French National Institute for Transport and Safety Research (INRETS) Master CIMO 14 janvier 2009 Transport de marchandises en ville Laetitia Dablanc –

French National Institute for Transport and Safety Research (INRETS)

Master CIMO

14 janvier 2009

Transport de marchandises en ville

Laetitia Dablanc – [email protected]

Transportation Research Board’ 2010

World Bank Meeting

13 January 2010

FREIGHT TRANSPORT, A KEY ELEMENT OF THE URBAN ECONOMY,

GUIDELINES FOR PRACTITIONERS

Dr. Laetitia Dablanc – [email protected]


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


• 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


1. Information, statistics and data collection

• 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 Tokyo’s 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

Different cities, different needs


The logistics specificities of cities in poor countries

• 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




• 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


Recent advances in urban freight surveys and methods

• 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



Number of freight vehicles for 1000 urban residents


(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


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


• 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

Access restrictions based on tonnage or size are not always

optimal



• 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

Other types of freight policies commonly applied in cities



Motomachi Urban Consolidation Center in Yokohama, Japan

• An area of upscale pedestrian shopping streets in the city of Yokohama

• The UCC processes 85% of flows delivered to the neighborhood’s 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




Environmental concerns

• 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

3. Key issues and challenges


The ‘motor transition’ for urban deliveries


0%20%40%60%80%

100%

First stageAccra, Harare,

Medan

Second stageMexico, Delhi,Buenos Aires

Third stageMilan, Seoul,

Chicago

Fourth stageLondon

feet hand rickshaw bikes motor (trucks)

motor (vans, motorbikes) green trucks

• 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


Logistics sprawl

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



• 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


The location of cross-dock terminals in the Paris region between 1974 and 2008



• 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

Few alternatives to road transport in cities


• 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

3. Key issues and challengesThe Monoprix rail experiment in Paris


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



Objective 1: Assessing the needs of the economy

London Freight Plannovembre 2007

Conducting an Urban Goods Movements’ survey using existing methodologies

Setting up a Freight Forum to negotiate with private stakeholders



Objective 2: Serving urban growth and providing value added logistics services

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 Master’s level

Provide planning and funding for logistics parks



Objective 3: Making cities safer and more livable

Land use and planning policies Environmental standards for truck traffic and access

regulations Promotion of innovations in clean delivery vehicles



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

Land use and planning policies


Universidad Autonoma de México, 2007

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




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 < 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

Monitoring CCTVMonitoring CCTV




TABLE 1 Effects of truck environmental regulations in Gothenburg, Sweden 1 (trucks more than 7 years old prohibited) 2 PM10 (kg/year) Trucks < 16 tons with regulation 187 Trucks < 16 tons without regulation 566 Trucks > 16 tons with regulation 3312 Trucks > 16 tons without regulation 4531

Data from City of Gothenburg, May 2006, after 4 years of implementation 3




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



Objective 4: Facilitating deliveries and providing better labor conditions for

delivery personnel

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


Bus and lorry lanes in London

‘Lincolns’ in ParisMulti-use lanes in Barcelona

Diverse ways of providing adequate traffic and delivery spaces for truck drivers



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


Documents

French National Institute for Transport and Safety Research (INRETS) Master CIMO 14 janvier 2009 Transport de marchandises en ville Laetitia Dablanc –