The demand for urban freight transport has increased due to the concentration of the population in urban areas and as the majority of the industrial production is delivered there. Cities and regions must also deal with an increasing specialization of the urban and economic system, with a global division of production and its associated freight. Transport of goods, both over long distances and within cities, contributes a substantial part of the total emissions generated from the transport sector, as well as congestion. In urban areas up to 20 % of traffic, 30 % of street occupation and 50 % of greenhouse-gas emissions are generated by freight. A lot of transport operations start or finish in an urban area. More than 50 % of freight tonnes transported by road in Europe are carried for a distance of less than 50 kilometres.To tackle this challenge, the SMARTSET project develops and shows how freight transport in urban areas can be made more energy-efficient and sustainable by a better use of freight terminals. To achieve this, the project provides examples of good practice supporting cities, regions and countries to contribute to the European Union “20-20-20” targets: reducing greenhouse gas emissions by 20 %, increasing the share of renewables in energy consumption to 20 % and improving energy efficiency by 20 %, all by 2020.
In this page:
- Creating cost effective solutions and sustainable business models for combined consolidation and zero-emission distribution of goods
- Demonstrating a model for zero-emission last mile distribution that can be adapted in a number of major, medium sized and small cities in Europe
- Demonstrating the potential of electric-powered distribution vehicles to and within cities
- Developing incentives and restrictions to stimulate consolidated distribution with electric-powered vehicles preserving and improving the quality of distribution services.
- Reduction of 9,051 tonnes CO2 emissions per year, reduction of 36 GWh energy consumption per year, reduction of 3,104 tonnes energy consumption per year, reduction of 50% vehicle kilometers generated from distribution, 5 terminals operating on market based conditions during the project period, 8 business models for terminal schemes covering different geographical sites, 3 business models for terminal schemes envisaged to be set up after the project period.
- The Canvas business model as used in SMARTSET can be applied to all of the sites and provide a good way to structure thoughts about how to approach a business model. However, it is important that proper training is given as to how the model works, and the different elements involved. Operational issues are difficult to foresee from the start, and business models should be planned in order to allow a smooth resolution of them as they emerge.
- The difference between cities having established a city logistics policy in the past vs "newcomer" cities emerged. Common objective is to make more sustainable the transport with specific focus on freight transport for every site. Quite similar solutions are adopted for freight planning in the sites, even if they are characterized by the dimension of the site itself and by a sort of national approaches.
- Networking at local level requires a lot of time, and different approaches, and this should not be underestimated, notably for application sites that start from scratch. The same holds true for National Networks: While in a country like Sweden, there are already operational National Networks, countries like Austria and Germany have to start establishing one.
Partners and coordinatorList Map
|City of Gothenburg||Sweden|
|Swedish Transport Administration||Sweden|
|Austrian Mobility Research / Forschungsgesellschaft Mobilitaet Gemeinnützige GmbH||Austria|
|City of Graz||Austria|
|Comune di Forli||Italy|
|Trivector Traffic AB||Sweden|
|Newcastle University||United Kingdom|