cyclelogistics moving Europe forward

Transcription

1 cyclelogistics moving Europe forward D3.4 Set of Recommendations for follower cities related to infrastructural and regulative measures enabling a step-wise introduction of near zero emissions urban logistics

2 Grant agreement no: IEE/13/628/SI Project acronym: Cyclelogistics Ahead Project title: Cyclelogistics Ahead a key step towards zero emission logistics in cities Deliverable D3.4 Set of recommendations for follower cities related to infrastructural and regulative measures enabling a step-wise introduction of near zero emissions urban logistics Start date of the action Duration: 36 months End date of the action Version: 1 Due date Prepared by: Tamara Gómez, Veerle Demeyer, Simon Manville Checked by: Susanne Wrighton Project coordinator Susanne Wrighton Status: Final Dissemination level: PU

3 Summary What? Why? How? To date the municipalities have worked a lot in the areas of sustainable mobility such as public transport, walking, cycling and electromobility. A few years ago cyclelogistics began to emerge but so far the uptake has been limited in public institutions. It is true that there is a great variety of involvement within different European city councils but just as we have internalised other concepts, cycle logistics is something that still needs to be worked out in more depth. We could say that cycle logistics is another step for sustainable mobility. The distribution of goods is a sector that generates a lot of traffic congestion and CO2 emissions, and it is proven that part of these trips can be made by cargo bikes. We believe that on the part of the institutions we are obliged to promote this type of distribution, to facilitate its use and to generate favorable conditions for its use. After our experience within the Cycle Logistics Ahead project, we have been able to draw certain conclusions from measures that have worked in each of the cities: Mechelen, Cambridge and Donostia / San Sebastián. In this document you will initially find a small description of the three cities that make up the project consortium and some examples of cases in which each city has worked to boost the cycle logistics within the project. Nowadays, compared to passenger transport,urban freight logistics has to a large extent been neglected by urban transport policy making. City logistics is not properly integrated into transport planning and local economic development strategies. Moreover, in most cities there is a lack of information and proper understanding of freight flows and dynamics of deliveries, and urban freight transport demand and supply is mostly determined by private sector organisations. Definitely, the public sector is more focussed on public transport systems and passenger transport. For a municipality, in developing a general zero emmision logistics policy, you could say that there are two options possible. In reality a municipality will make a combination of the two approaches and install measures simultaneously. These two approaches are: Page 3 of 65

4 The stick approach: The carrot approach: Restricted access Coherent pro-cycling policies Parking restrictions Investment in cycling infrastructure Low emission zones Supporting introduction of micro-consolidation centres Congestion charges Allowing delivery lockers to be installed Vehicle speed limits Working with stakeholders to encourage innovative solutions Delivery windows Cyclelogistics friendly tenders Vehicle size and weight restrictions Strengthen road traffic law and enforcement The strategies to be carried out by the municipalities that want to promote the cycle logistics, and a sustainable distribution could be the ones mentioned below. Investment in cycling infrastructure Use of cargo bikes for municipal services (leading by example) Testing of regulatory measures favouring cyclelogistics Remodelling on-street and off-street delivery requirements and facilities Securing and providing space for micro consolidation centres and parcel stations Full or part funding cyclelogistics inititatives Promotion of cyclelogistics intermodal solutions Cyclelogistics friendly tenders In conclusion, there is a long way to go in the subject of cycling. Each city is different in number of inhabitants, orthography, culture... and that is why alternatives that work in one city, may not work in another. Each city must test what suits the best, based on its own specific needs. It is a process of trial and error in order to find the right policy that can make cycle logistics grow. What we do have clear, is that the councils must bet on the cycle logistics just as they do for the use of bicycles, pedestrians and sustainable transport. Sustainable mobility in all areas is the line to be followed by municipalities Page 4 of 65

5 Description of the cities Donostia / San Sebastián San Sebastian is located on the coast of the Bay of Biscay and in the vicinity of the French border. It is the capital of the province of Guipúzcoa in the Autonomous Community of Basque Country and has a population of 185,000 inhabitants. Its metropolitan area with 435,000 inhabitans, which includes a number of nearby municipalities has an area of square kilometers. Half of the population lives in the flat area of the city and the other half at high altitudes. To ensure a healthy growth over the years policies on sustainable mobility have been introduced. The objective for this better sustainable mobility is a final transport model based on a firm commitment to non-motorized modes and the use of the public transport. The modal split of the city is as follows: 49 % of the population moves walking 4 % of the population goes by bicyle 17 % travel by bus 22 % moves by car 8 % in other modes of transport as train, motorbike... The city of Donostia / San Sebastián has worked for the past 25 years with the aim of promoting the use of non-motorized transport, pedestrians and bicycles, and public transport with the goal of reducing the use of private vehicles and thus transforming the city into a friendly and safe environment for citizens. To achieve these objectives the first steps taken in the city have been: -the bicycle and pedestrian networks -and the new road planning It is noteworthy that most of the distances in the city can be done on foot or by bicycle. And moreover the provision of these cyclepaths is essential and helps a lot when considering the redistribution of goods by cargo bikes. Donostia / San Sebastián, is recognized in Europe as a city with a special sensitivity to sustainable mobility, where pedestrians and cyclists have a strong presence and with one of higher ratios of use of public transport of the continent (more than 150 trips per user - year). The contribution to the European framework of mobility has been extended in programs like Civitas, Aeneas, Snowball or Quest. Currently we are working in other European projects like SmartCem, Tide and Site. And now, since 2014, we participate in two new projects,cyclelogistics Ahead and Switch, in Page 5 of 65

6 which the City Council, through the Mobility Department, will continue its contribution to improve the quality of life of citizens in Donostia / San Sebastián. Mechelen: first steps in zero emission urban logistics Mechelen, a local Belgian government, is a medium-sized city in the heart of Europe near Brussels. It has inhabitants and it is estimated that it will grow to inhabitants by At the one hand, the city attracted the last years more inhabitants, entrepreneurs, employers, visitors and tourists which implies a lot more traffic and transport flows. At the other hand Mechelen has an historic center with a busy shopping center and the ambition to create a car-free pedestrian shopping triangle. In 2012 Mechelen took a big step in installing a car-restricted inner city and has the intention to strengthen and expand this policy. This implies that the delivery of goods also has its restrictions in this area for which the city needs to formulate smart solutions. The challenge therefore is to keep Mechelen an accessible but also a sustainable city, with a pleasant attractive inner city. Its public space is designed according to the principle where the pedestrian and the cyclist have priority. These are followed by public transport and the car (motorized transport). Mechelen wants to become a real cycling city and is therefore developing its cycling infrastructure with several cycling streets. The city of Mechelen has defined a horizontal strategy and policy on sustainability. It signed the European convenant of mayors with which the city has to realize a CO2 reduction of 20% by The city also has the ambition of becoming the first climate neutral city in Flanders. Smart and sustainable transport solutions have to become a part of the mobility policy. The policy today states that the city itself has to give direction in the organization of goods transport by stimulating sustainable and smart alternatives. To analyze and investigate these alternatives, Mechelen became partner in two horizon 2020 projects, namely Cyclelogistics Ahead and Novelog. Cyclelogistics Ahead (CA) supports the aim of near zero emission urban logistics by Becoming partner in CA was the first investigating step for Mechelen to zero emission urban logistics. Within the scope of the project Mechelen has developed different implementations to experiment with transport by cargo bike. It also organized a city lab concerning the topic (co-creative session with different stakeholders). Novelog has as general mission: To enable knowledge and understanding of urban freight distribution and service trips in order for cities to implement effective and sustainable policies and measures and facilitate stakeholder collaboration for sustainable city logistics. The participation in the 2 projects gave Mechelen relevant competences and experiences regarding urban freight alternatives. Page 6 of 65

7 Cambridge Cambridge is located on the river Cam about 50 miles (80km) north of London. It is a university city and the county town of Cambridgeshire, with a population of 125,000 which includes 25,000 students. Cambridge is recognised as having the highest levels of cycle use in the UK. A survey in 2013 found that 47% of Cambridge residents travel by bike at least once a week. Being a compact, flat city located in the driest area of the UK, cycling and walking are quick, cheap and pollution-free methods of travel. This also means that Cambridge is ideal for transporting goods by cargobike. Cambridge has amongst the highest levels of urban growth in the UK. University spin-offs, high tech and bioscience companies as well as some large employers such as Astra Zeneca are choosing Cambridge as the ideal location for their headquarters and this means that the population of the city is also growing rapidly and the demand on the road network from those wanting to commute to Cambidge is also on the rise. In order that Cambridge can continue to thrive, with new homes and new jobs, there are plans for 14,000 new homes in the city by Over 1,500 new homes are already occupied on the city's southern fringe. This rapid growth comes with challenges, and the city is recognising the increased levels of traffic congestion by encouraging the use of alternatives to the private motor vehicle. Public transport options are being improved and high-quality preferential cycling routes are being introduced or improved across the city. These routes are recognised for both improving the options for personal transport and also their potential to improve the way that goods are distributed around the city using cargobikes. Developed (test) cases in the participating cities Donostia / San Sebastián Our city has a long history of sustainable mobility. For years we are working on European projects that allow us to continue in this line. We have worked in different areas such as public transport, bicycle promotion, electromobility... but until cyclelogy ahead, we had not dealt with the topic of cycle logistics. This project has allowed us to discover the advantages of cycle logistics. Now we have another vision that makes us establish some general lines to go to work in this area from now on. The participation in this project has allowed us to work around different measures established in it to favorise sustainable urban logistics. As a summary we could highlight these measures 1) Favouring Cyclelogistics in city services: municipal procurement 2) Awareness raising towards consumers Page 7 of 65

8 3) Microconsolidation centres 4) Creation of an urban logistics cooperation platform 5) Regulative measures 1. Favouring Cyclelogistics in city services: Municipal procurement Starting of the garbage colletion by cargo bikes So far the company that managed the garbage collection in the city (FCC) used conventional vehicles and some electric vehicle. Thanks to clean policies of the city, the company introduced new vehicles in its fleet Last april Donostia City Council presented its new cleaning plant, which adds 33 new vehicles which reach a total of 116. assisted tricycles and motor cars, and the classic sweepers, tanks and flushers, among other machines, are part of team of the new company in charge of cleaning, comprising the FCC and Serbitzuz firms, who won the last public competition. In the section of mechanical means, one of the main innovations is the use of electric sweepers to be allocated to areas such as the Old Town and Romantic City area. 13 electric tricycles that will enable operators to cover more areas and get faster to improve their mobility and thirteen more manageable for those responsible for street cleaning electric cars are also incorporated. 2. Awareness raising towards consumers Campaign: we took your purchases at home free by cargo bike We met with Txita, the only company that deals with the distribution of freight by cargobikes, and with the group of merchants of the city to find a way to collaborate and to be able to publicize this type of service to small businesses. We decided that one of the ways to publicize this service was to offer the associated merchants to that group of merchants for free and for a period of time that could offer their customers free home delivery. Donostia, as partner of the project, would run the expenses that will generate the service during the established period. The grouping for its part, would manage the campaign as it had all the contacts and knowledge regarding the shops. And Txita would be the company in charge of doing the services. Firstly, in conjunction with the group of merchants and Txita, we selected the activities of the businesses that we believed could be accommodated in this Page 8 of 65

9 campaign. We study and describe the characteristics of the campaign. We got in touch with the shops to invite them to a workshop so that we could explain the campaign and the project itself. After designing the campaign, we labeled a freight bicycle, printed brochures and held a press conference to present the service to the media. The campaign has been very well received by both the shops and the press. So much so that we were called from Basque regional television to present the initiative on a daily television program. We believe that this can not be here since the results we are obtaining are quite positive. We want to continue with this campaign so we already notify the shops that once the pilot test is completed payment. We are now seeking funding to see if the second phase of the campaign can be subsidized at least part of it. In this way there would not be so much change for the shops. Once we see it working, the third phase would be fully paid, a normal service. We believe we have done well in going step by step. Being able to communicate cycling through cyclelogistics has been a great support and determinant for the results we are getting. We believe that in order to reach the second and third phases, we need an evaluation study and feasibility report with solid foundations. That's why we have outsourced a company to evaluate the campaign and do this study. 3. Microconsolidation centre We have had many problems with this measure. We had a hard time finding a good location and above all finding the way to manage it, the business model is very complicated. In the end, after a lot of laps, we realized that in order to get the micro consolidation center through, we had to integrate it into more bicycle-related activities. That is why we thank of a formula of covered bicycle parking and the micro consolidation center. We found a design very in line with the city that liked both the director of the department and the councilor of mobility. We took several turns to everything we Page 9 of 65

10 wanted to do in the environment in relation to the bike and we entrusted the project to a student. As of today, the project is being drafted to carry out a series of actions in an area of the city. This is a very draft version ()But it is so that you see that our director really already has in mind to allocate a space for the micro consolidation center This project includes a circuit of children's bicycles, rest spaces, covered bike parking and the micro-consolidation center. It is a formula that will allow us to create more micro consolidation centers around the city as they are modules that are easy to install. In addition, when related to bicycle parking, it is easier to open more points like these than if it were only the center of micro-consolidation. It is good news that we are drafting this project because it means that it is a reality, we have managed to run the micro-consolidation center. It will not be possible to be within the project, but at least we have managed to get the execution project within the duration of the project. They would have two entrances, one would enter the users to leave their bicycles, the other would enter the carriers to leave the packages in cages that later would distribute txita. Is a modular system that allows you to easily remove or add modules. In this way, if it does not work, we can use it for parking, and if it works, even extend it Business model Thanks to the local urban platform we have created, we have firsthand opinions to know the need for such platforms in the distribution guild. We have come to the conclusion that they would be very interested in having microconsolidation centers in various parts of the city. We have been left with several assistants to try one by one the business model that they believe may be more optimal. To do this, we will meet both the town hall, the Txita distribution firm and the distribution companies of the different guilds. We know that the cost will have to affect all agents, but we have to sit down and make more accurate numbers before placing the micro-consolidation center. Page 10 of 65

11 We believe that the most difficult thing in terms of micro-consolidation centers is the management, the business model. 4. Creation of an urban logistics cooperation platform The 27th of June we hold the first meeting of the Urban Logistics Cooperation Platform. It has taken quite some time to form the platform because we did not know how to raise it and especially who to run it. That is why we have decided to become partners in the cluster of mobility and logistics of the Basque country and form the local platform through them, their knowledge, their contacts and their initiatives. Thus, on June 27 we met for the first time in Donostia along with other parties affected as were well the director of mobility, the head of the section of parking department, responsible for bikes department, responsible for electric vehicles department the delivery company in cargo bikes Txita and the same cluster. At this first meeting we discussed the possible actions around the cycle logistics in the city, the people who wanted to get and the next steps and meetings. Launched several ideas as well as a campaign for small businesses for knowing the dealing with cargo bikes, the possibility of giving the chance to have a cargo bike for their own deals and the delivery service of the supermarkets. At the end, we decided to work each by any of these issues in order to implement some of them at the next meeting. The 30th of November we hold the second meeting. In this second meeting we had about 30 attendees of different profiles that we had previously identified: transport operator, distributor, supermarket, merchants' association, transporters association We give them a survey to know better how they currently operate, their needs and problems they see in the city. Then we focused on a second meeting to discuss the subject of the micro consolidation center and new ideas that looked feasible and from here we got the Page 11 of 65

12 idea of carrying out a test of distribution on freight bikes for the interested stores during a period of time. We plan to hold a third meeting at the end of March. We have hold the third meeting the 31st of March In this meeting we have given the result of the diagnosis made of the first meetings. We have discussed topics that we proposed to analyze, estimating or dismissing proposed activities and we have conducted a meeting addressed to messengers and packages to start a working group to deal with micro platforms. We are seeing that during these meetings arise many doubts and interesting initiatives. It helps us in our work and we think it has been a very good decision. We believe that we will get a lot of these meetings and surely through projects we can launch pilot tests that otherwise we would not do. 5. Regulative measures - We have been in contact with the environment department to study new contracts and to be able to introduce a clause that says that it is valued with more points to those who use the bicycles of load for the performance of its activity. We were told that they did not currently have any new contract in which they could introduce this clause but would take it into account for future contracts We will do the test to reduce the loading and unloading time in summer so that it does not collapse both the city. - Currently there are three types of schedules for doing the distribution: there are areas that only have morning hours from 8:00 a.m. to 1:30 p.m. and several areas that are from 8:00 a.m. to 1:30 p.m. and from 3:30 a.m. to 8:00 p.m. We also have a third zone that is from 8:00 a.m. to 8:00 p.m. We want to do the test focusing the cast from 8: 00-11: 00 and from 14: 00-17: 00. It is a restrictive measure for vehicles that we hope will have a positive impact on the use of bicycles in the delivery as they would not have any restrictions - Parking space for cargobikes. The city of Donostia / San Sebastián has just built the first underground parking for bycicles in the city. The underground parking is located in the new bus station and is the first underground secure bicycle parking in the city. A soft payment system has been established for not being used as a bikes cemetery. It was a high demand for parking citizenship and the parking has space for 70 bikes. Page 12 of 65

13 The cyclist station car park will have a space to inflate the wheels and also for repairing the bikes. It will also be monitored by cameras intended to deter those seeking to be a vehicle that is not theirs. From the town hall we thought it was essential to provide at least two parking spaces for cargo bikes as we are trying to promote the cyclelogistics and we believe it is a point that at the future can be strategic for operating in combination with bus and other cities in the region. Mechelen As a partner in the Cyclelogistics Ahead European project, Mechelen has taken up the challenge of supporting bike couriers as a sustainable alternative for the transport of goods over a short distance. This means that it focuses on the first and last mile transports. These transports are often the most costly and most time consuming. The specific objective is to develop the activity of a bike courier into a profitable activity, as this section was still missing within the urban distribution. The participation in Cyclelogistics Ahead gave the city the opportunity to experiment with different measures to favorise sustainable urban logistics. What follows is a short summary of the first 7 steps the city took: These 7 steps are: 1) Regulative measures 2) Support of start-up cycling companies 3) Creation of an urban logistics cooperation platform 4) First mile: the concept of hands-free shopping 5) Last mile: experimenting with last mile 6) Study and experimenting with microconsolidation 7) Favouring Cyclelogistics in city services Step 1: Regulative measures: the most important link Page 13 of 65

14 The regulative policy frame is the level where a city/government has the most impact. It is our experience within the project that as long as your regulative framework is not in line with what sustainable urban logistics needs, it is not possible to enforce certain implementations with the logistics players. For example: as long as your policy allows motorized transport for the last mile logistics route, the logistics players will not be found preprared to start doing this last mile in a sustainable way with for example a cargo bike. In the (near) future, the City of Mechelen wants to evolve into a car free inner city centre with specific time frames for delivery of goods. The city is installing this stepby-step. Hereby an overview of the situation as it is today. The streets indicated with the red circles are the streets that have been added to the car restricted area between November 2015 and July Page 14 of 65

15 Conclusion We can conclude that this is still a regulative framework that still allows nonsustainable transport into the inner city center. If the city really wants to evolve to a zero emission first and last mile, it will have to tighten the policy. To achieve this, zero emission urban logistics should be a topic that has to come high on the political agenda. Step 2: Support of start-up cycling companies There was not yet a bike courier active in the city. That is why Mechelen has taken action itself for the establishment of a first bike courier company. It proceeded in a phased way where the role and support of the city gradually decreased. In short the 4 phases: 1) Preparatory phase: organization of a co-creative session The city took the initiative to organise a working session with guidance of an external consultant to investigate which role a bike courier could fulfil within the city and how this can be practically realised. (= City Lab) Via a call different stakeholders were invited to the session. Interest groups were invited such as the fietsersbond (interest group for bikers)., entrepreneurs active in social economy, and the VDAB which is an organisation for activating unemployed people. One party, the private company IV-ent bvba was found prepared to create a start-up bike courier company under the name, ECO-koeriers. Page 15 of 65

16 2) Launch of a test project in first mile service with city support It started with a test on Saturdays where the service was offered to deliver goods from the Saturday market to the buyer s home. After a couple of months the scope of the project was enlarged to all the shops in the city centre. During this phase the city gave the following support: - Communication in all available city communication tools (website, magazine, digital info pillars in the city) - Hard ware: A kutscher Cargo Bike owned by the city was put at their disposal - Public funding: 1 of the 5 delivery fee was funded by the city - Support from social economy-department: subsidy of for 1 year with the social goal to help employ people with a distance to the labor market. 3) Enlargement of the test project with city support In the third phase the project got an upscaling as the service became available not only on Saturdays but on all shopping days of the week (Monday through Saturday). A total of 100 shops offer this hands-free shopping service. The city gave the following support: - Communication: with a focus on the shop owners via an ing and merchandising materials such as a window sticker. - Public funding: Within the scope of the hands-free shopping service, the city of Mechelen has agreed to a contract with the ECOkoeriers in which a budget of was granted to them for a period of six months to further develop and professionalise the service. - Promotional support: the city provided gift vouchers to the ECOkoeriers as a promotional support. With every home delivery of 5 the end user received a gift voucher of 5. - Exploitation of a consolidation hub in the city centre on Saturdays. 4) Continuation and consolidation of the bike courier without city support After 1 year of support on different levels by the city, it was decided to downsize the support and to only focus on communication support. ECOkoeriers functions as a private company with the goal of becoming profitable on its own. It chose to focus on the service of hands-free shopping, a service to support the shop owner in its commercial position. In addition it decided to enlarge the commercial services for shop owners and to not only focus on the courier activities, but to develop additional services such as webshop fulfilment, stock management, waste disposal and an online shopping platform. In the meantime 2 new bike courier companies became active in Mechelen, Green Driver and Bubble Post. It was therefore not justifiable anymore for the city to support ECOkoeriers, as it would disturb the commercial market mechanisms. A city administration has to play a neutral role. Page 16 of 65

17 Step 3: Creation of an urban logistics cooperation platform In the search of new sustainable transport alternatives, cooperation and consultation of all implicated stakeholders is essential. It is necessary to get a buy-in from all the stakeholders and to create a support for possible new regulatory measures. Mechelen has preceded these consultations in an individual and in a grouped way. Mainly on the side of the logistic service providers it conducted its consultations in an individual manner. There were meetings seperately with companies such as GLS, UPS, DPD, DHL and Bpost. The general conclusion is that on the one hand all logistic service providers are investigating the possibilities of evolving to a more sustainable way of operating (for example: evolving to a sustainable fleet, use of cargo bikes, a higher level of efficiency,.). On the other hand, we concluded that they: - Already have a high level of efficiency (bundling goods, etc) - Are reluctant to cooperate with other service logistic providers to organise for example a sustainable last mile - Are more on a level of testing sustainable methods instead of really installing certain measures. Next to the individual consultations, the city of Mechelen also organised group consultations. Hereby we highlight 2 initiatives 1. MAMCA workshop with a representation of all stakeholders In collaboration with the VUB (University of Brussels) and with the support of VIL (Flemish Institute of Logistics), a Multi-Actor Multi-Criteria Analysis was organised. This is an analytic tool created by the University of Brussels. This tool seemed suitable to use as a first contact moment and a kick-off meeting between all the relevant stakeholders in Mechelen. This way it was possible to discuss the merits of several sustainable city distribution scenarios within a well-defined scientific & Page 17 of 65

18 analytic framework. This method was preferred over a more open & non-committal debate. This workshop took place on Wednesday 16 th of march 2016 from until A total of 6 stakeholder groups were defined: 1. classic logistic service providers such as GLS, DPD,. 2. innovative logistic service providers such as bike couriers,. 3.Inhabitants 4.Shop owners within the city centre that receive goods 5.City administrative services that receive goods (ICT, youth department, cultural centre,.) 6.City policy representatives from the department of mobility, economics and sustainable development. There was a total of 38 participants, which means +/- 6 participants per stakeholder group. This was considered to be a a good number for a solid and profound discussion and evaluation. 2. Workshop with all cycling (courier) initiatives in the city On Thursday the 8 th of September 2016 a meeting was held between the city and all the cycling (courier) initiatives active in the city. There was a total of 12 participants: # initiative Description 1 Soeper soup delivery by bike 2 Broodbroeders bread delivery by bike 3 Ecokoeriers cargo bike courier 4 Ecokoeriers cargo bike courier 5 Green Driver cargo bike courier Page 18 of 65

19 6 Peloton de Paris cycling bar & webshop 7 De gidsfiets city tours by bike 8 Boeren & buren farmers goods delivery by bike 9 Fietsenpech mobile bike repair 10 Cycloop bike design 11 Bubble Post cargo bike courier 12 Jeffrey Van Espen starting bike courier The purpose of the meeting was: - To get acquainted with one another - To get insight into the different needs - To see how the city can support their awareness building and professionalization. The conclusion was that the operators could mainly use support from the city on a communication level. This resulted in: *a printed leaflet, copies, distributed in 70 touchpoints *an online advertising campaign on google and facebook *a structural bicycle forum with a representation of all stakeholders in cycling, chaired by the alderman. Page 19 of 65

20 Step 4: First mile, the concept of hands-free shopping Together with the city of Mechelen, Ecokoeriers put the focus on the service of hands-free shopping (first mile delivery service). When you buy a product in one of the participating shops (shops that are connected with the Ecokoeriers service and software), the buyer can have it delivered at home by the bike courier. A total of 100 shops use this hands-free shopping service. A small survey was held in February 2016 amongst +/- 100 shoppers/respondents to get an idea of the (brand) awareness and appreciation of the service Main results: -65% stated knowing the Ecokoeriers and their service -70% indicates that it is an asset for the city to have such a service. -40% would never make use of the service because they have no need for it (living close enough, being able of carrying the goods themselves,.) benefit is not OK mission to work more on creation of demand. To give an idea of the volumes, hereby the results for june 2016: Conclusion The service of hands-free shopping is a relative new and innovative service. There is still a lot of work on the level of awareness and trust building with the consumers and shop owners. But it is a way to make a shopping experience more pleasant and it is way to encourage people to stay longer in the city centre. It also avoids extra transport flows with the private car in the city center and it encourages people to come to the center by bike. If Mechelen wants to become a sustainable and attractive city center, it should continue enforcing services such as hands-free shopping. Step 5: Last mile: experimenting with last mile City of Mechelen has started with the development of a pilot project focused on the last mile. Goal: -short term: making the last mile more sustainable; unburden the shop owner Page 20 of 65

21 -long term: reduce the number of movements and kilometres of city distribution in the city centre; work on sustainability; creation of awareness amongst the shop owners and suppliers. Target group: -shop owners within a defined area (total of 75 shops). Focus on owners that receive mainly smaller volumes -the defined area is the area were the policy has changed as from June 2016 (see: regulative measures). The area has become an area with limited car access and time frames for delivery. Executed roadmap: Step 1: questionnaire on goods flows for the affected shop owners to get an idea of the actual received volume, how and by who the goods are delivered. Survey was done by a student via individual interviews of the shop owners. Step 2: selection & interviewing of shop owners based on the results of the questionnaire. Selection of shop owners who mainly receive smaller volumes and receive goods on the same day (opportunity for bundling, etc) Step 3: selection of a last mile bike courier via a call procedure. Bubble post was selected. Step 4: negociation with logistic service providers (UPS, DPD, DHL, GLS, Centraal Boekhuis) Result: Not one shop owner and/or logistic service provider was found prepared to participate in het last mile pilot. Main arguments: *Lack of confidence in bike courier *Fear of extra cost *Fear of damage or loss of goods *Fear of time loss *Impossibility to reload goods delivered on pallet into a cargo bike Conclusion: It seems to early to encourage logistic service providers to work together to obtain a sustainable last mile. There are still too many barriers to overcome. There is also a low involvement level at the shop owner side. To keep the theme alive, the city decided to set up a discussion and cooperation stakeholders platform dealing with the issue of a sustainable first and last mile. This platform will mainly exist out of logistic service providers. Step 6: Study and experimenting with microconsolidation Mechelen experimented with different kinds of consolidation. Hereby a short overview: Consolidation hub in the city centre on Saturdays Page 21 of 65

22 On Saturdays a hub was open in the city center near the main shopping strip and near the Saturday fresh market. From am until pm people could deliver their goods to keep them in conservation. In that way they can spend the rest of the day in the city without carrying their goods and they can come and pick them up when going home. In addition it was also possible to have your goods delivered at your home by the bike courier from Ecokoeriers. Another possibility was to have your goods delivered by the bike courier at the hub at the youth hostel nearby a parking lot just outside of the city center. Volunteers operated the hub. They received a small compensation of 32 per day. In seven months there was an average of: - 2,5 conservations, - 2 deliveries at home by bike and - 0 deliveries at the hub at the youth hostel. It cannot be concluded that the volumes have evolved in a positive way and that only a small number of intensive users was established. The results were somewhat disappointing and therefore it was decided to stop with this service and to focus mainly on the home delivery service by bike directly from the shop. Consolidation youth hostel on Saturdays On Saturdays it was possible to let your goods be delivered by the bike courier in a hub at the reception of the youth hostel nearby a parking lot just out of the city center. Hardly anyone used this service. It can be concluded that this test was not successful at all and therefore this concept was stopped. This is probably due to the fact that it was far from an ideal location. Experimenting with a smart locker system The city of Mechelen has performed a market analysis of the different existing locker systems on the market and had meetings with the different suppliers. Page 22 of 65

23 A short summary of the analysis: After the organisation of a tender, it was decided to start piloting with the Bringme system: The pilot will start in April 2017 which is after the deadline of this report. Following functionalities will be tested with the smart locker system: 1) Conservation of goods 2) Delivery of e-commerce goods 3) Passing along of goods between private users and/or shop owners 4) Delivery of goods for shop owners outside of the delivery time frames Step 7: Favouring Cyclelogistics in city services For this facet, the city also chose to proceed step wise. Mechelen has been working on several aspects of the transport of goods within, to and from city services. We have chosen to work bottom-up and to implement several measures in several services. It is an ongoing process that also involves the creation Page 23 of 65

24 of awareness amongst the employees of the city services. First of all, it takes a lot of effort on the level of change management and mentality changing of the personnel within the different city services. In interviewing the personnel, we felt some reluctance on changing old habits. Hereby an overview of the realisations: 1) Internal mail of the social house with a cargo bike (separate branch of the city administration) 2) Transport by cargo bike between the 2 locations of the youth service 3) Opening and closing of the city parks by the community supervisors is being done by electrical bike 4) Pick-up and delivery of books between the different locations of the city library. 5) Publication of a service note that encourages city services to work with cycling delivery companies for their pick-up and delivery of goods. The coordinates of the 3 cycling companies were mentioned as all the practical info. 6) Incorporation of the delivery by bike and/or sustainable transport into City of Mechelen s public tender procedure 7) Pilot project with 2 city departments in first and last mile by cargo bike. Conclusion after the 7 steps 1) Sustainability stands high on the logistics agenda, but no one has clear answers yet. 2) A bike courier has its place within city distribution, but also has its limits. 3) A bike courier needs to offer extra services in order to become profitable. 4) There is still a lot of work on awareness building with the end users (consumers, companies, logistics providers, city personnel). 5) A city s policy has to correspond with the conditions of sustainable transport, otherwise it doesn t work. 6) Cooperation within the logistics sector will be paramount mainly to make a first and last mile work. Next steps The city wants to try and embed guidelines, after the 7 steps experience in the European project, for a zero emission urban logistics policy. The guidelines will give answers to the following questions: *Which policy is needed? *Which framework is needed? *which measures are needed? *Which cooperations are needed? *What is the role/responsibility of the city? Page 24 of 65

25 Cambridge Cambridge is a historic, vibrant and beautiful city that in recent years has suffered from it s own success. The city s infrastructure was not built to cope with the levels of motor traffic that have increased as the city has enticed employers to relocate and as new housing developments spring up in locations around the city. Cambridge is well known as the UK s cycling city and the creation of high quality cycling infrastructure has been a priority to ensure that Cycling continues to relieve the city s overburdonned arterial roads. This programme of cycle infrastructure creation is set to continue and increase as the central UK government has released funding specifically for this purpose. The cycle routes that benefit commuters and those travelling around the city are also designed to be useful for cargobike operators. Wide, smooth, direct and accessible cycle lanes are being constructed in red asphalt to improve the journey for all cyclists on arterial and strategic roads around the city. Creation of the Urban Logisitcs Cooperation Platform and other consultation events The first Urban Logistics Cooperation Platform (ULCP) meeting in Cambridge took place on 10th June The meeting was held in the Kreis Vierson room of Cambridgeshire County Council s Shire Hall building and was arranged in conjunction with Cambridge BID (Business Improvemet District) and Outspoken Delivery, both of whom have many contacts amongst the Cambridge business community. Participants ranged from large local employers including Addenbrookes Hospital and Cambridge University to smaller local businesses, as well as a company who are developing plans for their own consolidation centres and last mile delivery network in Cambridge. Page 25 of 65

26 During the meeting there was discussion of how small businesses can use cargobikes to deliver to their customers and about some of the problems encoutered by those who are already doing so. In particular the cost of either employing riders or outsourcing deliveries to cyclelogistics operators, and also how to maximise the efficiency of a delivery round became main talking points. Whilst the participants agreed that the meeting was a beneficial exercise, they also decided that the continuation of a focus group style ULCP was not felt to be the most effective way of enabling the continued growth of cargo bike usage in Cambridge. It was decided that future meetings should be bi-lateral and should focus on specific issues such as infrastructural improvements or changes to the regulatory system. Cambridgeshire County Council s cycling projects team continues undertake public consultation meetings for every cycling infrastructure project around the city. Local residents and businesses are encouraged to participate. A cyclist s breakfast on Huntingdon Rd to consult passing cyclists about a proposed new route & a Cycle Stakeholders meeting Additionally, a monthly cycle stakeholder meeting gives Camcycle (formally Cambridge Cycle Campaign) and other local stakeholders the opportunity to have some input into future infrastructure plans and designs. Experts from other teams within the County Council are also regularly invited to present their current projects at the stakeholder meetings. For example recently experts from the Traffic Signals team and the Road Safety team have given presentations. Creation of a Micro Consolidation Centre The initial proposal to locate a micro consolidation centre at one of the Park and Ride sites that surround Cambridge met problems when a private company simultaneously showed an interest in setting up a self-supporting commercial operation. The Passenger Transport team that operate the Park and Ride sites is funded entirely through revenue streams rather than capital budgets. This means that their first priority is to commercialise the opportunity and to ensure an income for their operations. Additionally they need to be transparent in any procurement exercise undertaken, therefore offering an advantage to one operator (e.g. allowing Outspoken to have preferential access to the P & R site) may be legally challenged by any potential bidders. As a result of these complications an alternative location was identified. A strip of land within the highway boundary (owned by Cambridgeshire County Council the Page 26 of 65

27 local highway authority) in a business park in the north of Cambridge provided space for a shipping container with enough space to offer transhipment and storage for any parcel deliveries for the nearby Cambridge Science Park. A shipping container was installed as an micro-consolidation centre and in the first 56 days of operating more than 3,000 consignments passed through the facility. Approximately 6 cargo bikes per day were used to perform deliveries which equates to more than 350 cargo bike loads. By shifting these last mile deliveries to a cargobike it is estimated that on a daily basis the TNT vehicle (a 7.5 tonne diesel powered vehicle) that would normally perform the delvieries travelled an average of 12 miles less per day. A simple calculation of 12 miles x 56 days equates to at least 672 miles saved. The container was also used as a drop off point so 2 cargobike couriers can pass consignments between each other. Consignments being transhipped to the shipping container on Cowley Road The consolidation centre was located on Cowley Road, close to the Science Park between September 2015 and March 2016 and it was successful in proving the theory of the micro-consolidation model. Unfortunately the micro-consolidation centre also came in for criticism from Cambridge City Council s planning enforcement team, who decided that despite the temporary nature of the shipping container within the highway boundary it was necessary to seek planning permission for the structure. Local councillors also took up the case and claimed to have received complaints from local residents about the unsightly nature and the perceived dangerous location of the container. Prior to the scheme an independent road safety audit had raised no problems regarding the safety of the location, and being in the centre of a business park, with no residential property in the area, the complaints were received with scepticism but netherless had to be acted upon. The micro-consolidation centre/shipping container was removed from the site after just 6 months. Page 27 of 65

28 Despite several attempts to relocate the container in the city a suitable location has not yet been identified. The private company that planned to set-up a freight consolidation operation on the Park and Ride site recently claim to have been successful in receiving planning permission for a structure and cooperation from the Passenger Transport team in terms of access to the site. Precise details of how their operation will operate are yet to be released. Regulative measures: Twenty miles per hour speed limits Across Cambridge the phased introduction of 20mph speed limits is being undertaken by Cambridge City Council. This work is due to be complete by There are many benefits to the introduction of a citywide 20mph speed limit. These include: providing road conditions that encourage and facilitate the take-up of active and sustainable transport modes, such as walking and cycling, with associated health and wellbeing benefits making it easier for pedestrians to cross roads, particularly for children or the elderly reducing the amount of road noise generated in residential areas improving traffic flow, as it flows more smoothly through junctions at lower speeds potentially reducing airborne pollution levels Whilst these measures clearly improve the liveability of the streets of Cambridge, they also enable the safer and more efficient transport of goods by cargobike. Two-way cycling in one-way streets The concept of filtered permeability for cycling through Cambridge City centre is further enhanced by the introduction of streets that allow bi-directional cycling on roads where motor traffic is only permitted to travel in one direction. Enabling two-way cycling in one-way streets is a really effective measure that broadens the network for cyclists and cargobike operators. Many people have questioned the safety Page 28 of 65

29 of the concept but our experience in Cambridge is that clear signage makes drivers more cautious and collisions with cyclists have been reduced. Furthermore, cyclists report a greater sense of control when passing oncoming traffic. Expansion of the Core Scheme Restriction of through traffic Point-closures Cambridgeshire County Council started the Cambridge Core Scheme in Its main objective is to encourage people to use their cars less, by promoting other means of sustainable transport, and to improve the city centre environment for all, and so helping tourism and shopping in the city centre. Further stages were implemented in 1999, 2003 and 2006 and in 2016 work began on what has become known as the City Access Scheme which will seek to significantly expand the core area and increase the number and type of vehicle restrictions. A particular focus is being put on delivery vehicles. Parking for cargobikes The detailed consultation process and a publicity strategy improves public awareness and reduces confusion, thus easing the implementation process. The noticable improvements to the city centre environment brought about by earlier stages of the Core Traffic Scheme also help to gather public support for future stages. Introducing the scheme as part of a package of improvements to public transport, cycling and park and ride have also made it easier to gain public support and made the scheme work better. Cycle Parking is often cited as an important enabler for greater levels of cycling in cities. This may be true for standard bicycles however the inbuilt stand and locking mechanism in cargo bikes enables them to be parked outside a shop or business premises, taking up very little space compared to a delivery truck, and without the necessity for special cycle parking provision. The cyclelogistics operator, during their daily deliveries, is not likely to want to lock their cargobike to a stand at every delivery location. Page 29 of 65

30 Where specialised cargobike parking is required is at locations where people wish to leave their bike for a prolonged period. Railway stations, shopping centres, schools and colleges, and office or other workplaces. In Cambridge the recently built multi-storey cycle park at the Railway Station has an area dedicated to cargobike parking on the ground floor whilst on the first and second floors there is undercover parking spaces for 2850 bicycle. CCTV monitors the facility which is free of charge for users. Similar cycle parks have already been constructed closer to the shopping areas of Cambridge City Centre. The Grand Arcade Car Park, Park Street Car Park and Queen Anne s Car Park, (next to a large swimming pool and leisure centre) have all sacrificed car parking space in favour of bicycle parking and all of these facilities have specialised cargobike stands. Mill Road Cargobike sharing scheme Working in partnership with Camcycle (formerly the Cambridge Cycle Campaign), Cambridgdeshire County Council are in the process of organising a Cargobike sharing scheme that will enable traders on a busy shopping street in Cambridge to use a cargo bike as a shared facility. Using the bike for collections and deliveries it is hoped that it will enable traders to dramatically reduce their reliance on trucks, vans and cars for short journeys. The scheme is due to get underway before the end of March 2017 and will intially be trialled for 6 months with the potential to expand the scheme if it proves a success. Page 30 of 65

31 Developing a general zero emission logistics policy: Recommendations for cities and municipalities Nowadays, compared to passenger transport,urban freight logistics has to a large extent been neglected by urban transport policy making. City logistics is not properly integrated into transport planning and local economic development strategies. Moreover, in most cities there is a lack of information and proper understanding of freight flows and dynamics of deliveries, and urban freight transport demand and supply is mostly determined by private sector organisations. Definitely, the public sector is more focussed on public transport systems and passenger transport. As a municipality, for developing a general zero emmision logistics policy, there are two options: Box 1: Option descriptions The Stick - Regulatory measures (access restrictions, time windows, etc) - Market based measures (congestion charging, etc) Planning measures (zoning) The Carrot - Working with and supporting main stakeholders - Infrastructure (micro consolidation centres, cycle parking, etc) - Technology (green vehicles, open data, etc) - Governance and coordination (Urban Freight Cooperation platforms, awareness raising) But in reality, we may need to adopt both approaches simultaneously as follows: Option Measures Issues to consider Stick Restricted access Parking restrictions Low emission zones Congestion charges Blunt instrument Alienates stakeholders Encourages piecemeal and independent solutions Page 31 of 65

32 Carrot Vehicle speed limits Delivery windows Vehicle size and weight restrictions Strengthen road traffic law and enforcement Coherent procycling policies Investment in cycling infrastructure Supporting introduction of microconsolidation centres Allowing delivery lockers to be installed Working with stakeholders to encourage innovative solutions Cyclelogistics friendly tenders May be implementing initiatives for other reasons Can be a carrot facilitating alternative means of transport Risk of lack of uptake/engagement Reputational risk for the municipality if scheme fails Rejection of initiatives by local stakeholders Conflict with other council priorities/policies The strategies to be carried out by the municipalities that want to promote cycle logistics, and sustainable distribution could be the ones mentioned below. Investment in cycling infrastructure Use of cargo bikes for municipal services (leading by example) Testing of regulatory measures favouring cyclelogistics Remodelling on-street and off-street delivery requirements and facilities Securing and providing space for micro consolidation centres and parcel stations Full or part funding cyclelogistics inititatives Promotion of cyclelogistics intermodal solutions Cyclelogistics friendly tenders Page 32 of 65

33 Investment in Cycling Infrastructure Normalise cycling and services will lead to the following images: Use of cargo bike by municipalities leading by example: Internal mail for Cambridge City Council, UK Previously performed by 2 full time employees and a van - daily collection of mail bags from Royal Mail - service level agreement serving 12 locations Page 33 of 65

34 Park & garden maintenance (Plovdiv, Bulgaria) and street cleaning (Graz, Austria) Other (garbage collection, document transfer, etc) Testing of regulatory measures favouring cyclelogistics Page 34 of 65

35 Remodelling on-street and off-street delivery requirements and facilities: Providing specific facilities for cargo bike parking Adoption of regulations for design and provision of off-street delivery and storage areas in business Introduction of cycle based home delivery services Incentives to local shops and businesses that choose green delivery options Introduction of cargo bike sharing schemes Development of delivery service plans for local shops and businesses Securing and providing space for micro consolidation centres: Securing space for micro-hubs in policy planning and zoning strategies Identifying and adapting key public space for micro-consolidation purposes linked to cycle-based last-mile services Testing low cost mobile micro-hubs in cooperation with cyclelogistics companies Promoting strategies or incentives for shared micro-hubs Page 35 of 65

36 Amsterdam Example Foodlogica Barcelona Example: Securing and providing space for parcel stations: Page 36 of 65

37 Full or part funding cyclelogistics initiatives (1) Example: Devon County Council Local transport sustainability fund (LSTF) from Central Government Two electric bikes & accessories supplied (75% funding) Used for local deliveries (3 miles or less) Similar examples in Austria, Graz (50% funding), Lustenau and Hartberg Cargo bike hire schemes Cargo bike try-out Page 37 of 65

38 Promotion of cyclelogistics intermodal solutions Cyclelogistics friendly tenders Many tenders written assuming solution is van based. It may be necessary to run a pilot to prove cyclelogistics solution There has to be a willingnes to split tenders into smaller areas (eg. cyclelogistics routes, motorised vehicle routes) Actively encourage joint supplier solutions Don t be constrained by conventional thinking! Page 38 of 65