Statistical data, data acquisition and data analysis regarding urban freight transport

DELIVERABLE D2.1

Best Practice Handbook Year 1 (2000)

Statistical data, data acquisition and data analysis regarding urban freight transportCity access, parking regulations and access time regulations and enforcement support

Public

CONTRACT N° : 1999-TN.10003

ACRONYM :

TITLE : Best Urban Freight Solutions

PROJECT CO-ORDINATOR: PTV Planung Transport Verkehr AG (DE)

PROJECT PARTNERS : Advanced Railway Research Centre (UK)NEA Transport Research and Training (NL)RAPP AG Ingenieure und Planer (CH)

MEMBERS: CSST Centro Studi sui Sistemi di Transporto (IT)STRATEC (BE)PROINCA (ES)AUTh - Aristotele University of Thessaloniki (GR)ECONSULT Betriebsberatungsgesellschaft m.b.H. (AU)TFK – Transport Research Institute (SE)GART – Groupement d. Autorites Responsables de Transport

FRPOLISCFC – Car Free Cities

MAIN AUTHORS: Martin Ruesch and Claudia Glücker (RAPP AG)

PROJECT START DATE : Jan 2000 DURATION : 48 months

DATE OF ISSUE OF THIS REPORT : June 2001

Project funded by the EuropeanCommunity under the ‘Competitive andSustainable Growth’ Programme (1998-2002)

BESTUFS – D 2.1 Best Practice Handbook Year 2000 ITable of contents

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TABLE OF CONTENTS

ANNEX II

FIGURES III

TABLES IV

1 Introduction 11.1 The BESTUFS Thematic Network and need f or action 11.2 Relation to prev ious and running activ ities concerning urban f reight 4

1.2.1 European lev el 41.2.2 National lev el 5

1.3 Themes to be treated within BESTUFS 51.4 Aims, contents and use of the handbook 9

2 Best Practices 11

3 Statistical data, data acquisition and data analysis regarding urban freighttransport 133.1 Description of the theme 133.2 Situation of data collection on country and city lev el within Europe 143.3 Regarded case studies (project-lev el) 18

Example 3.1: Statistics - main data on national lev el 20Example 3.2: Statistics - main data on city lev el 23Example 3.3: Special Surv ey - Stated pref erence 25Example 3.4: Special Surv ey - used in only one city 26Example 3.5: Special Surv ey - used in sev eral cities 27

3.4 Conclusions and recommendations 30

4 City access, parking regulations and access time regulations and enforcementsupport 384.1 Description of the theme 384.2 Situation concerning City Access on country and city lev el 424.3 Regarded case studies (project-lev el) 48

Example 4.1: Barcelona 49Example 4.2: Paris 59Example 4.3: Copenhagen 60Example 4.4: Stockholm 64Example 4.5: Amsterdam, Haarlem, Tilburg, Groningen 66Example 4.6: Bremen 69Example 4.7: Cordoba and Sev illa 73Example 4.8: Genoa 79

4.4 Conclusions and recommendations 82

REFERENCES AND CONTACT PERSONS

ANNEX

BESTUFS – D 2.1 Best Practice Handbook Year 2000 IITable of contents

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ANNEX

ANNEX 1/I Situation concerning data collection within European countries

ANNEX 1/II Collected case studies (projects-level) - Statistics

ANNEX 2/I Overview on regarded case studies (projects-level) – City Access

ANNEX 2/II Collected case studies (projects-level) – City Access

BESTUFS – D 2.1 Best Practice Handbook Year 2000 IIITable of contents

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FIGURES

Figure 1: Sources of Best practices and thematic structuring 12

Figure 2: Kind of surv ey s within the cities 16

Figure 3: National and 8 regional urban networks in the Netherlands 45

Figure 4: Use of dif f erent ty pes of measures within the regarded projects 48

Figure 5: Surv ey Zones and Measures in Barcelona 50

Figure 6: Traf f ic regulations at Junctions in Barcelona 51

Figure 7: Combined-use of streets (Balmes St.) in Barcelona 52

Figure 8: Automatic Enf orcement based on adv anced camera image processing (Digidock)in Barcelona 53

Figure 9: Transhipment at Mercabarna Wholesale Market in Barcelona 54

Figure 10: Zone Access Control - Old Town of Barcelona 57

Figure 11: Use of Capacity in Copenhagen 60

Figure 12: Consignment sizes in Copenhagen 62

Figure 13: Vehicle Matrix in the Netherlands 66

Figure 14: City Centre of Amsterdam 67

Figure 15: Freight problems in Cordoba 73

Figure 16: Freight problems in Sev illa 74

Figure 17: Zones with dif f erent regulations in Cordoba 75

Figure 18: Solutions in the city centre of Sev illa 78

Figure 19: Strategy f or Sev illa 78

Figure 20: Goods demand in Genoa 79

Figure 21: Vehicles f or f reight transport in Genoa 79

Figure 22: Stop stations f or the f reight transport in the city centre of Genoa 81

BESTUFS – D 2.1 Best Practice Handbook Year 2000 IVTable of contents

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TABLES

Table 1: Methods applied within the collected examples 18

Table 2: Ov erv iew on used methods within the examples f or statistics and surv ey s 19

Table 3: Main interest group in regard of urban goods transport 39

Table 4: Street quality classif ication in Bremen 70

Table 5: Zones and time windows in Cordoba 76

BESTUFS – D 2.1 Best Practice Handbook Year 2000 1Introduction

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1 Introduction

1.1 The BESTUFS Thematic Network and need for action

Background andNeed for Action

More than 80% of the today perf ormed road f reight trips in Europeanconurbations are on distances below 80 km and can be def ined as urbanor urban-regional transport.

The deliv ery and collection of goods within urban and metropolitanareas, especially in the core areas of cities with old and establishedcentres has a major impact on the local community concerning theeconomic power, quality of lif e, accessibility and attractiv eness of acity . This means that an ef f icient and env ironmental f riendly urbantransport sy stem is essential f or the economic health and the quality oflif e of cities.

It is v ery important to distinguish the possibilities and chances oftechnical (v ehicle technology , telematic applications, etc.),organisational (co-operation, etc.), operational (route planning, etc.) andpolitical (time windows, weight limits, etc.) approaches.

Starting up theBESTUFSThematic Network

The EC established the thematic network (TN) on BEST Urban FreightSolutions (BESTUFS) in January 2000 with a duration of 4 y ears.BESTUFS is aiming at identif y ing and to disseminating best practiceswith respect to urban f reight transport. The concept of a thematicnetwork is thereby aiming at the co-operation of experts and projectswith already existing or just emerging experiences and expertises and atthe collection and raw analy sis of existing project results of national andEuropean projects - rather than starting new research activ ities.

The thematic network BESTUFS contributes within the 5th FrameworkProgramme to the Key Action „Sustainable Mobility and Intermodality “(part of theme 3 “Competitiv e and Sustainable Growth”) f ocusing on“Modal and Intermodal Transport Management Sy stems” (task 2.3),especially transport and mobility serv ices (Task 2.3.2) concerning urbangoods transport.

Main Objectives ofBESTUFS

BESTUFS is establishing and maintaining an open European networkbetween urban f reight transport experts, user groups/associations,ongoing projects, interested cities, the relev ant European CommissionDirectorates and representativ es of national, regional and local transportadministrations in order to identif y , describe and disseminate bestpractices, success criteria and bottlenecks with respect to themov ement of goods in urban areas. The network is f ocussing on themov ement of goods in urban areas:


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� To create a permanent and dy namic concentration activ ity duringthe period of the 5th FP;

� To identif y and structure the v arious themes which build the urbanf reight solutions (UFS) domain and which hav e relations andinf luence to it;


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� To present projects and best practices;

� To support the clustering of projects on European lev el and tointegrate projects and clusters into the network;

� To collect, compare and summarise av ailable experiences andresults of projects and initiativ es in the UFS domain mainly f orEurope but also - if easily obtainable - f or the USA and othercountries;

� To identif y and describe best practices and success criteria withinthe UFS domain;

� To disseminate experiences, project relations, best practices andsuccess criteria to a broad public of interested actors and therebyaiming at the transf erability of solutions;

� To establish links and co-operations with relev ant other thematicnetworks (treating dif f erent themes) on European lev el in order toshare and integrate the results (regarding ov erlapping themes) andto av oid duplication of work;

� To establish links and co-operations with national thematic networks(treating the UFS domain) in order to share and integrate results;

To support the co-operation between actors in the UFS domain byprov iding inf ormation and by prov iding contacts.

More informationabout theBESTUFS project

Web: www.bestuf s.netPost address: BESTUFS

Administration centreP.O. Box 19692280 DZ RijswijkThe Netherlands

E-mail: bestuf [email protected] No.: +31 70 3988 393Fax No.: +31 70 3988 426

BESTUFSGlossary

The BESTUFS Glossary f ocuses mainly on urban f reight transport andtries to create a common understanding of the used terms within allBESTUFS deliv erables, workshops and discussions.


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1.2 Relation to previous and running activities concerningurban freight

1.2.1 European lev el

THERMIE Within the European Community programs THERMIE (1990-1994) andJOULE-THERMIE (1995-1998) as one aspect the rational use of energyin transport has been looked at. Concerning urban goods transportv arious measures and technologies hav e been inv estigated andassessed. For more inf ormation see www.cordis.lu under thermie andtransport.

COST Actions On European lev el the f ollowing COST Actions concerning f reighttransport and logistics are relev ant:

� COST 310/316: Freight Transport Logistics (1989-1992)

� COST 321: Urban Goods Transport (1994 –1998)

� COST 339: Small Containers (1998 – 2001)

Especially COST 321 prov ided important base material, inf ormation andresults as an input f or the f urther activ ities in the BESTUFS TN [COST321; 1998]. On one hand COST 321 rev iewed current and potentialmeasures promoted by public authorities and priv ate parties, in thelogistical, technical, behav ioural, inf rastructural and administrativ e f ield.An extensiv e surv ey was conducted, leading to a policy -relev antclassif ication of observ ed and planned measures which werequalitativ ely assessed relating to their potential contribution to theimprov ement of the quality of urban goods transport. On the other handCOST 321 prov ided quantitativ e results on the impact of measuresusing simulation and modelling tools and also estimated ef f ects inprojects and case studies. Also some key f igures relating to urbangoods transport hav e been identif ied and prov ided f or sev eral cities.

The BESTUFS TN can be seen as a f ollow up and continuation of theCOST 321 project.

Projects of the 4th

frameworkprogramme

Within the 4th f ramework programme sev eral projects are related tourban goods mov ements dealing with organisational, operational,technical and economical aspects.

Important projects are: DIRECT, ELCIDIS, EUROTOLL, EUROSCOPE,IDIOMA, IMAURO, LEAN, MOMENTUM, MOSAIC, MOST, PROPOLIS,PROSPECTS, REFORM and SURFF. These projects hav e beenidentif ied within the BESTUFS project during a clustering processconsidering the urban goods transport themes as f reight centres, traf f icaccess restrictions etc. For more inf ormation see www.cordis.lu.


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Projects of the 5th

frameworkprogramme

Within the 5th f ramework programme there are also projects with a linkto urban goods transport as EUTEP and ITIP.

Other relev ant projects concerning Clean Urban Transportdemonstrations will start in 2001 as a result of the CIVITAS Initiativ e(CIty -VITAlity -Sustainability ), which was launched in autumn 2000 bythe European Commission (joint Initiativ e between Key action Economicand Ef f icient Energy of the “Energy ” Programme and the Key ActionSustainable Mobility and Intermodality of the “Growth” Programme. ThisInitiativ e addresses between other aspects city access restrictions andnew concepts f or the distribution of goods by means of introducinginnov ativ e logistics serv ices using clean v ehicle f leets, dedicatedinf rastructure and intelligent technologies. For more inf ormation seewww.cordis.lu.

1.2.2 National lev el

On national lev el the activ ities concerning urban goods transport v arymuch between the European countries.

Since the beginning of 1990 are especially France (COST 321,Programme national marchandise en v ille) but also Spain (COST 321,initiativ es of single cities), Switzerland (COST 321, DIANE 6, City ofZurich), Belgium (COST 321, urban f reight transport plans), Italy (COST321, urban f reight transport plans), Denmark (COST 321), Germany(COST 321) and the Netherlands (COST 321) activ e in urban goodstransport issues. The concerns and also the activ ities dif f er v ery muchbetween the cities within a country .

1.3 Themes to be treated within BESTUFS

Identified themeswithin the firstBESTUFSworkshop

As a result of the f irst BESTUFS workshop on 16th/17th May 2000 inBrussels the f ollowing catalogue of themes has been determined to beconsidered with priority within the BESTUFS project:

� Statistical data, data acquisition and data analy sis regarding urbanf reight transport

� City access, parking regulations and access time regulations

� Enf orcement support (e.g. by v ideo control)

� Models and methods to deal with the complexity of urban f reighttransport chains and the shared responsibilities

� Improv ed management of the urban road space and the kerbside


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access

� Relationship and harmonisation between the urban, regional, nationaland European legislation


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� Innov ativ e urban f reight transport ideas (e.g. v ia undergroundsy stems, pipelines, etc.)

� Intelligent transport sy stems (ITS), transport telematics applicationsand sy stems

� Public-priv ate-partnerships (PPP) and stimulation e.g. v ia f reightf orums

� Enhanced signage and inf ormation sy stems (e.g. v ariable messagesigns - VMS)

� E-commerce and distribution (home shopping)

� Vehicle technology and f unctionalities (e.g. low-emission v ehicles)

� Land use, inf rastructure and regulations planning

� Enhanced usage and maintenance of inf rastructure (e.g. v ia a roadmap f or transport v ehicles)

� Intermodal transf er f acilities

� Integration of distribution centres and traf f ic management

� Goods transport ef f iciency , assessment and pricing (e.g. how toidentif y costs?)

� Inf rastructural solutions (e.g. to improv e loading and unloading).

�

Further themes � Freight centres

� Traf f ic planning and policy

� Weights and dimensions

� Transport units

� Unusual transport modes (bicy cles, etc.)

� Tolls and heav y v ehicle f ees

� Door to door f reight transport aspects

� Telematics f or urban goods transport

� Env ironmentally f riendly v ehicles

� Co-operation of transport operators

� Interf aces between public and goods transport

� Env ironmental improv ements

� Improv ements f or citizens/inhabitants

� Win-win situations

These themes f orm the basis f or the f urther thematic f ocus to betreated in the BESTUFS thematic network.


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Themes treated inyear 2000

The f ollowing two themes are deriv ed f rom the f irst workshop on“Identif ication of thematic network priority themes” to be treated withpriority by the experts:

� Statistical data, data acquisition and data analy sis regarding urbanf reight transport.

� City access, parking regulations and access time regulations andenf orcement support.

In addition a city inquiry “European surv ey on transport and deliv ery ofgoods in urban areas" was carried out by the project partners in order toget more insight in the problems and issues to be dealt with in Europeancities and also to support the process extracting best practices andderiv ing recommendations on urban f reight solutions [RAPP AGIngenieure + Planer; 2001 or www.bestuf s.net].

Themes treated in2001

For the y ear 2001 the themes “Innov ativ e v ehicle technologies”, “E-commerce” and f urther themes will be treated.

1.4 Aims, contents and use of the handbook

Aims of BestPracticeHandbooks

The Best Practice Handbooks aim at

� Giv ing inf ormation and hints about relev ant strategies, conceptsand activ ities going on in European countries,

� Prov iding knowledge, experiences of completed and running projectsand actions

related to urban goods transport.

It is also planned to support urban f reight transport planning activ itiesby giv ing ideas f or innov ativ e solutions and prov iding experiences.

Contents of thishandbook

The present Best Practice Handbook is related to the themesStatistics/Data collection and City access and consists of :

� BESTUFS def inition of “Best Practice”,

� Ov erv iews on relev ant projects,

� Inf ormation and experiences,

� Success criteria and f ailure f actors and recommendations

The material f or this handbook was collected and completed by theBESTUFS contractors and members and an important input came f romthe inv olv ed experts and the workshops.


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Use of thehandbook

Main f ocus of this handbook is to get a European cov erage of solutionsand all existing activ ities f or the considered themes. The results aredescribed as experiences rather than a scientif ic ov erv iew.

Continuation andactualisation

The Best Practice Handbook Year 1 is the f irst one in a series of threehandbooks within the BESTUFS thematic network. At the end of theBESTUFS project it is planned to prov ide a “f inal” integrated andupdated v ersion.

Comments fromreaders

Remarks and input by readers regards this Best Practice Handbook arewelcome. Please send y our ideas f or updates and additions to thef ollowing address:

Martin Ruesch

RAPP AG Ingenieure + Planer

Oerlikonerstrasse 38

8057 Zürich, Switzerland

[email protected]

Tel.: +41 1 312 36 65

Fax: +41 1 312 32 13

Or to the BESTUFS administration centre:

BESTUFS Administration centre

P.O. Box 1969

2280 DZ Rijswijk, The Netherlands

bestuf [email protected]

Tel.: +31 70 3988 393

Fax: +31 70 3988 426

BESTUFS – D 2.1 Best Practice Handbook Year 2000 11Best Practices

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2 Best Practices

Identification ofBest Practices

To dev elop a common f ramework f or best urban f reight solutions asmany as possible relev ant aspects which will hav e an impact on urbanf reight transport are considered. In general, dif f erent “ty pes” of actions,research and activ ities can be distinguished to characterise bestpractice solutions f or urban f reight transport.

For example, a best practice solution will not only f ocus on particularmeasures as to assess the implementation of f reight centres in urbandistribution traf f ic but also on activ ities which will hav e no direct impacton the actors of urban transport operations as the improv ement of thedata and inf ormation basis or the quality and capability of planning toolsin urban f reight transport. In particular the f ollowing “ty pes” of action willbe distinguished:

� Projects, actions and activ ities which will not directly lead tochanged urban f reight transport operations but which prov ide toolsand/or knowledge to inf luence and prepare decisions in urban f reighttraf f ic – “horizontal” projects. These projects are f ocusing on animprov ement of an enhanced ov erall planning and knowledge, i.e.data collection, education, planning tools etc. Usually , there is nodirect aim related to such activ ities.

� Projects, actions and activ ities where goods transport changes arerealised – “v ertical” projects. Normally , these projects are related toa certain aim in urban f reight transport.

To analy se existing and ongoing projects in the f ield of urban f reighttransport a thematic structure has been applied. The thematicstructuring is used to structure all relev ant material av ailable concerningthe prioritised themes of the BESTUFS network and to analy se thecontents of these projects.

Sources of Bestpractices andthematicstructuring

To identif y best practice in urban f reight transport three “sources” will beused within the BESTUFS project:

First, to f ollow a f ormal approach by prov iding tools as a thematicstructure, suitable attributes and parameters as well as assessmentdirections.

Second, to realise a pragmatic approach in order to assess ongoingprojects as well as av ailable project results on their contents.

Third, to organise workshops, conf erences and clustering meetings inorder to extract experiences and knowledge f rom experts.

The f ollowing graphic describes the action lines:

BESTUFS – D 2.1 Best Practice Handbook Year 2000 12Best Practices

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Tools(formal background)

Contents(pragmatic approach)

Catalogue ofattributes andparameters

Select ion process

Classif icat ion ofprojects/results

Ranking the good practicesand results according to

their importance

Catal ogue ofthemes

Recommendati onson urban freight solutions

Determinat ion of themati c focus

New projects/results

Catalogue ofassessment direct ions

Clusteringprojects

Extracting good practices

Cl ustermeetings

W orkshops

Conferences

Screening existi ngprojects/resul ts

Figure 1: Sources of Best practices and thematic structuring

Definition of BestPractice

Best Practices are planned or implemented priv ate only , public only orPPP strategies, measures or activ ities which hav e an essentialcontribution to urban goods transport and ideally lead to benef its f or allactors inv olv ed. Best Practices will be identif ied on the f ulf ilmentdegree regarding the f ollowing requirements:

� Best Practices hav e to f it to a def ined theme or address a relev antproblem with respect to the mov ement of goods in urban areas (seestructure of themes).

� Best Practices should be based on real experiences (real worldimplementations, pilot projects) or analy sis in studies.

� Best Practices should hav e considerable and measurable positiv eef f ects f or all actors (qualitativ e, quantitativ e) on relev antindicators of urban goods transport.

BESTUFS – D 2.1 Best Practice Handbook Year 2000 13Statistical data, data acquisition and data analy sis regarding urban f reight transport

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3 Statistical data, data acquisition and data analysisregarding urban freight transport

3.1 Description of the theme

Statistical data, data acquisition and data analy sis regarding urbanf reight transport has been regarded as one of the most importantthemes during the f irst BESTUFS-workshop in Brussels, May 2000.

Why statistics andsurveys?

One of the important f irst steps within urban f reight planning is to getinf ormation and statistical data of the current situation and thedev elopment. These inf ormation and statistical data are important inorder:

� To assess the current situation and the dev elopment.

� To identif y the problems and their causes.

� To make f orecasts and identif y trends.

� To implement appropriate measures.

� To dev elop measures and to estimate their impacts.

� To make a success control of the implemented measures and f ormonitoring.

The Best Practices within BESTUFS show examples of procedures andmethods which were successf ully used. The f ollowing f our aspects wereregarded in detail during the material collection and assessment:

Assessment of theregarded statisticsand surveys

� Identif y ing already av ailable data sources of statistics andsurv ey s.

� Methods and experiences on how to acquire data and inf ormation.

� The usage of statistical data (analy sis and conclusions).

� The quality of data collection and results (in particular thecomparability to other data collections).


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3.2 Situation of data collection on country and city level withinEurope

In general it can be stated that there is a lack of inf ormation and datacollection on urban f reight transport within the European countries:

Lack of informationand data collectionon urban freighttransport

According to the estimations of the BESTUFS only a low to mediumpercentage of the medium sized and big cities in selected Europeancountries are collecting data on urban f reight transport.

Obv iously there must be more cities which are collecting e.g. generaltraf f ic data (which includes in most of the cases a div ersif icationbetween passenger cars and goods v ehicles). But these results areof ten not widespread and theref ore not av ailable f or f urther analy sis orcomparison between dif f erent cities. Furthermore the data are v eryof ten not detailed enough to answer special questions on urban f reighttransport.

A more detailed description of the situation within the cities is enclosedwithin ANNEX 1/I.

Within the BESTUFS City Inquiry 25 cities (= 58%, most of them arerather medium sized cities) answered that they were not collecting dataon urban f reight transport and 18 cities (= 42%, most of them are biggercities) answered that they were collecting data [RAPP AG Ingenieure +Planer; 2001].

This shows also that the number of problems (and the awareness of theproblems!) caused by f reight transport depends on the importance of acity . Inf ormation and data which f ocus exclusiv ely on urban f reighttransport are theref ore in most of the cases only collected in (bigger)cities which hav e a higher international, national or regional importance.

Concerning the kind of data collection and used methods f or datacollection on urban f reight transport it can be stated that (see alsoFigure 2):

Which statisticsand surveys aredone on urbanfreight transport?

� Most of the data are collected within special inquiries in order to getinf ormation on a special situation or question f or preparation ofmeasures (e.g. interv iews with dif f erent parties of the transportationsector try to giv e answers on possible ef f ects of measures orprojects). In most of the cases data as traf f ic f lows, number ofv ehicles, number of deliv eries, ty pe of v ehicle, ty pe of goods,transport demand (tons) or mileage are collected.

� Especially f or the assessment of the success or f ailure of thef inally implemented measure of ten no f urther data are collected.

� The permanent statistical data and periodical inquiries are not so


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widespread and monitoring of urban goods transport play s not y et amain role.


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Kind of surveys

6

712

5 Perm anent statis tical data (yearlybasis)Period ica l inquiries

Specia l inquiries

Others

[RAPP AG Ingenieure + Planer; 2001]

Figure 2: Kind of surveys within the cities

More informationand data collectionon passengertransport

The situation in passenger transport is quite dif f erent f rom the situationin urban f reight transport: the av ailability of statistics and data is muchbetter than in f reight transport and theref ore a rather complete pictureof the passenger transport sy stems appears. In many citiesconv entional statistics and surv ey s are done in order to get e.g.detailed inf ormation on the current situation in passenger transport inorder to prepare certain measures. Stated pref erence surv ey s are usedto get e.g. an input f or the design and lay out of railway stations f orpassenger transport.

It can be concluded that in general surv ey s and research which f ocusexclusiv ely on f reight transport are rather seldom and the knowledge onthe urban f reight transport as one part of the whole traf f ic sy stem of acity is rather incomplete.

In some European countries (like Italy and France) the gov ernment andthe cities co-operate together to ov ercome the lack of data collection onurban f reight transport.

Situation in Italygiven as example

The f ollowing example shows the f ramework conditions and theapproach in Italy :

Reasons andFrameworkconditions

The problem of urban f reight distribution seems particularly to beimportant where historical city centres hav e been dev eloped manycenturies ago (like in many Italian cities).

Public authorities, transport and retail associations, etc. are “thinkingabout perf ormance of specif ic studies” and implement specif icsolutions; many agreements hav e been done or are in preparationamong these dif f erent parties at local lev el in order to realise thenecessary political consensus and f ramework.


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Only a v ery limited number of specif ic studies are perf ormed, includingsurv ey s and data collection. In spite of the lack of studies andstatistical data/surv ey s many towns hav e already applied v arious“simple” strategies f or optimising the f reight transport phenomena inurban-metropolitan areas. For the most part all the initiativ es aredev eloped at local lev el.

Approach andobjectives

One way to f ind a solution f acing the abov e mentioned circumstances(in general lack of co-ordination and co-operation f acing the existingproblems) is a “general transport plan” (like dev eloped in Italy : “PianoGenerale dei Transporti”, which giv es the guidelines f or the transportdev elopment of Italy in the next f uture):

Identif ication of a “Mobility manager in city logistics” at regional lev el,at prov ince lev el and at municipal lev el. This managers would be themain responsible f or the implementation of appropriate f reight transportplans at local lev el.

The setting up, dev elopment and implementation of a centralobserv atory at national lev el f or the co-ordination of the dif f erent f uturesurv ey s, monitoring activ ities, data base maintenance activ ities etc,perf ormed at local lev el. This observ atory would giv e the guidelines tof ace the urban f reight transport studies/interv entions through a commonapproach.

Support (also f inancial) to specif ic pilot projects already undertaken bylocal authorities or other parties:

Census and monitoring activ ities related to the “urban f reightcategories” (main actors, ty pes of goods, etc.), updating of data bases.Particular attention would be giv en to the metropolitan areas.

Def inition and dev elopment of specif ic solutions f or distribution ofgoods in the urban areas.

Surv ey s f or v erif y ing the status of the commercial v ehicle f leet usedf or distribution of goods at urban lev el.

Results andexperiences

The idea of a “Transport Plan” in general seems to be a good firststep towards solving the problems in national, regional andurban freight transport and also how to deal with data collectionon it. But the way of its implementation depends heavily on thespecial circumstances and framework conditions of each countryand city.

More information Member of BESTUFS who did the material collection:

Giov anni Ruberti, Centro Studi sui Sistenme di Transporto (CSST)

See also Ref erences and contact persons!


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3.3 Regarded case studies (project-level)

Within the material collection on the theme statistics a number ofexamples were collected. Table 1 shows the dif f erent statistics andsurv ey s which were done within the regarded examples (f or allexamples see Annex 1/II).

Statistics Specific surv eys Analysis

Conv entional Observ ation BE AT, CH, DE, ES,

FR, NL, SE, UK

Conv entional Questionnaires CH AT, BE, CH, ES,

GR, NL, UK

Stated preference BE

Workshops IT (and others)

Av ailable data used CH, AT, IT

Table 1: Methods applied within the collected examples

Characteristics ofstatistics andsurveys

In general:

� The data collection is done in most of the cases by use of writtenquestionnaires which are sent by post or e-mail and they are f illed inwithin personal interv iews or phone calls. Furthermore electronicquestionnaires are used.

� Observ ation is done by use of f orms f or manual counting, taperecorders and automatic counting.

� Very of ten observ ation and questionnaires are used together.

� Sev eral kind of sof tware is used f or creating databases and f oranaly sis of collected data (e.g. PARADOX database, ACCESS,EXCEL, EMME/2, SATURN model, HIELOW sof tware, WIVER).

� In Italy , France and many other countries meetings and workshopstake place in order to get a qualitativ e idea of the situation.


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� In three cases the same or only modif ied concept of surv ey isused f or data collection in sev eral cities (2, 3 and 6 cities) in orderto get comparable data and to reduce costs.

� The aim of most of the examples is to prepare new concepts, tof ind out inf luence of new measures or f or modelling. Only a v iew ofthe giv en examples show statistics which are done (periodically ) inorder to observ e dev elopments.

In general it is rather dif f icult to get detailed knowledge on statistics anddata collection done within cities.

The f ollowing examples show theref ore f iv e dif f erent statistics andsurv ey s which can be regarded as “good” examples because theconcept was successf ully used, shows an innov ativ e approach and/oris regarded as f undamental work.

Statistics Specific surv eys

Conv entional Observ ation Example 3.2 Example 3.4

Conv entional Questionnaires Example 3.1 Example 3.4, Example 3.5

Stated preference Example 3.3

Table 2: Overview on used methods within the examples forstatistics and surveys


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Example 3.1:Statistics - maindata on nationallevel

Example 3.1: Statistics - main data on national level“GTS 93”, Switzerland, regarded y ear of execution: 1993For the whole description see ANNEX 1/III.

Reasons,frameworkconditions andobjectives

The main objectiv es of the “GTS 93” in Switzerland were:� To get f undamental knowledge f or dev elopment of political

f rameworks (gov ernment, parliament, administration): Theincreasing importance of f reight transports makes it necessary toget a general v iew on roads goods transports on national andregional lev el (goods and v ehicle f lows and structure of thesef lows).

� To get f undamental knowledge f or reaction on new circumstances ofEuropean politics: relationship with EU, realisation of NEAT (Alpen-transv ersale), heav y v ehicles f ee (Lenkungsabgaben) andrealisation of the Alpine initiativ e (Alpeninitiativ e)

� To get f undamental inf ormation and main data f or calibration of themodels being used f or traf f ic statistics in Switzerland.

Approach The GTS 93 belongs to the ty pe “Statistics”.A detailed Questionnaire (with examples, descriptions, in German andFrench) was sent as a paper v ersion v ia post to the selectedinterv iewees. 80% of the lorry owners had to f ill in a detailedquestionnaire and 20% a simplif ied one.The sample size was f ound in the f ollowing way : Random selection of22 ef f ectiv e day s (only working day s, 5 in the 1st and 4th quarter, 6 inthe 2nd and 3rd quarter of 1993), each day 1/22 of all v ehicles werecounted.The f ollowing data were collected:� Kind and use of goods v ehicle on a f ixed day (only v ehicles with

pay load > 1t).� Origin-destination (shuttle traf f ic, local transports, long distances,

international) and all stops (loading and unloading points) during thewhole run.

� Use of trailer.� Reason if there was no run.� Driv en kilometres during the last y ear, driv en kilometres during the

day , transports which takes more than one day .� Transported goods (kind of goods, dangerous goods, weight,

customer).Results andexperiences

Main Experiences concerning ef f ects, acceptance, procedures,inv olv ed parties, etc. are:� The f irst GTS was done by the Swiss f ederal statistical of f ice in

1936/37. In 1984 the surv ey was boy cotted by the Swiss carriers(they decided to stay at home at the chosen day s, no deliv eries


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were done) whereas f or the y ear 1993 part of the concept wasmodif ied and the collection of data was successf ul. One reason f orthe good f eedback and quality of data collection is that the wholedata collection and analy ses were supported by law („decreeconcerning data collection on f reight transports 1993“).


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� The GTS is done periodically , only a f ew adaptations of the wholeconcept were done. This guarantees a good f eedback (the procedureis already known) and the results are comparable and can be usedf or assessment of the dev elopments.

� A detailed description of the whole concept and f urther interpretation(explanation) of some aspects (e.g. distances) within the publicreport helps to use data f or f urther analy ses.

Concerning the use of the collected data f or analy sis the f ollowingremarks can be done:� The f ocus of the whole data collection was on national lev el.

Because of the small sample size and big zones the results can beused on regional lev el (identif ication v ia post code) but one has tobe conscious that the results of a projection on regional lev el can’tbe representativ e. They hav e to be regarded as approximatev alues! The statistics on national lev el are theref ore suitable also onregional lev el but usually not on local lev el.

� Only road transport excluding deliv ery v ehicles (< 1t) and nointermodal transport has been regarded. Theref ore some importantparts of the goods transports are missing, especially those whichare of a high interest within the cities.

Despite the described problems and crucial points the GTS 93shows the importance of periodical data collection and how to getrepresentative and useful main data.

More information Member of BESTUFS who did the material collection:Martin Ruesch, RAPP AG Ingenieure + PlanerSee also Ref erences and contact persons!


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Example 3.2:statistics – maindata on city level

Example 3.2: Statistics - main data on city level“Comptage de v ehicules de transport de marchandises”, Brussels,Belgium, regarded y ear of execution: 1999(For the whole description see ANNEX 1/IV.)

Objectives The main objectiv e of the “Comptage de v ehicules de transport demarchandises” in Brussels, Belgium was to get main data f or modellingof the f reight transport trends in the Brussels area.

Approach The “Comptage de v ehicules de transport de marchandises” in Brussels,Belgium belongs to the ty pe “Statistics”: Counts on screen lines andnumber plates tacking down (Observ ation) gav e raw material f or ODmatrices per ty pe of v ehicle and per period of the day .Af ter many f ield trials, it was decided to use a classif ication based onthe two f ollowing characteristics:� Single body or articulated body .� 2 axles, three axles or more than three axles.Af ter building the current situation, trend matrices f or 2005 were built.These were «business as usual» matrices which did not include any kindof transport policy measure or platf orm implantation. In order to f ind away of predicting matrices in the y ear 2005, a regression analy sis wascarried out between number of trucks (f rom and to each zone) and threeplanning v ariables, namely population (P), employ ment in industrialactiv ities (I) and wholesale employ ment (W).The results could be used to predict, on the basis of the land use plan,the f uture traf f ic emissions/ attractions of each zone. The f uturematrices hav e then been computed, by means of a Furness algorithm.


Main Experiences (ef f ects, acceptance, procedures, inv olv ed parties,etc.):The preparation of the whole data collection, implementation andanaly sis were done by an independent consulting company . They knewabout the great accuracy needed, in order to observ e the trends. Platenumbers tacking down on small cordon lines around the most importantgenerators/ attractors is v ery powerf ul f or making the distinctionbetween through traf f ic and origin and destination traf f ic.Use of other main data was necessary to create an ov erall v iew on thesituation within Brussels.The “Comptage de vehicules de transport de marchandises” inBrussels, Belgium shows the importance of a very goodpreparation of the whole data collection. Due to a profoundknowledge on statistics in general and the circumstances withinBrussels good results could be achieved.

More information Member of BESTUFS who did the material collection:Hugues Duchâteau, STRATECSee also Ref erences and contact persons!


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Example 3.3:Special Survey –Stated preference

Example 3.3: Special Survey - Stated preference“Stated pref erence surv ey on the “Sea-riv er” transport”, Brussels,Belgium, y ear of execution: 1998(For the whole description see ANNEX 1/V.)

Objectives The main objectiv e was to dev elop a modelling tool being able tof orecast the behav iour of the shippers f acing the choice between sea-riv er transport and combined transport alternativ es (sea + train or sea +road) f or transport between the Brussels area and Ireland, UK andNordic countries.Specif ic f ramework conditions were that the Shippers interv iews weremade in Belgium, UK, Finland, Sweden and Ireland.

Approach This Stated pref erence surv ey was done by use of a writtenquestionnaire which was distributed to 82 interv iewees.


Main Experiences (ef f ects, acceptance, procedures, inv olv ed parties,etc.)The preparation of the whole data collection, implementation andanaly sis was done by an independent consulting company .Stated pref erence surv ey s are giv ing a big amount of behav iourobserv ations with a small number of interv iews. Theref ore it is possibleto spend enough time and money f or making f ace to f ace interv iews.The reliability of the data could be weak if the stated pref erencequestion are not caref ully customized f or each interv iew.The method of stated preference can be very useful for studyingthe impacts of some urban freight transport related policiesaiming to influence the behaviour of shippers and of thecustomers in an urban environment.

More information Member of BESTUFS who did the material collection:Hugues Duchâteau, STRATECSee also Ref erences and contact persons!


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Example 3.4:Special Survey –used in only onecity

Example 3.4: Special Survey - used in only one city“Chancen f ür City Logistik in Wien, Strukturerhebung”, Wien, Austria,y ear of execution: 1998(For the whole description see ANNEX 1/VI.)

Objectives The main objectiv e of this surv ey was to get inf ormation on urbantransport activ ities and the potential of city logistic projects in order toreduce the existing traf f ic problems.

Approach This Specif ic surv ey used questionnaires which were distributed v iamail to the local business (mainly outlets but also transport prov iders)and manually counting (observ ation) of the local traf f ic was done. Itf ocused only on special parts of the town.The collected material included the number of dif f erent ty pes ofv ehicles and their owners and inf ormation about serv ice prov iders;ty pes of companies, ordering sy stems, serv ice lev el of deliv eries, timeof deliv eries, home deliv ery serv ices and other logistical parameters. Aqualitativ e and quantitativ e description, ratios and conclusions regardingthe mentioned categories were based on this inf ormation.The results of this surv ey could be used f or f urther analy sis and f ormodeling (f easibility of city logistic projects like city Terminal, CargoTram, load zone management, city logistic controlling sy stem, etc.).


Main Experiences (ef f ects, acceptance, procedures, inv olv ed parties,etc.)The quality of data collection was v ery high and the method of thesurv ey was v ery usef ul in order to get essential inf ormation ontransport data. All data helped during the discussion concerning theimplementation of city logistic projects within Vienna.It’s important to mark that the surv ey only f ocused on specif ic urbanareas. The city was not regarded completely .

More information Member of BESTUFS who did the material collection on the theme:Reinhard Dorner, ECONSULTSee also Ref erences and contact persons!


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Example 3.5:Special Survey –used in severalcities

Example 3.5: Special Survey - used in several cities“Enquêtes quantitativ es TMV”, Bordeaux, Dijon, Marseille, Lille,Rennens, Ly on, France, y ear of execution: 1995-2000(For the whole description see ANNEX 1/VII.)

Reasons,frameworkconditions andobjectives

Reasons f or the surv ey (Bordeaux):� Needed f or modelling urban f reight, which is usef ul f or decision-

making processes.� Needed f or prognosis because of national laws (Clean Air Act, urban

planning processes). These surv ey s hav e helped produce a seriesof "unv ary ing f eatures" (permanent results f rom one city toanother) of urban f reight transport that can guarantee thereproducibility of results in any other French cities, without doingextensiv e surv ey s.

� Needed to make an env ironmental assessment of urban f reight.Approach This Specif ic surv ey was dev eloped f or prognosis and f orecast. 3

surv ey s were administered by questionnaires:� To a representativ e sample of 1500 f reight generators (industry ,

commerce, serv ices, …). A f irst interv iew was done by thedistribution of a notebook to the interv iewee which he had to f ill induring one week, then a second interv iew took place.

� To deliv ery truck driv ers: during one week, they had to f ill in anotebook retracing their activ ities, locating their deliv ery routes andtheir deliv ery operations.

� To main transport companies operating locally and regionally (inBordeaux, 70 companies, which do most of third party deliv eryactiv ities in the city ). Semi-open interv iews describing theirpractices, the use of transhipment platf orm, the precise urban areasin which they distribute.

� The unit of observ ation was the "mov ement" (deliv ery or pick upoperation of goods with one v ehicle in one receiv ing/generatingestablishment).

� Dif f erent ty pes of questionnaires and kind of interv iews were used:Face to f ace interv iews, phone interv iews, "on board" surv ey s,distributing notebooks v ia post, semi-open questionnaires.

Af terwards a quantitativ e description of urban f reight activ ities (withemphasis on unv ary ing f eatures) was done: ratios of mov ement f oreach ty pe of economic activ ity (there exist about 60 ratios); operatingmodes (own-account/third party ); organizational modes (one-pointdeliv ery or deliv ery rounds); ty pe of v ehicle, areas of distribution;description of daily and seasonal rhy thms of deliv eries; duration ofdeliv eries and distances trav elled; street occupancy by deliv eryv ehicle during parking f or each zone of the city (unit = v eh*hours);street occupancy by deliv ery v ehicle during circulation (unit = v eh*km).


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Good specif ic f ramework conditions were giv en because this surv eywas co-f inanced by the city and the national gov ernment. Furthermorethere were strong incentiv es and initiativ e f rom the State.The same ty pe of surv ey or "lighter v ersions" of it were used in Dijon,Marseille, Lille, Rennes and Ly on.


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Main Experiences concerning ef f ects, acceptance, procedures,inv olv ed parties, etc.:� The preparation of the surv ey showed that the traditional techniques

of doing interv iews by use of questionnaires are justif ied by thenecessity to control the use of v ocabulary (v ocabulary in transportactiv ities is of ten ambiguous because transport concerns all sectorsof economic activ ities with many dif f erent technical "jargons" f oreach. Phone method with automatic recording of answers has beenabandoned in f av our of mail questionnaire).

� Face to f ace interv iews with distribution of a notebook is highlyrecommended f or f reight generators surv ey . Phone interv iews hav eto be short and should be done by knowledgeable staf f .

� Long deliv ery rounds are better known with "on board" surv ey s.Distributing notebooks to truck driv ers (with postal return) meansthat only a f ew questions can be asked, but the postal return isf airly high (15% rate of answers).

� Semi-open questionnaires towards truck companies must be doneby transport specialists.

Bordeaux, Marseille and Dijon urban f reight surv ey s constitute abreakthrough in urban f reight data collection in France. Themethodology which has been elaborated since then helps all the otherFrench cities to get a better knowledge on their f reight activ ities withoutpay ing large amounts of money to do an extensiv e surv ey .There is a v ery high interest of dev eloping a common methodology ,which can be used in all French cities and help make comparisons.It is necessary to get f inancial help (f rom the State or any nationalbody ) f or the f irst surv ey s.The use of the same concept for survey within several cities is avery good approach to get comparable data, to save money and toavoid faults.

More information Member of BESTUFS who did the material collection:Laetitia Dablanc, GARTSee also Ref erences and contact persons!


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3.4 Conclusions and recommendations

All European citiesacquire some dataabout urban freighttransport

All European states and roughly all medium and large sized Europeancities acquire regularly statistic data including inf ormation on traf f ic andtransport.

Some data sets address directly f reight transport, e.g. the number oflorries of a special size registered in a city or region or the transportamounts (in tons) of single business f ields etc..

These data mainly describe those details which can be obtained easilywithout much f inancial ef f ort and its use is rather limited f or urbanf reight transport planning.

Inf ormation as e.g. the number of trips of single actors, the capacityuse f actors of v ehicles, v ehicle f leet structures, goods transports v iacars or v ans, the use of road space of trucks and lorries and manyinf ormation more is usually missing.

Furthermore, to dev elop goods transport models there is inf ormationneeded about e.g. transport chains, number of tours and number ofstops and origin-destination matrices related to transport weights,consignments, v ehicle ty pes etc. which is also not av ailable f rom theregular common statistical surv ey s.

In the f ollowing only these in-depth statistic data are addressed.

General lack ofdata in urbanfreighttransport

The av ailability of statistic data about urban goods mov ements inEuropean cities is in general rather poor.

This assessment is especially true when the av ailability of statistics iscompared to the situation in general traf f ic and in passenger transport(both public and priv ate), where the data basis is much better than inthe f reight domain. Within the city inquiry , less than 50% of the citiesdid some sort of f reight transport data acquisition, while the majority didnot report about any ef f orts.

Usually specialproject related datacollection and notpermanent datacollection

Looking in more detail to the f requency the data are acquired, it can beseen that most of the data are collected just once, within special singleinquiries in order to get inf ormation about special situations or to f indanswers to questions in relation to the preparation of new measures.

The acquisition of permanent statistical data and the perf ormance ofperiodical inquiries are not common. Especially f or the assessment ofthe success or f ailure of a f inally implemented measure there wereof ten no data or not enough data collected and a robust ev aluation istheref ore not possible.

Lack of financialmeans

The reason f or this poor situation in regard of statistic data must beseen f irst of all in relation to the limited av ailable budgets of public


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authorities and second in the ranking of priorities of cities. This caneasily be prov en by regarding the staf f working within cityadministrations on goods transports. Again the rather small sample ofcontacted cities show clear tendencies:

� About 20% of the cities hav e no employ ees at all addressing urbanf reight transport issues.

� More than half of the cities hav e less than 50% equiv alent f ulltimestaf f (max half of one employ ees working time).

� And less than a quarter of the cities hav e one or more employ eesworking on f reight (more than 100% equiv alent f ulltime staf f ).

These percentages are not representativ e and hav e to be consideredcritically because v ery of ten dif f erent administration lev els within a cityhav e a joint responsibility of a task but of ten don’t know about the totalequiv alent number of f ulltime staf f working on a specif ied subject.Nev ertheless, the tendencies can clearly be identif ied [Rapp AGIngenieure + Planer; 2000].

Necessity ofstatistics andsurveys on urbanfreight transport

To identif y problems and solutions concerning urban f reight transportstatistics and surv ey s play a crucial role. In general the regions andcities should put more ef f ort in statistics and surv ey s on urban f reighttransport in order to reach the same lev el of inf ormation as inpassenger transport because the statistics and data allows:

Benefits ofstatistics andsurveys on urbangoods transport

� To assess the current situation and the dev elopment.

� To identif y the problems and their causes.

� To make f orecasts and identif y trends.

� To implement appropriate measures.

� To dev elop measures and to estimate their impacts.

� To make a success control of the implemented measures andmonitoring.

Key data forsituation analysisand monitoring

In order to get as good results as possible the key data has to be wellchosen. Besides structure data (enterprises, employ ees, etc.), networkdata (length, density , etc.) especially the f ollowing data are in generalnecessary f or situation analy sis and monitoring (examples):

� Number of deliv eries per week according to each category ofactiv ity

� Used v ehicle ty pes (trucks, lorries, v ans)

� Goods v ehicles f lows

� Share of goods transport (in tons, mileage, etc.)

� Daily lev els of road transport (ov er time)

� Mileage per day and per v ehicle ty pe

� Use of capacity


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� Number of trips per v ehicle, medium distance per trip

� Number of stops per v ehicle, medium time per stop

� Number of tours per v ehicle

� Use of road space by trucks, lorries, v ans

� Serv ice lev el (e.g. deliv eries in due time)

� Emissions per v ehicle km, tkm or deliv ered consignment

� A dif f erentiation of key f igures relating to commodity group orlogistic f amilies is of ten usef ul.


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Key data for effectsanalysis andmodelling

For ef f ects analy sis and modelling the f ollowing data are in generalnecessary (examples):

� Structure data per zone (inhabitants, employ ees per branches, etc.)

� Network data (capacity of links, nodes, trav el time etc.)

� Modes (kind of v ehicles, etc.)

� Data f or trip generation depending on branches / products

� Data f or transport chain generation

� O-D-Matrices in tons / consignment / trips (branches / v ehiclety pes)

More consignmentbased informationneeded

A lot of surv ey s and data collections are mode based. For ef f ectsanaly sis usually consignment based data is necessary to consider thewhole transport chains. Data collection and surv ey s should be f ocusedmore on consignments to get inf ormation ov er the whole transportchain.

Lack of datarelating to goodstransport by cars

The surv ey s and data collection carried out take of ten into account onlytrucks and lorries and not cars (conv entional cars which are used todeliv er e.g. medicaments or pizza serv ice). But in cities the goodstransport by car play s also an important role. Theref ore transport ofgoods by cars should more be considered carry ing out surv ey s in urbanareas.

Necessity ofintegration and co-operation onnational level

Italy and also France show how to deal with the lack of data collectionbut also with a lack of co-ordination and co-operation. The f ollowingaspects hav e to be regarded f urthermore:

� The idea of a “Transportation Plan” in general seems to be a goodf irst step towards solv ing the problems in national, regional andurban f reight transport but the “Transport Plan” has only beenlaunched recently in Italy and to predict its inf luence and ef f ects isnot possible y et.

� The implementation of a “Central observ atory f or surv ey s” has tobe regarded v ery critically . Its competence depends heav ily on thespecial circumstances and f ramework conditions of a country .

� The integration of data collection within such a “Transportation Plan”underlines the necessity of statistics and f orces regionaladministrations to collect and prepare data.

A central institution being responsible f or all questions of data collectionand statistics in this context should help to get usef ul and competenthelp if it is the f irst time f or a city or region to deal with f reight transportand the according data collection

� This institution should giv e guidelines f or all questions of statistics


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data and collection which are dev eloped by use of all experiencesav ailable.

� Integration of statistics and data collection within national or regionallaw (like done in Switzerland and Italy ) helps to enf orce people inparticipating in necessary surv ey s. But especially questionsconcerning data protection hav e to be regarded caref ully .


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Data base on urbangoods transport

A data base on urban goods transport could prov ide data to comparethe situation between dif f erent cities. Such a data base should besupported by the European commission.

Failure of surveys In general one of the important f irst steps within urban f reight planningis to get inf ormation, especially detailed statistical data. Many surv ey sare done in regard of special problems but of ten the quality of results isbad. The f ollowing reasons f or the f ailure of a surv ey can be giv en:

� Surv ey is not done by competent companies / specialists.

� Insuf f icient preparation of used concept of surv ey and tools f ordata collection (causes e.g. f aults during data collection ormisunder-standings).

� Poor co-ordination with transport actors during the preparationphase. No personal contact (e.g. telephone calls) betweeninterv iewer and interv iewees. Asked parties could not be conv incedto f ill in questionnaires.

� Not enough knowledge of the use of v ocabulary (v ocabulary intransport activ ities is of ten ambiguous because transport concernsall sectors of economic activ ities with many dif f erent technical"jargons" f or each).

� Not enough knowledge on the local circumstances (e.g. importantparties within transport sector, traf f ic situation).

� Use of conv entional methods which are not able to generate theneeded data. New concepts of surv ey s (e.g. stated pref erence) andnew technical possibilities are rarely used (e.g. electronicquestionnaires, telematics applications, v ia internet).

� Not enough f inancial means f or appropriate data collection oranaly sis and f or repetition of surv ey s. Theref ore in many surv ey sonly “light v ersions“ were realised prov iding f airly inaccurate results.Such “light v ersions” are howev er acceptable if the concept of asurv ey was prepared once and then used in an appropriate scale f oranother city (see example of France).

� Not enough (usef ul) primary data av ailable.

� Results are not comparable (e.g. with other cities).

� No adequate sample sizes according lack of f inancial means.

How to assuregood results?

Because of the abov e mentioned reasons f or the f ailure of surv ey s thef ollowing recommendations can be giv en in order to approv e datacollection and surv ey s:

Integrated datacollection,comparable results

In order to get satisf y ing results on (international), national, regional andlocal lev el data collection has to be planned in co-ordination with the


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transport actors and co-ordinated between cities.

A “Transportation Plan” giv es e.g. the guidelines f or the transportdev elopment:

� Identif ication of a “Mobility manager in city logistics”.

� Central observ atory .

� Support (also f inancial) to specif ic pilot projects.

The results within dif f erent cities or regions hav e to be comparable. Anintegrated planning of data collection allows to dev elop appropriateconcepts of surv ey s and to use them f or dif f erent cities.

Appropriateconcepts andmethods

On one hand side existing concepts should be used whenev er possible(see the examples described within this Best Practice Handbook).Especially the French example shows that the use of the same conceptof surv ey in more than one case can sav e money and allows tocompare results between dif f erent cities.

But if necessary success promising new concepts should be used.Stated pref erence or stated ranking are nowaday s only rarely usedbecause there is still a lack of knowledge on these concepts (e.g.methods to get reasonable and qualitativ e results). Science and practicehas to prov ide as f ast as possible new concepts and correspondingmethods. Experiences will show the practicability and then they shouldbe used instead of inef f icient “old f ashioned” concepts.

New “technologies” New “technologies” hav e to be used in order to make data collectionand analy sis more ef f icient, to av oid f aults and to sav e money .Examples are electronic questionnaires, telematics applications (onboard units, GPS), v ideo based observ ation, questionnaires which canbe answered directly v ia Internet.

In the French example an automated tool f or transf er of ratios andsome unv ary ing f eatures to any SIRENE data f ile f or any city (theSIRENE data f ile is the statistics of all companies located in a city )was used. A sof tware under Access is av ailable on a CD-ROM which isav ailable f ree of charge to any French city . This tool helps computingthe number of "mov ements" according to operating mode and ty pe ofv ehicle f or any giv en area of the city (prov ided the area contains atleast 500 economic units).

Appropriate samplesize

According to the objectiv es of a data collection or a surv ey and therequirements f or exactness the sample size has to be chosen.

Costs It is dif f icult f or dif f erent reasons to get inf ormation about costs ofdata collection and surv ey s. In general only an appropriate f inancialsupport allows to get respectable surv ey s and statistics. The use ofnew technologies can reduce the cost f or data collection andpreparation.

Specialists In order to av oid poor results and to waste money statistics and datacollection should be done by independent and competent specialists in


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close work together with the responsible administrativ e units and thetransport actors. The specialists should:

� Consider all relev ant f actors which could hav e an inf luence on theresults (e.g. specif ic sample, conditions, interests of interv iewees,etc.)

� Use the most suitable methodology and tools and consider allrelev ant f actors which could hav e an inf luence on the results(specif ic sample, conditions, interests of interv iewees etc.).

� Motiv ate and conv ince the interv iewees.

� Keep the surv ey as simple as possible (unmistakable questions,limit the questions and data collection to the inf ormation needed).

� Make a test run (especially using new approaches or when thef ramework conditions are dif f icult)

� Guarantee a realistic time schedule and good organisation.

� Use staf f according to the specif ic requirements and make a goodtraining f or the f ield surv ey team.

� Hav e good connections to transport actors.

Appropriateanalysis andpresentation ofresults

The analy sis and presentation of results of a surv ey are as importantas the whole preparation of the surv ey and the according datacollection. Theref ore consistent data bases and ev aluation tools hav e tobe implemented and a proof of reliability and plausibility of results(comparison with and analogies to other surv ey s) is as important ascommented f igures and tables.

BESTUFS – D 2.1 Best Practice Handbook Year 2000 38City access, parking regulations and access time regulations and enf orcement support

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4 City access, parking regulations and access timeregulations and enforcement support

4.1 Description of the theme

“City access regulations” are regulations f or all ty pes of goods v ehiclesin the access to the inner cities.

Freight transport in this respect concerns both pick up and deliv eryactiv ities in retailing, parcel and courier serv ices, waste transport,transport of equipment f or the construction industry and a broad rangeof other ty pes of transport.

The purpose of these regulations is to reduce the negativ e ef f ects inthe city area caused by the interaction of goods v ehicles with theinhabitants of the city and the other users of the inf rastructure.

Sev eral actors are directly or indirectly inv olv ed in urban goodstransport. The f ollowing Table 3 shows all actors and their own specif icinterests to be regarded during planning and implementation of ameasure or project:

Actor Main interest in regard of urban goods transport

Shipper Delivery and pick-up of goods at the lowest cost while meeting theneeds of their customers

Transport-company

Low cost but a high quality transport operation, satisfaction of theinterests of the shipper and receiver (shop)

Receiver / shopowner

Products on time delivered at a short lead-time

Inhabitant Minimum hindrance caused by goods transport

Visitor / shoppingpublic

Minimum hindrance caused by goods transport and a high varietyof the latest products in the shops

Local government Attractive city for inhabitants and visitors: minimum hindrance buthaving an effective and efficient transport operation

Nationalgovernment

Minimum external effects by transport, maximum overall economicsituation


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Table 3: Main interest group in regard of urban goods transport


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To f ind an optimal compromise between all these interests of theinv olv ed actors is theref ore a main problem of all implementedmeasures concerning city access, parking regulations and access timeregulations like:

� Establishing special protected loading zones in areas where there isconsiderable deliv ery traf f ic, parking places.

� Fee f or parking or use of special deliv ery window (city -centre-licence).

� Pedestrian zones in which deliv eries can only be carried out atcertain times of day or night or certain ev ents.

� Protected zones that hav e to be kept completely or partly f ree oftrucks.

� Vehicle-limiting measures (e.g. only v ehicles on high standardconcerning noise and emissions, length/width/height) or weightregulations (axle-weight, total train weight).

� Access regulations depending on (only at certain points) existingregulations within the urban inf rastructure (e.g. narrow bridge).

In addition project relev ant enf orcement support (enf orcement of rulesand regulations) has to be regarded because it is a critical f actor in thesuccess of the policy on parking/loading/unloading and city access ingeneral. Enf orcement is traditionally a labour intensiv e task and istheref ore costly . Howev er new applications of inf ormation andcommunication technology (ICT) may improv e the “enf orcementef f iciency ” and enlarge the scope of enf orcement.

The Best Practices within BESTUFS show projects of city access andsometimes also the according enf orcement support which weresuccessf ully used.

Assessment of theregarded projects

As many innov ativ e projects are implemented a selection of the mostadv isable ones had to be done. The f ollowing aspects were regarded:

� Relev ance f or BESTUFS, innov ativ e character and contribution tosolv e problems.

� Success/f ailure and important experiences.

� Av ailability of f urther inf ormation.

Categories ofmeasures

� Accordance to the f ollowing main categories of measures (see alsoAnnex 2/I):

- Vehicle: Emissions

- Vehicle: Weight

- Vehicle: Space

- Time Windows


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- Licences(f or use of loading zones)

- Loading- and Unloading Zones

- Road network f or Heav y Vehicles

- Slot permissions


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4.2 Situation concerning City Access on country and city level

In the f ollowing some examples of access regulations implementedwithin dif f erent European cities are giv en and f urther specif ied. Ingeneral it can be stated that:

Legal frameworkconditions

Within the dif f erent European countries the possibilities to implementaccess regulations by law are v ery dif f erent and the legal f rameworkconditions (Env ironmental law, Land use regulations, “open access f orev ery body ”) hav e to be regarded well during planning of a measure.Also the crucial point of enf orcement support has to be considered inthis context.

Due to this f act measures and projects are implemented rarely and inmost of the cases without integration in ov erall concepts.

In some countries and cities also the ov erall strategies hav e beendescribed (besides the existing special projects) which giv e thef ramework f or recent and f uture projects:

Legislation andstrategies inFrance

In France most of the urban f reight regulation initiativ es and strategiesderiv e f rom the new transport planning process initiated by the 1996Clean Air Act, which has obliged all large cities in France to integratef reight into an Urban Mobility Master Plan (Plan de DeplacementsUrbains, or PDU).

Legislation andstrategies inGermany

In Germany due to an increase of env ironmental legislation the bigcities hav e to work on their problems of congestion also caused byf reight transport. Furthermore the rapid increase of the number of allkind of v ehicles in the cities made special legislation f or city planningnecessary (e.g. guarantee of a certain number of parking places).

But the implementation of city access measures in Germany isdepending to a large degree on the possibilities prov ided f rom the publiclaw.

Generally , there are two possibilities to be recognised f or Germaninitiativ es on access regulations:

� First to close areas f or all traf f ic.

� Second to ban traf f ic due to env ironmental reasons.

There hav e been trials in sev eral cities (Lübeck, Aachen) to close thecity centre f or particular groups, with no success due to law reasons.Usually , cities hav e pedestrian zones with limited time f rames f or pickup and deliv ery transport operations. Env ironmental law allows to ban orreduce traf f ic due to particular emissions (air pollution). Additionalmeasures (lorry network in Bremen) requires f or particular agreementsin the municipality . Furthermore, sev eral approaches to inf luence city


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deliv ery and city parking can be inf luenced by the construction and cityplanning (duty to build or not build parking spaces by the constructionof a new building).


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One example f or an ov er all approach to reduce emissions by use ofgeneral f ramework conditions is the “Luf treinhalteplan Stuttgart”.Following the questions how to reduce air pollution (by means of NOXand SO2) resulting f rom dif f erent user groups sev eral measures hav ebeen dev eloped and implemented.

In concrete: if air pollution exceeds a particular lev el the f ollowing(implemented) measures are related to traf f ic:

� Case dependent measures (e.g. f oldable signs).

� Reduction of speed lev el.

� Re-routing lorries.

Further measures are considered (close particular routs f or traf f ic,limited city access f or lorries between 10 to 16 h) but hav e not passedthe political decision y et.

Legislation andstrategies in theNetherlands

From 1990-1994, the Dutch Ministry of Transport pursued a policy toestablish municipal distribution centres around cities. This policy wasnot successf ul. It required gov ernment interf erence into the liberalisedsupply chain market.

This national policy combined with a municipal policy to f oster theimplementation of pedestrian zones of inner cities and env ironmentalprotection had a damaging ef f ect on sustainable solutions f or themanagement of the (urban) supply chain. Public-priv ate partnership wasurgently required.

In 1995 a public priv ate partnership, the Forum f or Phy sical Distributionin Urban Areas (PSD), was established.

The work of the PDS results in prof ound and competent help f or thecities and a catalogue of innov ativ e measures f or choice (e.g. backdoor deliv eries, logistic routing, loading and unloading zones, dedicatedinf rastructure / public transport lanes, f lexible time f rames zones, of ftime and in-night distribution, urban and regional distribution centres, ICT/ underground transports).

Furthermore the Dutch gov ernment initiated a White Paper in 2001 onspatial dev elopment the Dutch gov ernment indicated 14 possible urbanareas. Indicating 6 national and 8 regional urban networks, the extendedcompany concept f or urban distribution can be experimented throughco-operation between municipalities, prov inces and business (see Figure3).


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[www.psd-online.nl/english/index.html; 2001]

Figure 3: National and 8 regional urban networks in theNetherlands

Legislation andstrategies in Zurich(Switzerland)

In Zurich (Switzerland) also the ov erall f rameworks “Urban f reighttransport 1992” and “Goals 1996” hav e been dev eloped as a strategy inorder to react on the f ollowing circumstances:

� Increase of f reight transports within the agglomeration.

� Urban f reight transport contributes in an abov e-av erage percentageto noise and land-use; conf licts between heav y v ehicles and slowtraf f ic (bicy clists, pedestrians, motorcy clists).

� Negativ e impacts of urban f reight on env ironment and quality oflif e.

� New laws (protection of env ironment, air pollution, regionalplanning).

The main question was “How can a certain piece of f reight betransported with the most usef ul mode, on the shortest way and withoutloss of time, f rom its origin to its destination causing minimal costs,using a minimum of land and a minimum of f ollow-up pollution?”. Theanswer on this question includes v arious measure like e.g.:

� Planning of policy measures (in regard of air pollution).


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� Innov ations, more commercial transports (less transport f or ownaccount) and better circumstances on the market in order to get abetter density of deliv eries.

� Better co-operation of road and rail transport sy stems, between pre-and end-haulage and between companies.

Furthermore there are certain measures (concerning city access)f oreseen:

� To close certain roads f or certain kinds of utility -v ehicles, accessf or low-noise-v ehicles.

� Commercial v ehicles get access to certain zones not beingav ailable f or motorcar during certain hours of the day

� Flexible deliv ery -windows.

� Regulations of parking- and loading-times

� Ref orm of wages and taxes.

The abov e described ov er all plans or f rameworks to solv e theproblems in the European countries and cities show some existingexamples. In other countries like e.g. Spain there is only a v aguelegislation which causes a lack of co-ordination between the responsibleauthorities and which av oids ef f ectiv e projects to solv e problems.

Well-knownregulations

Within the existing integrated concepts and projects processed inEurope sev eral regulations and single measures are used. The mostwell-known ones are:

� Time and weight regulations (e.g. v ehicles heav ier than 3.5 tonsonly access to the inner city f rom 6 till 11 hrs in the morning).

� Regulations on the dimension of the v ehicle (length, wideness,height).

� Regulations on lev els of emissions (e.g. only EURO-2 trucks arepermitted to enter the city ).

In general the strength of the measures depends on the weight and sizeof the v ehicles (the bigger, the more prohibitiv e they are).

Furthermore the f ollowing measures are implemented in dif f erentEuropean cities:

� Organisation of specif ic parking places.

� Fee f or parking or use of special deliv ery window (city -centre-licence).

� Protected zones that hav e to be kept completely or partly f ree oftrucks.

� To allow or not allow night deliv eries.


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4.3 Regarded case studies (project-level)

Within the BESTUFS material collection on the theme City Access anumber of examples were collected (f or all examples see Annex 2/II).

Used type ofmeasures

Figure 4 shows the use of dif f erent ty pes of measures within thecollected examples.

It occurs that in most of the cases time windows, regulationsconcerning the weight of the v ehicles, special loading- and unloadingzones or special road networks f or heav y v ehicles are used. But theyare not used as single measures but in most of the cases combinationsof dif f erent ty pes of measures are implemented (the matrix in ANNEX2/I shows the combinations within the regarded projects).

How often was this type of measure used within total 26 regarded projec ts?

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Figure 4: Use of different types of measures within the regardedprojects

The f ollowing examples show dif f erent way s how access regulations areimplemented within sev eral European cities and which experiences weremade. These 8 examples hav e been chosen mainly because theyinclude sev eral (innov ativ e) approaches to f ind solutions f or theexisting problems and because rather detailed results and reasons f orsuccess or f ailure are av ailable and help to assess the example.


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Example 4.1:Barcelona

Example 4.1: Barcelona“Urban Freight Management in Barcelona”, Spain[Hayes, Simon; 2000]

Reasons,frameworkconditions,objectives

The project (including sev eral dif f erent single measures) was initiatedby the Municipality of Barcelona in order to approv e the uncontrolleduse of priv ate v ehicles which make goods deliv eries more and moredif f icult. Furthermore the management of kerbside access with ef f icientenf orcement was regarded as powerf ul measure to solv e the problemsand the f ollowing aspects were f ound within a surv ey :

� Some 25’000 v ehicles realise approx. 100’000 loading/unloadingoperations each day in Barcelona.

� 4,000 kerbside spaces are required to accommodate the needs ofgoods deliv ery v ehicles.

� Dif f erent measures need to be applied according to dif f erentty pologies (area, street - in hierarchical design).

� Urban dev elopment planning norms should be modif ied to requiredeliv ery bay s to be prov ided in new constructions of 400+ sq. m.

� Pilot regulatory measures require ef f icient, automated enf orcement.

� Telematics techniques should be employ ed to optimise operations.

Approach Because of the abov e mentioned surv ey the f ollowing measures wereimplemented within the city centre of Barcelona (see Figure 5):

SANT MARTI

SANT ANDREU

HORTA-GUINARDO

CIUTAT VELLA

LES CORTS

SANTS-MONTJUIC

SARRIA-SANT GERVASI

Zone nº 3"Sarrià"

GRACIA

Zone nº 2"Gràcia"

Zone nº 4"Balmes"

Zone nº 6"Gaudí"

Zone nº 5"Ninot"

MEDITERRANEAN SEA

Combined-use lane, Balmes Pilot Regulatory measures at Junctions Zone Access Control

Zone nº 1"Sant Pere"


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Figure 5: Survey Zones and Measures in Barcelona


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Traf f ic regulations at junctions (see Figure 6) which include:

� Zones which are reserv ed f or loading/unloading only f rom 08.00until 14.00 (or 20.00) within the city centre.

� Maximum stay period: 30 minutes.

700 zones hav e been implemented and within the “Forum 2004 - PobleNou Inf rastructure plan” the measure will be extended to all junctionsinv olv ing “Primary ” roads.

Figure 6: Traffic regulations at Junctions in Barcelona

Combined-use of streets which is done by use of VMS messages whichclarif y who is allowed to use the street (residents, clear-way , deliv eries)according to time of day .

It is planned to extend the implementation of this measure to similarprimary network streets.


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Figure 7: Combined-use of streets (Balmes St.) in Barcelona

Special zones f or pedestrians where access is only possible with aspecial permission: These zones (5 zones which are centrally controlled)hav e only a f ew entrances (50 gates are installed city -wide) withbarriers which can be entered by use of a special key -card (8'000resident cards are issued, f urther cards are av ailable f or deliv eryv ehicles). For deliv ery v ehicles access is only allowed during def inedtime windows. In order to av oid abuse the entrances are monitored bycamera (see Figure 8).


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� �

CONTROL CENTRE

LAN

DATABASE SERVER

ISDN

Point 1Control

Pointl nControl

Figure 8: Automatic Enforcement based on advanced cameraimage processing (Digidock) in Barcelona

Last but not least two transhipment points (“Mercabarna” – see Figure 9and “Parc Logistic Zone”) hav e been implemented. Access to this twotranshipment points is controlled and restricted by use of dif f erentequipment. The whole concept and the implemented kind of equipmentmight be used e.g. f or access regulation of a city centre and not onlyf or a transhipment area:

� Controlled access sy stem: Entry by toll pay ment (Mercabarna).

� Contact less card pay ment, with automated pre-classif ication andNPR-sy stems (Mercabarna).

� Contact less card, magnetic ticket and digital v ideo technologiescontrol entry and exit mov ements (Parc Logistic Zone).

� Sy stem handles dif f erent sizes and monthly subscription is of f ered(Mercabarna and Parc Logistic Zone).


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Figure 9: Transhipment at Mercabarna Wholesale Market inBarcelona

The f ollowing f igures can be stated today :

� In Mercabarna (opened in 1998) the av erage entry v olume is 10’000v ehicles per y ear.

� The units of Parc Logistic Zone (opened in Feb. 2001) are already100% subscribed.

Results,experiences

The f ollowing experiences hav e been made during the f irst period ofimplementation:

� The good progress could only be reached because of a strongpolitical will to continue & improv e.

� The signed spaces allocated f or goods giv e a 30-minute limit(def ined through surv ey s, which is suf f icient f or all-but exceptionaldeliv eries) f or deliv eries. Tow-away enf orcement is used (strongand expensiv e ef f orts of the police are necessary in order toenf orce the new measures) but to automate the enf orcement is animportant task which is currently a heav y policing burden.

� The implementation of all equipment (especially f or the combined-use of streets, approx. 0.5 M. Euro per route) is quite expensiv e.Only step by step f urther lanes (applicable only f or primary routesof the grid road sy stem) or zones can be equipped and city -wideimplementation takes long time.

� The combined-use of streets is successf ul. This measure isaccepted by the users and could also rise the innov ativ e image ofthe city .

� The acceptance of the inhabitants of the special zones f or


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pedestrians is v ery high, quality of liv e increased.


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� The used concept f or automatic f ee collection (including pre-classif ication and automatic number plate registration) reduceswaiting times and makes security measures more ef f ectiv e. Itmight be used as a “portal to the city ” in order to regulate cityaccess.

Future approach In f uture the f ollowing measures and serv ices are planned in addition tothe already implemented ones and their enlargement on a broader scaleall ov er the city :

� A “depot-to-door-step” Internet trip planner is under dev elopmentwhich incorporates the reserv ed spaces at the junctions as specialdata objects – in a similar manner to how bus stops are identif iedf or public transport trip planner applications. This tool will become animportant mechanism f or helping operators decide which spaces toreserv e once kerbside spaces can be indiv idually managed.

� Clean zones with special access windows f or registered, low-emission goods v ehicles.

� Automated enf orcement which guarantees serv ices.

� Fixed/mobile internet itinerary guidance which integrates kerbsideand network inf ormation sy stems.

� Assurance of f inal stage of the deliv ery chain f or registered goodsv ehicles/operators (e.g. those recognized at transhipment centres).

It is expected that electronic kerbside access will result in shorter timesf or deliv ery based on guaranteed time-slots f or goods v ehicles. It willalso assure the f inal stage of the deliv ery chain and improv e thereliability of primary roads capacity . Furthermore serv ice booking willincrease knowledge of demand and lead to a more rational roadscatalogue and better network management strategies (see Figure 10).

EXISTING ZONE ACCESS

11:00 17:00

bollard down

14:00 20:00

up updown down

11:00 17:00

bollard down

14:00 20:00

A, B X, Ydown down

TIME-SEGMENTED DELIVERY ACCESS

Operators A, B Operators X,Y


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Figure 10: Zone Access Control - Old Town of Barcelona


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In Barcelona some f urther single measures hav e been implementedwhich will be regarded within other themes of BESTUFS (e.g.Distribution platf orms, Internet roads network inf ormation serv ices).

More information Simon Hay es

E-mail: Shay [email protected]



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Example 4.2: Paris Example 4.2: Paris“New regime for the City of Paris goods delivery regulations”,France[Dablanc, Laetitia; 2000]

Reasons,frameworkconditions

Paris is the only city in France where traf f ic and parking matters arenot regulated by the local gov ernment, but by a representativ e of thenational State (“pref et de police”). A rev iew of the prev ious regulationwas necessary as a reaction on the large amount of expresseddiscontents of e.g. residents, truck driv ers, truck companies, policef orces, bus companies.

Approach The new deliv ery regime in Paris includes 6 strategies:

� To simplif y past regulations and to make them more understandableby truck driv ers: Instead of 4 categories of v ehicles only three aredef ined now. The same principle as bef ore applies (the bigger thetruck the larger the time regulations, with trucks def ined by the f loorsurf ace they occupy ):

- Vehicles which occupy less than 16 m2 are authorised todeliv er goods at all time in the city (f orbidden in busdriv eway s between 7:30 - 9:30 and 16:30 – 19:30)

- Vehicles which occupy between 16 m2 and 24 m2 areauthorised to deliv er goods f rom 0:00 to 16:30 and f rom19:30 to 24:00 (f orbidden in bus driv eway s between 7:30 -9:30)

- Vehicles which occupy more than 24 m2 are authorised f rom0:00 to 7:30 and f rom 19:30 to 24:00.

� To increase maximum size of authorised trucks (16 m2 instead of 12m2, and 24 m2 instead of 20 m2) so that prof essional carriers canmake a better job at consolidating their load and increase the lengthof their deliv ery rounds.

� To increase the number of on-street loading/unloading zones andbetter protect them by enf orcement.

� To giv e permanent and temporary derogatory permits to specif icdeliv eries (f lour, oil, cold, construction material, outdoor markets,post of f ice, etc.).

� To f av our night deliv eries.

� To protect passenger peak hours f rom f reight traf f ic.

Exceptions exist f or specif ic categories of goods.

Results,experiences

In order to enf orce the regulations traditional police f orces are intendedto be used. But so f ar (despite promises of the “pref et de police” to


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approv e enf orcement), enf orcement remains the weak point of deliv eryregulations in Paris (as in many other French cities). The harmonizationwith the neighbouring cities is still missing and causes problems.

More information Member of BESTUFS who did the material collection:

Laetitia Dablanc, GART


Example 4.3:Copenhagen

Example 4.3: Copenhagen“City Distribution in Copenhagen”, Danmark[Jensen, Søren B.; 2000]

Reason, frameworkconditions

The project was initiated by the Mobility and Parking Directorate.Because of the increasing problems due to f reight transport within thecity centre.

The City Centre in Copenhagen has an inner area with a road net f rommediev al time. It is about 1 km x 1 km.

About 6.000 lorries and trucks daily hav e got their origin or destinationwithin the city centre. The capacity utilization is v ery low (see Figure11).

Use of Capacity 1996

55%30%

15%

Less than 20%20% - 60%Better than 60%

Figure 11: Use of Capacity in Copenhagen

Objectives The main objectiv e f or the whole projects was to increase the use ofcapacity in the lorries and v ans entering the city centre. The philosophybehind is that the State and the Municipalities can not establish asustainable urban f reight transport, but they can “make it easier” f or thecarriers to choose a sustainable solution.

Approach In order to work on the problems caused by f reight transport and


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especially a low capacity utilization a working group about goods f reightin the inner city was f ounded and consisted of representativ es f rom:Danish Rail, Danish Mail, Danish Transport and Logistic Association(Danish hauliers organisation), Danish Freight Association, The breweryCarlsberg, Dairy company MD-Foods, Retail store Magasin,Copenhagen City Centre Association, The Business Univ ersity ofCopenhagen, Copenhagen Road Department.

The carriers commit themselv es to:

� In av erages utilise the capacity of ev ery single v ehicle 60% ov er a3-month period

� Sign up all the v ehicles between 2-18 tons driv ing to/f rom the area.

� Only uses v ehicles with engines y ounger than 8 y ears.

� Once ev ery 3 months the company must send a report of thecapacity use to us.

As participation in the scheme is v oluntary some accompany ingmeasures were implemented in order to encourage the companies to joinin the project:

� 10 loading zones were established, exclusiv ely reserv ed f or theparticipants to load/unload goods on weekday s between 8-12.

� The companies will be entitled (by streamers etc.) to show theirsurroundings that they are participating in an env ironmentalimprov ing scheme.

� A list of the companies inv olv ed was put on the “City Distribution”webside on the Internet. So the customers could choose a ”green”carrier.

� Possibility to inf luence a later obligatory scheme.

The control is being perf ormed on the basis of the report send to theRoad Department f or each v ehicle. The parking guards check if onlyv ehicles with a certif icate (sticker) in the windows hold in the loadingzone between 8 and 12. All other v ehicles are being f ined. At the sametime the guards observ e the v ehicles in the certif icate area so that theadministration can crosscheck with the inf ormation giv en by thecompanies about the capacity use.

Af ter a y ear and a half the experiment ended in agreement with thecarriers in the end of February 2000. 80 companies hav e sign morethan 300 v ehicles to the scheme. Sev eral of these cars were enteringthe city centre sev eral times a day . The bigger v ehicles weredominating the experiment (see Figure 2). Of the total number of trucksand v ans to the inner city , 88 % is between 2 and 3½ tons.

Almost all of the participants in the v oluntary scheme were reportedlyable to use 60% of the capacity . There were some problems with certainkind of transport(e.g. chilled goods).


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2%

34%

7%7%

50%

0-2000 kg2001-3500 kg3500-6000 kg6001-12000 kg12001-18000 kg

Distribution on we ight

Figure 12: Consignment sizes in Copenhagen

Results,experiences

� The carriers were in general satisf ied with the scheme. For themajority it took less than 10 minutes to f ill in the apply f orm and thequarterly reports. 86% of the participants would like to hav e anobligatory arrangement.

� 20% of the carriers hav e changed their daily transport planningbehav iour during the experiment.

� Also more city logistic collaboration between the carriers hasappeared during the experiment, naturally also f or sev eral otherreasons.

The ministry of Transport explained in spring 1999 that it was againstthe law to reserv e loading zones f or cars with certif icate. They shouldbe open f or all trucks. At the same time the ministry promised that theywould prepare a new paragraph in the law making it possible f ormunicipalities to make experiments.

This new paragraph was presented f or the Parliament in Nov ember 1999and they agreed late April 2000. In March the Town Council has decidedthat we should come with a proposal f or an obligatoric arrangementwhen the new law f or experiments was ready .

Within an obligatory scheme the f ollowing regulations and exceptionswill be included:

� It will either not be allowed to enter or to stop in the inner city f orlorries and v ans ov er 2 tons.

� To reserv e 40 loading zones reserv ed f or v ehicles with a “green“certif icate, cars there use 60% of their capacity in av erage ov er 3months.

� “Red” (one day ) and “Yellow” (transitional phase) certif icate f or


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special cases.

� Dif f erent f ee f or the dif f erent certif icates.

� Fines f or trucks and v ans which are parking within the zones withoutcertif icate (about 100 Dmk).

� Vehicles as emergency or v ehicles, more tools than v ehicles aslif ts, garbage collection etc. will not be included.

The f ollowing problem in a obligatory scheme has still to be solv ed:Some ty pes of transports can not f ulf il the demand of 60% use ofcapacity .

It is expected that the obligatory project will lead to a reduction of thenumber of lorries and trucks entering the city centre (about 30%). Thiswould lead to a reduction of emissions (particles: 25%, NO2: 5%. andNOx: 10%).

More information Mr. Soren B. JensenE-mail: Sojen@btf .kk.dkSee also Ref erences and contact persons!


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Example 4.4:Stockholm

Example 4.4: Stockholm“Environmental zones and other regulations in Stockholm”,Sweden, 1996[Fager, Mats; 2000]

The project was initiated by the City of Stockholm. From the 1st April1996, env ironmental zones were implemented in the central area ofStockholm.

The same measures were also implemented in the cities of Göteborgand Malmö.

Approach Within the “Env ironmental Zones” special env ironmental regulations f ordiesel driv en heav y goods v ehicles and buses were implemented.These zones are areas within a built-up area, which are especiallysusceptible to disturbances f rom traf f ic and where traf f ic regulationsare implemented. Vehicles which do not hav e an env ironmentalclassif ication (noise and emissions) are not allowed to enter thesezones.

Municipal Councils hav e, in accordance with the Road Traf f icOrdinances, the right to f orbid traf f ic with polluting diesel driv en trucksand buses with a total weight ov er 3.5 tons in these areas.

The v ehicles need env ironmental class stickers on the windscreen toget permission to the “Env ironmental Zone” and the police monitors.

The f ollowing regulations are implemented within the city centre ofStockholm:

� No lorries heav ier than 3.5 t f rom 10 p.m. to 6 a.m.

� No v ehicles longer than 12 meters.

� No motor traf f ic (except taxis) f rom 11 a.m. to 6 a.m.

� Heav y diesel powered v ehicles must not be older than 8 y ears(domestic and f oreign v ehicles).

Exceptions:

� A f ew through roads are excluded f rom the zone.

� Vehicles which are equipped with additional cataly tic conv erter andnot older than 12 y ears.

� Engine replacement to engine meeting the EU-requirements f or thebest env ironmental class.

� Vehicles which rarely hav e destinations in the env ironmental zone.

Results,experiences

The measure led to a reduction of emissions (particles: 15 to 20%,hy drocarbons: 5 to 10 %. and NOx: 1 to 8%).


Final: June 2001, 18.06.2001

More information Mr. Mats FagerE-Mail: mats.f ager@gf k.stockholm.seSee also Ref erences and contact persons!


Final: June 2001, 18.06.2001

Example 4.5:Amsterdam,Haarlem, Tilburg,Groningen

Example 4.5: Amsterdam, Haarlem, Tilburg, Groningen“Urban distribution in Amsterdam”, “Dadira in Haarlem”, “Ef f icientsupply in Tilburg, Groningen - f rom city logistics to urban distribution”,Netherlands

[Quispel, Martin; Visser, Hans; 2000]

Approach In Amsterdam Haarlem, Tilburg and Groningen a bundle of measureswas initiated by the municipalities in close work together with PSD(Platf orm Stedelijke Distriubtje / Forum f or Phy sical Distribution inUrban Areas).

[www.psd-online.nl/english/index.html; 2001]

Figure 13: Vehicle Matrix in the Netherlands

The abov e shown matrix (see Figure 13) includes sev eral v ehicleclasses and v ehicle characteristics. The according regulations are usedin regard of the special circumstances within the cities and city centres:

Amsterdam has narrow roads and streets with a lot of traf f ic (80% ofcargo is f or/f rom city hart). This causes hindrance f or


Final: June 2001, 18.06.2001

loading/unloading, stench, noise, v ibrations and danger. Theref ore HGVare banned out of the hart of the city .In October 1996 and end 1997 thef ollowing measures were implemented in regard of regulations of cityaccess:

� City hart (see Figure 14) is not accessible f or trucks ov er 7.5 ton.

� Transhipment is possible at Urban Distribution Centre

� Euro-2 norm is obliged.

� Length of the v ehicles: max 9 metres.

[www.dro.amsterdam.nl/eng/01dro/0v erv iew.html; 2001]

Figure 14: City Centre of Amsterdam

The main goal of DADIRA in Haarlem was to improv e the supply ofsupermarkets in the non-congestion hours (6 - 7 hrs and 19 – 21 hrs) inorder to improv e ef f iciency and ef f ectiv eness in the total distributionchain.

By means of creating co-operation and using an integral approach moreef f iciency and ef f ectiv eness in the distribution chain is stimulated.Dadira wants to get more combined transport f lows going into the cityand wants to stimulate a modal shif t. Two main aspects characterisethis project:

� Shif t the primary distribution (f rom production to distribution centre)to the non-congestion hours. Main purpose is to reliev e the pressureon the inf rastructure and to decrease the lead-time.

� Realising enlargement of the time windows in the secondarydistribution (f rom DC to the supermarket.

The outcome of the project was quite positiv e.


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The main lesson to be learned was to inv olv e all parties in these ty pe ofissues.

City centre of Tilburg was upgraded f rom April 1999 till 2001.Implementation of the f ollowing six projects is the goal:

� Using the possibility of supply ing by means v ia the backsides ofshops.

� Making a logistic f ramework of requirements (weights anddimensions trucks, routering, etc.).

� Tuning, dif f erentiating and creating f lexible time windows.

� Common supply depots f or shops near shop centres.

� One distribution company that takes care of the stock of the shopsand home deliv eries.

� Joint waste collection and cleaning serv ices.

There is also thought about innov ativ e logistic sy stems (tubing).

The most important proposed measures in Groningen are:

� Use of bus lanes f or f reight transport during time windows.

� More open def inition of city logistics. Companies with an own DC atthe outer side of the city and more than 100 shipments per dayf rom/to the city are also recognised as being ‘city logistics’. Theseshipments may be f ulf illed outside time windows also.

� Introduction of joint depots f or dropping cargo.

� Introduction of a hy brid v ehicle with an exemptions to time windowsand access regulations.

Results,experiences

In all cities PSD measured and will measure the ef f ects of the policypackages by doing a ref erence state measurement and a measurementaf ter f ull implementation in order to f ind out ef f ects and potential f orimprov ement.

More information Mr. Roeland v an BockelE-mail: [email protected] also Ref erences and contact persons!


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Example 4.6:Bremen

Example 4.6: Bremen“Recommended Urban Truck Routes - Bremen Approach”,Germany[Just, Ulrich; 2000]

Reason, frameworkconditions

In Bremen a bundle of measures was initiated by the city of Bremen inorder to work against the problems caused of rising transport v olumetransported by road (due to the ongoing decrease in road transportprices and the poor f lexibility of the railway ).

Approach The f irst step was to implemented the concept "Integrativ e transportplanning" ("IVP") in 1991: In an ongoing, open planing process allrelev ant economic, social and planning aspects are considered in anintegrativ e f ramework including all transport modes f or f reight andpriv ate transport and their interactions, especially regarding correlationbetween land utilization, regional economic structure and mobility .

The Truck Guidance Network was one of the measures implemented inthe f ramework of the “IVP". It was dev eloped f or the f ollowing reasons:

� Traf f ic increase on the main routes (motorway s, highway s, arterialroads) lead to a shif t of through traf f ic f rom these routes to smallerroads in residential areas.

� Due to the increase of truck traf f ic in residential areas it hasbecome more likely that courts pass regulations and/or bans oncertain roads f or heav y trucks. These regulations can lead todetours and possibly (if areas with a high population density areaf f ected by div erted traf f ic) to ev en greater problems in certainresidential areas.

The concept has to determine in the street network:

� Which routes will not be restricted f or the through truck traf f ic.

� Which routes might be restricted f or heav y trucks.

A Truck Route Sy stem was dev eloped as a second measure (detailedanaly sis of the circumstances within the city were done f or preparationof it) which includes dif f erent categories of streets (see Table 4). Theregulations regard weight and emissions of the v ehicles with exceptionsf or low emission trucks). The draf t of the truck route sy stem as part ofthe IVP concept was discussed in sev en work groups. These groupsconsisted of delegates of local authorities (city and its surroundingmunicipalities), lobbies and other sectors af f ected (env ironment,harbour, commerce).


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Street Category Options for regulations W eighting factor

Motorway no regulations, onlyguidance

1.0

Main routes no regulations, onlyguidance

1.0

Main roads no regulations, onlyguidance, higher resistance

2.0

Other roads regulations e.g.: speedlimits, total weight,

temporary bans

3.0

Residential roads significant regulations e.g.general bans

3.0

Table 4: Street quality classification in Bremen

Additional measures f or implementing the Truck Route Sy stem:

1st stage: Voluntary Av oidance

� Map indicating the truck routes f or driv ers to keep the truck routes:The digital map of the city of Bremen was used as a background towhich the truck route guidance network, other main roads, industrialparks (incl. street names), truck relev ant inf ormation (such as bansduring day or night-time, height regulations e.g. of railwayunderpass) and additional inf ormation are attached. Explanations aregiv en in German, English and Russian (2). The map is f ree ofcharge.

� Improv ement of the guiding sy stem to industry parks.

� Extension of city logistic measures.

2nd stage: Av oidance by Measures

� Traf f ic regulation: e.g. regulations on through traf f ic and/or on nighttraf f ic, possibly dif f erentiated by truck weight.

� Construction measures: e.g. guidance to extended routes of theIVP.

The impact on truck traf f ic as calculated in the prognosis are asf ollows:

� If truck routes are taken and other roads av oided (assumed rate of


Final: June 2001, 18.06.2001

v oluntary av oidance: 50%) the av erage length per trip is increasedby 2.7% and the trav el time is increased by 0.8%.


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� Af ter implementation of the measures of the f irst: potential ofdisturbance (number of trucks on the roads multiplied with thecorresponding residential units) is reduced by 15.7% (due to theshif t of truck traf f ic to less sensitiv e routes).

� The additional noise emissions occurring f rom the concentration oftruck traf f ic on the roads which are part of the truck route sy stemdo not increase the existing noise lev el signif icantly .

Results,experiences

The recommended truck routes were accepted by the truck driv ers. Aconcentration of trucks on roads of the truck guidance network could bemeasured:

� Increase on highway s and highway -like roads: + 1,5%.

� Decrease of truck v olume on minor roads which are not part of thetruck routes: - 11%.

� Decrease of truck v olume on residential roads: - 40%.

The reactions were primarily positiv e. Howev er, it was criticised that nolimits regarding the maximum number of trucks were implemented onstreets of the truck route sy stem.

More information Mr. Ulrich JustE-mail: [email protected] also Ref erences and contact persons!


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Example 4.7:Cordoba + Sevilla

Example 4.7: Cordoba and Sevilla“Integration of LEAN logistics into urban multimodal transportmanagement”, Spain, 1997 - 1999

[Montero, Guillermo; Larraneta, Juan; Munizuri; Jesus; 2000]

The project was implemented in 1997 till 1999 and was initiated by theAndalusian General Directorate f or Transport (AICIA) in work togetherwith the Univ ersity of Sev illa, PROINCA, DG 7.


In the city centre of Sev illa the needs and requirements of the dif f erentuser groups (f reight carriers, receiv ers and community ) are of tencontradictory . Due to this situation, it is usually the PublicAdministration who needs to act as a ref eree, because indiv idual usergroups can barely achiev e any improv ements without af f ecting otheruser groups and thus creating conf licts.

Figure 15: Freight problems in Cordoba


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Figure 16: Freight problems in Sevilla

Despite being a priv ate initiativ e which is co-f inanced by EU Thestrategic solutions that are giv en f or the city centre of Sev illa aremainly based on Public Administration guidance, in the manner ofregulations, sometimes co-ordination, and of ten f unding support.Logistic, telematic and marketing-related concept elements hav e alsobeen included to complete the concept.

Objectives The f ollowing requirements are regarded as most important f or animprov ement of the situation:

� Enf orcement and Legislation

� Consultation and co-operation

� Intermodal Transhipment Networks

� Logistic Sites and Facilities

� Traf f ic Management and Operational planning

� Land Use and Traf f ic Planning

Theses aspects are considered within the strategic solutions f orCordoba and Sev illa in the f ollowing way :

Approach The concept to be applied in Cordoba consists of a classif ication of thecity centre in two or three dif f erent zones (See Figure 17) that hav edif f erent treatment, permissions, etc. The next step is to giv eregulations to each def ined area. These regulations are based on theaccess of v ehicles and loading/unloading activ ities.


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Figure 17: Zones with different regulations in Cordoba


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The idea in the case of Cordoba, is to control the access and theallowed routes f or the f reight transporters. Of ten the access regulationsare not observ ed, the authority should try to keep the quality of lif e f orthe citizens, and one way is through good control, as well as allow inspecial cases the access. This permitted entrance needs a permit thatis giv en by the Council. Examples f or this case are: Containerstransport, Construction transport and Large v ehicles

An ov erv iew of the zones and time windows in Cordoba giv es Table 5.The measures include and inv olv e loading/unloading activ ities and implyloading/unloading time regulations, as a balance to the accessregulations.

Zone Vehicles Access time window Load/unload time window

A Weight ≤ 6 Tm. 20:00 – 8:309:30 – 11:3014:30 – 17:00

20:00 – 12:0014:30 – 17:30

Weight ≤ 6 Tm. 20:00 – 11:3014:30 – 17:00

20:00 – 12:0014:30 – 17:30

B

Weight 6 - 9 Tm. 20:00 – 09:0014:30 – 17:00

20:00 – 10:0014:30 – 17:00

Weight ≤ 6 Tm. 20:00 – 11:3014:30 – 17:00

20:00 – 12:0014:30 – 17:00

Weight 6 – 9 Tm. 20:00 – 09:0014:30 – 17:00

20:00 – 10:0014:30 – 17:00

C

Weight 9 - 12 Tm. 20:00 – 09:00 20:00 – 10:00

Table 5: Zones and time windows in Cordoba

The generic concept dev eloped f or the city of Sev illa consists of f iv edif f erent strategies which are not necessarily separate alternativ es, butrather are complementary . They are presented here f rom the easiestone to the hardest to implement, and can be v iewed as f iv e correlativ esteps which constitute the suggested solution f or the centre of Sev illa


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(see Figure 18).


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Each strategy is suitable to include concepts related to PublicAdministration, Logistics, Telematics and/or Marketing. For each one, alist of concept elements is giv en.

Figure 18: Solutions in the city centre of SevillaST

RA

TE

GY

Improve theperformance of the

current system

Improve theperformance of the

cur rent system

Mini-hub systemMini-hub system

Valley-hourdeliveries

Valley-hourdeliveries

Freight carriers co-ordination

Freight car riers co-ordination

Restricted accessfor private vehiclesRestricted accessfor private vehic les

Better land zone use, time win dow re vision, first stepstowards co-ope ra tio n

Better land zone use, time w indow revision, first stepstowards co -o peration

Provided and controlled by the Publi c Administratio nProvided and controlled by the Publi c Administration

With the appropriate regulation sWith the appropriate regulations

Within a framework d esigned by the Public Administra tio n,with the agreement of al l parti es involved.

With in a framework designed by the Pu blic Ad min istration,wi th th e ag re eme nt of al l pa rties involved .

Only freight vehicles and pub lic transport en terin g the ci tycentre

Only freigh t vehicles and publi c tra nsport entering the citycentre

Figure 19: Strategy for Sevilla

More information Raf ael Ruiz, Municipality of Cordoba (Traf f ic department)See also Ref erences and contact persons!


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Example 4.8:Genoa

Example 4.8: Genoa“Management of Urban Freight Transport – MUFT”, Italy[Contursi, Vito M.; 2000]


The project was initiated by the Mobility and Parking Directorate.Because of the increasing problems due to f reight transport within thecity centre which show the f ollowing Figure 20 and Figure 21.

Total goods demand 10.242 packages/day

TOTAL GOODS7836 packag es/dayO outsid e, D ins ide ci ty center

OFFICES467 packag es/dayO/D in side of city center

SHOPS1939 packag es/dayO/D inside of city center

Figure 20: Goods demand in Genoa

14,320

42,938,6

24,3

0

5

10

15

20

25

30

35

40

45

BIKE APE CAR CAR VAN OTHERS

VEHICLES FOR FREIGHT TRANSPORT

Figure 21: Vehicles for freight transport in Genoa


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Objectives The main objectiv es f or the whole projects were to:

� Improv e the quality logistic and def ine serv ices with new addedv alue (collection of packings) and new f unctionalities.

� Demonstrate a rational use of the intermodal transport.

� Reduce the trips due to the f reight in the urban zones and theirimpacts on the urban traf f ic f lows.

In order to solv e the problems in the city centre dif f erent tasks weredef ined like “New Deliv ery Serv ices Planning” and “Use of electricv ehicles”.

Approach The task “Access regulations included certain places (stop stations)which were f ixed within the city centre of Genoa (see Figure 22).


Final: June 2001, 18.06.2001

Figure 22: Stop stations for the freight transport in the city centreof Genoa

More information Mr. Vito M. ContursiE-mail: v [email protected] a.itSee also Ref erences and contact persons!


Final: June 2001, 18.06.2001

4.4 Conclusions and recommendations

Conclusions In general the f ollowing conclusions can be drawn:

More and morenew accessregulationsexpected

Access regulations are widespread in Europe and it is expected thatmore and more cities introduce new access regulations. Inf ormation andcommunication technologies together with access gates are becomingless expensiv e and are of f ering a v ariety of complex new accessschemes tailored to indiv idual inf rastructures of single districts.

Currently applied regulations can be grouped as f ollows: (1) regulationsrelated to the ty pe of transport means especially to v ehicle emissions,weights and sizes; (2) regulations related to the access time todetermined areas; (3) regulations related to pref erred truck routes; (4)regulations related to loading and unloading zones; (5) regulations basedon licences. A f orthcoming regulation addresses access slots and thisleads also to the issues of access control and enf orcement support.

Vehicle:weight, emissionsand size

Weight restrictions are the most common regulations in Europe andthey tended in the past to be more and more restrictiv e in urban areas,which has enhanced the use (and number) of small deliv ery v ehicles.

Existing regulations on truck size and weight within city centres arecurrently rev iewed f or making them simpler and closer to theprof essional needs of carriers and retailers.

The new strategies tend to stabilise regulations at a higher weight lev elbecause of the positiv e ef f ects regards the number of trips and thecorresponding emissions. Access regulations based on v ehicle size andweight are v ery dif f erent within Europe but also f rom city to city withinone and the same country .

Vehicle emissions improv ed considerably in Europe in the last y earsdue to the treatment of this topic on European lev el leading to theratif ication of the EURO norms. Nev ertheless, there is an increasingnumber of cities of f ering limited access to central urban areas only f orzero-emission v ehicles, f or electric v ehicles or low emission hy bridv ehicles, e.g. in the cities Amsterdam, Nürnberg and Zermatt.

Regulations related to transport v ehicles are crucial f or v ehiclemanuf acturers and f or f leet owners. They hav e to prov ide the rightv ehicle f or a dedicated transport application in a dedicated region. Awidest possible harmonisation of regulations is theref ore highlyrecommended.

Delivery timewindows

Many European cities hav e regulations on deliv ery time windows withincity centres and especially f or pedestrian zones.

E.g. the most common rules in France are to authorise deliv eries


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between 9:00 and 11:00 or 12:00. There, the current strategies tend toopen up time windows in the morning (starting at 7:00, closing at 12:00or 13:00) and to extend them also in the af ternoon f or pick up activ itiesand home deliv eries.


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Regarding night deliv eries, French cities are (nearly equally ) div ided intwo: While some cities consider this as a v ery good strategy todecrease the number of trucks in the city during the day , other citiesargue that truck and deliv ery noise impacts are too high and nightdeliv eries should be banned.

The deliv ery time windows are v ery much depending on the openingtimes of shops while local habits and cultural dif f erences lead to anacceptance or disapprov al of night deliv eries.

Preferred truckroutes

City planners regarding the f lows of heav y v ehicles within ametropolitan area on a larger scale distinguish small street network linksf rom medium and large sized main routes – as they do also f or theov erall traf f ic. Then it is possible to attach pref erence attributes withregard to heav y v ehicle f lows to single links and to assess theenv ironmental but also the trip length ef f ects within a model. Thisprocess leads to a pref erred truck routes network and is especiallyusef ul to prev ent transiting trucks f rom penetrating city centres.

E.g. the city of Bremen has inv estigated in such a truck guidancenetwork due to the f ollowing two reasons: (1) The increase of traf f ic ledto a shif t of transit traf f ic f rom main routes to smaller roads inresidential areas; (2) Experiences hav e shown that restrictions and/orbans are leading to detours and ev en bigger problems in certain (other)residential areas. The aim of the new truck guidance network was tominimise the trav el times and trip lengths f or all trucks on the Bremenroad network and f or all residents af f ected by f reight traf f ic. As a resultthe city printed and distributed a map f or driv ers with recommendationson routes and a f inal ev aluation showed a positiv e acceptance.

Licences (for useofloading zones)

The prov ision and access regulation of loading and unloading zones isalso an important aspect f or many dense urban areas. Without suchzones the deliv ery v ehicles of ten stop on a regular lane as on a 2ndparking row, with partly immense negativ e ef f ects to the road capacity .

Many cities meanwhile prov ide dedicated zones f or f reight handling ande.g. in Copenhagen the access is depending on a license (see nextsection). In addition to public zones it is also possible to regulate theprov ision of priv ate loading/unloading zones in relation to largecommercial and industrial buildings. E.g. within the city of Paris all newcommercial and industrial buildings larger than 250 square meters hav eto prov ide an of f -street unloading area.

Access slots Access slots are y et only in use on the priv ate side in order to regulateand optimise the gate access e.g. f or a warehouse or a large retailer.Nev ertheless, it will become relativ ely easy possible on the basis ofconv entional technologies to control the access of indiv idual v ehicles atcertain entry points or within predef ined areas.

Measures allowing only a limited number of accesses per district or per


Final: June 2001, 18.06.2001

time unit can then be realised and approaching v ehicles can register inadv ance f or their access. This is still f uture f or public domains butallows tailored solutions to implement a regulated access.


Final: June 2001, 18.06.2001

Access control andenforcementcontrol

Closely related to the access regulation is the access control and theenf orcement control. Quite of ten in Europe the giv en regulations areignored by indiv iduals and if there is no control and no enf orcement theregulation will become weaker and weaker and f inally useless. A goodaccess control hinders an easy ignorance and strengthens a regulation.

Cities in BESTUFS hav e shown interest to go into more detail regardsaccess control and enf orcement support because there are newsupporting techniques which are y et rarely implemented and tested inEurope as e.g. the v ideo surv eillance.

Recommendationon international,national andregional level

On international, national and regional lev el the f ollowingrecommendations can be giv en:

Harmonization ofregulations on city,regional andnational level

Many shippers and transport companies which access city centresoperate not only on a local lev el, but are activ e in a much biggergeographical area. From their point of v iew (a higher scale lev el) therecould exist sev ere conf licting regulations between cities.

These problems arise e.g. when on a tour either the same or completelydif f erent time-windows are f aced. Then there is either little room f ordelay s or else f orced waiting during the trip. Also weight regulationsmay be substantially at odds between cities within a region. Thesedif f erences are not only bad f or operator productiv ity but are also badf or the env ironment (at least if one v iews this also f rom a regional/ notpurely local perspectiv e).

Technicalinteroperability

Conf licts may arise if e.g. in international transport one needs in thenear f uture f or each city dif f erent sy stem technologies andcomponents (e.g. smart cards, on-board sy stems) f or road pricing,parking and city access control. There is little doubt that this alsocompletely at odds with the idea of the f reely accessible EU internalmarket.

Implementing new concepts and technologies ask f or technical,operational and organisational interoperability .

Integrated planningof measures andPPP

The example of a public priv ate partnership between authorities andtransport actors in the Netherlands (Forum f or Phy sical Distribution inUrban Areas - PSD) shows that an integrated planning of measureswhich is supported by the municipalities and the gov ernment helps tomake implementation of measures easier.

This includes especially the possibility to compare the results and touse common experiences. But the legal status of such a PPP has to beconsidered well as well as the inv olv ement of dif f erent parties.

Recommendation In regard of the implementation of measures and regulations the


Final: June 2001, 18.06.2001

on project-level f ollowing recommendations can be giv en:

Tailor-madesolutions

Tailor-made solutions (examples Cordoba, Sev ille, Genoa, Barcelona)help to point on the problems which occur within the dif f erent zones ofthe city centres. Special cases and exceptions are alway s necessaryand hav e to be f oreseen within the measures like e.g. in Copenhagenwhere dif f erent categories of certif icates are av ailable. The localf ramework conditions are important f or the suitability and f easibility ofaccess regulation measures.

Work together Work together of all inf luenced parties (like e.g. in Copenhagen) helpsto get a high acceptance and to f ind solutions f or the dif f erent needs.This work-together has to be done already in an early stage of planningbut also af ter implementation and analy sis of f irst results in order to donecessary adaptations.

The acceptance of the inhabitants of the special zones f or pedestriansis in most of the cases v ery high because the quality of lif e increases.But it has to be considered that at the same time the access f ordeliv eries of the stores gets worse. Theref ore these solutions shouldonly be implemented if really necessary and the access has to beguaranteed f or all legal users. Especially the used barriers hav e to bewell chosen in agreement with the users.

Need forenforcement

Of ten strong ef f orts of the police are necessary in order to enf orce thenew measures. They hav e to be considered already during planning of ameasure especially in regard of the arising costs. New and automatedenf orcement techniques will theref ore get more important in the f uture.

Expensiveequipment

The implementation of the needed equipment is in many cases quiteexpensiv e. Very of ten the areas f or implementation of a measure canonly be equipped step by step. City -wide implementation can take along time or is ev en impossible. There is still need f or simple and cheapsolutions.

Information for non-residentialcommercials

In order to get also a high acceptance of non-residentials andcommercials it is recommended that inf ormation on the existingregulations is prov ided like e.g. done within the Bremen Truck RouteSy stem.

Exemptions fromregulations

If a city is easily accessible and heav y goods v ehicles operateef f ectiv ely with high load f actors there are strong arguments againstthe use of ‘rigid time-windows and weight regulations’. Ef f ectiv e policyrequires in this case f lexible, ‘tailor-made’ regulations that better takeinto account the situation of transport operators and their customers.E.g. exemptions of access regulations (time windows, v ehicle size)should be possible if v ehicles are f ully loaded. Also, as anotherexample, one may think about allowing exemptions when transportoperators v oluntary prov ide route-inf ormation to the enf orcementauthorities (e.g. large v ehicles may enter city centres prov ided theroutes can be checked on-line by the police e.g. by using mobilecommunication and GPS).


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Measurement ofeffects

The measurement of the ef f ects of the dif f erent implementedregulations is a major task. Comparison has to be done between theref erence state and the state af ter f ull implementation in order to f indout ef f ects and potential f or improv ements. For decision making thecosts and benef its hav e to be analy sed.

BESTUFS – D 2.1 Best Practice Handbook Year 2000 1References and contact persons

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REFERENCES AND CONTACT PERSONS

References

BESTUFS 2001 1 Deliverable D 1.1 -Recommendations for furtheractivities (I)

www.bestufs.net

BESTUFS 2001 2 Deliverable D 4.3 - First Clusteringreport

www.bestufs.net

Contursi, Vito M. 2000 MUFT - Management of UrbanFreight Transport in Genoa(2nd BESTUFS-Workshop)

www.bestufs.net

COST 321 1998 Transport Research COST 321 -Urban Goods Transport (Final reportof the action)

Office for OfficialPublications of the EuropeanCommunities2, rue MercierL – 2985 Luxembourghttp://[email protected]

Dablanc, Laetitia 2000 BESTUFS Material collection onStatistics and City Access - France

Not public available

Dorner, Reinhard 2000 BESTUFS Material collection onStatistics and City Access - Austria


Duchateau, Hugues 2000 BESTUFS Material collection onStatistics and City Access - Belgium


Fager, Mats 2000 Environmental zones and otherregulations in Stockholm(2nd BESTUFS-Workshop)

[email protected]

Geradin, B.; Patier, D.; Routhier,J.L.; Segalou, E.

2000 Programme national marchandisesen ville - Diagnostic du Transport deMarchandises dans uneagglomération

[email protected]

Giannopoulos, Prof. G.A.;Papageorgiou, K.

2000 BESTUFS Material collection onStatistics and City Access - Greece



Final: June 2001, 18.06.2001

Glücker, Claudia; Ruesch, Martin 2000 BESTUFS Material collection onStatistics and City Access –Switzerland


Hayes, Simon 2000 Urban Freight Management inBarcelona(1st BESTUFS-Workshop)

[email protected]

Huschebeck, Marcel 2000 BESTUFS Material collection onStatistics and City Access – Germany


Jensen, Søren B. 2000 City Distribution in Copenhagen(2nd BESTUFS-Workshop)

[email protected]

Just, Ulrich 2000 Recommended Urban Truck Routes -Bremen Approach(1st BESTUFS-Workshop)

www.bestufs.net

Lindkvist, Anders 2000 BESTUFS Material collection onStatistics and City Access - Sweden


Montero, Guillermo 2000 BESTUFS Material collection onStatistics and City Access – Spain


Montero, Guillermo; Larraneta,Juan; Munizuri; Jesus

2000 Practices of the Spanish cities Sevillaand Cordoba(2nd BESTUFS-Workshop)

[email protected]

Palacín, Roberto 2000 BESTUFS Material collection onStatistics and City Access – UnitedKingdom


Quispel, Martin; Visser, Hans 2000 BESTUFS Material collection onStatistics and City Access –Netherlands


RAPP AG Ingenieure + Planer 2001 BESTUFS Additional Report - CityInquiry

[email protected]

Ruberti, Giovanni 2000 BESTUFS Material collection onStatistics and City Access - Italy


www.cordis.lu

www.dro.amsterdam.nl/eng/01dro/0verview.html

2001

www.psd- 2001


Final: June 2001, 18.06.2001

online.nl/english/index.html

Contact persons: BESTUFS contractors, members and experts (see also www.bestufs.net)

Austria Reinhard DornerECONSULTTel.: 0043 / 16 15 70 50 [email protected]

Belgium Hugues DuchâteauSTRATECBoulevard A. Reyers 1561030 BrusselsBelgiumTel.: +32 27350995Fax: +32 [email protected]

Europe Silvia GaggiCar Free [email protected]

Europe Jérôme PourbaixPOLISRond-Point Schuman 6, box 81040 BrusselsBelgiumTel.: +32 2 282 84 62Fax: +32 2 282 84 [email protected]

Europe Mark MajorEuropean [email protected]

Germany Peter SonnabendDeutsche Post [email protected]

Germany Marcel HuschebeckPTV AGStumpfstrasse 176131 KarlsruheGermanyTel:: +49 721 9651178Fax: +49 721 96 51 [email protected]

Greece Prof. G.A. GiannopoulosUniversity of Thessaloniki (AUTh)[email protected]

France Laetitia DablancGART17 Rue Jean Daudin75015 Paris, FranceTel.: +33 140563060Fax: +33 [email protected]

Netherlands Martin QuispelNEAP.O. Box 19692280 DZ Rijswijk, The NetherlandsTel.: +31 70 3988 393Fax: +31 70 3988 [email protected]


Final: June 2001, 18.06.2001


Final: June 2001, 18.06.2001

Italy Giovanni RubertiCentro Studi sui Sistenme diTransporto (CSST)Corso Re Umberto, 3010128 TorinoItalyTel.: +39.011.5513840Fax: [email protected]

Italy Marco MonticelliIVECOVia Puglia, 3510156 TorinoItalyTel.: +39 011 [email protected]

Spain Guillermo MonteroPROINCA (PROYECTOS DEINGENIERIA Y CALIDAD, S.L)[email protected]

Switzerland Martin RueschRAPP AG Ingenieure + PlanerOerlikonerstrasse 388057 ZürichSwitzerlandTel.: 0041 / 1 / 312 36 65Fax: 0041 / 1 / 312 32 [email protected]

Sweden Anders LindkvistTFK (Transport Research Institute)[email protected]

United Kingdom Philip MortimerARRC, The University of SheffieldUnited [email protected]

United Kingdom Julien AllenUniv. WestminsterUnited [email protected]


Final: June 2001, 18.06.2001

Persons who provided material on Statistics

Austria DI Dr. Max HerryRegional Consulting Ziviltechniker GesmbHSchloßg. 11, A1050 WienAustria

DI Dr. SpiegelBundesministerium f. Verkehr, Innovationu.TechnologieRadetzkystr. 2, A1031 WienAustria

Belgium J-P. WOUTERSCabinet du Secrétaire d’Etat R.DELATHOUWERAvenue Louise 54/111050 [email protected]

France Jean-Louis ROUTHIERLaboratoire d'Economie des Transports(Lyon)14 avenue Berthelot69363 LYON cedex [email protected]

Jean-Guy DUFOURMinistry of TransportDRAST Tour Pascal B92055 LA DEFENSE [email protected]

Greece J. TOSKASOrganisation for Planning and EnvironmentalProtection of Thessaloniki105, V. Olgas54643 [email protected]

Italy Marco MonticelliIVECOVia Puglia, 35 –10156 [email protected]


Final: June 2001, 18.06.2001

Spain Jesus MuñuzuriEscuela Superior de Ingenieros (Universidadde Sevilla)Avda. Descubrimientos s/nE-41092 [email protected]


Final: June 2001, 18.06.2001

Switzerland Martin RueschRAPP AG Ingenieure + PlanerOerlikonerstrasse 388057 Zü[email protected]

United Kingdom Mrs. Joan WilliamsFreight Transport Association (FTA)Hermes HouseMelville TerraceStirling FK8 2NDUK

Mr. Don MacIntyreFreight Transport Association (FTA)Hermes HouseSt. John’s Rd.Tunbridge WellsKent TN4 9UZUK


Final: June 2001, 18.06.2001

Persons who provided material on City Access

Austria Karl ArnostMagistratsabteilung 46WienAustria

Belgium J-P. WOUTERSCabinet du Secrétaire d’Etat R.DELATHOUWERAvenue Louise 54/111050 [email protected]

France Jean THEVENONCERTU9 rue Juliette Recamier69456 LYON cedex [email protected]

Laetitia DABLANCGART17 rue Jean Daudin75015 [email protected]

Germany Dr. Reuter, Dr. BaumüllerAmt für Umweltschutz StuttgartGaisburgstraße 470182 StuttgartGermany

Greece Ass. Prof. Th. VlastosNational Technical University of Athens–Rural and Surveying Dpt 9, HeroonPolytechniou, [email protected]

Italy ing. Alessandro FuschiottoSTA – RomaViale Ostiense 131 LItaly


Final: June 2001, 18.06.2001

Netherlands Roeland van BockelPlatform Stedelijke DistributieP.O.Box 20904, 2500 EX The HagueThe [email protected]

Gerard WesselinkGOVERA / Provincie Zuid-HollandP.O.Box 90602, 2509 LP The HagueThe [email protected]

Spain Rafael RuizMunicipality of Cordoba (Traffic department)Avda. de los Custodios, s/n14004 CordobaSpain

Sweden Mats Fager (Head of traffic unit)The Real Estate and Traffic Department(Gfk)Stockholm StadP.O.Box 8311104 20 [email protected]

Switzerland Martin RueschRAPP AG Ingenieure + PlanerOerlikonerstrasse 388057 Zü[email protected]

United Kingdom Mr. Chris KuteskoNorfolk County Council. Planning &TransportationCounty Hall, Martineau Lane, Norwich [email protected]

Mr. Bryan SteadIndependent Transport Consultant5, Bramble Way, Poringland, Norwich [email protected]

BESTUFS – D 2.1 Best Practice Handbook Year 2000 1Annex

Final: June 2001, 18.06.2001

ANNEX

ANNEX 1/I Situation concerning data collection within European countries

ANNEX 1/II Collected case studies (projects-level) - Statistics

ANNEX 2/I Overview on regarded case studies (projects-level) – City Access

ANNEX 2/II Collected case studies (projects-level) – City Access

BESTUFS – D 2.1 Best Practice Handbook Year 2000 Annex 1/I - 1Annex

Final: June 2001, 18.06.2001

ANNEX 1/I

Situation concerning data collection within European countries

Country DescriptionAustria � 25% of all important cities (9) are collecting data.

� Collected data: Number of different types of vehicles and their owners – service providers; questionson ordering systems, service level of deliveries and other logistical parameters

Belgium � All important cities (5) are collecting data.� Collected data: road traffic entering in the urban area, giving OD matrices of the entering/leaving

as well as through traffics. Vehicles are classified per size; the nature of the paying load is notsystematically collected; Quantitative data are collected on O-D, value, weight and volume of payingloads; Opinions about the present situation and the possible improvements are also collected; toestimate utility functions of the shippers with regard on the mode choice on long distance transports(inland waterways, short sea, truck, train).

France � 4 cities have collected data comprehensively, 5 are planning doing it (important cities: 60); Most ofthe cities are collecting data in general.

� Weekly number of "movements" (i.e. delivery or pick up activities) for each type of freight generatingbusiness; Type of transport and delivery vehicles; Type of goods received and sent; Route of goodstransport within the urban area (existence and location of a transhipment before final delivery);Operating/management patterns of the delivery (own account/professional transport ; multipledestinations or one point delivery ; delivery or pick up, etc.); Duration of parking/stopping for deliveryoperations; Time distribution of deliveries : daily, weekly, and yearly; Precise location of delivery (onstreet or off-street ; legal or illegal parking ; etc.); Consequently, environmental data (air pollution,noise, accidents) have been inferred and computed from urban freight survey data in several cities.

Germany � 20% of all important cities (70) are collecting data.� Collected data: tkm, t, per transport mode, origin and destination, national, international, transit,

number of vehicles, area of registration, industry; Collection of particular points (Kontiv); Vehicle kmdriven in the city (done for various cities); Kind of vehicles in the city (e.g. in Kassel); Delivery andpick up tours (done for various cities); Tour structure per vehicles (size, industry), origin,destination, pick-up, drops; Tour time, use of capacity, waiting time.

Greece � All important cities (6) are collecting data.� Collected data: t-km and vehicle-km, products transported, type of vehicles used, origins/

destinations and common itineraries, number of trucks at critical points of the network, personal ranklists.

Italy � Public authorities, transport and retail associations etc. are all “thinking to perform specific studies”and implement specific solutions; many agreements have been done or are in preparation amongthese different parties at local level in order to realise the necessary political consensus andframework.

� Most of the initiatives are developed at local level.� Development of the “Piano Generale dei Trasporti” as a “general transport plan” which gives the

guidelines for the transport development of Italy in the next future (“Mobility manager in citylogistics” at regional level, a central observatory at national level for the co-ordination, support (alsofinancial).

� Collected data: Traffic flows, number of vehicles, number of deliveries, type of vehicle, type of goods,transport demand (tons), mileage, list of answers on special questions and ranking list of the usersneeds

BESTUFS – D 2.1 Best Practice Handbook Year 2000 Annex 1/I - 2Annex

Final: June 2001, 18.06.2001

Netherlands � 60% of all important cities (19) are collecting data.� Collected data: Number and times of vehicles passing certain points (by deduction loops in or on the

road); Kilometres driven in city limits (national level by general inquiry); Number of stops andspecific addresses in the town (inquiry at transport company); Number and times of deliveries(inquiry / interview at shop owners/managers)

Spain � 1 (out of 15) city is collecting data: Barcelona� Unfortunately, there is not enough information about freight transport in urban areas for Spanish

cities. Almost all the data can give us an idea is the (vehicles) mobility research for the importantcities, such as Madrid, Sevilla, Cordoba, Valencia, etc.

Sweden � 3 (out of 10) important cities are collecting data.� Collected data: Number and type of vehicles, mileage, freight volume, type of freight, loading-

unloading points (geographical) (differ from city to city)Switzerland � 20% (total = 16)of the important cities are collecting data

� Collected data: Road: Mileage, Tons, Ton-kilometers, Number and kind of vehicles, number of trips,capacity utilization, percentage of empty trips, number of trips through the city centre, number oftrips per vehicle, driving times, time for loading and unloading, number of stops per vehicle and day,transport chains, percentage of transport of own account (Werkverkehr) / transport by forwarders(Spediteurverkehr), positions of and land use for distribution sites; Rail: Tons, railway stations,connection tracks (Anschlussgleise); Water: Tons; Data of transit, in general, of single companies,building site traffic; delivery-windows; peak hours

� Use for: Modeling, Projections, StudiesUnitedKingdom

� Only 4 (out of 33) important cities are collecting data.� There is an important number of towns and cities in the UK (33) with a population between 100,000

and 200,000 inhabitants, with historical centres, which have special concern about urban freightdistribution requiring urgent solutions.

� Collected data: Kind of vehicles used for delivery in the city centre areas. Reaction of suppliers andcustomers using those vehicles for small part-load deliveries to the idea of using Urban DistributionCentres just outside the city where the loads could be consolidated with others for final delivery insmaller vehicles.

BESTUFS – D 2.1 Best Practice Handbook Year 2000 Annex 1/II - 1Annex

Final: June 2001, 18.06.2001

ANNEX 1/II

Collected case studies (projects-level) - Statistics

Code City Name of statistics Kind of statistics,intervals of execution

Method of Survey, Way of datacollection, Tools

Remarks

AT - 01 Wien Chancen für ein City-Logistik in WienStrukturerhebung, WIKA Studie

Specific survey1x

Observation: Forms for countingQuestionnaires: writtenEXCEL, ACCESS

A survey which regarded the urban transport activities inWien and focused only on special parts of the town.

AT – 02 Wien City Logistik Phase 1,CL 1

Analysis No primary surveyEXCEL

The results of the above mentioned survey on the urbantransport activities in special parts of Wien, the data ofother towns (Linz) and the data of other Europeancountries were used in order to create generic models ofcity logistic instruments and solutions for the currentproblems.

AT - 03 Wien, others City Logistik Phase 2,CL 2

Analysis No primary surveyEXEL, ACCESS

Next step of analysis of the above described survey andanalysis in order to improve the knowledge on theimplemented city logistic projects. The analysis focusedon special parts of the town and included a comparisonto other towns.Main goal was to proof of feasibility of city logisticprojects, such as city terminal, cargo tram, load zonemanagement, city logistic controlling system, etc.

AT - 04 Wien City-Logistik Ein Ausweg aus derWiener Verkehrsmisere

Analysis1x

No primary data, use of officialtransport statistics

Further analysis of the above mentioned surveys andanalysis focusing on city logistic.

AT - 05 Wien Optimierung der innerstädtischenZustelllogistik in Wien

Specific survey1x

data frominvolved companies

The survey tried to find out the opportunities of citylogistic concepts/ city terminals in Wien.

AT - 06 Wien Güterterminal Wien Inzersdorf Specific survey1x

The survey focused on the feasibility of a cargo terminalwithin Wien and its best location.


Final: June 2001, 18.06.2001



Remarks

BE - 02 Brussels COMPTAGES DE VEHICULES DETRANSPORT DE MARCHANDISES

StatisticsEvery 5 years

Observation: Forms for counting,tape recordersPARADOX databaseSATURN model

The collected data could be used for modeling of thefreight transport trends in the Brussels area.

BE – 03 Brussels INTERVIEWS OF THE GOODCARRIERS

Specific survey1x

Questionnaire: electronic,Interview (telephone)PARADOX database

The reactions of the carriers facing the measuresenvisaged by the public authorities were found out withininterviews. It was important that specialised carriers andown account carriers were asked because own accountcarriers form an important part of the short distancefreight movements.

BE - 04 Brussels STATED PREFERENCE SURVEYON THE “SEA-RIVER” TRANSPORT

Specific survey1x

Stated preferencePARADOX databaseHIELOW software

This stated preferences survey was done in order toforecast the behavior of the shippers facing the choicebetween sea-river transport and combined transportalternatives (sea + train or sea + road) for transportbetween the Brussels area and Ireland, UK and Nordiccountries.

CH - 01 Switzerland Gütertransportstatistik (GTS93) StatisticsEvery 5 to 15 years

Questionnaire detailed andsimplified

This statistics is needed for creating politicalframeworks especially in regard of new circumstances ofEuropean politics. Furthermore the data is used forcalibration of the models being used for traffic statisticsin Switzerland.

CH - 02 Basel, Bern,Genf, Luzern,Zürich

COST 321: StadtverträglicherGüterverkehr

Analysis EXCEL Analysis of GTS 93 with focus on a comparison of thestructure of urban freight transports within different cities.

CH - 03 Bern Gütertransporterhebung InnenstadtBern

Specific survey1x

Observation: Forms for countingQuestionnaires: writtenACCESS

This specific survey was done on order to get main datafor planning of new concepts or measures (e.g. city-logistics-system).


Final: June 2001, 18.06.2001

CH – 04 Basel Basel City Logistics Specific survey1x

Questionnaires: writtenEMME/2, EXCEL

This specific survey was done on order to get data onroad transports of goods on short distances within thecity centre and to prepare a city logistics project.


Final: June 2001, 18.06.2001



Remarks

DE - 01 MünchenBerlinHamburg

Analyse und Prognose desWirtschaftsverkehrs in der RegionMünchen

Specific survey1x

Questionnaire:IndividualWIVER

The data of this specific survey was used for thedevelopment of a measure oriented model forcommercial traffic on road for city planning calculation.The model (WIVER) provides the basis for differentscenarios and measures.

ES - 01 Bacelona SMILEStreet Management Improvements forLoading/unloading Enforcement

Specific Survey Questionnaires:Written direct interviewsObservation

The surveys involved interviews with representativesamples of all types of shops/ stores, direct observationof kerbside activities, plus interviews with goods vehicleoperators.Therefore the basic parameters of on-street goodsdeliveries activities in the city of Barcelona were knownand the implementation of junction measures andpiloting a new combined-use lane concept could bedone.

FE – 01 BordeauxDijon, MarseilleLille, Rennes,Lyon

Enquêtes quantitatives TMV Specific survey1x

Questionnaire: InterviewSIRENEACCESS

The survey used a series of "unvarying features" of urbanfreight transport that can guarantee the reproducibility ofresults in any other French cities, without doingextensive surveys. The unit of observation was the"movement".

GR - 01 Thessaloniki,suburbs

GENERAL TRANSPORTATION ANDTRAFFIC STUDY FOR THE WIDERTHESSALONIKI AREA

Specific survey1x

Questionnaire: InterviewEXCEL, ACCESS

The interviews were done with transport companies, aswell as food and oil product companies which own asignificant number of freight transport vehicles. Thegiven information was used for observation ofdevelopments, modeling and forecasting for citydevelopment planning purposes. Furthermore the extentup to which the urban traffic and environment areburdened by freight transport was assessed.


Final: June 2001, 18.06.2001

GR - 02 Athen ATHENS METRO (ATTIKO METRO)STUDY

Specific survey1x / 2x

Questionnaire: InterviewEXCEL, ACCESS

The interviews were done in order to get betterknowledge on the best possible integration between theMetro and other transportation systems operating in theAttica area, or the systems that will operate in the future.


Final: June 2001, 18.06.2001



Remarks

IT - 01 MestreTrevisoPadovaBolognaVeronaGenovaMilanoParmaPalermoSalernoNapoliRoma

_ StatisticsSpecific SurveyAnalysis

Questionnaires: Written directinterviews, telephone interviews,Observation: manual/ automatictraffic countssome simulationsOthers:Workshops, meetings

In the Italian cities many questions on goods transportshave to be answered: transport demand, functionality ofZTL (limited access traffic zone) entry points,environmental effects of measures, etc. Statistics,specific surveys and analysis, help to get information forpolicies and strategies for the future.

NL – 01 Haarlem DADIRA (Distribution of goods onquiet hours of the day)

Specific survey1x

Questionnaire: InterviewObservation: on street

The survey was done in order to prepare new strategiesand policy measure like e.g. using other delivery hours.The survey regarded only urban goods transport to retailshops in the city limits of Haarlem.

SE – 01 Stockholm Commercial Transports in theStockholm County (NÄTRA)

Specific survey1x

Questionnaires: InterviewsACCESS

The survey was done in order to get a statistical database for modeling and forecast and included city andagglomeration.

UK - 01 AberdeenChester

City centre delivery survey Specific survey1x

Questionnaires: lettersObservationEXCEL

This one-day survey was done for collection of datacovering the key shopping area of the city. The letterswere sent to companies and included e.g. questionsabout their possible interest in a Urban DistributionCentre just outside the city and if not, the reasons why.

BESTUFS – D 2.1 Best Practice Handbook Year 2000 Annex 2/I -1Annex

Final: June 2001, 18.06.2001

ANNEX 2/I

Overview on regarded case studies (projects-level) – City Access

Country City Project name Vehicle:Emissions

Vehicle:Weight

Vehicle:Space

Time windows Licences(for use of

loading zones)

Loading /unloading

zones

Road networkfor HVs

Slotpermissions

AT Linz City Logistik Phase 2, CL2 ��BE Liège Diversion of the trough traffic in

Liège ��

BE Brussels Freight transportation Masterplan of BrusselsIRIS plan

��

CH Zürich Güterverkehr 1992,Zielsetzungen 1996(Freight transport 1992, goals1996)

��

CH Brig,ZermattSaas Fee

General access restrictions ��

CH Zürich Delivery Shop-Ville (Mainstation) ��

DE Stuttgart Luftreinhalteplan Stuttgart �� DE Bremen Truck guidance network ��DK Copen-

hagenCity Distribution inCopenhagen ��


Final: June 2001, 18.06.2001

ES Madrid Ordenanza de Circulación parala Villa de Madrid(Traffic By-law for the city ofMadrid)

��


Final: June 2001, 18.06.2001


Vehicle:Weight

Vehicle:Space


loading zones)

Loading /unloading

zones

Road networkfor HVs

Slotpermissions

ES CordobaSevilla,Halle LinzNorwichRegens-burgViennaWiennerNeustadt

Integration of LEANLOGISTICS into urbanmultimodal transportmanagement

��

ES Barcelona Urban freight management inBarcelona ��

FR Paris New regime for the City of Parisgoods delivery regulations. ��

FR LaRochelle

Plate-forme urbaine de fret deLa Rochelle (Urban DistributionCenter of la Rochelle).

��

IT Roma(MestreTrevisoPadovaBolognaVeronaGenovaMilanoParmaPalermo

Progetto distribuzione merci -STA Roma ��


Final: June 2001, 18.06.2001

SalernoNapoli)


Final: June 2001, 18.06.2001


Vehicle:Weight

Vehicle:Space


loading zones)

Loading /unloading

zones

Road networkfor HVs

Slotpermissions

GR Athen PEDESTRIANISATION OFTHE ATHENS COMMERCIALTRIANGLE (CENTRE)

��

Monaco Monaco Plat-forme de fretParc d’activités logistiques(PAL)

��

NL Haarlem DADIRA ��NL Amsterdam Project “Urban distribution

Amsterdam” ��

NL Tilburg Efficient supply Tilburg �� NL Groningen Groningen, from city logistics

to urban distribution ��

SE StockholmGothenburgMalmö(Lund)

Environmental zones ��

UK Norwich Norwich Area Freight Forum

UK London London Lorry Ban �� UK Chester Chester Lorry Ban �� UK Southampt

onSouthampton Lorry Ban ��

BESTUFS – D 2.1 Best Practice Handbook Year 2000 Annex 2/II -1Annex

Final: June 2001, 18.06.2001

ANNEX 2/II

Collected case studies (projects-level) – City Access

Code City Name of concept Short description of concept

AT - 01 Linz City Logistik Phase 2,CL2

Establishing a telematic based system for load zone management focusing also on load zones which are occupied by private cars.

BE - 01 Liège Diversion of the troughtraffic in Liège

A new North-South motorway link between the E25 and the E40 motorways should be built and the through traffic along this new linkshould be influenced by appropriated traffic regulation measures and according enforcement.

BE - 02 Brussels Freight transportationMaster plan of BrusselsIRIS plan

The Freight transportation Master plan of Brussels includes:� Traffic management scheme:

only a small part of the city area is made accessible by all the heavy vehicles; the rest of the city area is only accessible by 2axles trucks, but environmental licences may authorise firms to use dedicated paths for heavier vehicles;two specialised networks are designed for the heavy vehicles: one on which all heavy vehicles are authorised; one on which morethan two axles vehicles are banned with exception for local traffic.

� Long stay parking:On-street long stay parking is banned; public off-street long stay parking places are planned.

� Delivery:Public loading areas are generalised in the commercial zones, on-street and off-street; Building permits will be used forencouraging firms to design private off-street loading zones.

� Inter-modal facilities:Create a tri-modal platform on the Sea Canal in the north part of the city.

CH - 01 Zürich Güterverkehr 1992,Zielsetzungen 1996

The strategy for urban goods transport planning includes the main aspects “Access, Innovation, City-Logistic and metropolitanlogistic”. A new part of the strategy will be developed soon.

CH - 02 Brig, Zermatt,Saas Fee

General accessrestrictions

There is no access via motor vehicle possible. The whole supply of the hotels and inhabitants is done by rail and the distribution ofthe goods is done by small electric vehicles which can easily be driven through the small and narrow streets of the villages.

CH - 03 Zürich Delivery Shop-Ville(Main station)

The “Shop-Ville” in Zurich is a shopping zone which lies underground (under the main station). All deliveries are done by use ofspecial loading and unloading zones and according access time windows.


Final: June 2001, 18.06.2001


DE – 01 Stuttgart LuftreinhalteplanStuttgart

The “Luftreinhalteplan Stuttgart” is a over all approach to reduce emissions (and immission) in the city and the area of Stuttgart.Following the questions how to reduce air pollution (by means of NOX and SO2) resulting form different user groups several measureshave been worked out and implemented. If air pollution exceeds a particular level the following (implemented) measures are related totraffic� Case dependent measures (e.g. foldable signs)� Reduce of speed level� Re-routing lorriesFurther measures are considered (close particular routs for traffic, limited city access for lorries between 10 to 16 h) but have notpassed the political decision yet.

DE - 02 Bremen Truck guidance network 1st step: Map indicating the truck routes for drivers to keep the truck routes, improvement of the guidance system2nd step: Avoidance by measuresThe expected effects are: increase of average length of trip (2.7%), increase of travel time (0.8%) and reduction of disturbance ofinhabitants (15.7%).

DK - 01 Copenhagen City Distribution inCopenhagen

The main objective for the whole projects was to increase the use of capacity in the lorries and vans entering the city centre. Thephilosophy behind is that the State and the Municipalities can not establish a sustainable urban freight transport, but they can “make iteasier” for the carriers to choose a sustainable solution.The carriers commit themselves to:� In averages utilise the capacity of every single vehicle 60% over a 3-month period.� Sign ups all the vehicles between 2-18 tons driving to/from the area.� Only uses vehicles with engines younger than8 years.� Once every 3 months the company must send a report of the capacity use to us.As participation in the scheme is voluntary some accompanying measures were implemented in order to encourage the companies tojoin in the project.


Final: June 2001, 18.06.2001


ES - 01 Madrid Ordenanza deCirculación para laVilla de Madrid(Traffic By-law for thecity of Madrid)

The basis of the concept implies three different kind of areas for the traffic movement and parking:� Non restrictive areas, that do not have any sort of restrictions except the usual ones.� Orange areas, where movement and loading / unloading activities are not allowed for vehicles with 12 Tm or more during working

days (09:00 - 21:00) and week-ends.� Red areas, where movement and loading / unloading activities are not allowed for vehicles with 2 m width or 5.5 m length or more

during working days (09:00 - 21:00) and week-ends.The classification also implies the definition for preferential lines, freight or transport sorting, …

ES - 02 SevillaCordoba, Halle,Linz, NorwichRegens-burg,Vienna, WiennerNeustadt

Integration of LEANLOGISTICS into urbanmultimodal transportmanagement

The needs and requirements of the different user groups (freight carriers, receivers and community) are often contradictory in the citycentre of Sevilla. Due to this situation, it is usually the Public Administration who needs to act as a referee, because individual usergroups can barely achieve any improvements without affecting other user groups and thus creating conflicts.This is why the strategic solutions that are given for the city centre of Sevilla are mainly based on Public Administration guidance, inthe manner of regulations, sometimes co-ordination, and often funding support. Logistic, telematic and marketing-related conceptelements have also been included to complete the concept.The generic concept developed for the city of Sevilla consists of five different strategies, which are not necessarily separatealternatives, but rather complementary. They are presented from the easiest one to the hardest to implement, and can be viewed asfive correlative steps which constitute the suggested solution for the centre of Sevilla.Each strategy is suitable to include concepts related to Public Administration, Logistics, Telematics and/or Marketing. For each one,a list of concept elements is given.


Final: June 2001, 18.06.2001

ES - 03 Cordoba Integration of LEANLOGISTICS into urbanmultimodal transportmanagement

The concept to be applied consists of a classification of the city centre in two or three different zones that have different treatment,permissions, etc.The next step is to give restrictions to each defined area. These restrictions are based on the access of vehicles andloading/unloading activities.The access time windows into the city centre are one of the most common policies used to manage urban freight accesses.The idea in the case of Cordoba is to control the access and the allowed routes for the freight carriers. Often the access regulationsare not observed, the authority should try to keep the quality of life for the citizens, and one way is sharp control, as well as to allow inspecial cases the access. This permitted entrance needs a permit that is given by the Council. Examples for this case are:Containers transport, Construction transport and Large vehiclesThese measures include and involve loading/unloading activities and imply loading/unloading time restrictions, as a balance to theaccess restrictions.


Final: June 2001, 18.06.2001


FR - 01 Paris New regime for the Cityof Paris goods deliveryregulations

The new delivery regime in Paris includes 4 strategies:� Simplify past regulations to make them more understandable by truck drivers. Instead of 4 categories of vehicles authorised, only

three are defined now. The same principle as before applies (the bigger the truck the larger the time restrictions, with trucksdefined by the floor surface they occupy):Veh<16 m2 : authorised to deliver goods at all time in the city (forbidden in bus driveways between 7:30 - 9:30 and 16:30 – 19:30)16m2<veh<24m2 : authorised to deliver goods from 0:00 to 16:30 and from 19:30 to 24:00 (forbidden in bus driveways between7:30 - 9:30)Veh>24 m2 : authorised from 0:00 to 7:30 and from 19:30 to 24:00.

� Increase maximum size of authorised trucks (16m2 instead of 12m2, and 24m2 instead of 20m2) so that professional carrierscan make a better job at consolidating their load and increase the length of their delivery rounds.

� Increase the number of on-street loading/unloading zones and better protect them by enforcement.� Give permanent and temporary derogatory permits to specific deliveries (flour, oil, cold, construction material, outdoor markets,

post office, etc.).

FR - 02 La Rochelle Plate-forme urbaine defret de La Rochelle(Urban DistributionCenter of la Rochelle).

The Urban Distribution Center will be opened from early in the morning till late in the evening. All carriers who have to delivery parcel-size goods within the city will be encouraged (but not obliged) to deliver them in the Urban Distribution Center, so that they don't haveto penetrate the congested narrow streets of the city center.The UDC staff will then consolidate the goods before delivering them to the city center with electric or hybrid vehicles. About 10 lightelectric will be used by the UDC. Carriers who do not wish to use the UDC will still be able to access the city center, but existing timewindow regulations (morning deliveries only) will be strictly enforced as soon as the UDC opens (today, existing regulations are poorlyenforced).The UDC will be privately managed by a consortium of interested carriers, the Chamber of Commerce, the city and the metropolitanadministrative body.In 2002, an economic and environmental assessment of the experiment will be made which will conclude whether the service is worthcontinuing or not.


Final: June 2001, 18.06.2001

GR - 01 Athen PEDESTRIA-NISATION OF THEATHENSCOMMERCIALTRIANGLE (CENTRE)

A whole area embraced by three main roads in the traditional centre of Athens has been pedestrianised. The area serves to a largeextent commercial activities (retailing and wholesaling). In addition, the Athens Stock Exchange is located in the same area, whichmeans that a significant number of security trucks (for money dispatches) also use the area. Access of vehicles to the pedestrian areais enabled, when necessary, by lowering to ground level the poles which block all entrance points. Truck deliveries are restricted tospecific off-peak times. To alleviate the impact of these restrictions mainly on major retailers of the area, a proposal has been made tosupport these operations using electric trucks (up to 2.5 t) routed and managed by an operation centre in the vicinity of the commercialtriangle. The system should be developed through a public-private partnership. However, this proposal remains ineffective at themoment.


Final: June 2001, 18.06.2001


IT - 01 Roma(MestreTrevisoPadovaBolognaVeronaGenovaMilanoParmaPalermoSalernoNapoli)

Progetto distribuzionemerci - STA Roma

Object: Freight traffic in the urban road networkActivities: transport demand analysis, analysis of functionality of ZTL (limited access traffic zone) entry points, criticity analysis,environment impact, distribution times, interviews, policies and strategies for the future, enforcement on flows into the “ZTL” andparking control

Monaco Monaco Plat-forme de fretParc d’activitéslogistiques (PAL)

Vehicles > 6.5 t are not allowed to enter the city. Electric driven vehicles are used instead and stocks nearby Nice have beenimplemented.As a result between 30 and 40% of all TMV (= transport de marchandises en ville) could be saved.

NL - 01 Haarlem DADIRA By means of creating co-operation and using an integral approach more efficiency and effectiveness in the distribution chain isstimulated. Dadira wants to get more combined transport flows going into the city and wants to stimulate a modal shift. Two mainaspects characterise this project:1. Shift the primary distribution (from production to distribution centre) to the non-congestion hours. Main purpose is to relieve thepressure on the infrastructure and to decrease the lead-time.2. Realising enlargement of the time windows in the secondary distribution (from DC to the supermarket.The outcome was quite positive. The main lesson to be learned is to involve all parties in these type of issues.


Final: June 2001, 18.06.2001


NL - 02 Amsterdam Project “UrbandistributionAmsterdam”

In October 1996 and end 1997 the following measures are implemented with regard to restrictions on city access: city hart is notaccessible for trucks over 7.5 ton, transhipment is possible at Urban Distribution Centre, Euro-2 norm is obliged, length max 9 metres,80% of cargo is for/from city hart.PSD let measure the effects of the measures on several criteria (accessibility, liveability, transport-efficiency, economic development,public support) by means of various indicators (ton kilometres, vehicle movements, time driven, obstacles, vehicle type, noise,emissions, complaints by inhabitants and shopping public, traffic safety, average payload, fuel consumption, square metres of shops,number of visitors, number of shops, turnover, profit, costs and the opinion of inhabitants, shopping public, transport companies, truckdrivers, shop managers and local authorities.

NL - 03 Tilburg Efficient supply Tilburg City centre is upgraded from April 1999 till 2001. Implementation of the following six projects is the goal:� Using the possibility of supply via the backsides of shops� Making a logistic framework of requirements (weights and dimensions trucks, etc.)� Tuning, differentiating and creating flexible time windows� Common supply depots for shops near shop centres� One distribution company that takes care of the stock of the shops and home deliveries� Joint waste collection and cleaning servicesThere is also thought about innovative logistic systems (tubing). PSD is doing effect measurements on these projects (2002) and hasdone the reference state measurement in 1999 (2nd semester).

NL - 04 Groningen Groningen, from citylogistics to urbandistribution

The most important proposed measures are:Use of bus lanes for freight transport during time windowsMore open definition of city logistics. Companies with an own DC at the outer side of the city and more than 100 shipments per dayfrom/to the city are also recognised as being ‘city logistics’. These shipments may be fulfilled outside time windows alsoIntroduction of joint depots for dropping cargoIntroduction of a hybrid vehicle with an exemption to time windows and access restrictionsPSD will measure the effects of this policy package by doing a reference state measurement and a measurement after fullimplementation.


Final: June 2001, 18.06.2001


SE - 01 Stockholm,Gothenburg,Malmö, (Lund)

Environmental zones From the 1st April 1996, environmental zones are implemented in the central areas of Stockholm, Göteborg and Malmö. Within theseareas special environmental restrictions for diesel driven heavy goods vehicles and buses will apply.Environmental ZoneAn environmental zone is an area within a built-up area, which is especially susceptible to disturbances from traffic and where trafficrestrictions will be implemented. Municipal Councils have, in accordance with the Road Traffic Ordinances, the right to forbid trafficwith polluting diesel driven trucks and buses with a total weight over 3.5 tonnes in these areas.Environmental zones are therefore being introduced in order to improve the environment in built-up areas. In addition, the regulation isan instrument with which to bring about the development of cleaner and quieter vehicles. The decision to introduce environmentalzones will mean that disturbances from heavy traffic will be reduced by up to 30% within these zones.Prohibition of vehicles which do not have an environmental classification.From 1st April 1996, within the environmental zones, it will be prohibited to drive diesel driven heavy trucks and buses over 3.5 tonnesthat do not belong to at least environmental class 3.All vehicles from 1993 models have been given an environmental classification. There are three environmental classes in which class1 is the cleanest and quietest. In 1999, the requirements will be stricter. By then all heavy trucks and buses with a total weight over 3.5tonnes must belong to environmental class 1 or meet the EURO 2 requirements (1) as well as the stricter noise pollution requirements(2) in order to be allowed to drive within the environmental zones.Vehicles which meet these stricter requirements will be allowed to drive within the environmental zones until the end of the year 2004.The rules for dispensation apply until the end of 2001. During 1997, decisions will be taken regarding dispensation for the years 2002 -2004.

UK - 01 Norwich Norwich Area FreightForum

The forum comprises four local authorities covering the Norwich area, representatives from local/national hauliers and distributors, theChamber of Commerce and the local goods receivers.

UK - 02 London London Lorry Ban To control the access of heavy vehicles in London, from 7p.m. to 7 a.m. lorries over 17 tonnes need a licence to operate in London

UK - 03 Chester --- From 10.30.m. to 16.30 p.m. the city centre is a pedestrian area. No traffic of any kind is allowed. Chester city council provides a mapwith details of the restrictions and recommended routes into the city centre

UK - 04 Southampton --- 7.5 tonnes weight limit to prevent lorries on through journeys to and from the docks from using Hill lane and Bassett Avenue as a shortcut in preference to the signed route to and from the M3, using the M27, M271 and A3024

Statistical data, data acquisition and data analysis regarding urban freight transport

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