Webinar Environmental benefits of Electric Freight vehicles Monday - - PowerPoint PPT Presentation

Webinar

Environmental benefits of Electric Freight vehicles

Monday 4th September 2017

Freight Electric Vehicles in Urban Europe

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

FREVUE

Freight Ele lectric Vehicles in in Urb rban Europe

An In Introduction

FRE FREVUE Web ebin inar 04 Sep eptember 2017

Freight Electric Vehicles in Urban Europe

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

City + Policy

City of Amsterdam

City of Lisbon City of Madrid City of Milan City of Oslo City of Rotterdam City of Stockholm

Swedish Transport Adm.

Co-ordination and Dissemination Hyer Polis Cross River Partnership (Co-ordinator) Vehicle Manufacturers ICT Partners Imperial College London SINTEF (NO) TNO (NL) Research Logistics Grid Operators

Transport for London

EMEL

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
• perations
• 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

Thank you

Tan anja Dal alle le-Muenchmeyer tanj anjadall llemuenchmeyer@ r@crossriv iverp rpartn tnership.org

Environmental Impacts

• f 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 NOx 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 NOx 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

• Euro III: 2.1 tonne NOx reduction, 72 kg PM reduction.
• Euro IV: 1.4 tonne NOx reduction, 23 kg PM reduction
• Euro V: 1.1 tonne NOx reduction, 9 kg PM reduction
• 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 CO2 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
• ver 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 - LGV 2021 AM peak - HGV

Level 2 – Forecasts of future fleet composition

Fleet composition forecast for London (source: Defra, 2013)

Euro Standard LGV HGV - rigid HGV - Artic 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

• f 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 NOx savings in 2021 with low EFV penetration Valuation of NOx savings in 2031 with high EFV penetration

Level 3 – Results of impact monetisation

Valuation of CO2 savings in 2021 and 2031 (2017 price):

Conclusions

• Freight sector makes considerable contributions to air

pollutions and GHG emissions.

• The FREVUE analysis has shown that EFV offer scope

for substantial improvements in air quality and reductions in GHG emissions.

• These improvements can be translated into substantial

economic savings in direct damage and abatement costs

• There are however substantial uncertainties in these cost

estimates due to significant uncertainties regarding lags between action and effects

Thank you

Webinar

Environmental benefits of Electric Freight vehicles

Questions and Answers

Thank you!

Tomorrow: 5/09 - 3.0 .00 to 4.0 .00 3rd

rd FREVUE Webinar

The economics of f Electric Freight vehicles