Pr

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Laetitia Dablanc INRETS laetitia.dablanc_at_inrets.
fr
Dr. Laetitia Dablanc INRETS laetitia.dablanc_at_inr
ets.fr
Transportation Research Board 2010 World Bank
Meeting 13 January 2010 FREIGHT TRANSPORT, A
KEY ELEMENT OF THE URBAN ECONOMY, GUIDELINES FOR
PRACTITIONERS
Master CIMO 14 janvier 2009 Transport de
marchandises en ville
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Acknowledgement

• This paper is based on a 2009 study made for the
  World Bank as part of the Freight transport for
  development" initiative, which examines how
  freight transport operations contribute to
  development
• The Transport Research Support program is a joint
  World Bank/DFID initiative focusing on emerging
  issues in the transport sector. Its goal is to
  generate knowledge in high priority areas of the
  transport sector and to disseminate to
  practitioners and decision-makers in developing
  countries

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• Main dates for the completion of the report
• March-June 2009 research and first draft
• End of July 2009 revised version after reviewers
  comments
• January 2010 presentation of an article at TRB
• Content of the report (52 pages)
• Information, statistics and data collection
• Current policies and practices
• Key issues and challenges
• Policy recommendations
• Appendix on Mexico City

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1. Information, statistics and data collection
Different cities, different needs

• Chicago wants to maintain its role as a rail hub
  for North America and is concerned about rail
  freight movements Chicago must preserve and
  promote its national and international freight
  prominence (2030 Michigan Regional
  Transportation Plan, 2008)
• Los Angeles is primarily concerned with air
  pollution and targets urban trucking associated
  with the ports of LB and LA
• Shanghai has become the largest cargo port in the
  world and its logistics added value is evaluated
  to 13 of its GDP logistics as a major economic
  activity is the focus of Shanghai policy-makers
• Activities from the three ports of the bay of
  Tokyo add much lorry traffic to the city of
  Tokyos streets and the municipality targets
  truck congestion in its transport policy
• In Mexico City, 42 of the working population
  works in micro companies of which half are
  home-based workshops or street-based, generating
  very specific patterns of deliveries
• The wholesale market in Mexico City
• (Central de Abastos) generates 52,000 truck
  trips
• every day

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The logistics specificities of cities in poor
countries
1. Information, statistics and data collection

• Urbanization has outdistanced the public supply
  of infrastructure and transport services, many
  roads unpaved and poorly maintained
• Traffic congestion is an operational problem with
  slow non-motorized vehicles merging into faster
  motorized traffic
• A significant share of the recycling of goods is
  left to the informal sector and rag-pickers
• Urban scenes include street vendors, selling
  everything from fresh fruits to electronics goods
• Slums are part of the city landscape and have
  specific characteristics and supply needs
• However, in most cities in intermediate or
  developing countries, part of the economy is
  fully integrated into global economic networks
  the informal sector operates alongside advanced
  industries and services that have logistics
  concerns similar to those in developed countries

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1. Information, statistics and data collection

• The famous Dabbawallas in Mumbay 200,000 lunch
  boxes made at home are delivered everyday to
  businessmen on their workplace through a
  collection/sorting/delivery system using
  bicycles, trains and pedestrian modes of
  transport
• Deliverymen meet in specific places to exchange
  and consolidate shipments with regards to final
  destinations

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Recent advances in urban freight surveys and
methods
1. Information, statistics and data collection

• Many local surveys made in cities around the
  world
• but with different methodologies
• and few published results, resulting in poor
  information
• New academic networks have emerged
• the urban freight committee of the TRB
• a Special Interest Group on urban goods movement
  at the World Conference on Transport Research
• the Institute for City Logistics
• European efforts to integrate methods through
  common projects and benchmarking
• A European city generates
• 1 delivery or pick-up per job per week
• 300 to 400 truck trips per 1000 people per day
• 30 to 50 tons of goods per person per year

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Number of freight vehicles for 1000 urban
residents
1. Information, statistics and data collection
(in millions of inhabitants)

• Although registration methods differ from one
  country to another, it seems that this ratio
  decreases as city size increases
• This supports the idea that very large cities are
  more efficient in terms of urban freight delivery

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Trucks and vans access restrictions
2. Current policies and practice

• European cities have used this kind of regulation
  since... the Roman Empire
• The most famous truck ban in Europe is the London
  Lorry Ban in place since 1975 trucks over 18
  tons cannot circulate at night and weekends
  within a delimited area
• On the contrary, Paris has banned trucks (over 29
  m2) during day time
• All trucks in Seoul have been banned of the
  central areas during working hours since 1979
• Trucks over 4.5 tons cannot travel along eleven
  arterial roads from 6 am til 9 pm in Manila

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2. Current policies and practice
Access restrictions based on tonnage or size are
not always optimal

• These policies promote small capacity vehicles
  (vans, light trucks) increasing total congestion
  and diminishing the efficiency of freight
  transport
• Regulating truck access requires enforcement and
  control, meaning a sufficient and well trained
  staff
• Without adequate enforcement, carriers adhering
  to the rules feel frustrated over non abiding
  truck companies

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2. Current policies and practice
Other types of freight policies commonly applied
in cities

• The provision of delivery bays
• in downtown Buenos Aires, 750 on-street delivery
  areas were implemented following a major 2009
  delivery bay design program
• this is much less than in central Paris (10,000)
  or Barcelona (8,000)
• the Buenos Aires delivery spaces are
  insufficiently dimensioned, as they are limited
  to a length of 8 meters
• Consultation processes with the transport
  industry
• Urban consolidation schemes

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Motomachi Urban Consolidation Center in Yokohama,
Japan
2. Current policies and practice

• An area of upscale pedestrian shopping streets in
  the city of Yokohama
• The UCC processes 85 of flows delivered to the
  neighborhoods shops
• Three CNG trucks make delivery tours from the
  UCC, located a few hundred meters away from the
  retail area
• The truck companies that use the UCC pay 150
  (1.25) per parcel delivered
• It took seven years to work out a sound business
  plan and efficient organization
• Today the scheme provides good delivery service
  at low environmental cost to the community but at
  a high cost to the shopkeepers association

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Environmental concerns
3. Key issues and challenges

• Air pollution has decreased with the phasing out
  of leaded gasoline, but diesel vans and trucks
  remain a major source of pollution
• Urban freight is more polluting than long
  distance freight transport
• urban delivery vehicles are older on average
• many trucks end their life cycle in drayage
  operations between port terminals and urban
  distribution centers
• operating speeds are slower than optimal speed
  due to congestion and traffic restrictions
• constant acceleration and deceleration due to
  traffic lights, delivery stops and congestion
• vehicle idling is frequent
• In large European cities, freight transport is
  responsible for a quarter of transport-related
  CO2, a third of transport-related NOx and half of
  transport-related particulate matter
• In the metropolitan area of Mexico, 71 of the
  3,500 tons of PM2.5 generated in 2002 by mobile
  sources were from freight vehicles

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The motor transition for urban deliveries
3. Key issues and challenges

• The motor transition for urban freight is the
  change from predominantly pedestrian or animal
  powered transport of goods to motor vehicles,
  mostly diesel powered trucks and vans
• Some cities are active today in (re)introduing
  cleaner modes of transportation

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Logistics sprawl
3. Key issues and challenges

• The spatial deconcentration of logistics
  facilities in metropolitan areas overtime
• Caused by land pressure, large urban development
  projects, and needs for modern facilities
• Done by small-scale changes with the closing of
  urban terminals and the opening of new ones
  further away
• Logistics sprawl generates additional vehicle-km
  and CO2 emissions in urban areas

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3. Key issues and challenges
The location of cross-dock terminals in the Paris
region between 1974 and 2008

• The average distance of cross-dock 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

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3. Key issues and challenges
Few alternatives to road transport in cities

• In New York City up until the 1960s 300,000
  wagons/y carried on floating bridges across the
  Hudson
• Rail freight, due to its impacts, cost and lack
  of available infrastructure capacity because of a
  growing passenger rail traffic, has been ousted
  of cities
• It needs dedicated logistic facilities (tracks,
  sidings, yards) that are space consuming and very
  expensive in cities
• A major cargo-tram project in Amsterdam, called
  City-Cargo, went bankrupt in 2009
• The Monoprix experiment in Paris

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3. Key issues and challenges The Monoprix rail
experiment in Paris

• 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 25 in transport costs

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4. Policy recommendations
Recommendations for cities seeking to promote a
more efficient and environmentally friendly
freight system

• The underlying principle is that freight must
  serve the local economy
• Many of these measures are simple and feasible
• Classified according to four main policy
  objectives
• Assessing the needs of the economy
• Serving urban growth and providing value added
  logistics services
• Making cities safer and more livable
• Facilitating deliveries and providing better
  labor conditions for delivery personnel

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Objective 1 Assessing the needs of the economy
4. Policy recommendations

• Conducting an Urban Goods Movements survey using
  existing methodologies
• Setting up a Freight Forum to negotiate with
  private stakeholders

London Freight Plan novembre 2007
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Objective 2 Serving urban growth and providing
value added logistics services
4. Policy recommendations

• Promote individual initiatives, even though very
  modest, that could result in more efficient ways
  of carrying goods
• Support or set up training programs dedicated to
  logistics and freight transport up to the
  Masters level
• Provide planning and funding for logistics parks

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Objective 3 Making cities safer and more livable
4. Policy recommendations

• Land use and planning policies
• Environmental standards for truck traffic and
  access regulations
• Promotion of innovations in clean delivery
  vehicles

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4. Policy recommendations
Land use and planning policies

• Land use and planning policies have to integrate
  logistics activities
• This is a long term policy that can also have
  short and direct impacts on building permits
• In Japanese cities, logistics terminals are part
  of the urban fabric
• Photos 1 and 2 Yamato facilities in very busy
  streets in Tokyo city center
• Photo 3 a ProLogis multi-story warehousing and
  cross-docking terminal located in a central
  neighborhood of Tokyo

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4. Policy recommendations

• Proposed RALA (Reserve Areas for Logistic
  Activities) for Mexico City

Universidad Autonoma de México, 2007
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4. Policy recommendations
Environmental standards for truck traffic and
access regulations

• Environmental standards for truck access
  contribute to reducing pollutant emissions
• The London Low Emission Zone

• Since July 2008 trucks and buses lt Euro III are
  restricted access to the Greater London area
  (1580 km2)
• This may apply to vans in 2010 or 2011 (political
  decision)
• Non complying vehicles must pay a high access fee
  (100 to 200/day)
• The rule is enforced by plate-reading cameras
• Investing in and operating the cameras (30,000
  each) results in a net financial deficit for the
  scheme

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4. Policy recommendations
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4. Policy recommendations
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4. Policy recommendations
Promotion of clean innovative delivery vehicles

• Cleaner and quieter modes of transport must be
  (re) introduced on city streets
• But some vehicles are yet too costly to be
  considered an option and be financially supported
  by cities

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Objective 4 Facilitating deliveries and
providing better labor conditions for delivery
personnel
4. Policy recommendations

• Governments must help improve working conditions
  and skills in the urban freight sector, which is
  often the least considered in the trucking
  industry
• Fair competition must be guaranteed through
  increased enforcement of transport regulations
• Well-designed on-street and off-street delivery
  areas must be provided to make urban deliveries
  easier and faster

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4. Policy recommendations
Diverse ways of providing adequate traffic and
delivery spaces for truck drivers
Multi-use lanes in Barcelona
Bus and lorry lanes in London
Lincolns in Paris
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Conclusion

• Urban freight represents many jobs and an
  important economic asset for cities
• Logistics services in cities are still of poor
  level and freight transport generates many
  environmental impacts in cities
• Local decision-makers can implement simple and
  effective policies to address part of the issues
• Many freight and logistics issues depend on
  long-term national policies that cannot be
  properly addressed at the local level

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