Shaping urban freight systems via a participatory approach to inform policy-making

© 2020 by the authors. In the upcoming era of new technologies, a transport system is expected to be 'more sustainable,' 'safer,' and 'more efficient.' However, to what extent is this true? Based on the results of a series of stakeholder engagement workshops, the paper explores the vision of different stakeholders about urban freight of the future. A Participatory Approach was used to allow stakeholders to identify the problem and co-design a set of solutions. Potential impacts of innovative urban deliveries on economy, environment, and society were analysed. Methodology and results were then compared with those of a city stakeholder engagement workshop delivered in Newcastle upon-Tyne in 2014. Stakeholders considered that an "engaging" and "easy to use" process was needed to facilitate the process and it encouraged participants to find solutions for a 'common good.' The participatory approach proposed in this process would support transport planners and policy-makers to design and implement a consistent policy framework for future sustainable urban freight systems

Is ‘Compact City’ a sensible planning approach? Empirical evidence of cross perceptions of travel attitudes in British settlements

This paper will present empirically based evidence from the UK in respect of the impact of neighbourhood design on travel behaviour using a case-study approach. The case-study is based on the metropolitan area of Tyne and Wear, North East of England. Ten different neighbourhoods have been carefully selected to characterise two different types of traditional and suburban neighbourhood street layouts. A self-administered questionnaire has been delivered to 2,200 households to capture neighbourhood design, travel patterns, travel attitudes and socio-economic characteristics. Multivariate analysis of cross-sectional data shows that some socio-economic variables as well as travel attitudes and neighbourhood design preferences can explain the differences in travel patterns. Furthermore, the application of a regression analysis model for different neighbourhood types reveals that the traditional neighbourhood group has more sensitive factors that influence the differences in travel pattern than the suburban neighbourhood group, suggesting that land-use policy designed to accommodate low carbon-based travel neighbourhood characteristics will have greater impact on the traditional group than the suburban group. This finding suggests that the generic measures implied by UK land-use policy to promote sustainable mobility should be selectively targeted

CoDe ZERO: development of a Co-Designed ZERO-carbon urban freight system

This report presents the results of CoDe ZERO, a six-month project funded by the Decarbon8 network through the Engineering and Physical Sciences Research Council (EPSRC). The aim of the project was to understand challenges and opportunities of freight decarbonisation in urban areas in the North of England, considering the perspective of key freight stakeholders based in the North. The project was led by Dr Daniela Paddeu (Centre for Transport and Society at the University of the West of England, Bristol), who designed and ran the project in collaboration with Transport for the North (TfN) and Dr Paulus Aditjandra (University of Newcastle upon Tyne). The main output of the project is a co-designed roadmap with a series of solutions to achieve urban freight decarbonisation by 2040. Findings show that stakeholders understand the importance of decarbonising urban freight to achieve the net zero target by 2050 (or even sooner) but believe there are a series of challenges, mainly related to the development of efficient cleaner technological solutions and to behaviour/organisational change

Evaluating the impacts of urban freight traffic: application of micro-simulation at a large establishment

Heavy Goods Vehicles, HGV, and Light Goods Vehicles, LGV, are a significant contributor to air pollution problems in urban areas. This paper quantifies the contribution to the environment of the deliveries to a single, large city employer addressing a research gap in the literature. Analysis of data from comprehensive surveys carried out over two years demonstrated that freight delivery traffic generated by an urban establishment with multiple properties in a compact urban setting, is characterised by a high proportion of LGV consistent with recent national and international trends. Also, despite freight traffic is only 10% of local traffic, more than 50% serves the single establishment, suggesting a different approach to policy making driven by the employer should be explored. The modelling results showed, relatively, the largest contribution to total emissions comes from HGVs in the AM peak, 13.8%, 43.7%, 9.2% for CO2, NOx and PM respectively. LGV contribute less, with 5.5%, 3.8%, 6% for CO2, NOx and PM respectively but more responsible for local congestion due to their numbers. This research is the first known study of its type and with the unique combination of measurement and traffic microsimulation allowed consideration of more effective traffic management strategies as well as providing evidence to support a consolidation centre for deliveries outside the city with fewer electric or low emissions last mile vehicles reducing substantially the environmental impact. The research outputs are relevant to many other similar cases in UK and Europe. The paper contributes to the ongoing development of research and policy looking to achieve sustainable urban logistics through receiver and purchasing led initiatives

Report on findings on transportation and logistics of selected food value chains:Salmon to fillet case study

• Transportation has significant impact on food costs and the environment. It is a major contributor to carbon emissions, accounting for almost a quarter of the CO2 emissions in the EU, of which 30% is attributed to the food sector. • This deliverable addresses the modelling of food chains’ transportation and logistics. It develops a robust model for policy support, which is applied to a specific case as a worked example. The approach can be used to model the transport and logistics of other food supply chains, given data availability. • The mathematical modelling aims to optimise the cost and effectiveness of logistics operations. It also allows for the integration and consideration of environmental aspects within transportation, processing and distribution operations. • Specifically, the deliverable focuses on the development of a logistics mathematical model using Atlantic salmon as an exemplary example of a globally integrated food supply chain. A Norwegian salmon exporter was engaged to supply data for validating the mathematical model. • The model follows a multi-objective optimization approach that captures the trade-off between total logistics cost and the environment. It has two objectives. Firstly, to minimize total costs associated with transportation, fuel consumption, inventory holding, processing and residuals/waste. Secondly, to reduce CO2 emissions incurred by production at plants, transportation from suppliers to plants, and transportation from plants to customers. • Constraints related to supply, processing capacity, storage capacity, demand, carbon emissions, inventory balancing, transportation capacity, and different modes of transportation between different types of plants and facilities are also consider within the model. • Model development, validation and policy recommendation occurred in four stages: (i) mapping supply chain linkages and product flows, (ii) designing the mathematical model, (iii) data collection for parameters of the model and (iv) model validation and deriving policy recommendation. • Before modeling, consultation with salmon supply chain actors occurred as a first step to map the supply chain linkages. This involved expert interviews with VALUMICS partners. • Based on the mapping of the supply chain, a mathematical model was developed. However, given the complexity of the supply chain and the limited information that can be drawn from a single company which completely covers both the supply and the demand ends of the value chains, the model was divided into two stages (Model N1 and N2) • First it optimises the supply chain network from salmon farms, abattoirs, primary processing plants, secondary processing plants and wholesalers so to meet the demand of the Secondary Processing Plants and Wholesalers for Fresh HOG (Head-on-Gutted) product (Model N1) (farm to wholesaler). • Second, it addresses the supply chain from the secondary processing plants and wholesalers to retailers. The secondary processing plants process HOG into whole fillet, salmon by-products and some residual amount so to meet the demand of retailers (Model N2) (wholesaler to retailer). • An additional model (Model M) allows for the optimisation of the overall supply chain network where, for example, a Company X tries to meet the demand of retailers in different time periods (farm to retailer). • A transportation scenario analysis was also conducted by considering options for various maritime transportation routes from primary processing plant to secondary processing and primary processing plant to various wholesalers. • The results from the three models highlight that it is essential for any company to optimise the overall supply chain network system (from salmon farms to retailers), as the total cost for model M is relatively much lower than the combined total cost of N1 and N2. • Each model also shows that the supply chain network is sensitive to fuel cost and consequently, fuel consumption and distances between actors across the supply chain. • Environmental impact is generally measured by fuel consumption during operations and in the case of food chain, transportation and distribution are important contributors via the use of fuel-based vehicles, sea vessels and/or airplanes. • The scenarios analysis highlights the importance of adopting maritime transportation routes in terms of significantly reducing the total cost, fuel cost and overall carbon emission. Hence shifting certain logistics operations from road to maritime transportation from the perspective of economic and environmental benefits are advocated. • For short to medium distances (vans, trucks, rails and sea vessels) that covers transportation trips to reach airport hubs and big cities, lowering CO2 emissions depends on the emissions ratio (the relative emissions impact of delivery vehicle when compared to personal vehicle – mostly applied in urban logistics) and customer density. • For long distance transport (air), environmental improvement can be mainly achieved through technological development and this has been well supported by research dedicated specifically to address EU aviation industry challenges. • The models are developed for a planning horizon consisting of discrete time periods, aiding the possibility of studying demand and supply uncertainty and its consequences in supply chain decision making. Hence, they help decision makers to identify the changes in a supply chain network when different transportation routes are adopted (for example whether maritime routes can be adopted or not in place of road/rail transportation, to address environmental concerns related to fuel consumption and carbon emissions). • The models are valuable for policy makers in terms of understanding the costs and emissions associated with different food supply chains, as well as the effects of particular policy interventions and market developments (e.g. variation in demand, fuel costs, emission and waste constraints). • They can aid supply chain managers to make decisions regarding the amountof inventory to be kept in different time periods.Aditjandra, P., De, A., M., Gorton, M., Hubbard, C., Pang, G., Mehta, S., Thakur, M., Richardson, M., Bogasson, S., Olafsdottir, G. (2019) Report on findings on transportation and logistics of selected food value chains. VALUMICS "Understanding Food Value Chains and Network Dynamics", funded by European Union's Horizon 2020 research and innovation programme GA No 727243. Deliverable: D7.1, Newcastle University, UK, 94 page

Food consumption behaviours in Europe:Mapping drivers, trends and pathways towards sustainability

Why do European consumers buy food the way they do? Which key factors drive Europeans’ food consumption patterns and how could they be used to create pathways toward sustainability? The VALUMICS project’s evidence-based report provides insights to what influences consumers the most in their food choices. The report ‘Food consumption behaviours in Europe’ brings together data across various countries, such as the United Kingdom, Germany, France and Italy. Through in-depth literature research, focus groups and expert consultations, the report provides a better understanding of the status quo, trends, motivations as well as barriers and opportunities towards more sustainable food consumption behaviours in general. The focus is on five product categories: Beef, dairy, salmon, tomatoes and bread. Findings indicate that food consumption behaviours can be largely attributed to price considerations, family eating habits, health concerns or social contexts of consumers. The report highlights that environmental awareness and values play little to no role in the consumption patterns. “Certain changes can only be made by politics, or the EU in this case, which should impose high sustainability limits and standards: for example, banning disposable plastics is a good start. Until certain management practices are allowed, it is difficult to behave more sustainably because everyone else can be more economically competitive” noted one of the experts interviewed for the report. Other actions suggested in the report include fostering stronger communication channels between producers and consumers, with the potential for increasing the resilience of food value chains as well as using behavioural insights to inform strategies and action plans for more sustainable food consumption. The report ’Food consumption behaviours in Europe’ is the first in a series of VALUMICS publications focusing on analysing food consumption. The upcoming reports look into successful interventions for sustainable food behaviour, multi-stakeholder recommendations toward more sustainable food consumption, and food retailer interventions to support this shift.Nicolau, M., Esquivel, L., Schmidt, I., Fedato, C., Leimann, L., Samoggia, A., Monticone, F., Prete, D.M., Ghelfi, R., Saviolidis, M.N., Olafsdottir, G., Sigurdardottir, H., Aubert, P.M., Huber, E., Aditjandra, A., Hubbard, C., De, A., Gorton, M., Čechura, L., Bogason, G.S., Brimont, L., Odene, J. & Schamari, D. Report on (2021) Food consumption behaviours in Europe. Mapping drivers, trends and pathways towards sustainability. VALUMICS "Understanding Food Value Chains and Network Dynamics", funded by European Union's Horizon 2020 research and innovation programme GA No 727243. Deliverable: D6.1, CSCP, Germany, 87 pages

The impact of urban development patterns on travel behaviour:Lessons learned from a British metropolitan region using macro-analysis and micro-analysis in addressing the sustainability agenda

AbstractThe objective of this paper is to gain a clearer understanding of the strategic relationship between a series of studies addressing the sustainability agenda. The analysis uses qualitative and quantitative data derived from two studies: the regional (macro) integrated transport and land-use model data and the micro-analysis of ten selected neighbourhoods, both of which have taken place in the North East of England. The interview with local authorities demonstrated that, despite the sustainability agenda being high on their list, there are issues with embracing social, economic and environmental aspects in equal manner, relating to transport. The macro-analysis shows that different land-use scenarios influence only a small part of travel behaviour. The main argument was that the changes in land-uses and transport provision are relatively marginal, compared to the existing development. The micro-study, on the other hand, demonstrated that it is the attitudes of citizens, rather than the neighbourhood characteristics, which play the bigger role in influencing the patterns of car travel, thus suggesting that future policy work on attitudes may have a bigger impact in influencing travel behaviour