Optimizing the use of space occupied by urban goods transport

Transcription

1 Optimizing the use of space occupied by urban goods transport Wanda DEBAUCHE Mobility-Road Safety Division Belgian Road Research Centre (BRRC) Context Ways to solutions Expectations and recommendations

2 CONTEXT: urban concentration Increasing numbers of people living in cities. Urbanization = an exponentially growing worldwide phenomenon, especially in emerging countries Appearance of the sustainable city concept = observes the principle of sustainable development based on its three pillars (economic, environmental, and social) Aim = ecological footprint % of the world population living in cities (source: UNO and the World Bank) % 50 % 60 % Densification (refusal of suburbanization, of urban sprawl). No more question of lost space. Each spot must have a well-defined role 2

3 CONTEXT: need to optimize the space allocated to UGT Transport, including urban goods transport (UGT), is one of the key factors for sustainable cities UGT has quite a few adverse impacts Air pollution, noise, road safety problems, congestion A share of 36 % in the CO 2 and 50 % in the NO x emissions by the transport sector UGT meets with quite a few difficulties in cities Congestion, inadequate structural and geometric design, increasing multitude of restrictive local regulations Lorries have to share urban public space with numerous other road users, including vulnerable users Link between mobility of goods and mobility of people The space allocated to UGT must be optimized 3

4 WAYS TO SOLUTIONS Combined use of infrastructure Long-stay parking of HGVs Bus and HGV lanes Bus and delivery lanes Shared delivery bays Road and infrastructures layouts Town planning and land policy New urban logistic spaces Preservation of land reserves Work sites Management 4

5 WAYS TO SOLUTIONS SHARED ROAD USE Management of long-stay parking for HGVs Problem: long-stay parking of HGVs in residential districts (inconvenient for roadside functions). In this respect, Section of the Belgian highway code prohibits the parking of vehicles and their trailers with a maximum permitted mass greater than 7.5 tonnes for more than eight consecutive hours in built-up areas, except where E9a, E9c or E9d signs have been installed Solution: local (regional or municipal) initiatives to provide longstay parking facilities: guarded and well-sited parking facilities possibly fitted with ancillary infrastructure (fuel, repair workshop, truck wash, ) Ath Long-stay parking area for HGVs 5

6 WAYS TO SOLUTIONS SHARED ROAD USE Problem: roads are used by multifarious users and functions with different or even diverging requirements Solution: road management should be more dynamic. The use of infrastructure should be optimized for the various types of user while considering the time of day Great Britain - London Use of bus lanes by HGVs Trial 2.5m footway 20m Spain multipurpose lanes Delivery area Bus lane Paris PC Use of demi-lincolns on bus lanes 6

7 WAYS TO SOLUTIONS SHARED ROAD USE Problem: roads are used by multifarious users and functions with different or even diverging requirements Solution: road management should be more dynamic. The use of infrastructure should be optimized for the various types of user while considering the time of day France - Paris Shared parking space Delivery bays are shared in Paris (01/12/10) 7000 spaces are shared between delivery vehicles (day period) and others (frontage resident) (night period) 2000 spaces are stricly reserved for delivery operations (day and night) Specific road marking In case of non respect : fee of 35 + impounded car 7

8 WAYS TO SOLUTIONS SHARED ROAD USE or shared use of other transport infrastructure Germany - Dresden CarGo Tram Supplies to VW factories Switzerland - Zurich Cargo tram Collection of bulky items France - Paris Redevelopment project for the Halles shopping centre Access and goods delivery by the regional rapid transit system RER 8

9 WAYS TO SOLUTIONS ROAD AND INFRASTRUCTURE LAYOUTS AND FACILITIES Problem The development of new logistic organizations (development of e-commerce) and the use of alternative modes to the conventional lorry raises certain questions (how do the new vehicles fit in with the traffic regulations) and calls for new layouts and facilities Increasing numbers of municipalities invest in major works for the installation of public passenger transport networks. This: modifies the mapping of access roads to city centres fosters the emergence of regulations that are more restrictive on UGT affects the directions of travel and is sometimes attended by the creation of pedestrian and semi-pedestrian streets Pho to CR R Solution: give more consideration to HGVs in reflections on, and the planning of, public space 9

10 WAYS TO SOLUTIONS ROAD AND INFRASTRUCTURE LAYOUTS AND FACILITIES Solution Adapt parking and accommodation structures for vehicles and reception structures for goods Belgium: TNT Ecopostale Germany - Dortmund Tower24 Denmark - Copenhagen Parking of delivery tricycles Germany: Packstations 10

11 WAYS TO SOLUTIONS TOWN PLANNING AND LAND POLICY Problem: logistic activities take up much space. Available plots of land are scarce and expensive in urban areas Solution: integrate logistic needs in medium- and long-term town planning policies. Use land allocation plans and building permits Paris Plan AT 2006 Reservation of 5 rail-waterway links Potential logistic sites Solution: grant concessions under favourable land price conditions, rehabilitate rail or inland waterway infrastructures France - Paris La Petite Reine, Chronopost France Paris. Monoprix About 100 supermarket stores supplied by electric lorries coming directly from the railway hall south of Paris 11

12 WAYS TO SOLUTIONS TOWN PLANNING AND LAND POLICY Problem: deliveries are often made on the road, at the expense of other operations Solution: use urban development permits to promote off-road deliveries City of Barcelona Decree of 22nd February 1999 on the provision of loading and unloading spaces in buildings Indoor delivery area (of at least 24 m 2 ) for all industrial and commercial establishments with a TNFA (total net floor area) exceeding 400 m 2 Retroactive in some cases Possibility of having common spaces shared by several buildings Permanent supervision of the observance of these areas after the buildings have been constructed Obligation to provide a minimum storage area in certain establishments such as restaurants and bars 12

13 WAYS TO SOLUTIONS NEW LOGISTIC SPACES Problem: in addition to transport, logistics involves storage, packaging, order management, pallet return management, home deliveries, the availability of intermediate delivery points Urban logistics as a specific response to meet needs for logistic services is still rare Solution: provide shippers and carriers with new urban spaces at their service, and integrate these in the urban space Source : D.Boudouin. Guide des espaces logistiques urbains La Doc Fr,

14 WAYS TO SOLUTIONS NEW LOGISTIC SPACES Urban logistic zones: locate professionals closer to cities so as to reduce vehicle movements and encourage the use of rail and inland waterways, e.g. logistic hotel projects in Paris, Marseille and Brussels Urban distribution centres: dispatch delivery rounds to a city or a city centre, e.g. Elcidis in La Rochelle Vehicle accommodation points in the immediate vicinity of big shopping complexes, e.g. proximity delivery spaces in Bordeaux Goods accommodation points: intermediate delivery points, e.g. Relais KIALA (3,500 in France), ChronoRelais Urban logistic boxes (lockers, left-luggage office), e.g. Cityssimo, e-box, Homeport, Consignity, Packstation Need for medium and long-term urban planning 14

15 WORK SITES MANAGEMENT Problem: many construction sites in urban areas: road occupancy, poor access to roadside functions, difficulties in managing stocks and deliveries/collections Solution: reduce road occupancy by construction sites and improve the management of traffic flows entering and leaving construction sites 15

16 WORK SITES MANAGEMENT Construction Consolidation centre for the delivery of supplies (construction materials and equipment) to work sites in 4 central areas Great Britain London Berdmonsey Reduction in vehicle-kilometres to destination less congestion Optimization of the logistic chain: just-in-time delivery to sites No storage in the conventional sense: maximum 7 days Site installation: loading/unloading; diversion routes, signing, access for persons with impaired mobility, safety of workers Partnership with the construction industry Use of biodiesel-powered vehicles Sweden Stockholm Logistics Consolidation Centre 50-% reduction in trips and 50-% reduction in pollutant emissions Model pour Olympic games in

17 EXPECTATIONS AND RECOMMENDATIONS UGT is a full-fledged actor in the economic and social development of cities, but is often neglected in urban transport, planning and development policies The specific needs of UGT should be met, while managing its adverse impacts The use of public space in cities should be optimized and UGT should be given more consideration in this process Many potential solutions are available, but they require medium- and long-term planning A real public-private partnership should be promote (instead of regulation) Innovation, assessment and evaluation, enforcement 17

18 CONTACT BRRC Belgian Road Research Centre Mobility-Road Safety Division Boulevard de la Woluwe Brussels(Woluwe-Saint-Lambert) tel.: +32 (0) website: 18