English - smartset

Transcription

English - smartset

Regulations experiences; report on success stories and
limitations | D3.1
Author(s): Fabio Nussio, Floor Wolfswinkel, | RSM
Contributor(s): Andrea Öström (Gothenburg) Maciej Tumasz (Newcastle), Malcolm Lundgren (Trafikverket),
Hans Dunder (Sundsvall), Francesca Ravaioli (Forli), Julius Menge (Berlin), Federica Frigato (InterPorto
Padova) Roberto Gabriele (Roma), Peter König (Graz), Francesco Iacorossi & Roberto Gigli (RSM)
Quality control: | Herbert Sonntag, Philip Michalk | WILDAU
Version: [Final Version]
Date of version: [12.06.2014]
Project: SMARTSET | www.smartset-project.eu
Contract number: IEE/12/714/SI2.644747
Duration of the project: 01.05.2013-30.04.2016 | 36 months
Project coordination and contact on behalf of SMARTSET:
City of Gothenburg | SWEDEN | www.goteborg.com
Urban Transport Administration
Box 2403 | 403 16 Gothenburg | SWEDEN
E-mail: [email protected]
The sole responsibility for the content of this document lies with the authors. It does not necessarily reflect the opinion of
the European Union. Neither the EACI nor the European Commission are responsible for any use that may be made of the
information contained therein.
TABLE OF CONTENTS
1.
EXECUTIVE SUMMARY .......................................................................................................... 5
2.
ABOUT SMARTSET ................................................................................................................ 6
3.
PROJECT STRUCTURE ............................................................................................................ 7
4.
OVERVIEW OF INCENTIVES AND REGULATIONS...................................................................... 9
5.
FREIGHT PLAN REGULATIONS & INCENTIVES ........................................................................ 11
5.1.
5.2.
5.3.
5.4.
5.5.
5.6.
5.7.
5.8.
6.
SCHEME IMPLEMENTATION & FIRST RESULTS ...................................................................... 66
6.1.
6.2.
6.3.
6.4.
6.5.
6.6.
6.7.
6.8.
7.
Gothenburg ......................................................................................................................................... 11
Forlí ...................................................................................................................................................... 15
Trafikverket and Sundsvall .................................................................................................................. 20
Newcastle ............................................................................................................................................ 25
Rome.................................................................................................................................................... 37
Berlin ................................................................................................................................................... 45
Interporto di Padova............................................................................................................................ 59
Graz...................................................................................................................................................... 64
Gothenburg ......................................................................................................................................... 66
Forlí ...................................................................................................................................................... 68
Trafikverket and Sundsvall .................................................................................................................. 69
Newcastle ............................................................................................................................................ 70
Rome.................................................................................................................................................... 71
Berlin ................................................................................................................................................... 81
Interporto di Padova............................................................................................................................ 83
Graz...................................................................................................................................................... 86
CONCLUSIONS AND ACHIEVEMENTS .................................................................................... 88
www.smartset-project.eu
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LIST OF PICTURES
Figure 1: Map of the area of the Gothenburg environmental zone. ..................................................................... 11
Figure 2: vehicles permitted to enter environmental zone in Gothenburg ........................................................... 12
Figure 3: imagin from Kungsgatan, main shopping street .................................................................................... 12
Figure 4 :Vallgatan in Gothenburg city, walking speed area ................................................................................ 13
Figure 5: Bollards at Korsgatan, Gothenburg........................................................................................................ 13
Figure 6: Zone for length restriction, Gothenburg city .......................................................................................... 14
Figure 7: Forlì -organization of the urban space of the Old Town ......................................................................... 17
Figure 8: Map indicating pedestrian and limited traffic zone in yellow. Symbols with trucks indicate that no
access is allowed for heavy vehicles. ..................................................................................................................... 19
Figure 9: operational environment of a train dispatcher ...................................................................................... 21
Figure 10: Sundsvall city centre regulatory options .............................................................................................. 22
Figure 11: The Stenstan city centre shopping mall that houses some 45 stores. The street in front of the entrance
is for pedestrians. .................................................................................................................................................. 23
Figure 12: Tyne and Wear’s Transport System ...................................................................................................... 25
Figure 13: Approach in Tyne & Wear .................................................................................................................... 27
Figure 14: Air quality management scheme for Newcastle .................................................................................. 32
Figure 15: Planning fund in Newcastle .................................................................................................................. 33
Figure 16: The six areas defined in the new General Traffic Plan ......................................................................... 38
Figure 17: Environmental islands of Zone 1 in Rome ............................................................................................ 38
Figure 18: LTZ for freight deliveries in city centre ................................................................................................ 42
Figure 19: new price scheme for accessing the freight Limited Traffic Zone......................................................... 43
Figure 20: funds allocated for incentiving freight vehicles purchase .................................................................... 43
Figure 21: funds allocated for single freight vehicle purchase, according the total mass and type of power supply
as reported (amount in €). .................................................................................................................................... 44
Figure 22: Heavy truck traffic in Berlin´s city centre ............................................................................................. 45
Figure 23: The intermodal terminal in Berlin Westhafen (source: Behala) ........................................................... 48
Figure 24: The Dock100 facilites in Berlin (source: Dock100) ................................................................................ 48
Figure 25: Truck operated by Stadlogistik Essen, .................................................................................................. 49
Figure 26: The BentoBox in action – micro consolidation field test; car driver runs the long haul, puts parcel into
bentoBox, distribution with cargo bikes ................................................................................................................ 50
FFigure 27 Air pollutant concentration of nitrogen dioxide (NO²) on main traffic routes ..................................... 53
Figure 28: Loading zone in Berlin, keeping private users out is a difficult task for local authorities but a crucial
element to ensure the positive impact of this measure ........................................................................................ 56
Figure 29: Combined lanes for buses and trucks in Berlin ..................................................................................... 58
Figure 30: Inner area in green define the LTZ and the red arrows indicate the current implementation of
electronic gates of access...................................................................................................................................... 60
Figure 31: Delivery cars in the Herrengasse .......................................................................................................... 64
Figure 32: Special car during construction work in Herrengasse ......................................................................... 64
Figure 33: Construction works ............................................................................................................................... 65
Figure 34 Situation at the delivery entrance during construction ........................................................................ 65
Figure 35: Unloading the container ...................................................................................................................... 65
Figure 36 A crane lifted the container into the unloading area ............................................................................ 65
Figure 37: Working Table of logistic chains operators in Rome ........................................................................... 71
Figure 38: Working Table of associations of the producers of freight vehicles .................................................... 72
Figure 39: Working table on the feasibility check to implement Urban Freight Terminal (UFT) .......................... 72
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Figure 40: Evolution of Freight LTZ permits........................................................................................................... 73
Figure 41: Emissive categories of the vehicles used in the permits goods LTZ ...................................................... 74
Figure 42: LTZ served by electronic gates in Zone 1 City Centre – Rome............................................................... 75
Figure 43: Definition of areas and routes closed to traffic in Rome city centre .................................................... 75
Figure 44: Commercial activities inside the Tridente zone .................................................................................... 77
Figure 45: UFT Pilot project: location and picture of the first phase in Rome ....................................................... 78
Figure 46: Rome UFT Pilot project: Van monitoring system.................................................................................. 78
Figure 47: Share of transport modes in long-distance freight transport volume in per cent ................................ 81
Figure 48: The key location discussed in SMARTSET, next to the former Tempelhof airport ................................ 82
Figure 49: The before Cityoporto situation in Padua ............................................................................................ 83
Figure 50: The already operating Cytiporto service .............................................................................................. 84
Figure 51: operators sharing Cityporto Padova .................................................................................................... 84
Figure 52: data of deliveries 2005-2013 ................................................................................................................ 85
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1. EXECUTIVE SUMMARY
The SMARTSET project will develop and show how freight transport in European cities and regions
can be made more energy-efficient and sustainable by a better use of freight terminals. To reach this
overall goal, the project will provide examples of good practice that can support cities, regions and
countries to contribute to the European Union targets
The Deliverable D3.1 is the result of the task 3.1 of SMARTSET WP 3. This WP aims to improve the
possibility to make the business cases, developed in WP 2, profitable and/or marked based. Whereas
the business cases are developed in collaboration with customers and stakeholders, development
and alteration of regulatory schemes is something that is vested in public authorities. The outcomes
of WP 3 is however explicitly something that will benefit the business models of WP 2.
The objective of this Deliverable 3.1 is to develop and make clear what incentives are needed and
necessary to steer towards increased use of micro terminals for last mile distribution for energy
efficient freight transport. Incentives and regulations can be crucial for development of sustainable
business models. Regulations and incentives can however be implemented in numerous ways and
combinations depending on the objectives and aims. Therefore, the SMARTSET partners would like
to find a common approach to regulations and incentives.
Some cities appear more focused than others on the issues of incentives and regulations. In general
the political framework differs greatly from country to country and that this is the main reason for
the different foci put on the issue of incentives and regulations.
Where implementation is possible, monitoring of effects is carried out in order to determine the
efficiency of the incentives and evaluations are carried out in WP6.
An analysis of current conditions and lessons learned is needed in order to be able to implement
successful regulations. This analysis is the starting point for the use of the common approach
mentioned above. The cities and terminal schemes differ in SMARTSET and the implementation of
regulations/incentives could be adjusted to reflect these differences. Some cities could support
knowledge transfer in WP5 for the benefit of the other partners.
According to the above mentioned scheme, the chapters of this deliverable deal initially with the
presentation of the SMARTSET project, its project structure, an overview of incentives and
regulations.
Chapter 4 deals with the freight plan regulations & incentives in each project city (Gothenburg, Forlí,
Sundsvall, Newcastle, Rome, Berlin, Interporto di Padova, Graz). The degree of implementation in
each city is deeply different and it gives the possibility to further discussion and common evaluations
to be carried out in the next tasks of this WP3. The same considerations can be exploited for chapter
5 - scheme implementation & first results, where implementations of incentives and regulations is
presently limited only to some cities.
The last chapter 6 -conclusions and achievements, try to reach an initial synergy report bringing
together the similarities and highlighting the differences between the results and experiences of
each of the partner cities. It also investigates how to bridge the knowledge, capacity and market
barriers within their own regions through incentives and regulations and to have a common
approach to the use and effectiveness of different regulations and incentives as well as specific
objectives in every project city.
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2. ABOUT SMARTSET
Transport of goods, both on long distances and within cities contributes to a substantial part of the
total emissions generated from the transport sector, as well as congestion. Up to 20% of traffic, 30%
of street occupation and 50% of greenhouse-gas emissions are generated by freight.
The SMARTSET project will develop and show how freight transport in European cities and regions
can be made more energy-efficient and sustainable by a better use of freight terminals. To reach this
overall goal, the project will provide examples of good practice that can support cities, regions and
countries to contribute to the European Union „20-20-20“ targets1 for reduction in carbon dioxide
emissions and improvement in energy-efficiency.
SMARTSET targets
Reduction by 2016
Reduction by 2020
Reduction of CO2 emissions in tonnes
9,051 tonnes per year
Reduction of energy consumption in tonnes
Reduction of energy consumption in GWh
34 GWh per year
449 GWh per year
Table 1: SMARTSET targets during project duration (by 2016) and beyond (by 2020)
SMARTSET is structured around three core aspects for creating successful and attractive terminals:
 Market based business models provide an outline for various strategies and distribution solutions
to be implemented through organizational structures, processes and systems.
 In order to make city centres more attractive, the introduction of clean and energy-efficient
vehicles for last mile distribution and the use of intermodal transports are facilitated as well.
 Incentives and regulations improve the possibility to make the business models profitable and
financially sustainable.
SMARTSET is a project, co-funded by the Intelligent Energy – Europe programme of the European
Union (IEE) and is composed of 14 partners, coming from Austria, Germany, Italy, Sweden and the
United Kingdom. It will run from 01.05.2013 until 30.04.2016.
- Resolution D.C. n. 137 dated 20/12/2001 which approved the Urban Mobility Plan and
adopted an electronic control system of the access gates to the Limited Traffic Zone. In the
text of an annexed final report, the resolution stated that, with the aim of streamline the
traffic in the city centre, it was necessary to organize a new distribution system of goods
which concentrate the freight transport on vehicles that have a lower impact on
environment.
1
The climate and energy package is a set of binding legislation which aims to ensure the European Union meets its
ambitious climate and energy targets for 2020. These targets, known as the "20-20-20" targets, set three key objectives for
2020:
 A 20% reduction in EU greenhouse gas emissions from 1990 levels
 Raising the share of EU energy consumption produced from renewable resources to 20%
 A 20% improvement in the EU's energy efficiency
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3. PROJECT STRUCTURE
SMARTSET is divided into 8 work packages, all integrated into each other, in which the leadership will
be spread among the project partners:
 WP 1 Project Management
 WP 2 Cooperative market-driven business solutions
 WP 3 Incentives and regulations
 WP 4 Clean vehicles in transport
 WP 5 Networking & Exchange of Experiences
 WP 6 Evaluation
 WP 7 Dissemination & Target Group Communication
 WP 8 IEE Dissemination
In SMARTSET WPs 2, 3 and 4 focuses on measures to be undertaken by cities, encompassing business
solutions, incentives and regulations as well as clean vehicles. In SMARTSET all cities start from
different local situations and to develop sustainable business models for freight distribution and
increase the use of clean vehicles, the transfer of knowledge is an absolute key issue, which will be
taken care of in WP 5. This is where the actions and knowledge in “leader cities” can be transferred
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to “follower cities”, and experience regarding these issues can be exchanged. WP5 is a key work
package for SMARTSET, to ensure that information and knowledge is spread throughout the
consortium to create the best prerequisites for successful implementation of sustainable freight
systems. The conclusions drawn from the project will be shared through target group communication
and dissemination, covered in WP7 & 8
 WP 1 encompasses the project management and the tasks on technical and administrative
coordination of the SMARTSET project. It will be led by the city of Gothenburg with the
participation of all partners.
 In WP2 the objective is to develop business and market based solutions for last mile
distribution and to make project viable and self-sustaining after the duration of this project.
Market based business models are a crucial part of the development in energy efficient
distribution solutions. The SMARTSET project contains a number of different sites with
different conditions, from smaller towns to medium and big size cities, from different parts
of Europe, with different types of challenges and different potential solutions. All these sites
have one thing in common: the need for a sustainable business model that is comprehensive
and enables overcoming of existing market barriers
 The objective of WP 3 is to develop and make clear what incentives are needed and necessary
to steer towards increased use of micro terminals for last mile distribution for energy
efficient freight transport.
 The objective of the WP4 is to make possible the introduction of clean vehicles in last mile
distribution. By distributing with e.g. small electric vehicles, local environment will be
drastically improved in terms of greenhousegas and particle emissions, road safety and
congestion
 WP5 strives to ensure that the advancements stirred by the project activities feed the
discussion as well as knowledge exchange and development with different sectors and on
regional, national and international level in order to break the current impasse and mobilise
action toward a fully-fledged up-take of optimised city logistics.
 WP 6 and will provide means to compare experiences and impacts among the project partners
and on the city level.
 WP7 Dissemination & Target Group Communication and WP8 EACI Dissemination Activities
disseminate the findings of the project with the goal of reaching the main target groups, key
actors and potential multipliers. The two work packages will mobilise activities at the EU
level but will also support the participating regions in dissemination and communication
efforts at the national and local level. In doing so, a variety of target group-tailored tools will
be employed (e.g. folder, website, e-updates, press-releases, etc.).
 WP 8 will secure the IEE Dissemination activities and make sure that, upon request by the
EACI, contribution to common dissemination activities will increase synergy.
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4. OVERVIEW OF INCENTIVES AND REGULATIONS
The objective of this WP is to develop and make clear what incentives are needed and necessary to
steer towards increased use of micro terminals for last mile distribution for energy efficient freight
transport. Incentives and regulations can be crucial for the development of sustainable business
models. The partners will develop schemes which will aim to support the business case of the
terminals and improve the possibility to make them financially sustainable.
The tasks of WP 3 aims to improve the possibility to make the business cases, developed in WP 2,
profitable and/or marked based. Although regulations and incentives affect the business plans, the
tasks are separated to a WP of its own. Whereas the business cases are developed in collaboration
with customers and stakeholders, development and alteration of regulatory schemes is something
that is vested in public authorities. The outcomes of WP 3 is however explicitly something that will
benefit the business models of WP 2.
Regulations and incentives go hand in hand and
should be used in combination to achieve the
maximum effect. Regulations and incentives can
however be implemented in numerous ways
and combinations depending on the objectives
and aims. Therefore, the SMARTSET partners
will in WP 3 outline a common approach to
regulations and incentives. This outline will be
based on conclusions from previous projects
such as BESTUFS and C-liege, and will categorise
different
regulation/incentive
schemes
depending on the desirable result. Gothenburg
is working with such a systematic approach and
will share the conclusions of this to the partners.






Incentives and regulations can be crucial for development of sustainable business models.
The partners will develop schemes which will aim to support the business case of the terminals and
improve the possibility to make them financially sustainable.
The tasks of WP 3 aims to improve the possibility to make the business cases, developed in WP 2,
profitable and/or marked based.
Although regulations and incentives affect the business plans, the tasks are separated to a WP of its
own.
Whereas the business cases are developed in collaboration with customers and stakeholders,
development and alteration of regulatory schemes is something that is vested in public
authorities.
The outcomes of WP 3 are however explicitly something that will benefit the business
models of WP 2.
The state of the art, implementation schemes, regulations adopted, first results, limitations and next
steps in each site will be described in the following chapters.
When successful incentives are identified, different hinders for the implementation will most likely
be identified, such as e.g. national taxes that cities cannot realize on their own etc. For these issues it
is important to develop a plan for how to make the implementation of impacts happen in the long
term, what organizations to contact, how and what to communicate and so on. Together with the
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outcomes in WP2 and WP4 this will result in an activity plan for cities on how to impact the
development in the long run, with the use of the outputs in this project.
The city action plans will be developed by each site. The city action plan will include actions, targets,
aims and objectives, timeframe, budget and stakeholders. The action plan will be communicated and
finally agreed among the key stakeholders. The city action plans will be fully reported in project
deliverable D.3.2. Each action plan will be publicly available in written form and will be attached to
D3.2.
The document will be closed by a synergy map on common regulations and incentives in use and
already decided &/or future and a possible identified common approach to the use and effectiveness
of different regulations and incentives.
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5. FREIGHT PLAN REGULATIONS & INCENTIVES
This analysis will be the starting point for the use of the common approach among the project sites.
The cities and terminal schemes differ in SMARTSET and the implementation of
regulations/incentives will have to be adjusted to reflect these differences.
In the following an analysis of the current situation in terms of regulatory framework, both in terms
of urban freight plan implementation as well as of incentives and regulation, will be carried out in
each project sites.
5.1. Gothenburg
5.1.1. Environmental zone
The local regulations are the same for all Swedish towns and cities that have an environmental zone
and are based on the rules laid down in the Swedish Road Traffic Ordinance (SFS 1998:1276, Chapter
10). This means that the EU environmental classification system is used as a basis for deciding which
vehicles are permitted to enter an environmental zone.
Figure 1: Map of the area of the Gothenburg environmental zone.
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•
•
•
•
All heavy, diesel-powered trucks and buses are permitted to be driven in an environmental zone
for at least six years, calculated from when the vehicle is first registered, regardless of the
country of registration.
Euro 2 or 3 vehicles can be driven in an environmental zone for eight years. In both cases the
time is calculated from the year in which the vehicle was first registered.
Euro 4 vehicles can be driven in an environmental zone up to and including 2016, regardless of
the year of registration.
Euro 5 vehicles can be driven up to and including 2020, regardless of the year of registration.
Figure 2: vehicles permitted to enter environmental zone in Gothenburg
The environmental zone has turned out to work quite well in order to keep the oldest and most
polluting trucks outside the city centre. The numbers of violations of the regulation are quite few
according to results from surveillance.
5.1.2. Local regulations
Pedestrian streets and time windows
Kungsgatan, the main shopping street in the inner city, is regulated as a
pedestrian street, with time window between 05:00-10:00 for loading and
unloading. This means also that only authorized vehicles are allowed to
enter the street. This has led to a decrease of the unauthorized traffic by
90%.
The removal of unauthorized traffic in combination with the time windows
for distribution has dramatically decreased the rate of congestion in the
inner city.
Figure 3: imagin from Kungsgatan, main shopping street
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Walking speed areas
Most of the streets in the inner city have been rebuilt, and are regulated
as walking speed areas. In these areas parking is prohibited, but any
vehicle can enter and load/unload goods at any time of the day.
The walking speed areas are considered as a big improvement for distribution traffic as the vehicles
can stop anywhere along the streets, and don’t have to use specific loading bays (which often may be
occupied).
Figure 4 :Vallgatan in Gothenburg city, walking speed area
Closed passages
The main cross street in the inner city, Korsgatan, is closed for traffic in order to prevent hazardous
situations due to turns around tight corners, blocking etc.
Figure 5: Bollards at Korsgatan, Gothenburg
Less one way streets
One way streets generates more traffic work, since it extends the routes for the distribution traffic
both when accessing a certain point, and further if repeated attempts are required to find free
loading bays.
When the streets in central Gothenburg were rebuilt, one way regulations were removed where it
was possible in order to increase the accessibility for distribution vehicles ant decrease the distance
driven.
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Length restriction
In the city core, there is a length restriction of 10 meters for all vehicles between 08:00 – 06:00.
The length restriction prevents hazardous situations in the city due to handling of large vehicles in
narrow spaces.
Figure 6: Zone for length restriction, Gothenburg city
5.1.3. Conclusions
The results of the measures mentioned in the previous chapter have been a significant change
regarding the following aspects:
* Decrease of unauthorized traffic by 90%
* Congestion problems are almost eliminated
* Increased accessibility and attractiveness of the inner city
* Improved conditions for distribution
* Better prerequisites or UFT´s
In order to further encourage the development of UFT´s and clean vehicle solutions, a number of
modifications to the present framework are being discussed. Such as:
* Increased area with Pedestrian streets and time windows
* Incentives for ultra low emission vehicles, like exceptions from time windows
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5.2. Forlí
5.2.1. Regional context
Forlì is located within the Emilia-Romagna Region, which has dedicated resources to reduce
the impact of road traffic on air quality and in specific to improve efficiency to urban logistic
models in years. Poor air quality is an inter-regional issue regarding the whole of the
Pianura Padana (Po Valley) related to high urbanization, intense economic activity (including
industries, agriculture, and commerce) and unfavourable meteorological conditions. The
main critical issues are: the daily concentration of PM10 and the yearly number of days with
concentration higher than the European limit; the annual concentration of NO2 and the
ozone (O3) concentration during summer periods.
Road traffic, and particularly heavy vehicles emissions, are one of the causes of poor air
quality. The Region has therefore promoted a number of agreements with local authorities
in order to intervene on this component. Since 2004 the 'Agreements on air quality "
included measures regarding freight transport in urban areas. It provided infrastructural and
technological means for sustainable mobility regarding industrial and business activities as
well as the distribution of goods " through the promotion of specific actions to make it more
functional, and above all, less polluting transport designed for both commercial and
distribution to the ultimate purchaser.”
The most recent agreement on air quality with the provinces and the municipalities of more
than 50,000 inhabitants, signed in 2012 and covering the period from 2012 to 2015,
confirmed measures on traffic control during the winter period in city centres and driving
ban for the most polluting vehicles as included in previous agreements. It also introduces
emergency measures applying further to days of very poor air quality conditions (driving ban
regarding the whole city) applying throughout the region.
Given that under past agreements the local administrations have adopted different
approaches to city centre access area, their extension and the type of vehicles banned from
it, leading to a large heterogeneity of solutions, the Region has promoted the creation of a
working table with the objective of harmonizing rules, bringing forward further restrictions
on polluting vehicles and developing more efficient and less complex management logistics
networks. These restrictions will regard directly the distribution of goods and includes:
 government and access paths, adjustment and optimization of road infrastructure
with the definition of time slots dedicated lanes and places, paths optimized for
types of vehicles;
 measures for consolidation loads and transport efficiency and reduction of the
number of vehicles that enter the centre;
 reduction of pollutant emissions with actions for the replacement or conversion of
the vehicles with other low impact.
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The Region has also promoted projects on “city logistics” in order to rationalize the
distribution of goods in the city, to restore efficiency to urban systems and to reduce the
critical levels of air pollution from road traffic. These have been achieved through a series of
measures and actions to change the organization of the distribution of goods in urban areas
in particular context. The project for Forlì is further described below.
5.2.2. Local Context: Forlì
Forlì is a medium-sized city, has a population of 116 thousand inhabitants, covers an area of 228 sq
km, with a density of population of 508. The historic central area is 1.54 sq km.
In the whole municipality there are about 2500 commercial enterprises, of which about 300 are
located within Old Town. Other services are concentrated in the historic centre such as: 14 hotels,
banks, insurance and financial services 276 (2012).
The old town is surrounded by an inner ring road while access within the centre is allowed though
identified paths leading to the main parking areas, which are linked to each other. There are
restrictions regarding size of heavy vehicles accessing the city centre. The inner part of the centre is
pedestrian only while a larger part of it has Limited Traffic Zone.
A recent survey indicates that five couriers handle most of the goods movement in the historic
centre, with packages delivered, 4 out of 5, weighting less than 10 kg.
5.2.3. "City logistics" in Forlì
With regional funding the Municipality of Forlì has realized, in 2006, the feasibility study of a project
called MO.ME (urban mobility of goods) that included measures of short and long term.
The feasibility study identified the following short term actions, which have all been carried out:
1. Purchase of goods vehicles with low emissions for urban use;
2. Changing regulations and signals parking for loading/unloading;
3. Campaign of information and promotional marketing.
The identified long term actions are:
1. New Regulations for access, circulation and parking of vehicles for transport goods in the
historic centre;
2. Optimization of the use of parking for loading / unloading;
3. Electronic access control (with system called SIRIO) and monitoring the movements of the
freight vehicles;
4. Implementation of a system of vanAt the time of writing none of these measures has been activated by the local Administration.
page 16 of 92
5.2.4. Current Forlì Mobility Regulations and Incentives
The Regulations for the access to the centre was approved in 2012, according to the guidelines
defined by the Urban Traffic Plan approved by the City Council in 2007.
The Regulation divides the centre into:
- Historic Centre;
- Limited Traffic Zone (ZTL), where the access, transit and parking are limited to specific hours;
- Pedestrian area, where the movement of vehicles is prohibited, except cycles and vehicles of
disabled persons;
- areas with no access limitations but subject to a parking fee.
The map below shows the organization of the urban space of the Old Town, in accordance with the
current Regulations..
Figure 7: Forlì -organization of the urban space of the Old Town
Legend: pedestrian areas are indicated in red,
Limited Traffic Zones are indicated in light blue, light green and orange.
Streets indicated in blue, yellow and purple have no access limitations but are subject to a parking fee.
Access to the Limited Traffic Zone and Pedestrian Area is allowed for special and/or
temporary needs, related to residency and to the loading and unloading of goods, only with
permission. Permits are issued by the public company Integrated Mobility Forlì (IMF).
page 17 of 92
Access to Limited Traffic Zones (LTZ) for residents
Within the Restricted Traffic Zones only the following type of vehicles can circulate, exposing
adequate authorization:
- Electric vehicles, access and parking free of charge;
- Residents in LTZ, free of charge
Parking for residents is unlimited within defined areas. Along shopping streets parking is
allowed during the following hours: 12.30-14.30 and 19:00 to 9:00.
The parking permissions for residents are divided into:
 Resident without garage or parking space: authorization for one vehicle per
household, with a duration of 12 months free of charge; authorization for a second
vehicle at the cost of 85€, and 125€ for a third permission.
For environmentally friendly vehicles (LPG or methane): authorization for one
vehicle free of charge, then 65 and 100 €.

Residents with garage or reserved parking: authorization for one vehicle per
household duration 12 months, cost 50€; authorization for a second vehicle at the
cost of 85€, 125€ for a third permission.
For environmentally friendly vehicles (LPG or methane): authorization for one vehicle 25€,
then 65 and 100€.
Access to Limited Traffic Zones (LTZ) and Pedestrian Area (PA) for owners of economic
activities within LTZ
Owners of economic activities (shops, public stores, artisans, etc.) can benefit from a yearly
authorization (two per shop), which allows the loading and unloading of goods near the
activity.
Access is allowed from 7.00 to 9.30, from 15.00 to 16.30 and from 19.00 to 20.00. Yearly
cost of the authorization is of 20€, and 10€ for environmentally friendly vehicles (LPG or
methane).
Access to Limited Traffic Zones (LTZ) and Pedestrian Area (PA) for freight transport
operators
The freight transport by operators is allowed from 7.30 to 9.30, from 15.00 to 16.30 and
from 19.00 to 20.00 with an annual permission costing 20 € or 10 € for “cleaner” vehicles
(LPG or methane).
The following range of operators can enter within the LTZ zone without complying with the
time zone: food catering business, bakeries, groceries; delivery medicines; maintenance
buildings, transport of valuables (gold/money) and post and parcel express deliveries.
Access to Limited Traffic Zones (LTZ) for occasional freight transport (temporary permission)
The occasional transport of goods is allowed with a daily permit costing 5/3 € and without
any time window restriction.
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Permissions for vehicles according to weight
In accordance with the above conditions, vehicles weighing less than 3.5 tonnes can follow
free routes, while those above must comply with a assigned route. Map indicating
pedestrian and limited traffic zone in yellow. Symbols with trucks indicate that no access is
allowed for heavy vehicles
Figure 8: Map indicating pedestrian and limited traffic zone in yellow. Symbols with trucks indicate that no
access is allowed for heavy vehicles.
5.2.5. Issues with the current regulations
A survey on delivery needs has been carried out in January 2014 through interviews with shop
owners within the Old Town. The results indicate that the time windows for deliveries (from 7.00 to
9.30 and from 15 to 16.30) are not effective as they have declared that 36% of deliveries take place
between 10 am and 12.
The main issues highlighted by shop owners and freight operators are that delivery windows are too
restrictive (although not respected) and that the bureaucracy for applying to permits is timeconsuming.
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5.3. Trafikverket and Sundsvall
Sundsvall is a medium sized coastal city located 350 kilometres north of Stockholm. The number of
inhabitants in the municipality is some 96 000.
Major industries are the SCA saw and paper mills, the Kubal aluminium smelter and the Akzo Nobel
chemical plant. The existing intermodal rail terminal is situated in the direct vicinity of the passenger
rail station. A new integrated logistics hub is planned to be constructed at the port. The SMARTSET
project is important for the city since it supports its green strategy, enables benchmarks with other
European cities and provides market knowledge useful for the continuing development of the city’s
logistics infrastructure.
The Sundsvall case consists of two parts. One is to develop a business case for a new intermodal
transport of goods (consumer) to the city or make use of spare capacity in an existing rail transport.
The other is to develop a greener and more energy efficient distribution of goods to the city centre
(stenstan). Ideally the two should be coupled together.
Complimentary to the above parts talks are on-going with stakeholders to extend the Sundsvall case
with two additional demonstrations. One is to test a Bombardier last mile locomotive in a rail
transport to the Sundsvall area. The TRAXX electro diesel loco is an electric train that can perform
light duty operations such as shunting on non-electrified sidings and yards with with a diesel engine
to power the locomotive. The other is to investigate the possibility to test trucks of larger dimensions
to supply a COOP rail terminal with freight. This means going beyond the currently allowed length
dimension of 25, 25 meters. Longer trucks can carry an extra swap body or container. The increase in
energy consumption is disproportionate to the higher load capacity.
Regulatory schemes are tools that can be used in order to tilt the balance in favour of a desirable
development. Below follows a review and an analyses of available regulatory instruments.
5.3.1. Rail regulatory schemes
A viable intermodal transport i.e. the combination of rail and road modes for door to door
distribution must first satisfy the customer requirements for lead times, punctuality, reliability, cost
and frequencies. It must also generate enough revenues to be profitable for the agents involved in
the movement of the goods i.e. forwarders, hauliers, terminal operators and the like. The load factor
is imperative for the profitability. For a typical rail transport in Sweden to break even, the number of
wagons must be at least 26-28 with an 80-85 per cent pay load factor. Terminal handling and last
mile costs are also critical. The terminal to the final distribution typically accounts for some 30-35 per
cent of the cost of an intermodal transport. Trafikverket, being an infrastructure provider, can
influence some of the parameters involved in an intermodal rail based transport. Those are
-
Allocation of capacity i.e. time table
Operational traffic control prioritization between train types
Charging regimes
Quality of the infrastructure
Rail capacity and infrastructure conditions are described in Trafikverket’s network statement. The
allocation of capacity is made on an equal for all basis; that is no train type be it various passenger or
freight services is initially prioritized over another. Time table prioritizations between different trains
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start when there is a demand for the same train slot. The method used is based on socio economic
valuations which gives passenger trains priority over freight trains. This creates additional problems
on the single line track East Coast Line, which connects Sundsvall with Stockholm, since it impacts
lead times. If sufficient lead times cannot be respected, rail will not be attractive for certain goods
segments such as perishables.
On time arrival of trains is an essential quality of service requirement for freight owners with time
sensitive consumer products that have to be on the shelf when shops and food stores open. From an
operational train management perspective the complying with those customer requirements would
mean giving priority of such trains over other trains even if they are behind the schedule. The basic
operational traffic control criteria is however to give trains on time priority over delayed trains. A
somewhat late train with highly time sensitive perishables thus risks to be successively down
prioritized and in the end accumulate a delay of several hours on a journey from the south of
Sweden to Sundsvall. This is something that makes food retailers like COOP hesitate about
considering the rail option for their transports to Sundsvall and other coastal cities further north.
Trafikverket has conducted trials with different prioritization schemes on the Southern main trunk
line and there is in fact a special train called the ARE express that goes from Narvik to Oslo with fresh
fish products that has a special high priority status. However the basic “train on-time has priority
over a delayed train” is currently the practice in use by the train dispatchers.
Figure 9: operational environment of a train dispatcher
Frequencies and reliability are also important for customers. They can be impacted by the quality of
the infrastructure such as its proper maintenance and the capacity e.g. number of meeting stations,
partial double tracks or ideally a continuous double track. The provision of an infrastructure with
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adequate quality is something that takes time and is therefore a parameter outside the influence of
SMARTSET.
The charging model on the Swedish network has been under reviews and discussions for a long time.
The regime in place is based on a gross tonnage component and a train kilometre component. No
special congestion charges or premiums for train types with desirable properties such as lower track
attrition or noise have been implemented. In the short term a SMARTSET intermodal transport will
have to be developed under the existing conditions though a premium handling for a freight train
with consumer products requiring express passenger train time table treatment would facilitate the
transport of such goods to Sundsvall and other bigger northern Swedish coastal cities.
5.3.2. Sundsvall city centre regulatory options
Sundsvall city centre, Stenstan, is a rectangular city structure that was rebuilt after a devastating fire
in 1888. The wooden houses were replaced by stone buildings. The business life in Stenstan is vibrant
for a city of its size. Some 200 shops are located in the city area of which some 45 are housed in the
city shopping mall which is one of the biggest in northern Sweden. There are several dozens of pubs
and restaurants and many hotels. The food retailers ICA and Hemköp have supermarkets in the
centre. Taken together all these businesses generate lots of in and outbound transports.
Figure 10: Sundsvall city centre regulatory options
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The city centre in Sundsvall was not originally designed for car traffic. The streets are regulated in
different ways in order to satisfy many often conflicting needs of accessibility. Many streets are one
direction to enable short term parking. There are many parking slots for people with reduced
mobility and for loading points. The main street Esplanaden has a dedicated bus lane. There are also
streets where there is a general ban for all vehicles with the exception of those with special permits.
One street has a general ban between 11-17 day time when there are many cyclists and pedestrians.
Delivery trucks create hazards for pedestrians and cyclists when they exceed speed limits and
conduct loading and unloading manoeuvres. They often do not use dedicated loading points but
stand in the drive lane, pedestrian or bicycle path, pavement or in crossings. This reduces the
accessibility for other vehicles and can force pedestrians out on the street. It is common that bigger
vehicles damage road signs or lamp posts due to passage too close to house walls.
The existing traffic regulations in the city centre of Sundsvall has according to the Swedish retailer
organization though meant reduction of revenues and caused the closures of shops and with it loss
of employment.
Figure 11: The Stenstan city centre shopping mall that houses some 45 stores. The street in front of the
entrance is for pedestrians.
Regulatory incentives that encourage greener city logistics such as imposing different kinds of
penalties and bonuses is a way of creating an imbalance that impacts the cost and revenue streams.
An example of this is reduction of accessibility in the form of time restrictions or charges for
distribution with conventional delivery vehicles whilst green vehicles are exempted from such
measures. Case in point is the delivery of certain goods types to the inner city of Padua by LNG trucks
operated by Interporto Padua.
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This stick and carrot approach may be feasible in big European cities where the problems caused by
traffic are so immense that they result in a widespread common view among the public, businesses
and local politicians that something has to be done to improve the situation with air quality and
congestion. Such conditions are however mostly not directly comparable with local situations in
Sweden. Schemes that negatively impact the revenues of inner city shops, restaurants and
businesses are not welcomed by the business owners and they quickly become highly political.
The case with stadsleveransen in Gothenburg does not involve penalties on conventional distribution
vehicles. Instead Stadsleveransen has worked with property owners and with other means to put to
together a service that is self-supporting. In short a scheme that penalises existing distribution
channels in favour of greener ones but increases the costs for business owners will be controversial.
Decisions about traffic regulations are handled in one of the city councils. The council is composed of
political party representatives.
Any incentive scheme for a green supply chain to the businesses in Sundsvall’s stenstan must
probably be based on other tools than financial penalties on today’s existing delivery vehicles. Some
regulatory measures may however be possible or feasible to implement. Examples on such measures
to improve the situation could be to impose limits on the length of delivery vehicles, introduce a
parking ban on some streets during morning hours in favour of green delivery vehicles.
Start of co-loading or micro terminals is an option that will be explored during the project life time.
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5.4. Newcastle
5.4.1. Tyne and Wear’s Transport System
Tyne and Wear is made up of five districts: the boroughs of Gateshead, North Tyneside and South
Tyneside and the cities of Newcastle and Sunderland. Its public transport network comprises buses,
Metro, local rail services, the cross-Tyne ferry, taxi and private hire operators, as well as footpaths
and cycleways.
Figure 12: Tyne and Wear’s Transport System
All measures in Newcastle are planned and implemented as part of a wider process called Local
Transport Plans (LTPs) which are statutory documents that outline strategies for improving all forms
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of local transport in a given area. Tyne and Wear’s first LTP covered the five-year period from 2001 to
2006 and was followed by a second Plan running up to 2011. The current third LTP for Tyne and
Wear (2011-2021) has been produced by the Tyne and Wear Integrated Transport Authority, a joint
body representing the five councils in Tyne and Wear (Gateshead, Newcastle, North Tyneside, South
Tyneside and Sunderland) as well as Nexus, the organisation that helps to promote and deliver local
public transport services. Many local transport links cross council boundaries, so they all work in
partnership to plan and deliver transport services.
LTP3 explains how the stakeholders intend to improve the transport system, covering all the forms of
transport that are used to move people and goods around Tyne and Wear. Having commenced on
1st April 2011, it comprises a detailed Strategy Document setting out the policies for the next 10
years, a Summary Document and an associated three-year Delivery Plan. Further Delivery Plans will
be produced from 2014 onwards.
Before completing LPT3, the authorities consulted widely and took note of the views given by
individuals, local communities and organisations, including the NHS, universities, bus and taxi
operators and groups representing young people, older persons and users with disabilities. 101
organisations were invited to a workshop about the LTP and the authorities made use of Facebook
and Twitter, as well as carrying out face-to-face surveys.
Although LPT3 is mostly focused on passengers, goods transport is vital to Tyne and Wear’s
economy. In 2009, 59 million tonnes of goods were transported by lorries to destinations in the
North East. We have an active Tyne and Wear Freight Partnership that works with the industry and
local authorities to help goods reach shops and factories quickly and easily.
5.4.2. The vision for Tyne and Wear’s transport system
“Tyne and Wear will have a fully integrated and sustainable transport network, allowing everyone the
opportunity to achieve their full potential and have a high quality of life. Our strategic networks will support the
efficient movement of people and goods within and beyond Tyne and Wear, and a comprehensive network of
pedestrian, cycle and passenger transport links will ensure that everyone has access to employment, training,
community services and facilities.”
To help achieve this vision, the authorities have set out five local goals, which are:
 To support the economic development, regeneration and competitiveness of Tyne and Wear,
improving the efficiency, reliability and integration of transport networks across all modes
 To reduce carbon emissions produced by local transport movements, and to strengthen our
networks against the effects of climate change and extreme weather events
 To contribute to healthier and safer communities in Tyne and Wear, with higher levels of
physical activity and personal security
 To create a fairer Tyne and Wear, providing everyone with the opportunity to achieve their
full potential and access a wide range of employment, training, facilities and services.
 To protect, preserve and enhance our natural and built environments, improving quality of
life and creating high quality public places.
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The demanding challenge was to deliver an LTP strategy that helps to meet the region's economic
and social aspirations, but which is at the same time cheaper and greener. An old maxim states that a
period of crisis may also be a time of opportunity and the authorities have therefore used this
difficult scenario as an opportunity to adopt a radically new approach that recognises the need to
assess and prioritise all the proposed measures to improve transport in Tyne and Wear against a
backdrop of:
 Substantial funding reductions;
 Demanding carbon reduction targets;
 The need to assist in meeting local objectives; and
 Compliance with national DaSTS goals.
The approach that has been adopted is to establish a strategic framework based on three broad
intervention types:
managing demand for travel;
(i) managing and further integrating existing networks; and
(ii) targeting new investment at top priority challenges.
Figure 13: Approach in Tyne & Wear
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5.4.3. Freight movements
Movement of goods, usually by road but also by rail and sea, is very important for the local economy.
Speed of movement is, of course, not the only issue with regards to freight movement.
The effects on congestion, road safety and air quality must also be taken into account, as must
national government guidance, which encourages modal shift to rail, sea and, in some cases, inland
waterway. It should also be noted that much freight movement is trans-national.
Tyne and Wear’s main vehicle for addressing these issues is the Tyne and Wear Freight Partnership.
Established in 2005, the Partnership includes operators, local authorities, universities and other
stakeholders and considers problems and opportunities arising in the freight transport sector. The
scope of the Tyne and Wear Freight Partnership has grown rapidly since its inception, bringing
together a wide variety of stakeholders and delivering practical measures to improve freight mapping
and signage, review loading and unloading facilities, research potential for freight on rail and create
an online map of height and weight restrictions.
Via the EU's CIVITAS CATALIST programme, the Partnership has also extended its information
programme to cover HGV drivers from EU partners visiting Tyne and Wear. The partners are proud of
the tangible benefits the Partnership has delivered, which have resulted in the award of Freight
Quality Partnership of the Year for 2008 from the Freight Transport Association (FTA) and, in the
same year, an annual award for excellence by the Chartered Institute of Logistics and Transport
(CILT) in the Transport Policy and Planning category.
Over the period of LTP3, the Partnership will continue its work to bring together interested parties
through quarterly meetings and also sharing knowledge and communicating information through
regular newsletters and the Partnership's website: http://www.tyneandwearfreight.info/ (which
hosts the annual Partnership Business Plan).
The freight sector is a highly dynamic one, that reflects changes in the economy and distribution
methods, and the policy toolkit to address this will need to be flexible. A growing amount of freight is
delivered by light vans (13% of traffic according to 2007 Department for Transport statistics), whilst
approximately 8% of the Heavy Goods Vehicles (HGVs) on the UK's roads are registered outside the
UK. To recognise the growing number of non-UK drivers entering the region, the Partnership’s
website and associated publicity materials have been modified to include the two most common
non-UK languages amongst HGV drivers entering the region - German and Polish.
Consideration will be given to adding further languages in the future. In 2010-11, the Partnership
attracted European funding for its work, including the hosting of a successful European Freight
Conference in February 2011, and co-operation with European partners will continue to be
important.
A number of other planned or proposed measures are outlined below, some of which will be
delivered by the Partnership and some by Tyne and Wear authorities.
Mapping
In an increasingly time-sensitive business environment, accurate destination mapping is crucial to
enable freight vehicles to reach their destinations by the most suitable routes. As at March 2011
there were 20 individual destination maps available complete with company names and locations.
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The Partnership has developed a suite of online interactive maps that list all tenants on a particular
site and then display a suggested route from the origin point of the shipment to that tenant's
location, taking into account height and weight restrictions.
It is intended, following consultation with Partners, to add further key locations. Existing sites will
also be re-visited annually to ensure that the details are correct. In 2009, the Partnership developed
a highways' restriction map and an abnormal loads route map, both hosted online and capable of
zooming in to identify specific locations. It is proposed to develop these maps further to include
appropriate routing guides.
Periodic review of the restrictions and updating of the maps will also take place. A possible option for
the future is to produce a map that shows the locations of alternative fuel points throughout the
region. Reducing emissions and promoting sustainable forms of transport are core objectives for
both LTP3 and the Freight Partnership. One of the known barriers to take-up of alternative fuelled
vehicles is the lack of refuelling points available to make them feasible. The aim would be to provide
information about alternative fuel refuelling points to enable operators, both those based in the
Tyne and Wear area and those delivering into the area, so they can make informed decisions as to
the viability of these alternatives.
This could also complement the region's existing status as the UK's Low Carbon Economic Area for
Ultra Low Carbon Vehicles (see Emissions Management).
Signage
Important though the mapping and web-based information work is, this needs to be complemented
by accurate signage on the region's road network. The Partnership will continue to work with local
authorities to study existing signage and to design any new signs that may be necessary.
Truck Information Points (TIP)
The Partnership maintains TIPs at Washington Services on the A1(M) and aboard the DFDS ferry The
King of Seaways. We will investigate the scope for further TIPs in strategic locations where they will
be of value to freight vehicles entering the region. The information available on the TIP will be kept
under review and German and Polish text has already been added to relevant sections, catering for
foreign drivers coming to the region.
Lorry Parking
The lack of suitable, secure lorry parking sites in Tyne and Wear is recognised as a key challenge by
local authorities and the Partnership. Lorries parking in inappropriate locations raised concerns
about congestion, road safety and the safety of the driver and his/her load. The Partnership will
continue to actively seek possible lorry parking sites, in conjunction with Partners. The Department
for Transport was carrying out a national lorry parking survey, helping to obtain a good
understanding of provision and requirements. Any site for off-road lorry parking provision would not
be located in a sensitive location for biodiversity, geodiversity and would minimise loss of productive
soil. Opportunities for enhancement of landscape character and the requirements of protected
species will also be considered. Landscape screening measures will be used where appropriate.
Fleet Recognition Scheme
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A core aim of the Partnership is to promote the use of sustainable and efficient transportation
methods, with the ultimate aim of reducing transport related emissions. With this aim in mind, it has
been proposed that, in association with our 8.3 'Air quality' strategy, a fleet recognition scheme is
piloted. There are a number of such schemes in operation around the country, such as Eco Stars in
South Yorkshire or the Fleet Operator Recognition Scheme (FORS) in London, and we will explore and
identify a model that is best-suited to our local needs.
It will be the aim of the scheme to engage with freight operators and present them with the
opportunity to receive some form of recognition for showcasing and detailing their current fleet’s
efficiency, fuel saving devices and fuel saving methods implemented, and for their environmental
performance and attitude. Membership will be free and guidance and best practice advice will be
provided to participants.
Freight Consolidation
There is growing interest across Europe in the potential benefits of Freight Consolidation Centres, as
well as a recognition that they are not appropriate for every location. Newcastle City Council,
working together with Capital Shopping Centres, has developed proposals for an FCC to serve Eldon
Square shopping centre,
Newcastle city centre, Gateshead MetroCentre and possibly some of the Council’s own sites. It is
hoped that this project can eventually be rolled out more widely across Tyne and Wear. There are
long-term plans to consider the use of low-carbon vehicles for deliveries, complementing the region's
aspirations to be a centrepiece for investment in low-carbon vehicles.
The key benefits of a Consolidation Centre for Tyne and Wear are as follows:
• Reduced lorry miles in town and city centres;
• Use of electric vehicles contributes to carbon and noise reduction targets;
• Improved air quality due to fewer lorry movements;
• Frees up road space for public transport; and
• Reduces costs and thus assists in maintaining a diverse retail sector.
• The benefits of a Consolidation Centre for the retail sector are as follows:
• Reduced on site storage requirements within shop units and shopping centre;
• Pre-retail activities can be carried out off site;
• Use of one vehicle for inward goods delivery and outwards removal of recyclable waste; and
• Can work in parallel with Shop and Drop, Collect by Car and shopper Park and Ride schemes.
Any site for a Consolidation Centre would not be located in a sensitive location for biodiversity,
geodiversity and would minimise loss of productive soil. Opportunities for enhancement of landscape
character and the requirements of protected species will also be considered. Landscape screening
measures will be used where appropriate.
Freight on Rail
During 2010, the Freight Partnership carried out a study into the potential for encouraging more
railfreight traffic in Tyne and Wear. Although railfreight traffic has been depressed as a result of the
recession,
promoting modal shift to rail will have many benefits, not least reducing emissions and congestion
and improving safety through the reduction in HGV movements. A working group has been
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established, comprising operators, local authorities, Network Rail and other stakeholder groups, to
examine the issues preventing a significant shift to rail, and how they can be overcome. In the shortterm, work was underway at the time this document was published to reinstate Boldon East Curve,
providing a direct link between the Port of Tyne and the Durham Coast line, so that rail access to the
fast-growing port can be improved. We will continue to co-operate with the rail industry and will
encourage infrastructure improvements that can benefit rail freight.
Low Emission Zones
Low Emission Zones, aiming to exclude the most polluting vehicles and focusing mainly on goods
transport, are common elsewhere in Europe and one has been in place in London since 2008. There
are a number of Air Quality Management Areas in the region and, whilst there are no immediate
plans to introduce LEZs, we will
keep their potential benefits, and the effects on commercial vehicles, under review.
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5.4.4. Air Quality Management Area
Between 2006 and 2011 (under the previous Local Transport Plan 2), a 'Clear Zone' was introduced in
Newcastle City Centre (an Air Quality Management Area). It was a designated area where the air
quality standards for pollutants were being exceeded. The area can be just one or two streets or
much larger. The AQMA was the focus for action planning to improve air quality. Currently, no
AQMAs have been declared in Newcastle Borough. At the same time, Tyne and Wear implemented a
'Be Air Aware' campaign
using press, radio and social media to promote awareness of air quality issues and the transportrelated measures people can take to address the problem.
Figure 14: Air quality management scheme for Newcastle
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5.4.5. Local Sustainable Transport Fund
Guidance for the Local Sustainable Transport Fund (the Fund) was issued on 19 January 2011. The
purpose of the Fund is to enable the delivery by local transport authorities of sustainable transport
solutions that support economic growth while reducing carbon.
These solutions will be geared to supporting jobs and business through effectively tackling the
problems of congestion, improving the reliability and predictability of journey times, enabling
economic investment, revitalising town centres and enhancing access to employment. They should at
the same time bring about changing patterns of travel behaviour and greater use of more sustainable
transport modes and so deliver a reduction in carbon and other harmful emissions. The Fund also
provides the opportunity to take an integrated approach to meeting local challenges and to
delivering additional wider social, environmental, health and safety benefits for local communities.
Final decisions on the amount of funding for any specific authority are made in the light of the quality
of the proposals put forward.
Figure 15: Planning fund in Newcastle
5.4.6. Reducing emissions from vehicles
It is recognised that there will still be demand to travel by motor vehicle for journeys, even if
enhancements are made to other transport modes.
Therefore reducing emissions that are produced by vehicles is vital. Methods which could be used to
do this include:
• Supporting the uptake of low emission vehicles, such as electric cars, cycles and vans, hybrid
buses and encouraging the use of low emission vehicles within the public sector fleet;
• Enhancing on-street infrastructure to support electric cars or hybrid vehicles or Car Clubs;
• Implementing Low Emission Zones;
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•
•
•
•
•
•
Introducing a low emission strategy for Taxis and Private Hire Vehicles operating in Tyne and
Wear. This could be through having a requirement for all new taxis entering the fleet to meet
a minimum Euro 5 standard, for age-based limits to be introduced, encouraging new
technologies to reduce the need for taxis to run empty or idle, and the adoption of 'no-idling
zone' areas. Effective enforcement would be needed for this;
Developing Consolidation Centres for freight vehicles, which will make distribution more
efficient, reducing the overall mileage covered for freight journeys.
Encouragement should also be given for the uptake of cleaner freight vehicles through green
procurement standards and ensuring freight operators give consideration to air quality in
route planning;
Developing scrappage schemes targeted on the most polluting vehicles on the road
(generally the oldest vehicles) so people are persuaded to scrap them and, where necessary,
replace them with much cleaner vehicles;
Supporting and implementing eco-driving training for bus, taxi and local authority drivers, as
well as members of the public. Through more efficient driving, fuel consumption can be
reduced considerably. The Government has recently announced plans to work with industry
to encourage greater uptake of eco-driving training and fuel efficiency measures for bus,
coach and lorry drivers and the wider freight sector, and intends to review progress made
through such measures, reconsidering the case for government intervention in 2012); and
Having differential parking charges based on carbon dioxide and air quality pollutant
emissions.
5.4.7. Low Carbon Vehicles
Low carbon vehicles will play a key role in reducing gas emissions on the road network.
Tyne and Wear's Vision for Low Carbon Vehicles
• To become a low-carbon region enabled by renewable energy, intelligent networks and
design
• To see car owners, businesses and freight and public transport operators make the mode
shift from conventional internal combustion engine vehicles to low carbon vehicles
Why focus on electric vehicles?
As the UK's Low Carbon Economic Area for Ultra Low Carbon Vehicles, the region's focus is on
electric vehicles (EVs). This also extends to advancing related technology including electrical
networks, informatics and charging infrastructure, in order to support the automotive industry in
making the transformative shift to a post-carbon
future. Currently, electric vehicles offer consumers the closest ‘near to market’ green technology.
The range of the vehicles is now in excess of 100 kilometres and they are becoming more costeffective to operate over their life cycle. Other technologies, such as hybrid and hydrogen/fuel cells
will have a role to play, and the Partners will explore opportunities to trial technology associated
with these types of vehicle production. Low carbon vehicles and related infrastructure are part of an
overall commitment to speed up the development of the North East as the world's first truly low
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carbon and smart region. The term ‘electric vehicle’ is used to refer all vehicles that are powered
entirely or in-part by a mains rechargeable battery that drives an electric motor. The
Department for Transport forecast that, in the medium term (up to 2020), if current initiatives are
left in place and no additional action to incentivise consumers takes place, there will be 70,000
electric cars on British roads.
The need for an infrastructure platform
As electric vehicles have a shorter range than conventional vehicles, the availability of a
comprehensive charging infrastructure is critical in creating a viable environment for operation. In
the immediate future, it is envisaged that the majority of private electric vehicle owners will mainly
charge their vehicles at their domestic property overnight. From a user perspective, is almost
inevitable that some electric vehicle drivers will not be able to charge their vehicles fully at a
domestic property. It is therefore critical that top up locations are provided, not least to overcome
anxiety about the perceived range of the vehicles. An accessible charging network providing charging
infrastructure with high visibility may generate interest amongst consumers and encourage uptake.
The accessible charging network will be available through a balance of private and public access.
Domestic properties form part of the private network, alongside workplace charging. Residential and
workplace recharging points have been shown to be technically capable of providing the majority of
EV accessible passenger-km at a much lower cost than publicly available recharging solutions.
Workplace parking provides an appropriate location to incorporate charging infrastructure: seven
hours provides almost 100% charge from flat to full battery capacity. The publicly accessible network
will comprise of retail/leisure, transport hubs and urban centre locations. Transport hubs are
particularly viable locations to provide
effective park and ride solutions as cars will be parked for several hours at a time.
Case Study: Newcastle City Council pilot site
In 2009, Newcastle City Council began one of the first EV infrastructure pilots in Europe as a result of
award funding to install posts in the city. Newcastle installed and now maintains 39 plug-in energy
points. The pilot project has helped to inform the development of an electrical charging
infrastructure scheme for Newcastle City Centre and also provides an evaluation platform for other
local authorities across the North East.
Plugged in Places
In December 2009, the Department for Transport, through the Office of Low Emission Vehicles,
announced a funding opportunity of around £30m, titled “Plugged in Places”. This funding is focused
on developing a charging infrastructure for electric vehicles. All 12 local authorities in Tyne and Wear
committed funding to assist the regional bid. Alongside this there were 28 partners representing a
consortium of around 40
organisations. The North East were successful in the bidding process and were only one of three
areas in the country to receive funding. The bid, worth £7.78m, aims to deliver over 1,300 plug in
energy points across the North East region. The project involves the design and installation of
electrical charging infrastructure options and innovations at key nodes within the region. This
includes charging points, battery exchange stations, customer payment systems, information
systems and potentially distributed renewable generation and alternative low carbon transport
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technologies. The project will also include research and a detailed review of any social changes that
may occur as a result of changes to users’ travel and lifestyle patterns.
Other Low Carbon Vehicle Projects
The Low Carbon Vehicle Public Procurement Programme was developed in 2007/08 with the aim of
using the public sector's purchasing power to accelerate market introduction of lower carbon vehicle
technologies. Newcastle and Gateshead, by participating in the programme, have been provided
with access to vehicles that
offer significant improvements in terms of average carbon emissions compared to conventional
models available in the UK market, as well as subsidy towards the additional costs for procuring such
vehicles. The EVADINE Switch EV Project fleet is a consortium led by Nissan UK that is funding the
deployment of 35 EVs in the North East, to trial their suitability for use in everyday life. Vehicles will
go to companies and individuals for six-month trial periods, with one vehicle allocated to Newcastle's
Car Club as well as five electric taxis. Projects of this kind help to ensure that our strategy is aligned
with consumer needs.
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5.5. Rome
In Rome the new rules (since 1st November 2011) are characterized by a strong reward system
aimed to encourage more environmentally friendly vehicles (LPG, CNG, electric, hybrid) and to
discourage obsolete vehicles. This is made by a huge discount on the LTZ permit’s price (e.g.
800€/year per Euro 2 vehicles and 100€/year per low emission vehicles) and by allowing low
emission vehicles to enter the freight LTZ also out of the time windows diesel/petrol vehicles have to
respect (e.g. Euro 2/3 vehicles up to 35t cannot enter the LTZ from 7.00 to 10.00 and from 16.00 to
20.00, while low emission vehicles do not have constraints).
There is also a progressive ban of older vehicles (e.g. Since October 2012 Euro 2 vehicles were denied
entrance in the LTZ, while Euro 3 diesel had access only until December 2013). Rome will also favour
the exchange of experience with cities that strive to discourage the circulation of pollutant vehicles
in sensitive areas of the city such as the historical centre.
The freight regulation takes its basis from the general mobility regulation and planning tools of the
Rome Administration and in particular on the following.
5.5.1. Rome mobility regulations
Rome City Council approved, with Resolution n 84 of 28 june 1999, the General Urban Traffic Plan
(GUTP), currently under revision by the new City Administration. The new Traffic Plan was recently
approved by the city Administration and it is now in the participation process before the final
approval of the City Council. Rome Municipality covers an area of 1,287 sq km of which 290 sq km,
22.5%, constitute the urban area of the city.
In the revision of the GUTP presently under discussion, the territory is divided into six areas: they are
the four concentric zones inside the external ring road (GRA), the fifth area, outside the GRA,
includes only urban perimeters of some significance and a sixth zone which constitutes the western
sector comprising the settlements of the city of Ostia and Acilia. This articulation is necessary due to
the urban fabrics characteristics and density of each zone, requiring different mobility organizations
to make consistent the offer of public and private transport, with safety conditions and in
compliance with environmental characteristics.
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Figure 16: The six areas defined in the new General Traffic Plan
For each area the CA is updating its
objectives and prevalent actions to
recover balance among all modes
and healthy quality of life with the
necessary contribution to the
improvement of the air quality.
In particular, the general objective of
Zone 1 (Central Area) is the maximum
reduction of private car traffic crossing
the zone and almost exclusive use of
pedestrian mobility, bicycle and PT. The
entire area is to be divided into
environmental islands, identifying
routes for pedestrians and cyclists at
the service of the main center historical
and tourism poles, while reducing the
impacts of goods delivery.
Figure 17: Environmental islands of Zone 1 in Rome
The GUTP set long term objectives for drawing up a Urban Freight Plan:
Increase urban livability standards
Increase freight urban distribution in town
Cut down traffic congestion
Decrease air and acoustic pollution levels
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This issue, i.e. distribution of goods in Rome, especially in the city centre where a large part (about
20% of total city share) of goods is delivered, requires a series of actions to reorganize and make it
efficient, reducing the number of vehicles circulating through the aggregation of entities distributing
goods, the increase the filling coefficient, the rationalization of the off loading / unloading areas. A
number of policies as well as actions are foreseen, like implementation of access controls with
electronic gates for “goods limited zone”, reservation system on part of the available stalls, vehicle
tracking to optimize the use of space, the construction of goods transit points, in some case served
by electric vehicles for goods delivering
The Lazio Regional Council approved with Resolution n 66 of 10 december 2009 the Air Quality
Regional Plan in which were set rules to avoid, prevent and decrease health negative effects for
human beings as well as the environment surrounding, caused by air pollutant dispersion, with
further urban freight limitations, reported in specific sections of its implementation rules.
Rome City Council approved, with Resolution n 36 of 16 march 2010, the Sustainable Mobility
Strategic Plan (SMSP) where the current measures for freight transport in the Historic Centre of
Rome were defined not sufficient to guarantee the right balance between freight accessibility needs
and public health needs in relation with the high environmental impact generated;
In execution of the above mentioned SMSP concerning the implementation of the pedestrian isle of
the Historic Centre, with Mayor’s order n 322 of 14 july 2010 was established a “work team to
increase accessibility to the Historic Centre” and to give an innovative answer rationalization of the
freight system.
5.5.2. The City Centre and the access control system
In the City Centre a Limited Traffic Zone was already established and its control become automatic,
since October 2001, through the implementation of the Electronic Gates Access System based on
ANPR technology.
Rome City Council established with Resolution n 183 of 16 january 1996 the criteria of LTZ access
regulation as well as traffic control permit. The same Resolution allows, with a specific traffic control
permit, free circulation for both private and public business company owned vehicles working on
street maintenance services. It also foresees the release of a permit (to be paid) for the vehicles
dispatching technological services to users/customers inside the LTZ.
Following the installation of APNR (automatic plate number recognition) for LTZ access, the Rome
City Council with Resolution n 856 of 1st august 2000 decided to tax vehicles with a loaded weight up
to 3,5 tons, limiting the access into the LTZ from 20.00 to 10.00 and from 14.00 to 16.00. Vehicles
with a loaded weight over 3,5 tons are permitted to enter the LTZ from 20.00 to 07.00 without traffic
control permit.
Rome City Council with Resolution n 410 of 29 July 2006 changed fares and temporarily validity of
LTZ permits for vehicles used in urban freight distribution as well as those used to dispatch
technological services. More specifically it has stated the validity period in one year and has fixed the
price to €550,00.
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The LTZ boundary for urban freight distribution vehicles was redefined with Resolution n 44 of 14
february 2007 and confirmed time zones deliberated by resolution n 856 of 1st august 2000.
With Resolution n 86 of 25 february 2008 the Rome City Council has made few changes in the LTZ
traffic permit fares, awarding least polluting vehicles up to a 50% discount for electric vehicles and up
to 25% for methan/Gpl engines and hybrid engine.
With Resolution n 58 of 9 march 2011 the Rome City Council deliberated free circulation in the LTZ
for all electric vehicles;
5.5.3. Official Paper from the City Council of 16.11.2010
The process of the new plan for freight distribution started through the approval of the Official Paper
(Memory) from the City Council in 2010, which provides the "Guidelines for the preparation of the
Urban Plan for the circulation of vehicles engaged in the carriage of goods and services
technology".
In other words, the City Council gave instructions to the Transport & Mobility Aldermen to redact a
Urban Plan for the circulation of either freight urban vehicles and technologic service within the LTZ,
Historic Centre of Rome, in consideration of the bigger freight vehicles emissions due to their
extended use and to take into account the engine technical changes during the years.
The City Council pointed out guidelines for the planning of shared interventions needed and to
develop it in a sustainable way:
 Preserving the needs of freight distribution as well as craftsman’s shops/service
 Reduction of the number of vehicles in circulation through the aggregation of subjects who
 distribute the goods and the optimization of loads;
 Switching power supply mode of the means towards low environmental impact;
 Rationalization of freight zones, road network and areas for loading / unloading
5.5.4. Official Resolution (OR) n. 245/2011
The Plan for goods distribution is founding in Rome a first phase with the definition of new rules for
'access to the distribution of goods in the City Centre Limited Traffic Zone (LTZ), approved by the City
Administration (CA) with the Official Resolution (OR) n. 245 of 27 July 2011, providing also directives
about some priority activities of the second phase, as summarized below.
The rules instituted by the OR n. 245/2011 are imposing increasingly stringent access restrictions to
the historic city center and the so-called "ZTL merci (Freight LTZ)", restrictions to be carried out in
stages to gradually prohibit the use of more polluting vehicles according to emission factors of Euro
categories. These rules are conjugated with the related, progressive increase in the cost of a permit
to access to the LTZ for the same vehicles and progressive prohibition and, instead, decreasing costs
(or zero for electric vehicles) for the use of low emission vehicles.
It is also important to note that City Council has been working since 2009 on green policies to favour
clean energy in the transport field, accepting the EU instructions and according to this principle, the
page 40 of 92
measure to reduce the particulate matter (PM) emissions and other technologies can contribute to
stimulate the use of freight vehicles environmentally friendly, cutting down the impact on vehicular
traffic and air quality.
In summary, Goods Plan implementation is foresees in phases and articulated on different issues
such as LTZ access rules, new historic centre pedestrian areas and freight distribution’s
rationalization.
New rules are made to encourage the circulation of less pollutant vehicles and consequently reduce
the circulation of obsolete vehicles.
The first phase will focus on a new traffic regulation and more specifically on the LTZ - composed by
the historic centre and Trastevere district (HC/T) - access hours as well as for LTZ regulation for
freight vehicles, due to the impact of such vehicles on the environment.
Further steps will be directed to develop the urban freight distribution in town, to create a urban
freight zone, and to set up feasibility study for external logistic platforms and the introduction of
innovative actions to implement a complementary van sharing systems.
In the following, le action lines of the OR are represented.
Action lines
A - New rules for access to the goods ZTL
First phase: rationalization of timing and permissions
Second phase: new access rules
B - Interventions to rationalize the distribution of goods
Rationalization and management rest areas
Van Sharing
Urban Freight Terminal (UFT)
External logistics platforms
The goods LTZ
Method: ongoing consultation with business operators (goods working table )
The above Act gave indications to accompany the implementation of these new rules with incentives
to promote the replacement of the fleet (scrapping older vehicles and purchasing new vehicles with
low environmental impact). Funds already allocated by the Rome City Council with the resolution n
276 of 19 june 2001 and resolution n 86 of 23 february 2005, were reformulated and repurposed
with a separated act.
With reference to Item A), Rome City Council decided in the OR to reformulate LTZ permit’s fares
according to emission standards, awarding least polluting vehicles against most ones. Moreover
progressive access restriction to LTZ freight and Trastevere of most polluting vehicles was included.
In order to avoid discrimination between operators and reach a consistent reduction of air pollution,
it’s mandatory to group, under the same rules, all delivery vehicles and more generally all the lorries.
Then this reformulation of traffic permit’s fares and the progressive LTZ access restrictions is carried
out according to emission standards to be applied to all vehicles registered as lorry/truck,
independently by the typology of the permit.
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The OR also set up limitations in use of the freight vehicles transit points and a monitoring plan of the
OR effects to be reported to City Council is included.
According this, Rome City Council deliberates:
To approve the above guidelines for the writing of the urban plan for freight distribution &
technological services in Rome City Centre & Trastevere LTZ, finalized to the planning of
interventions and sustainable development and where countours of the freight Limited Traffic Zone
are defined according to the following picture with the scope of:
 Preserving the needs of freight distribution as well as craftsman’s shops/service
 Cutting down the number of vehicles through both aggregation and optimization of the
cargos, as well as reducing emissions promoting low environmental impact vehicles and
better definition of “freight zones”.
Figure 18: LTZ for freight deliveries in city centre
1. To foresee the implementing of the urban plan execution (see p1) in more articulated phases
concerning different issues: LTZ access rules, new pedestrian areas in the Historic Centre as well
as urban freight distribution’s rationalization actions;
2. To start, in the first phase, for urban freight distribution & technological services vehicles and
more generally for all lorries/trucks, a new access regulation and a new access times for the
Rome City Centre & Trastevere LTZ. In the following table, the new price scheme for accessing
the freight Limited Traffic Zone is reported.
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Euro 6
GPL/
Methane/
Hibryd/
Electricbimodal
Euro 3
Euro 4
Euro 5
2011
650
450
400
100
2012
650
550
400
100
2013
800
550
400
100
2014
800
650
450
350
100
2015
0
650
450
350
100
2016
0
650
450
350
100
Figure 19: new price scheme for accessing the freight Limited Traffic Zone
The limitations in terms of time banning for accessing the freight Limited Traffic Zone are here
indicated:
 Trucks up to 35 q.ls Euro 3, no access from 7:00-10:00 and 16:00 to 20:00
 Trucks up to 35 q.ls Euro 4, 5 e 6, no access from17.30-20.00
 Trucks more than 35 q.ls Euro 3, 4, 5 e 6, no access from 7.00-20.00
 Trucks up to 65 q.ls electrical, GPL, methane, ibrhyd e electric-bimodal access the LTZ
without restrictions.
For what regards perishable goods, the time restrictions come into force with the following scale:
- trucks Euro 3 from July the 1st, 2012
- trucks Euro 6 from July the 1st, 2015.
The trucks used for technology services enter without restrictions
The OR was also asking for reformulating funds already allocated with previous resolutions by RCC
(n276 june 2001 and n86 february 2005) to encourage purchasing of echo-friendly commercial
vehicles and reduce air pollution.
According to this aim, with the OR n. 215 of 3 August 2012 funds were allocated for the incentives,
which are being disbursed. The rules of this OR have been agreed following the joint effort carried
out in specific Working Tables, set up with the main representative associations of the freight
vehicle production sold in Italy, as well as with the world of logistic chains operating in the Rome city
centre. This effort led to the identification of their needs and to the signing of a joint Agreement
Protocol between CA and stakeholders, approved with the OR 215/12.
Supply
Type
Electric
Ibrhyd
Methane
GPL
Oil
Euro 5
Total Budget
€ 513.300,14
€ 1.000.000,00
€ 1.000.000,00
€ 400.000
€ 2.913.300,14
Figure 20: funds allocated for incentiving freight vehicles purchase
page 43 of 92
CARRYING
CAPACITY
ELECTRIC/IBRHYD
METHANE
GPL
DIESEL EURO 5
1 - 1,5
3.000
1.200
750
500
1,51 - 2,5
5.000
2.000
1.500
1.000
2,51 - 3,49
8.000
3.500
2.500
1.500
3,5 - 6,5
12.000
6.500
3.500
2.500
Figure 21: funds allocated for single freight vehicle purchase, according the total mass and type of power supply
as reported (amount in €).
With reference to Item B, the OR introduced the rationalization and management of rest areas and it
is promoting interventions to rationalize the distribution of goods such as Van Sharing schemes
supported by urban Freight Terminal (UFT) and external logistics platforms in order to guarantee a
better goods delivery especially in the central zone subject to access control.
The indicated method is ongoing consultation with business operators (goods working table)
between representatives of both freight urban transport vehicles and technologic and delivery
vehicles and mobility/planning city department and experts.
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5.6. Berlin
Freight transport is indispensable for the supply of goods to Berlin and the subsequent disposal of
wastes. At the same time, freight transport is responsible for a large share of noise and air pollution,
and gives rise to substantial expenditure on maintenance. Promotion of freight transport by rail and
inland waterways, as well as environmentally friendly management of heavy-duty road traffic, are
therefore high priorities.
Since 2009, the growth of the Berlin economy has gone hand in hand with an increase in freight
transport. Freight transport volume increased to 32.4 million metric tons in 2011, up from 30.1
million metric tons in 2009. Rail freight traffic, in particular, is demonstrating positive growth. The
freight transport volume increased to 5.5 million tons in 2011, up from 4.2 million tons in 2009. Most
freight, however, continues to be transported by road. This illustrates the high need to establish and
promote adequate solutions, including consolidation and the use of alternative drives and fuels for
urban freight transport.
5.6.1. General background for urban freight transport and current status of
commercial transport in Berlin
Berlin, the largest German city (about 900 km²) with about 3.5 million citizens, is situated in the heart
of Europe. Berlin had about 10 million visitors in 2011 and hosted 600 fairs and congresses. Berlin is
also seat to the headquarters of various companies and the location for successful businesses,
especially in the field of communication, transportation technology, life sciences and industrial
production. As the centre of the capital region Berlin-Brandenburg the location is part of European
transport networks with excellent connections via railroad, roads, inland waterways or aviation to
Europe and beyond.
Commercial transport is one of the necessary basics of economic development in Berlin. But there
are numerous challenges concerning commercial freight transportation that still need to be
addressed. For example, commercial
transport has far-reaching consequences on
air quality, climate, noise levels as well as
traffic safety. The aim of Berlin’s Senate
Department for Urban Development and the
Environment (SenStadtUm) is therefore to
obtain and improve the performance of
commercial transport as well as increase its
efficiency, and to ensure the accessibility for
commercial transport to integrated locations
of commercial activity.
Figure 22: Heavy truck traffic in Berlin´s city
centre
Freight traffic volume on Berlin’s roads decreased by half between 1997 and 2009 from 127 million
tons to 65 million tons, This development is due to a decrease in construction activities and a
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structural change in the local economy. However, today most logistic systems and operations still
rely on commercial road transport. About a third of the local car traffic is commercial.
Every workday there are 500,000 trips and about 11.5 million vehicle kilometers driven in Berlin for
commercial purposes. About 90 per cent of these trips are currently undertaken with light duty
vehicles (LDV, < 3.5 t gross weight). However, it is the heavy duty vehicles (HDV) that cause most
problems and create the pressure for action on air quality, noise and the level of climate emissions.
Rail transport is an important element of urban freight in Berlin. Berlin seeks to maintain and
improve regional railways for future use, strengthen multimodal hubs that include railway systems,
and increase the importance of this mode of transport. The quantity of goods transported by rail in
Berlin decreased from 10.9 million t in 1997 to 4.2 million t in 2009, again due to structural changes
of the economy, the decrease in major construction projects and the reduced demand for raw
materials in the energy sector. Many railroad branches were consequently abandoned due to lack of
demand. Today about 12.5 per cent of Berlin’s freight transportation is operated by rail.
Berlin’s ports serve as important hubs between the different modes of transport, and are also
valuable inner-city areas for production and storage. Therefore Berlin seeks to maintain and improve
Berlin’s inland waterway transportation infrastructure for future use, strengthen multimodal hubs
that include the waterway system and increase the share of this mode of transport.
In 2011 3.5 million tons of cargo were shipped along Berlin’s inland waterways, mainly bulk goods
like building materials, ores, scrap metal, iron and steel. However other goods increased in
importance, such as the transport of the new Siemens SGT5-8000H gas turbine (340 MW, length: 13
m, height: 5 m, weight: 444 tons) on the waterway from its inner city production facility to the inner
city trimodal hub Berlin Westhafen.
Berlin has already a long experience in the discussion of the regulatory background for consolidation.
But so far results show limited practical possibilities to define a framework which is favouring
consolidation and is consistent with the German law. However a few lessons can already be learned
by existing or past approaches.
5.6.2. Former approaches and existing solutions
While the general picture of urban freight might look quite similar throughout Germany, there are
often significant differences. The specific local and regional composition of commercial transport is
highly dependent on economic structures and the existing infrastructure.
So transport planning on a local level needs to be adjusted to these local conditions. Nevertheless
two general categories of efficiency-enhancing measures for urban logistics can be identified in
Germany. One category is based on facility-driven solutions. Facility-driven solutions are based on
the operation of infrastructure, superstructure and equipment.
The other category is organization-driven and based on the creation of organizational structures.
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Two different approaches can be found in the facility-driven category:
• Terminal/freight village:
A freight terminal or freight village is open to companies that rent storage facilities and pay
for using equipment and infrastructure, provided by the operator. One example for such an
approach is the Westhafen terminal in Berlin2 .
• Short term urban storage space:
Storage space in a warehouse is rented to multiple companies on a short term basis.
Provided service, besides the actual storage, can include transhipment, as well as special
handling operations, such as the gassing of containers in oversea transports for disinfection.
The location of such a storage facility near or in an urban center allow for bundling on the
long haul leg of the transport and for the distribution in urban areas with smaller vehicles.
One example for such an approach is the Dock100 GmbH in Berlin3.
The organization-driven category can also be divided into two different approaches:
• Distribution cooperation between private transport companies:
Freight forwarders cooperate in order to make their own operations more efficient. One
example for such an approach was a cooperation of freight forwarders in Berlin that existed
from 1994 to 2000. A number of transport companies cooperated in order to reduce lead
times in the distribution of freight to certain large customers, by bundling transports and
thereby reducing the utilization of loading-ramps4.
• Public-Private-Partnership for the supply of urban areas:
A public private partnership is not necessarily a purely organization-driven approach;
however the bundling of freight flows through a public player focuses on a more efficient
organization. Additional facilities and equipment are still needed (as opposed to pure
distribution cooperation between existing freight forwarders). One example for such an
approach is the “Stadtlogistik Essen GmbH”5.
5.6.3. Examples from Berlin and Germany
The German Ministry of Transport, Building and Urban Affairs (BMVBS) developed a Master Plan for
Freight Transport and Logistics, which includes an initiative for logistics in urban areas. Freight
villages as logistical interfaces, with their bundling functions and their settlement in or close to
German cities and metropolitan areas, support efficient logistics in urban areas. The objective of the
measure is to make the distribution of goods in cities and metropolitan areas on the so-called "last
mile" more efficient and environmentally friendly. Key element was a study as an in-depth
investigation of traffic, economic and environmental effects of freight villages in Germany. The
results of the study "Effects of Freight Villages in Germany" were presented on 18.01.2012 in Berlin6.
2
www.behala.de/behala/
www.dock100-logistik.de
4
Logistik Heute 10/1995, p. 8. Österreichisches Institut für Raumplanung (Hrsg.): Vorschläge zur Gestaltung des städtischen
Wirtschaftsverkehrs. Wien 1996
5
www.stadtlogistik-essen.de
6
http://www.bmvi.de/SharedDocs/DE/Anlage/VerkehrUndMobilitaet/gutachten-effekte-gvz-indeutschland.pdf?__blob=publicationFile
3
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Nevertheless the concrete measures to reorganise urban freight, especially concerning urban
consolidation are a responsibility on the level of the federal state or the city (“subsidiarity principle”).
Some local examples are given now.
Berlin Westhafen as an urban freight village
The Westhafen in Berlin is a trimodal terminal and freight village, operated by the publicly owned
“BEHALA” (Berliner Hafen- und Lagerhausgesellschaft mbH). The freight village is located near two
major highways, and boasts rail- as well as inland-waterway connections. The BEHALA also operates
the largest intermodal terminal in the Berlin-Brandenburg region (by transshipment-figures). The
intermodal terminal is a key
factor to the efficient supply of
the city of Berlin, as large
freight volumes are being
delivered by rail and then
distributed by road throughout
the city. The delivery by rail,
substitutes long haul road
transport. One example is the
so called “Parcel Intercity”train, operated by DHL,
delivering about 50 swap
bodies every day, thereby
Figure 23: The intermodal terminal in
Berlin Westhafen (source: Behala)
substituting at least 25 truck-trips into Berlin every day. The BEHALA is also a provider of project
logistics, such as the transport of pre-assembled power-plant turbines, build by Siemens in Berlin.
The BEHALA rents storage and office spaces to freight forwarders, but also offers transport services
to customers.
Dock100 as a short term urban storage space provider
At the end of the 1980s, the Herlitz group bought part of an historic industrial location in the northwest of Berlin. Herlitz build a modern,
automated storehouse. After the decline of
the Herlitz Group, the facility was rebranded
as the Dock100 GmbH and has since then
been a multi-user-business- and logistics park.
Dock100 rents out office spaces as well as
short term storage spaces. The leasing of
short term storage space is made
economically viable by a highly flexible,
automated storage and storage management
system. The company also offers a number of
value added services. Due to its location near
a major highway
Figure 24: The Dock100 facilites in Berlin (source: Dock100)
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and near the Berlin city centre it is a viable option to bundle freight flows efficiently and distribute
them throughout the city of Berlin.
As opposed to the Westhafen freight village, Dock100 is a purely private initiative. The rebrand was
initiated by the banks owning the location, after the bankruptcy of Herlitz.
Freight forwarder cooperation in Berlin as a purely organizational approach
Extensive waiting times at storage facilities of their customers in Berlin, lead 12 freight forwarders to
cooperate in order to reduce lead times. The cooperation was founded and headed by a Berlin
logistics association (“Verband Spedition und Logistik Berlin und Brandenburg e.V.). The supply of
central markets and a number of supermarkets in Berlin was bundled. The distribution was handled
by a single freight forwarder. Though the number of trips could be reduced by 60%, the additional
transshipment and bundling turned out to be too costly and the project was abandoned in 2000. This
initiative was also a private enterprise, headed by a industry association.
Stadtlogistik Essen as a public-private-partnership approach
A number of private freight forwarders, as
well as the city of Essen, the Essen
chamber of commerce and a number of
commerce associations cooperate in the
operation of the Stadlogistik Essen GmbH.
This company offer transport-, storageand value added services for freight
forwarders,
for
the
supply
of
administrative
organizations,
service
companies and retailers in the city of
Essen.
Figure 25: Truck operated by Stadlogistik Essen,
distributing schoolbooks to schools in Essen
(source: Stadlogistik Essen)
The Berlin Test Case in “CityLog”
The EU project CityLog was supported within the context of the Seventh European Framework
Research Program (FP7) and focused on three major actions for the improvement of current city
logistics systems:
• Freight Bus with swap body
• Container systems for last mile distribution
• Last Mile Parcel Tracking
The objective of this project was to develop new systems, translate them into prototypes and to test
them – with individual strategic focus – in the cities of Berlin, Lyon and Turin in real-life conditions.
The devised solutions are meant to increase the sustainability and the efficiency of urban deliveries.
The project duration was from January 2010 to December 2012 with participants from Italy,
Germany, France, The Netherlands, Belgium and Sweden.
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The specific Berlin test case in CityLog focused on the BentoBox, an exceptionally flexible and
independent modular consignment system. The operational test started on 28th of November 2011
and ran until the 27th of January 2012. It therefore covered the commercially most relevant time of
the year - the Christmas period. The test was therefore not just a “field test”, but a high level
performance test of the BentoBox idea as well as its possible integration into logistic processes.
For the first time, the newly developed prototype of the BentoBox was tested in Berlin with the
purpose to identify the technical and operational suitability within city logistics applications under
real conditions. The BentoBox served as an urban transshipment and consolidation point for couriers,
as well as a parcel pick-up station for customers. In the designated test field in Berlin couriers used
emission-free cargo bikes. This way, the Berlin test is focused on the operation of the BentoBox as a
tool to increase efficiency of last mile operations. The clear aim of the CityLog field test in Berlin was
to limit the number of conventional vehicles entering a designated test area due to the
implementation of the BentoBox concept.
For the most transport issues, the BentoBox was used as a consolidation point for the inner-city
distribution where shipments were bundled. On the one hand shipments were collected and on the
other hand shipments were distributed by cargo bike couriers in the test area. The BentoBox
connected conventional light commercial vehicle couriers with cargo bikes couriers in different
scenarios. In total, 15 couriers used the BentoBox for their shipments in different business scenarios.
Figure 26: The BentoBox in action – micro consolidation field test; car driver runs the long haul, puts parcel into bentoBox,
distribution with cargo bikes
Results of the Field Test
• Within 2 months, about 700 consignments were shipped via the BentoBox
• After only a short period of testing, the BentoBox has shown to be functionally reliable:
even with urgent courier orders no errors or delays occurred.
• About 85% of car deliveries could be replaced by cargo bike deliveries within the test
area.
• The BentoBox enabled the bundling of orders, so that the number of courier trips in the
test area could be significantly reduced.
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•
The set objective - to integrate the BentoBox into as many typical areas of courier,
express, or parcel (CEP) services as possible - has been met.
5.6.4. Strengths and weaknesses of the given German examples
Facility-driven approaches
The obvious weakness of facility driven approaches are the high initial costs to build and equip a
facility, as well as the high operational costs. However the success of the facility driven approaches in
Germany is striking. One main reason for the success of facility driven approaches can be found in
the fact, that the facility driven approaches documented, are all business driven. To finance and
operate a facility, a constant and sufficiently high revenue stream is necessary. So operating the
facility becomes a business in itself, with other businesses (mostly freight forwarders and logisticsheavy production companies) as their customers. The customers are willing to pay as long as the
facility gives them a business-advantage (i.e. lower costs, shorter response times etc.). As operating
the facility is a business, human resources are focused on making the facility work, thus generating
income.
Organization-driven approaches
A clearly visible strength of the organization-driven approach is the low initial costs. High
investments are not necessary and costs are mostly confined to organizing the cooperation. This
directly translates to low costs for the partners participating. These low costs also reduce the
“obligation-barrier”, as partners can easily join or leave the cooperation. However the large number
of failed cooperations suggests inherent weaknesses of these models. One reason could be found in
transaction costs for the partners involved: Making the cooperation work, still claims personal that
has to devote a share of their working-time to the cooperation and therefore causing additional costs
to the companies involved. As involved partners usually already have a working transport system in
place, they have to make (sometimes extensive) changes to their own systems. Also a cooperation
needs a certain critical mass in order to work (if not enough freight is moved by the cooperation
partners, possible gains in efficiency diminish).The advantages on the other hand, might diminish
over time, when certain problems are solved in another way (e.g. ramp usage being more efficiently
organized by the storehouse operators). The relative ease for leaving the cooperation can quickly
lead to the loss of critical mass, thus making the cooperation unattractive for remaining, as well as
for potential partners. Also companies could become suspicious of the motives of other cooperation
partners (e.g. companies being afraid to disclose information that could help competitors to entice
clients). These disadvantages can be diminished if the bundling occurs as part of a business-driven
concept, thereby generating revenue for the operator conducting the bundling. The example of
“Stadtlogistik Essen GmbH” shows that such an approach is viable, however the Stadtlogistik Essen
example is not a purely organization driven approach, as it actually requires additional facilities and
equipment (transshipment facilities, vehicles etc.).
5.6.5. First conclusions concerning the shown approaches
The given German examples of business driven solutions or publicly owned business solutions show
that these solutions very well work without any regulations or regulatory incentives. It therefore
stand to reason, to first analyse the successful business cases and develop approaches to extend the
successful best practices found. Solutions can very well be publicly operated or owned (compare the
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examples of Berlin Westhafen or Essen Stadtlogistik). An introduction of regulatory measures, that
usually also have side effects, should therefore only be considered with great care and extensive
involvement of all stakeholders.
Transport companies usually strive to make their operating systems more efficient, among other
measures, by bundling transports. So purely organizational measures would have little effect, as they
would only be aimed at making changes to anyway highly efficient systems. Considering the above
described assessments, two general approaches come to mind, to increase social and environmental
sustainability:
a) Providing operators with facilities that help them making their transports more efficient. One
major measure to do this would be to provide operators with the possibility to use greener
transport modes, such as inland waterways and railroads, i.e. giving them facilities to
tranship freight from inland waterways and railroad to road transport.
Another measure would aim at providing operators with transhipment facilities that are
located near their recipients (i.e. near the city centre). This would facilitate the possible use
of (range restricted) electric vehicles.
b) Incentives and regulations that aim at using more sustainable means of transport. This would
include sustainable long haul transport modes (such as rail and inland waterways) as well as
sustainable short haul (road-) transport, such as electric vehicles. Such incentives are
especially necessary, as the investment costs for electric vehicles are still much higher as
those for conventional vehicles.
5.6.6. Current local approaches and solutions in Berlin
The backbone of transport planning in Berlin is the “Urban Transport Development Plan” (UTDP,
Stadtentwicklungsplan Verkehr), approved by Berlin’s federal government (the Senate) in March
2011, which provides the strategic framework for the next 15 years. The aim of the UTDP is very
clear: Berlin wants to be at the forefront of sustainable urban mobility – for the inhabitants as well as
to strengthen the competitiveness of the city and the local economy. The UTDP is the road-map for
Berlin‘s transport policy and links it with other fields of urban development, such as housing,
environmental issues, public budgets, demographic and social trends. It ensures a widespread
acceptance of its policies through its wide-ranging consultative working process including a series of
sessions of the “Round table on transport”. This brought together all stakeholder groups: ranging
from Berlin’s political parties and the local boroughs to the chamber of commerce, the crafts council,
transport providers (especially important for all consolidation related questions), and environmental
groups. The result of this process was a set of strategies and measures relating to commercial
transport which included a specific strategy called “supporting commercial transport”. The overall
aim of the commercial transport strategy is to set the framework to support city-friendly commercial
transport. For urban freight transport, therefore, one of the objectives continues to be to shift freight
transport to rail and waterways. Therefore it is important to maintain and develop rail and waterway
infrastructure and intermodal interfaces in the city and the region, which is a critical background to
develop concepts and areas to serve as consolidation centres. For urban freight transport as well as
service traffic the provision of secure (infrastructural) accessibility for the origins and destinations
continues to play a key role. The scheduled measures to influence the economic potential for the
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region also include traffic management measures as well as making use of technological potential
such as renewing fleets to cut emissions.
In addition to the medium and long-term strategy of the UTDP there is also a more specific plan
focusing on urban freight transport and service-related transport activities: “Berlin’s integrated
commercial transport concept”.
It defines several main action fields, concerning priority for urban freight transport (combined bus
and lorry lanes, delivery zones, low emission zones and enforcement of penalties) and the
conservation of necessary urban rail infrastructure and logistic areas. The most recent version was
completed in 2005 and has been approved by Berlin’s parliament in 2006. Like the UTDP the
commercial transport concept is the result of a wide consultative planning process, including all
stakeholders.
Currently Berlin’s SenStadtUm is updating this strategic approach. Just as “classic” topics like
ensuring the accessibility of locations for urban freight, it also includes new approaches to provide
adequate routes for oversize and overweight loads, and new city friendly strategies for urban
logistics (such as consolidation and alternative fuels).
Although the air quality in Berlin has improved noticeably in recent years, it is still impaired by
motorized road traffic, which directly emits air pollutants hazardous to health, such as particulate
matter
(PM10)
and
nitrogen dioxide (NO2), as
well as the greenhouse gas
carbon dioxide (CO2).
Since 2004, average annual
particulate
matter
pollution in Berlin has been
below the EU limit.
However,
the
more
stringent 24-hour pollution
limit is still occasionally
exceeded. An important
step towards a reduction in
hazardous pollution was
the introduction of the
Effects and implications of
traffic
environmental
traffic zone in 2008. After
implementation of the first
phase of the
environmental traffic zone,
emissions of diesel soot
were already reduced by
F
Figure 27 Air pollutant concentration of nitrogen dioxide (NO²) on main traffic routes
about 35 percent and emissions of nitrogen dioxide by around 19 percent. It is actually the only
regulatory framework, which directly affects road traffic and vehicles in general. But it does not
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differentiate between private or commercial use of the vehicle. The area of the low emission zone
(LEZ) covers the whole inner city of about 88 km² with one million inhabitants. The LEZ was
introduced in a two-step approach:
 By January 2008, diesel vehicles had to fulfill Euro 2 or Euro 1 retrofitted with a particle filter
 since January 2010 diesel vehicles have at least to fulfill Euro 4 norms or Euro 3 retrofitted
with a particle filter
The LEZ had significant effects on commercial transport as the truck fleet modernized rapidly (green
sticker ratio increased about 40 per cent for HGV in the run up to stage 2 introduction).
Although a modest downward trend can be detected in the last ten years, traffic continues to
produce around a quarter of climate-relevant CO2 emissions in Berlin.
Noise is not just a nuisance – it also can damage health. Around 60% of Berlin citizens feel harassed
by road traffic noise alone. Moreover, continuous high exposure to traffic noise above 65 dB(A)
during the day, or 55 dB(A) during the night, can increase the risk of cardio-vascular diseases. In
Berlin, roughly 10 percent of the population are exposed to noise levels that are potentially
damaging to health over a long period.
Traffic is the main cause of noise in Berlin. So-called ‘noise maps’ systematically chart the most
important sources of noise and show where countermeasures are needed particularly urgently.
Noise-reduction measures were laid down in 2009 by the Berlin State Government in a noise action
plan.
The first positive results have already been seen. Comparing 2009 to 2012 shows a drop in the
number of people exposed to high road traffic noise levels of over 65 dB(A) to 244,400, down from
273,600.
Heavy truck traffic is one of the main causes of traffic related noise in Berlin. Consolidation,
especially in combination with locally emission free vehicles would not only support noise reduction,
but also increase the local air quality.
A consultation with the responsible department for noise and air quality revealed theoretical options
for regulation of road traffic based on environmental legislation (noise, NO2). This could in principle
lead to a (temporary) limitation of access to highly contaminated areas on the basis of existing NOX
limits. But this kind of regulation is not favouring access for any provider, as it only depends on the
actual emissions of a vehicle. This therefore might support a “greener vehicle fleet” to supply the
city, but not necessarily a plus for consolidation concepts. The same is true for the German road
traffic law, which is aiming at non-privileging any traffic participants. It is therefore impossible to
open specific areas of the city for just one provider, to limit the use of loading zone to specific
companies or else. All limitations can just be bound the specific critical limits (for example just use of
NOX-free vehicles for a certain area based on exceeded limits) and have to be technology neutral
(therefore NOX-free vehicles instead of e-vehicles).
But as the introduction of clean and energy-efficient vehicles for last mile distribution is on the
SMARTSET-agenda a short discussion on electric vehicles in commercial transport is relevant. This is
especially true, as the combination of both elements – consolidation and e-vehicles – seems to be a
promising strategic approach.
The currently still low market penetration of electric vehicles in commercial transport is determined
not only by the still small bandwidth of available vehicles. In particular significantly higher investment
and leasing costs compared to conventional vehicles are hindering a wider use, even though some
companies show ideal mobility profiles for the application of electric vehicles in urban freight.
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Especially for the extremely cost sensitive area of urban logistics (and therefore also consolidation)
the actual rate of introduction and market uptake of electric vehicles is low and needs stimulation.
Business and science use this fact as background to reclaim a "cushion" of the TCO (Total Cost of
Ownership) by regulatory measures. The goal of such measures is the generation of monetary or
non-monetary benefits for the users of e - vehicles, as higher vehicle costs are “balanced” by certain
privileges. These imaginable , however, currently not quite certainly realisable “user benefits” refer
to the actual road use (for example allowing the use of bus lanes or exemption from fees of parking
management).
The following summary shows a number of approaches that have been discussed so far for the
SMARTSET project by the consortium as possible approaches to regulatory measures in the context
of e- city logistics in the context of consolidation. Essentially, the three priority areas for action
loading zones, access restrictions and road infrastructure have been identified, which were further
differentiated.
It was clear from the beginning of discussion that chances of a real implementation of appropriate
measures are low, especially due to limited legislative framework at the national level and the
duration of the project.
Regulatory activitiy / measure
Specific
Zones
Expected acceptance
Chance
of
Service
realisability
Potential
provider that
within
Customers
run
eSMARTSET
vehicles
Guaranteed use of existing
++
zones
Additional loading zones
Loading
+
Access
restrictions
Road
infrastructure
Reservation
system
of
existing loading zones for e- +
vehicles
Enabling access to restricted
-zones (pedestrian zones)
Extension of time windows
+
for access
-Use of existing bus lanes
Abolishment of speed limits
(30 km/h limit) within noise - protected areas
Introduction of congestion
charges for logistics service
providers
active
in - congested
areas,
with
exception of e-vehicles
Introduction of a city charge
for trucks, with exception of - e-vehicles
x
x
x
x
x
x
x
x
x
x
Inhabitants
x
x
x
x
(x)
(x)
Some of these approaches will be presented and discussed briefly in the following paragraphs.
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Loading zones
In 1994 the first permanent loading zones on public roads have been implemented. Later, during the
“platforms for commercial transport” (Plattformen Wirtschaftsverkehr) initiative (from 1996 to 2002
those platforms connected all the different stakeholders of commercial transport within Berlin’s
major shopping areas such as transport service providers, retail, offices, public transport, the
chamber of commerce, the crafts council, the specific boroughs, and SenStadtUm) the topic of
loading zones was high on the agenda. Reason for this was the difficulty to supply central areas
especially because of increasing conflicts about the space to load and unload vehicles.
These platforms were jointly financed by the chamber of commerce and the SenStadtUm were very
successful and got a high and continuous participation in various discussion rounds of local actors,
local authorities and led to an agreement on the different requirements and measures to improve
the local conditions. Some of the results can still be seen, even though the platform activities ended
formally. Loading zones have been established and even the concept of combined lanes for buses
and trucks are a visible result.
Figure 28: Loading zone in Berlin, keeping private users
out is a difficult task for local authorities but a crucial
element to ensure the positive impact of this measure
At the same time it is quite obvious that
regular monitoring of these loading zones to
prevents misuse by other road users is an
important condition for its intended purpose of
use. Loading zones can serve as rather simple
approach for the efficient supply and disposal
of areas; they can reduce the number of
vehicles parking in second lane. These
measures not only support electric vehicles or
specific consolidation scheme connected
vehicles, but would be good for commercial
transport as a whole. But an implementation of
new loading zones in central locations with
high accessibility of the target areas, like
discussed in the project context, with a special
dedication of these zones for electric /
consolidation scheme relevant vehicles would
not be realisable in public space.
At this point, however, the general problem of
a large number of publicly debated “user benefits” must be clear. The effectiveness and the
“advantage” of many measures is connected to a rather small fleet of vehicles that can count on the
benefits. With increasing fleet size and an increasing number of users of an infrastructure in many
cases measures lose their specific impact. This is particular the case for loading zones, especially in a
combination with a charging infrastructure.
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Access restriction / Time windows
A particularly interesting measure from an urban perspective and a possible consolidation scheme is
the "extension of delivery time windows" (or its restriction for conventionally powered vehicles).
Especially the combination of locally emission-free vehicles with the minimum noise emissions at low
speeds of pure battery electric vehicles (BEV) offers potential for delivery to customers, especially
during the night. This could not just help to reduce morning peak traffic, but this approach could also
be a “part of the puzzle” to achieve the necessary reduction of NO2 in Berlin until 2015. But even this
measure is from a regulatory / legal perspective linked to a number of conditions. According to
German road traffic law it is generally possible to drive on public roads with delivery vehicles no
matter of the time of the day. Depending on the area of delivery, different legal frameworks are in
charge: for private property like company yards the “Technical Instructions on Noise Abatement (TA
Noise / TA Laerm)” is in effect. In case of the use of the public road land in Berlin, the State Pollution
Control Act applies (LImSchG Bln) with the therein contained principles "protection of night rest" (§
3) and the "protection of Sundays and legal holidays" (§ 4). It can therefore be stated that even
under the current framework a supply during night time is not generally forbidden - it must be done
in accordance with noise protection only.
Use of bus lanes
Another potential approach often discussed is a possible priority to use existing road infrastructure
for e- vehicles. According to the Berlin model of the since 1998 existing "combined tracks" (common
use of lanes by buses and trucks) this option was discussed considering an extension of this offer to
electrically powered delivery vehicles.
Opening up existing bus lanes exclusively for electric vehicles would be a clear signal to all
stakeholders. The acceleration of the delivery and collection rounds due to the joint use of bus lanes
is seen as one of the possible and desired incentives to compensate for higher TCO´s of electric
vehicles by the operators. The measure therefore seems to be a strategically relevant approach for
vehicles of the consolidation scheme.
But the legal framework proves a lot of those ideas to be too high in expectations. The German
traffic law permits for reasons of security and public order arrangements that address certain types
of vehicle (bikes, cars, buses, trucks), if it is absolutely necessary.
According to the current interpretation of the law it is not possible to differentiate between different
types of fuels or drive lines (petrol, diesel, electric, hydrogen, plug-in hybrids, full electric, etc.). This
is covered by § 45 of the German Road Traffic Act (StVO), so that legislators for privileging
particularly environmentally friendly drive types would first have to create a basis for authority to act
in § 6 Road Traffic Act.
A second limitation relates to the bus lanes themselves. These lanes are implemented according to §
45 of the German Road Traffic Act (StVO) and characterized by the proposed regulation in
accordance with § 41 StVo and characterised with traffic sign 245. Bus lanes are implemented to
avoid interference with the regular services in the interest of security and public order of the traffic
and allow an orderly and speedy operation for public transport. According to the current situation in
Berlin only taxis and cyclists are allowed to use bus lanes, when allowed by additional signs.
So from an operational point of a consolidation scheme working with e-vehicles, a permission to use
the bus lane would be a benefit. But from a general urban perspective negative consequences for the
overall traffic could be expected.
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A further discussion of this possible measure must also include the issues of traffic safety. Especially
against the background of rising shares in the cycling and the expected growth of e-vehicle share the
mixed use of bus lanes with bikes and trucks is a critical issue.
Figure 29: Combined lanes for buses and trucks in Berlin
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5.7. Interporto di Padova
Already at the beginning of the 2000s, the city council of Padua had paid particular attention to the
growth of transport flows and the evolution of modes of transport and freight logistics that made it
particularly urgent adoption of effective measures to reduce negative impacts on the economy and
livability of the urban center of the city. The ways and the costs with which goods were transported
deeply influenced (and still have influence in a very significant effect) on quality of life and
environmental costs. The transport of goods in fact was and is considered an important factor of
congestion on the roads and also hazards in road accidents.
The attention to environmental issues and the protection of the historic city center suggested a
reduction in the use of individual vehicles for the transport of goods, foreshadowing a centralized
system of organization of transport that would optimize and consolidate goods. (assuming then for
this purpose the creation of dedicated parking lots and the subsequent delivery of goods to the
shopping malls and / or to the shops.)
In the context of this analysis it was necessary an innovative approach, both scientific and integrated,
to the problem of the supply chain in the urban delivery of goods, starting with a rationalized
mobility system to achieve the goal of implementing in Padua a more efficient model of urban
distribution of goods.
In this regard, the guidelines on the matter start with the following municipal regulations:
- the discipline of the Limited Traffic Zone has been in force since 1989 (DCC n . 677 of
29/05/1989) and has been progressively updated in terms of interested area and
implementation arrangements;
- Resolution D.C. n . 115 dated 20/11/2001 which approved the Guidelines for the mobility
City Policies, in which it was indicated between the objectives to streamline the organization
and distribution of goods in the historic center;
- Resolution D.C. n. 137 dated 20/12/2001 which approved the Urban Mobility Plan and
adopted an electronic control system of the access gates to the Limited Traffic Zone. In the
text of an annexed final report, the resolution stated that, with the aim of streamline the
traffic in the city centre, it was necessary to organize a new distribution system of goods
which concentrate the freight transport on vehicles that have a lower impact on
environment;.
- Resolution D.C. n . 12 of 11/02/2003 which approved the General Plan of Urban Traffic and
planned initiatives for the construction of a logistics platform to serve the urban distribution
of goods.
In addition, on February 18, 2003, it was signed a protocol of Understanding with the local Trade
Associations for the renewal of commercial vehicles, then approved by the Municipality with the
resolution n. 39 of 31/03/2003 where, among other things, the City committed itself to establish a
pilot service of urban logistics platform (Urban Consolidation Centre) for the consolidation of goods,
with the aim of reducing the number of vehicles entering the central area of the city, especially the
LTZ.
Subsequently, in order to promote this initiative, with the resolution of the City Council no. 614 of
01/08/2003 and related agreement no. 17 of 30/09/2003, the Administration entrusted to Interporto
Padova SPA the realization of a feasibility study for the reorganization of the urban distribution of
goods, approved by resolution of the C.C n. 2003/1054 dated 23/12/2003.
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Figure 30: Inner area in green define the LTZ and the red arrows indicate the current implementation of electronic gates of
access
In addition, by resolution of C.C. n. 2003/810 of 21/10/2003, the Administration has submitted an
application for funding under Regional Law n. 36 of 09/08/1999 which granted to the City of Padua a
contribution of € 193.290 for the project.
Meanwhile, in order to fostering the implementation of the initiative, it deemed useful to organize a
concertation process (City Freight Committee and Local Network) participated by Interporto Padova,
the Municipality of Padua, the Province of Padua, APS Holding (Public Transport Company), the
Chamber of Commerce, which was also attended by the General Warehouses, MAAP (Fruit and
Vegetable Wholesale Market), and other associations. In this context, the goals of the concertation
process with the stakeholders was twofold: to initiate a pilot phase of a citylogistic project and to
come to the formalization of a Framework Agreement, detailed below, for the reorganization of the
urban distribution of goods and for the implementation of a logistics platform (UCC) located in the
Freight Village area (Interporto di Padova) and open to the participation of all transport operators.
On this premises, on the 5th of April, 2004 it was signed the Framework of Agreement for the
implementation of the reorganization of the urban distribution of goods and for the activation of a
logistics platform whose signatories were Interporto Padova Spa, the Municipality, the Province and
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the Chamber of Commerce of Padua and APS Holding SpA (The Mobility Division of the local Public
Transport Company).
Under the agreement, the Municipality of Padua has participated in the implementation of the
project with the following initiatives:
•support to the activities of promotion in order to raise the awareness of the transport operators, of
the stakeholders and the citizens;
•planning of new parking areas reserved to loading/unloading operations in the historic center;
•reorganization of the system of city access for the freight traffic, allowing the use of the reserved
lanes for buses to the vans of the project and no time limited access through the electronic gates of
the LTZ*;
• finalizing in short time all the procedures to obtain the funding granted by the Veneto Region as
per the resolution n. 4121 30/12/2003;
• commitment to support the initiative with a financial contribution, which, according to the
Agreement, amounted to € 70.000,00/year for the first two years of implementation of the project
and for the next two years up to a maximum annual amount of € 35,000.00.
Cityporto’s Framework of Agreement
Extract of the Framework Agreement signed on 5th of April 2004 for the implementation of the
reorganization of the urban distribution of goods and for the realization of a logistics platform (UFT):
Section 1. Goals and objectives
In order to reduce the environmental impact of the freight traffic in the city centre is planned to test
at least a logistics platform for the consolidation of the goods located at Padua Freight Village
(Interporto Padova). The platform is open to all operators which transport the goods on third and
own account.
The expected benefits are: the reduction of pollution from freight vehicles that operate in the city
center, the improvement of working conditions of workers in the transport of goods, the
improvement of commercial activities inserted into the urban area together with the improvement
of the quality of life of the city, the improvement of the difficulties faced by the transport companies
and most of all by traders and shopkeepers in the activities of delivery, the streamlining and
decrease of the traffic vehicles in the centre.
The first goal is to promote the reorganization of the distribution system of goods in the historic
center, which aims to consolidate the deliveries for particular market niches, in order to concentrate
freight on vehicles with better environmental efficiency (eco-friendly vehicles). To that end, it has
already started a process of consultation between local carriers and other operators of the urban
distribution, so that, at a later stage, it is also conceivable that a consortium / association of
operators who will play the role of "urban carrier" of goods.
The aims and goals of the initiative are specified in the annex 1 named “Study of feasibility” realized
by Interporto Padova S.p.A. (not attached here), whilst the annex 2 (multy-year business-plan)
contains the economic and financial plan of the project. The budget, being a dynamic instrument, will
undergo continuous updates depending on the volume of goods supplied by the operators, on the
numbers of operators who will join the service and on further strategic assets that will be identified.
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Section 2: content of the proposal
The project aims to:
- Develop processes of consolidation of the goods for the local units of the urban area and the old
town in particular;
- Organize the physical distribution of goods in order to optimize the transport resources used,
primarily through the use of a logistics platform adequately equipped and supplied with IT system.
- Accomplish a service of urban distribution of goods carried out by a fleet of environmentally
friendly vehicles (natural gas powered).
Section 3. The Stakeholders’ participation
The local stakeholders are engaged in the citylogistics initiative as follows:
- Interporto Padua .p.A. provides a logistic platform located in the area of the Freight village and
managed the same platform with the support of logistics operators ;
- The municipality of Padua is committed to providing the necessary support for the campaign of
communication and awareness, prepare a plan for the implementation of areas for loading /
unloading in the historical center reserved exclusively to Ecoporto ( then Cityporto ) and rearrange
favorably the city road system (guaranteeing the initiative to use the bus lanes as preferential
pathways and the free access 24 hours a day from the electronic gates on the LTZ); in addition the
Municipality undertakes to initiate the procedures for obtain within the time specified by the Veneto
Region 's contribution to the implementation of the intervention program, the City of Padua is also
committed to promoting the initiative with an annual grant for the first 2 years up to a maximum of €
70,000.00 and with a maximum annual contribution reduced by 50% for the next 2 years;
- the Province of Padua is committed to promoting the start-up with an annual grant for the first 2
years up to a maximum of € 20,000.00 and maximum annual contribution reduced by 50% for the
next 2 years;
- The Chamber of Commerce is committed to promoting the start-up phase with an annual
contribution for the first 2 years up to a maximum of € 30,000.00 and with a maximum annual
contribution reduced by 50% for the next 2 years;
- APS Holding (Local Transport Company) is committed for the first four (4 ) years to assure the
availability, on a free loan basis, four vans, powered by natural gas and needed to launch the
initiative in favor of Interporto Padova SpA or ( in agreement with APS Holding) to another subject
that will be indicated by the same;
- All Subjects are committed to support the initiative by providing that the deliveries of goods
addressed to their respective offices/ headquarters located in the Centre are carried out through the
use of the logistics platform .
Phases and time of implementation
The project described in the Framework Agreement was developed in two stages:
- A first phase, experimental, was completed within twelve (12) months from the beginning of the
activity, which took place in the implementation of a pilot project including the establishment and
management of the Urban Freight Terminal from which departed 2 eco-friendly vans, then increased
to four, with which to serve the area of the LTZ. At the end of the first phase, it has assessed the
status of the initiative from the point of view of economic and environmental sustainability. The
analysis was successfully shared with the stakeholder who decided to pass to the second step;
- In a second phase in which, with reference to the area serviced inside the LTZ, the potentiality of
the consolidation Centre and the number of vehicles have increased up to the eleven vans currently
operating in proportion to the transport operators’ needs.
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The Regulations in force
After subsequent amendments to the Mobility and Traffic Regulations, nowadays is still in force the
regulation n. 83 of 07/02/2008 that rules the access of vehicles, including freight vans, to the
restricted traffic area of the historical center, of which we quote the outstanding principles:
Incentive
The following vehicle categories are allowed to transit for all the gates, including those installed
along the reserved priority lanes (for bus and police vehicles)
- Vehicles in use at the logistics platform ( Cityporto ) ;
Rules and restrictions:
- Establishment of a speed limit of 30 km / h ;
- No access to all vehicles over 3.5 tons and larger than mt 2.05 in width and mt 6.50 in length, these
vehicles can access only after obtaining special permission in the time-window 04.00 - 08.30 every
day and exceptionally, with documented which justify the transport according to the rules in force,
and even after obtaining permission in the range 1:00 to 4:00 p.m. excluding Saturdays.
- Trucks with a total weight at full load up to 3.5 tons, vehicles not registered as trucks with a
permission type 4 (of traders and shopkeepers owners of business located within the ZTL) vehicles
with total weight at full load between 3.5 and 6 ton carrying perishable foodstuffs including frozen,
they can enter the area, with the exclusion of pedestrian and cycle zone and during the following
hours:
 weekdays 8:00 to 20:00 in the time window 08.00/09.30, 13.00/16.00, 19.00/20.00
 The time windows can have changes according to the times of application of the various
areas of ZTL
In partial amendment of the aforementioned regulations, has enter into force the Resolution No. 176
of 16/03/2011 governing the access of commercial vehicles in pedestrian areas, reaffirming that
"there is an active specific service governed by specific provision for the service of transport and
distribution of goods within the ZTL, called Cityporto" and to this end further restricts the traffic of
vehicles for the transport of goods by allowing pedestrian access to the means at full load not
exceeding 3.5 tons only for loading and unloading of bulky goods and / or weight that does not allow
the handling by transpallet, from 04.00 to 09.30 and from 13.00 to 16.00 for the time strictly
necessary, and only if the special daily permit issued by the LTZ office with a surcharge with a
maximum of nr. 3 marks per week per recipient.
page 63 of 92
5.8. Graz
The city of Graz with its historic city centre has restricted the weight limit to 7,5 tons in the inner
regions of Graz. This limit has been installed in order to protect the historic building fabric,
furthermore big lorries are too long to pass the narrow lanes. Therefore all deliveries must be made
by smaller trucks, mostly limited by 3,5t. The intention of politicians and experts is to reduce this
delivery service by trucks and VANs in order to rise life’s quality.
5.8.1. Existing regulations
Presently in Graz there are no regulations for freight traffic, except this limit of 7,5t. In the
pedestrians zones the delivery time is restricted, normally between 5:00 to 10:00 a.m. This means
that all deliveries to the shops in these zones must be finished by 10:00 h.
But furthermore there are no regulations existing.
Politicians and Chamber of Commerce are frightened that the shops will vanish, if more regulations
the freight traffic, especially delivery services, concerning will be implemented because these
regulations could promote the shopping centres at the periphery.
5.8.2. Experiences of special logistics
Pedestrian Zone Herrengasse
In 2005 in the pedestrian zone Herrengasse the tracks of the tramways had to be exchanged. This
was a very complicated construction work because all the Herrengasse was a construction area. The
delivery service was not possible as usually. Therefore special logistics had been implemented to
deliver all the needed goods to the shops situated in the Herrengasse and its direct surroundings.
The hauliers drove with their trucks (3,5t and 7,5t) to the Hauptplatz just near the Herrengasse.
There was a special area to unload the goods and put them into a special car (see photo) that
delivered the goods directly to the shops.
This special logistics lasted during this exchange of tracks for 2 ½ months over summer holidays.
Figure 31: Delivery cars in the Herrengasse
Figure 32: Special car during construction work in Herrengasse
page 64 of 92
Kastner & Öhler shopping centre
Kastner & Öhler is the biggest shop resp. shopping centre direct in the heart of the city. There were
construction works to enlarge the shopping facilities from 2008 to 2010. During this time all the
logistics for delivering and returning goods and waste had to be changed. The area where normally
the goods ware loaded and unloaded was needed for construction work.
Therefore all goods were delivered in containers. The goods in the containers were separated to the
different departments of the shops, so that it was easy to deliver the goods after opening the
container to the correct department. Even the waste of the shopping centre and all other goods that
had to be returned were collected in put into a container.
Figure 33: Construction works
Figure 34 Situation at the delivery entrance during construction
Figure 35: Unloading the container
Figure 36 A crane lifted the container into the unloading area
page 65 of 92
6. SCHEME IMPLEMENTATION & FIRST RESULTS
The previous chapter described the regulatory framework currently existing in each project site.
Some sites already experienced its implementation and a period of application of such schemes.
The analysis of such preliminary application as well as first results are reported, explaining also the
cooperation and working table currently operating in the following is reported.
6.1.Gothenburg
5.8.3. Process
No general changes in the framework have been implemented yet. The discussed measures at
present are extended areas with pedestrian zones and time windows, and also incentives for clean
vehicles in the inner city area.
The different options will be discussed within the local freight network, which at present consists of:
Name/Instituti Institution
on
e-mail
Status
(confirmed/request
ed)
Magnus
Jäderberg,
Strategic freight
development, City of
Gothenburg
Operative freight
development, City of
Gothenburg
Nordstan (Shopping
centre)
Road Cargo, Gothenburg
[email protected]
oteborg.se
Ok
[email protected]
borg.se
Ok
[email protected]
Ok
[email protected]
Ok
HML (Haulier joint
company)
Åhlens
[email protected]
Ok
[email protected]
Ok
Posten (national
transport company),
Gothenburg
Schenker
[email protected]
Ok
[email protected]
Ok
Hufvudstaden (real
estate owner)
Vasakronan (real estate
owner)
Åkeriföreningen (haulier
association).
[email protected]
Ok
[email protected]
Ok
[email protected]
Ok
Anette Thorén,
Klas-Göran
Johansson,
Bo Hermansson
Lars Hübinette,
Magnus
Häggström,
Thomas
Malmqvist.
Tony Ekvall,
Eric Nihlmark,
Jesper Örtengren,
Annika Persson,
page 66 of 92
Jaana Rankanen,
Fraktkedjan vast
(Haulier joint company)
TGM, Haulier
[email protected]
Ok
[email protected]
Ok
[email protected]
Ok
[email protected]
Ok
[email protected]
Ok
Jörgen Samsjö,
Innerstaden ,merchant
organization in the city
of Gothenburg
Lindome flytt. local
transport company
University of
Gothenburg
DHL
[email protected]
Ok
Per BergströmJonsson,
Strategic planning, City
of Gothenburg
Ok
Maria Lindholm,
Closer/Chalmers
university of technology
Physical planning, City
of Gothenburg
Volvo Trucks
[email protected]
e
[email protected]
[email protected]
org.se
[email protected]
Ok
Logistics and Transport
society
Movebybike
[email protected]
Ok
[email protected]
Ok
Department manager,
Strategic planning, City
of Gothenburg)
Manager, road/traffic,
City of gothenburg
Actea , consultant,
project manager
Schenker consulting,
consultant, project
manager
CW Logistikutveckling,
consultant, project
manager
suzanne.andersson@trafikkontoret.
goteborg.se
Ok
[email protected]
teborg.se
[email protected]
Ok
[email protected]
Ok
[email protected]
Ok
Roger Nilsson,
Marianne Sörling,
Erik Vilhelmsson,
Martin Öberg,
Maria Cavdar,
Sofia Löfstrand,
John Wedel,
Johan Erlandsson,
Suzanne
Andersson,
Malin Andersson,
Anna Rendahl,
Sara Ranäng,
Christoffer
Widegren,
Ok
Ok
Ok
5.8.4. Incentives
The electric powered vehicle serving the UFT, Stadsleveransen, has got exemption from the
framework with time windows at Kungsgatan, and are also permitted to traffic Korsgatan (closed for
other traffic.
A general incentive model for clean vehicles and consolidation terminals in the city center is under
development.
page 67 of 92
6.2. Forlí
On the basis of the study undertaken on current regulatory systems and of options for improving it in
terms of energy efficiency objectives, an analysis of the effects and acceptance of possible
regulatory and incentive schemes will be undertaken in discussion with the city freight committee.
The results of the implementation phase of a revised regulatory framework, where applicable, will be
analysed in terms of results and effects on business plan, therefore its economic sustainability.
Anyway, at this stage of the project no further regulations have been identified yet. Regulations that
will allow a better management of freight within city centre will be identified and discussed within
the local SMARTSET forum
page 68 of 92
6.3. Trafikverket and Sundsvall
Trafikverket has conducted an internal review of current practices and development activities on rail
capacity management and charging regimes. The current practices for charging, time tabling and
operational train traffic management cannot be changed or tailored within the SMARTSET project
with an aim to encourage a new intermodal train solution.
Any business case involving a rail transport to Sundsvall has to accept the existing processes however
SMARTSET is high lighting some of the challenges that has to be overcome if more freight is be
moved from road to rail which is in line with EU policy objectives.
There are on-going development activities within Trafikverket and together with other partners that
look into the issues on how to make rail planning and operations more flexible, fluid and timely in
order to better satisfy customer demands. The EU project ON-TIME looks at methods to improve
capacity management. Speedier freight train concepts for capturing of time sensitive voluminous
goods such as food products are investigated in the EU funded SPECTRUM project.
A whole block in the Shift2Rail initiative that is about to be launched is dealing with freight issues.
The results from those and other initiatives are however not applicable within the time span of
SMARTSET.
The city of Sundsvall has at its disposal a host of traffic regulation possibilities that it could deploy if it
wants to by the stick encourage a greener goods distribution. However that would lead to higher
costs for the businesses and thereby lead to shops closing or moving from the city centre to the
nearby shopping mall Birsta.
This is a prospect that neither politicians nor business owners and their customers is likely to favour.
The SMARTSET approach for Sundsvall is to look for solutions that are voluntary. Green business
cases must be constructed in a win-win manner.
page 69 of 92
6.4. Newcastle
Newcastle site has not planned any implementation of incentives or regulations as a part of
SMARTSET.
They are being rolled out as components of the LTP3 described in the previous section of this
document, covering the period 2011-2021.
This project will undertake the assessment of acceptability of certain measures. In particular,
answers to the following questions will be sought with the support of SMARTSET:

Which interventions (for example, road charging entering the University premises towards
goods supplier/services) could be considered to affect the cycle with a view to improved
sustainability?

How would the actors behave in response to differing portfolios of intervention?

Which methodologies best aid our understanding of this?

Is there a set of organisational or policy measures or interventions that can be extrapolated
and are comparable or transferable to similar organisations and their actors in the UK or
internationally?
The process is ongoing.
.
page 70 of 92
6.5. Rome
6.5.1. City freight committees and engagement into SMARTSET work
The definition process of the new rules was participated by stakeholders through the
establishment of a specific "working table" with representatives of the specific categories
involved in the transport of goods.
Specific Working Tables have been thus established with the main representative associations of
the freight vehicle production sold in Italy and with the world of logistic chains operating in the
Rome city centre with the following participants.
Name
Institution
e-mail
Dott. Federico Fiaschi
Dott. Maurizio Flammini
Dott. Cesare Pambianchi
A.I.C.A.I.
FEDERLAZIO
CONFCOMMERCIO
[email protected]
Dott. Aurelio Regina
U.I.R.
Dott. Carlo Mitra
CONFCOOPERATIVE
LAZIO
CONFESERCENTI
ROMA E LAZIO
CNA ROMA
Dott. Valter Giammaria
Dott. Lorenzo Tagliavanti
Dott. Stefano Venditti
Dott. Francesco D’Amato
LEGA COOPERATIVE
LAZIO
CONFARTIGIANATO
IMPRESE ROMA
CONFARTIGIANATO
TRASPORTI
CONFETRA
Dott. Francesco Colucci
CONFTRASPORTO
Dott. Mauro Mannocchi
Dott. Gianluigi Bassi
segreteriagenerale@confcommercio
roma.it
[email protected]
ma.it
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
Status
(confirmed/
requested)
ok
ok
ok
ok
ok
ok
ok
ok
ok
ok
[email protected]
ok
ok
Figure 37: Working Table of logistic chains operators in Rome
page 71 of 92
Name
Institution
Dott. Gianno Filipponi
Dott. Guido Rossignoli
Dott. Gian Franco
Saronna
Dott. Massimo Campilli
Ing. Stefano Giovenali
UNRAE
ANFIA
Federauto
Arch. Roberto Gabriele
Dott. Carlo Medaglia
e-mail
Romana Diesel
Roma Servizi per la
Mobilità
Roma Capitale
Assessorato Mobilità
e Trasporti
[email protected]
oma.it
[email protected]
[email protected]
Status
(confirmed/
requested)
ok
ok
ok
ok
ok
ok
ok
Figure 38: Working Table of associations of the producers of freight vehicles
The task of the "table" is also monitoring the results: it continues to meet whenever there is
evidence of needs of further information, or to solve problems.
Presently is under consideration to extend it to Trade associations to take into account the
problem of the different opening hours of shops and, as said before.
Due to bad air quality condition in Rome and the necessity to comply with the national and
regional air quality plans and limits, the Ministry of the Environment was involved in working
table activity.
In Rome, one of the main driver is then the respect of the requirements of the Regional Air
Quality Recovery Plan (RAQRP). The City of Rome has set up a tool for emergency intervention
for air pollution episodes, called Operational Action Plan (OAP), approved by CA resolution n. 242
of 19.07.2011. The new rules regarding restrictions on access to the City Centre for freight
vehicles were defined and implemented also referring to these environmental planning
instruments.
Name
Institution
e-mail
Arch. Roberto Gabriele
Arch. Giovanna Rossi,
Dott. Riccardo Simone
Roma Capitale
Ministero
dell’Ambiente e
della Tutela del
territorio e del
Mare (MATTM)
Unindustria Lazio
[email protected]
[email protected]
[email protected]
Dott. Roberto Mastrofini
Dott. Marco Galluzzo
Ing. Andrea Campagna
Ing. Stefano Giovenali
Ing. Alessandro
Fuschiotto, Ing. Fabio
Nussio
CTL Università La
Sapienza - Roma
Roma Servizi per la
Mobilità S.r.L
Status
(confirmed/
requested)
ok
ok
[email protected]
[email protected]
[email protected]
ok
stefano.giovenali,
alessandro.fuschiotto, fabio.nussio
@agenziamobilita.roma.it
ok
ok
Figure 39: Working table on the feasibility check to implement Urban Freight Terminal (UFT)
page 72 of 92
On this basis, the presence of the Ministry of Environment has led to the start of the feasibility
study, as said before expected by the pilot project and by the second implementation phase of
the Freight OR.
They were already supporting sustainable mobility projects in urban areas and they made
available incentives for funding a pilot project for the feasibility check in implementing a
Urban Freight Terminal (UFT) serving the Rome City Centre. This activity is planned in the Item
B) of the approved city OR.
This project, named Van-Sharing LOGECO was already launched in May 2012 and completed its
1st pilot phase just at the beginning of SMARTSET project.
It is monitored by a working committee formed with the involvement of a Logistic Research
Centre, the Union of Entrepreneurs, the Ministry of Environment and Roma Capitale, which is
following developments in terms of UFT feasibility plans including a possible business model to
implement it permanently, according to SMARTSET objectives
There are periodical meetings, in order to discuss the incentive system and evaluating schemes
for the implementation of the UFTs.
6.5.2. Analysis of first implementations and results of the regulatory
framework.
The joint path has led to the acceptance of the new rules, and then the resulting formal ORs
were shared with the interested Parties.
The freight vehicle fleet is improving in terms of age and emission factor, the number of Freight
LTZ permits is decreasing due to the common targets.
The following table indicates the trend of the annual permit release for goods in terms of
emission categories and it is showing how the private goods fleets is going towards less pollutant
engines. There is also a significant reduction of total number of permits.
Euro categories
E1
E2
E3
E4
E5
E6
Others
jan 2011
33
607
1417
1578
127
6
118
3886
jun 2011
29
512
1260
1557
163
2
91
3614
jan 2012
19
423
1074
1489
265
2
83
3355
jun 2012
6
196
810
1454
414
3
23
2906
dec 2012
6
24
679
1500
576
12
17
2814
Figure 40: Evolution of Freight LTZ permits
page 73 of 92
1800
1600
1400
1200
E1
1000
E2
E3
800
E4
E5
600
E6
400
Altri
200
dic 2012
giu2012
gen2012
giu2011
gen 2011
0
Figure 41: Emissive categories of the vehicles used in the permits goods LTZ
On the other hand, the proposed incentives are still being under disbursement. Some criticalities
emerged, related also to the present economic crisis which has also affected Italy, are being
considered by the CA in order to ensure that the expected targets could be achieved with the
satisfaction of the operators.
In particular, the freight operators are asking to remove the constraint in the incentive process
linked to old vehicle discarding that is penalising the operator in case of more recent vehicles,
having a market value higher than the incentive.
This constraint arise is in some case due to national and European regulations: a specific working
group was established in order to study the OR revision and the activity should be completed in
the next months.
page 74 of 92
6.5.3. New schemes implementation
According to the interest shown by the Administration to the City Centre covered by the LTZ
freight, several implementations are being considered.
Old City Centre: 23 access gates
Trastevere:
12 access gates
Figure 42: LTZ served by electronic gates in Zone 1 City Centre – Rome
In City centre, the City Administration is developing a new strategy based on:
 Definition of areas and routes closed to traffic – avoidance of flow traffic;
 Review of regulation for access and parking of vehicles for mobility of people and goods
 Development of vehicles sharing systems (cars, vans, bicycles)
 Progressive introduction of electric and hybrid vehicles.
 Realization of pedestrian areas and pathways according to the scheme below
Musei
Vaticani
Pedestrian pathways
and Tridente zone
P.zza del
Popolo
Ottaviano
Castel
S. Angelo
San
Pietro
S.Silvestro
P.zza
Navona
Pantheon
Isola
Tiberina
P.zza
Cairoli
Santa Maria
in Trastevere
P.zza
Barberini
Fontana di
Trevi
Fori
Imperiali
Figure 43: Definition of areas and routes
closed to traffic in Rome city centre
page 75 of 92
Last summer 2013, in order to reinforce this strategy, the new City Administration, focused on
soft modes.
Partially access restrictions of Via Fori Imperiali - Colosseo area started September 2013.
Extension of Central LTZ as well as the surrounding archeological park have been planned.
In general, pedestrian schemes require an efficient goods distribution; one that does not
penalize the productive activities.
The distribution of goods in Rome requires a series of actions to reorganize and make it efficient,
reducing the number of vehicles circulating through the aggregation of entities distributing
goods, the increase the filling coefficient, the rationalization of the off loading / unloading areas.
A number of policies as well as actions are foreseen, like implementation of access controls with
electronic gates for “goods limited zone”, reservation system on part of the available stalls,
vehicle tracking to optimize the use of space, the construction of goods transit points, in some
case served by electric vehicles for goods delivering.
From the institutional working tables discussion two priorities are emerging:
 Urban Freight Terminal
 Van sharing: alternative mode to be reinforced in car-sharing fleets.
The City Administration could take the role of facilitator making available in central areas, some
spaces to be used as Urban freight Terminals (UFTs) to re-arrange goods and reduce impacts.
Other operating tools to be disclosed in short terms could be incentives for the parking
construction providing spaces reserved for UFT, project financing interventions, recovery of
unused areas inside the urban connection of the Historical Centre, reuse of market areas
partially or totally abandoned and promoting Pilot projects with a careful analysis of Business
Models.
The first results of this analysis is the identification of some areas in the city centre. The next step
is the writing of a physical & technical eligibility requirement’s chart with relevant parameters to
be performed in the next months.
The core area of the city centre, named Tridente, is representing in the more powerful way this
concept. It’s an extended zone of absolute priority and environmental interest that the CA
would like to preserve, full of commercial points of different kinds requiring a freight service with
adequate consistency and frequency. The new methods of distribution of goods in this area will
make possible the implementation of a new Urban Freight Plan in the rest of the city and may be
a useful guide for other Italian cities. The challenge today is to understand the feasibility and real
competitiveness and convenience of UFT for all good sectors
The Testing of transit points in the city center, even though only a pilot project, follows the right
path traced by the first phase actions lines of the City OR, such as the new regulations about
goods delivery in restricted zones along with interventions to rationalize goods distributions.
page 76 of 92
6.5.4. Van-Sharing Logeco project: outcome from first phase.
The Commitment of Pilot scheme is ensured integrating freight project among the City, Ministry
of Environment (Project Tumabia) and Confindustria (Project Logeco), also considering synergies
with the five-year National Plan of ITS, anyway still pending official approval.
There are two pilot work-phases, the first already carried out and financed by Logeco, a brand
studied the Union of Local Entrerpeneurs (NINDUSTRIA). The latter will soon start, including
design and business model for the following implementation of the UFT.
The first phase of experimentation experienced good results and a good cooperation partnership
in the Working Tables meetings.
The first need was to check and harmonize the objectives of the project with the guidelines of
the new CA, entered into force in June 2013, and their fixing in the 2013 budget of the City
administration, approved last December 2013. This has resulted in a delay in the second pilot
phase of the above mentioned project, however with no effect on the Rome site Smartset
roadmap.
From 2014 it is planned to carry out the second pilot phase, setting-up a financially viable
business model, planning implementation of the CDU – outside the scope of SMARTSET, and the
final mapping of the possible areas – preferably owned by CA, where to implement the potential
UFTs.
The first activity of the trial was to understand the real situation of freight delivery in the
experimental area – TRIDENTE zone.
The activities inside the zone were mapped with a careful analysis, and produced the following
results: 1.110 commercial activities: 781 indipendent ones, 329 branded activities/chains/large
distribution. The Traffic flows in an average day in December 2011 from 7:00-21:00 are:
•
Traffic flows (dec 2011 – 7:00-21:00)
•
Total flows/day: 40.344 vehicles
•
Freight vehicles:
1.524
(4%)
– Car van
– van
– truck
535
619
322
(36%)
(42%)
(22%)
Express courier
3% of total freight
•
Figure 44: Commercial activities inside the Tridente zone
The first phase of the Pilot Project has tested a small transit-point in the city centre, just behind
Piazza del Popolo. It was carried out from May to July 2012 and it was based on PPP cooperation
beetween City Administration and main Association of Enterpreneurs (Unindustria) in an attempt
to manage transport needs with residents and environmental issues: van-sharing with 2 electric
vans.
page 77 of 92
Figure 45: UFT Pilot project: location and picture of the first phase in Rome
Two vans were equipped with a fully integrated system able to measure all the different
parameters of the vehicles to monitor their daily activity according to the scheme here reported.
GSM/UMTS
WiFi
GATEWAYS
GPS
LAN / VPN
Web-based
GUI
Analysis
GUI
Reporting
GUI
Fleet of vehicles
Application / DB server
Figure 46: Rome UFT Pilot project: Van monitoring system
The first UFT trial phase was trying to identify different issues regarding involved sectors - eg.
luxury, couriers, food, department stores, etc. - to guarantee the functionality of the system.
Interesting outcome of the first UFT pilot in Roma are:
 The number of deliveries and unit volumes of different delivery actors involve very
different distances and number of stops.
 The average speed is always very low (between 5.7 and 8.5 km / h average ) .
 The low average speed, the high number of stop/go and the characteristics of the cycle
mileage of vehicles, characteristic of services delivery and collection of goods in the city,
determine fuel consumption and a high level of pollutant emissions particularly in the
media to traditional traction (diesel);
page 78 of 92


The results of the first phase of experimentation vice versa have confirmed the efficiency
of electric vehicles in the conduct of such activities, both in terms of operating the
vehicle ( cargo capacity, maneuverability , performance, etc.). , That energy saving ,
reduction of pollutant emissions and noise abatement .
There is , however, a strong gap in price between diesel and electric ones (from 30,000
to 90,000 € / vehicle ) and currently a spread of electric vehicle can only work with
systems sharing;
The analysis on ITS monitoring system are making possible:
 Reconstruction of the current movements of goods and modes of distribution, taking
into account the various sectors of the business activities and crafts present.
 Assessment of needs expressed by stakeholders in terms of micrologistics and related
services, as well as displacement of internal and external staff (representatives,
employees, technicians, etc...).
 Evaluation of the possible extension of logistics services with low environmental impact
even to residents (own transport) and the occasional carriers (transport for own
account), however, operating within the area.
 Identification of critical points in the distribution activities in the area;
 Conception of possible alternative or complementary solutions to specific chains /
distribution schemes.
The second phase will include additional logistical supply chains, use of booking tools that permit
to assess the impact of deliveries from e-commerce, and it will try to propose new distribution
models.
It will be focused also to study a possible integrated platform with a public interface for
operators, logistics management, output for the public administration, etc., to evaluate the
impacts of distribution and regulatory proposals.
The business model to be developed should be able in general to guarantee the economic
feasibility of the identified model and in particular to overcome the economic constraints of a
transit-point, starting from the renting cost of areas, ranging from few €/sq m in peripheral area
to high values in the historic center, as .
Replicability should then be checked and defined a methodology applicable at least for urban
Italian contexts ensuring sustainable economic model, also according to the actual law.
6.5.5. Challenges/problems and solutions
The proposed incentives are still being under disbursement. Some criticalities emerged, are
being considered by the CA in order to ensure that the expected targets could be achieved with
the satisfaction of the operators.
The new CA of Rome plans to extend the pedestrian areas in all the municipalities of the city. In
general, the pedestrian scheme requires a goods distribution one that does not penalize the
productive activities .
page 79 of 92
It was understood that the cost of the areas close to urban centres is not competitive the city is
looking for opportunies in the city centre. The extreme operational difference between the
various freight sectors was also noted.
There is also an interesting use by small operators of freight vehicles in the city car sharing fleet
There is the unwillingness of optimization and integration of loads by the operators due to a lot
of objective reasons, and the economic crisis has reversed in fares decrease of transport
operators. This reduces the margin of the potential central UFT..
The pilot project in the core of the city centre, Tridente, is studying how to manage freight
distribution and pedestrian needs. From the result of this project based on a co-financing logic
with public private partnership, the business model for UFTs should emerge able to guarantee
their feasibility and real competitiveness and convenience for all good sectors.
The first pilot test used e-vehicle for van-sharing and it gave positive results, but on a too small
application scale: the guidelines of the business model have been identified, but it will be
completed with the development of the feasibility study which includes it as its last stage
downstream of the 2 pilot tests.
The actual economic crisis is bringing a slowdown in investment in this sector. Then the main
challenge is to create an attractive business model for the realization of the first UFT to serve the
Tridente area because, at the moment, there are no examples of such urban services, financially
viable. CA is considering whether to give incentives in terms of loan for UFT areas and / or to
allow complementary services in the UFT area.
The main challenge is then to complete the planning and to have a sustainable business model
for the first UFT. As well as to entrust its implementation and management through an open call
/ notice and to get to a standard “sustainable” UFT design valid for Rome and for Italy,
supporting the Ministry for Environment in its national dissemination.
For what regards load / unload bays system in the city, a sustainable pattern to improve it should
be identified and more Van-sharing system to reduce own deliveries should be incentived.;
It is emerging a possible role of the Public Administration in terms of few clear rules, guidelines
and support, correct use of incentives. In future planning tools will need to be upgraded to take
into account new economically viable freight delivery schemes with low impact.
page 80 of 92
6.6. Berlin
As a result of the strategic aims of transport
policy and planning as well as the regulatory
framework various developments relevant for
SMARTSET can be recognised. One key element
are the excellent preconditions with a dense,
well developed infrastructure for all four means
transport (road, rail, waterway, airport), and the
compact metropolis. The share of transport
modes in long-distance freight transport to and
from Berlin shows that even with road
dominating the transport, the other transport
modes continue to play a vital role. This is a
good background to run SMARTSETs processes
an ecologically sound way.
of
in
Figure 47: Share of transport modes in long-distance freight
transport volume in per cent
The basic concepts of consolidation and the
basic need to secure areas which are
appropriate for inner city consolidation have
been widely accepted in the urban environment.
But there are still conflicts, as land use -for example for housing- is increasing the potential economic
value of those areas as opposed to a logistic use. Therefore a lot of attention is paid to commonly
developed concepts that support the chance to realise those inner city consolidation centres.
Possible locations have been fixed in all relevant official planning schemes, like in Berlins Urban
Possible locations
for consolidation
centers
(SMARTSET)
page 81 of 92
Development Plan for Industries
and Economical activities. This is the necessary and relevant background for all SMARTSET activities
from a planning perspective on a city-wide level.
On a local level discussions took place
including the different stakeholders:
• Owner of property / landlord
• BEHALA mbH
• Different authorities of the
borough (planning department,
economic development)
• Railway companies
• Infrastructure providers
• Terminal solution providers
• Chamber of commerce
• consultants
• Senate Department for Urban
Development
Figure 48: The key location discussed in SMARTSET, next to the former Tempelhof airport
Result of the process was a formal development planning procedure and an individual site plan for
the area.
page 82 of 92
6.7. Interporto di Padova
At this stage of maturity of the Cityporto service (in 2014 we will celebrate the tenth year of activity),
we have sufficient data regarding the level of performance of the deliveries to analyse and to go
through the scheme on the basis of the activity.
• Ex-ante situation: delivery of goods in the historic center of Padua performed by operators with
their own means (Today) customers CITYPORTO, with time restrictions on access, parking and
delivery in the LTZ for all vehicles (with exemptions for vehicles CITYPORTO);
Ex ante situation
Before
Beforethe
theCity
Cityaccess
accessregulation
regulationand
andthe
theprotocol
protocolofofagreement
agreementfor
forthe
the
implementation
of
Cityporto
the
situation
was
that
almost
all
transport
vehicles/
implementation of Cityporto the situation was that almost all transport vehicles/
operators
operatorshave
havefree
freeaccess
accesstotocity
citycentre
centre
Figure 49: The before Cityoporto situation in Padua
page 83 of 92
ex-post situation: delivery of goods in the historic center of Padua made on behalf of the 55
operators involved in the project CITYPORTO, from the UFT platform located in the Interporto of
Padua, with deliveries made by vehicles with low environmental impact
Figure 50: The already operating Cytiporto service
Figure 51: operators sharing Cityporto Padova
page 84 of 92
The analysis of Cityporto implementation in terms of goods deliveries is reported below for the years
from 2005 to 2013 and results in a continuos increase, now around 100.000 deliveries per year.
Figure 52: data of deliveries 2005-2013
The services to be implemented within Smartset project
In order to keep the high standard of the outcomes achieved, it has been decided to further develop
the service though an enlargement of the area of activity, not only limiting the deliveries of goods in
the city centre but also in the neighbouring municipalities. It has been chosen as preferred area to
start a new services the Spa Municipalities of Abano-Montegrotto, because the area mirrors the
scheme already tested in Padua, that is to say: some of the transport operators that already joined
Cityporto also perform the delivery of goods; the local pedestrian zones present a suited basis to
start the activity of delivery: a sufficient number of shops to serve and a ZTL ruled by restricted
access regulation.
So, a dedicated van departs every day from the Urban Consolidation Centre of Cityporto
located in the area of Interporto Padova, to perform the deliveries required by shopkeepers and
private recipients of the Spa territory.
page 85 of 92
6.8. Graz
6.8.1. Idea of the pilot project in Graz
Small and medium trucks and VANs deliver goods to the shops into the city centre. If a shop orders
goods from different suppliers 2 cars must drive to deliver these goods – even if they start from the
same cargo centre. It must be possible to coordinate all the routes so that the goods for a special
area are loaded into one car. Then the capacity of this car is fully used and the emissions for the
environment are reduced.
On the other hand consumers who buy merchandises in the city centre can use their bike or tram
and bus instead of driving by the own car into the centre – if they do not need to carry the goods.
Therefore a special delivery service should be implemented that delivers the goods to the addresses
of the customers at an agreed term.
6.8.2. Logistics hubs
For a coordinated delivering of goods to shops a special hub must be available. All hauliers deliver
their goods to this hub where they must be sorted and selected. Then another “emissions-friendly”
VAN brings these goods to the shops. This procedure helps to use the full capacity of the VAN and to
reduce the amount of trips into the city centre.
But – presently Graz doesn’t have an area in the city (near the city centre) that can be used as hub.
That’s why this collected and coordinated delivery service of goods to the shops will be postponed.
6.8.3. Consumer’s delivery service
The pilot project that will be realized in the smartest project is the deliverance of goods from the
shops to the addresses of the consumers by E-bikes. These E-bikes are special bikes with an electric
drive that can transport larger freight-units. The driver collects the goods at the shops in the city
centre, calculates an optimized tour and delivers the goods to the different addresses.
When the consumer buys the goods he already orders the delivery service and determinates the
appropriate time for deliverance. This service costs a small fee, but it can be free of charge, if the
shops pay the service.
This service will help to attract consumers into the city instead to the shopping centres at the
suburbs. Everybody can buy the goods along the way without carrying the bag during the day – until
this person returns home.
page 86 of 92
6.8.4. Project partners
Following partners are involved to organize and start this project:
Partner
City of Graz, EU-Referat
City management Graz
TU Graz, Institute for technical
logistics
BIM Mobility consulting &
engineering
Fuhrwerk
Duty
Project management, contact
to the relevant departments of
the city of Graz
Public affairs, contact to the
shops in the city centre
Support at technical questions,
evaluation
Project
management,
assistance in organisation
Planning
the
routes,
transporting the goods
contact
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
6.8.5. Status Quo of the project




The business model is finished.
The negotiations with the shops – to fix the participation – will start immediately.
The concept for public affairs will be ready within 2 weeks.
The kick-off of this project will be in the middle of April (present intention).
page 87 of 92
7. CONCLUSIONS AND ACHIEVEMENTS
The objective of this WP is to develop and make clear what incentives are needed and necessary to
steer towards increased use of micro terminals for last mile distribution for energy efficient freight
transport. Incentives and regulations can be crucial for development of sustainable business models.
The partners are developing schemes which are aiming to support the business case of the terminals
and improve the possibility to make them financially sustainable.
Regulations and incentives go hand in hand and should be used in combination to achieve the
maximum effect. Regulations and incentives can however be implemented in numerous ways and
combinations depending on the objectives and aims. Therefore, the SMARTSET partners in WP 3 are
outlining a common approach to regulations and incentives, even some cities are more focused than
others on the issues of incentives and regulations.
Scope of WP3 will be to have a synergy map on common regulations and incentives in use and
already decided &/or future and a possible identified common approach to the use and effectiveness
of different regulations and incentives. In this first WP3 document the approach and structure for
regulations and incentives is outlined site by site, with the aim to help sites in evaluating regulations
and incentives and the effectiveness of them.
With reference to the work carried out in the different projcect sites, Gothenburg has made an
analysis of how the incentives and regulations regarding freight distribution can be modified in order
to make the attractiveness of the micro terminal and urban distribution scheme more economically
appealing. Starting point was that local regulations are the same for all Swedish towns and cities that
have an environmental zone. The number of violations of the regulation are quite few according to
results from surveillance. Local regulations were made like pedestrian streets and time windows,
walking speed areas, closed passages, less one way streets, Length restriction: these changes are
reporting a significant change regarding decrease of unauthorized traffic, elimination of congestion
problems, increased accessibility and attractiveness of the inner city, improved conditions for
distribution, better prerequisites for UFT´s.
In order to further encourage the development of UFT´s and clean vehicle solutions, a number of
modifications to the present framework are under discussion, such as increased area with Pedestrian
streets and time windows and incentives for ultra low emission vehicles, like exceptions from time
windows: these new opportunities were presented to the Local Freight Network to ensure that
stakeholders are informed and have the possibility to raise their opinions, but only the decision to
have exemption for electric powered vehicle serving the existing UFT and in a specific road closed to
other vehicle traffic.
Forlí verified the regional context with particular regard to city logistic, as well as the local context.
With regional funding the Municipality of Forlì produced in 2006 a feasibility study called MO.ME
(urban mobility of goods), identifying identifying measures of short and long term. The sort term
ones were already implemented like incentives for purchase of goods vehicles with low emissions for
urban use, changing regulations and signals parking for loading/unloading, awareness campaigns.
Identified long term actions not yet implemented are new Regulations for access, circulation and
parking of vehicles for transport goods in the historic centre, optimization of the use of parking for
loading / unloading, electronic access control system, implementation of a system of van-sharing.
In Forlì, regulations for the access to the centre was approved in 2012, according to the guidelines
defined by the Urban Traffic Plan approved by the City Council in 2007, where access to the Limited
page 88 of 92
Traffic Zone and Pedestrian Area is allowed for special and/or temporary needs, related to residency
and to the loading and unloading of goods, only with permission. Issues with the current regulations
A survey on delivery needs has been carried out in January 2014 through interviews with shop
owners within the Old Town. The results indicate that the time windows for deliveries (from 7.00 to
9.30 and from 15 to 16.30) are not effective as they have declared that 36% of deliveries take place
between 10 am and 12. At the moment the main issues are that delivery windows are too restrictive
and that the bureaucracy for applying to permits is time-consuming. Regulations are to be discussed
within the local SMARTSET forum.
Trafikverket and Sundsvall combined analyses for both long distance transports and urban
distribution, developing a business case for a new intermodal transport of goods (consumer) to the
city or make use of an existing rail transport to build a longer train and developing a greener and
more energy efficient distribution of goods for the city centre (stenstaden). Ideally the two logistic
solutions should be coupled together.
Trafikverket and Sundsvall has analysed administrative procedures for train scheduling, preservation
of freight paths and clearance for departure. Decisions about traffic regulations, necessary to
implement the logistic schemes like better regulation for delivery trucks and in the city centre as well
as impacts on retailers are responsibilities of city council. Any incentive scheme for a green supply
chain to the businesses in Sundsvall’s stenstan must probably be based on other tools than financial
penalties on today’s existing delivery vehicles.
General review of and suggestions for improvement of service offerings in Trafikverket’s network
was carried out. Train plans were compared with customers requests and Sundsvall analysed the
changes in local traffic regulations in order to promote the use of alternative fuel vehicles, and
consolidated freight movements from the intermodal freight terminal to the micro terminal in Birsta.
In Newcastle, all measures are planned and implemented as part of a wider process called Local
Transport Plans (LTPs). Between 2006 and 2011 (under the previous Local Transport Plan 2), a 'Clear
Zone' was introduced in Newcastle City Centre and a Local Sustainable Transport Fund was issued in
2011, supporting sustainable transport solutions. Tyne and Wear's Vision for Low Carbon Vehicles is
focusing on electric vehicle, evidencing the need for an charging infrastructure where Newcastle is
case-study since 2009 and a Low Carbon Vehicle Public Procurement Programme was launched.
The current third LTP for Tyne and Wear (2011-2021), mostly focused on passengers, dedicates room
for goods transport, vital to Tyne and Wear’s economy where in 2009, 59 million tonnes of goods
were transported by lorries to North East and where is active Tyne and Wear Freight Partnership
working with the industry and local authorities together a wide variety of stakeholders and delivering
practical measures to improve freight mapping and signage, review loading and unloading facilities,
research potential for freight on rail and create an online map of height and weight restrictions. The
Partnership has also extended its information programme to cover HGV drivers from EU partners
visiting Tyne and Wear.
A number of other planned or proposed measures, some of which will be delivered by the
Partnership and some by Tyne and Wear authorities, are improvement in mapping, signage, Truck
Information Points (TIP), lorry parking, fleet recognition scheme, freight consolidation, freight on
rail, low emission zones.
At the moment, Newcastle has not planned any implementation of incentives or regulations as a part
of SMARTSET and they are being rolled out as components of the third LTP. The work expected in
SMARTSET will undertake the assessment of acceptability of certain measures.
page 89 of 92
Rome introduced the new General Urban Traffic plan currently under approval process, analyzing the
specific part dedicated to logistic sector. Plans are to extend the pedestrian areas in all the
municipalities of the city. In general, the pedestrian scheme requires a goods distribution system
that does not penalize the productive activities. First focus is on the centre of the city, where an
automatic access control system is already operating also for freight veicles. According to this, a
complete examination of the new rules (since 1st November 2011) for freight vehicles is carried out.
It is characterized by a strong reward system aimed to encourage more environmentally friendly
vehicles (LPG, CNG, electric, hybrid) and to discourage obsolete vehicles. This is made by a huge
discount on the LTZ permit’s price and by allowing low emission vehicles to enter the freight LTZ also
out of the time windows diesel/petrol vehicles have to respect.. There is also a progressive ban of
older vehicles, up to Euro 3 diesel permitted only up to December 2013.
A specific part of the regulation is dedicated to future Interventions to rationalize the distribution of
goods such as Van Sharing schemes supported by urban Freight Terminal (UFT) and external logistics
platforms in order to guarantee a better goods delivery especially in the central zone subject to
access control. The definition process of the new rules was participated by stakeholders through the
establishment of specific "working tables" with representatives of the specific categories involved in
the transport of goods, the main representative associations of the freight vehicle production sold in
Italy and with the world of logistic chains operating in the Rome city centre.
The Ministry of Environment, in order to support the regional air quality plan, made available
incentives for funding a pilot project for the feasibility check in implementing a Urban Freight
Terminal (UFT) serving the Rome City Centre. This project, named Van-Sharing LOGECO was already
launched in May 2012 and completed its 1st pilot phase just at the beginning of SMARTSET project.
From the institutional working tables discussion emerging priorities are Urban Freight Terminal and
Van sharing as alternative mode to be reinforced in car-sharing fleets. The City Administration could
take the role of facilitator making available in central areas, some spaces to be used (UFTs). The
actual economic crisis is bringing a slowdown in investment in this sector. Then the main challenge is
to complete the planning and to have a sustainable business model for the first UFT.
First effects of the new regulations of freight delivery are presented, showing a significant reduction
bot of numer of permits and of most polluting vehicles. The proposed incentives are still being under
disbursement. Some criticalities emerged, are being considered by the CA in order to emit a new
version able to ensure the satisfaction of the operators while maintaining the expected impacts.
A role for the Public Administration in terms of few clear rules, guidelines and support, correct use of
incentives is then reinforced by this analysis.
In Berlin, the growth economy has gone with an increase in freight transport, creating the need to
establish and promote adequate solutions, including consolidation and the use of alternative drives
and fuels for urban freight transport.
The general background for urban freight transport and current status of commercial transport in
Berlin as well as former approaches and existing solutions together with the critical analysis of
examples from Germany is carried out, giving their strenght and weakness points.
The current local approaches are based on the “Urban Transport Development Plan” (UTDP),
approved in 2011 with the aim of reaching sustainable urban mobility for the inhabitants as well as
to strengthen the competitiveness of the city and the local economy. A widespread acceptance of it
was achieved by a series of sessions of the “Round table on transport” with all stakeholder groups.
For urban freight transport one of the objectives is to shift freight transport to rail and waterways.
A more specific plan focusing on urban freight transport is the “Berlin’s integrated commercial
transport concept” approved in 2006. It includes new city friendly strategies for urban logistics.
page 90 of 92
The need to improve air quality in Berlin is still impaired by motorized road traffic. An important step
towards a reduction in hazardous pollution was the introduction of the low emission zone (LEZ) in
2008, covering the inner city of 88 km² with one million inhabitants. The LEZ had significant effects
on commercial transport as the truck fleet modernized rapidly but concern on air quality remains.
On the other hand the German road traffic law is aiming at non-privileging any traffic participants,
but the introduction of clean and energy-efficient vehicles for last mile distribution is on the
SMARTSET city agenda. A number of possible approaches foro regulatory measures in the context of
e- city logistics and of consolidation have been discussed, based on three priority areas: specific
loading zones, access restrictions and road infrastructure, with further sub-differentiation.
Possible locations for consolidation platform have been fixed in official planning schemes next to the
former Tempelhof airport. On a local level, discussions took place with the different stakeholders and
result was a formal development of the planning procedure and an individual site plan for the area.
Chances of a real implementation of appropriate measures are low, especially due to the lackness of
a practical approach to define a framework which is consistent with the German law. Therefore a
participatory process, including actors from all relevant stakeholder groups will take place. Based on
this an opinion survey among the stakeholders of the terminal Berlin-Tempelhof will be made to
identify critical levels as well as to estimate reachable effects. Based on the results an inventive
concept shall be elaborated to foster the use by relevant companies like suppliers of large malls and
courier services. The concept shall include incentives and if appropriate disincentives.
Interporto di Padova (Padua Cityporto) present lessons learnt from Cityporto experience, fostering
regulatory measures adopted since 2004 in order to reduce the environmental impact of the freight
traffic in Padova city centre with a consolidation platform located at Padua Freight Village (Interporto
Padova), open to all operators which transport the goods on third and own account. This platform
has to promote the reorganization of the distribution system of goods in the historic center,
consolidating the deliveries for particular market niches, in order to concentrate freight on vehicles
with better environmental efficiency (eco-friendly vehicles).
The local stakeholders are engaged in Cityporto with the Municipality of Padua committed to provide
areas for loading / unloading in the historical center reserved exclusively to Cityporto and to
rearrange favorably the city road system (free use of the bus lanes and free access 24 hours a day in
the central LTZ) plus incentives. The Province of Padua, the local Chamber of Commerce, the APS
Holding (Local Transport Company) are committed to support the initiative by providing that the
deliveries of goods addressed to their respective offices/ headquarters located in the Centre are
carried out through the use of the logistics platform.
The project was developed in two stages, a experimental first one of 12 months and a second phase
were the number of eco-friendly vehicles has increased up to the eleven vans currently operating in
proportion to the transport operators’ needs.
After 10 years of operation, Cityporto delivery of goods in the historic center of Padua is now fully
working , with deliveries made by vehicles with low environmental impact. it has been decided to
further develop the service, not only limiting the deliveries of goods in the city centre but also in the
neighbouring municipalities, starting a new services with Spa Municipalities of Abano-Montegrotto.
In Graz, a restriction was set up for vehicles more than 7,5 tons in the inner centre in order to protect
the historic building fabric Presently in Graz there are no other regulations for freight traffic. In the
pedestrians zones the delivery time is restricted, normally between 5:00 to 10:00 a.m. Politicians and
Chamber of Commerce are against the introduction of other regulations. Some esperiences of special
logistics is anyway reported. The city elaborated a project idea based on small and medium trucks
and VANs delivering goods into the city centre. For a coordinated delivering of goods to shops a
page 91 of 92
special hub should be taken into account, but any area isn’t available at the moment in Graz. For this
reason collected and coordinated delivery service of goods to the shops will be postponed.
The pilot project that will be realized in the Smartset project is the deliverance of goods from the
shops to the addresses of the consumers by E-bikes. Stakeholders are already involved to organize
and start this project, where the business model is finished and the negotiations with the shops – to
fix the participation – is to quickly start and the the kick-off will be within summer 2014.
As illustrated, every site is working together the common objective to make more sustainable the
transport in their city with specific focus on freight ransport. Almost all sites have the common
objective to reduce pollutant emissions from this sector of activity as well as to reduce traffic
congestion and improve liveability of their city centres.
The solutions adopted for freight planning in the sites are normally quite similar, even if they are
characterized by the dimension of the site itself and by a sort of national approaches.
Incentives and regulations are already dealt in some sites, ranging from a very detailed framework
operating in Gothenburg, Rome, Forlì, Padua while in the rest of the sites (Sundsvall, Newcastle,
Berlin and Graz) there are some regulations and others are under discussion.
UFT establishment in different sites are at a very different state of implementation: it ranges from
the operating UFT in Padua to feasibility studies and tests carried out in Gothenburg, Rome, Berlin
and to preliminary stages in other sites.
page 92 of 92

English - smartset

Transcription

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