENTRE LTZ Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  14. GOODS DISTRIBUTION – PROBLEMS AND TARGETS • Ex-ante structure of goods distribution: • On average, about 1.300 vehicles for freight distribution enter the Historical Centre every working day, effecting about 5.000 deliveries and causing congestion and pollution • In this context, one’s own transport is particularly important, since it causes 60% of the total accesses, but deliveries only 10% of the goods Aims and targets: • Regulation of the access numbers in the target area • Reduction of one’s own transport importance • Optimisation of transport, maximizing load factors Tool: • Mobility credits scheme for goods distribution, application called “Mercurio” Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  15. MOBILITY CREDITS THEORETICAL MODEL • The Mobility Credits theoretical model is based on the following pillars: • Definition of the sustainable mobility load for the urban area (and the consequent sustainable mobility threshold) • Identification of the involved subjects (mobility actors) and of the reference universe • Granting each mobility subject with a budget according to a fixed law of distribution (the budget is given by the split of the sustainable mobility load between all the subjects involved; the budget unit of measurement is the credit) • Determination of the currency value of the credit • Definition of a credits distribution mechanism • Definition of a credits exchange mechanism (that could also be burdensome) between the subjects involved, in order to balance the budget with regard to individual needs • Definition of a credits consumption law Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  16. MOBILITY CREDITS METHODOLOGY The involved subjects are represented by two main categories: (1) economic operators (2) carriers • The system is based on the satisfaction of supply needs of the economic operators (shopkeepers, artisans, offices, …) and on the contextual evaluation on the supply modalities, encouraging virtuous behaviour in terms of resources usage (time, space, emissions, …). • This system requires the cooperation of all the subjects involved, both economic operators and carriers. • The adhesion to the system is facultative. • Economic Operators, since they are mobility generators, are asked to plan and optimise the supplying. • Professional Carriers, since they carry out the service, are asked to optimise the execution. • This approach is realized through the mobility credits system: this virtual money is assigned from the system administrator (Municipality) to each economic operator on the base of its supply needs. • Therefore, this system gives an incentive to keep virtuous behaviours. Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  17. WHAT HAPPENS FOR ECONOMIC OPERATORS? • Each economic operator of the historical centre may register to the scheme and has right to an appointed amount of credits, periodically distributed • Credits are automatically attributed from the administrator to the single subject, on its virtual account. • Economic operators can use their credits to stock up on their own and to receive supplies through professional transporters • The registered vehicles are recognized by APNR gates when they enter the area, and automatically related to the owner. • If the economic operator stocks up on its own, for each access with his vehicle its virtual account is charged with 7 credits. • If the economic operator receives supplies by professional carriers, each delivery costs 1 credit, which is transferred from the economic operator to the carrier. • If the economic operator ends its credits, he can ask foradditionalones by the system administrator.(at the moment free of charge) Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  18. WHAT HAPPENS FOR CARRIERS? • Each registered carrier has a virtual account, which initially has 0 credits. • For every access to the area with a vehicle, carriers’ account is charged with 14 credits. • For each delivery effected, the carrier recovers (through an apposite portable equipment) 1 credit from the economic operator, in this way, his virtual account will gradually return to 0. • Periodically, a clearing is operated on the carriers’ virtual account: • If the balance is > 0, the credits remain for the following period; • If the balance is < 0, he has to ask for the missing credits in order to keep on entering the area with its vehicles (at the moment free of charge). Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  19. TECHNOLOGICAL ARCHITECTURE Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  20. TECHNOLOGICAL DEVICES • The access control system has been realised through APNR gates and the access fee (for economic operators and transporters) is automatically charged on the virtual account. • The APNR gates recognizes the vehicle: • If vehicle is in the “blue list”, the data about the access are transmitted to the mobility credits management system - the following cost (in terms of credits) is charged on the owner’s virtual account. • Non authorized vehicles are automaticallyfined. The activities for the sustainable mobility l 21.09.2010lKRAKÓW

  21. TECHNOLOGICAL DEVICES • The credit transfer management system handles the on-the-field credits handover between all the subjects involved. • The field system includes chip cards and card readers. The credit transfer is simply done coupling the card to the reader, which daily transmits (via GPRS) all the transactions made to the central Mercurio management system. • The logic on the base of the system is the same as a normal payment made by using a credit card: the card reader has the same functions as a POS. The activities for the sustainable mobility l 21.09.2010lKRAKÓW

  22. RESULTS • The access control system and the mobility credits experimental period have been activated on 14.09.2009; • Before the system started, about 5.500 vehicles (all typologies) entered daily the LTZ, after the first year of service the average daily accesses have been about 4.700; • About 1.200 economic operators and less than 600 transporters subscribed Mercurio system, registering about 2.900 vehicles: 1.400 for economic operators (one’s own transport) and 1.500 for transporters (third party transport); • The credits exchange mechanism (from economic operators to transporters) is not frequently used, causing difficulties to transporters themselves; • Many economic operators didn’t subscribe because they didn’t see an immediate advantage deriving from the system, and because they suspected that the system won’t remain forever free of charge; • The introduction of the system caused also negative reactions due to non flexible rules and automatic ANPR gates (possible high number of fines) Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  23. CONCLUSIONS AND FUTURE OUTLOOK • Lessons learnt: • Importance of stressing the incentives for those who participate in the proposed measures (virtuous behaviours) rather than penalizing those who don’t use them; • An excessive complexity of the system may cause mistrust and unacceptance, and this is an handicap for strongly cooperative schemes (just like mobility credits); • Importance of a comprehensive strategy: while introducing restrictive measure, it’s essential to increase the necessary services in the surroundings areas (for instance, while “closing” an area through a LTZ it’s important to work on reserved goods parking stands around it). Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  24. CONCLUSIONS AND FUTURE OUTLOOK • Lessons learnt: • Key factors for the application of the mobility credits concept: • a strong political support cannot be set aside; • a high level of “mobility culture” in the involved actors is a necessary background; • communication towards citizens plays a fundamental role; • the project (especially if innovative) must be implemented in a clear and simple way; • citizens and other stakeholders have to participate to the planning process. Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  25. CONCLUSIONS AND FUTURE OUTLOOK • Future developments: • To study and develop new forms of advantages and incentives for virtuous behaviours; • To integrate the mobility credits - LTZ scheme with other tools (for example logistic platforms, accreditation concept); • To involve wider parts of the city in the city logistics related initiatives (to ease the economic sustainability and the economies of scale of the measure); • To address also the other goods transport sectors, not only urban goods distribution. Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  26. Thank you Claudia Podestà Comune di Genova Direzione Mobilità cpodesta@comune.genova.it 010 5577829 Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

  27. PARK PRICING - BLUAREA • Very efficient pricing scheme in the central urban area has been divided into smaller areas (A-B-C-D-E-F-G-H). • In each area: • residents pay a subscription to park with no limit; • non-residents have to pay on a time basis. • This scheme has positive impacts and lower resistance (compared to congestion charge) by the citizens. • All the trips performed even within the central area of the city are subject to a pricing which is dependent on the parking time. • The only trips that are not subject to pricing are those crossing the centre. Logistica, intermodalità e aspetti ambientali l 23.11.2010l Ancona

More Related