"更好的交付：货运研究最终报告——挑战与革新"

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The "Better Delivery: The Challenge for Freight" report, published in April 2019 by the National Infrastructure Commission, provides a comprehensive analysis of the challenges facing the freight industry and offers recommendations for improving the delivery of goods. The report emphasizes the need for an evolving freight system that can adapt to the changing demands of the modern economy. It also highlights the importance of a clean freight revolution, which involves transitioning to more sustainable and environmentally friendly modes of transport. One of the key challenges identified in the report is managing freight's contribution to congestion, particularly in urban areas. The report outlines the negative impact of congestion on productivity, air quality, and overall quality of life, and suggests measures to alleviate these issues, such as implementing efficient delivery scheduling and increasing the use of alternative delivery methods like rail and water transport. Furthermore, the report calls for a new status for freight within the broader transportation and infrastructure planning framework. It advocates for policies that prioritize the needs of the freight industry and ensure that it is adequately supported and integrated into the overall transportation network. Overall, the report provides a thorough examination of the challenges facing the freight industry and offers a comprehensive set of recommendations for addressing these issues. By emphasizing the need for a more adaptable and sustainable freight system, as well as the importance of integrating freight considerations into broader transportation planning, the report serves as a valuable resource for policymakers, industry stakeholders, and the general public alike.

National Infrastructure Commission | Better Delivery: the challenge for freight

Options for making better use of existing capacity are already being trialled and

adopted by the freight industry and local areas. Evidence suggests that demand

management through road pricing would be most effective in reducing congestion

when applied to all road users, not just freight. Innovative ways of altering the model

of last mile delivery are likely to become an increasing part of the overall mix and will

be important in helping manage freight’s contribution to congestion in busy urban

areas. National and local regulations that encourage new methods and approaches

to come forward and expand will be needed. However, these alone will only tackle

some of the problem and will not displace vans or HGVs, which are likely to remain

the primary mode for deliveries in towns and cities.

For longer distance haulage, new technologies and efficiency gains are likely to

be part of the solution in future, but currently only unlock marginal congestion

benefits. The congestion benefits of lorry platooning, which in theory reduces the

amount of road space that lorries occupy (among other benefits, such as improved

fuel efficiency), are unproven in the context of the UK’s road network. Better vehicle

loading and less empty running may help reduce the number of freight vehicles, but

opportunities for significant improvement are limited.

Clear and balanced local regulation for innovation

inurban freight

There are many emerging approaches to freight in urban areas which could help to

reduce the industry’s contribution to congestion. Consolidation centres have shown

that they can reduce freight trips into congested areas, but commercial viability

and industry appetite remain challenges to roll out. Much quieter electric vehicles

and the use of codes of practice for quieter deliveries could make retiming far more

acceptable in the short to medium term. Emerging schemes such as e‑cargo bikes

and portering can be an important addition to the last mile mix, helping bring in

changes that will support congestion reduction aims.

The freight industry is innovative and efficient in adapting to the environment

it operates in. However, in a competitive field, firms will only be able to adopt

practices that reduce congestion impacts if this will not put them at a disadvantage.

That means there is an important role for urban local authorities in creating the

conditions for innovation. Costs to consumers do not need to be high, as the

industry will be able to respond efficiently to clear and stable regulation.

The Commission’s National Infrastructure Assessment recommended that urban

local authorities should develop integrated strategies for transport, housing and

employment. For the impacts of freight to be managed, these integrated strategies

need to set out a clear plan for helping freight operators to reduce the congestion

impacts of freight activity. This means reviewing their local regulations to ensure

they strike the right balance in different situations. Peak time kerbside restrictions

may need to be tighter, encouraging more efficient activity when the road is busy.

But this may be offset by a more relaxed approach to night time activity, especially

for businesses meeting high standards for sensitive operation.

National Infrastructure Commission | Better Delivery: the challenge for freight

Temporary rule changes could help operators looking to trial new techniques.

Authorities should be empowered to make funding decisions where innovation

requires new local investment, which can best be achieved by giving them devolved

infrastructure budgets as recommended in the National Infrastructure Assessment.

Where the business case supports consolidation centres, authorities should use the

planning system to make land available and consider the case for funding land and

construction or subsidising operations in the short term. The case for consolidation

centres can be made stronger by building incentives for operators to make use of

them, through planning restrictions on new build properties and giving consolidated

services preferential regulatory treatment such as reduced loading/unloading

restrictions at the kerbside.

Recommendation 3: to help manage peak time congestion on the urban transport

network, local authorities should include a plan for urban freight within the

infrastructure strategies they are developing. These plans should review local

regulations to incentivise low congestion operations, consider the case for

investments in infrastructure such as consolidation centres, and identify the land

and regulatory requirements of new and innovative low congestion initiatives.

The Commission is already working with many of England’s cities through its

Next Steps for Cities programme, helping them to develop ambitious, effective

infrastructure strategies. This will include work aimed at helping cities to implement

this recommendation through sharing expertise and good practice on addressing

urban freight within an infrastructure strategy. The Commission has identified

five pilot cities, each of which is committed to a locally‑led policy review on how

best to support innovation in freight with the objective of reducing the impacts

on congestion. The cities and city regions – Bath, Brighton and Hove, Liverpool,

Southampton and the West Midlands – will set out their updated approach to freight

within their own local infrastructure strategies by the end of 2020.

Better planning to enable optimisation

Availability of land for freight distribution centres and other infrastructure is crucial

for the efficient operation of the sector, and will be even more important in future

for enabling optimised last mile operations. The most effective way of managing

freight’s impacts on congestion while allowing efficient operations is by planning for

the needs of freight at an early stage of statutory planning processes.

For major new developments, this should be part of the thinking from the outset,

recognising freight as an essential part of enabling and supporting infrastructure.

In existing urban areas where land is scarce, freight operations may not always be

able to compete with housing development values, leading to longer distances

to travel from depots to delivery destinations (and wasted mileage) – a particular

barrier to the uptake of innovative delivery methods such as e‑cargo bikes. In

some circumstances, there will be wider societal and economic benefits that justify

preserving land for freight distribution or encouraging a greater mix of land uses.

National Infrastructure Commission | Better Delivery: the challenge for freight

Decisions on when to allocate and protect land for freight activities will always

depend on the local context. However, the right decisions will only be made if this

is looked at explicitly as an issue and a conscious strategy adopted on the basis

ofevidence.

Recommendation 4: government should produce new planning practice guidance

on freight for strategic policy making authorities. The guidance should better

support these authorities in planning for efficient freight networks to service

homes and businesses as part of their plan making processes. This new planning

practice guidance, which should be prepared by the end of 2020, should give

further detail on appropriate considerations when planning for freight, such as

the need to:

 provide and protect sufficient land/floorspace for storage and

distribution activities on the basis of population and economic need,

with particular consideration for the floorspace requirements for last

mile distribution and consolidation centres;

 support the clustering of related activities within a supply chain,

minimising the distance that goods must be moved and maximising

the potential for efficient operations;

 maximise the potential for freight trips to be made at off peak

times;and

 accommodate deliveries and servicing activity at the point of delivery.

New and better data

For areas to deliver congestion management policies and schemes as part of their

development and transport plans, new and better data will be key. Data collected at

a national level is important in identifying overall trends, but with movement data

local policy makers can deliver targeted solutions. As outlined in the interim report,

existing technologies such as mobile phone GPS data, or intelligent Automatic

Number Plate Recognition, already provide viable collection methods for freight

data, particularly in urban areas where camera networks are in place. However,

local areas may struggle to identify viable technologies, develop the protocols to

utilise these technologies for data collection, or ensure a format that allows easy

comparison across historical data and with neighbours. Even where such solutions at

a local level are developed, wider rollout to other urban areas remains a problem.

Government can play an important role in unlocking this. Ensuring that data is

produced in a consistent format, and providing local authorities with minimum

standards for freight data and collection will be key in ensuring good, useful data

that can inform priorities and decisions.

Recommendation 5: government should develop a data standard for freight

data collection to support local authorities, outlining the requirements for

technological capability, data requirements, and data format. Such a standard

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