Webinar Environmental benefits of Electric Freight vehicles Monday 4 th September 2017
Speakers • Tanja Dalle-Muenchmeyer, Cross-River Partnership, FREVUE Coordinator & London demonstration • Yanjie Dong, Imperial College of London, FREVUE Research partner Freight Electric Vehicles in Urban Europe
Programme • 11.00-11.05: Welcome • 11.05-11.15: Presentation of the FREVUE project • 11.15-11.45: Presentation on the environmental benefits of electric freight – Reaction from a local demonstrator (London) • 11.45-12.00: Questions & Answers – Conclusion Freight Electric Vehicles in Urban Europe
FREVUE Freight Ele lectric Vehicles in in Urb rban Europe An In Introduction FRE FREVUE Web ebin inar 04 Sep eptember 2017
Objectives Demonstrate suitability of electric freight vehicles for urban last-mile deliveries Underpin future uptake of these vehicles Provide evidence for policy intervention Project to be finalised in September 2017 Freight Electric Vehicles in Urban Europe
Consortium Co-ordination and Dissemination City + Policy Research Cross River Partnership Hyer Polis Imperial College (Co-ordinator) London City of Amsterdam Logistics TNO (NL) City of Lisbon SINTEF (NO) City of Madrid City of Milan ICT Partners City of Oslo City of Rotterdam City of Stockholm Vehicle Manufacturers Grid Operators Swedish Transport Adm. EMEL Transport for London Freight Electric Vehicles in Urban Europe
FREVUE Vehicles Freight Electric Vehicles in Urban Europe
Findings • Vehicles technically and operationally suitable for most urban freight operations • Currently available range sufficient for most urban freight operations • A positive business case is achievable for small EFVs under 3.5t • For larger vehicles this is not impossible but more difficult • Attitudes towards EFVs change over time – for the better • Policy and governance changes are required • And, crucially, environmental benefits are significant Freight Electric Vehicles in Urban Europe
Thank you Tan anja Dal alle le-Muenchmeyer tanj anjadall llemuenchmeyer@ r@crossriv iverp rpartn tnership.org
Environmental Impacts of Electric Freight Vehicles in Urban Logistics Mr Yanjie Dong and Prof. John Polak Centre for Transport Studies Imperial College London 10
Agenda • The role freight transport in urban air quality and GHG emissions • Results from direct environmental impact assessment from FREVUE demonstration activities (Level 1) • Potential environmental benefits at different EFV penetration levels (Level 2) • Monetising the environmental impacts at different EFV penetration levels (Level 3) • Lessons learned from FREVUE experience
Environmental Impact – Context in London • Road transport contributes to 50% of NO x emissions and 53% of PM emissions in Greater London in 2013. • Road freight traffic (LGV and HGV traffic) is responsible for about one third of NO x emissions and a quarter of PM emissions from road transport in Greater London in 2013 • Road traffic volumes in Greater London have declined since 2000 but the proportion of goods vehicle traffic in London is growing year on year since 2009 • Continued reduction of main air pollutants from the transport sector achieved for the past two decades in the EU-28 • Transport is the only sector with increased GHG emissions in 2014 comparing to the its 1990 levels in the EU-28
Environmental Impact – Questions & audience Questions: 1. What are the direct systemic and environmental impacts from FREVUE demonstration activities? 2. What are the likely impacts at different EFV market penetration levels? 3. What are the total benefits to the society/city? Can these be monetised? Audience: • Logistic operators: to understand the difference they can make • Cities (policy makers): tools for policy making • Public: awareness of the importance of logistic transport and potential EFVs can achieve in resolving environment issues
Environmental Impact – Analysis strategy A three-level assessment was proposed to overcome the issue of small scale deployment: 1. Direct impact estimations: • Purpose: measure and estimate the direct environmental effects associated with the demonstrators • Carried out for all demonstrators 2. Traffic modelling to assess the impact at different EFV penetration levels: • Purpose: generalise the results to assess systemic impacts under different EFV penetration levels • Depends on existing traffic models and data availability – London & Amsterdam 3. Monetising environmental impacts • Purpose: a fuller understanding of the overall impacts of current and future technological and regulatory innovation • Depends on data availability and previous studies on some of the key parameters - London
Level 1 – Direct impacts on local air pollution • Results are based the 8 FREVUE demonstration cities (104 vehicles in total, over 700,000 kilometres) • Overall, the reduction of air pollutants because of FREVUE activities in all cities o Euro III: 2.1 tonne NOx reduction, 72 kg PM reduction. o Euro IV: 1.4 tonne NOx reduction, 23 kg PM reduction o Euro V: 1.1 tonne NOx reduction, 9 kg PM reduction o Euro VI: 0.6 tonne NOx reduction, 1 kg PM reduction • NOx saving equivalent to total road transport NOx emissions in the City of London for three days in 2013 • PM saving equivalent to total road transport PM emissions in the City of London for two days in 2013
Level 1 – Direct impacts on CO 2 emissions • Carried out both at the local level (direct GHG emissions) and the total environmental load (using Well to Wheel analysis) • In total, the FREVUE project has led to: ° local GHG savings of 385 - 400 tonnes CO2e ° total environmental GHG savings of 176 - 190 tonnes CO2e, i.e. approx. 45% ° equivalent to total road transport GHG emissions in the City of London for about one day in 2013 • Well to wheel emission reduction ranging from less than 10% to over 90% ° Fundamentally depends on the share of low-carbon energy in electricity generation. ° GHG savings are likely to be increased in future as the power sector is gradually decarbonised ° Other factors/assumptions also affect the calculated GHG savings, e.g., average load, road gradient, fleet composition, weather
Level 2 – Impacts at different uptake levels Impacts at different EFV penetration levels • Factors considered: ➢ Future predicted LGV/HGV flows/speeds ➢ Trip length distributions ➢ Precited Fleet composition forecast ➢ EFV Penetration levels • Scope: NOx, PM and GHG emissions • Tools: Traffic models: London (LoHAM) and Amsterdam (VMA) and EFT 7.0 Analysis area – within the M25 (inclusive)
Level 2 – Forecasts of future LGV/HGV traffic Freight traffic distributions: different spatial distributions can be observed 2021 AM peak - LGV 2021 AM peak - HGV Trip length distributions – mostly below 100km 2021 AM peak - HGV 2021 AM peak - LGV
Level 2 – Forecasts of future fleet composition Fleet composition forecast for London (source: Defra, 2013) Euro LGV HGV - rigid HGV - Artic Standard 2021 2031 2021 2031 2021 2031 Pre-Euro I 0% 0% 0% 0% 0% 0% Euro I 0% 0% 0% 0% 0% 0% Euro II 0% 0% 0% 0% 0% 0% Euro III 0% 0% 0% 0% 0% 0% Euro IV 6% 0% 3% 0% 0% 0% Euro V 23% 0% 20% 0% 6% 0% Euro VI 71% 100% 77% 100% 94% 100% HGV - rigid HGV - artic GVW 2021 2031 GVW 2021 2031 3.5-7.5 t 33% 33% 7.5-12 t 6% 6% 12-14 t 2% 2% 14-20 t 12% 12% 14-20 t 2% 2% 20-26 t 16% 16% 20-28 t 3% 3% 26-28 t 9% 9% 28-34 t 2% 2% 28-32 t 18% 18% 34-40 t 16% 16% >32 t 4% 4% 40-50 t 76% 76%
Level 2 – Results at different EFV uptake levels Three uptake scenarios: • Low - 10% of all freight traffic are electrified • Medium – 50% of all freight traffic are electrified • High – 100% of all freight traffic are electrified Low penetration level (10%), 2021: • NOx reduction of 402 tonnes • PM reduction of 3.8 tonnes • Local GHG savings of 284,000 tonnes of CO2e High penetration level (100%), 2031: • NOx reduction of 2500 tonnes • PM reduction of 16 tonnes • Local GHG savings of 2,900,000 tonnes of CO2e
Level 3 – Approach to impact monetisation Methodology • Based on DfT’s Transport Appraisal Guidance (WebTAG) • A hybrid approach: ➢ damage cost: are based primarily on the health impacts of air pollutants ➢ abatement cost: represents the indicative costs of additional abatement effort that would be required to comply with legal obligations if the scheme were to go ahead Dimension of analysis • air pollutants, including NOx and PM • GHG emissions Tools • Results from level 2 modelling work • WebTAG data book and assessment worksheets
Level 3 – Results of impact monetisation Valuation of NO x savings in 2021 with low EFV penetration Valuation of NO x savings in 2031 with high EFV penetration
Level 3 – Results of impact monetisation Valuation of CO2 savings in 2021 and 2031 (2017 price):
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