actsheet Vehicle and operation restrictions

Transcription

1 actsheet Vehicle and operation restrictions

2 This paper was prepared by: SOLUTIONS project This project was funded by the Seventh Framework Programme (FP7) of the European Commission Solutions project The graphic design was prepared by Barbara Lah Berlin, 2017 UEMI Secretariat UEMI SOLUTIONS Oliver Lah +49 (0) Supported by

3 Urban Electric Mobility Initiative (UEMI) was initiated by UN-Habitat and the SOLUTIONS project and launched at the UN Climate Summit in September 2014 in New York. UEMI aims to help phasing out conventionally fueled vehicles and increase the share of electric vehicles (2-,3- and 4-wheelers) in the total volume of individual motorized transport in cities to at least 30% by The UEMI is an active partnership that aims to track international action in the area of electric mobility and initiates local actions. The UEMI delivers tools and guidelines, generates synergies between e-mobility programmes and supports local implementation actions in Africa, Asia, Europe and Latin America. UEMI SOLUTIONS aims to support the exchange on innovative and green urban mobility solutions between cities from Europe, Africa, Asia and Latin America. The network builds on the SOLUTIONS project and brings together a wealth of experience and technical knowledge from international organisations, consultants, cities, and experts involved in transport issues and solutions. The overall objective is to make a substantial contribution to the uptake of innovative and green urban mobility solutions across the world by facilitating dialogue and exchange, promoting successful policy, providing guidance and tailored advice to city officials, fostering future cooperation on research, development and innovation. SOLUTIONS_UEMI supports urban mobility implementation actions that contribute to the Paris Agreement and the New Urban Agenda. Sustainable energy and mobility can make positive contributions to a number of policy objectives, nationally and locally. In particular in cities there is a great potential to create synergies between for example safety, air quality, productivity, access and climate change mitigation. A UEMI resource centre will provide opportunities for direct collaboration on projects focusing on sustainable urban mobility and the role e-mobility can play in it. The UEMI will pool expertise, facilitate exchange and initiate implementation oriented actions. UN-Habitat, the Wuppertal Institute & Climate Action Implementation Facility jointly host the resource centre for the Urban Electric Mobility Initiative, aiming to bridge the gap between urban energy and transport and boosting sustainable transport and urban e-mobility. Solutions Aims

4 In brief 5 Examples/Measures 6 Results 7 Table of Content Financial & Technical considerations 7 Policy/legislation 8 Transferability 8 Case Study: Night deliveries in Barcelona (Spain) 9 In action 10 Results 11

5 In brief Local authorities often enforce weight and size restrictions on roads or in urban areas to prevent vehicles of a particular size and weight from entering. There are also restrictions on the amount of time delivery vehicles spend loading and unloading their goods. The aims are to reduce noise emissions during the night, cut congestion, and increase the productivity of delivery operations. In brief 5

6 Examples One of the first comprehensive restrictions on delivery times was in the UK. London s Lorry Ban, introduced in 1975, stopped trucks weighing over 18 tonnes from circulating at night and on weekends within a delimited area on specific roads. Other cities have chosen different approaches. In Paris (France), large trucks over 29 m2 are banned during the day but allowed in at night. The same is true in central Seoul (South Korea) since 1979 and, more recently, in Hanoi (Vietnam). In Manila (Philippines), trucks over 4.5 tonnes cannot travel along 11 arterial roads from 6 am until 9pm and in Barcelona (Spain), the city is testing a silent night delivery program with lorries equipped with anti-noise systems. Examples In Rome s historical centre, where a high density of deliveries leads to illegal parking for deliveries, the local authority developed a plan with stakeholders that allow night deliveries for trucks weighing above 3.5 tonnes between 8 pm and 7 am, while vans lighter than 3.5 tonnes need authorisation to enter the city centre during the night. Other European cities have introduced similar schemes. The national PIEK programme in the Netherlands developed a comprehensive strategy to reduce noise associated with urban deliveries, covering new technologies as well as behavioural and training issues. PIEK-labelled vehicles and technologies are now available on the European market. 6

7 Results Access restrictions based on size and weight promote small-capacity vehicles such as vans and light trucks, which can increase congestion and reduce the efficiency of freight transport. Access restrictions also present a major drawback because there are often many different rules in a single metropolitan area: the definition of weight limits or specific delivery time windows can vary from one municipality to another. In addition, regulating truck access needs sufficient enforcement and control, requiring well-trained staff. Without adequate enforcement, freight operators adhering to the rules feel frustrated over non-abiding truck companies. Access restrictions based on time, specifically the promotion of night deliveries, yield more positive results. Night deliveries take place between 8am and 11pm. They can reduce congestion and increase operational speed. The main problems are the risk of noise emission for residents, security issues for goods and drivers (especially in cities in emerging countries), and the fact that, during daytime, when large lorries are banned, operators might replace a banned lorry by several vans, increasing congestion. Results Financial & Technical considerations Delivering at night requires a change in some elements of urban supply chains. However, trials and tests have demonstrated that this is not among the main challenges for freight and logistics operators. Finding staff willing to deliver later in the day or very early in the morning can be quite difficult. Labour costs may also rise as a result, although overall, the reduction in total working hours more than compensates the rise in salaries. New technology (as seen in the Netherlands PIEK programme) also dramatically reduces the noise emissions of the vehicles and activities involved in urban deliveries. Financial & Technical Considerations 7

8 Policy/legislation Experiments and studies on off-peak deliveries indicate that, to be successful, these regulations must fulfil two conditions: trucking companies must benefit from scale economies in their off-peak operations, and shippers and receivers must perceive a real benefit. The latter suggests that in some cases compensation schemes (financial incentives) may be implemented to offset the cost of off-peak deliveries, should offpeak deliveries be socially beneficial. Regulations to implement off-peak deliveries must be clear and simple, with advantages provided to vehicles equipped with low-noise technologies or handling equipment. Sufficient enforcement is quite important. Policy/legislation Institutions Local residents may be an obstacle for night deliveries, but this is not always the case. Good communication between shop owners, the municipality and residents is necessary when introducing night delivery schemes. A municipal transport department engaged in on-going dialogue with freight operators can initiate this type of initiative. The quality of the programme s result improves when the local authority has, for example, a noise specialist being integrated into the process. In deciding whether to grant exemptions, local authorities need to assess the necessary noise reductions against residents acceptance and the longer-term potential results that such programmes can achieve. The project can involve truck manufacturers and equipment suppliers. Specific training programmes to drivers may also be very helpful. Institutions Transferability Many cities from around the world have introduced night delivery regulations and these can be easily transferred to other cities. Potential take-up cities are large cities with major congestion problems. The focus should be on promoting off- hour deliveries. Transferability 8

9 Context Barcelona experienced high congestion in the morning peak hours towards the city centre area and in the evening peak hours towards the suburbs, where logistics facilities are located. This led to high emissions and long driving times for city centre deliveries. If off-peak hours were to be implemented, the problem of noise reduction also had to be tackled and new equipment provided to the companies in order to allow them to deliver at night. Case Study: Night deliveries in Barcelona (Spain) 9

10 In action Different retail companies conducted several experiments in Spain involving night deliveries to help them develop a night delivery policy for central cities, including Barcelona, Bilbao, Madrid, Sevilla and Valencia. The objectives were to reduce congestion while respecting noise legislation. Special trucks, special equipment and corresponding driver behaviour were the conditions required. Barcelona municipality s mobility services have conducted several experiments. Within SILENcE - a threeyear research project co-funded by the European commission - an experiment in a collaborative programme involving the municipal mobility services, the municipal noise unit and five of the city s 10 districts was conducted. Together, they conducted trials comprising of 14 noise measurements at 11 sites between Involved in the trials were the city of Barcelona (municipal mobility services, municipal noise unit), three private transport operators and two truck manufacturers (Renault, Iveco). In 2003, retailer Mercadona had conducted a quiet night delivery trial in 2003 with an adapted 40-tonne truck as part of the MIRAcLES project. The municipality introduced experimental six-month exemptions to the traffic regulations, and the traffic police collaborated to measure noise levels in residences close to the supermarket sites. The resources made available were electric lifts, insulating carpets, and kerb adaptations for forklift access. Staff were trained to minimise communication while unloading goods. Truck drivers used cones to signal the area they were using for unloading. In action 10

11 Results The results were positive. The Mercadona trial showed that it was possible to replace seven medium-sized goods vehicles operating in daytime with two large goods vehicles at night to do the same delivery work. Vehicle technology and the new equipment meant that noise levels did not exceed 65 db. However, drivers and staff still need to take care where unloading goods during the night in on-street loading bays in front of the shops. The programme has generated better knowledge and shows that operators are only partially successful (in 45 per cent of cases) in unloading within the ambient noise conditions. It also identifies which are the most important noise sources - arriving trucks (62% of cases) and unloading goods (15%). One important lesson is that two large 40-tonne lorries at night replace seven medium-sized trucks commonly used during daytime. Off-hour deliveries avoid daytime congestion and allow trips to be cut by around one hour. Faster deliveries using bigger vehicles enables the operator to generate savings sufficient to achieve a return on investment of adapted 40 tonne trucks within 3 years and a return on investment for plasticised roll-cages used with 16 tonne trucks of 15 months. Thanks to the success of the trial, in 2010 Mercadona decided to implement a nationwide strategy for night deliveries, reaching one-third of all its stores. Results REFERENCES 1. mercancias-nocturna-consigue-incrementos-de-hasta-un-34-en-la-velocidadde-reparto/ 2. SUGAR. Sustainable Urban Goods Logistics Achieved by Regional and Local Policies. city Logistics Best Practices: a Handbook for Authorities: AR_Sustainable_Urban_ Goods_Logistics_Achieved_ by_regional_and_local_policies_city_logistics_ Best_Practices_a_Handbook_for_Authorities 3. The center of Excellence for Sustainable Urban Freight Systems (coe-sufs): wordpress/ncfrp33/psi/traffic-management/tar/ 11

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