City Distribution
Amsterdam, The Netherlands
Abstract
In 1996, the City of Amsterdam together with organisations of operators and shopowners
signed a declaration of intent in which heavy trucks are excluded from the city centre, except
on the network of main roads (a so called 'filtersystem'). At the same time, transport firms will
attempt to combine trans-port as much as possible, during a period of two years. Only
operators who necessarely have to make use of heavy trucks on the non-main roads (fresh
food etc.) can get special permits to do so for a two year period.
The filter-system is the first step towards a complete system of City Distribution. Further
steps, in which all goods delivered by heavy trucks are unloaded into smaller vehicles at the
edge of the city are expected in the next few years
Background information
In 1994, the City of Amsterdam decided to create a car-restricted centre. One of the
measurements is the implementation of a system of City Distribution. In this way, the number
of vehicles in the city centre can be kept to a minimum and the nuisance of heavy truck traffic
can be reduced. At the same time, the centre remains accessible, so it can retain its function
as an economic and social hub.
Objectives
The objectives of the project are:

a more efficient supply of the city centre;

decrease of nuisance and environmental impact caused by loading/unloading traffic
in the city centre;

make the city centre a more pleasant place;

more efficiently supply of clients.
Implementation
Following the result of a referendum held in 1993 the City of Amsterdam decided to create a
car-restricted city centre. One of the measurements to achieve this was to develop a system
of City Distribution in cooperation with the operators, organizations of operators and the
Chambre of Commerce. This strategy for implementation has resulted in a step-by step
approach to achieve a system of City Distribution.
The first step taken is the ban of heavy commercial traffic (more than 7.5 tonnes) from the
centre (except main roads). This measure encourages distributors to logistically combine
goods flows and limits the number of vehicle journeys. Agreements with the business
community and provision of facilities are the methods to ensure the creation in the long run of
a comprehensive system of city distribution. For the time being, commercial transshipment
currently taking place in transport centres on the outskirts of the city is to be expanded. If this
policy is successful, the system can be expanded in the long run beyond the city centre and
special environmental-friendly city distribution vehicles can be deployed for the transport from
the city distribution centres.
For the exclusion of heavy commercial trafic road signs were placed all over the city centre.
The City Centre Department is responsible for implementation. On top of this special
enforcement was applied.
The total costs of the project so far for labour were approximately 75,000 ECU and for
investment in road signs appr. 18,000 ECU, financed by the City of Amsterdam.
Evaluation
The general results of the project so far are positive. Some 600 firms have asked for a special
permit for exclusion of the ban on the non-main roads in the city centre. Some 400 of them
were given to trucks with 'difficult' deliveries, such as fresh food, heavy transport for
construction etc. The enforcement is satisfactory.
In the summer of 1997 interviews were held with inhabitants, shopowners, operators and
members of the projectgroup for City Distribution. The results were:

50% of the inhabitants have noticed a reduction of nuisance of trucks in the centre;
100% feel that further steps towards banning large trucks are necessary

the shopowners have not noticed negative effects on the supply or accessibility;
further steps are wishful but they feel it is the responsability of the operators

the operators are working on a higher degree of efficiency; some operators have
decreased the number of trips to the centre; further steps are wishful, but with the
accent on environmental-friendly transport instead of strict limitations of weight and
length of the trucks

the members of the projectgroup are satisfied. The step-by-step approach with
concensus on every step is an example for other cities. The existing transport centres
on the edge of the city have noticed an increase of transshipments for the city centre.

all respondents think that the enforcement should be intensivated.
In 1998 the regulation is further restricted
•
•
•
•
trucks < 9 meters
loading degree minimum 80%
Euro-2 norm for all trucks
This resulted in:
•
More bundling (70% => 80%)
•
•
•
•
Number of adresses for delivery increased while vehicle
spends less time in the city.
Satisfaction with residents/vistors: safety feeling increased
Less damage in public space
Reduction heavy vehicles (-12%)
This kind of policy is probably being extended to other parts of the city which have similar
problems as the historical innercity.
Also further environmental restrictions are being prepared: Euro 3 norm for all trucks in the
near future.
Conclusions
The main difficulty with the filtersystem is the amount of transportations that can not or very
hardly be transshipped to smaller trucks or transshipped at all, such as fresh food and
transportations for construction etc. For these reasons, some 600 permits were given for
exclusion of the filtersystem. Also, some operators reach a more efficient supply with large
trucks making only one trip per week instead of using smaller trucks making several trips per
week. For these reasons the effects are limited so far. By sharpening the criteria for special
permits as a further step towards a system of City Distribution the effects are expected to
increase.
Due to the step-by-step approach with concensus on every step with the operators,
shopowners and Chambre of Commerce there have not been any conflicts.
This project could be implemented in any (European) city. Especially cities with a historic
centre have a big chance on political support for a limitation of commercial traffic. It is very
important to get a general debate on the issue before starting a project. Other (dutch)
examples, in which the municipality started to construct City Distribution Centres and forced
the operators to make use of them have all failed. In the Amsterdam approach, both parties
took their responsibility. The city took responsability for the organization of the project and the
'push'-factors, the operators etc. took responsability for stimulation of the use of distribution
centres ('pull').
Cooperation with the representatives of operators, shopowners and firms and a step-by-step
approach are the keys for satisfactory results. The City of Amsterdam could provide other
cities with advise and figures. The city of Amsterdam participates in the Commercial Traffic
working group of the Car Free Cities Club. This is a very usefull network for the interchange of
information.
The most critical factor for succes is as mentioned before the cooperation with the relevant
partners and the step-by-step approach. This could be an example for other cities.
Contact Details
Please contact for further information:
miss E. van Kesteren
City of Amsterdam
Department for Infrastructure, Traffic and Transport
Nieuwevaart 5-9
PO box 95089
1090 HB Amsterdam
The Netherlands
tel. +31.20. 5565236
fax +31.20. 5565704
e-mail: kesteren@ivv.amsterdam.nl