Contents Today's vehicle park in swiss cities Characteristics and potentials of an urban lorry Economical and ecological effects Barriers, suitable framework conditions and supporting measures Conclusion and outlook Martin Ruesch, Dipl. Ing. ETH/SIA/SVI, RAPP AG Ingenieure + Planer
COST 321: Urban goods transport, 1994-1998 Project IV in Switzerland: Prove of effects by optimizing measures in urban goods transport: Part A: Data and modelling urban goods transport Part B: Effects of future transformation in goods vehicle parcs in urban areas Duration 1997-1998 Objectives of the project: Characteristics of todays vehicle parcs Definition of an Urban Lorry Ecological and economical effects Barriers, suitable framework and supporting measures
300'000 250'000 200'000 150'000 100'000 50'000 0 20% 22% + ~ 400% 24% + ~ 125% 80% 29% 78% 33% 76% 71% 77% 67% 65% 61% 39% 35% 23% 1960 1965 1970 1975 1980 1985 1990 1995 Lorries (>3.5 t) Delivery vans (<3.5 t) Source: BFS, 1996
100% Basle Berne Geneva Lausanne Lucerne Zurich 80% 60% 40% 20% 0% > 28 t 20-28 t 14-20 t 7.5-14 t 3.5-7.5 t 2.8-3.5 t 1.8-2.8 t < 1.8 t Source: BUWAL, 1996 BS Conur. BS City BS Stadt BE Agglo. Conur. BE BE Stadt City GE Conur. GE Agglo. GE City GE Stadt LS Agglo. Conur. LS LS Stadt City LU Conur. LU Agglo. LU City LU Stadt ZH Conur. Agglo. ZH ZH Stadt City
100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 327 000 km 257 000 km 117 000 km 828 000 km Total km per day Basle Berne Lucerne Zurich >3.5 t Company traffic >3.5 t Commercial traffic <3.5 t Company traffic <3.5 t Commercial traffic Source: Albrecht & Partner AG, 1997
100% 44 000 t 30 000 t 34 000 t 21 000 t 100 000 t Total t per day 80% 60% 40% 20% >3.5 t Company traffic >3.5 t Commercial traffic <3.5 t Company traffic <3.5 t Commercial traffic 0% Basle Geneva Berne Lucerne Zurich Source: Albrecht & Partner AG, 1997
Source: INFRAS, 1995
Changes in commercial traffic demand Logistics concepts of business enterprises Legal framework conditions Local delivery conditions Delivery vans are favoured over trucks
Ecological conflicts high air polluting emissions high energy consumption high area utilisation Economical conflicts high vehicle requirement high costs compared to the haulage capacity Need for improvement
Transport company Maximum useful load capacity within a weight class Low price High comfort for transhipment High reliability / practical suitability Authorities Inhabitants Low fuel consumption Low energy consumption Safety Low area utilisation Low environmental impact (emissions, noise)
Basic type Drive Useful load optimisation Transhipment Car / Combi < ca. 1.8 t electric Minimum battery weight No specific features (no relevant potential) Delivery van < 3.5 t Hybrid drive (electric/diesel) Increase of useful load by 1.3t to a total weight of 5t (Increase of vehicle weight by 10%) Direct access from driver s cabin to stowing area, lowered loading area and access height Lorry / Truck > 3.5 t Natural gas drive None (low improvement potential from lightweight construction) Reduced chassis height and slanting engine for low floor height and loading area
Useful load Transhipment Drive Key parameters Transport efficiency Transport costs Vehicle requirement Mileage Deployment duration Environmental efficiency Air pollutant emissions Energy consumption Noise emissions Area utilisation
Optimisation area Potential environmental efficiency Potential transport efficiency DRIVE + + +/- (Reduced pollution and noise, reduced energy consumption) (Reduced fuel consumption, but often extra costs for alternative drives) USEFUL LOAD TRANSHIPMENT + (Pollutant reduction, reduced energy consumption and area utilisation) + (Reduced pollution, reduction of area utilisation, reduction of energy consumption) + (Reduced transport costs, lower vehicle reqirement, shorter deployment time, shorter mileage) + (Reduction of transport costs, lower vehicle reqirement, shorter deployment time)
Drive Reduction of the specific air pollutant emissions Noise reduction Useful load Reduction of tours --> reduction mileage -->.... Increase of number of stops --> reduction vehicle requirement Transhipment Increase of number of stops --> reduction vehicle requirement Reduction of area utilisation
ACTUAL STATUS (without measures) FORECAST STATUS (with measures) Input Vehicle park and vehicle deployment matrices Effect hypotheses Vehicle park and vehicle deployment matrices Calculation Key parameters Key parameters Indicators of transport and environmental efficiency Effect on the measures package (company level) Indicators of transport and environmental efficiency
-20% Example: commercial traffic decentralised logistics concept -15% -10% <3.5t >3.5t <3.5t >3.5t <3.5t >3.5t Drive Transhipment -5% Useful load 0% <3.5t >3.5t +5% Transport costs Vehicle requirement Mileage Duration of deployment
-100% -80% -60% <3.5t >3.5t Example: commercial traffic decentralised logistics concept <3.5t Noise reduction: positive effects -40% -20% >3.5t <3.5t >3.5t Drive Transhipment Useful load 0% +20% Air-polluting emissions Energy consumption Area utilisation
A Potential estimate Urban lorry level Conurbation Vehicle park at 30.9.1996 (BFS / BUWAL) Special evaluation GTS 93 (Sub-project I) B Estimate of ecological and economical indicators at city level (ACTUAL STATUS) C Factors at the level of individual companies D Factors at city level E Application of aggregated factors to indicators at city level (FORECAST status) F Effects of measures at city level
-10% Transport costs Vehicle requirement Total mileage Total duration of deployment -8% < 3.5 t Max. > 3.5 t -6% Example Zurich Max. -4% Max. -2% Max. Min. Min. Min. Min. Max. Max. 0% ~ 0% +2% Max.
-100% Air-polluting emissions Energy consumption Area utilisation Noise -80% < 3.5 t > 3.5 t -60% Max. Example Zurich -40% Min. Max. Min. Max. -20% Min. Noise reduction: positive effects 0% Min. Max. Max. +20% Min. Max.
Lack of an external and internal suitable infrastructure tanking stations, service points,... Re-selling problem Non-serial manufacturing of vehicles (high unit costs) Reservations by the transport companies reliability costs pracitcability (refuelling, maintenance,...) reduction of pay load reduction of reach (radius of action) improvement of conventional technologies
Specific urban lorries for professional service providers Urban lorry concept as a part of city logistics Linking of bundling effects with the vehicle effect Traffic telematics to improve the productivity of the vehicles Best Practices and Demonstrations ---> Confidence of User
Temporal and spatial access regulations for urban lorries (to favour new technologies) Increase in the total allowed weight of delivery vans from 3.5 to 5 tons (Compensation of battery, second drive) Encouragement of collection and distribution plattforms close to city centres Economic incentives Road pricing (considering emissions)
Urban lorry can make a contribution to improving the quality of the environment and the efficiency of transportation Integrated Approach (Size, equipment, drive) Reliability and practiability is a crucial point The extra costs for alternative drives can be compensated only in some companies Range limitations are of very secondary importance Supporting measures and incentives are needed at the beginning of implementation
Fuell Cell technology Vehicles with box for integration in intermodal transport chains Technoloy transfer need time --> reduction of barriers --> user acceptance
Demonstration within the IDIOMA-Project at the Validation Site Zurich 15.1.2001 untl 29.1.2001