PLANNING OF CARGO BIKE HUBS

A guide for municipalities and industry for the planning of transshipment hubs for new urban logistics concepts The project "Cargo Bike Hub" is funded by the Federal Ministry of Transport and Digital Infrastructure via the implementation of the National Cycling Plan 2020.

Authors: Tom Assmann M. Sc. (ILM) Florian Müller M. Sc. (IPSY) Sebastian Bobeth M. Sc. (IPSY) Leonard Baum B. Sc. (ILM)

Chair of Logistics Systems, Institute of Logistics and Material Handling Systems (ILM) Univ.-Prof. Dr.-Ing. habil. Prof. E. h. Dr. h. c. mult. Michael Schenk

Chair of Environmental Psychology, Institute of Psychology (IPSY) Prof. Dr. Ellen Matthies

Otto-von-Guericke-Universität Magdeburg October 2019

Layout and Design: FORMFLUTDESIGN – www.formflut.com

English Version 2020 - Translation, Layout and Design CityChangerCargoBike Project

The Project „Cargo Bike Depot“ was accompanied by the project advisory board with representatives from: Cargobike.jetzt; Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR); DPD Deutschland GmbH; Neomesh GmbH (CLAC-Aachen); PedalPower Schönstedt&Busack GbR; Stadt Köln – Amt für Straßen und Verkehrstechnik; United Parcel Service (UPS); Zentrum für angewandte Psychologie, Umwelt- und Sozialforschung (ZEUS GmbH). CONTENT 1. Objective 7 5. Components of planning 18 5.1 Implementation planning 18 5.2 Area 19 2. Basics of Urban Cycle logistics 7 5.3 Usage 20 2.1 Definition Cargo Bike 7 5.3.1 Cooperative vs. concessionary use 20 2.2 What types of cargo bikes are available 7 5.3.2 Combined uses vs. mixed uses in the object 20 2.3 What are the potential uses of cycle logistics? 7 5.3.3 Cargo bike volume depending on the type of use 21 2.4 How is the integration into logistic processes carried out? 8 5.3.4 Additional Consideration: Air pollution improvement potentials of 2.5 How are goods transferred to cargo bikes? 9 cycle logistics 22 2.6 Logistical procedure of cycle logistics for the last mile 10 5.4 Location 22 2.7 Micro-consolidation and integration of local cycle logistics providers 11 5.4.1 Location in the city 22 5.4.2 Location in the city area / quarter 22 3. Selected best practice examples 11 5.5 Infrastructure 22 5.5.1 Traffic Design Suitable for Cargo Bikes 22 4. Planning process for cargo bike transshipment hubs 12 5.5.2 Recommendations for roads suitable for cargo bikes 23 4.0 Initiation of planning 12 5.5.3 Types of routing 27 4.1 Definition of targets 12 5.5.4 Improvement of traffic through cargo bikes 29 4.2 Concept planning 14 5.5.5 Improving the perceived safety with cargo bikes 30 4.3 Rough concept and determination of requirements 14 5.5.6 Cargo bike loading zone 31 4.4 Search for areas 15 5.6 Urban integration / design requirements 31 4.5 Modification & Iteration 15 5.7 Stakeholder and acceptance 34 4.6 Public Participation 16 5.8 Funding 36 4.7 Implementation planning 16 5.9 Improvement of planning 37 4.8 Evaluation 17 4.9 Consultation 17 6. The "ideal" transshipment hub 38 4.10 Additional Consideration: New planning of quarters 17 4.11 Additional Cosnsideration: Scaling and standardization 17 Annex 39 A1. Methodological remarks 39 A2. Overview of the cargo bike models 40 A3. Reference values for improving air pollutant emissions 41 A4. Traffic quality of generalised urban roads 43 A5. Air pollutant emissions from delivery by vans and cargo bikes 43 References 44 Figures & Tabels 45 Imprint 46 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

1. Objective 2. Basics of Urban Cycle logistics Cargo Bikes are emission-free, environmentally friendly and low-noise vehicles. They thus have the potential to 2.1 Definition Cargo Bike contribute to CO2-neutral city centre logistics, as targe- ted by the EU by 2030. They are also able to significantly Cargo bikes are bicycles equipped with a box for reduce nitrogen oxide and fine dust emissions as part of transporting freight. They are legally a bicycle if the electrical air pollution control. Cargo bikes can make effective and support power does not exceed 250W continuous rated economical logistics concepts possible, especially for the power and the maximum speed for bicycles with electric growing area of small consignments such as parcels. support remains below 25km/h (data relates to the German regulation on cargo bikes). Some basic performance Bicycles and cycle logistics have established themselves indicators are shown in Table 1. in the public discourse on the design of urban transport and urban logistics. However, the specific knowledge about the Table 1: General data of (electrically assisted) cargo bikes diversity, functions and special features of cycle logistics (Assmann & Behrendt, 2017) with a focus on the last/first mile of logistics chains is still limited. Many pilot projects in German cities show that cycle logistics concepts can be successfully implemented, but so far there is a lack of generalised planning knowledge that allows the establishment and scaling of cycle logistics systems beyond the pilot status. There is a lack of orientation aids that provide municipal planners with concrete process knowledge for planning. /

In the "Cargo Bike Hub" project, the Chair of Logistics Systems and the Chair of Environmental Psychology at / the Otto-von-Guericke University of Magdeburg dealt with concrete questions concerning the implementation of transshipment hubs in urban areas. This resulting guideline is addressed directly to municipal planners and has the * If necessary, this results in a strong speed advantage compared to goal, passenger cars/Vans, since no search for a parking space is necessary and it is possible to bypass traffic jams and use cycle paths, pedestrian • to provide a basic overview of cycle logistics in the last/ zones, approved one-way streets, etc. first mile of logistics chains (sections 2 and 3), Abbreviations • to define a general planning process for the 2.2 What types of cargo bikes are available implementation of transshipment hubs for cycle B2B 4 Business-to-Business logistics as a blueprint for municipal planning with Cargo bikes can be subdivided into different classes, which (delivery to commercial customers) logistics experts (Section 4), have significant differences in design, driving dynamics, B2C 4 Business-to-Customer • to make recommendations from a logistical, traffic and payload and usable volume. Table 2 gives an overview of (delivery to private customers) acceptance point of view on the implementation and the logistically relevant models; a complete overview can 4 Zoning Plan Z-Plan design of the components of cycle logistics on the last/ be found in Annex A2. For logistics applications boxes that d 4 Day IN 4 Inhabitants first mile (Section 5) and are lockable, weatherproof (closed) and contain internally E-Van 4 Van with electric propulsion • to present recommendations for the long-term planning flexible boxes with high volumes (approx. 1.5m³ to 2.2m³) GIS 4 Geo Information System and improvement of the framework conditions for cycle are of particular relevance and usefulness. Hub 4 Transshipment location of a logistics (sections 3-6). logistics service provider 2.3 What are the potential uses of cycle logistics? C 4 Commune This guide focuses on the fast-growing courier, express CEP 4 Courier-, Express- and Parcel Service and parcel (CEP) market and its logistics players. However, Cargo bikes have a generally high - but within the individual 4 cTN Cooperative Transshipment Hub many of the findings can also be transferred to other areas segments of the CEP market very different - application (4 Hub) or generally to urban, transport and logistics planning. potential. Couriers, especially bike couriers with inner- L 4 Logistics provider LEV 4 Light Electric Vehicle city, small, time-critical shipments, have a particularly CB 4 Cargo Bike high operational potential. The final report of the project MCC 4 Micro Consolidation Centre "I am replacing a car" (Gruber, 2015) offers more in-depth Par. 4 Parcels information. sTN 4 Singular Transshipment Hubs When it comes to parcel delivery, cargo bikes are particularly (4 Hub) suitable for small, light consignments, which are currently on HGT 4 Heavy Goods Traffic the increase, especially for deliveries to private customers 4 UCC Urban Consolidation Centre (B2C) (Bogdanski, 2017). The areas of application are (analog: Freight Centre) p.TW. 4 Permissible Total Weight

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Table 2: Cargo bikes for logistics applications; standardised volume dimensions (height, width, length in cm) In multimodal systems, the cargo bike is used in combination Singular transshipment hubs (sTN) can be mobile, with other means of transport for goods transport. These semi-stationary or stationary. The concrete evaluation and 2 3 realize the inflow from a hub (warehouse, transshipment planning are described in the section (-> Components of terminal, etc.) to the transshipment hub for fine distribution Planning). Figures 3 and 4 show exemplary pictures of rea- with a cargo bike and replace the direct line distribution lisations. L from the hub that is usual in conventional delivery (see Figure 2). 2.5 How are goods transferred to cargo bikes?

Figure 2: Possible applications for cargo bikes in The transshipment of consignments on cargo bikes can multimodal systems basically be realised using the two procedures in Table 4. Manual transshipment is currently the dominant method; in individual cases swap bodies are used in the CEP sector. Transshipment equipment such as forklift trucks is of no importance due to the small consignment structure. 4 4 Table 3: Overview of different hub types

dense urban areas (e.g. Wilhelminian style districts) with a high residential share and increased traffic problems. Here, representatives of CEP services cite a potential of between 50% and 80%. Commercial city locations with a high proportion of business customers (B2B) are – to a limited extent - suitable for some parcel services. For the supply of places with high demand (e.g. shopping centres), S cargo bikes do not make sense. For express shipments // that are time-critical, the cargo bike is particularly suitable for small shipments (e.g. documents) in inner- city locations.

2.4 How is the integration into logistic processes carried out?

For the use of cargo bikes, suitable cargo bike models must be selected according to the specific material flow (goods, type of consignment, type of service). Regarding the material flow structure, cargo bikes can be integrated into two types of logistics systems: monomodal and multimodal. In monomodal systems, only the cargo bike is used as the sole means of transport, for example for direct inner-city journeys (Figure 1).

Figure 3: Micro Consuldation center MCC (Velogista, Figure 4: Cooperatiove hub (KoMoDo, Berlin), © Michael Berlin); © Martin Schmidt Kuchenbecker

Figure 1: Bicycle courier, CLAC-Aachen/ neomesh GmbH

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Manual The use of mesh-wire containers can significantly Due to the load volume of cargo bikes and the direct 3. Selected best practice transshipment reduce the effort of manual transshipment at the hub location of the transshipment hubs at the delivery areas, No Requirements , examples but double (or more) and transshipment hub. At the hub, these are roughly it is usual for a cargo bike rider to make several routes manual handling of loaded with the consignments for the cargo bikes. A route per day. Depending on the CEP service, this corresponds Below are some well documented best practice examples the goods assignment can already be carried out here but does not to different service offers (e.g. delivery before 12 o'clock). from Germany including web links. © Michael replace a route sorting in the individual route design of the By returning several times, it is also possible to pick up Jäckel-Cüppers drivers. The use of mesh-wire containers requires ramps shipments and returns. Usually, deliveries are made very Semi-stationary transshipment hubs at the transshipment hubs and/or tail lifts so that they can early in the morning and contain the shipments for one day. // Hamburg be rolled into and out of the vehicles. This is standard for In the late afternoon/evening the returns, collections and Ninnemann, Jan et al. (2017): Last-Mile-Logistics Hamburg – Interchangeable trucks, but not for conventional delivery vehicles (vans). undeliverable shipments are picked up and returned to the Innerstädtische Zustelllogistik. Hamburg: HSBA Hamburg School of container hub. Device for winding Business Administration. When are used, they are available at the and unwinding or swap bodies https://www.hsba.de/fileadmin/user_upload/bereiche/forschung/ For- hub and are usually pre-sorted by their destination streets. Large pick-up customers are usually still driven served with lifting and lowering schungsprojekte/Abschlussbericht_Last_Mile_Logistics.pdf necessary. (here Transport at the transshipment hubs must be by truck; vans conventional vehicles. In some cases, it is vehicles that provided on the cargo are not suitable for this. The swap bodies are parked on- handle the inbound and outbound deliveries and pick-ups bike) Henrich, Philipp; Tetens, Gönke (2018): “Mikro-Hubs als site, the trucks move away again, and the cargo bike rider in the meantime, thus increasing vehicle utilisation. © DPD Lösungsbeitrag für die nachhaltige Belieferung auf der letzten Meile. carries out a manual sorting of the consignments. Instead Erfahrungen aus Hamburg.” In: Lieferkonzepte in Quartieren – die of a swap body, lowerable containers are also offered on Besides cargo bikes other transport means can be used for letzte Meile nachhaltig gestalten Lösungen mit Lastenrädern, Cargo the market. delivery from the transshipment hubs. For very short deli- Figure 5: Transshipment variants for cargo bikes Cruisern und Mikro-Hubs. Hrsg.: Wulf-Holger Arndt; Tobias Klein. very distances, the use of a hand truck can also be useful. Berlin: Deutsches Institut für Urbanistik. The use of is much discussed and technical Likewise, the use of light electric vehicles (LEV) with higher 2.6 Logistical procedure of cycle logistics for the last swap bodies https://difu.de/publikationen/2018/lieferkonzepte-in-quartieren-die- solutions are offered by various manufacturers of cargo capacity e.g. large-volume shipments is conceivable and is mile letzte-meile-nachhaltig.html bikes. In this scenario, the swap body is already loaded in already being practised. the correct sequence for a route at the hub. It is then driven In the following, the focus in the description is on (single // Munich and cooperative) transshipment hubs, but similar process to the transshipment hub where it is loaded as a closed unit 2.7 Micro-consolidation and integration of local cycle sequences with MCC are conceivable. From the hub, the onto the cargo bike. This process is particularly suitable for logistics providers Bauer, Uta; Lindloff, Kirstin; Stein, Thomas (2018): “Mikro- shipments are transported to the transshipment hub in mobile solutions due to the simple transshipment. It should Depots in innenstadtnahen Wohnquartieren. Erste Ergebnisse und the city centre (or the outskirts of the city) by van or truck be noted that in the case of swap bodies, transshipment In the following, the guide focuses on transshipment hubs Diskussionen im Rahmen des Forschungsprojekts „City2Share“.” In: (7.5t or 12t). Figure 6 shows this process in the four basic and transshipment is carried out by rolling the containers, of CEP services. However, the involvement of local cycle Lieferkonzepte in Quartieren – die letzte Meile nachhaltig gestalten process types. which must be possible. One manufacturer also offers logistics specialists can be a significant factor for success- Lösungen mit Lastenrädern, Cargo Cruisern und Mikro-Hubs. a combination with swap bodies and swap containers ful implementation and long-term establishment of cycle Hrsg.: Wulf-Holger Arndt; Tobias Klein. Berlin: Deutsches Institut für In the manual process, the transshipment of the shipments remaining on-site as a semi-stationary solution. logistics on site. There are two possible ways of integration Urbanistik. (parcels) is done manually. These are roughly sorted for local cargo cycle logistics providers: https://difu.de/publikationen/2018/lieferkonzepte-in-quartieren-die- in the hub, i.e. the consignments for the cargo bike are Swap bodies are rarely sorted to the finest degree at the letzte-meile-nachhaltig.html sorted out and assigned to the relation for the flow into the hub, but often only at the transshipment hub. The reason • Micro-consolidation and inner-city hub: Local cycle transshipment hub and loaded manually into the vehicle. is that the cargo bike riders are not present at the hub, logistics specialists transport many purely inner-city con- Niels, Tanja; Hof, Moritz Travis; Bogenberger, Klaus (2018): At the transshipment hub, unloading and transfer are however it is they that usually have the expertise to signments and receive orders from supra-regional logis- “Design and Operation of an Urban Electric Courier Cargo performed manually. In the transshipment hub, the routes determine the most efficient route within their delivery area. tics networks outside the parcel services. They also need Bike System.” In: 21st International Conference on Intelligent are finally loaded by the drivers in the individual sequence. transshipment hubs near the delivery areas. With the guide, Transportation Systems (ITSC) Maui, Hawaii, USA, November 4-7, The time-consuming manual sorting can be reduced in these can be planned analogously as singular solutions. 2018. advance by fine sorting into boxes with route assignment. Alternatively, local cycle logistics companies should be in- https://www.researchgate.net/publication/329196075_ Design_and_ volved in the planning of cooperative transshipment hubs, Operation_of_an_Urban_Electric_Courier_Cargo_Bike_System as they represent a good addition to the parcel services due to the additional quantities of consignments and their Stationary transshipment hubs local anchoring. Local cycle logistics providers can also be // Nuremberg partners for white label deliveries , but their implementa- Bayer, Marius; Seidenkranz, Markus (2019): “Erfolg durch Methodik tion requires further investigation (> Usage) beim Mikro-Depot-Projekt in Nürnberg.” In: Nachhaltige Stadtlogistik. Hrsg.: Ralf Bogdanski. München: Huss-Verlag. • Local cycle logistics providers as service providers: https://www.th-nuernberg.de/fileadmin/thn_forschung-innovation/ The acquisition of personnel for delivery is currently a challenge for CEP services. Local cycle logistics providers Vorlaufforschung/2017/1_MikroDepotKonzept.pdf have better access to a pool of skilled personnel favouring the bicycle due to their local roots "in the scene". The integ- Cooperative transshipment hubs ration of local cycle logistics providers as service providers // Berlin for parcel services can thus improve implementation. https://www.komodo.berlin/

Figure 6: Process description for hubs

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4. Planning process for cargo 4.0 Initiation of planning

bike transshipment hubs

Planning is essential in the introduction of cargo bike transshipment hubs. In this step, a stakeholder (> Stake- Necessary preliminary remarks holder) approaches the other actors with a planning

• The description of the planning process and the motivation resulting from a certain problem situation and components is based on nine qualitative planning- with a corresponding motivation to act. Initiating actors are centred expert interviews with logistics planners and usually: municipal planners conducted in the project "Cargo

Bike Hub" (for more details see Annex A1). A review > Municipal administration or an entrusted department and assessment were carried out based on 19 of a municipal administration [LA]

acceptance-oriented expert interviews in the course of > CEP services, other logistics companies, cycle the same project. logistics companies [L] > Research projects or research institutions • The illustrated planning process is ideal-typical and > trade or business associations starts with the first intention of planning a sustainable > City policy / City council. [LA] delivery. Practical experience can deviate greatly

from this. This is especially the case if one side The involvement of the municipality is explicitly (municipality or logistics operator) already starts recommended. For logistics providers, the fact that respon- formulating objectives with very concrete ideas about sibilities and contact persons vary from city to city represent deeper planning steps (e.g. objective of unconditional a major obstacle when it comes to establishing contacts cooperative use or objective of unconditional use of a (> Drivers & Barriers). The political will to implement the certain area). Depending on the planning case, some initiative is also essential for logistics providers. The city's

planning steps can be consolidated or summarized. initiative sends a clear signal of this and also determines

the contact persons within the municipality for logistics • The planning of a transshipment hub is a so-called issues from the outset. "brownfield planning" (planning in the given). The aim of planning is therefore not an optimal solution, but The political will to implement the initiative should be a solution that makes sense for all involved actors. strongly expressed in the perception of logistics, especially There is no universal solution: every city and every at the top administrative levels. These have the political logistics provider are different. In order to preserve the power to realise implementation. A successful initial contact

anonymity of the parties involved, it is not possible to with logistics companies in a municipality can therefore be provide any information on specific cities or service made by senior administrative levels or directly by the head providers. Important in planning is the willingness to of department or the mayor. iterate during the process. 4.1 Definition of targets • The focus in the process depiction is on cargo bikes

and the transshipment to them to carry out the last This step should take place at a strategic level with appro- mile; however, the depictions are basically also valid priate decision-makers. for other alternative, road-based means of transport. Key targets should include:

• For individual tasks in the planning process, > Analysis of the concrete problem situation and need recommendations for suitable responsible persons are for action [LA] given for processing. These are marked as follows: > Internal target definition of the city [LA] "[LA]" = local authority, "[L]" = logistics. "Logistics" is a > Definition of the constellation of actors including synonym for CEP logistics service providers. public participation [LA, L].

> Joint definition of objectives by city and logistics • The cargo bike is not the universal solution. There will [LA, L]. always be goods or places/customers in the city for > Determination of evaluation criteria [LA, L] which the cargo bike cannot be used in an economically > Agreement on responsibilities [LA, L]. viable way. The project advisory board of the "Cargo Bike Hub" project therefore agreed on substitution Logistics actors often experience that cities start the scenarios of 50% and 80% of the parcel volumes from planning process with unclear objectives. The explanation vans to cargo bikes for mixed inner-city districts. of the (cargo bike) logistics and the identification of the

need for action by the municipality then often takes several The following timeline provides an overview of the resulting rounds of coordination. The internal, precise definition of planning process. a concrete goal in the city is recommended in order to effectively manage this planning step.

Figure 7: Timeline of the planning process (note: A1 to A6 are cancellation criteria in the process, see respective sections)

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Essential aspects to be specified are the intended effect solutions (> use) if basic requirements are observed. The CEP services have, depending on the specific area The following aspects must be considered: (e.g. CO2 reduction, reduction of air pollution, reduction Cooperative transshipment hubs have a significantly of application and the logistics process, individual parcel // Logistics of second-line parking) and the planning horizon (pilot, increased space requirement. If no suitable space is volume shares which can be shifted to cargo bikes. It is Is the cost structure suitable (examination of economic permanent solution, holistic logistics concept). It is available then several single hubs can be useful. necessary to determine these in order to be able to determine efficiency, including approval)? essential that cities think about new solutions and the future the size of the area by means of a rough draft (e.g. "How Is the logistical suitability (access road, shunting areas, development (10-15 years) of city and logistics in the target Different types of urban areas show a varying suitability many swap bodies have to be accommodated?"). In the logistics areas) given? setting. Depending on the intended effect, measures other for an economic cargo bike application (> location). draft, shunting and holding areas, parking areas for cargo Is there enough space for all necessary equipment? than cycle logistics (e.g. delivery concepts with e-vans) Therefore, urban areas and zones must be specified bikes and any social and sanitary rooms that may have to may also be suitable. exactly in the concept planning. The delivery area around be created should be taken into account (> transshipment // City a transshipment hub is approx. 500m to 1.2km and is hubs). • Who is the actual owner, and would this area be usable Every planning is a new search and cycle logistics is a strongly dependent on the CEP service and its respective under this owner? learning process. It is recommended to start with simple local consignment structure. Therefore, the desired areas When selecting the type of transshipment hub and the • For public areas: solutions and pilots. They serve as learning and test objects of the city must be compared with the (internal!) shipment preferred areas, it should be considered what form of public - Is a special use or rededication possible? for a city, from which further projects (spatial/conceptual) data of the CEP services. Suitable are high and very high participation should be planned for (> public participation). - When and how long can this area be made can be carried out. stop densities (> location). Furthermore, the allocation to available? The analysis of the constellation of actors needs to be service partners who often have territorial protection must The CEP services can determine ideal locations and - At what cost can the space be made available? clarified: be checked. Ideally, they are congruent. In the case of optimal routes from their shipment data. The city has • Are the necessary supply connections (e.g. electricity) several CEP services, this can make it considerably more preferences from traffic and urban planning requirements available? • How many and which logistics service providers are difficult to identify and coordinate a cooperative location. (> location, > urban planning integration, > development). • Are there any further claims or conflicts of use (also to be involved? If larger urban areas (> approx. 1km²) are to be planned, Search areas for ideal locations can be formed from the long-term)? • Who is to be included and when at municipal level? several transshipment hubs are advisable. coordination of both. • Are there claims/conflicts due to environmental Who perhaps in the further process? (> stakeholders) protection, preservation of historical monuments, etc.? • To what extent is the public involved? Are the needs When determining the types of transshipment points (> For the search of concrete suitable areas, a catalogue of • Is the project permitted for traffic (traffic authority)? of residents (i.e. residents and businesses in the transshipment points), it must be agreed which variants requirements is to be created, which includes in particular: direct vicinity of the location/potential locations) of CEP services or the city are preferred or excluded. In If areas are not suitable after the in-depth test, the cycle of known to such an extent that resistance can be addition, it should be agreed whether other alternative • Are bicycle traffic facilities required for the modification and iteration can be repeated (section 4.5). countered while there is still room for manoeuvre? delivery vehicles are to be used. For the following step, a development of the area? (> infrastructure) Public areas can be set in value by the city. (> public participation) common definition of preferred transshipment points is to • Is the access for trucks (up to 12t z.GG.)/ a main road • When should service partners of the CEP services be be determined. necessary? In the event of conflicts with adjacent forms of use or users, involved? • Are power connections, charging station(s) required; if monument protection or the cityscape, procedures for • Who is responsible for which tasks? How often does Combined uses (> urban integration; > use) can promote so, with what capacity? public participation in the modification or design of the hub the coordination take place? urban integration and offer added value for urban life. If they • Are social and sanitary rooms required? can increase the corresponding acceptance (section 4.6, are desired, they should be defined, and their feasibility • How high is the willingness to pay? see also > stakeholders and acceptance). On the municipal side, the appointment of a contact person compared with the specifications for the transshipment • Are combined uses (> uses) desired? to accompany the process, ideally with logistics competen- points. Cancellation criteria: ce, is recommended (> improvement), who is well connec- 4.4 Search for areas A3 - No areas are found for the transshipment hubs in ted locally. Cancellation criteria: the intended area of use The search for suitable areas (> areas) is at the core of the A2 - The analyses of the intended city or urban as do Cancellation criteria: planning process. This step is complex due to the scarcity A4 - The cycle logistics system is not economical for not reveal enough potential for cycle logistics of suitable sites and the diverse demands of the city. For the areas in question A1 - The objectives of the city and the logistics the search for sites, it is advisable to first search for roughly providers cannot be reconciled. 4.3 Rough concept and determination of requirements suitable sites using the catalogue of requirements (section 4.5 Modification & Iteration 4.3) and then have them checked in detail for suitability by 4.2 Concept planning This step is used to specify the quantitative framework logistics providers and the city. For the rough area search The experience with realized plans shows that planning is and to determine the requirements for the areas for the following are suitable: an iterative process consisting of requirements, logistics With the planning objectives defined, a basic concept transshipment hubs according to the envisaged type, process and available space. The availability of the latter of the logistics processes between hub and recipient is in relation to the intended area of use. Possible service > Queries with service partners for suitable properties/ represents the main barrier to planning and implementation. developed. This includes the following points: partners should be included here. areas [L] CEP services are aware that space is often not available in > Inquiries in the city for its own suitable areas (city/ the logistically optimal location. If no suitable areas could > Singular or cooperative hubs? [LA, L] > Determination of package quantities suitable for cargo affiliated companies/ associations etc.) [LA] be found with the first draft, a modification in the following > Identification and definition of the concrete bikes in the planning area per CEP service [L]. > Analyses of aerial photographs, GIS data and real points and an iterative re-entry at the corresponding implementation area in the city [LA, L]. > Determination of the use of vehicles for goods that are estate databases [LA] planning step is useful: > Selection and definition of possible types of hubs not suitable for cargo bikes [L] > Site Visit at the planning area [LA, L] [LA, L] > Determination of the ideal position in the application > Search of areas outside the ideal position, change of > Coordination and definition of possible combined uses area [L, AL]. If already at this level no suitable space/area along the delivery vehicles [LA, L]. [LA, L]. > Determination of the required area size of the envelope requirements can be found, continue with modification and > Modification of the type of the envelope hub [LA, L]. hub [L, AL] iteration (section 4.5). If a suitable space/area or several > Modification of the design of the envelope hub [L, LA] Essential for the design of the concept is that if there are > Definition of development and equipment requirements space/area are found, these must be checked in detail. > Modification of the parcels quantities for smaller space several logistics service providers, it is determined whether [L]. requirements [L] the transshipment hub should be cooperative or singular > Modification of combined uses [LA, L] (> usage). Most CEP services are open to cooperative

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> Modification of the monetary framework conditions 3. Extent of participation 4.8 Evaluation 4.10 Additional Consideration: New planning of [LA, L] • To what extent do those involved actively quarters > Modification of the time horizon [LA, L]. influence the outcome? The evaluation serves to check the effect of the cargo bike • How pronounced is the control function of those transshipment hub. In short: Has, what was intended at When planning new districts, logistics should always be Modifying the transshipment hub type can open new involved? the beginning been achieved? For this purpose, a before- considered and integrated into the planning process. If a potential areas. For example, changing existing buildings and-after comparison is carried out on the basis of the city wants to plan a new district, the city should approach to containers can enable brownfields to be used. The In any case, residents should be informed about the plans evaluation criteria specified in the definition of objectives. and involve logistics companies directly. modification of the parcel volumes can be done by reducing as early as possible. It is important to communicate the the volumes for interested CEP services, if economically background to the plans (> why cycle logistics?) - not only Logistics companies automatically carry out an evaluation In principle, the procedure described above can also be reasonable, depending on the area. The reduction of describing the advantages, but also clearly identifying pos- of the economic efficiency of such projects. This is decisive followed in such planning processes. If the planning is actors can also be a possible measure. Both can reduce sible negative aspects. for a possible further consolidation or expansion of the done on the drawing board, the areas can be planned the required area size and tap potentials. concept. directly according to the ideal requirements of both sides However, informing is only a first, basic step. There can and incorporated into the master plan or the urban land- In the case of combined uses, it may be that no areas only be talk of participation when those involved can con- In addition, it makes sense to check, especially on the use plan. Here, special attention should be paid to the can be found which allow this. Then it may be sensible to tribute their own ideas. The extent of participation can be municipal side, whether the use of the cargo bikes has inclusion of further logistics innovations (parcel boxes, reduce them or to focus only on logistics. categorised into five levels (Table 4). achieved the goals with regard to CO2, air pollution and concierge service, etc.). the traffic situation. For the continuation it is also of interest When modifying the monetary framework conditions, cities Table 4: Gradations of the extent of public participation whether the new logistics concept is accepted by the If the new planning of an existing quarter (urban should examine whether public funding is possible for stakeholders involved, especially by trade, recipients and redevelopment) is carried out, logistics should also be areas that are too expensive or whether a reduction in user residents. integrated from the beginning. Corresponding areas fees (e.g. the special user fee) is possible for public areas. should be strategically recorded in the notified conversions The evaluation can be carried out by the actors involved and conversions of properties and areas. Attention: If the Modifying the time horizon postpones implementation. This in the transshipment hub themselves. However, cities can determination is only informal, it must be repeated in the enables the city to include the areas in the planning (e.g. also have it carried out by external experts or research urban land use planning. development plan) for subsequent new construction and institutions. 4.11 Additional Cosnsideration: Scaling and conversion measures, including those of private investors. Cancellation criteria: standardization During the modification it must be checked whether this A6 - The cargo bike system was not economically requires a variation of the public participation. In strategic planning, especially in urban land use planning, viable / did not achieve the desired effect / was not cities are dependent on possibilities for the concrete determination of logistics areas. This requires knowledge 4.6 Public Participation accepted of space requirements in relation to the quantities of goods and cargo bikes. Logistics experts work with standardised The people living in the vicinity of a hub (residents and 4.7 Implementation planning 4.9 Consultation businesses in the immediate vicinity) have to deal with systems and want solutions that are highly scalable, so the hub every day in their daily lives, so their needs Implementation planning will be carried out as soon as If the evaluation is positive, there is the possibility to stabilize that they can roll out cargo bikes on a wide scale like should be given special consideration. Especially if the a suitable area for the intended, and possibly modified, the cargo bike concept in this form; that is, to convert the other means of transport that are city-orientated. For the planned area was previously used by the public, it can be concept has been found. This step aims at implementation pilot test into a regular concept. This step may involve a CEP sector and other logistics companies, it is therefore expected that there will be reactions to the planned new up to the operation of the transshipment hub (> hub). change from temporary transshipment hubs (containers, advisable to develop standardised requirements for trans- use. If the residents are involved in the planning and can swap bodies, trailers) to long-term, better integrated forms shipment areas as a planning basis for cities. actively participate, there is a chance that they will identify > Preparation of permits by the city (if necessary) [LA] that require partial re-planning including a new area search. with the project and see it as an enhancement of their > Drafting of contracts (if necessary) [LA, L] neighbourhood. > Commissioning of the equipment [L] In the case of cooperative transshipment hubs, it may be > Commissioning of measures for upgrading (electricity, the case that consolidation does not make sense for all For the planning of the participation process, answers to development, security, etc.) [LA] logistics companies. In this case, an operator model via the following questions should be found: neutral actors (> utilization) should be chosen, which allows This step involves investment and long-term expenditure. for continuity with fewer actors than in the pilot phase. 1. Clarify the framework conditions It is therefore important to pay close attention to the • What is the aim of the participation process? coordination of responsibilities (who pays what?). This also In addition to stabilisation, it is also possible to extend the • What is the significance of the process results? requires binding schedules so that the process change in concept to other, similar urban areas. With the experience • For which decision-making steps is participation logistics, including the recruitment of (cargo bike) riders, gained there, planning processes can be carried out faster envisaged? can be reliably planned. and more efficiently. • How are decisions made? Cancellation criteria: Continuation can also consist in the development of an 2. Selection of the participants A5 - The final detailed planning of the hub does not overall urban concept for sustainable delivery with specific • Which stakeholders are involved? receive approval solutions for the different area types (> improvement of • Are there specific vulnerable groups (e.g. elderly planning). This is recommended for cities in the long term. people or children) that should be included? How can they be adequately involved? • Who decides on who participates? • Are there criteria that ensure that the participants are representative?

16 17 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

5. Components of planning 5.1 Implementation planning Social rooms can include changing rooms and sanitary Table 6: Exemplary dimensions for sTN facilities as well as rest rooms for riders. This section presents the components of the planning The basic types of transshipment hubs are described in process and essential recommendations or aspects to be Table 5 according to the existing equipment and space Depending on the CEP service, between 2 and 5 cargo considered. requirements. Stationary transshipment hubs are further bikes are used at the transshipment hubs. The package quantities for swap bodies are indicated with approx. 250- subdivided into the type’s "container" and "property", as there are significant differences in equipment, requirements 500 packages for trailers with approx. 150-200 packages. Table 5: Overview of transshipment hubs and effects on the cityscape. For containers analogous quantities can be assumed, for properties it depends on the available space. 5.2 Area For CEP services, dimensions for transshipment hub S units are known from some previous implementations. The availability of suitable space is the greatest barrier to the implementation of cargo bike concepts. Table 7 shows S Depending on the concept and CEP service, however, these vary greatly; general specifications are therefore possible surface types and their suitability according to not possible. Basically, the dimensions are dependent on the experience of interviewees (Annex A1) and usability the environment and result from the urban area and the for certain types of cargo transshipment hubs. In principle, planning process. the areas should always be considered in conjunction with use, infrastructure and location.

Table 7: Overview of suitable areas Railway areas Suitable for neutral Often sold at top prices Semi-stationary operators Stationary (container) Unattractive for other uses (Stationary [Object]) Portfolio real estate No approval necessary High competition, e.g. with Stationary (Object) Ideally on the ground (commercial space/shop) Good integration into the crafts oor/ basement S cityscape Expensive Access to lattice Partially not wanted by carts/cargo bikes S landlords (less use) / Shopping centres / Partially vacant Frequently reused Stationary (Object) Also view connected car department stores (also Logistic infrastructure elsewhere after vacancy parks/parking garages logistics areas) (ramps) City centre locations Industrial yards Partially inner-city Partly high trac load Semi-stationary peripheral locations High space costs Stationary container Municipal/ Neutral operator displacement of craft trade Stationary (object) / Backyards (private) Private rental Semi-stationary Do not create dark No approval for containers Stationary (object) corners for more safety necessary Hardly any disturbance of the cityscape Marketplaces/ Public places Proximity to recipients Many other temporary uses Semi-stationary Hardly all year-round Stationary (container) usability S New buildings (pure High construction costs Stationary (object) Think logistics for general logistics object) Long construction new buildings / . planning/ high expenditure Long service life Parking garage (including Video monitored Partially strong occupancy multi-storey car park / bike tower) Partially free capacities of the residential environ- ment Fire protection container required Access to property partly / too small Parking spaces Dedication of public parking Private parking spaces need Semi-stationary / spaces possible a business concept Stationary (container) Street is quickly lled with KEP Safety concerns with increased public trac Storage Complexes Truck/car delivery possible Partially peripheral locations Stationary (object) Flexible internal use

18 19 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

In general, the logistics sector has a very low willingness to This concept would be frequently favoured by cities but is 5.3.3 Cargo bike volume depending on the type of The results (Figure 9) show that on normal days in central pay for space due to the very pronounced cost pressure in mostly rejected by logistics companies. The CEP services use scenarios, up to 80 cargo bikes can be used at one hub. the CEP market (one German company put this at 6€/sqm consider the potential for traffic reduction to be low. The At single transshipment hubs 3-4 cargo bikes are in per month). This must always be considered for suitable legal framework for concessionary deliveries is currently Transshipment hubs for cargo bikes are often referred to stable use. However, the number of transshipment hubs areas. not considered to exist, neither by cities nor logistics as "micro-depots". However, this term is not suitable for to be distributed increases significantly with the volume. companies. establishing cycle logistics. The conversion of a large In planning, the trade-off between a large number of Planning reliability is essential for the selection of space. part of the CEP consignments of a city district to cargo decentralized hubs, each with low strain/pollution from The area must be usable all year round, always be bikes entails high volumes, cargo bike quantities and the cargo bikes and corresponding access vehicles, and a few 5.3.2 Combined uses vs. mixed uses in the object accessible during the day and available for at least 2-5 corresponding space requirements. central hubs with high strain/pollution must be taken into years. account. With CEP services, there is a basic willingness to implement To shift the supply of a district with 2 city quarters of 1km² The provision of municipal properties is often mentioned. transshipment hubs in conjunction with other uses. For area each to cycle logistics, the cargo bike volume was The values refer to a normal day. On days with high These can fall into several area types. Logistics experts planning purposes, it is useful to distinguish between the estimated. The basis for this were substitution scenarios consignment volumes, e.g. during the Christmas period, note that cities are often reticent about this. A more active following forms of use: of 50% and of 80% of the parcels (>Basics of urban cycle these can increase significantly. attitude can promote cycle logistics. logistics) that can be transported by cargo bikes. • Combined use: Targeted organisational or structural 5.3 Usage integration of other uses to generate synergies. To determine the volume, three strategies (ST1-3) for • Mixed use in the object: Other forms of use (e.g. the realisation of transshipment hubs were examined in Regarding uses, a distinction must first be made between living, trade) are also to be found in an object (existing comparison to the reference (conventional strategy/ no the forms of logistics cooperation and the connection with building, commercial yard). cycle logistics) (Figure 8): external uses. Depending on the form of use, different effects on the number of cargo bikes are to be expected. So far, no combined use of CEP services has been realised. • ST1: Central cooperative transshipment hub in This is due to the fundamental lack of suitable space and the peripheral location for both quarters 5.3.1 Cooperative vs. concessionary use lack of necessary economic efficiency. Possible combined • ST2: Two co-operative transshipment hubs are located uses, which are being discussed among experts include: centrally in the neighbourhood In logistics cooperations, these two forms are fundamentally • ST3: Decentralized singular hub concepts with

different in terms of organisation and acceptance. They > Bicycle repair shop scattered transshipment hubs per CEP service must therefore be strictly differentiated in terms of planning > Bicycle rental station • Reference: Delivery by diesel vans from conventional hub. and terminology. > Package station, multi-label package station, return station / In cooperative use, CEP services share an area. However, > Charging station, possibly as part of mobility stations, "Decentralized" singular transshipment hubs are / the flow of goods, means of transport and transshipment, for e-vehicles or exchangeable batteries accepted as swap bodies for truck delivery and stationary employees and information flows remain strictly separated. > Café, kiosk. transshipment hubs for van delivery. For "central" Logistics providers are generally willing to implement this. cooperative transshipment hubs and "neighbourhood" / The recommendation is to implement the operation via a In interviews citizens named other combined uses in cooperative transshipment hubs, stationary objects that (semi-)public neutral actor. This can be a separate, logistics- addition to those mentioned above that they would perceive are delivered by truck with mesh containers or van were related company, e.g. a port operator. The aim is to reduce as upgrades to their neighbourhood include assumed. the concerns of CEP services regarding the absorption of process knowledge. Security technology, social rooms etc. > Food sharing station can be shared. The operating model should be chosen in > Parking spaces (for bicycles, prams) such a way that it allows for a change in the constellation > Passenger transport (rickshaw service, e.g. for children S2 S2 of actors (fewer, other logistics providers) to ensure a good or persons with reduced mobility) transition from the pilot phase to continuous operation. The > Temporary storage for private objects S3 S3 involvement of local cycle logistics providers can improve continuity from the outset. One city sees particular potential in the use of housing for swap bodies/containers and the integration of However, since possible areas/urban areas do not have e.g. standing cafés and kiosks. However, combined to be equally suitable for all logistics service providers, it uses increase the complexity of the planning and are S1 makes sense not to make implementation dependent on therefore not recommended for initial or rapidly realisable the participation of all companies. Problems can also arise implementations. when delivery areas overlap with service partners of a CEP Figure 8: Scenario of volume modelling service. Mixed uses in the property occupy existing, otherwise Table 8: Basic parameters of the model calculation (from inter- unused areas. Possible forms are: views; Bogdanski, 2017; Esser & Kurte, 2017; Schäfer et al., / Concessionary delivery is also known as "white label". 2017) / In the basic concept, logistics companies deliver their > Logistics areas in a department store / consignments to the transshipment hub and a delivery > Logistics areas in residential and commercial properties company delivers them to the end customers on behalf of > Logistics areas in multi-storey car parks, storage // / all logistics companies on a consolidated basis. buildings, commercial yards > Logistics areas at marketplaces or event locations. Figure 9: Number of cargo bikes depending on location type and population density, reference 2025, parcel/d = parcels per day, E/km2 = inhabitants per km²

20 21 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

5.3.4 Additional Consideration: Air pollution An important advantage is the good manoeuvrability of the motor vehicle has a stronger influence on traffic density The recommendations are based on the results of the improvement potentials of cycle logistics delivery vehicles outside of quiet streets as well as lower than the cargo bike. This is particularly true for wide roads simulation and the following parameters: demands on the integration into the cityscape. Emissions and situations with a high proportion of bicycle traffic. The • Mixed traffic without protective strip at 50km/h up to Cycle logistics can contribute significantly to the (air pollutants, noise from delivery) are also kept out of the reduction of the motor vehicle volume by avoiding traffic is max. 400 cars/h (ERA-10) improvement of air pollutant emissions in the three neighbourhood. therefore fundamentally recommended. • Mixed traffic without protective strip at 30km/h up to emission types. However, in the case of high volumes, the max. 800 cars/h (ERA-10) direct access roads of the transshipment hubs must be In the case of CEP services, location preferences vary • Bicycle roads can be introduced up to 400 cars/h and closely examined for possible local emission increases due greatly in detail. It is important that there is immediate 30km/h (Rast-06). to a change in traffic (section 5.5.2). Away from the direct proximity to the delivery area. This means that this is no access roads, cycle logistics further improves the traffic more than 500m away from the transshipment hub or that The possible use of footpaths in exposure area II (ERA-10) flow in the neighbourhood and thus air pollutant emissions the delivery radius around a transshipment hub does not was not pursued because of the wide cargo bikes, as well

(section 5.5.4). exceed 1.2km. The shorter the distance between the hub as a change in footpath widths. The protective strips that

and the main focus area of the stops, the more efficient and are possible there can be created but are a great source of In principle, centralised systems with truck delivery lead to thus economical a cargo bike concept is. However, even danger due to their narrow layout and should be widened high CO2 savings throughout the city (including inlets). In for locations within a quarter, accessibility by van and truck to approx. 2m or designed as cycle paths in the side area the case of a peripheral location, NOX and PM10 emissions and generally good accessibility with little congestion must (Richter et al. 2019). If this is not possible, the guidance in in the district can also be greatly reduced. In the case be ensured. mixed traffic with adjustment of the speed to 30km/h should of cooperative transshipment hubs in the districts, these be checked (ibid.). The justification for the speed reduction emissions increase. Decentralized systems with trucks 5.5 Infrastructure can also be based on the necessity of air pollution control. are only advantageous in the overall view for small parcel The aim should be to provide cycle traffic facilities suitable volumes. For the reduction of NOX and PM10 emissions in The expansion of the bicycle infrastructure is considered to / for heavy goods vehicles with the possibility of overtaking decentralised systems, delivery by van is recommended. be beneficial for cycle logistics. In particular, congestion on in the lane. Experts state a guideline value of at least 2m Guideline values depending on the density of use and the this infrastructure is to be avoided in order to enable better width. A study by Gaffga and Hagemeister (2015) indicates package quantity can be found in Annex A3. scaling of cycle logistics. a width of 2.25m for cycle lanes and 2.4m for cycle paths. Figure 10: Methodology of the traffic study 5.4 Location 5.5.1 Traffic Design Suitable for Cargo Bikes 5.5.2.1 (Cargo-) bike-friendly design of road 5.5.2 Recommendations for roads suitable for types 5.5m and 6.5m 5.4.1 Location in the city Riders in the cycle logistics sector prefer to ride their cargo bikes bikes on the road (mostly 3-wheeled rear loaders). At Roads between 5m to 7m width react identically to cargo Within a city, different areas are differently suited for cycle cooperative, central transshipment hubs, a high volume of Increasing the volume of traffic by means of more cargo bikes. Overtaking bicycles and cargo bikes is only possible logistics. Basic characteristics for a high suitability are: cargo bikes as well as trucks and vans on the incoming bikes under otherwise identical conditions has the with a lane change. The increase in cargo bike traffic routes can occur (> uses). The volume of cargo bikes can expected effect of a poorer traffic quality. In many cases, contributes to the change in traffic quality at approximately • Inner city area, preferably with a strong residential also be increased by the general trend towards cargo bikes the reduction of motor vehicle traffic is the basic solution. the same rate as the increase in bicycle traffic. The average component (core city, partly not city) among the urban population. Alternatively, various measures of road space redesign speed of motor vehicles is below 30km/h from approx. 200 • High or highest stop density in delivery suitable for cargo bikes are possible for the road types. bicycles/hour, regardless of the cargo bike strength, and • Poor conditions for conventional vehicles (e.g. areas The traffic impact of cargo bikes has so far been unknown. Road types with 5.5m and 6.5m are summarized below adjusts to the bicycle speed with increasing bicycle traffic for pedestrians, access restrictions, etc) Microscopic traffic simulation (PTV-VISSIM) was used to due to the very high similarity in the simulation results. volume (Table 9). • Increased traffic problems (e.g. high proportion of develop traffic loads from cargo bikes at transfer points second-row parking). and strategies for traffic-compatible transshipment for Table 9: Recommendations for road types 5.5m and 6.5m; X/Y/Z = number of deteriorations of the traffic quality level at generalized roads in inner-city areas. The generalised 120/80/40 compared to 0 LR/h The inner city as a field of application results quite arbitrarily roads were developed on the basis of 12 urban roads in / from the prevailing problem situation in traffic, air pollution Germany. The traffic data were collected between May and or quality of stay in the respective city. The inner city can June 2018 (measuring distance 50m). The calibration was // // // // // // // // // // // // // include the city centre as well as dense mixed residential based on vehicle volume, the validation on the number of areas (e.g. Wilhelminian style neighbourhoods). The overhauls of bicycles by motor vehicles. Subsequently, // // // // // // // // // // // // // suitability of the city centre with large, central depressions scenarios of the traffic burden caused by cargo bikes // // // // // // // // // // // // // is not given for all CEP services. Residential areas are not (3-wheeled rear loaders, peak hour, one direction, 0-120 suitable for CEP services with a very strong B2B structure. LR/h) were imported. The traffic quality was determined // // // // // // // // // // // // // For orientation purposes, some exemplary characteristic from the simulation models (6 simulation runs each) via // // // // // // // // // // // // // values for suitable areas are given: the traffic density (of motor vehicles) according toHBS- 2015. Figure 10 gives an overview of the methodology of // // // // // // // // // // // // // • 15-20 stops per hour in mixed areas, high B2C share, the study. // // // // // // // // // // // // // parcel service • Approx. 65 stops per day, high B2B share, express The traffic qualities for the generalised road types (5.5m; // // // // // // // // // // // // // business 6.5m; 7.5m; 8.5m) are given in detail in Annex A1. For the / scenario with 0 cargo bikes, the results are analogous to an 5.4.2 Location in the city area / quarter earlier, comparable study (Ohm et al., 2015). For the study (no color) Implementation of a ccle lane suitable for cargo bikes (igure11) case of a road at 30 km/h, there was no discernible effect The implementation of a protectie lane for biccle traffic is necessar. A ccle lane is useful for a design suitable for load-bearing biccles (igure11) If the site is located in the city area, it is recommended by from more cargo bikes on the track. The limit consideration no changes necessar the local authorities to place transshipment hubs on main in the comparison of the increase in traffic density by Eamination of the introduction of a biccle road b determining case-related dail traffic olumes. The ehicle speed is alread at 30km/h roads or arterial roads or on the edge of neighbourhoods. 200 cars/h or 200 bikes/h shows that in most cases the Reduction of the permissible maximum speed to 30km/h, as the line speed ≤ is 30km/h. Alternative: Implementation of a cycle lane suitable for cargo bikes

22 23 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

55

65

Figure 11: Road configurations suitable for cargo bikes on 5.5m and 6.5m wide roads Figure 12: Road configurations suitable for cargo bikes on 7.5m wide roads

Within the design types of the Rast-06, the space for place within the traffic lane (including guard rails and by 5.5.2.3 (Cargo-) bike-friendly design of road types 8,5m cycle lanes can only be created by eliminating longitudinal not observing 1.5m lateral overtaking distance). The wider parking (Figure 11). For normal cycle lanes this would have cargo bikes still require changing lanes for overtaking. Roads in the 8.5m width range generally have a significantly For the 8.5m roads, the recommendations are strongly to be at least on one side, therefore a double-sided cycle Here, the increase in cargo bike traffic has a greater impact better traffic quality with medium and high percentages of dependent on the amount of cargo bikes. The variants lane is recommended. In the case of wider road spaces, on traffic quality (factor 2.5) than bicycle traffic (Table 10). cycle traffic due to rule-compliant overtaking in lane. For shown in Figure 13 are conceivable for a redesign suitable the cycle lanes should be approximated to a width of cargo bikes, however, this must still be changed. Thus, for cargo bikes. The variant "protective strip" can be useful 2.25m. For road spaces with 6.5m width, corresponding In the "no change" area, safe cycle traffic guidance and the increase in the number of goods vehicles on the road due to the safe side clearance in the dooring zone in the widths of the cycle lane can be achieved by reducing the good traffic quality can still be assumed. The separate affects the traffic quality to a much greater extent than the "no changes" area. It is particularly suitable for areas with lane to 6m, with a low proportion of SV and public service guidance can be designed as a 2.25m wide cycle lane increase in bicycle traffic but has only a minor effect on the high parking pressure. buses. Otherwise, 6.5m road and 2m cycle lane including (Figure 12). In case of low SV and regular bus traffic, a speed of the vehicles (Table 11). marking to the road must be provided. cycle lane with 0.5m separation from the lane and 2.25m width can also be set up for better protection. A separation 5.5.2.2 (Cargo-) bike-friendly design of road types 7,5m by bollards is recommended.

Roads in the range 7m to 8m have a better traffic quality. Here, many overtaking manoeuvres are already taking

Table 10: Recommendations for road type 7.5m; X/Y/Z = number of deteriorations in traffic quality level at 120/80/40 compared to 0 cargo bikes/h

/

// // // // // // // // // // // // //

// // // // // // // // // // // // // // // // // // // // // // // // // //

// // // // // // // // // // // // //

// // // // // // // // // // // // //

// // // // // // // // // // // // //

// // // // // // // // // // // // // // // // // // // // // // // // // //

/

(no color) Implementation of a separate cargo bike guide (igure12) The implementation of a protectie lane for biccle traffic is necessar. Separate cargo bike guidance is useful for a cargo bike design (igure12) Figure 13: Road configurations suitable for cargo bikes on 8.5m wide roads o changes necessar with eisting protectie strip (00km/h) Eamination of the introduction of a biccle road b determining case-related dail traffic olumes. The ehicle speed is alread at 30km/h Reduction of the permissible maximum speed to 30km/h, as the line speed ≤ is 30km/h. Alternative: Implementation of a cycle lane suitable for cargo bikes

24 25 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

5.5.3 Types of routing

Table 11: Recommendations for road type 8.5m; X/Y/Z = number of deteriorations of the traffic quality level at 120/80/40 com- In order to be able to make a statement on how the The possibility of converting a car lane into a cycle path in pared to 0 cargo bikes/h distribution of space in the street space is perceived, a four-lane road area is not perceived as an improvement respondents were asked to evaluate different street spaces of the situation. The advocacy and assessment of the / 120 L in an online survey. As an example of traffic routing, as is attractiveness of this option is like that of a cycle path at often found in cities today, they evaluated either a two-lane sidewalk level. As can be seen in Figure 15, the assessment road on which the bicycle traffic is handled as mixed traffic of the transformation options varies depending on the with cars, or a four-lane road on which the bicycle traffic means of transport used by the respondents in their daily was guided on a single-track cycle path at sidewalk level. lives: For cyclists and pedestrians, the possibility of using the parking strip as a cycle path represents a significant The interviewees were residents of large German cities. improvement in the traffic situation, while for car drivers it When evaluating their assessments, we considered which makes little difference which of the three design options is means of transport they mainly use in their everyday lives considered - neither in positive nor in negative terms. - whether on foot and public transport, by bicycle or by car. In addition to the survey of city dwellers, a group of cyclists In both two-lane and four-lane road space, the space for who use the cargo bike for work was also interviewed. cargo bikes is perceived as insufficient. The possibilities for redesign, i.e. the use of the area of a parking strip or the In order to make the cycle traffic routing suitable for the area of a lane, are perceived as a clear improvement with / use of cargo bikes, two possibilities for redesigning the two regard to the usable space for cargo bicycles - the users of traffic areas stand to reason: A parking strip at the edge all means of transport agree on this (Figure 16). / 80 L of the road can be removed and the area used as a cycle path instead. In the four-lane road space there is also the Both transformation scenarios reduce the space available possibility of converting one lane for cars for the use by for cars. It is therefore particularly interesting to see how bicycles (see Figure 14). Both options were evaluated by this reduction in space is perceived. In both transformation the respondents. scenarios, the respondents perceive that the space available for cars is reduced. However, this reduction is The possibility of converting a parking strip into a cycle path perceived only slightly as an actual deterioration of the was positively received in both scenarios. This possibility is situation for cars. The available space is also described as particularly well accepted by cyclists (see Figure 15). approximately optimal in the redesign scenarios (Figure 16).

/

/ 40 L

/

(no color) Implementation of a ccle lane suitable for cargo bikes (igure13) The implementation of a protectie strip is necessar. Separate cargo bike guidance is useful for a cargo bike design (igure13) o changes necessar with eisting protectie strip (00car/h), protectie strip suitable for cargo bikes is recommended

Figure 14: Redesign proposals for a layout suitable for cargo bikes

26 27 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

From these results it can be deduced that there is general Overall, however, they evaluate the scenarios with a more 5.5.4 Improvement of traffic through cargo bikes Table 13: Parameters of the simulation of CEP stops agreement among the general population that parking critical eye than the other respondents. In all questions areas can be reduced in favour of bicycle and cargo bike they express a more negative evaluation. This is also The introduction of cargo bikes is linked to the objective traffic and that this is perceived as an improvement of reflected in the assessment of conflict situations inroad of improving traffic flow by reducing the disruptive effects /

the road space. This perception is shared by the different traffic, which are described in more detail in Section 5.5.5. of second row stops. This was investigated with the / stakeholder groups (car drivers, cyclists and pedestrians). In this context, they have a higher sensitivity, especially developed simulation models. The following scenarios / The reduction of the area for car traffic is perceived as for dangerous points in traffic routing. They explicitly were incorporated into the models (Table 12). appropriate. problematize the routing of bicycle traffic along stationary The stops for the generalised road widths were investigated / car traffic and the associated danger of suddenly opened using the parameters listed in Table 13. These results are also reflected in the survey of the cyclists car doors ("dooring zone"). This is therefore an aspect that with cargo bikes. They see an improvement of the initial should be given special consideration, even though it may Table 12: Variation of CEP delivery with cargo bike scenario in the two transformation scenarios and see an not be the focus of attention for the general population. improvement in the distribution of space for cargo bikes. S

high acceptance Foot (n=627) high acceptance Foot (n=627) Bicycle (n=252) Bicycle (n=252) Car (n=614) Car (n=614) 9 3 ) 9 3 ) 1 . 4 1 . 4 = = N N ( (

e e c c a n a n t t e p e p c c c c a a

Figure 17 clearly shows that the substitution of vans by cyclists inside, which leads to a marginal improvement. strong rejec�on strong rejec�on cargo bikes has positive traffic effects. When stopping in With the potential of stopping on sidewalks or in cargo mixed traffic parking lane to cycle path on parking lane to lane to cycle path the second row, these are strongly dependent on the width bike stopping zones an almost undisturbed traffic flow cycle path side walk cycle path of the road. Here, cargo bikes allow for better overtaking can be achieved. The effect of transport improvements on Figure 15: Approval of forms of guidance in two-lane (left) and four-lane (right) roads from the perspective of different means of in the lane on wide roads. At 6.5m this is only possible for emissions is shown in Annex A5. transport

) too much space Foot (n=627) too much space 9 3 ) . 4

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d e q e d a e i v e d c v r i e e p c

r van cargo bike sidewalk holding zone e

p too li�le space too li�le space cycle path on parking lane to lane to cycle path cycle path on parking lane to lane to cycle path traffic density travel speed 5,5m/6,5m 7,5m 8,5m side walk cycle path side walk cycle path

Figure 16: Perceived adequacy of space for cargo bikes (left) and cars (right) Figure 17: Perceived adequacy of space for cargo bikes (left) and cars (right)

28 29 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

5.5.5 Improving the perceived safety with cargo Traffic situations in a street with a cycling protective strip Overall, parents with young children generally perceive 5.5.6 Cargo bike loading zone bikes are generally considered to be less safe than those with traffic situations more negatively (i.e. as more dangerous) cycle traffic guidance at sidewalk level. Apart from this, than people who do not have children. This reflects an The design shown in Figure 21 was developed for the traffic For many people, the vehicles of CEP services in the the following results are independent of the cycle traffic overall greater sensitivity to the uncertainties of road simulation scenario "Cargo bike loading zone" (section city represent a recurring nuisance. In the interviews with guidance. traffic when taking on the perspective of a particularly 5.5.4). The design prevents parking by conventional experts and citizens, the perception of delivery vehicles There is great agreement in the assessment of conflicts vulnerable group. Such adoption of the perspective (or vehicles. The Cargo bike loading zone can be installed in that are seen double-parking, for example, was repeatedly caused by parked vans. Regardless of the means of direct questioning of the relevant groups) makes sense in parking strips with longitudinal installation from a minimum mentioned. Cargo bikes, on the other hand, are described transport used by the respondents and whether they order to include the concerns of vulnerable groups in cycle length of 5.2m (Rast-06). as a possibility to reduce this. In order to examine more assessed the situation from a parent's perspective or not - logistics and other planning (> public participation). closely whether this is reflected in the perception of conflicts with vans are unanimously assessed as negative. The documentation for the cargo bike loading zone is citizens, the respondents to the online survey rated videos These conflicts are rated more negatively by all groups In summary, it can be concluded that situations with available from [email protected]. of simulated traffic situations on how safe, conflictual, than conflicts with cargo bikes (Figure 19). conflict potential, in which cargo bikes obstruct traffic, are subjectively perceived as safer than in the case of vans. Parents are particularly sensitive to the uncertainties of road traffic when adopting their children's perspective but share this perception. Thus, compared to vans that are parked, a better overall perception of road safety can be expected from parked cargo bikes. cargo bike high

Figure 18: Screenshots from the conflict videos in the online survey Figure 21: Visualization of a cargo bike loading zone © Otto- von-Guericke-Universität Magdeburg y

confusing, controllable and stressful they perceived them. The distinction between supplier vehicles is relevant for all t i r

These videos showed conflict situations with delivery road users - but especially for cyclists. They perceive traffic u c 5.6 Urban integration / design requirements s e

vehicles - either a van or a cargo bike (see Figure 18). situations in the same way as car drivers or pedestrians, f o Because people with different routines and needs can unless the conflict situation is caused by a cargo bike. e As part of the model of liveable cities, attention should be s evaluate the situations differently, they viewed the videos Situations in which a parked cargo bike is in the way are n paid to the urban integration of transshipment hubs. Here s e from the perspective of the means of transport they use perceived more positively by cyclists than by other road there are different requirements, depending on whether most in their daily lives. It was also considered whether they users (Figure 19). the hub is set up in a semi-stationary or stationary manner have children. If they were parents, they should imagine (for common locations of hubs in the street space, see that it is their children who move through the situation Figure 22). Since public space in cities is usually heavily independently (on the bicycle or on foot). used anyway due to the space required for different types foot bicycle car of transport, stationary solutions should be preferred, high high high low especially in the long term. However, if no suitable areas no child free ride conflict van conflict or objects are available, there are possibilities to carefully child cargo bike integrate semi-stationary solutions into the cityscape. For Figure 20: Assessment of conflict situations by freight semi-stationary and stationary solutions some concrete cyclists aspects of the design should be carefully considered. In In comparison to the general urban population, professional the following, the approval of design proposals by the cyclists evaluate the traffic situation as a whole much more general population is used as an indicator for successful y y y negatively (see Figure 19 and Figure 20). Conflicts with urban integration. t t t i i i r r r vans are also assessed most negatively here. However, u u u c c c even the most positive situation - the encounter with In the case of semi-stationary transshipment hubs, s e s e s e

f f f o o o another cargo bike - is perceived as less safe than the interviews with experts and citizens showed that the

e e e s s s conflict with a van among the general population. Asa external design of the containers or swap bodies is of n n n s e s e s e reason for this, cyclists often remarked that the cycle great importance for the general population's approval. It is traffic routing shown did not meet their needs. Cyclists with recommended that citizens should be directly involved in the heavy loads are particularly sensitive to the danger of the design as experts for their immediate urban environment. "dooring zone" (i.e. the cycle route along stationary traffic, In the representative online survey, the respondents were which involves the danger of serious accidents due to the given the opportunity to express their preferences regarding sudden opening of car doors). As this has implications for the design of semi-stationary transshipment hubs in road the design of guidance systems, this point is discussed in space. Based on the evaluation of different scenarios, four low low low the corresponding chapter (see section 5.5.3) characteristics proved to be very relevant (see box p.32). free ride conflict van conflict free ride conflict van conflict free ride conflict van conflict cargo bike cargo bike cargo bike Figure 19: Conflict assessment for parenthood and different modes of transport

30 31 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

/ / /

/

/ Figure 23: In the assessment of scenarios by the general population, the artistic design of the paint (right) scored Figure 22: Possible location characteristics in the spatial section and demand of measures for urban integration significantly better than a simple corporate design (left).

• Number of transshipment hubs in the street: was preferred to a simpler corporate design (see In the case of stationary transshipment hubs (considered • Place of unloading: During loading and unloading of There is a risk of "containerisation" of public spaces if example in Figure 21). Here, individual and creative for existing buildings), the use of vacancies can have a the delivery vehicle, there could be traffic disturbances large parcel volumes are to be transhipped on cargo forms of design are conceivable, which can also be stimulating effect on urban space. As far as the external due to the stopping place as well as disturbances due bikes in dense urban areas. Scenarios in which five developed via participation formats (for example, design is concerned, CEP services often dispense with to noise emissions. The general population strongly transshipment hubs (derived from the current number design competitions for schoolchildren). outdoor advertising so that people do not mistakenly hand rejected the idea of transshipment in road space of of large CEP service providers in Germany) within a in their parcels at transshipment hubs (unless they offer flowing traffic (road and sidewalk), with transshipment street were shown to be much less popular with the • Separation: CEP service providers attach importance corresponding services there). In general, the external on the sidewalk being much more strongly rejected public than scenarios with only one transshipment hub. to separating the envelope hub from the public space design of stationary solutions is largely predetermined than on the road. Transshipment in a forecourt or in a in order to not disturb the operational processes. and plays a subordinate role based on interviews with car park (both options performed about equally well) • Shape of the transshipment hub: Swap bodies stand Separation by a fence is usual. However, such a experts and citizens. More relevant is the delivery process, was rated much more positively. From the point of view on stilts and are therefore higher than containers and separation was strongly rejected in the scenarios. A where noise emissions and space requirements for the of the general population, the backyard was by far the more visible. The view of the surroundings is also separation by benches was seen more positively here delivery vehicle can cause disturbances to the surrounding preferred place for unloading or transshipment (Figure more restricted. In the scenarios, containers standing than a fence; a separation by plants was the preferred area. In the online survey, respondents were asked 24). directly on the ground were preferred to swap bodies. form of separation among the general population. to express their preferences regarding the delivery of Overall, the form of the partition was as important for stationary transshipment hubs in existing buildings. Two • Delivery vehicle: Regarding noise emissions and • Design: The choice of motifs and colours when approval as the design of the envelope hub. Overall, characteristics proved to be very relevant (see box). space requirements, the delivery vehicle is also painting the container or the swap body was much it was noticeable that aesthetic aspects were given relevant. Delivery by van is clearly preferred by the more important for public approval than the two greater relevance than functional aspects. general population to delivery by truck (7.5t). The previous aspects. In the scenarios, artistic painting choice of an appropriate unloading area was generally the more important aspect, but the choice of a suitable delivery vehicle is also very relevant for the perceived integration.

/

/

32 33 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

Table 14: Overview of stakeholders in the planning of cargo bike transfer hubs

S

/

Figure 24: In the assessment of scenarios by the general population, deliveries to a forecourt (centre) or backyard (right) performed significantly better than deliveries with a stop on the carriageway (left).

Recommended measures for the urban integration of cargo bike logistics: 68% of the respondents said they were transshipment hubs: in favour of cargo bike logistics. On average 42% consider it probable or very probable that they would take actions • Preference of stationary solutions (especially in that would favour the implementation of cargo bike logistics existing buildings) over semi-stationary solutions in their living environment. This includes actions such as (containers, swap bodies) expressing themselves positively in (social or traditional) • Stimulation/ promotion of cooperative use (e.g. media, participating in citizen participation procedures to avoid "containerisation" through several semi- or addressing a responsible person in a positive way. In stationary solutions) contrast, only 5% said that it was likely or very likely that • Location and delivery in as inconspicuous a location they would take action against implementation. In scenarios as possible (e.g. in the backyard) where respondents were able to decide what kind of hub / • Avoid disturbance of moving traffic during cargo they would like to see in their neighbourhood (section 5.6), transshipment (no transshipment on roadways or they indicated that they would welcome a hub in their street sidewalks) in about three-quarters of the cases. In interviews and in the • Delivery with the smallest possible vehicles (e.g. vans online survey, respondents stated that they would welcome instead of trucks) such a transshipment hub in their neighbourhood. • No delivery to sensitive urban development areas (monuments, shop windows or similar) by The main purpose of the online survey was to develop a transshipment hubs or vehicles better understanding of the acceptance of the use of cargo • Use containers rather than swap bodies for semi- bikes and transshipment hubs by local residents and the stationary solutions factors that influence it. An adapted psychological action • Use of high-quality, aesthetically pleasing construction model was used as a basis for the selection of potential and office containers influencing factors (Huijts, Molin, & van Wee, 2014). A • Rather use creative/ artistic exterior designs than reduced number of factors influencing acceptance could / simple corporate designs, if possible, with the be confirmed. These are shown in Figure 25. / involvement of local actors • Attractive design of the enclosure; separation by Factors influencing acceptance can be understood as replanting and combination with other uses (> uses) possibilities to encourage support for the implementation of • Design as street furniture with possible combined a hub. If local residents are aware of the problems that can uses (> uses) be solved by the use of cargo bikes and they experience • In addition to individual case regulations, the an implementation process on an equal footing with preparation of a design manual can be useful. trustworthy planners, this will encourage them to accept the hub on the basis of their feelings and norms. 5.7 Stakeholder and acceptance / Two factors have a decisive influence on the intention to Within the planning process many stakeholders can accept cargo bike logistics in the direct living environment: become relevant. These all have specific roles and can promote or hinder the implementation process. A collection • The feelings towards cargo bike logistics describe of relevant stakeholders is shown in Table 14. what the respondents feel when they imagine that a cargo bike hub will be used in their street. The feelings As important stakeholders regarding acceptance, the that are most strongly represented are exclusively / views of residents were examined more closely. For positive in nature, e.g. satisfaction, joy or hope, while example, it is conceivable that resistance could arise when negative feelings such as stress or anger are only residents are confronted with a cargo bike hub in their rarely reported. neighbourhood. However, the project results indicate that such resistance is unlikely to occur or only to a very small extent. The online survey showed a strong support for

34 35 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

and regulations that specifically aim at logistics or CEP use of certain vehicles logistics are complex and almost impossible to implement • Consideration and determination of logistics areas in feelings about legally. Here it is difficult to make a precise delimitation of zoning plans (if corresponding projects are realised in fairness of trust cargo bike the areas (good, urban space, time), which is court-proof in the planning area) the process logistics the justification. In the case of regulations and prohibitions, • Provide for concrete rules and prices appropriate to logistics expects a reduction in delivery quality, especially logistics in special use statutes intention to in frequency and time, which can have a negative impact • Inclusion of logistics areas in municipal property and accept on trade and other players. GIS databases perceived problems of The creation of a car-free city centre or other car-free The experts propose the following measures to improve personal norm conventional urban area is more of an urban planning measure but can planning and to better consider logistics in long-term delivery tra c promote cycle logistics. planning:

The expansion of the cycling infrastructure (> infra- Improve knowledge and data concerning urban Figure 25: Factors influencing the acceptance of cargo bike transshipment hubs on the street people live in. structure) is conducive to cycle logistics. Some interviewees logistics: cite it as necessary to ensure that cycle paths are not • Better mapping of logistics in planning models • A person has a strong personal norm when he or she those responsible. The expectation that a constructive overloaded when scaling up their use. Wide distances (transport planning, air emission models) feels a sense of obligation to act for or against cycle exchange is possible in the event of concerns should and a good, safe network can highlight the advantages • Better data exchange between logistics and cities; logistics because of their own values. Approximately be strengthened, for example, through the sensible of the means of transport and create an alternative to establishment of a common data platform 90% of those surveyed are in favour of actions that choice of participation formats (> public participation) the congestion of conventional vehicles. However, this • Improving the position of logistics in the administration favour the use of cycle logistics. But the feeling of and the clear designation of possible/preferred forms approach is an improvement for many road users and only as a part of supply and disposal. obligation to carry out these actions themselves is only of contact and responsible contact persons. indirectly promotes cycle logistics. Essential points for the weakly developed. promotion of this are: Create logistics areas strategically in the existing • The perceived problems of conventional delivery stock: On a second level, factors were identified which have an trafficinfluence the personal norm. These describe the • The expansion of parking areas and loading zones for • Preparation of guidelines for logistics-compatible influence on how strongly the feelings or the personal norm extent to which the respondents perceive conventional cargo bikes building and area development are expressed. This is where approaches to increase the delivery traffic (mainly with vans and trucks) as • The widening of cycle paths / cycle lanes to at least • Consideration of the logistics of new buildings acceptance of projects become apparent: problematic. Nearly 80% of the respondents perceive 2m for safe overtaking (buildings, quarters) in zoning plans (quarters also problems of climate protection, air pollution and traffic • Avoiding additional stress on pedestrian traffic. possible informal plans); designate logistics on certain • Feelings are influenced by trust in responsible flow caused by conventional delivery traffic in cities and areas as a form of use, while keeping the exact persons, e.g. in the responsible city administration about 70% problems regarding road safety and noise Monetary support is a third instrument. Logistics design flexible or the corresponding logistics company. The question pollution. Accordingly, the personal norm tends to be welcomes the existence of an urban programme as a sign • Sensitization of investors and landlords for the here is whether they can take the interests of residents higher among these individuals. In the communication of political will. In addition, monetary support can create consideration of logistics areas into account, assess risks and benefits appropriately, of projects, the corresponding potentials of cargo bike incentives for local service partners. The subsidisation of • Reservability of logistics areas in pedestrian zones; solve problems that arise, etc. The overall level of logistics should be clearly highlighted and explained in land can mitigate the price difference between the market installation of parcel boxes in residential buildings trust in the survey is average. The respondents do an easily understandable way. price and prices appropriate to logistics in a tense situation • Consideration of logistics areas in parking space not completely deny to trust responsible persons, but and generate profitability. statutes they also do not fully trust them. Thus, there is a lot The survey showed no influence of some other expected • Conversion of parking space on access roads to of potential to increase trust through e.g. successful influencing factors (see Huijts et al., 2014). These include 5.9 Improvement of planning multi-storey car parks into logistics space communication and transparency which should result the opinion of the social environment on cargo bike logistics • Integration of logistics in urban land supply. in a positive effect on acceptance overall. or the assessment of the advantages and disadvantages Various measures are proposed by experts to improve of these. It also includes the expected distributive justice, concrete implementation planning: Designing logistics and transshipment hubs • Trust interacts with the perceived fairness of i.e. the expectation that advantages and disadvantages appealingly: the process. This expresses the extent to which are fairly distributed through the implementation of • Better cooperation between logistics service providers • Participation of citizens in long-term logistics planning respondents expect the planning and implementation transshipment hubs (e.g. that those who must live with the • Development of logistics expertise in municipal • Consideration of logistics hubs in design manuals. process of a hub in the neighbourhood to be fair negative aspects of delivery via transshipment hubs also administration/planning • For the long-term planning and possible stockpiling of and how important this is to them. Fair in this case feel the positive aspects). The increasing prevalence of • Establishment of a central contact person in areas, a clear definition of requirements for logistics means that they can also bring their needs into the cycle logistics could lead to a change in the relevance and the municipal administration, ideally in business areas on the part of the city is desired by the industry. planning and implementation process, that their evaluation of advantages and disadvantages and thus to a development with a distinctive network concerns are considered and that they can contact stronger influence of the aspects mentioned. • Establishment of a continuous process and planning with the responsible persons if they so wish. While support all these points are predominantly important to the 5.8 Funding • Faster provision of space (target horizon: 3-6 months) respondents, the expectation that they will be fulfilled • Consideration of the right actor structure is lower. The respondents expressed moderate Cycle logistics can be promoted by means of bans and • More courage for implementation in cities. expectations - neither do they assume that they will regulations, infrastructure development and monetary not be considered at all, nor are they sure that this subsidies, each with different instruments and effects. The following instruments are proposed for the planning would be the case. A high level of trust in responsible implementation of cargo bike transfer hubs: persons favours that residents assume that they In the case of bans and regulations, general entry bans, will experience a fair implementation process. The also regarding diesel driving bans, are beneficial. Such • Determination of the use of the cargo bike in the expectation or experience of a fair process can in turn restrictions would also increase the willingness to pay for operating licence strengthen (or in the negative case weaken) the trust in land but are undesirable in terms of logistics. Prohibitions • Conditions for the provision of land by the city for the

36 37 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

6. The "ideal" transshipment hub Annex

A transshipment hub is situation-specific and suites the A1. Methodological remarks Statements on acceptance issues are based on a surroundings. Table 15 characterizes a possible "ideal" preparation of the literature of psychological acceptance transshipment hub based on the project results. The presentation of the planning process and the research as well as extensive own data collections. Thus, components is based on nine qualitative planning-centred 19 acceptance-oriented expert interviews (with operators Table 15: Characteristics of an "ideal" transshipment hub expert interviews with logistics planners and municipal of transshipment hubs, cargo cyclists, residents, among planners conducted in the project "Cargo Bike Hub". The others) were conducted in the project. The evaluation procedure was as described above (paraphrasing, content data basis was checked and enriched by 19 acceptance- oriented expert interviews (see below). The qualitative clustering and hierarchization). data was paraphrased in the evaluation process; within the groups of actors, similar statements of actors were then Furthermore, a representative online survey was conducted summarized. These statement blocks were assigned to the with residents of German cities, in which 1,493 participants planning levels according to Assmann, Fischer, & Bobeth participated. The survey served to deepen questions of (2019). Within the fields of level and actor group, thematic acceptance and consisted of four parts. In the first part, clusters were formed. several scenarions with for the preferred design of semi- stationary or stationary transshipment hubs in two decision The clusters resulted in the sequence of the planning experiments were presented to the participants (discrete process described in the guideline as well as a description/ choice experiment). In the second part, video sequences evaluation of components of a cycle logistics system. The from the logistics simulation environment were used to assess the perception of safety in conflict situations between planning sequence was transformed into a comprehensive flow chart using existing process models of logistics planning road users and stopping cargo bikes or vans (here and in the (Schenk & Glistau, 2019; Ziems, 2012), urban commercial following parts respondents answered on scales). In the third transport planning (Flämig, Hertel, Jaeger, & Schneider, part, the participants were asked to evaluate the redesign / 2006) and a general planning model of urban planning of infrastructure with the help of visual material from the (Albers & Wékel, 2017; Frick, 2011). This was validated by simulation. Finally, in the fourth part, possible psychological / the advisory board of the project "Cargo Bike Hub" and by predictors of the acceptance of (hypothetical) transshipment the interviewed experts and enriched by process durations hubs in the respondents' own streets were assessed. The from the empirical knowledge. data were evaluated with common descriptive and inferential statistical methods. Furthermore, findings from the preparation of literature, own calculations of publicly available data as well as own data In order to record the perspective of freight cyclists on / collection (field studies) and simulations were incorporated some of these aspects, another short online survey with 30 into traffic and logistics statements. participants was conducted.

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A2. Overview of current cargo bike models A3. Reference values for improving air pollutant "Van" refers to the conventional delivery with diesel vehicles. emissions The representation refers to a mixed inner-city area. CO2 2 3 emissions have a global effect and are shown for the entire Figure A.1 and Figure A.2 give guideline values for the city, including the inflow from the hub. NOX and PM10 have possible improvement of air pollutant emissions for the a local effect and refer absolutely to the district. The delivery scenarios of substitution of 50% and 80% of CEP deliveries to the transshipment hubs is from hubs that are on average by cargo bikes (section 5.3.1). However, the package 15 km away. Attention: For NOX there is no updated data quantity can be used for other areas under the condition of with real tests. an approximately equal distribution of the sinks in the area.

CO2-emissions total city /

L Van Central Quarter

Decentral Pac/d Inh/km2 3 L scenario NOx-emissions city district

4 4 Van Central Quarter Decentral Pac/d Inh/km2 scenario PM10-emissions city district

Van Central Quarter Decentral

Pac/d Inh/km2 scenario

Figure A.1: Environmental impact of cycle logistics in neighbourhood deliveries per year in the delivery of transshipment hubs by truck

40 41 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

A4. Traffic quality of generalised urban roads

HBS Cass Road idt Road idt Road idt CO2-emissions total city 0 Cargo Bikes

20 Cargo Bikes Van Central Quarter 40 Cargo Bikes Decentral

Pac/d 60 Cargo Bikes Inh/km2 scenario

80 Cargo Bikes

NOx-emissions city district

100 Cargo Bikes

Van

Central 120 Cargo Bikes Quarter Decentral

bikes bikes bikes Pac/d Inh/km2 scenario A5. Air pollutant emissions from delivery by vans and cargo bikes

2 10 PM10-emissions city district �

Van Central Quarter Decentral 10 2 � Pac/d Inh/km2

scenario

Figure A.2: Environmental impact of cycle logistics in neighbourhood deliveries per year for delivery of transshipment hubs by van

42 43 Otto-von-Guericke-Universität Magdeburg / PLANING OF CARGO BIKE HUBS

References Figures & Tables

Albers, G., & Wékel, J. (2017). Stadtplanung - Eine illustrierte Einführung Figure 1: Bicycle courier, CLAC-Aachen/ neomesh GmbH 8 Table 1: General data of (electrically assisted) cargo bikes (Assmann & (3. Auflage). Darmstadt: WBG. Figure 2: Possible applications for cargo bikes in multimodal systems 9 Behrendt, 2017) 7 Figure 3: Micro Consuldation center MCC (Velogista, Berlin); © Martin Table 2: Cargo bikes for logistics applications; standardised volume Assmann, T., & Behrendt, F. (2017). Die Integration von Lastenrädern Schmidt 9 dimensions (height, width, length in cm) 8 in urbane Logistiksysteme. In U.-H. Pradel, W. Süssenguth, J. Piontek, Figure 4: Cooperatiove hub (KoMoDo, Berlin), © Michael Table 3: Overview of different hub types 9 & A.-F. Schwolgin (Hrsg.), Praxishandbuch Logistik. Köln: Deutscher Kuchenbecker 9 Table 4: Gradations of the extent of public participation 16 Wirtschaftsdienst. Figure 5: Transshipment variants for cargo bikes 10 Table 5: Overview of transshipment hubs 18 Figure 6: Process description for hubs 10 Table 6: Exemplary dimensions for sTN 19 Assmann, T., Fischer, E., & Bobeth, S. (2019). A conceptual framework Figure 7: Timeline of the planning process (note: A1 to A6 are Table 7: Overview of suitable areas 19 for planning transshipment facilities for cargo bikes in last mile logistics. cancellation criteria in the process, see respective sections) 13 Table 8: Basic parameters of the model calculation (from interviews; In E. Nathanail & I. D. Karakikes (Hrsg.), Data Analytics: Paving the Figure 8: Scenario of volume modelling 21 Bogdanski, 2017; Esser & Kurte, 2017; Schäfer et al., 2017) 21 Way to Sustainable Urban Mobility - Proceedings of 4th Conference on Figure 9: Number of cargo bikes depending on location type and Table 9: Recommendations for road types 5.5m and 6.5m; X/Y/Z Sustainable Urban Mobility (CSUM2018) 24 - 25 May, Skiathos Island, population density, reference 2025, parcel/d = parcels per day, = number of deteriorations of the traffic quality level at Greece. Springer International Publishing. E/km2 = inhabitants per km² 21 120/80/40 compared to 0 LR/h 23 Figure 10: Methodology of the traffic study 23 Table 10: Recommendations for road type 7.5m; X/Y/Z = number of Bogdanski, R. (2015). Nachhaltige Stadtlogistik durch Kurier- Express- Figure 11: Road configurations suitable for cargo bikes on 5.5m and deteriorations in traffic quality level at 120/80/40 compared to und Paketdienste. Berlin: Bundesverband Paket und Expresslogistik e.V. 6.5m wide roads 24 0 cargo bikes/h 24 Figure 12: Road configurations suitable for cargo bikes on 7.5m wide Table 11: Recommendations for road type 8.5m; X/Y/Z = number of Bogdanski, R. (2017). Bewertung der Chancen für die nachhaltige roads 25 deteriorations of the traffic quality level at 120/80/40 compared Stadtlogistik von morgen - Nachhaltigkeitsstudie 2017. Berlin: Figure 13: Road configurations suitable for cargo bikes on 8.5m wide to 0 cargo bikes/h 26 Bundesverband Paket & Expresslogistik BIEK. roads 25 Table 12: Variation of CEP delivery with cargo bike 29 Figure 14: Redesign proposals for a layout suitable for cargo bikes 27 Table 13: Parameters of the simulation of CEP stops 29 Esser, K., & Kurte, J. (2017). KEP-Studie 2017 - Analyse des Marktes in Figure 15: Approval of forms of guidance in two-lane (left) and four- Table 14: Overview of stakeholders in the planning of cargo bike transfer Deutschland. Berlin: Bundesverband Paket und Expresslogistik e.V. lane (right) roads from the perspective of different means of hubs 35 transport 28 Table 15: Characteristics of an "ideal" transshipment hub 38 Flämig, H., Hertel, C., Jaeger, B., & Schneider, C. (2006). Figure 16: Perceived adequacy of space for cargo bikes (left) and cars Wirtschaftsverkehr in Ballungsräumen. Bonn: Bundesministerium für (right) 28 Verkehr, Bau und Stadtentwicklung. Figure 17: Perceived adequacy of space for cargo bikes (left) and cars Frick, D. (2011). Theorie des Städtebaus. Tübingen Berlin: Ernst (right) 29 Wasmuth Verlag. Figure 18: Screenshots from the conflict videos in the online survey 30 Figure 19: Conflict assessment for parenthood and different modes of Gaffga, G. & Hagemeister, C. (2015). Space for tricycles and bike transport 30 trailers: Necessary provisions. Proceedings of the Institution of Civil Figure 20: Assessment of conflict situations by freight cyclists 31 Engineers: Engineering Sustainability, 169(2), pp. 67–75. Figure 21: Visualization of a cargo bike loading zone © Otto-von- Guericke-Universität Magdeburg 31 Gruber, J. (2015). Ich ersetze ein Auto (Schlussbericht). Berlin: Institut Figure 22: Possible location characteristics in the spatial section and für Verkehrsforschung, Deutsches Zentrum für Luft- und Raumfahrt. demand of measures for urban integration 32 Figure 23: In the assessment of scenarios by the general population, Huijts, N. M. A., Molin, E. J. E., & van Wee, B. (2014). Hydrogen fuel the artistic design of the paint (right) scored significantly better station acceptance: A structural equation model based on the technology than a simple corporate design (left). 33 acceptance framework. Journal of Environmental Psychology, 38, Figure 24: In the assessment of scenarios by the general population, 153–166. deliveries to a forecourt (centre) or backyard (right) performed significantly better than deliveries with a stop on the Schäfer, P., Quitta, A., Blume, S., Schocke, K.-O., Höhl, S., Kämmer, A., carriageway (left). 34 & Brandt, J. (2017). Wirtschaftsverkehr 2.0. Frankfurt am Main: Frankfurt Figure 25: Factors influencing the acceptance of cargo bike University of Applied Sciences. transshipment hubs on the street people live in. 36 Schenk, M., & Glistau, E. (2019). Logistiksystemplanung - Vorlesung: Schritte der Logistikplanung. Magdeburg.

Ziems, D. (2012). Planung logistischer Lösungen. In H. Krampe, H.-J. Lucke, & M. Schenk (Hrsg.), Grundlagen der Logistik (4. Auflage). München: Huss-Verlag.

44 45 Imprint

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Layout and Design: FORMFLUTDESIGN – www.formflut.com

English Version 2020 - Translation, Layout and Design CityChangerCargoBike Project

Cover: Otto-von-Guericke-Universität Magdeburg, Pictograms freepik von www.flaticon.com Pictograms: own illustrations and freepik of www.flaticon.com Picture sources: As indicated. The image rights are held by the respective authors. Further use in any form is excluded. Graphics from the site freepik.com were included in the Otto-von-Guericke Universität image material for the online survey (depiction of the artistic design of cover hubs).

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