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City of Barcelona: Microdistribution of freight in Barcelona



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City of Barcelona: Microdistribution of freight in Barcelona

  1. 1. 21/11/2017 I page 21/11/2017 I page THE GROWSMARTER PROJECT 2015-2019 Microdistribution of freight in Barcelona Jaume Roca, CENIT
  2. 2. 21/11/2017 I page Index  Context and scope of the measure  Implementation of the service and evaluation Problems that have occurred/learnings Recommendations
  3. 3. 21/11/2017 I page Context of the measure City Logistics in Barcelona • Barcelona is one of the densiest cities in Europe with more than 1,6 million inhabitants in 100km² which leads to heavy traffic conditions. • Approximately between 11,000 and 12,000 freight vehicles enter the city each day to perform delivery activities. • These vehicles carry out around 40,000 loading and unloading operations (Analysis carried out at the from AreaDUM app), this accounts for 15% of city traffic and 40% of pollution • In some areas of the city such as Ciutat Vella (the old quarter of the city) strict regulations apply. Only in short time delivery windows vehicles are allowed to perform operations.
  4. 4. 21/11/2017 I page Context of the measure Framework in which the measure is implemented
  5. 5. 21/11/2017 I page Scope of the measure Objectives • Introduce a more efficient and effective freight transport system in the city center by means of a urban distribution of goods platform. • Analyze the administrative management of such a servi. Analyze the business model of the service. • Analyze the reducion in CO2 due to the introduction of this service • Test a new sensoric system to track position of new vehicles and also to monitor pollutants and other environmental parameter using the bicycles of the service.
  6. 6. 21/11/2017 I page Scope of the measure How does the microplatform work? URBAN CONSOLIDATION CENTER LOGISTIC OPERATORS RETAILERS Last mile distribution is performed using electric tri-cycles (or other sustainable vehicles) using the required technology to track all parcels delivered The UCC is the place to tranship all packages from the vans to the sustainable vehicles. A public tender will be made to choose the the operator that will run the service. Any logistic operator can contract the services of the last-mile operator
  7. 7. 21/11/2017 I page Implementation of the service What stakeholders are needed? • Public administration: municipality, mobility services Department, heritage, townscape, municipal institute of ICT • Research and academia: CENIT(center for innovation in transport) • Freight forwarders: DHL, TNT, SEUR, etc • Last Mile Operator: Vanapedal
  8. 8. 21/11/2017 I page Implementation of the service Steps followed 1. Find engagement in the different stakholders to promote such initiative. The municipality is an important stakeholder. 2. Analyse the area in which such service could be placed in order to guarantee a sufficient number of daily deliveries. 3. Decide which administrative regulation to contract the services of the Last Mile Operation. 4. Set up the microplatform and start operations. 5. Monitor the activity of the Company to analyse the impact on the city.
  9. 9. 21/11/2017 I page Implementation of the service Area of delivery PILOT ESTACIÓ FRANÇA
  10. 10. 21/11/2017 I page Current status of the measure Pilot in Barcelona Since January the Company Vanapedal is operating from the Estació de França facilities. Currently, up to 9 vehicles (bicycles and tricycles) are being used. They have a contract with the city council in which the latter ceases the space for free to the former in exchange for their business data. A new sensoric system developed by I2CAT installed in three different bikes is making measurements of position of vehicles as well as environmental parameters such as pollution
  11. 11. 21/11/2017 I page Baseline of the measure / evaluation How are we determinig the baseline? The ideal situation would be to perform an ex-ante and ex-post evaluation of the situation, this means before and after the implementation of the measure. Ex-ante: Evaluate the how all deliveries were performed before using the last-mile operator service. This evaluation is very complicated since each carrier has distinct strategies when using the service, and it is difficult to quantify how many kilometers were they performing or the number of vans reduced. Ex-post: This evaluation is easier, since we are collecting the daily operation of the last mile operator. We are currently monitoring the number of deliveries, kilometers performed, and other indicators.
  12. 12. 21/11/2017 I page Baseline of the measure / evaluation How are we determinig the baseline? From the information gathered in the ex-post evaluation we have several data from wich we will infer the data of the ex-ante situation, which will be the baseline. The tricycles offers flexibility. Whereas in average a tricycle needs 16.5 km to perform daily deliveries, a van would need approximately 25km to do the same. o Number of heavy vehicle kilometers in the area: Calculated considering the number of trike kilometers in the area. o Average emissions per heavy vehicle kilometer: knowing the type of heavy vehicles that circulate in that area, and using the Corinair book, we will calculate the emissions o Average energy use per heavy kilometer in the site: Idem to the previous KPI. o Number of heavy vehicle kilometers shifting to renewable fuels due to measure 9.2: calculated through the values of the first KPI. o Number of heavy vehicle kilometers reduced due to measure 9.2: idem.
  13. 13. 21/11/2017 I page Baseline of the measure / evaluation DIA Codigo Tipo Vehículo Nombre JORNADA zona TOTAL EXP EXP SALIDAS EXP LLEGADAS Q km 01-feb   TRICICLO 1 CONDUCTOR 1     52 52 51 35 13,00 01-feb   TRICICLO 2 CONDUCTOR 2     60 60 55 56 15,00 01-feb   TRICICLO 3 CONDUCTOR 3     47 47 44 50 16,00 01-feb   TRICICLO 4 CONDUCTOR 4     s/d s/d s/d s/d s/d 01-feb   TRICICLO 5 CONDUCTOR 5     33 33 31 275,00 23,00 01-feb   TRICICLO 6 CONDUCTOR 6     34 34 32 260,00 21,00 01-feb   TRICICLO 7 CONDUCTOR 7     s/d s/d s/d s/d s/d 01-feb   TRICICLO 8 CONDUCTOR 8     s/d s/d s/d s/d s/d 01-feb   TRICICLO 9 CONDUCTOR 9     50 50 49 s/d s/d 01-feb       0   276 276 262 676 88,00 How is data collected • A simple template was facilitated to the operator in order to obtain relevant information
  14. 14. 21/11/2017 I page On-board Sensor Units Monitoring Parameters Sensors intended to show the variation of the environmental parameters Installing in the bikes •Sound level •Position •Temperature •Atmospheric pressure •Relative humidity on the air •Particles (PM10, PM2.5) •Gases (CO, NO2, O3, SO2)
  15. 15. 21/11/2017 I page On-board Sensor Units Data publication •Stored data can be analyzed and used to: •Track and evaluate the performance of the microdistribution service •Study mechanisms and alternatives to optimize the service •Measure environmental impact
  16. 16. 21/11/2017 I page Baseline of the measure / evaluation First results of the evaluation • The number of daily expeditions (63,713 expeditions in 8 months).
  17. 17. 21/11/2017 I page Baseline of the measure / evaluation First results of the evaluation In January the average distance covered was of 63 km / day (6 tricycles) while in june it was of 173 km/day (8 tricycles).
  18. 18. 21/11/2017 I page Baseline of the measure / evaluation First results of the evaluation The average for expedition is 21 km/tricycle
  19. 19. 21/11/2017 I page Baseline of the measure / evaluation First results of the evaluation • The average distance between two expeditions is lower than 295 meters. • This distance includes the trip from the micro platform to the distribution zone, so the average distance for each expedition “in operation” is less than 100 meters.
  20. 20. 21/11/2017 I page First results of the pilot Results for first 5 months • The number of heavy vehicle km shifting to renewable fuels has been of 23,350km • 6,213kg of CO2 have been saved due to this shift
  21. 21. 21/11/2017 I page Problems that have ocurred / learnings Issues encountered Difficulty in finding a public location that suits the requirements of this service. The location must be close to the delivery area but also have a good connection with the primary road network, so that carriers can easily reach the microplatform. Defining the administrative way to manage the service contract was also discussed during long time. The former solution was to contract the service in exchange of money, but the city council changed their priorities and stated that these services will have to be financially self-sustained in the near future. For this reason, in the end, the chosen solution was to cease for two years for free the space. In the future, with the data gathered though the project, it is possible that a public tender to cease the space will be done, although there is nothing confirmed yet. The Company operating the service is currently facing difficulties, since other companies are performing similar services in the city. If logistic companies find it financially sustainable to develop their own sustainable delivery system, these service will no longer be needed
  22. 22. 21/11/2017 I page Problems that have ocurred / learnings Learnings up to this point To intervene a private sector such as the freight logistics from the public perspective is not straight-forward. When ceasing a public space to one company instead of another the authority is creating distortion in market competition. After several years of tests in this field, the city council started to notice that these services need to be financially sustainable and cannot depend forever from public funding. Additional regulatory measures can be used to force carriers to shift to sustainable modes. The urban logistics sector is currently facing rapid changes due to increased demand and is difficult to predict how will companies manage to cope with that. Innovative technologies will arise and more sustainable vehicles will be available in the market and all these changes will have an impact on the city. We haven’t already looked after the data from sensors. The main learning we wish to obtain is that using moving sensors is a way to better understand differences in pollutants inside and outside restricted areas.
  23. 23. 21/11/2017 I page Recommendations The location of the microdistribution is crucial. Ensure there is enough density of small shipments in the area. Municipalities can give a competitive advantage to these services by reducing time delivery windows Create a stakeholder platform to discuss freight delivery issues in the city Plan a clear way of contracting the services. The aim is not to create conflict Monitor the service to ensure that public resources are being correctly used Engage logistic stakeholders to use the microplatform The microplatform should be financially sustainable. The future scenario should be that no public intervention is required
  24. 24. 21/11/2017 I page Get the latest updates by signing up online! This project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement no 646456. The sole responsibility for the content of this presentation lies with the GrowSmarter project and in no way reflects the views of the European Union. Jaume Roca Thanks for your attention
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