WP 3: “ ” Peru workshop 19.10.2010 Laetitia Dablanc WP 3: “ Urban logistics practices – Case...

WP 3:WP 3:

““Urban logistics practices – Case

Study Paris””

Peru workshopPeru workshop 19.10.201019.10.2010

Laetitia DablancLaetitia Dablanc

Grant agreement no.: 234061Coordination and support actions (Coordinating)Activity code:SST.2008.3.1.4.: Urban freight delivery systems

2 | 16Laetitia Dablanc | INRETS| Lima, Peru | 19.10.2010

Outline

Outline of the presentationOutline of the presentation

General presentation of Paris and FranceGeneral presentation of Paris and France FRETURB surveys and modelFRETURB surveys and model Paris policies: four urban freight good practicesParis policies: four urban freight good practices Lessons learntLessons learnt


Overview of Paris and France

Map of municipal GDPs in France

Poulit, 2003


• Paris: 105 km², 2.2 million inhabitants, 1.6 million jobs, population density 21,000/km2

• Ile-de-France region: 12,000 km², 11.8 million inhabitants, 5.5 million jobs, population density 1000/km2

• France: 550 km2, 62 million inhabitants, population density 112/km2, 77% population is urban

• France’s GDP ranks fifth in the world but only18 in the World Bank 2007 Global Logistics Index (which includes Customs, Logistics Infrastructure, Ease of International Shipments, Providers, Tracking and Tracing Capabilities, Domestic Logistics Costs, Timeliness)


PARIS ECONOMY

• Specific compared to the rest of France: Paris concentrates high level services to businesses, high level administration services, high level research and education

• Retail and tourism have an important share of the Paris’ economy

• Paris’ GDP is €150 billion, the GDP per capita is 120% higher than the country

• About 25,000 industrial establishments employing 110,000 people, printing-publishing being 40% of Paris’ total industrial jobs and garment and leather industries 23%


• The average distance of terminals to their barycenter has increased from 6 to 16 km from 1974 to 2008 • While the average distance of jobs to their barycenter has increased by 2 km•This has generated an addition of 15,000 net tons of CO2/year

Logistics Sprawl


Urban Goods Movement (UGM) surveys in France: looking at the RECEIVER

• Main reference: Laboratoire d’Economie des Transports, Lyon• FRETURB urban freight model• New surveys started in Fall 2010: Paris region, Bordeaux,

Marseille• New insights:

- Carbon footprint assessments

- Household shopping trips with private cars

- Home deliveries, e-commerce

Freturb


Observation unit :

the “movement”: delivery/pick-up

Establishments survey(4 to 5,000 establishments

surveyed)

Drivers survey(2,200 tours monitored)

Movements, traffic and parking timegeneration per zone

- Which type of vehicle,- Weight, packaging, type of products,- Delivery round or direct delivery?-Route, schedules, etc.

•How many deliveries and pick-ups a week •Which logistic organisation (own account, for hire)

Source: J.L. Routhier


Goods movements are the result of logistics decisions made by economic agents

• Logistic profiles for each economic sector are very similar across cities: little policy leverage!

• Freight vehicles occupy 10 to 15% of street space• In average, there is one delivery or pick up per week

per job in an urban area (France)• This average ratio can be declined into specific ratios (0.2

to 8) for each economic sector• Ratios do not vary much according to the size, type or

location of a city


FRETURB: a model built on empirical data

Business register (establishments)

Standard data:

results of UGM establishments and drivers surveys

Indicators on the logistics behavior

of various economic sectors

Local data

Geographic data (land uses,network)

- Freight demand

- Road occupancy- Energy

consumption- Pollution and GHG

Local results

FRETURB Model

Source: J.L. Routhier


Paris Urban Freight Policy

• Objective: alleviate the environmental impacts of freight traffic, mainly related to local pollutants and CO2

• while recognising freight transport as an asset for the economic vitality of Paris: focus on innovations in city logistics, so as to provide Paris businesses with a choice of efficient and environmentally-friendly solutions for their urban supply chain

• A freight strategy which is served by a “policy-mix” of various and mostly interconnected measures

• Most measures revolve around a recentralised logistics system: logistics activities should find space and facilities within the Paris urban area


Four Good Practices

• Chronopost Concorde

• La Petite Reine cargocycles

• Freight in Land Use Plan

• Monoprix Freight Train


Chronopost Concorde

Before Now


Impact assessment of Chronopost Concorde

Over a six month period:


La Petite Reine cargocycles

• Electrically assisted cargocycles• Each cargocycle can carry about 180 kg of freight in its 1,400 liter

container• Subcontractor for major parcel transport companies or goods

producers (Dannon)• Each day, 3000 business or home locations are served by the 40

drivers of La Petite Reine • Located in two Urban Logistic Spaces: one in an underground

parking close to the Louvre museum since 2003 and another in an underground parking on the left bank since 2010


Impact assessment of La Petite Reine

• Over a twelve month period:– avoided 600,000 tonnes-km made by vans in Paris– avoided emissions of 203 tonnes of CO2 and 84 kilos

of particles


• 90 Monoprix supermarkets supplied by rail since 2007 • Trains arrive in a renovated freight terminal close to the center of Paris• CNG trucks for the final distribution• The scheme generates a saving of 235 tons of CO2 every year• But also an additional 35% in transport costs

The Monoprix rail experiment in Paris


Freight oriented Land Use Master Plan

– Compulsory to integrate a delivery area into new industrial and commercial buildings of 500 m²

– Specific land-use areas reserved for logistics activities with access to rail

– Thirteen “part-time transit ports” along the Seine: these areas may be used at certain times to tranship goods from a boat to a delivery vehicle, then resume normal uses (promenade) for the rest of the day


Barriers, lessons learnt, transferability

• A freight-oriented policy is complex to implement and it is a long process

• Hire a “Mr. (or Ms.) Freight” and set up a consultation process (Freight Forum)

• Important publicity and media attention: inviting the press, residents’ and environmental groups to events related to Paris freight policy such as the inauguration of an Urban Logistics Space

• Very important are the structural policies: land use planning, regulation, enforcement


• Experiments of Urban Logistics Spaces such as Chronopost Concorde and La Petite Reine are transferable to another city meeting the following conditions: strong political commitment, strong cooperation between the private and the public sectors, ability to provide convenient well-located logistics areas with minimum size and safety standards, willingness to set a low level of rent


• The integration of logistics land uses into a Land Use Plan is transferable to another city meeting the following conditions: strong political commitment, strong cooperation between the private and the public sectors, availability of space that can be dedicated to logistics activities: brownfields and former industrial zones, under-utilised freight train stations or commercial ports


• An experiment such as the Monoprix freight train demonstrates the challenges of developing freight rail transport in urban areas: it requires large logistics facilities connected to the railway network, one or several retailing companies that have a minimum volume of goods to be delivered daily to the city, a competitive railway industry

WP 3: “ ” Peru workshop 19.10.2010 Laetitia Dablanc WP 3: “ Urban logistics practices – Case...

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