A document published to mark Morocco’s hosting of COP 22 -2016-

Sustainable development at the heart of logistics dynamics in Morocco

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INTRODUCTION 4

EXECTIVE SUMMARY 6

GREEN LOGISTICS, CONCEPTS AND PRACTICES AROUND THE WORLD 10

GREEN LOGISTICS CONCEPTS 12

KEY DRIVERS TOWARDS GREEN LOGISTICS 13

GREEN LOGISTICS PRACTICES AROUND THE WORLD 14

MASSIFIED FLOWS, FOR SUSTAINABLE DEVELOPMENT 18

LOGISTICS ZONES FOR A BETTER ORGANIZATION OF FLOWS 19

MODAL ALTERNATIVES TO SUSTAINABLY CONSOLIDATE FLOWS 23

LOGISTICS SOLUTIONS FOR A SUSTAINABLE IMPORT/EXPORT SUPPLY CHAIN 28

POJECTS FOR SUSTAINABLE LOGISTICS PRACTICES 34

OUTSOURCING DEVELOPMENT TO POOL LOGISTICS MEANS AND RESOURCES 35

ADAPTED TRAINING FOR ECO-FRIENDLY LOGISTICS OPERATIONS 37

TOWARDS ENVIRONMENTALLY-CONSCIOUS LOGISTICS CLUSTERS 39

A GREEN LABEL TO FOSTER “GREEN LOGISTICS” GEARED PRACTICES 40

ENVIRONMENTAL STANDARDS FOR A GREENER LOGISTICS 41

INNOVATION AND EXCELLENCE AT THE SERVICE OF SUSTAINABLE LOGISTICS 43

EFFICIENT URBAN LOGISTICS FOR A NEW BREATH TO THE SUSTAINABLE DEVELOPMENT

OF CITIES 45

OPTIMIZATION OF THE URBAN GOODS MOBILITY, A LEVER OF SUSTAINABLE DEVELOPMENT 48

URBAN LOGISTICS FLEET, EQUIPMENT, & INFRASTRUCTURE: AREAS OF ACTIONS TO MITIGATE EMISSIONS 50

THE MOROCCAN LOGISTICS STRATEGY SUPPORTED BY THE GLOBAL ENVIRONMENTAL

FACILITY 54

PROJECT FOR THE INTEGRATION OF CLIMATE CHANGE IN THE MOROCCAN LOGISTICS STRATEGY 55

THE EXPECTED OUTCOMES OF THE PROJECT 60

CONCLUSION 63

TABLE OF CONTENTS

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INTRODUCTION

Despite its relatively insignificant GHG emissions, Morocco is strongly committed to face

climate change challenges. The country has a clear vision and a committed policy for

Climate Change issues, aiming to establish a strong coordination between the various

measures and initiatives taken to face climate change and focus on a structural, dynamic,

participatory and flexible policy for establishing the basics resilient green growth to

Climate Change1.

On the ground, this commitment is confirmed through operational and ambitious

projects, such as the ongoing implementation of a comprehensive policy to develop the

use of renewable energies, particularly wind and solar power.

In this respect, Morocco is building the world’s largest power-concentration solar plant,

named "Nour." The first part "Nour1" is already operational, with a production capacity

of 160 MW.

Other sustainable development related projects are also underway in several business

sectors, such as the setting up of waste recycling/recovery channels, the protection and

the sustainable management of forest genetic resources, the program for saving irrigation

water resources and natural environment protection...

Choosing Morocco to host COP 22 is itself a recognition from the international community

of the country’s efforts to contribute to face climate change challenges.

As for the logistics sector, Morocco’s Climate Change policy considers the national

development strategy for logistics competitiveness a part of the sectoral programs and

strategies implemented with the aim of reducing GHG emissions.

Morocco has defined and implemented an integrated national strategy for developing the

logistics sector by 2030, setting clear and quantified macroeconomic and environmental

objectives with the aim of reducing CO2 emissions generated by road freight transport by

around 35%.

In order to achieve these objectives, the Moroccan strategy tackles five main areas:

Developing a national network of logistics areas across the Kingdom ;

Optimizing the country’s main supply chains: import/export, domestic

distribution, flows of construction materials, agriculture products, and

hydrocarbon flows ;

Enhancing skills and professionalizing logistics operators ;

Developing logistics trainings and skills ;

Setting up appropriate governance and regulation.

1A document entitled “POLITIQUE DE CHANGEMENT CLIMATIQUE AU MAROC"published by the Delegate Ministry in

Charge of Environment, in March 2014

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While designing and deploying this strategy, priority was given to freight flows

massification and pooling, as one of the main levers to reduce logistics costs and freight’s

carbon footprint.

In general, as recounted in the present document, the initiatives and actions planned or

underway as part of this strategy, particularly enhancing logistics platforms

implementation, developing logistics outsourcing, optimizing urban logistics and

introducing logistics best practices within companies, especially SMEs, go together with

ODDs and gas reduction objectives.

In addition to presenting Green Logistics concepts and trends around the world, the

present document explains how this strategy contributes to limiting the environmental

impacts and externalities of logistics activities and developing Green Logistics best

practices through a comprehensive and integrated approach and various projects

covering all aspects and segments of the supply chain.

Source: The "Future Supply Chain 2016”reported by the Global Commerce Initiative and Capgemini

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EXECTIVE SUMMARY

“GREEN LOGISTICS”, CONCEPTS AND PRACTICES AROUND THE WORLD The world economic players are increasingly investing in practices aiming to reduce the environmental impact of their logistics operations. Companies use these practices, commonly called Green Logistics, as a marketing argument for customers more attentive to the carbon footprint of the products and services they consume.

The Green Logistics concept takes environmental and social factors into account while

performing logistics activities, whether carried out internally or through logistics

operators.

Reducing the carbon footprint of the supply chain is a major concern for Green Logistics

practices. The rising trends in these practices affect several aspects and areas, such as

establishing logistics platforms and hubs, pooling and developing multimodal transport,

choosing environment-friendly transportation and logistics means, developing

environmentally-efficient infrastructure and logistics facilities, eco-driving training,

reducing packaging and increasing product recyclability rates as well as optimizing urban

logistics.

THE CONTRIBUTION OF MOROCCAN LOGITSICS STRATEGY & PROJECTS TO SUSTAINABLE DEVELOPMENT Morocco has defined and implemented an integrated national strategy for developing the

logistics sector by 2030, which takes almost all of these aspects into account. The strategy

includes clear and quantified macroeconomic and environmental objectives, consisting

particularly of reducing the CO2 emissions generated by road freight transport by around

35%.

In general, the initiatives and actions planned or underway as part of this strategy aim at

consecrating Green Logistics principles and go hand in hand with ODD and GHG emissions

reduction objectives.

Massified flows for sustainable logistics

Establishing a logistics platforms network is the backbone of the Moroccan logistics

strategy. These platforms are multi-service logistics centers appropriately located nearby

production and consumption areas and transport networks, which will channel and

concentrate the flows of goods.

In this context, through several public and private initiatives, a large number of platforms

is set up on the national scale. For instance, Morocco, which counted only tens equipped

hectares of modern logistics platforms in 2010, reached about 600 equipped hectares in

Casablanca, Tangier and in several areas, hosting integrated industrial platforms.

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The development of logistics platforms fosters a pooled flows management, optimizing

the number of kilometers crossed for deliveries and rationalizing the use of

transportation means, and therefore reducing CO2 emissions.

Furthermore, special attention is given to the adoption of the best environmental

standards and norms while designing, building or operating the planned logistics facilities

and platforms, in order to minimize their impacts. During the buildings construction,

energy savings is a priority through consolidating insulation and using renewable

energies, such as the use of solar energy, of recyclable materials, and energy efficient

lighting.

As part of the optimization and rationalization of several supply chains, notably those

related to hydrocarbon, grain and containers flows, the Moroccan logistics strategy

advocated the use of the modal shift and mass transportation means to manage the flows

of goods, such as rail and pipeline transport which are important levers for reducing

GHGs. Examples are numerous such as rail transport for automotive production from

Renault plant to Tanger Med port and the use of pipelines to transport phosphate.

Organizing the movement of goods on the international scale could be a crucial lever for

reducing the carbon footprint of the import/export supply chain. In this context, the

Moroccan logistics strategy has paid special attention to the optimization of export-

import flows mainly through a set of measures, namely the aggregation and massification

of import/export logistics flows, the adoption of paperless procedures, the development

of computerized solutions for border transit operations and the development of export

highways.

As intermodal corridors linking Morocco to its trading partners, these highways would be

introduced by adopting and implementing a set of measures to optimize, increase the

reliability of and regularize the flows of a given import/export supply chain from door to

door. The positive impacts of such solutions could be amplified for these export highways,

inspired by the concept of "motorways of the sea," to shift road transport flows to sea

transport as much as possible.

Projects for sustainable logistics practices

In Morocco, series of initiatives were launched particularly inciting and encouraging

Moroccan operators to adopt the Green Logistics practices.

Pooling and mutually managing resources are among the logistics practices that best meet

the "Green Logistics" challenges. Pooling logistics resources has a positive impact on the

environment by reducing GHG emissions, optimizing resource consumption (packaging,

energy resources, etc.), and limiting the costs of infrastructure maintenance as well as

urban decongestion.

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Recognizing these challenges and interests, and as part of the implementation of the

Moroccan logistics strategy, the Moroccan Agency for Logistics Development (AMDL) is

undertaking several actions and projects aiming to develop the outsourcing and pooling

of logistics activities.

Indeed, the logistics upgrade program for SMEs, to be launched shortly, provides among

other tools to companies, technical assistance for the implementation of outsourcing

projects for the companies taking part in this approach.

Raising awareness of outsourcing and pooling logistics activities challenges has been

widely made, particularly through the organization of sectoral and territorial workshops

and the development of a best practices toolkit on outsourcing and pooling logistics

activities. Fiscal measures to encourage companies with good outsourcing and pooling

practices are also under preparation.

Moreover, in its SMEs logistics upgrade program, AMDL will provide funding of eco-

driving training, having a direct impact on the reduction of fuel consumption and GHGs.

AMDL is also working on setting up a support program for the development and

emergence of sectoral and regional logistics clusters, as suitable bodies for discussing

sustainable development issues and promoting best Green Logistics practices. In that

field, AMDL has initiated a set of partnerships, notably with LOGIPOLE SM cluster from

Souss Massa region, and with the Freight Forwarders Association (AFFM) in view of

creating a Moroccan cluster for multimodal international logistics.

Moreover, in order to encourage companies to adopt a green sustainable development

approach, AMDL provides for the creation and establishment of a Green Logistics Label as

a recognition for the environmental policy followed by Moroccan economic operators to

manage their supply chains.

Furthermore, to support logistics professionals in the adoption of sustainable

development practices, 12 standards reviewing the essential points of a sustainable

logistics approach (responsible management, life cycle analysis, product eco-efficiency

and carbon footprint, material flows accounting, procurements, packaging,

transportation, process, performance, and GHGs emissions) are already approved as

Moroccan standards. An AMDL study has demonstrated the importance and priority

logistics that professionals attribute to sustainable development, ranked second among

the primary areas where standards are required.

Through the logistics upgrade of SMEs program, AMDL will contribute to finance

certification support services, especially those related to sustainable development

standards.

To encourage and promote environmental and sustainable development projects, AMDL

is planning to set up a special “Green Logistics” Award, as part of the “Moroccan Logistics

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Awards 2017” to encourage shippers, service providers, institutions and experts to adopt

best logistics solutions and practices meeting sustainable development challenges.

Efficient urban logistics to boost sustainable development in cities

Optimizing urban logistics is vital for the development of the country’s logistics

competitiveness in general, but also for its economic development, quality of life, and for

the accessibility and attractiveness of its urban municipalities. This also entails economic,

urban and environmental challenges.

In Morocco, structuring urban logistics is initiated through the definition of a specific

national program covering several cities by 2021. This program, aiming to ensure a

sustainable improvement of urban logistics to serve better the local economy and citizens,

consists of several initiatives and projects having direct and positive impact on GHGs

reduction. This program actually includes measures for the organization of the traffic and

parking of freight transport vehicles within cities, the upgrade of public management

tools for freight tracks, the creation of delivery areas and road transport centers and the

promotion of modern and suitable urban logistic spaces.

All these initiatives show that Morocco, as one of the few countries that have chosen to

create and implement a logistics vision and an integrated national strategy, is fully

involved in global efforts to reduce GHGs generated by logistics activities.

The Global Environment Facility (GEF) and UNDP’s support for this strategy, through a

specific partnership project aiming to reduce GHG emissions in the Moroccan logistics

sector, reflecting its relevance and potential in adapting and mitigating climate change

impacts.

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GREEN LOGISTICS, CONCEPTS

AND PRACTICES AROUND THE WORLD

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The term “logistics” particularly refers to a set of activities, techniques and means aiming to best manage product and property flows. Good logistics organize, rationalize, prioritize, regulate and coordinate the overall flow starting from raw material sources to reach the final consumer while passing by production or commercialization systems. Until recently, the dominant paradigm used by logistics managers was to reduce direct costs. Wider environmental and social costs, traditionally excluded from the balance sheet, have been overlooked for decades. Over the last few years, quantifying the logistics impact of climate change has sparked real interest. Several scientific studies and researches have tackled this issue. Based on a 2009 study, The World Economic Forum reckoned that logistics represent about 5.5 percent of GHG emissions. The study also states that logistics facilities are accountable for 9 to 10 percent of the sector’s GHG emissions, while the rest is generated by freight transport. Goods road transport is accountable for two-thirds of these GHG emissions. Further studies and researches indicate higher shares of logistics operations in GHG emissions. In the light of these findings and in a context where, over the last ten to fifteen years, peoples and governments have been showing increased interest in environmental issues, particularly climate change, companies and economic players are increasingly investing in practices aiming to reduce the environmental impact of their logistics operations. These practices, often referred to as the generic term “Green logistics”, are considered by companies as a selling point to customers who are increasingly attentive to the carbon footprint of the products and services they consume.

Hence, it is no surprise that companies design logistics development policies and strategies, which strongly integrate environmental matters.

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Green Logistics concepts

Before further writing this document, it would be insightful to elaborate the notion of

Green Logistics. Green Logistics is a concept put forward in the mid-80s (Beaman 1999)2.

A summary review of the literature in this area has enabled the identification of several

advanced definitions by specialized academicians.

Some argue that Green Logistics is the concept of taking into account environmental and

social factors while carrying out logistics activities, whether internally or though 3PL3

operators.

Other experts4 define Green Logistics as the planning, control, management and

implementation of a logistics system thanks to advanced technology and environmental

management aiming to reduce polluting emissions.

Other scholars5 pointed out that “the objective of Green Logistics is to improve the use of

resources, reduce resources consumption and waste, and minimize the environmental

pollution generated by logistics activities, through rational planning, optimization of the

allocation of resources and usage of environmental technologies. Green Logistics activities

comprise green transport, green storage, green packaging, green reverse logistics, and so

on”.

The Systematic frame of Green Logistics (Marcus Thiell, 2011)6

2Beaman, B. M. 1999. Designing the green supply chain. Logistics Information Management, 12(4),332–342.

3A. Sbihi& R.W. Eglese, 2007. The relationship between Vehicle Routing& Scheduling and Green Logistics –A documentary study. 4Chang, Q. and R. Qin (2008)."Analysis on Development Path of Tianjin Green Logistics." International Journal of Business and

Management 5Zhao, P., J. Liu, et al. (2009). Etude sur le développement de Logistique verte moderne en Chine. Conférence internationale 2009 sur

la gestion de l'innovation. 6Marcus Thiell, Juan Pablo Soto Zuluaga, Juan Pablo Madiedo Montañez& Bart van Hoof 2011. Logistique verte : Pratiques globales et

leur mise en œuvre dans les marchés émergents. [Viewed on December 23rd, 2012]. Available on : http: //www.irma-international.org/viewtitle/53258/

Green Logistics System

Green transport

Green packaging

Green storage

Green logistics data collection and management

Waste and reverse logistics

management

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“Green Logistics” environmental performance is generally measured according to

indicators such as energy consumption, the number of tons-kilometers, the number of

tons of logistics platforms and transport CO2 emissions, the levels of traffic congestion...

Key Drivers towards Green Logistics

Firms around the world use the Green Logistics approach for various reasons and

motivations. Besides their economic aspect, these motivations are increasingly instigated

by the desire of firms to further nurture their client relationships and take leadership in

sustainable development to distinguish themselves from other competitors, as

demonstrated by several surveys and studies on “drivers”.

Key factors for a greener logistics and supply chain (Alan Mckinnone, 2010)

Eye for transport (2007) 7

“Key Factors for Instigating Green Transport/Logistics Initiatives”

Aberdeen Group (2008) 8

“Top Five Pressures Driving the Green Supply Chain

Insight (2008) 9

“Main Drivers for Green Logistics”

Improving public relations (70%) Desire to be considered as a Leader in Sustainable Development (51%)

Optimizing Logistics Flows (18%)

Ameliorating client relations (70%) Rising fuel/energy costs (49%) Bolstering Corporate Image (16%)

Part of the Company’s Social and Environmental Responsibility

Agenda (60%)

Gaining a competitive or differentiation advantage (48%)

Reducing Logistics Costs (15%)

Financial Return on Investment (60%)

Compliance with Existing or Future Legislation (48%)

Achieving Regulatory Compliance (15%)

Compliance with Governmental Regulations (60%)

Increase in Inbound or Outbound Transportation (24%)

Satisfying Customers’ Requirements (14%)

Reducing fuel bills (60%) Differentiating from Competitors (11%)

Improving Supply Chain Efficiency (55%)

Developing an Alternative Network (10%)

Decreasing Risk (50%)

Improving Investor Relations (38%)

7Eyefortransport (2007) “Green transportation and logistics, available on : eyefortransport.com 8Aberdeen Group (2008) “Building a Green Supply Chain”, Aberdeen Group, Boston 9Survery by Insight (2008) four-fifths of the companies that were greening their supply chains had instigated measures related to

logistics, a much higher proportion than were modifying other elements in the chain

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Green Logistics practices around the world

Reducing the carbon footprint of the logistics chain is a major concern for green logistics

practices. The related emerging trends involve several aspects:

• Implementation of logistics platforms and hubs for large volumes to consolidate

the flows of goods;

Development of environment-friendly logistics solution of massification10

Transporter : Heathrow Airport in London Facility : Freight consolidation platform Purpose : Cross-Docking Location : 2km from the airport Delivery : by land and by air Result : Consolidation of 700 inbound deliveries per week in 300 rides Impacts :

218,000 kilometers optimized through consolidated deliveries in 2008, or 158 T of CO2 emissions

Reduction by 50% of the carbon footprint, in 2009 Significant reduction amounting to 70% of the congestion of the airport terminal in 2009

• Pooling and development of multimodal transport combining road, railways, air and

sea to reduce GHG emissions and roads congestion.

Selection of environment-friendly means of transportation and logistics

similarly to the use of vehicle fleets with low CO2 emissions or the use of hybrid

propulsion technologies.

Development of environmentally efficient infrastructures and logistics

facilities Changes in the heating, ventilation, air conditioning, refrigeration and

10

Source : http://www.dhl-usa.com/content/dam/downloads/g0/logistics/green_logistics_sustainable_logistics_study_en.pdf

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lighting can be quick and effective means for reducing the energy costs and carbon

emissions of these facilities. As such, the certification of logistics platforms and

buildings pursuant to the HQE procedure (High Environmental Quality) is

increasingly adopted by companies.

Reconfiguring the logistics network for more efficiency by favoring maximized

use of transportation capacities and minimizing the movement of goods, notably

by making relevant choices in terms of storage locations.

The environmental impact of the choice of location of a given company’s logistics platform

The company offers a wide range of frozen pastries to retail and catering stores.

Solutions: Investing in a new better located refrigerated warehouse.

Benefits: avoiding the need to deploy the equivalent of 2190 trucks annually to travel between the old

warehouse provider and the manufacturing site located in Valade, reducing 10% of GHG emissions by

limiting its internal logistics flows.

Use of business software packages and NTICs which contribute to the

optimization of everyday transport logistics operations (TMS) and storage (WMS)

and therefore reducing GHG emissions;

Eco-driving Training could lead to substantial energy gains by saving energy;

Reducing packaging and increasing the rate of product recyclability are also

concrete steps to reducing the environmental footprint of goods.

Recycling: the case of a British-Dutch multinational working in the agri-food sector

Adopted practice: Using the cardboard pallet K-Pal, 100% recyclable instead of the traditional card

board wooden pallet of 25kg

Benefits: Eliminating 52 tons of CO2 emissions per pallet per year.

City logistics where there is room for a lot of improvement, such as the collaborative distribution among several companies of transport, storage, infrastructure and reverse logistics which include the recycling of products and packages and the regulation and organization of the movement of freight transport vehicles in urban areas.

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Source: Benchmark Solutions - World Bank Urban Freight Toolkit

Country: the Czech Republic

City: Prague

Total Population: 1,237,000 inhabitants

Density: 2,570 inhabitants per square kilometers

Country: the Czech Republic

City: Prague

Total Population: 1,237,000 inhabitants

Density: 2,570 inhabitants per square kilometers

Country: the Czech Republic

City: Prague

Total Population: 1,237,000 inhabitants

Density: 2,570 inhabitants per square kilometers

Country: the Czech Republic

City: Prague

Total Population: 1,237,000 inhabitants

Density: 2,570 inhabitants per square kilometers

Prague

Prague—Implementation of Restrictions concerning Heavy-weight Access to the City

Prague is a city characterized by its strong urban concentration, gathering together scores of political and economic institutions, industries, businesses, schools and universities, research centers and tourist infrastructures. This configuration requires the city to make considerable efforts to manage traffic, all the more so if we bear in mind the fact that the number of vehicles has grown two-fold since the 1990’s. A traffic and road infrastructure management policy has thus been devised and embedded to make traffic more fluid, especially in the down-town area. The policy is part of a European project dubbed “Trendsetter,” which consists of 50 initiatives aimed at improving mobility, life quality, and air quality, and also at reducing sound pollution and traffic jams in five pilot European cities (Stockholm, Prague, Lille, Pecs, and Graz). Three objective have been set for this traffic management policy, namely: Protect the historical city-center; Create better conditions so as to make in city traffic smooth; Set up hour-limits for the delivery of goods within city

centers.

Context and Objectives

Regulation of the traffic of heavy-weight vehicle in the historical down-town part of Prague, based on weight-related constraints applicable to authorized vehicles: Restricted access to vehicles or buses weighing more than

3.5 tons, applicable to an area covering 5 square kilometers within the city-center.

Restricted access to vehicles weighing more than 6 tons to an area stretched over 17 square kilometers

Solution

Key Results and Outcomes

Expected Results

Reduction in private-vehicle use and increased use of public transportation

Regulation of heavy-vehicle traffic within city-center, in particular in order to make traffic smoother.

Improve the quality of life of Prague-dwellers, notably in terms of congestion, sound pollution, and (adverse) environmental impacts.

Results obtained

After Regulation

Before Regulation

- 85%

Volume of heavy weight on congested

thoroughfare

+ 30 à 50%

Volume of heavy weight on

periphery-located roads

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Source: ADEME

Source: ADEME

Bordeaux—Installation of Convenience Delivery Spaces

In the framework of an Urban Space Overhaul and Development Program which was initiated back in 2000 by the Bordeaux Agglomeration, the transporters’ and retailers’ federations, along with the Bordeaux Chamber of Commerce and Industry have decided to conduct an experiment aimed at facilitating the delivery of merchandise within the city-center area, in a bid to minimize the repercussions of the works underway on businesses. The construction of the new tramway network has severely upset the city-traffic and made it arduous to deliver inbound goods to high-street businesses. Accordingly, several retail stores located downtown Bordeaux did not receive their goods within the time limits set. The establishment of Convenience Delivery Areas (ELP) has made it possible to meet requirements in terms of proximity logistics services and striven to achieve the following four main objectives: Relieve traffic congestion in the historical part of the city and

reduce jams provoked by the parking of delivery vehicles; Mitigate sound pollution and emissions released by delivery

vehicles; Ensure the delivery of goods in a timely manner; Help improve transporters’ practices in city center.

Context and Objectives

Establishment of innovative Proximity (or, Convenience) Delivery Areas which facilitate the entry process of goods into Bordeaux city-center. These are stopping/resting and handling areas that are exclusively designed for the delivery of goods intended for neighboring entities (located within a radius of 200 meters). The areas are reserved, protected and monitored by the transporters’ independent staff members who participate in in-situ handling and delivery.

Solution

Key Results and Outcomes

Expected Results

Diminution of road occupation and traffic relief within the downtown area;

Reduction of the adverse impacts linked to traffic;

Observance of delivery time-limits;

Better traffic management.

Results obtained

Limitation of the number of inbound vehicles

(9,500 vehicle were processed by ELP in 2005);

Reduction of the distance run by vehicles (up to 5 km fewer km run by each vehicle)

Time-saved by delivery personnel (between 5-20 minutes saved per delivery);

Diminution of energy consumption and reduction of CO2 emissions (843 g per stop).

Bordeaux

Country: France

City: Bordeaux

Total Population: 242,945 inhabitants

Density: 4,850 inhabitants/km2

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MASSIFIED FLOWS, FOR SUSTAINABLE

DEVELOPMENT

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Logistics zones for a better organization of flows

Modern logistics aim at massifying the flows of freight movements, particularly through developing platforms and zones for logistics activities. In fact, pooling the management of flows within a logistics platform optimizes the number of kilometers crossed to make deliveries and streamlines the use of transportation means, therefore reducing CO2 emissions. Determining the size and location of a platforms network strongly influences the latter’s efficiency, particularly in terms of the carbon footprint of the logistics operations and activities that would use these platforms as a base.

The structure of CO2 emissions evolution based on the number of warehouses11

According to a fairly recent study by World Economic Forum on supply chain

decarbonization, nearly 2,800 mega-tons of CO2 is generated by the logistics and

transport sector, which is 5.5% of the total compared to the overall human activities in

our planet.

In these sectors, real estate and logistics buildings are accountable for about 11%.

11 Source : professor Alan Mckinnon, Logistics Research Centre, Heriot-Watt University, EDINBURGH, UK

Source: Professor Alan McKinnon, Logistics Research Centre, Heriot-Watt University, EDINBURGH, UK

CO2 Emissions

The number of Warehouses

The total of CO2 emissions generated by

logistics activities

CO2 emissions generated by

transport

CO2 Emissions generated by warehouses

Other CO2 emissions generated by different

sources

Final Source :

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The breakdown of emissions per transport activity type and logistics12

In Morocco, the backbone of the national logistics strategy lies in the implementation of a logistics platforms network for bundling and unbundling goods. These platforms, which are true multi-service logistics centers located near production and consumption areas and transport networks, will channel and concentrate the flows of goods.

12Source: http://www3.weforum.org/docs/WEF_LT_SupplyChainDecarbonization_Report_2009.pdf

Unwanted

Source : Targeted situation

Source : Moroccan strategy of logistics competitiveness

300500

25Logistic

2000

1500

1000

500

Logistic Buildings

Rail Freight

Air Freight

Sea Freight Emissions

Road Freight Transport

GHG Emissions (MT of CO2 per year)

Transport activities of logistics

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The placement of logistics areas within the logistics schemes has been determined

according to the localization and connectivity criteria:

Motorway connection in order to facilitate access of heavy freight vehicles to and

from these areas;

Railway connection is of particular importance for containers, grain and

construction materials platforms;

Proximity and easy access to the city center are to be taken into consideration by

distribution, agro-marketing and construction materials platforms in order for

them to be able to best serve their consumption areas.

Owing to several public and private initiatives, a variety of platforms has been created on

the national scale. In fact, Morocco, which had only a few dozen equipped hectares of

modern logistics platforms in 2010, now has about 600 equipped hectares in Casablanca,

Tangier and in several regions, hosting integrated industrial platforms.

Several logistics areas have been created across the Kingdom:

Casablanca: several areas developed by public operators (Zenata / SNTL, Mita /

ONCF) and by private operators;

Tangier: several zones are operational around Tanger Med (Med Hub, Tetouan

Park, Tanger Automotive City and within TFZ) in addition to private investments;

Other regions: a total area of about 200 hectares is already equipped for logistics

activities within the various P2I developed in Agadir, Kenitra, Meknes, and Oujda.

Source : National Schema of Logistics zones

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Furthermore, projects of reginal schemes of logistics zones have been developed while

taking into account the economic context of each region and location criteria, particularly

the proximity to flow generating centers, connectivity to the various infrastructures

networks and to the topography of sites. In this context, 2,750 hectares of land, base of

the 3,300 hectares to be equipped by 2030 (approximately 83%), were identified in

consultation with the local players in different regions.

To support this regional planning, the structuring of the first logistics zones projects is

progressing in several of the Kingdom regions to develop a diversified offer of real estate

logistics.

Moreover, in view of minimizing the effects of the planned logistics facilities and

platforms, special attention will be given to the adoption of the best environmental

standards and norms during the design, construction and operation phases.

In fact, the main concern starts with the construction of the building, where focus is

mostly put on saving energy by increasing buildings’ insulation and using renewable

energy (solar domestic hot water, recyclable materials, a high-efficiency lighting ...).

Approaches such as the carbon balance approach enable the partial evaluation of the

environmental impact of a given logistics building or project. Matters such as staff

movement, energy and waste can be part of such balance.

As for the renovation of the existing buildings, other good practices are being developed,

such as the recovery of rainwater, natural lighting of the warehouse, and installation of

photovoltaic panels on the roofs of warehouses...

The National Transportation and Logistics Company (SNTL) has also made use of this

good practice by undertaking a project for the purchase and installation of photovoltaic

solar panels of 1.5 MW on the refrigerated warehouses of the Zenata logistics platform.

Tétouan Park Logistics platform in TFZ Refrigerated warehouse in Med Hub Tanger

Refrigerated warehouse in Med Hub Tanger

The Logistics zone of Zenata Soft Logistics in Ain Sebaa Logistics Zone in Med Hub

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This project is supported by the Global Environmental Facility (GEF) and the United

Nations Development Programme (UNDP) as part of a larger project further detailed in

the present report, aiming to integrate climate change into a national development

strategy of logistics competitiveness.

Modal alternatives to sustainably consolidate flows As part of the optimization and rationalization of a number of supply chains, particularly

those related to hydrocarbon, grain and container flows, the Moroccan development

strategy of logistics competitiveness advocated the use of mass transportation modes to

manage the flows of goods, such as railways and pipeline which are important levers for

GHG reduction.

Rail transportation and the modal shift

Out of the freight transportation sector, rail freight remains an ecological transportation

mode of undeniable assets for the community, given its nature as a mass transporter, its

low cost, its safety and security, its space and energy saving as well as its respect for the

environment (it is only accountable for 2% to 4% of the carbon generated by the

transportation industry).

Furthermore, rail transportation is an essential part of the modal shift, which has

environmental, economic, and social advantages for supply chains:

Reducing greenhouse gas emissions;

Reducing negative impacts on sensitive ecological areas;

Reducing non-renewable energy consumption;

Saving on fuel costs;

De-bottlenecking roads (Dangerous products)

Hence, the national logistics strategy pays great attention to the development and

strengthening of the use of railway transportation through a variety of projects:

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The development of railway connections between port terminals, dry ports (Mita,

Zenata) and the various logistics platforms;

The development of railway transportation offer adapted to massive flows (e.g.

Grain, hydrocarbon, construction materials, etc.) in line with the national scheme

of logistics platforms.

The advancement of multimodal transport solutions combining rail and road

transport, particularly for transporting masses of construction materials and

grain.

In addition to transporting raw materials flows, primary products and mass flows

(phosphates, coal, grain, fertilizers, barite, zinc, petroleum products, pulp, cement, clinker,

wood, Gravettes, sugar, cans, containers , steel, iron, ...) the National Railways Office

(ONCF) has developed new services, in recent years, to support the development of the

Kingdom’s new investments particularly in the automotive sector.

In this regard, ONCF is already in charge of transporting cars between the Renault

factories and the port of Tanger Med and has signed a rail service contract for the

implementation of an industrial complex of PSA Peugeot-Citroën in Morocco.

Moreover, to strengthen the use of rail transport and ultimately minimize the carbon

footprint, ONCF oversees the development and upgrade of its rail network through an

efficient logistics ecosystem, by:

Extending railways to customers’ factory facilities;

Guarantee rail/road combined transport to serve its customers in areas where

there are no railways;

Creating storage facilities dedicated for loading, unloading and storing containers

to be easily identified on site containers through a computerized system;

Transporting customs-bonded or duty free containers by rail between the

multimodal containers terminal of Ain Sbaa and the ports of Casablanca and

Tanger Med in the best security conditions and as quickly as possible;

Establishing customs offices within the multimodal containers terminal to easily

carry out customs clearance operations during importation or exportation.

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Pipeline transportation

CO2 emissions generated by the transport sector can be significantly decreased owing to

the use of massified transport, particularly pipeline transportation13.

In general, the products targeted by pipeline transportation are petroleum, and other

liquid hydrocarbons, natural gas and other fuel gases, as well as some chemical products.

For instance, when importing hydrocarbon by sea, petroleum products are first stored at

the start point of the pipeline in a storage terminal nearby the port before being sent to a

storage facility near stations and sale points. The flow is provided by a pumping station

located at the start point of the pipeline, supplemented, if necessary, by intermediate

pumping stations to compensate load losses and cope with any likely unevenness.

Pipeline transportation offers many benefits that contribute to the protection of the

environment, by being:

A massified transportation means which avoids the inland transportation of large

volumes of fuels or other substances such as phosphate;

An environmentally friendly means of transportation free of environmental

negative externalities;

A secure transportation means, resistant to weather and climate conditions;

An economical means of transportation for medium and long distances.

Morocco has a total storage capacity of around 1.8 million m3 for the storage of

hydrocarbon, 65% of which is concentrated in northern Morocco between Tangier,

Casablanca and Mohammedia (excluding the La Samir storage capacity). This mapping

does not ensure optimal primary distribution of flows with the storage capacities being

concentrated across the coast, instigating an early demassification of flows and

unbalanced coverage of the overall consumption areas, including non-coastal areas.

13A pipeline consists of a set of pipes, often buried at a shallow depth from the ground, and of pumping stations to channel liquid or gaseous products. The pipeline is a pollution free mode of transportation, contributing to the reduction of the environmental footprint.

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Upstream in the chain, the primary distribution of refined products is carried through

cabotage and pipeline, given that almost all storage capacities are set up across the coast.

On the downstream of the chain, the secondary distribution of refined products is

dominantly carried out through road transport, which processes almost all the flows

between storage facilities and the country’s 2,400 service stations.

Morocco’s first pipeline is the one of Sidi Kacem- a network directly connected to the port

and to the Mohammedia petrochemical complex. This transport mode is to be reinforced

in the future to connect the Kingdom’s gas ports to its non-coastal regions, to take

advantage of pipelines’ economic and environmental benefits and reduce the GHG

generated by road transport.

To support the growth of consumption and supply the overall territory, about 2.3 million

m3 of storage capacity should be installed by 2020, particularly in inland areas such as

Fez, Meknes and Marrakech. These new storage units could justify pipeline connection,

given the entailed volumes and distances.

The best-suited means based on distance

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Face to the challenges of market liberalization and in compliance with the law on free

pricing and competition, oil companies now set their own margin on prices at the pump.

This new context requires that petroleum products distribution companies in Morocco

invest in storage capacities in Tanger Med, Jorf Lasfar as well as in inland areas.

The objective is to make savings both on purchases abroad by consolidating flows in entry

points and on massified transportation by developing pipelines connecting petroleum

terminals nearby the ports and storage facilities nearby consumer areas.

The deployment of a competitive primary pipeline network as a solution for the

massification and sustainable development of hydrocarbon flows would greatly reduce

the environmental footprint.

One of Morocco’s major innovative projects in the use of pipeline is that of the OCP Slurry

Pipeline (The Sharifian Phosphate Office), which is a technological marvel built between

the mining basin of Khouribga and the industrial platform of Jorf Lasfar, across 187 km,

to carry the phosphate pulp. It is the most powerful system in the world according to the

experts who participated in the 3rd International Symposium for Innovation and

Technology in the Phosphate Industry (Symphos).

OCP’s Slurry Pipeline

This infrastructure, of an annual capacity of 38 million tons, revolutionizes the

transportation of phosphate in Morocco. OCP’s Slurry Pipeline will ultimately reduce

logistics costs by 90% and CO2 emissions by 30%, hence, 930,000 tons of CO2 emissions,

and saving water by an estimated 3 million m3 per year.

Cheaper, greener and more respectful towards nature, this transportation method

significantly improves production size/cost competitiveness, and effectively reduces the

ecological footprint. At the forefront of mining technology, the Slurry Pipeline gives the

OCP greater flexibility vis-à-vis international markets and confirms its global leadership

and commitment to sustainable agriculture.

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Logistics solutions for a sustainable import/export supply chain

International exchanges are a vector for economic development. Their growth leads to the

increased use of logistics and transportation services, entailing a significant demand on

energy and, consequently, more CO2 and GHG emissions.

Organizing the movement of goods on the international scale could be an important lever

for reducing the carbon footprint of the import/export supply chain.

In this context, the Moroccan logistics strategy has paid particular attention to the

optimization of import/export flows through a set of measures:

The pooling and massification of import/export logistics flows through creating

pooled structures (export consortia, JV, GIE ...) to allow bundling goods between

players and pooling resources for the organization of export/import logistics

operations. This pooling allows the consolidation of stocks in one place, and the

improvement of platforms’ occupancy rate and reduction of energy waste (water,

electricity, fuel...).

These players benefit from the recently developed facilities within/in the vicinity of

ports and airports to carry out this pooling. The leading examples of these facilities

are the Med hub platforms as well as the exclusively export-dedicated area at the

Tanger-Med port, which is an ISO 14001 certified port of the environmental

management system and the first African port to obtain the “EcoPort” label, issued by

the European Sea Ports Organization, by adopting an appropriate program to:

Prevent air, land and water pollution;

Improve waste recovery;

Optimize the use of natural resources.

Other environment-friendly plants are planned as part of the port of Nador West Med

project.

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Tangier Med Port - A committed and proactive approach to sustainable development14

Commitments

The Tangier Med port is committed to a proactive approach to sustainable development by adopting environmentally responsible procedures to preserve and protect the environment. The approach aims to :

- Control environmental impacts, particularly those considered significant ; - Optimize and reduce the consumption of natural resources while

promoting the use of clean and renewable energy ; - Respect the environmental compliance obligations including their

applicable laws and regulations and ensure they are respected by customers and partners ;

- Develop ecological projects throughout its perimeter.

Certifications

The approach of environmental and social responsibility is the key to sustainable development in the long term. This allowed the Tangier Med port to be:

- Certified ISO 14001 for the activity "Home of the vessels and associated services" ; - First African port to be awarded with the "ECOPORT" label and "PERS" certification ; - Part of the initiative Corporate Social Responsibility to improve continuously its CSR practices.

Preservation of Biodiversity

The Tangier Med port develops each project in accordance with local biodiversity, with the purpose of maintaining the ecological balance of the territories:

- Preservation and protection of the environment ; - Development of green areas, plantations and reforestation ; - Development eco-tourism in the harbour area region ; - Program Dalia clean beach and obtaining the "Blue Flag" label.

Energetic efficiency

Is an approach that focuses on innovation projects aimed at rationalizing energy and natural resource consumption, favouring the production and use of renewable energy by optimizing its own consumption of energy, water and raw materials for all activities, and encouraging customers to do the same:

- Favouring the use of lighting equipment limiting energy expenditure (Generalization of LED lighting throughout the port complex, installation of smart lighting sensors ...) ;

- Using renewable energy to product the equivalent to the power consumption dedicated to lighting via the installation of solar PV modules ;

- Innovative architecture of the buildings allowing natural lighting and thermal insulation ; - Mastery and annual monitoring of energy consumption.

Environmental Stewardship

Tangier Med port develops, proposes and implements methods to promote the management and recovery of waste resulting from its own activities or those of its customers, consistent with the technical and economic feasibility of its operations:

- Management and revaluation of sorting, - Motivate customers to limit their consumption, manage waste and encourage sorting and revaluation ; - Reduction of CO2 emissions ; - Implementing of a carbon balance ; - Management and Treatment of Water (STEP, Marpol station ...)

Prevention and Awareness

- Continuous training and awareness of collaborators ; - Organization and participation in environment-related events ; - Involving service providers and partners in the environmental approach ;

- Conducting energy audit.

14 Source: Tangier Mediterranean Special Agency

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THE ANP POLICY IN THE MATTER OF THE PROTECTION OF THE ENVIRONMENT AND SUSTAINABLE

DEVELOPMENT OF PORTS15

Based on the interface of sea routes and multimodal transport networks, Moroccan ports are at the heart of the logistics supply chain of our country. They also intended to accommodate various essential activities in the logistics sector and contribute to the economic development in different sectors: industrial, energy, etc.

As such, they must balance logistics, industrial and development ambition in the interests of the environmental excellence.

Moroccan ports are constantly innovating to develop sustainable logistics solutions. For this, the ports are intended to position themselves as pillars actors for a high added value in the implementation of integrated supply chains, environmentally friendly and economically competitive and sustainable, to attract and retain the operators and customers.

Port platforms are, by their geographical position, true cornerstones of the country's industrial development. For that, the ANP has implemented a strategy to control the management of spaces and their reception capacities, while ensuring the preservation of their natural area.

To implement this goal, the ANP takes part of a coherent and comprehensive environmental policy that will allow its ports to adopt a CSR approach of sustainable development reconciling the requirements of economic development, social needs and imperatives of the protection of the environment.

15 Source: National Agency of Ports

ANP Policy of the environment protection

Prevent

Monitor and Master

Act

Sensitize an Train

Promote

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The creation of “Export highways”. As intermodal corridors linking Morocco to its

trading partners, these highways would be introduced by adopting and implementing

a set of measures to optimize, increase the reliability of and regularize the flows of a

given import/export supply chain from beginning to end, from the producer to

customers in the recipient country.

Besides the economic benefits awaited from this concept in terms of minimizing delay

and logistics costs and improving the quality of services and border operations, it

should also contribute to reducing environmental impacts.

These positive impacts are amplified as these export highways, inspired by the “Sea

Highways”16 concept, aim to shift flows from road to sea transport as much as possible.

According to a recent study17, transporting one metric ton of freight across 1km, rail

and road transport would respectively emit 22% and 450% more GHG than the sea

transport.

16A highway of the sea is a principle of the EU Common Transport Policy which emphasizes the importance of maritime

transport which differs from conventional cabotage or maritime links through seeking performance throughout the transport chain by offering the possibility of a significant modal shift. It is to provide frequent, regular and timely (fixed timing) services between two ports; services that are both fast and reliable for an attractive price compared to what the road offers. The French Ministry of Environment, Energy and sea 17Environmental and Social Impacts of Marine Transport in the Great Lakes-St. Lawrence Seaway System- January 2013

In 2015, the French Environment and Energy Management Agency (ADEME) published documents showing the impact of sea highways on reducing GHG emissions (See the table below)

Objective: Quantifying the impact of the use of a transport modality to alternate road transport for 9 months.

Context: Transporting goods from a factory in Nord-Pas-Calaisto to a warehouse close to Bilbao (logistics plat-form that subsequently feeds the various sale points in Spain).

Scenario 1 : Shipping goods by truck to Bilbao

Scenario 2 : Shipping loaded trucks on a ship (Ro-Ro ou

Ro-Pax) in the of Rotterdam to Bilbao

Results : Emission of a total of 35 tons of CO2of GHG from road freight.

Results : Emission of a total of 9 tons of CO2of GHG from sea freight.

Net GHG impact: sea freight enables the reduction of GHG emissions by 26 tons of CO2, thus a reduction of 74%ofGHG emissions.

In 2015, the French Environment and Energy Management Agency (ADEME) published documents showing the impact of sea highways on reducing GHG emissions (See the table below)

Objective: Quantifying the impact of the use of a transport modality to alternate road transport for 9 months.

Context: Transporting goods from a factory in Nord-Pas-Calaisto a warehouse close to Bilbao (logistics plat-form that subsequently feeds the various sale points in

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The dematerialization of procedures and the development of computerized

solutions for transit border operations with the aim of particularly reducing the

use of paper documents and the thinning and improvement of the traceability of

movements of goods in Moroccan ports and airports.

In this context, Morocco’s port community has set up a one stop counter with the aim

of dematerializing and thinning foreign trade procedures by anticipating the

information and action and setting network partners. This solution contributes to the

planning and optimization of controls and inspections and therefore, the decongestion

of ports and reduction of wait times and delays in the port passage.

Ecological gains of the dematerialization of foreign trade procedures through the Single

Window PORTNET18

The implementation of the electronic single window PORTNET helped the simplification and the dematerialization of documents of a large number of foreign trade procedures in Morocco. This dematerialisation, synonymous with reducing paper flow, allowed streamlining natural resources such as timber and brought significant gains in the value chain related to their management, as well, such as : transportation, printing, archiving, distribution, copying, ...

Dematerialization, through PORTNET, of importation papers, exportation licenses, customs control management and tracking sheets of imported goods involves itself significant environmental gains.

In fact, the process of the dematerialization of foreign trade procedures allows Morocco to save the equivalent of the annual consumption of 7,735 households in terms of fresh water, 42,053 households in terms of electricity and 15,727 households in terms of waste. Furthermore, this dematerialization will save 800,000 trees a year (the size of the Grunewald forest) and save the equivalent of the annual fuel consumption of 17 000 car.

18 Source : PORTNET S.A

802 090 Trees

802 090 Arbre

802193 445

000 KWH

193 445 000

KWH

193 445 000

KWH

193 445 000

KWH

193 445 000 KWH

193 445 000 KWH

193 44515

861 000 Kg

15 861 000 Kg

15 861 000 Kg

15 861 000 Kg

1 160 308 000 Litre

1 160 308 000 Litre

1 160 308 000

L142 000 Baril

142 000 Baril

142 000 Baril

142 000 Baril

itre

1 160 308 000 Litre

142 000 m3

142 000 m3

1 160 308

000 Litre

1 160 308

000 Litre

1 160 308

000 Litre

1 160 308

000 Litre

142 000 m3

142 000 m3

Anuual gains of

dematerialization of

documents

Gains annuels de la

dématérialisation desdits

documents

Gains annuels de la

dématérialisation desdits

documents

Gains annuels de la dématérial

142 000 m3

142 000 m3

142 000 m3

15 861 000 Kg

142 000 Baril

142 000 Baril

142802 090

Trees

802 090

Arbre

802 090

Arbre

802 090

Arbre

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LCL INITIATIVE Of AFFM19

As part of the initiative « Moroccan Green Logistics » of the logistics sector in sustainable development, within the context of the holding of COP22 in Morocco, the Association of Freight Forwarders of Morocco (AFFM), aware of the need to preserve our environment and our planet, is committed proactively to join the charter of commitment in favor of a green logistics initiated by the Moroccan Agency for logistics Development (AMDL).

To formalize its commitment to sustainable logistics, the Association of Freight Forwarders of Morocco (AFFM) proposes an initiative entitled "LCL Initiative By AFFM ".

The activity of Freight Forwarders is essentially directed towards the development of sustainable logistics in particular through the bundling of services. LCL (Less than Container Load), initiative which is supported by AFFM, will have a positive impact on reducing the carbon footprint of transportation through optimal organization of the foreign trade supply chain, the consolidating of goods and optimizing their flow in terms of cost and time with a smoother flow of transit operations.

The Freight Forwarders who have always served the development of logistics and international trade, have the ambition today across LCL initiative to render a great favour to our planet and this through the encouragement of a green logistics by adopting environmental best practices.

LCL initiative consist in this framework in:

- Encouraging Freight Forwarders to adoption and training on sustainable logistics best practices ; - Creating a Multimodal Cluster whose mission is to raise the development of R&D projects in order to

reduce the carbon footprint of multimodal transport ; - Involving the commitment of Freight Forwarders to promote logistics circuits with the lowest carbon

impact.

This initiative will be widely disseminated within the Freight Forwarders community at national and international level and its various partners. Annual action plans will be approved and implemented by an ad hoc committee to be established within the Association of Freight Forwarders of Morocco (AFFM).

19 Source : Moroccan Freight Forwarders Association

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POJECTS FOR SUSTAINABLE

LOGISTICS PRACTICES

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In recent years, there has been a widespread awareness about sustainable development issues among economic players, particularly in terms of environmental protection. Face to the regulatory and normative requirements governing the logistics sector in terms of respecting the environmental requirements expressed by governments, civil societies and consumers, economic players have recently been investing in the adoption of Green Logistics practices.

The case of a US company specializing in soft drinks Practices adopted:

• Optimizing logistics routes: owing to direct in-store deliveries from the factory through pooling • Evolution of the mode of transportation by developing rail/road and by testing two natural gas-

operated 44 ton-trucks, departing from the factory, as of July 2014 Gains:

• The optimization of circuits has made it possible to save upwards of 2.2 million kilometers since 2010, the equivalent of 1,500 tons of CO2

• The evolution of transportation has fostered the reduction of CO2 emissions by roughly 20,000T

In order to shore up this tendency, which has been observed internationally, in Morocco, a set of initiatives has been taken, notably the inducement and encouragement of Moroccan operators to opt for “Green Logistics” practices.

Outsourcing Development to Pool Logistics Means and Resources

The pooling and collaborative management of means stand among logistics practices that

respond best to the stakes of “Green Logistics.” They enable companies to generate

economic, organizational and environmental gains that they would not otherwise benefit

from.

The implementation of logistics resources pooling and collaborative management is often

fostered by outsourcing where service-providers become the facilitating chain-link in the

solution. Logistics outsourcing allows companies to make economies of scale, through:

The sharing of a single platform to manage the reception, storage, preparation, and consolidation of orders, resulting in a diminution of delivery-points, a consolidation of stock in the same spot, an improvement of the occupation rate of the platform and a reduction energy-wastage (water, power, fuel, etc.);

The regrouping of loading and unloading operations by means of the use of common means of transportation, thereby improving the loading rate and the returns of empty trucks. This, in turn, reduces the ton/km run.

This higher volume flows and he pooling of logistics resources have a positive impact on

the environment by the reduction of greenhouse gas emissions, the optimization of

resources consumption (packaging, energy resources, etc.), the decrease in infrastructure

maintenance costs and urban decongestion.

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A study conducted by Capgemini and Global Commerce Initiative (GCI) which compared

the situation before and after the pooling/outsourcing of logistics activities confirm these

findings:

Comparative Table featuring the Impact of the Pooling of Storage and Transportation20

Contextualization The Case of 8 industrialists delivering 12 palettes of goods to 4 different

retailers on a daily basis

Before After

Resources used:

8 warehouses 4 regional distribution platforms

Resources used:

2 collaborative warehouses 2 distribution centers serving urban

and rural milieu

Improvement:

Transportation/palette cost: 39% Handling palette cost: 20% Total km run: 26% Lead time : 40% Green house emissions: 26%

Aware of these stakes and interests, AMDL, in the framework of the implementation of the National Logistics Strategy, steers several actions and projects aimed at developing the outsourcing and the pooling of logistics activities. Indeed, the program designed to upgrade logistics within small and medium-sized companies, which is underway, provides for a technical assistance for the implementation of outsourcing projects for the benefit of companies, which subscribe to such an approach. The unfolding of this assistance takes place in four stages:

• Feasibility study of the outsourcing project (technical and financial); • Diagnosis of the logistics function and the formalization of the logistics processes; • Upgrade and restructuring of the logistics function and process; • Technical assistance in the embedding of the outsourcing project:

o Elaboration of the Specifications; o Launch of the Invitation to Tender; o Study of the files submitted by the bidders and the choice of the service

provider; o Drawing up of the contract; o Implementation of the logistics process scheme.

20 Rapport : la chaine logistique du futur : Répondre aux besoins des consommateurs en respectant l'environnement

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The professionalization of logistics actors, so as to make them high-performing and able to propose a whole range of services which meet the requirements of international loaders and Moroccan small and medium-sized companies, is also apt to develop the logistics activities outsourcing market. Campaigns designed to raise awareness about the stakes related to the outsourcing and the pooling of logistics activities have also been run, through:

• The organization of sector-based awareness workshops; • The elaboration of a Good Practices Kit in the area of outsourcing and pooling of

logistics activities.

Measures, including fiscal incentives that are intended to encourage companies to opt for

good practices in terms of logistics outsourcing and resource-pooling, are being prepared.

Investors and project-leaders who desire to develop logistics or technological solutions, notably freight exchange may well constitute a lever to foster outsourcing and resource pooling.

LOGISTIX, a collaboratif TMS developed by the Moroccan startup Devcorp - Best presentation price of Moroccan Logistics Awards 2016-

Devcorp, a Moroccan start up, has developed Logistix, an innovative TMS solution for companies operating in the land-transportation sector that makes it possible to steer and optimize the entire activity of the fleet, while offering clients a better service and to the company a better image, along with a significant reduction in costs. Logistix is flexible, allowing for parameter-setting. It handles and assembles estimates, orders, follow-up, tracking, conflict-management, billing, pay, and voip telephony –all on a single cloud software system. It offers absolute guarantees against any data loss and immediate availability from an internet navigator used on pc terminal, tablet, or mobile phone. In addition to economic gains, Logistix contributes to an improved ecological performance, thanks to:

Significant reduction in the economic and ecological transportation costs, via the optimization of delivery rounds, fuel-consumption controls, speed control for each driver, and a diminution of empty return flows (freight exchange);

Economy on paper through the dematerialization of delivery vouchers and billing.

Adapted Training for Eco-friendly Logistics Operations

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In order to sensitize the actors of the logistics sector about the importance and the potential held by eco-logistics, it is necessary to follow them through, by adapted training schemes, notably in eco-driving, given that transportation is the most polluting component in the logistics chain. Eco-driving is a civic driving behavior that allows one to reduce fuel consumption, to limit greenhouse emissions, which are blamed for climatic warming and also to reduce the risk of accident. Some figures21:

• Driving more slowly means less CO2 emissions: driving at a speed that is 10 km/h slower makes it possible to curb CO2 emissions by 12.5% over a distance of 500 km.

• Driving more slowly costs cheaper: eco-driving makes it possible to reduce one’s fuel consumption by about 15%. Driving at a speed that is 10 km/h slower enables the driver to save between 3 and 5 liters of fuel over a distance of 500 km.

• Driving more slowly causes fewer accidents: eco-driving makes it possible to reduce the risk of road-accidents by 10-15%. An acceleration of one km/h increases the risk of fatal accident by about 4% on average.

Training and sensitization to eco-driving is an action that seeks to achieve the following objectives:

Be well-acquainted with the stakes related to economic and ecological driving; Evaluate the behavior of the driver on the road and assess his own consumption; Improve the knowledge of the driver in order to spur him to reduce fuel

consumption, control the costs related to the utilization of the vehicle, and reduce the risks of road accidents.

Eco-driving training is generally one-day long. It is based on alternation between theory and practice, with the support of specific equipment. Internationally, there exist labels that are specific to the entities that propose training programs in eco-driving. There also exist innovative pedagogical methods for the training and follow-through of drivers in eco-driving such as “Fuel Coaching” that seeks to help companies to set up a coherent fuel policy and a long-term fuel-consumption control. At the national scale, economic operators in general, and logistics operators in particular, have become keenly aware of the importance of civic-minded driving, not only in terms of cost optimization but also in terms of environmental compliance and friendliness.

21 Source ADEME – July 2009

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This enhanced awareness about ecological driving has also led to the emergence of operators who specialize in the eco-driving training of road-haulage drivers.

Accordingly, AMDL, in the framework of the National Strategy for the Development of Logistics Competitiveness has provided for a logistics upgrade program covering 2016, incorporating the financing of eco-driving training in order to meet the requirements of the sector. These training, which is financed to the tune of 100% by AMDL, targets logistics service providers and loaders.

Towards Environmentally-conscious Logistics Clusters

Over the last few decades, clusters have aroused manifest interest of stakeholders. This interest has increased greatly in Morocco, notably in the logistics sector in a bid to respond to the stakes attendant upon the establishment of integrated, sustainable and high-performance logistics. This type of structure makes it possible to federate the actors of the sector around a common vision that aims to fostering the emergence of collaborative and high-value added projects of research, development and innovation which purport to improve the performance of the logistics sector on the basis of the good practices observed by green and sustainable logistics. In this connection, the Moroccan Agency for Logistics Development (AMDL) has set up a system intended to foster and support the emergence and development of logistics clusters in Morocco.

Thus, a frame cooperation agreement between the LOGIPOLE SM Cluster, based in the SOUSS MASSA Region was signed in June 2016. The objective of the agreement is to offer a platform that facilitates the elaboration of potential projects which AMDL and the LOGIPOLE SM Logistics Cluster may want to carry out jointly in order to contribute to the attainment of the goals set by the National Strategy for the Development of Logistics Competitiveness locally and regionally.

The partnership has led to a specific agreement on the conduct of a study co-financed by both parties, bearing on the feasibility of creating a platform dedicated to fresh fruits and

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vegetables geared for export for the benefit of medium, small, and very small-sized exporting entities/operators.

This initiative will serve to introduce exporters to the concept of logistics solidarity-geared and resources-pooling and to raise their awareness about its role in bolstering their logistics competitiveness internationally. Logistics pooling consists in getting higher volume flows for the exporters of the region. This, in turn, will reduce the environmental footprint by way of diminution of carbon emissions. Along the same lines, a framework agreement with the Freight-forwarders Association of Morocco (AFFM) and AMDL is being signed. It provides for laying a basis for the elaboration and successful completion of potential projects that AMDL and AFFM might undertake jointly to contribute to the attainment of the goals set by the National Strategy for the Development of Logistics Competitiveness for the benefit of the operators of the foreign trade logistics chain. The first offshoot of this partnership is the current creation of a non-profit Moroccan Cluster serving International Multimodal Logistics, dubbed Maroc Logistics Multimodale. The main objective of this Cluster is to spur innovative collaborative projects in the area of logistics underpinning International Multimodal Transportation in Morocco in order to generate innovative ideas, assist in the preparation and finalization of projects, to follow them up and support them, and to contribute to the valorization of results. Multimodal logistics is a service activity aimed at managing the flow of goods, by the integration of several and different modes of transportation. The concept will serve to reduce greenhouse gases and to optimize the energy sources consumption.

A Green Label to Foster “Green Logistics” geared Practices

In order to spur companies to adopt a green-logistics approach, AMDL has granted utmost attention to the practices pertaining to “green logistics”, through the creation and establishment of a Green Label, which symbolizes an acknowledgement of the environmental policy conducted by Moroccan logistics operators. This concerns notably the following:

Logistics services providers (3PL); Transporters; Courier Operators; Freight-forwarders; Distributors; Logistics platform developers.

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The objectives of the label are as follows:

Popularize terms related to sustainable logistics within companies; Enable companies to develop eco-logistics reflexes; Foster and valorize the efforts expended in the area of sustainable logistics; Develop a network of companies willing to commit to full engagement on the path

of sustainable development; Help small and medium-sized company raise the challenges attendant upon

sustainable development. To encourage companies to secure green labels and follow them through in their steps, AMDL may contribute to the funding of a number of labeling projects to the tune of 100%, in the framework of its logistics upgrade program geared towards small and medium-sized companies. The approach has already been adopted by several countries which have set up labels that are specific to green and sustainable logistics, notably France, Belgium, Germany, Italy, the Netherlands, and Luxembourg.

The Case of a French Label: 6PL Label for Sustainable Logistics Performances Logistique Seine-Normandie (LSN) and the Club Logistique du Havre, with the support of three other Normand logistics clubs have developed a process for following companies, service providers, industrialists, and distribution in order to improve their performances in sustainable logistics. Much like a practical guide, the 6PL label, aims to foster voluntary approaches based on on-going improvement, regardless of the size of the company and its level of maturity. The 6PL Sustainable Logistics Performances seeks to endow companies with a sustainable development-geared strategy in order to:

Reduce their environmental impact and improve their energy performance;

Enable them to be pro-active regarding regulations and norms, which are already in force or to come, in the area of Sustainable and Responsible, and thereby become exemplary in the sight of principals;

Develop a competitive advantage for the sake of increased competitiveness; Improve in-house performance and quality; Foster social progress and company societal involvement.

Environmental Standards for a Greener Logistics

Morocco’s National Strategy for the Development of Logistics Competitiveness has established the importance of regulation and standardization in the modernization of the logistics sector. Indeed, AMDL has launched a study addressing institutional, officials and professionals of the sector in order to make an inventory of the current situation, to take note of the requirements and expectation in the area of the standardization of logistics activities, and to make an in-depth analysis of the main stakes and instances of reticence. The results of the study ,which is based on a survey, evince the importance and the

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priority that the logistics professionals grant to the sustainable development aspect, which has been ranked second at the level of priority areas warranting standardization.

In this respect, and in order to follow the logistics professionals in the adoption of sustainable development practices, 12 standards deemed to be essential in any logistics approach that is geared towards sustainability: responsible management, life-cycle analysis, eco-efficiency and the carbon footprints of products, material flow metering, purchases, packaging, transportation (process, performance, and green-house emissions), have been approved as Moroccan standards. Two new standards related to sustainable logistics (namely, NF EN 16258 and NF X50-135-2) are in the pipeline.

Moreover, considering the requirements and the expectations of the sector, AMDL has provided for popularization actions, awareness-raising, and promotion of these standards among the logistics professionals, notably through the organization of study-days and awareness workshop.

Furthermore, AMDL, in partnership with GIAG TRANSLOG, has undertaken to draw up and embed a specific program aimed at enhancing competitiveness and improving the logistics performance within small and medium-sized companies. Through this program, AMDL will be contributing to the funding of certification services, and thereby follow through these companies on their sustainable development path.

Code Name

NF EN ISO 14001 Environmental management systems—Requirements and guidelines for its

utilization

NF ISO 26000 Guidelines related to social responsibility

NF EN ISO 14040 Environmental management—Life-cycle analysis—Principles and Framework

NF EN ISO 14044 Environmental management—Life-cycle analysis—Requirements and guidelines

NF EN ISO 14045 Environmental management—Eco-efficiency assessment of the product system—

Principles, requirements, and guidelines

NF ISO 14067 Product carbon footprints—Requirements and guidelines for quantification and

communication

8,6%

25,3%

32,0%

44,7%

45,0%

48,8%

52,0%

63,8%

68,2%

0,0% 10,0% 20,0% 30,0% 40,0% 50,0% 60,0% 70,0% 80,0%

Activités d'achat et d'approvisionnement

Gestion(industrielle,de production, des ateliers,des…

Activités d'emballage et de conditionnement des…

Spécifications techniques et qualité des prestations…

Activités et équipements de manutention et de…

Référentiels généraux et bonnes pratiques

Activités de stockage de tous types de…

Hygiène,sécurité et environnement liés à la logistique

Conception,aménagement exploitation,et gestion des…

Priority Areas in the Evolution of Logistics Standardization

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Code Name

NF EN ISO 14051 Environmental management—Material flow accounting—General Framework

NF X50-135-2 Purchases—Responsible purchases—ISO 26000 User’s Guide—Part 2: Operational

Deployment

NF EN 13428 Packaging—Requirements that are specific to manufacture and composition—

Prevention through reduction at the source

FD X50-604 Logistics Management –Logistics Process—description of the stages pertaining to

the logistics chain management process

FD X50-605 Logistics Management—Logistics Performance—From strategy to indicators, a

General Approach

NF EN 16258

Methodology for the calculation and declaration of energy consumption and green-

house gas emissions (GHG) related to transportation services (passengers and

goods)

NF EN ISO 50001 Energy management system—Requirements and Recommendations concerning

implementation

ISO 18185-3 Freight recipients—Electronic joints—Part 3: Environmental characteristics

Innovation and Excellence at the Service of Sustainable Logistics Moroccan Logistics Awards: Special “Green Logistics” Prize In order to valorize and reward the best achievements and innovations in logistics and in supply-chain, the Moroccan Agency for Logistics Development has come forward with the idea of Moroccan trophies –the Moroccan Logistics Awards—that reward entities and professionals who distinguish themselves in this sector. In their first edition, which was organized in 2016, the Moroccan Logistics Trophies comprised two categories:

“The Logistics Project of the Year,” which is intended for companies, public or private institutions operating in the industrial, commercial and service sector, holding a logistics project which has already been realized or is underway but sufficiently advanced to allow for an assessment of its outcomes;

“The Professional of the Year,” which rewards a person proposed by a professional

association who has contributed to the development of the logistics sector in Morocco through his actions.

In a bid to encourage and recognize projects with an environmental and sustainable development dimension, a new “Green Logistics” prize will be set up starting from the 2017 Edition. The prize aims to reward entities (loaders, service-providers, institutional

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officials, experts, …) that have implemented sustainable logistics solutions and practices or adopted a “Green Logistics” approach. Development of Applied Researchers Centers The technical, operational, and environmental challenges to which economic operators are confronted in their management of their logistics chains generate numerous applied research topics. In this respect, AMDL, in partnership with the private sector, strives to set up an offer of a range of appropriate applied research topics, notably those focused on the environmental aspects related to logistics.

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EFFICIENT URBAN LOGISTICS FOR

A NEW BREATH TO THE SUSTAINABLE DEVELOPMENT OF CITIES

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Intensification of merchandise flow is physically reflected in dense urban space. Natural

regulation on its own is not likely to absorb, in a durable and sustainable way, the

consequences of these flows—notably the nuisances/adverse impacts, which are too

often readily pointed out by local collectivities and citizens, alike: road and pedestrian

congestion, road safety, sundry nuisances and pollutions (sound, air, and visual),

consumption of public spaces.

The different nefarious effects observed suggest that the impact of on-going growth in the transportation of merchandise is not viable over the long term. Consequently, an effective organization of such haulage within cities has become crucial not only for a better management of the logistics chain and the development of trade, but also for a sustainable development. The economy and the quality of life within cities depend notably on an effective and environmentally-friendly merchandise transportation system. The delivery and collection of merchandises in cities, in particular in the center of historical cities, have a major impact on the economic power, the quality of life, as well as the accessibility and attractiveness of communes.

This being the case, the optimization of urban logistics assumes vital importance in the development of the country’s logistics competitiveness, globally, and also on the economic development, the quality of life, the accessibility and attractiveness of urban communes. In fact, the work project comprises multiple stakes, notably:

An urban-planning stake which resides in the improvement of public space sharing and relieving city congestion, given that the transportation of merchandises contributes to urban crowding with a strong occupation of thoroughfare;

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An environmental stake which resides in the reduction of polluting gas emission and sound pollution which are generated by the transportation of goods in the city;

An economic stake which resides in curbing the costs arising from the last kilometer, as delivery in the city entails considerable costs which impact on the competitiveness of companies and the attractiveness of the city.

This work project also assumes a priority standing in the implementation of the National Logistics Strategy, particularly its actions which are intended to optimize “domestic distribution” flows. Such flows have in fact been provided with a specific action plan, which was enacted in May 2014 by the signing of a private-public partnership agreement in front of HIS MAJESTY KING MOHAMED VI (May Allah lend him support). In this connection, and with the engagement of all national and local concerned partners, Morocco has launched a project aimed at structuring urban logistics in Morocco, which has culminated in the definition of a specific national program running up to 2021. The said program, which aims at inscribing the latter within a dynamics of sustainable development to better serve the local economy and the citizens, revolves around the following major poles:

Optimized logistics practices aimed at a better organization of the traffic of merchandise in cities and the professionalization of logistics practices;

Adapted means to ensure high-performance logistics –one that guarantees modernized management of the transportation of goods within cities and offers logistics infrastructures that respond to the needs of the sector;

A well-supervised development dynamics aimed at anchoring urban logistics in the governance of public policies, at the level of the territory, and fostering a context that is open to experimentation and initiative-taking.

The program comprises several initiatives and projects that have a direct and positive impact as far as the reduction of greenhouse gas emissions is concerned.

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Optimization of the urban goods mobility, a Lever of Sustainable Development

Organization of Merchandise Transportation Vehicles Road transportation of merchandise constitutes the dominant mode for the shipment of

goods in cities (entrant flows) or the transit towards other cities from flow-generating

poles, by using the same road infrastructure, which consequently leads to the congestion

and saturation of networks.

In Morocco, the transportation of merchandise in cities accounts for 1/5 of the overall

traffic in major Moroccan cities, in terms of the number of vehicles. The impact of

merchandise transportation vehicles on city congestion is all the more visible and

important as they are required to move on urban thoroughfare for a longer time in order

to make the necessary deliveries, generating a considerable amount of CO2 emissions, in

the process.

A non-optimized organization of traffic and parking increases congestion within urban

spaces: more than 60% of the deliveries made in the city are carried out in the most

congested hours (between 8 and 12), which leads to difficulties accessing the city and

heavily impacts on the effectiveness of transporters, who are at times obliged to take more

than hour to move from one district to another.

What sort of vehicles should be allowed into the city?

The Dilemma between the number of trucks and their loading capacity

In order to meet these challenges, an urban logistics upgrade program has been devised which provides for the development of local regulatory mechanisms within cities, which allow the re-organization of the movements of goods, notably through the definition of the spatial and temporal rules aimed at:

Regulating the traffic within cities of merchandise-carrying22 vehicles, on the basis

of PTAC criteria;

Defining non-restrictive areas for the traffic of heavy weight trucks;

Regulating the traffic of certain categories of merchandise-carrying vehicles

during specific time-slots.

22 Transport de Marchandises en Ville

1*16 ton trucks

ton trucks

ton truck

2*8 ton trucks

Logistics

Fleet,

Equipment,

and

Infrastructure

: Areas of

Actions for

the Mitigation

of Gas

Emissions1*16

4*4 ton trucks

4*4 ton trucks

2*8 ton trucks

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This project will contribute to making the traffic of merchandise-carrying vehicle within cities more fluid and thus reduce polluting gas emissions. The regulation of merchandise-carrying vehicle within cities on the basis of weight-related criteria is among the regulatory measures that have been put forth. This entails the PTAC of vehicles that are authorized to move within cities in such a way as to allow for a maximal pooling of means of transportation, and consequently, reduce gas emissions to a minimum. Several experiences acquired internationally have shown the importance of regulating the movement of merchandise-carrying vehicles in urban areas and its positive impact in terms of reducing congestion in thoroughfares and curbing environmental nuisances/impacts. Organization of Parking: The parking offer in Moroccan cities represents a major brake to the effectiveness of merchandise-carrying vehicles. By way of example, as a daily average a transporter takes between 52 minutes and 2 hours and 25 minutes to park near the businesses he intends to serve. This wasted time may impede the effectiveness of the actors. It also contributes to an increase in CO2 emissions within cities, as the following graph shows

Source: field survey—Transporters—A Study of Urban Logistics in Morocco, ADEME, Vehicle Guide, 2014. Emissions Factors Guide, 2010.

In light of these findings, the urban logistics program has tackled the question of merchandise-carrying vehicle parking in cities, through the creation and development of delivery areas designed to undertake logistics operations –loading and unloading—in the best conditions. The objective of the project is to endow cities with spaces dedicated to the delivery of goods, designed and adapted to the urban and commercial characteristics of each city. The project will make it possible to:

Optimize the use of thoroughfare in order to reduce conflicts among users; Contribute to the amelioration of territorial attractiveness;

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Improve the working conditions and the competitiveness of merchandise transport professionals;

Reduce the distances which are run needlessly by delivery vehicle, and by way of consequence, curb their CO2 emissions.

Source: a Study of Urban Logistics in Morocco—a diagram of a delivery area.

Urban Logistics Fleet, Equipment, & Infrastructure: Areas of Actions to Mitigate Emissions

Modernization of the Equipment used by Urban Logistics Professionals The fabric of urban distribution professionals is unraveled (45% of them are independent) and their vehicles are not part of a fleet, which impacts negatively on their capacity to increase the volume and thus optimize their flows. Only 40% of the deliveries are made in the framework of a planned circuit. And this is not likely to foster any optimization of the truck flows. Besides, the fleet being used for the purposes of urban distribution is obsolete and unfit; as much as half of the deliveries are made by means of light vehicles (< 3.5 tons) which do not allow for any pooling and optimization of delivery circuits. 25% of the vehicles serving urban distribution are more than 15 years old, with a low renovation rate. The aging process of the fleet engenders environmental nuisances and increases the last-kilometer delivery costs.

Source: Field survey—Transporters

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In this respect, the urban logistics program has provided for a component related to the modernization of the equipment and the fleet operated by urban logistics professionals, as well as the improvement of their management tools. This program capitalizes on the different initiatives nationwide, having the same objective, notably the program bearing on the renewal of merchandise road conveyance, which was launched by the Ministry in charge of Transportation and Logistics, in a bid to adopt the standards related to vehicle emissions. Modernization of the Equipment and Tools used in the Public Management of Merchandise Circuits The development of efficient and smart tools for the daily management of vehicle flows within cities has become an international trend. The concepts pertaining to STS (Smart Transportation Systems) and Smart Cities, which have been adopted by several cities across the world, have been of a significant contribution to the reduction and limitation of nefarious effects of logistics activities within cities on the overall environment. In this connection, the urban logistics program in Morocco comprises an aspect bearing on the modernization of equipment and public management tools of the circuits of goods. The aim is to encourage local officials in charge of mobility to adopt and set up the management facilities and tools centered on new technologies. To this end, the Urban Logistics in Morocco recommends the setting up of web applications for the transportation of goods within cities. The project aims to reduce the level of urban congestion, ameliorate knowledge of urban flows and the working conditions of goods conveyors, which will make it possible to considerably reduce the nefarious effects engendered by the carriage of goods on the environment. These tools are mainly intended to follow through the adoption of good practices in urban logistics, to reduce travel time and delays, to improve road safety in urban areas, and to walk in step with the implementation of regulatory measures in goods conveyance within cities.

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Road-Haulers’ Centers

In a bid to reduce disorganized and nefarious heavy-weight parking within cities,

especially in areas where considerable parking takes place, bothering good-conveyance

vehicles on spaces that have not been designed for this. And in order to reduce this

phenomenon which may be dangerous for other drivers and city-dwellers, the urban

logistics program provides for the development of centers catering to road haulers.

Such projects aims at providing transportation professionals with spaces, especially

designed for parking and thereby ameliorating their working conditions and enhancing

their safety and effectiveness. The project consists in set up areas that provide basic

services such as: parking, resting, and in certain cases, even undertaking vehicle

maintenance if the need should arise, prior to serving a city or to transit by the center

before moving on towards another city.

These road-haulers’ centers are bound to have a positive impact on the reduction of

environmental nuisances/impacts engendered by non-optimized heavy-weight traffic on

the urban road network, a mitigation of the constraints and nuisances arising from truck

traffic and goods conveyance either towards or from the main centers which generate

flows (harbors, industrial parks, transit corridors, …).

Road Haulers’ Center

Development of Urban Logistics Spaces Higher merchandise volume flows in cities constitute a major urban logistics stake: there is need to optimize incoming flows upstream. Full loading of trucks is often suggested, but this, in turn, requires larger logistics organizations, which serve as rupture point for loads at the access points to cities. This solution –the development of logistics urban spaces—allows the pooling of transportation and urban distribution capacities.

FoodAn urban distribution center

catering space

FoodAn urban distribution center

catering space

PrayerFood catering

space

room

PrayerFood catering

space

room

Lavatories/showers

Prayer room

Lavatories/showers

Prayer room

Parking area

Parking area

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The principle underpinning this project is to define a follow-through offer that fosters investments in order to develop modern and high-performance logistics urban spaces. This will entail the establishment of logistics urban spaces designed to optimize the delivery of goods in the city, through load rupture points. These spaces may cover different types of perimeters (alley, district, a set of district, a city) and they may be developed by private actors or by way of collaboration between public and private actors.

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THE MOROCCAN LOGISTICS STRATEGY SUPPORTED BY THE GLOBAL

ENVIRONMENTAL FACILITY

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Project for the integration of climate change in the Moroccan Logistics Strategy23

Given its important potential and possibilities in the reduction of gas emission, the Moroccan Logistics Strategy already benefits from the support provided by Global Environmental Facility (GEF) and United Nations Development Program. GEF contributes to the funding and implementation of a project bearing on the integration of climatic changes in the National Strategy for the Development of Logistics Competitiveness and in the operation of logistics platform. The objective of this project is to reduce GHG emissions in

the logistics sector in Morocco, by developing the concept of low-carbon logistics, by

laying emphasis on the Regional Scheme for the Development of Logistics Areas in Greater

Casablanca.

The project consists in developing a pilot project based on mitigation measures, which is

chalked to be replicated in other logistics areas –all for attaining the overall objective set:

the reduction of 35% of CO2 emission load to merchandise road conveyance/haulage.

This project supports the work that has already been started in Morocco, which consists

in reducing gas emissions related to the freight sector, as well as the different initiatives

that have been taken in this connection. The project will make it possible to examine the

different policy instruments, measures, and potential options which would contribute to

the reduction of emissions, while taking account of the specificities of the sector.

The project aims to achieve three results:

Results 1: Institutions, public policies, and regulations are bolstered to ensure low-

carbon development of the transportation sector in Morocco.

The aim here is to support the various concerned institutions, notably the Ministry in charge of Equipment, Transportation, and Logistics, to translate the ambition goal, which consists in curbing gas emissions, into a whole range of political instruments and measures that can be realized at the national scale. To this end, different outcomes are expected to be developed, which will then be translated into several activities. The first outcome is institutional reinforcement and institutional capacity building, through the organization of targeted trainings and the elaboration of a tool kit and training manuals centered on low-carbon development. In a bid to integrate the climatic change dimension into the latter, the project will begin by evaluating the different political instruments, technical mechanisms, and gas-emission

23 Project Document UNDP--GEF data on the integration of climate change into the national strategy of logistics competitiveness development and implementation of logistics platforms

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mitigation measures in the freight sector. The implementation of an adequate regulatory and fiscal frame is essential to the promotion and implementation of specific political measures and mitigation measures in the freight sector. Accordingly, technical assistance will guarantee follow of the concerned institutions. The decision of the Minister of Equipment and Transportation n° 2713-10, dated Moharram 17, A.H 1432 (corresponding to December 23, 2010) related to professional driving will also be reviewed and amended to incorporate eco-driving training. The measures to be implemented thereafter will be subject to a control based on a set of indicators designed to ensure follow-up of emission-reduction and the related benefits achieved.

Result 1 Outcome Activity

Institution, Public

policies, and

regulations will be

bolstered for a low-

carbon

development in the

transportation

sector in Morocco

1.1 Institutional empowerment

and capacity-building of the

Ministry of Equipment,

Transportation and logistics

(METL) and the Moroccan

Agency for Logistics

Development (AMDL)

1.1.1 Development of a set of directives and training tools to ensure

good management of low carbon development at METL and AMDL;

1.1.2 Technical training in the management of GHG and MRV24 data and

the design and implementation of NAMA25 that is specific to the freight

sector;

1.1.3 Study trips for governmental officials and private sector

representatives to countries having pertinent experience in the area of

low-carbon development of the freight sector.

1.2 The Climatic change

mitigation dimension of the

National Logistics Strategy is

specified and implemented so as

to elaborate a low-carbon

regulatory framework for the

logistics sector

1.2.1 Evaluation of a technical, regulatory and economic feasibility of a

range of political arrangements and GHG mitigation measures in the

freight sector;

1.2.2 Legal assistance in the elaboration of a regulatory framework in

order to develop specific political measures and mitigation measures in

the freight sector, including the setting up of an obligatory inventory of

GHG emissions and MRV systems, the mandatory implementation of

Standard Euro 4, the promotion of fiscal incentives measures for

energy-efficiency, modal shift from road to rail, and the renewal of the

fleet;

1.2.3 Revision of the decision of the Minister of Equipment and

Transportation no. 2713-10, dated Moharram 17, A.H 1432

(corresponding to December 23, 2010) related to professional driving

to incorporate eco-driving training;

1.2.4 Design of a financial incentive scheme for the renewal of the fleet

in order to gradually introduced Euro 4 Standard. This comprises a

feasibility study and consultations with the main stakeholders;

1.2.5 Design and implementation of control system based on indicators

put forth by the National Logistics Strategy in order to monitor GHG

emissions, climatic finance, and co-benefits (notably the economic

growth of the sector; the rate of transition from the informal to the

formal, newly-created transportation firms, logistics platform

occupation rates, etc.).

1.3 The profile of the road fleet

and the emission factors that are

specific to the country are

developed for Moroccan modes

of transport (road and rail) and

used in the development of

scenarios.

1.3.1 Statistical surveys emanating from all the pertinent public and

private institutions concerned (such as formal companies, CVT26, road-

tax payment systems, weighing centers, etc.) in order to draw up a

realistic profile of the road and rail fleet. They should detail key data,

such as the number of vehicles, their type, age, and weight, and tire

pressure, combustible type and efficiency, ownership, meter, the weigh

loaded, and the types of load.

24 Measurement System, Reporting and Verification 25Appropriate Mitigation Actions at the National Level 26 Technical Visits centers

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1.3.2 Development of a centralized system to ensure permanent data

collection and update of the profiles of the road and rail fleets;

1.3.3 Establishment of research agreement between METL and a

national engineering school to ensure the development of emission

factors that are specific to the Moroccan freight sector;

1.3.4 Development of a whole set of methods for the calculation of GHG

emissions in the freight sector.

1.4 An inter-ministerial

committee is set up to promote

emission-mitigation policies in

the transportation sector

1.4.1 Development of a set of guidelines in order to establish national

criteria governing the eligibility, the design, and the quality of NAMA

transportation;

1.4.2 Capacity-enhancement of the committee through NAMA trainings

and the development of NAMA evaluation procedures’ manual;

1.4.3 Assistance furnished to the committee for the evaluation of NAMA

transport.

1.5 The implementation of

knowledge-sharing and

communication bearing on the

activities linked to GHG

mitigation solution in the

transportation sector.

1.5.1 Development of a communication and knowledge-sharing plan;

1.5.2 Creation of the project’s web-site in order to communicate with

people on the activities, best practices, and the results of the project;

1.5.3 Organization and participation in national and international

conferences on low-carbon development in the freight sector.

Result 2: the Greater Casablanca-based Network of Logistics Parks is developed as

a Model-project of Appropriate Mitigation Measures at the National Scale (NAMA)

The first outcome to be achieved in the framework of this result is the completion of a

GHG inventory and its MRV system as associated with the development of logistics areas

in the Greater Casablanca region, designed and implemented for NAMA purposes.

Several activities are to be undertaken in this respect: the establishment of a benchmark

of international experiences related to NAMA in the freight sector in urban areas and the

design and implementation of a GHG emissions inventory and MRV systems. The

benchmark to be established should culminate in the elaboration of reference terms

specific to the preparation of the design of a Greater Casablanca region’s NAMA.

This NAMA will be designed for the purpose of speedy implementation of five priority

components. In fact, the reduction of GHG emissions, in the framework of the regional

logistics scheme, will begin with the taking of the five measures that have been selected

in this project.

The measures are as follows: (1) eco-driving training, (2) sensitization of operators about

a number of measures aimed at curbing fuel consumption, (3) modal-shift (reverting to

rail), (4) the installation of photovoltaic devices with a capacity of 1.5 MW and (5) support

for the renewal of the fleet, chiefly for the purpose of introducing the Euro 4 Standard,

which has become mandatory in Morocco since January 2015, even on vehicle that are

assembled locally.

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Result 2 Outcomes Activities

The Greater

Casablanca

based

Logistics park

Network is

developed as

a model

project in

terms of

appropriate

mitigation at

the national

level (NAMA)

2.1 GHG inventory and MRV

designed and implemented for the

attainment of NAMA goals.

2.1.1 Benchmark of international experiences related to NAMA and MRV

systems in the transportation/freight sector in urban areas. (This study

should culminate in the elaboration of references that are specific to

Greater Casablanca NAMA);

2.1.2 Basic survey on the utilization of logistics platforms, collection of

data on volumes, merchandises, emissions, and so forth;

2.1.3 Design and implementation of a GHG emissions inventory MRV

systems, including associated computer platforms intended to be used by

the stakeholders and potential users in the 8 future sites featured on the

GC Regional Logistics Scheme.

2.2 A NAMA designed for

immediate implementation and

comprising five components (1)

eco-driving training; (2)

sensitization of operators about a

number of measures aimed at

curbing fuel consumption; (3)

modal-shift (reverting to rail); (4)

the installation of photovoltaic

devices with a capacity of 1.5 MW,

and (5) support for the renewal of

the fleet, chiefly for the purpose of

introducing the Euro 4 Standard).

2.3 A standardized basic line for

the modal shift (road to rail) is

developed as a mitigation tool to

foster replication

2.2.1 Establishment of a list of trainers who have previously benefitted

from eco-driving coach training;

2.2.2 Design of a Trainer Training in Eco-driving Program;

2.2.3 Survey to determine the tonnage apt to be transferred from road to

rail;

2.2.4 Development of a NAMA for the GC Regional Logistics Scheme based

at least on the following mitigation modules: eco-driving, fixed

infrastructure; energy efficiency/renewable energy; renewal of the

automobile fleet and the modal shift from road to rail.

2.3.1 Development of a standardized reference methodology to evaluate

GHG emissions from road to rail (modal shift) and its submission to

CCNUCC for approval;

2.3.2 Application test and calibration of the mitigation tool on the Zenata

Logistics Park and the other pertinent modal shift projects.

2.4 A strategy geared towards

replication in other logistics

platforms, using the model

developed in the Greater

Casablanca region

2.4.1 Evaluation of GHG emissions mitigation potential to be developed in

every regional logistics scheme, on the basis of AMDL’s action plans, the

mitigation policies developed, and also the actions of Outcome 1.2;

2.4.2 Capitalize on the experience of the Greater Casablanca Logistics

Scheme, as a model to replicate in the other regional logistics schemes (in

coordination with Outcomes 2 and 3);

2.4.3 Development of the other regional schemes as “core NAMA,” with an

associated NAMA scheme.

2.5 An innovative frame premised

on interwoven NAMAs is

developed in order to combine the

regional logistics scheme of

Greater Casablanca with the

NAMA of the new ecological city of

Zenata (“NAMA (city)”)—an

initiative taken to foster

attenuation synergies in the

framework of a sound and

coherent GHG inventory and an

MRV frame.

2.5.1 Evaluation of mitigation measures overlaps and synergies between

the Greater Casablanca Regional Logistics Scheme and NAMA (city)”;

2.5.2 Development of an interwoven NAMAs frame, as a basis for the

development and the metering of mitigation measures in the GC logistics

site and that of the new ecological city of Zenata, without there being any

duplication or overlap;

2.5.3 Implementation of a range of guidelines to promote the replication

of the interwoven NAMAs’ frame in other potentially interwoven NAMAs,

whether for geographical reasons or sector-based ones.

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Result 3: Mitigation Measure (“NAMA”) is made operational through upgrade investments at the level of the Logistics Areas, as provided for the Greater Casablanca Logistics Scheme

The third result expected by this project is the operation of certain components of the Greater Casablanca NAMA. A number of emission-reduction measures have been provided for, including the following ones: Eco-driving: in this respect, the GEF project will contribute to the implementation of

an eco-driving training program for the benefit of driving schools’ trainers, offering sessions leading to a C category driving license related to heavy-weight trucks designed for the transportation of goods. The project seeks to train 100 trainers in this area. GEF support with consist in the funding of partial part of the cost arising from the training. GEF investment to support this activity is estimated at US$ 60,000;

Installation of a 1.5 MW photovoltaic equipment: following a technical and economic feasibility study conducted by the National Transportation and Logistics Company (SNTL) regarding the installation of photovoltaic panels on roofs, having a 1.5 MW capacity, GEF project intends to support SNTL by means of a partial funding earmarked for the acquisition of equipment necessary to the installation of the panels. Along the same lines, the project and the National Agency for the Development of Renewable Energies and Energy-Efficiency (ADEREE) will also furnish technical assistance to SNTL regarding the fees corresponding to connection to the power network and “net-metering.” FEM’s investment in support of PV equipment installation is reckoned to be in the order of US$ 500,000.

Raising the awareness of operators: this entails the launch of a large scale awareness

campaign targeting (merchandise) road haulers who are registered on the METL register in order to spur them to take a whole range of measures, namely: eco-driving; acquisition of new vehicles by benefitting from State incentives designed to promote Euro 4 Standard and regular vehicle maintenance. Awareness program will also bring the necessary clarifications to operators concerning the benefits of these measures and their repercussion on the energy bill and on fuel consumption. It should be noted that the promotion of these measures is perfectly attuned to the study launched by METL related to the calculation and update of the reference cost related to

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(merchandise) road conveyance. These awareness activities will be undertaken in partnership with the Transportation Federation and the General Confederation of Companies in Morocco (CGEM), by targeting the Greater Casablanca Region, as well as the other regions of the Kingdom. GEF investment to support the installation of PV is estimated to be in the range of US$ 100,000.

A part of this result also aims at the renewal of the fleet: this consists in providing support for the initiative taken by METL in 2008 which centers on the efficiency of vehicles, through subsidies intended for the drivers of old vehicles. These subsidies can be up to half the cost of the vehicle acquired. Support to the project in this framework will consist in the examination of the options of opening a credit line dedicated to these operators to encourage them to renew their vehicles and to remove any barrier that is of a financial nature. The project will likewise provide technical and administrative support to the owners of old vehicles that are utilized in the transportation of goods in order to enable them to benefit from the fleet-renewal program.

Result 3 Outcome Activities

NAMA mitigation

measure is made

operational, through

investments in the

upgrade of logistics

parks, as provided for by

the GC Regional Logistics

Scheme

3.1 Partial GEF funding for the 3

mitigation interventions outlined in

the GC Regional Logistics Scheme

(Eco-driving training, awareness

program centered on operators,

installation of 1.5 MW PV panels), with

the support of vehicle compliance with

Euro 4 Standard

3.1.1 Financial support for the implementation of eco-

driving trainer training;

3.1.2 Conduct of an awareness campaign targeting the

operators of road haulage at the level of Greater Casablanca

and the other regions of Morocco;

3.1.3 Technical assistance to SNTL in the process of

connecting to the network, net-metering, and the supply of

PV panels;

3.1.4 Partial funding of a 1.5 MW photovoltaic installation

on the roof;

3.1.5 Technical and administrative support given to the

owners of old vehicles used in the transportation of goods,

in order to enable them to benefit from the fleet-renewal

program.

The Expected Outcomes of the Project27

The direct benefits of the project related to calculated GHG reduction will consist of the following The impacts related to the reduction of direct GHG emissions: the training in eco-

driving given to truck-drivers would be associated to the GC Regional Logistics Scheme. The prior experiences acquired by METL and SNTL in the area of eco-driving training have engendered a 10% reduction in emissions. Taking into account the different calculation hypotheses, the reduction are reckoned to be in the order of 87,321 t of CO2.

27 According to the document -GEF-UNDP-project on the integration of climate change into the national strategy of logistics competitiveness development and implementation of logistics platforms

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The installation of 1.5 MW PV Panels on warehouses’ roofs: Considering the 3,700 MWh of power that is generated annually, a 0.59 t Co2/MWh emission factor related to the national power network, and a 15 year life span for the solar panels, the total reductions in direct emissions will be in the order of 32,745 t CO2. It is expected that, by virtue of its strong contribution towards the first great installation of photovoltaic panels in the logistics sector, this investment will have significant replication effects. Moreover, it is worth noting that this measure does not specifically concern the freight sector. The installation of solar panels will serve to reduce emissions at the Zenata site and thereby indirectly result in curbing the Project’s emissions.

The Renewal of the fleet thanks to the creation of a credit line, in collaboration with

the National Transportation Fund: on the basis of the approach considered by the project preparation team, and on the assumption that 5,000 trucks actually benefit from the renewal project during the project’s time-span (2016-2019), and that the new vehicles are 5% more efficient than the older ones, the overall reduction in emission will add up to roughly 18, 322 tCO2.

The road-to-rail modal shift: additional reductions in emissions are expected to

result from this measure. In, fact taking into account the “t.km” based approach, and supposing that 5% of the ton/km being conveyed move from road to rail by the end of the project in 2019, the reduction in emissions arising from this modal shift are reckoned to be around 872,756 tCo2, which accounts for 9% of the overall emission to the 2009 reference year. In parallel to the other measures, the modal shift seems to apply to the major part of the sector’s estimated reductions.

The improvement of maintenance and (merchandise) vehicle roadworthiness tests,

which would be further deployed than the efforts expended in raising the awareness of operators in the sector. On the strength of its experience in vehicle roadworthiness tests, the European Union suggests that between 5 and 10% of emission reduction may be attained thanks to the measure. The latter mainly targets the formal sector, covering 20% of the fleet by 2019. The potential of emission reduction remains conservative; it is chalked to be in the order of 491,373 tCO2.

The reduction of indirect emissions arising from the implementation of the project

is calculated on the basis of two approaches: an upstream approach and a downstream one.

The Upstream Approach: According to this approach, the calculation of reduction in

indirect emissions relating to each measure (eco-driving; fleet renewal; improved maintenance; and modal shift) is based on the reduction of direct emissions, as previously calculated, with the application of a replication factor (RF) related to the indirect impacts that the project is bound to have 10 years after its completion (namely, during the period stretching from 2020 to 2029). The upstream approach yields a total of 3,364,318 t CO2 in reductions.

The Downstream Approach: the calculation of reductions in indirect emission via this approach was likewise made for each of the measures considered. The downstream approach takes into account the economic and technical potentials

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related to the project during the ten years following its implementation, multiplied by a causality factor (CF) which is estimated by GEF. Specific to each action, this factor indicates the extent to which GEF intervention may claim some causality for the reduction. This approach yields considerably more important results than the preceding approach. The overall potential of the 10 years of emission-curbing, as reckoned by this approach is in the order of 11,115,550 tCO2.

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CONCLUSION

Broadly speaking, good management of the logistic chain leads to reduction GHG. Higher

volume flows, the optimization of resources and means, the rationalization of

infrastructures and their operation –as intuitive bases of good supply-chain

management—are important levers for the limitation of adverse environmental

impacts/damage.

Even when we consider that logistics is a question that concerns companies mostly, then

the same is also valid for the country at large inasmuch as we may well establish a cross-

territory logistics coherence and develop a model of good practices, by way of voluntary

national policies and strategies.

Morocco, which ranks among the few countries that have willfully chosen to define and

implement an integrated national strategy serving the logistics sector, is resolutely

engaged in the global efforts centered on the reduction of GHG arising from logistics

activities.

The minimization of the impacts of global logistics activities on climatic change, needless

to say, is a huge task which calls for the participation of everyone. It requires everyone to

subscribe to a collaborative and partnership-based approach between public and privates

sectors that are active in advanced countries and developing ones, alike. In the framework

of international cooperation, like the COP and the Global Environmental Facility, can do a

great deal to spur collective action towards the advancement of green and sustainable

logistics.

In this respect, supply-chain actors in Morocco and throughout the world are called upon

to play their role fully to effect such changes as would help raise the challenges related to

climatic changes for the sake of a sustainable planet and future generations.