1. Urban Freight: in London and Paris Strategies, actions and experimentations COST 355 meeting, Piraeus, Greece – 18-19 th AprilMahmoud Attlassy, LET, France

2. LondonParisPetite couronne Ile-de-France Population (millions inhabitants) 726,111 Surface (km²) 1 580105,4076212 012 GDP (billion euros) 380NA295376 Freight (millions of tonnes) 18631.5NA310 Road 12528.5NA274.5 Waterborne 52 (2 millions inside London) 2NA19 Rail 91NA16.5 PARISLONDON

3. Negative externalities linked to urban freight Congestion Pollution (emissions: CO2, CO, NOx, PM10 particle…) Noise and vibrations Energy consumption Space consumption

4. Strategies and objectives The Mayor's Transport Strategy (2001) ensure efficiency and reliability of freight distribution minimise the adverse environmental impact of freight transport and servicing minimise the impact of congestion foster shift of freight from road to more sustainable modes Plan de Déplacement de Paris (2002) optimize the distribution of goods operate modal shift from road towards rail and waterways control the harmful effects generated by urban freight

5. ModeMain Stakeholders RoadDfT TfL incl. LSDP ALG and the boroughs RailTfL SRA Network Rail Rail Freight Group 4 companies (EWS and freightliner are the main ones) WaterborneTfL Port of London British Waterways 2 main companies ModeStakeholders RoadMairie de Paris CERTU DREIF GART ADEME RailMairie de Paris RFF SNCF SERNAM WaterborneMairie de Paris Port Autonome de Paris Voies navigables de France In LondonIn Paris Stakeholders and Decision-making processes

6. Actions and experimentations London The Congestion Charge The Low Emission Zone Freight Quality Partnerships The London Lorry Control Scheme Paris Urban consolidation centres Clean delivery vehicles Lorry regulation

7. The Congestion Charge Introduced in February 2003 £8 daily charge for driving a vehicle on public roads Active between 0700 and 1830, Monday to Friday, excluding weekdays and public holidays Reduction in the congestion inside the charging zone 30% 12 % reductions in the emissions of key traffic pollutants Impacts in the boundary area just outside of the charging zone are largely neutral

8. The Low Emission Zone To be implemented in 2007 A manually enforced scheme is estimated 4.2 million euros to set-up, with running costs of around 6 million euros each year Emission Criteria based on Euro standard and RPC (Reduced Pollutin Certificate). Starting from Euro Standar 2 plus RPC in 2007 23% reduction in total London PM10 emissions in 2010 43% reduction in the area of London exceeding the relevant PM10 air quality target in 2010 19% reduction in the area of London exceeding the relevant NO2 air quality target in 2010

9. Options considered

10. London lorry control Scheme Since 1986 roads within 33 Boroughs of London are restricted for lorries over 18 tonnes maximum gross weight (mgw), on three axles or more, at night time and weekends. Hours of operation of the ban (controlled hours) are as follows: Between midnight and 07:00 and between 21:00 and midnight on Mondays to Fridays inclusive Between midnight and 07:00 and between 13:00 and midnight on Saturdays, and All day Sundays Road haulage companies with essential business in the controlled road network may obtain permits to operate heavy vehicles on these roads and streets during controlled hours, provided that the are able to satisfy certain conditions

11. The Regulation in Paris Plages horaires 0h-7h307h30-9h309h30-16h3016h30-19h3019h30-24h Véhicules d’une surface égale ou inférieure à 16 m 2 Réglementation générale Pour toutes voies dans Paris Dérogations permanentes Appro. marchés découverts Véhicules postaux <16 m² Véhicules d’une surface de plus de 16m 2 à 24 m 2 Réglementation générale Pour toutes voies dans Paris Dérogations permanentes MeunerieCiternesFrigorifiquesPorte-voituresDéménagements Chantiers – voiries Appro. marchés découverts Véhicules d’une surface supérieure à 24 m 2 Réglementation générale Pour toutes voies dans Paris Dérogations permanentes MeunerieCiternes Frigorifiques < 28m² Porte-voituresDéménagements Chantiers – voiries Autorisés toutes voies Interdits couloirs de bus et axes rouges Interdits toutes voies

12. Experimentations in paris 1/2 Consolidation Centres Saint-Germain l’Auxerrois (600 m2) The Consignity network Concorde (800 m2) Porte d’Orléans (220 m2) Clean vehicles delivery CNG and LGP Vehicles Electric vehicles Electric tricycles Electric scooters Electric handcarts Seinexpress Optimising the deliveries inside the city

13. Experimentations in Paris 2/2 Electric handcarts “Chrono City” Electric triporteur used by Natoora Electric scooters used by Lungta Electric tricycles used by la Petite Reine Electric vehicles used by l’Oréal Compressed Natural Gas (CNG) Vehicles used by Carrefour, Ooshop, Monoprix Clean vehicles delivery

14. Tricycles After 24 months 188 t*km avoided (LGV < 3.5t) 28 teo of energy consumption 112t CO2 280 Kg NOx 1.5 t CO 44.5 PM10

15. Modal shift LondonParis Waterborne TfL and the GLA work in partnership with the Port of London Authority and British Waterways feasibility studies have been financed in order to evaluate the potential A working group has been set with the mairie de Paris and the Paris Port authority The reactivation of ten ports of transit on the Seine that will be “time-shared” Feasibility studies are carried out in partnership with companies before launching individual experimentations. Rail TfL, Network Rail and the Rail Freight Group work closely to evaluate the needs and to provide solutions for the development of rail freight. TfL, Network Rail and the Rail Freight Group work closely to evaluate the needs and to provide solutions for the development of rail freight. Evaluations are carried out Evaluations are carried out Development plan set with SNCF, RFF,DRE, Marie de Paris Development plan set with SNCF, RFF,DRE, Marie de Paris Protection of land spaces connected to the rail network Protection of land spaces connected to the rail network Feasibility studies are carried out before launching experimentations Feasibility studies are carried out before launching experimentations

16. Urban freight is still a relatively new field Both London and Paris are currently very active and consider urban freight issues as priorities in their transport strategies Both cities face the same issues induced by urban freight however have different approaches and bring different solutions on the field London adopts a holistic approach Paris implements an individualistic approach The decision-making processes are different in both cities. This explains partly the differences in the solutions and actions undertaken The tranferabilty of those actions from one city to another appears to be very often a political matter rather than a technical or economical one To sum it up …

17. Perspectives Modal shift inside both cities has to be thought at a national scale rather than at a city scale. Freight companies and organisations insist that this would only happen if such transport modes can enable to handle high volumes of freight and create economies of scale. The lack of data is a key point to enhance the efficiency of freight flows inside both cities and bring solutions that match the real needs of businesses. Accurate and better data collection concerning the nature of movements of goods is the next step.