This project has received funding from the European Union’s Horizon 2020 research and innovation programme under Grant Agreement No 636626

NOVELOGRoadmapfor greener and efficient Urban Freight Transport

1 Goals and interrelations with EU policy priorities and other roadmaps ...................................3

2 Current status of city logistics ....................................5

3 Vision and approach .....................................................6

3.1 Backcasting approach .....................................................6

3.2 Vision of the future and type of objectives ...............................................................................7

3.3 Objectives and clusters of actions ............................8

4 Proposed actions for objectives achievement ...................................................................9

4.1 Regulate and govern - Towards a consistent and efficient regulatory framework and stakeholder governance ......................9

4.2 Adapt infrastructures - Urban freight infrastructure development and maintenance ................................................................... 13

4.3 Adopt technologies - Interconnected and responsive UFT through “smart” solutions ....................................... 16

ReferencesAll the NOVELOG Deliverables can be found at: http://novelog.eu/downloads

The NOVELOG Tools can be found on the NOVELOG Platform: http://www.uct.imet.gr

Understanding the Cities Tool: http://www.uct.imet.gr/UC-Tool

Evaluation Tool: http://www.uct.imet.gr/Evaluation-Tool

Toolkit: http://www.uct.imet.gr/ Novelog-Tools/Toolkit

Guidance Tool: http://www.uct.imet.gr/ Yellow-Pages

AuthorsGeorgia Aifantopoulou Centre for Research and Technology Hellas - NOVELOG Project Coordinator

Elpida Xenou Centre for Research and Technology Hellas

Andrea Campagna Research Center for Transport and Logistics, Sapienza University of Rome

Giacomo Lozzi and Michel Arnd Polis Network

Stefano Dondi Institute for Transport and Logistics Foundation

Peter Koenig B.I.M. - Mobility Consulting & Engineering

Stanislaw Iwan Maritime University of Szczecin

Lina Konstantinopoulou ERTICO Network

Contents

List of acronyms5G (Fifth) Generation

AI Artificial Intelligence

ANPR Automatic Number-Plate Recognition (cameras)

C-ITS Cooperative Intelligent Transport Systems

ETP European Technology Platform

EVs Electric Vehicles

FQP Freight Quality Partnership

GHG Greenhouse Gas

ICT Information and Communication Technologies

IoT Internet of Things

ITS Intelligent Transport Systems

NOx Nitrogen Oxides

OEM Original Equipment Manufacturer

PM Particulate Matter

RFID Radio-Frequency IDentification

SLA Service Level Agreement

SULP Sustainable Urban Logistics Plans

SUMP Sustainable Urban Mobility Plan

UCC Urban Consolidation Centre

UFT Urban Freight Transportation

1 Goals and interrelations with EU policy priorities and other roadmaps

Over the 36 months project duration, NOVELOG strengthened the capacity of local authorities and stakeholders for policymaking in Sustainable Urban Mobility Planning, by providing guidance and tools for managing the implementation chain (problem capture – decision – planning – testing – assessment – adjustment – implementation). This guidance supports the choice of appropriate and applicable solutions for urban freight and service transport and facilitates stakeholder collaboration and the development, field testing and transfer of best governance and business models.

The project developed and proposed various policies and implementation measures that can be grouped into three objectives:

ĉ Regulation and governance

ĉ Infrastructure

ĉ Technologies

Out of the insights of the project, actions for each of the three objectives could be derived. This roadmap suggests breaking the actions down into three phases to approach tangible and realistic goals and objectives:

ĉ Getting aware, understanding and plan specific actions by 2020

ĉ Implementing and govern until 2030

ĉ Steering for the future until 2040.

This roadmap relates to the EU city logistics planning characteristics. It proposes actions towards better integration of UFT-related issues in green cities vision. It takes other initiatives, roadmaps and strategies on urban logistics and their integration in Sustainable Urban Mobility Plans (SUMP1) into account. For its development, the EU policy documents relating to the (urban) transport sector were particularly important. They include the Transport White Papers (20112, 20013), the Freight Transport Logistics Action Plan4 (2007), the Action Plan on Urban Mobility5 (2009), the Urban Mobility Package6 and the related Call for Action on Urban Logistics7 (2013), and the Study on urban logistics - “The integrated perspective”8 (2018). This roadmap and the proposed actions closely interrelate to the policies set out in the documents. The Transport White Paper and the Urban Mobility Package were perceived most relevant.

1 http://www.eltis.org/guidelines/sump-guidelines 2 European Commission (2011) “Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system”. Transport White paper. COM(2011) 144 final. 3 European Commission (2001) “European transport policy for 2010: time to decide”. Transport White Paper. COM(2001) 370 4 European Commission (2007a) “Freight transport logistics action plan”. COM(2007) 607 final. 5 European Commission (2009) “Action Plan on urban mobility”. COM(2009) 490. 6 European Commission (2013b) “Together towards competitive and resource-efficient urban mobility”. COM(2013) 913 final. 7 European Commission (2013) “A call to action on urban logistics”, SWD(2013) 524 final 8 https://ec.europa.eu/transport/themes/urban/studies_en

3NOVELOG Roadmap

In their Transport White Paper, the European Commission outlined ten objectives of which three relate to urban mobility, and thus become relevant for freight transport and logistics.

ĉ Halve the use of ‘conventionally-fuelled’ cars in urban transport by 2030; phase them out in cities by 2050; achieve essentially CO2-free city logistics in major urban centres by 2030

ĉ By 2050, move close to zero fatalities in road transport. In line with this goal, the EU aims at halving road casualties

ĉ By 2020, establish the framework for European multimodal transport information, management and payment system

Apart from the extensive guideline for SUMPs, the 2013 Urban Mobility Package and its working document on urban logistics drew attention towards managing demand for urban logistics, transport mode shift, improved efficiency and improved vehicles and fuels. It substituted the responsibility to the member state level, requiring national governments to ensure that city logistics are adequately considered in national approaches to urban mobility and in SUMPs.

The European Commission’s new Study on urban logistics - “The integrated perspective” (2018) aimed at facilitating the preparation of non-binding guidance documents on six specific aspects of urban logistics policies:

ĉ Information provision of route guidance for urban logistic vehicles, data sharing and use of Information and Communication Technologies (ICT)

ĉ Treatment of Logistics Activities in Urban Vehicle Access Regulation Schemes

ĉ Engagement of stakeholders when implementing urban logistics policies

ĉ Logistics Schemes for E-Commerce

ĉ The use of environmentally friendly freight vehicles

ĉ Indicators and collection methods of urban freight distribution

As the other mentioned policy documents, it highlights efficient, clean and environmentally friendly transport, including a shift towards multimodal and appropriate measures.

In addition to the EU policy documents, the NOVELOG roadmap takes the roadmaps of other European associations and think tanks into account8. The European Technology Platforms (ETPs) for road transport and logistics, ERTRAC and ALICE, have identified research priorities related to urban freight, to improve the efficiency, sustainability and security of these activities in their Research Roadmap on Urban Freight and Logistics9. Contributing to the definition of research programmes addressing the main stakeholders of the sector, the roadmap’s scope is on urban freight transport.

All roadmaps have in common the enormous potential in developing sustainable logistics, in terms of environmental concerns, such as greenhouse gas (GHG), nitrogen oxides (NOx), particulate matter (PM), living quality such as space usage and noise pollution, but also for the logistics stakeholders to establish a flexible and modern freight transport system. They drew focus on approaching multimodal transport, based on a consistent and efficient, but realistic policy framework.

This roadmap shall contribute proven solutions and policy approaches from the NOVELOG experience to future governance of freight transport and logistics. Its focus on policy bridges the gap between the research-oriented roadmaps of the ETPs and strategies of the European Commission. It also has a special emphasis on what the cities can do for managing the change towards sustainable city logistics planning and implementation.

8 TRANSFORuM roadmaps, IRU Roadmaps https://www.iru.org, EUCAR http://www.eucar.be/consolidated-executive-summaries/ & ACEA Roadmaps http://www.acea.be/publications/article/infographic-eu-roadmap-for-truck-platooning, Urban Transport Roadmaps http://www.urban-transport-roadmaps.eu/, C-LIEGE http://www.c-liege.eu/fileadmin/Media/c-liege.eu/Downloads/D7.2_Action_Plan.pdf, STRAIGHTSOL https://drive.google.com/file/d/0ByCtQR4yIfYDN1JqNElUUXl1SGc/view, CITYLAB http://www.citylab-project.eu/deliverables/D6_4.pdf TRANSFORuM roadmaps, IRU Roadmaps https://www.iru.org, EUCAR http://www.eucar.be/consolidated-executive-summaries/ & ACEA Roadmaps http://www.acea.be/publications/article/infographic-eu-roadmap-for-truck-platooning, Urban Transport Roadmaps http://www.urban-transport-roadmaps.eu/, C-LIEGE http://www.c-liege.eu/fileadmin/Media/c-liege.eu/Downloads/D7.2_Action_Plan.pdf, STRAIGHTSOL https://drive.google.com/file/d/0ByCtQR4yIfYDN1JqNElUUXl1SGc/view, CITYLAB http://www.citylab-project.eu/deliverables/D6_4.pdf 9 ALICE / ERTRAC (2014). Urban Freight research roadmap http://www.ertrac.org/uploads/documentsearch/id36/ERTRAC_Alice_Urban_Freight.pdf

4 NOVELOG Roadmap

2 Current status of city logistics

The constant growth of the urban areas will result in the significant increase of economic and social activities and consequently to much higher demand for freight movements inside the city’s environment.

Approximately 34% of the total freight transportation is implemented inside the urban environment while the urban freight movements produce more than 50% of the total emissions10. Taking also into account the Transport White Paper’s main objective for “CO2 free city logistics” in 2030, the need for urban freight strategies and solutions towards sustainable and effective city logistics is higher than ever.

Urban freight transportation (UFT) is described in literature as “the least monitored and planned road freight system”11. The UFT operations can still be considered inefficient in terms of the number of freight vehicles entering and leaving the urban environment, the level of vehicle’s capacity utilisation as well as the route choice of the deliveries by private actors.12

Basic framework of NOVELOG’s policy and planning recommendations Managing the change towards effective, cooperative and sustainable city logistics solutions of the future is challenging. It requires flexible regulatory schemes allowing for innovative solutions adoption, incentives for supporting the implementation of dedicated cooperative business models and policy

initiatives, to ensure that the needed new UFT infrastructure is developed and efficiently managed in the urban environment.

NOVELOG project’s main goal was to contribute to the European Commission’s research and policy agenda by generating sound knowledge on UFT and providing guidance strategies to local authorities to facilitate the policy formulation for the city’s sustainable urban freight mobility planning.

The main research challenges that the project addressed through the implementation of cooperative urban freight solutions in 12 European cities concerned the

1 Development of the appropriate regulatory framework and stakeholder governance for the efficient integration and management of UFT system;

2 Development and maintenance of innovative urban freight infrastructure for the better management of goods and the interaction among long and short distance freight transport;

3 The adoption of smart tools and techniques for integrated city logistics services.

10 OECD (Organisation for Economic Co-operation and Development). 2003. Delivering the Goods: 21st Century Challenges to Urban Goods Transport, OECD Publishing. 11 Tadić, S., Zečević, S. and Krstić, M. (2015) ‘city logistics – status and trends’, International Journal for Traffic and Transport Engineering, 55(33), pp. 319–343 12 European Commission (2013b) “Together towards competitive and resource-efficient urban mobility”. COM(2013) 913 final

The knowledge gained through this process enabled NOVELOG to identify and recommend specific policy, planning and regulatory actions, presented in section 4 and grouped according to three objectives:

1 Regulate and Govern

2 Adapt infrastructure

3 Adopt technology

5NOVELOG Roadmap

3 Vision and approach

3.1 Backcasting approachNOVELOG has the aim to develop a roadmap towards sustainable city logistics and considers backcasting as the appropriate approach to realise it. Backcasting stands out as an alternative to traditional forecast13. According to the European Commission Joint Research Centre “it is a method in which the future desired conditions are envisioned and steps are defined to attain those conditions, rather than take steps that are merely a continuum of present methods extrapolated into the future”14. As depicted in Figure 1, a roadmap is the pathway of actions to be undertaken within a specific timeframe to reach a desired normative scenario, that can be considered as the “vision of the future” (preferable future). This vision includes the expectations cities have for what concerns the future UFT. As depicted, these expectations can diverge from the expected trend development.

Consequently, even if the roadmap is elaborated taking into account the current development and understanding the current situation, it does not aim to provide answers to current trends, but is directed to realise the progress towards the vision.

The NOVELOG roadmap is therefore elaborated according to the following process detailed in the forthcoming sections:

ĉ Set the vision: describe the expected future of UFT in cities and individuate the main sectors addressed by NOVELOG;

ĉ Detail the vision: set type of objectives and cluster actions

ĉ Define and describe actions to achieve the objectives

ĉ Elaborate the roadmap.

Trend

Current Development

Vision of the Future

Trend Development

Roadmap

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Figure 1 Roadmap in the context of backcasting approach

13 Robinson, J., (1990), Futures under glass: a recipe for people who hate to predict. “Futures”, October, pp.820-842; 14 Miola A., (2008) Backcasting approach for sustainable mobility EUR – Scientific and Technical Research series – ISSN 1018-5593 -ISBN 978-92-79-09189-6 Luxembourg: Office for Official Publications of the European Communities Luxembourg.

6 NOVELOG Roadmap

3.2 Vision of the future and type of objectivesUFT is characterised by several issues affecting the sustainability of urban areas. As stated above such issues are part of the problem to be solved and result in a complex context to be managed. These issues are:

ĉ the growing demand for customised and fast deliveries, favoured by technologies and supplied by e-tailers15 and shared logistics solutions;

ĉ the need to have a coherent strategic and sustainable planning framework for UFT at city level including new policies and adopting new methods and tools;

ĉ the growing pressure by new cooperative business models for the provision of UFT services to current old-style operators (e.g. digital freight services providers, crowdshipping, matching platforms);

ĉ the availability of ICT and data for UFT planning and provision.

According to the backcasting approach such a complexity cannot be faced by means of solutions to trends but instead setting a vision and elaborating a roadmap towards it, which considers the issues above as a starting situation.

The vision is the “preferable future” in 2040 in European urban areas. The vision entails the cities of the future to be characterised as follows:

ĉ Zero-emission freight mobility in smart cities provided by the minimum number of transport means with the highest utilisation factor. Cities are desired to be smart, enabled by technologies to provide zero-emission transport of goods in more efficient ways. Efficiency can be measured in terms of maximum utilisation of the capacity of means and the minimisation of the number of them. Transport means will be of different type, also autonomous and not truck-based ones are included.

ĉ City logistics network of specialised consolidation centres to serve receivers based on predicted demand for deliveries. Deliveries are matched with the demand, anticipated by Artificial Intelligence (AI) tools and allocated in proximity hubs waiting for the effective order

to be placed. Hubs are planned as a network in the specific context of the city according to specific supply chains and requirements of the commodities managed.

ĉ Shipments delivered according to receivers’ habits and synchronised with lifestyle in a free market regulated by eco-efficient criteria and technology. Customer driven distribution will be made sustainable guaranteeing zero waste and full reverse logistics services. A market environment will be governed by public authorities securing equity, transparency and sustainability.

ĉ Centralised monitoring and data centre of UFT and adaptive eco-system of rules to compensate anomalies and increase efficiency. Rules and control systems will be governing the UFT process efficiently making full adoption of ICT and innovations (AI, machine learning based solutions).

NOVELOG’s roadmap is set to move to this vision, but realistically it is to be confined within the specific competence of the project, also to avoid overlaps with other roadmaps (see section 1). Therefore, the context of the NOVELOG’s roadmap has three main objectives in coherence with the main findings of the project:

ĉ Regulate and govern. The roadmap addresses all the actions concerning the establishment of rules and regulations at different levels

ĉ Adapt Infrastructures. City logistics solutions will involve the use of network and point infrastructures. The roadmap addresses actions needed to adapt existing infrastructures for more efficient use, to develop new ones and to revamp the existing ones for other use

ĉ Adopt technologies. Technologies will be growing and enabling solutions also for UFT. The roadmap addresses actions to favour their adoption, by removing barriers and improving transfer.

These streamlines will be complemented and explicated, including a set of clusters of the actions.

15 A retailer selling goods via electronic transactions on the Internet.

7NOVELOG Roadmap

3.3 Objectives and clusters of actionsTo define concrete and effective actions, the objectives defined above need to be specified in coherence with the vision. Objectives are listed below by type.

Regulate and governThis type of objective concerns:

ĉ The engagement in the development of Sustainable Urban Logistics Plans (SULP), and the promotion of these plans by EU towards cities

ĉ The support in the development of Regional plans for urban logistics management and optimisation (integrated with SULPs)

ĉ The involvement of UFT stakeholders in each city to the specific institutional function of city logistics planning and measures implementation (in coherence with and to maximise the effect of the backcasting approach)

ĉ The development of legal & regulatory framework to allow an implementation and operation of private logistics infrastructures in public spaces, including business models development

ĉ The adaptation of the regulation to support the development of local frameworks for UFT data collection & impact assessment. It includes the provision of enterprise establishment & operation permits conditioned to the regular provision of minimum data describing the UFT dynamics

ĉ The definition and funding of emblematic initiatives in cities for an integrated paradigm shift in city logistics structure & operation (infrastructure, resources, means of transport, innovative solutions, new cooperative schemes) in the context of a holistic approach at the local level for sustainable urban logistics Action Plans implementation.

Adapt infrastructuresThis type of objective concerns the development of city logistics actors’ cooperation to achieve critical masses and economic viability of novel city logistics solutions. In this sense the adaptation of infrastructures is not a primary target, but it is consequent to the setup of the proper market conditions (cooperation, critical mass, economic viability) of the city logistics solutions which involve the infrastructures (node, network, utilities, facilities).

Adopt technologiesThis type of objective concerns:

ĉ The development and use of tools (e.g. ICT) to observe and understand the city’s UFT and its dynamics for the future.

ĉ Incentives to transport and logistics industry for fleet renovation, specifically in terms of adoption of electric transport means.

ĉ The development of an Intelligent Transport Systems (ITS) infrastructure for UFT access control, flow monitoring and management.

8 NOVELOG Roadmap

4 Proposed actions for objectives achievement

4.1 Regulate and govern - Towards a consistent and efficient regulatory framework and stakeholder governance

The objectives that need to be fulfilled European UFT is highly dynamic - following consumer needs, lives of space and time conflicts, but it is heavily neglected in transport planning. UFT reckons several challenges: air pollution, noise, congestion and safety. In the last years, cities made considerable efforts to cope with these problems but there still much to do in this regard.

One of the main issues relies on the role played by local and regional administrations to govern and regulate freight transport in its territories. Compared to passengers’ transport, UFT policy planning is often neglected, and it is not always part of urban planning in a structured and effective way. Equal treatment of UFT at the level of urban planning and management processes is expected to largely contribute to the sustainability, but also to the harmonisation of the city logistics solutions adopted across Europe. The last will impact positively the sector development and the relevant industry growth.

Actions related to objectiveIn order to stimulate the process for effective regulation and governance, the following actions are needed:

Introduce an EU Directive16 on urban freight and logisticsSpecifications for SULP in EU cities need for a quick and effective step forward. This can start from the few sparse experiences available at EU level (e.g. NOVELOG, ENCLOSE project17, SULPITER project18), but also needs for a strong EU framework to guide and govern the approach at EU level. A desirable outcome would be a specific framework for SULP going beyond the European Commission’s integrated perspective19, being an important starting point but less impacting than an EU Directive. The European Commission could recognise the SULP planning approach as starting point to formulate urban freight-related policies, possibly as part of the SUMP approach.

Prepare specific Guidelines for regional planningThe development of regional plans for urban logistics management and optimisation is essential for securing common approach among cities of the same region, harmonised solutions creation and centralised planning of logistics infrastructure. The Emilia Romagna Region’s experience within NOVELOG20 demonstrates that coordinating interventions and transferring knowledge have a positive impact on costs savings, capacity building, harmonised regulations. This case supports the need for dynamic Guidelines for municipalities and other key players, to govern the collaboration for harmonised regional regulatory actions.

16 https://ec.europa.eu/info/law/law-making-process/types-eu-law_en 17 http://www.enclose.eu/ 18 https://www.interreg-central.eu/SULPiTER 19 https://ec.europa.eu/transport/themes/urban/studies_en 20 See NOVELOG Cities & Regions Factsheets: http://novelog.eu/downloads

9NOVELOG Roadmap

Setup Freight Quality Partnerships and integrate them into local planning, introducing Service Level Agreements Authorities play a key role to activate and maintain stakeholder involvement mechanisms, to support planning and measures implementation. At the EU level, several examples exist. According to its pilots experience21, NOVELOG suggests integrating Freight Quality Partnerships (FQPs) in local policy planning via Service Level Agreements (SLAs). FQP embraces a series of actions: the setting of goals, stakeholder involvement, funding sources, problems identification and possible solutions, and monitoring and evaluation. It is demonstrated that this approach makes local stakeholders more committed to participating in common decisions towards a shared goal.

Setup a legal framework to regulate business models involving public and private cooperation in city logisticsThe development of a legal and regulatory framework allowing the easy installation and operation of private logistics infrastructures in public spaces put in practice UFT strategies by coupling the dynamic requests of the business with the needs of the public sector. In this perspective, some of the actions that are positively impact pollution, health, congestion, economy and provide big data useful to policy planning are: set new business models, install lockers, dispose re-charging infrastructure for electric vehicles (EVs) or dedicate spaces for cyclelogistics and plan integrated hard and soft ICT.

Recently, European cities tend to integrate competencies between public and private actors in order to share data: a legal framework for UFT data collection and impact assessment can positively affect the persistent availability of structured and open information. This is not only a technological, but also an operational and legislative issue, such as addressing the way they are used to interface existing information systems and infrastructures, and the rules stating who does what, when and how, fixing roles and governance policy. FQPs can support the design of this legal framework since it becomes crucial to follow the need for a dynamic policy planning involving the private sector.

Establish a common regulatory framework to favour innovation and territorial efficiencyA holistic approach at the local level for sustainable urban logistics Action Plans implementation is needed, to define and fund initiatives for an integrated paradigm shift in city logistics, affecting infrastructure, resources, means of transport, innovative solutions, new cooperative schemes. For instance, innovative distribution practices strongly depend on the knowledge the city has achieved through testing and on its willingness to change local regulation and engage the private sector. Existing measures, like favour off-peak deliveries in congested cities, can free spaces during the daily working hours for other activities or businesses and, in general, make the cities more livable, safe and less congested. Other initiatives, like Barcelona super-blocks22 or low emissions zones, boost more active mobility and use of cycling also for goods delivery, which is cleaner and environmentally friendly. Once more, such a regulation must be the result of a participating policy planning where cities listen to the needs of citizens and the business community. Other measures are the introduction of lockers, to avoid unattended deliveries, deliveries by drones in specific distribution contexts, and favouring crowdshipping in congested cities. Although quite different among them, all these measures aim to introduce disruptive technologies and embrace sharing mobility practices for freight. These have positive impacts on the jobs and economic growth as they favour new business operations and new technologies; moreover, they support an integrated information framework (devices and new means of transport are connected), capable of following and adapting to business trends and cities’ needs. However, they need to be regulated and adequately planned by the local authorities.

21 See the Copenhagen and Turin cases in the NOVELOG Cities & Regions Factsheets: http://novelog.eu/downloads 22 See NOVELOG Cities & Regions Factsheets: http://novelog.eu/downloads

10 NOVELOG Roadmap

This action is further detailed in sub actions:

ĉ Favour off-peak deliveries

ĉ Implement solutions for unattended deliveries

ĉ Include deliveries by drones in specific distribution contexts

ĉ Favour crowdshipping

The expected impacts of the actionsThe expected impacts of the actions proposed for improving regulation and governance for UFT are:

ĉ Coherent and established urban freight and logistics planning Guidelines as a priority and a prerequisite for sustainable cities in Europe

ĉ Improved participatory planning approach to speed up decision and implementation process

ĉ More efficient logistics distribution operation thanks to the regulation and promotion of harmonised and common sustainable city logistics rules and solutions across European cities.

ĉ Achievement of an integrated paradigm shift in city logistics (infrastructure, resources, means of transport, innovative solutions, new cooperative schemes)

ĉ Integrated plan of hard and soft (ICT) solutions will positively impacting on pollution, health, congestion, economy and use of big data for policy planning.

Challenges, risks and barriers of actionsChallenges and risks are mainly related to the time needed for regulation development adoption and implementation. The suggestion of this roadmap implies that while thinking globally (at the EU level and beyond), we should act locally (at each city level), for pursuing the effective implementation of the proposed actions.

Some of the actions can face barriers related to the achievement of good cooperation between the public and private sector, and among private stakeholders. For this reason, regulation and governance recommendations are integrated into this roadmap as a dedicated pillar, to speed up and improve common understanding (through data sharing & knowledge creation) and capacity of public stakeholders, while implementing cooperative UFT planning at local, regional and EU level.

Enabling technologies for each actionNew regulatory framework for participatory UFT planning through efficient multi-stakeholders governance should be sufficiently enabled by UFT monitoring techniques, new knowledge generation and data analytics technologies as well as governance and innovation management platforms.

11NOVELOG Roadmap

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12 NOVELOG Roadmap

4.2 Adapt infrastructures - Urban freight infrastructure development and maintenance Cities and public authorities can use a bundle of measures and actions to achieve and maintain an environmentally friendly and sustainable UFT system. These measures and actions depend on the (national and regional) legal situation and also on the actions of the responsible politicians. Therefore, the development of the appropriate freight infrastructure and its maintenance can start after the definition of the UFT actors’ requirements – according to the SUMP/SULP, if existing.

The objectives that need to be fulfilled The main objective is that the infrastructure fulfils the requirements of the different target groups (logistics operators, forwarders, carriers, b2b and/or b2c, operators of the infrastructure) and that it is framed within the restrictions and regulations of the city. As seen above, the involvement of the relevant stakeholders is crucial for working out the city’s regulatory framework for the delivery of goods (for the city centre or for other areas of the city). This cooperation may take the form of a permanent platform, where all stakeholders have the possibility – but also the commitment – for an active participation in matters of UFT shared solutions. Tools for planning and modelling UFT can assist stakeholders in final decisions. The implementation of new technologies, like EVs, can also assist a better and cleaner freight transport within a city.

Actions related to the objectiveIn order to work out the guidelines on restrictions and regulations for the use of the foreseen infrastructure, a city needs to implement the following actions:

ĉ Plan for data collection to get to know the present situation. How and by whom the goods are delivered to/from the shops (valid for b2b and b2c) – as the base for indicators and the future evaluation

ĉ Build a cooperation of the relevant and interested stakeholders (such as the NOVELOG Multi-Stakeholder Platform23)

ĉ Study of “conventions” of carriers and operators in the supply chain (both technical and organisational)

ĉ Study of the legal situation and its potential improvement

ĉ Confirmation of the political intentions and their scope, also considering the existing SUMP/SULP

Based on the results of the actions mentioned above, the functional requirements of the planned infrastructure can be defined. The infrastructure can be a urban consolidation centre (UCC), a micro-hub, an open parcel lockers system.

For the delivery of goods from a UCC/micro-hub to the shops/receivers, alternative vehicles (e-cargobikes, e-vans, stints etc.) are an excellent solution and enable to banish or discourage the use of fuel-driven vans. However, before its implementation the decision for the best suitable vehicles must be made according to the analysis of the specific context.

The expected impacts of each actionThe primary impacts of the development of a new UFT-related infrastructure can be differentiated according to following target groups:

ĉ Carriers/operators: reduction of driven km and of delivery time, no second attempts of delivery because of absent receivers, more efficient UFT

ĉ Consumers/clients: higher service by the lockers “near the house door”, reduction of noise and emissions (CO2, NOx), higher quality of life with fewer delivery vehicles in the housing areas

ĉ Shops: better service quality for shop-owners, clerks, no parking in front of the shop windows

ĉ City: less traffic by a coordinated delivery of parcels, reduction of noise and emissions (CO2, NOx), higher quality of life in the city, less loading zones needed

In addition to the above-mentioned issues, the Multi-Stakeholder Platform can promote and push decisions, and should give valuable advice to the decision making experts.

23 See NOVELOG SULP Guidelines: http://novelog.eu/downloads

13NOVELOG Roadmap

Challenges, risks and barriers of each actionThese impacts can be reached only if the framework – like regulations and restrictions – will be fulfilled by each stakeholder. There are some challenges which should be considered:

ĉ Data can be missing, incomplete – or on the other hand – there is so many data (exponentially growing haystacks), so that one might lose control. Then the used tools for planning and modelling might be useless. Therefore, it is essential to check which kind of data is really needed24: better less but more accurate data. Stakeholders are positive multipliers, don’t choose hesitating persons. Good risk management helps to detect risks on time and will enable to implement corrective actions.

ĉ The legal situation (local or national) is the base for the regulations. In order to work it out, it might be necessary to adapt some laws. The regulations should foresee as minor changes as possible to the legal situation, to avoid to start from the very beginning.

ĉ A critical issue is to finance the implementation and the operation of urban freight infrastructure. Based on the business model there will be different persons and companies that co-finance it. Basically, everybody who has an advantage from the new infrastructure, should contribute financially – i.e. carriers, receivers, and even cities.

Enabling technologies for each actionThe development of new infrastructure for UFT doesn’t automatically imply to use the latest technologies available on the market. However, it might help to make one’s life easier. To collect the needed data, automatization and the use of technical tools might be helpful. However, the shift from fuel-driven to EVs only partially solves the problem: a rethinking of the distribution operations must be included, to reach better cooperation and improved efficiency25. It is essential to consider the cost-benefit ratio in the field of technology, to avoid the introduction of highly sophisticated (and expensive) solutions generating insufficient improvements.

Business modelsThe development of an infrastructure – and its maintenance – must be worked out in a business and an operational model. It is crucial that as many stakeholders as possible will take profit of it. Therefore, the business model – e.g. based on CANVAS methodology – must consider the requirements of as many carriers/operators as possible. In accordance with the risk management, it is possible to adapt the business plan during the operation of the infrastructure.

A neutral stakeholder should operate the infrastructure, otherwise, it would be unlikely to be accepted by all the operators, who should be ensured that they will not lose clients as there is a tough competition between them. The city – or another public authority – should take care that the neutral operator stays neutral. One possibility is the ownership of the company of a neutral operator – at least to own the control stock of 25,1%.

24 See NOVELOG SULP Guidelines: http://novelog.eu/downloads 25 See FREVUE recommendations: https://frevue.eu/publications/

14 NOVELOG Roadmap

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15NOVELOG Roadmap

4.3 Adopt technologies - Interconnected and responsive UFT through “smart” solutions

The objectives that need to be fulfilledAlthough many cities have implemented technologies to move people more efficiently and safely within the urban environment, much less attention has been paid to the importance of delivering goods to retailers and to people at work and home. The movement of goods is an essential function in a city; however, this often means competition for traffic lanes and parking spaces. They’re also extremely vulnerable toward dynamically occurring disruptions, like traffic accidents, traffic jams or weather influences Therefore, smart solutions for interconnected and responsive UFT should be promoted as a priority.

Actions related to the objective

Realise blockchain for urban freight distribution“Smart contracts’’ enabled by blockchain technology are expected to support more efficient and secure collaboration among players. For example, some large transportation companies are working to digitise paper-based processes by using blockchain’s digital ledger, enabling secure information exchange between supply chain partners.

Favour the use of matching platformsThe sustainability of urban logistics is an essential issue for rapidly growing cities worldwide. Sharing is a big story for logistics now – from Uber-style approaches to last-mile delivery, to more formal Joint Ventures and partnerships at the corporate level - and the whole sector is redefining collaboration. However, much of this is hampered by inconsistencies in shipment sizes, processes or IT systems. Large e-commerce players, as well as various start-ups, now view last mile services as a key differentiator from their competitors.

Transparency about the status of their goods and control over delivery location and timing are both under increasing demand. Visibility into the delivery journey is a measure of the types of data available, the frequency that it is available, and the way that it can be used to make decisions. A transparent, real-time and autonomous supply chain platform, supported by AI, 5G and Internet of Things (IoT) offers to shippers, drivers and customers visibility on real-time capacity. Demand would increase asset utilisation and make pricing more representative of the market. This open network enhances end-to-end visibility across the supply chain supporting the workflow across companies and authorities, facilitates the automation of data flow and ensures the flexible relationship management of logistics actors.

Support fleet renewal and the diffusion of charging infrastructureConnected to the objective Adapt infrastructure, there is another parallel between personal transportation and freight hauling: with promises of greater fuel efficiency and improved safety, the progressive adoption of EVs has found its way to the trucking industry. Battery-powered and fuel-cell EVs ensure higher energy efficiency, lower emissions, greater energy diversity, lower maintenance costs, and new vehicle designs. The technology still has maturing to do, but even as they stand, EVs are expected to make up 35 per cent of new light-duty vehicle sales by 2040. Because their limited emissions are matched (for now) by limited range, electric trucks have made the most sense in crowded urban areas26 — the traditional stomping grounds of the critical last mile. Cities have also made it easier to set up electric charging stations where they’re needed, so a carrier could employ a large fleet of smaller trucks with short range, thereby drastically reducing the price of fuel per delivery. Tesla, for example, is working to develop heavy-duty trucks for high-density urban transport that promise to reduce the cost of cargo and improve safety. Dense areas may also enable high-speed, inductive charging infrastructure so vehicles can charge at different points along their routes, obviating the need to return to a central location to plug in27.

26 See FREVUE recommendations: https://frevue.eu/publications 27 See ASSURED project. Deliverable 2.1– Specification of city & PT stakeholders strategies and needs: www.assured-project.eu

16 NOVELOG Roadmap

Develop parking e-booking through ITSMany carriers are already investing in Cooperative Intelligent Transport Systems (C-ITS) to build a connected fleet, and those investments will likely continue; collecting the data is the first step toward insight. Developing and exploring C-ITS ‘Day 2’ and ‘Day 3’ services28 based upon the hybrid communication technologies and practices previously established for the taxi industry may help freight carriers negotiate the complexity of in-town delivery to understand the city UFT.

Support the development of collection and business intelligence on data from vehiclesIncreasing digitisation of the fleet through the application of sensors and integration of data from across the supply chain could enable carriers to create a virtual model of the network. This model can be used to compute and compare multiple scenarios in real time, enhancing decision making. The rise of 5G, IoT technology, end-to-end visibility networks and blockchain promises to create a high-volume and high-velocity data environment which will likely create opportunities for insight such as dynamic routing and ‘anticipatory shipping’29.

Favour the diffusion of standards on vehicle performance identification Due to the global nature of supply chains, consideration is also needed across all geographical levels: neighbourhood, city, regional, national and international. Just as carsharing and ridesharing have challenged traditional models of personal movement — including, for some, the very idea of owning a car — so too could greater sharing of commercial vehicles prompt a rethinking of how carriers operate. Sharing assets also can allow transportation companies to accomplish more and take better advantage of their own networks’ capacities. For example, by leveraging an adjacent network, a regional carrier could use others’ assets to deliver outside its typical area, increasing the utilisation of its assets by extending its reach. Regional parcel carriers already collaborate, but the technology could help reduce coordination costs and broaden their range by developing the concept of ‘Freight or Logistics as a Service’ which has many similarities with the ‘Mobility as a Service’ paradigm.

Alternative modes of transportDrones represent another new possibility for the freight business. Rather than replacing trucks, drones may become an excellent complement to them within larger freight systems, since they can take on many short-distance deliveries in a cost-effective manner; some companies are even experimenting with launching drones from the trucks themselves. However, cities need to understand and regulate Urban Air Mobility, which could potentially have undesired impacts on the livability of the urban environment. Autonomous delivery robots or e-cargo bikes could assist drivers with heavy loads or postal carriers with arms full of mail. This action is further defines in sub actions as follows:

ĉ Favour the use of augmented reality for deliveries

ĉ Support the diffusion of charging infrastructure

Include UFT data as part of the ITS Directive, and UFT as priority domain of Smart Cities initiativesFinally, the collection and analysis of UFT data is crucial for the policy planning on sustainable mobility. The establishment of smart tools such as flow sensors, Automatic number-plate recognition (ANPR) cameras, Radio-Frequency IDentification (RFID) gates for monitoring the freight flows inside the urban environment will help city authorities better understand the current UFT situation as well as identify the most appropriate policy measures for better quality of life through a more efficient and effective mobility system. Therefore, the UFT data should be first of all part of the ITS Directive30.

28 https://ec.europa.eu/transport/sites/transport/files/themes/its/doc/c-its-platform-final-report-january-2016.pdf 29 Amazon’s patent for a delivery system predicting what users will buy before they buy it 30 Directive 2010/40/EU on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport

17NOVELOG Roadmap

The expected impacts of each action ĉ Carbon footprint measurement via the

collection of data in cities

ĉ Reduced operating costs and increased safety on the roads thanks to autonomous technology making it practical for trucks to move packages with minimal human involvement, and plotting the most efficient routes to physically move inventory (truck platooning)

ĉ Increased data sharing among the supply chain actors through AI, autonomous, self-learning supply chain to:

ĉ Manage inventory and automation of the planning process

ĉ Track supply and demand and automatically adjust inventories (5G and IoT harmonised track trace technologies for cargo)

ĉ Streamline operations (real-time optimisation using unstructured data)

ĉ Reduced carbon footprint by sharing data on traffic and increase customer service quality and traffic congestion

ĉ Cost reduction and resource utilisation improvements through a higher load factor as well as the adoption of the same sharing economy business models such as data exchange platforms mechanisms, on-demand transportation, end-to-end visibility and ridesharing heralding an era of uberization of delivery and trucking.

Challenges, risks and barriers of each action ĉ Having the capital to implement autonomy

at scale may be the more considerable obstacle to widespread adoption. No matter how high-tech one truck’s system may be, autonomy will not work unless original equipment manufacturers (OEMs), infrastructure planners, and other third parties make corresponding advances. For years to come, liability and security rules may require that even a fully autonomous vehicle still have a driver on board. For example, driverless trucks could move goods over highway routes to distribution centres. While technology would drive this potential, the limiting factors may

be more traditional: the perception of safety, and the availability of the necessary capital. A different possible future would see the last mile as the frontier for autonomous vehicles, while infrastructures are ageing and corridors, terminals and hubs are not always at the right standards

ĉ Ethics and responsible innovation

ĉ Lack of trust and of governance model in sharing data among public and private stakeholders.

Enabling technologies for each action ĉ C-ITS hybrid, 5G, IoT technology, AI,

end-to-end visibility networks and blockchain, automation

ĉ E-roaming platform data harmonisation for e-charging and mass market of autonomous EVs

ĉ Traffic Management (TM) 2.0 concept – exchange of data among service providers, hub operators and traffic managers

ĉ Digitalising and combining physical and digital infrastructure

ĉ Automation technology (automated trucks and robots)

ĉ ‘Freight as a service’ sharing assets technology & governance.

4.3.1 Business models ĉ TM 2.0 concept – exchange of data

among service providers, hub operators and traffic managers

ĉ Automation technology (automated trucks and robots)

ĉ ‘Freight as a service’ sharing assets technology & governance.

18 NOVELOG Roadmap

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19NOVELOG Roadmap

For further information

www.novelog.eu

Dr. Georgia Ayfantopoulou (Coordinator) novelogoffice@certh.gr, gea@certh.gr

Giacomo Lozzi (Dissemination Manager) glozzi@polisnetwork.eu

NOVELOG consortium

The NOVELOG consortium comprises a variety of experts in the field of urban freight transport, ensuring the knowledge of the academic sector, the experience of cities, the expertise of consultants and the multiplier effect of European networks.

The sole responsibility for the content of this brochure lies with the authors. It does not necessarily reflect the opinion of the European Union. Neither INEA, nor the European Commission are responsible for any use that may be made of the information contained therein.