Lorry routes and bans evidence on performance

Evidence on performance

Windsor Area, UK

Context

In 1978 the County of Berkshire introduced lorry controls in an area of Eastern Berkshire which includes the town of Windsor . The purpose of the controls is to prevent through heavy goods vehicles which do not have to make a stop from passing through the Windsor area. The controls consist of restrictions or prohibitions on the use of 50m sections of road by goods vehicles with a weight over 5 tons.

The prohibited sections are located on roads that cross a cordon, to the east, south and west of Windsor . The cordon is about 9km from Windsor at the furthest point.

These controls require prohibited vehicles to take alternative routes around the cordon. If vehicles are subject to the controls but require access to the protected areas they have to make detours and enter only by the permitted routes from the north.

Some vehicles are exempt from the controls, which include tankers for petrol, fuel oil or milk, breakdown vehicles, agricultural tractors and trailers, animal transporters and ready-mixed concrete vehicles. Berkshire council have granted exemption permits for individual vehicles of other types which are based or have business in the Windsor area.

By mid 1978 approximately 70-85% of vehicles affected by the controls were complying with them on the more busy routes. This was achieved despite the fact there was very little police enforcement activity at the time.

Impacts on demand

Demand for road space within the cordon will inevitably fall, although overall demand is likely to stay the same as vehicles will just re-locate to other areas. Surveys have shown that the figure is approximately 30%. On the roads assessed 1400 homes experienced reductions in lorry nuisance, but almost equal number experienced increases. This suggests that lorries are changing their routes, therefore increasing demand for road space on the outskirts of Windsor . As congestion is less in Windsor , this may increase car usage, as users will be able to achieve shorter journey times. However, surveys have shown general road traffic has decreased by 2.9%.

Impacts on Supply

The measures are unlikely to lead to a change in the supply of road space, but rather a change in how it is used. The measure is designed to reduce congestion, and as building more roads can actually increase congestion, this seems unlikely.

Contribution to objectives
	The strategy has proved successful in reducing congestion within Windsor and hence a more efficient transport system. However the re-routing of lorries on the outskirts of the cordon has merely acted to re-locate the congestion, although not necessarily on such a scale as previous. The cost to lorry operators has increased by £400,000 per year, which makes them less efficient
	By reducing congestion, liveability in Windsor has been improved. The streets that have suffered from lorry re-routing may experience less liveable streets, but liveability in the town centre has been improved, with 1200 fewer vehicles travelling through the town centre, although 1390 homes in other areas experienced higher traffic levels.
	Noise and air pollution in Windsor (areas covered by the bans) was reduced. Areas that experience the extra traffic will likely experience increased air and noise pollution, although no evidence is available to support this claim.
	The lorry transport equity has been reduced due to longer travel times and increased fares. Car users have the benefit of less congestion. Social inclusion may occur to some degree as people are more prepared to go out in un-congested areas.
	Accident rates within areas of the cordon were reduced.
	Economic growth will occur in Windsor (no evidence available) This is mainly due easier access for suppliers and consumers. Lorry companies suffered higher operating costs (£400,000) due to increased journey times and distance.
	The scheme has no major cost attached. The cost associated includes sign posting and public awareness campaigns.
	The scheme requires the co-operation of road users, as there is little police enforcement.

London

Context

The ban in Greater London banned lorries from areas of greater London . Prior to the lorry ban in London , thirty-seven percent of the tonnage collected or delivered in London had its origin there. Furthermore, fifty-seven percent of the tonnage was collected or delivered by the lorries. Forty –three percent of all lorries are over 24.29 tonnes GVW).

It was found that the number of lorries on the road between the hours of 7am and 7pm was less than ten percent of the total during the whole day. The number on a Saturday was one quarter of the total found on a week day and one eighth the total found on a Sunday.

The residents of London desired lorry bans because of the problems they cause to the local environment, most notably damage to roads and buildings, congestion of traffic, visual intrusion, safety and separation of local communities.

The Panel who were deciding the policy instrument for London considered the following proposals:

Full-time bans on all lorries in excess of the following weights: 7.5 tonnes, 16.26 tonnes, 24.39 tonnes.
Night time bans between 10pm and 6 am and 9pm and 7am
Weekend bans from the period from 10pm on Friday to 6 am on Monday and from 6 pm on Saturday to 7 am on Monday.

Impacts on demand

Demand for road space within the area covered by the ban will inevitably fall, as lorries have to change their routes. In terms of weekend and night time bans, vehicles over the 16.26 tonne weight limit will reduce to zero. This increases the use of vehicles under the weight limit. Estimates suggest that this value is around 33%, i.e. the amount of vehicles under the weight limit of 16.26 tonnes increases by 33% due to the ban on bigger lorries. This suggests that haulage companies are making more frequent journeys with lower loads.

Impacts on supply

Again, the measures are unlikely to lead to a change in the supply of road space, but rather a change in how it’s used. The measure is designed to reduce congestion, and as building more roads can actually increase congestion, this seems unlikely.

Contribution to objectives
	A lorry ban will inevitably reduce the efficiency of the haulage operating companies, as their costs increased. Lorry bans and routes make journey times longer so vehicle kilometers raised, which increased operating costs and hence reduced turnover.
	By reducing congestion, liveability in London has been improved. The areas that have suffered from lorry re-routing may experience less liveable streets, as lorry traffic levels increase.
	Heavy goods vehicles are a major contributor to air and noise pollution. This decreased in the areas covered by the bans, but increased in the surrounding areas, most notably were lorries have re-routed onto the M25. As lorries travel more kilometers, they release more harmful emissions, so this may means total air and noise pollution increased as a whole.
	This will improve in areas covered by the ban, although the new routes which lorries take may decrease social inclusion in those areas. There is no evidence to suggest this though.
	Again, safety levels were improved in the areas covered by the lorry ban.
	No analysis has been conducted, but the reduction of congestion will have reduced associated costs to the economy.
	The scheme has no major cost attached. The cost associated includes sign posting and public awareness campaigns.
	The scheme requires the co-operation of road users, as there is little police enforcement.

Tokyo

Context

In Tokyo , there is a zonal ban on access by heavy goods vehicles. The ban is in operation in most of Tokyo ’s inner districts of the city. It is effective on one night of the week, between 2200 hours on a Saturday night and 0700 hours on a Sunday morning. The main purpose of this ban is to reduce the disturbance felt by local residents in the Tokyo suburbs. The zone from which the ban is controlled is bounded by the ring road which encircles the city. The radius of this road is between 4 and 6 miles of the city centre.

The ban covers vehicles exceeding 8 metres in length or 5 tonnes capacity (equivalent to a heavy goods vehicle in Britain ). These vehicles are prohibited from moving in the zone for the hours in which the ban is effective. However, movements are permitted across zones on nine metropolitan highways, which are also the main radial routes. Emergency vehicles are granted permits, and special dispensation for urgent consignments is generally granted.

The ban in Tokyo is perceived to be relatively successful, although it has its limitations. There is no plan to extend the ban, either time covered or area covered, as it is feared it could have a detrimental affect on the local economy. The ban is possible because the majority of fresh food markets do not open on a Sunday.

Impacts on Demand

Demand for road space within the area covered by the ban will inevitably fall, as lorries have to change their routes. Movements into the centre of Tokyo will have a dramatic change in the time where the ban is effective. A survey carried out on the first night of the ban showed that at one busy junction, movements fell from 792 a night to 146 per night.

Impacts on supply

Contribution to objectives
	A lorry ban reduced the efficiency of the haulage operating companies which use the centre of Tokyo as a thoroughfare. It will also be reduced by the fact that deliveries cannot be made during certain hours, and delivery times may change to when congestion is higher, which will reduce efficiency
	By removing Heavy Goods vehicles from the centre of Tokyo , residents are able to enjoy more liveable streets as they will be disturbed less.
	Heavy goods vehicles are a major contributor to air and noise pollution. Tokyo has a big problem will air and noise pollution, so the ban improves the situation.
	This improved in areas covered by the ban, as heavy goods vehicle numbers will dramatically reduce.
	Again, safety levels improved in the areas covered by the lorry ban.
	No analysis has been conducted, but the reduction of congestion will have reduced associated costs to the economy.
	The scheme has no major cost attached. The cost associated includes sign posting and public awareness campaigns.
	The scheme requires the co-operation of road users, as there is little police enforcement.