Daniela Paddeu

Governments, industry and academia are paying high attention to autonomous vehicles and platooning, due to their high potential to transform public and private transport and reduce carbon emissions generated by road transport. The road freight sector is expected to be an early adopter of the autonomous technology due to the potential cost reduction for logistics companies. However, despite the expected fuel savings and polluting emission reductions due to truck platooning, actual benefits would strongly depend on the adopted technology and the operational conditions of the system. This paper investigates the potential for truck platooning to reduce carbon emissions from road freight, presenting a series of scenarios that vary by adoption rates, operational models and platoon size. Scenarios were co-designed with freight stakeholders to build a Truck Platooning Roadmap (2025–2050), considering a specific case study: the UK. Polluting emissions and related external costs are calculated across the different scenarios. Results show that there is high uncertainty for the adoption of truck platooning, with a potential first phase involving a small pool of low-automated trucks, and a second phase with a larger pool of high-automated trucks, reflecting higher economic and environmental benefits. A series of other technological and policy considerations are presented to support policymakers to draw a zero-carbon road freight strategy. Graphic abstract

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.

Freight transport in urban areas entails benefits (i.e. free access to goods when needed), but also negative externalities (environmental, social and transportation impacts). In response to these problems, the concept of city logistics emerged, for the purpose of planning, organizing, coordinating and controlling physical and information flows in order to find a compromise between efficient freight distribution in urban areas and protection of the environment. A typical city logistics initiative is the Urban Freight Consolidation Centre (UFCC), the benefits of which are significant. Its financial issues though represent a huge problem for public administrations. However, a large customer network, comprising retailers participating in the initiative, could make the UFCC a self-financing scheme. The key to expanding the scheme is closely linked with marketing campaigns and customer care. Therefore, customer care analysis represents an important tool in developing UFCC schemes. In this paper, a new Customer Satisfaction Index (CSI) is proposed for evaluating UFCC service quality. The new index, named CSImod, is a modified version of the traditional CSI, but places greater emphasis on customer dissatisfaction, so as to analyse the most critical areas of the service with a view to improving them. The index has been tested using experimental data collected within the CIVITAS RENAISSANCE Project, in which the Bristol and Bath Freight Consolidation Centre (BBFCC) scheme was evaluated. The evaluation was done from a user perspective, i.e. the participating retailers. The CSImod places more importance on the most dissatisfied customers making it possible to understand why they are dissatisfied and with what. Thus, it is possible to intervene with the aim of improving those areas of the service that are perceived as the worst. In spite of the high level of satisfaction with the overall service provided by the BBFCC, thanks to the CSImod the analysis pointed out that some retailers are dissatisfied with the delivery time arrangements and also with deliveries that were getting wet, issues about which the BBFCC manager was totally unaware. The CSImod could be used by UFCC operators to extend the network of the retailers involved and could therefore provide an implicit solution for making the scheme self-financing.