Le présent dossier présente trois articles qui illustrent bien les trois enjeux dudiscours scientifique tenu sur la logistique urbaine.Le premier article (PATIER, ROUTHIER) présente les avancées en termes deméthodes d’enquêtes pour rendre compte de la complexité des transports demarchandises dans la ville.Le deuxième article (RIPERT, BROWNE) témoigne de la politique "marchandises" menée au cours de la période 2002-2008 par la Ville de Paris.Le troisième article (AUGEREAU, CURIEN, DABLANC) analyse de manière approfondiela logistique du e-commerce qui est en fort développement depuis2003.
This paper presents an innovating survey method as regards Urban Goods Transport. Innovating, because it integrates the complexity of the urban logistics and marks a rupture with the classical methods such as origin/ destination survey method, the goods counting or sending follow-up which did not take in account the complex ways carried out to deliver goods in the city. The movement, defined as a reception, a collection of goods or both, carried out by a vehicle in an establishment, was selected as being the most relevant statistical unit. Three surveys fit into together are carried out in parallel: the first “face to face” survey by the establishments generating flows, in order to collect information on the totality of the movements carried out in one week, the second by the deliverymen who receives a questionnaire, in the surveyed establishment, and describe their trip and the third by the carriers, face to face, in order to understand their logistic organization. The investigation was carried out in three towns of different size and characteristics. 4500 establishments and 2200 deliverymen were surveyed. This survey made it possible to highlight constant functional links between the activity of the establishment and the number of movements carried out, the type of product loaded and the modes of organisation and management of the deliveries. It made it possible to build a model for decision-making support, FRETURB, which helps the decision makers to determine the […]
Every year, around 31,5 million tonnes of goods are required to ensure that Paris functions economically and socially. A goods movement as a whole generates significant negative external effects, both in terms of environment and health. As far as Paris is concerned, it was in 2001 that attention was focused on the transport of goods as part of the implementation of new policy regarding mobility and the sharing of public spaces. A consultation exercise involving stakeholders conducted over a period of more than 6 years led to the emergence of a new goods transport policy for the City of Paris. The policy is based on a dual approach, with a regulatory aspect and a commitment aspect and includes a new simplified set of goods regulations, the introduction of the environmental principle, a new definition of delivery areas, a signature of the charter of good practices for goods transport and deliveries in Paris, incorporating goods transport into urban development documents and several examples of green logistics operations. However, there is still a lot to do. A priority is to keep the political will alive. Besides, the rather restricted geographic area of Paris brings limitations to the actions which have been implemented. At the same time, it is important to develop a goods transport policy for logistics encompassing whole of the Paris region (Paris basin) with the creation of a goods transport organising authority that can operate on a regional scale. The Paris experience can […]
In recent years, there has been a strong development of pick up points in urban and suburban areas in many European countries (particularly in France, Germany, the United Kingdom, and Benelux). Pick up points are local collection and distribution depots, or boxes, from which consumers can pick up goods they have ordered via home retail services (by mail order or order made on the internet). Their development has paralleled the rapid growth of sales made on the internet since years 2002-2003. In the last 5 to 6 years, the development of drop boxes and relay points has been remarkable in many European countries. In this article, we propose the identification.
It is widespread acknowledged that car access and urban sprawl are related to each other and that they both influence modal choice. Nevertheless, few methods have the ability to correctly account for these correlations. In this perspective, the method proposed by BONNEL (2000) is quite unique and relevant since it allows separating the effects of each variable. Up until now, the method has been applied and validated using Lyon and related household survey data as a case study. The purpose of this study is to transpose the approach to a North-American city. This experimentation, on the one hand, allows identifying and measuring the respective influences of locations and car access on the evolution of transit in Montreal. On the other hand, it allows comparing the results from the two cities and discussing the ability of the method to clarify this issue in various urban contexts. The microdata from the large-scale origin-destination household surveys held in the Greater Montreal Area are used for this purpose. This experience confirms that the mathematical approach proposed by BONNEL is capable of distinguishing between the respective impacts of the examined variables. Hence, it also confirms that urban sprawl (with respect to trip ends) has a more important impact than the increase of car ownership on the share of transit. Now that its consistency has been demonstrated with two independent sets of data, the method can be used and developed in various ways, namely by […]
Congestion pricing as a transport demand management measure is difficult to implement because most of motorists expect a deterioration of their welfare. Tradable Driving Rights (TDR), that is allocating quotas of driving rights for free to urban inhabitants, could be a more acceptable alternative. This mechanism provides also a supplementary incentive to save whether trips or distance travelled by car, because of the possibility of selling unused rights. A complete system of TDR is designed in detail, aiming whether at reducing trips or vehicles-kilometres, in order to control congestion, or the same target modulated on the basis of the pollutant emission categories of vehicles in order to control atmospheric pollution. An assessment is carried out on the Lyon urban area, which points at some welfare distributive issues between motorists and the community, when compared with conventional congestion pricing.