Estimated Data Production for Urban Goods Transport Diagnosis - Sustainable Urban Logistics: Concepts, Methods and Information Systems - page 114

Routhier et al. ( 2001 ), it is possible to describe the components of urban goods
movement, as follows 4 :
• Pickup and delivery flows by vehicles used for inter-establishment trade
(commercial, industrial, services) and goods vehicles for business trips (artisans
carrying goods from depot to work site, etc.). These flows, known as inter-
establishment movement trips (IEM), represent between 35 and 40 % of total
goods traffic in terms of road occupancy rates. 5
• End-consumer movement flows (ECM), including shopping trips made by pri-
vate car, home deliveries and other proximity tele-shopping services, which
represent between 50 and 55 % of total goods traffic.
• Flows related to urban management movements (UMM), mainly related to
waste collection, postal services, removals, hospital and public and construction
works. These represent between 10 and 15 % of total goods traffic.
Concerning data collection, individual trips for purchase are more or less well
captured in Mobility surveys, although they are collected for personal trips, so
some information concerning purchased goods is not always notified (Gonzalez-
Feliu et al. 2010a ). Urban management is the most difficult UGM category to
define quantitatively, due to the variety of flows in this category. Concerning inter-
establishment movements, it is possible to comprehend this part of traffic through
specific data collections such as the vehicle fleet involved in each activity (Ségalou
et al. 2006 , pp. 27-33). However, the flows generated by pick-ups and deliveries
are currently not well known and are often considered as difficult to estimate.
2.2 What Data are Needed to Respond to the New Issues?
According to Patier and Routhier ( 2009b ), three main issues related to urban goods
movement can be identified:
• The economic dynamics of urban activities is weakened by risks of congestion
in an increasingly restricted space.
• Logistics flows are increasingly driven by consumer demand, following just in
time logic, but not by the productive system.
• The consideration of environmental requirements has become a major issue at
every level of the transport activity, including urban links, at both local (noise,
and pollution) and global (greenhouse gas) levels.
To take urban goods transport into account in the light of these stakes, the data
collected have to satisfy the three following requirements:
4 All ratios are extracted from Routhier et al. ( 2001 ).
5 Road occupancy rates are in general estimated in Private Car Units (PCU): 1 private car = 1
PCU; 1 light goods vehicle = 1.5 PCU; 1 medium truck = 2 PCU; 1 heavy truck = 2.5 PCU.