Aucun titre de diapositive

1
COST 355 WG1 Freight and Energy 2005 Nov.
23th, Berlin
Using Freturb for some scenarios on the Lyon
Urban Area
Jean-Louis ROUTHIER Research Engineer in Lyon 2
University Laboratoire d'Economie des
Transports Lyon - France - jean-louis.routhier_at_let
.ish-lyon.cnrs.fr
2
The Freturb Model
To explain the Trafic
specific UGM surveys
The simulation model Freturb
To explain the generation of flows
To measure the road occupancy by running and
stationary vehicles
To assess the impact of Urban Goods movement on
road congestion
energy consumption
greenhouse gas, pollution
3
Diagram of the model FRETURB
Generation per area
Activities location
Urban planning
household purchasing trips
pick-ups and deliveries
de livraisons et d enlèvements


Urban logistics organisation
Business logistics
Urban regulation
Road occupancy

Occupation de la voirie

Road occupancy by running vehicles per area (car
unit x km)
On road parking duration per area (car unit x
hours)
Road occupancy at any instant (road traffic and
parking)
Environmental nuisance
Road congestion
Control variable
Sensitivity variable
Processing module
Output
4
2 - main indicators
Residence and activity densities (on a given
zoning)
Freight vehicles flows number of pick-ups and
deliveries
Travelled distances
On street parking duration
(according to the type of vehicle, activity
types, operating modes and organisational modes)
5
FRETURB Simulation on the Lyon s Town
1 - study area
Trévoux
Montluel
Lyon 63 km² 570,000 inhab. 45,400 premises
Lyon-Villeurbanne
Vaugneray
Colombier S.
C1
106 communities
Ring 1 287 km² 515,000 inhab. 24,960 premises
1 300 000 inhabitants
C2
83 500 premises
Ring 2 697 km² 217,000 inhab. 13,200 premises
GIvors
650 000 jobs
1999 637 000 deliveries/pick-up per week
6
3 - Calibration of the reference scenario
is based upon general trends between 1982 and
1999
Evolution of the activity structure between 1982
and 1999
7
4 - Results of the reference scenario 2020
Evolution of travelled km between 1982 and 2020

• Assumptions
• 1982-1999 trends kept linear growth of the
  number of premices up to 2020 per activity (116)
  and per zone
• a same logistic structure in each activity (116
  types) between 1999 and 2020.

8
4 - Results of the reference scenario 2020
Evolution per vehicle type between 1999 and 2020

• Assumptions
• 1982-1999 trends kept linear growth of the
  number of premices up to 2020 per activity (116)
  and per zone
• a same logistic structure in each activity (116
  types) between 1999 and 2020.

9
Three Scenarios of urban policy
341 - Return of retail trade to town centre
342 - Return of wholesale trade and light
industry to town centre
351 - urban distribution centres
10
Scenario 1 Return of retail trade to town centre
A non significant change in the commercial
vehicle traffic
But a more significant decrease in the private
car distances for purchase
3,6 in the number of household purchasing trips
(108,000 trips/week) -0,8 in the number of car
purchasing trips (24,500 trips /week) -6,3 in
the private car travelled distances (120,000
km/week)
11
Scenario 2 Return of wholesale trade and light
industry to town centre
the average travelled distance per delivery stays
around 7.5 kilometres, which is similar to the
1999 one. there is a saving of about 400,000 km,
that is 8 of the 1999 total.
12
2 UDC with cooperation
Scenario 3 Urban distribution centres
1 UDC
Référence 2020 peripheralplatforms
- 34,000 veh.km/week(lt-1)
- 350,000 veh.km/week(-7)
HighwayRailway
13
Conclusion
The effect of the spreading of the activities on
the increase of the km is moderated by
- The growing of tertiary sector - The
concentration of the whole activity
The scenarios show that some actions are saving
energy consumption
- To further the relocation of activities
towards the dense and central areas
- In the retail trade location, to take above
all into account the trips for purchase
- To further a cooperative city logistics ?
14
Thank you for your attention