Guideline for choosing which model is suitable for UDC
4.3 Selection Process Of The Case Studies
This part contains a a comprehensive description of the process that has been used in selecting (Allen et al. 2012). A good scenario depicting this list refers to the situation whereby the region looked to have an improvement of the plan of urban traffic through application of other measures other than using UDCs.
In order to determine the feasibily of a UDC, studies have been carried out based on three theoretical factors. These include political, commercial and technical feasibility (van Duin et al., 2010). Assessment of technical feasibility involves exploration of a few UDCs elements which includes type, characteristics and location. On the other hands, political and commercial feasibility of a UDC is established through application of important factors such as government
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subsidies. This is due to the fact that operation and keep-up of a UDC would be extremely difficult in the absence of subsidies.
On the basis of the observations made above, it can be established that majority of the discussions regarding UDC features provides important piece of information about the major characteristics that were considered for when developing criteria for case study selection.
When developing the criteria, a focus was laid on an important number of related factors and notes from studies that were conducted by (Panero et al., 2011, Browne et al., 2005), which included:
• Location: which is related to the area that is being served.
• UDC’s objectives
• Having a successful UDC which has its current status being still in operation.
• The kind of products that is being handled.
• The number of forwarders who are participating is being determined in order to define schemes of a single of multi-company.
• The size of UDC’s surface or land in (m²) or (Km²).
• UDC’s work type, which can be either trial, full or study operation.
• Vehicle types that will be used
• Voluntary or compulsory
• The mode of Transport operation of the UDC which could either be temporary or permanent. This is in regard to existence of data about the effects of UDC on VMT.
• Finance issues- If the UDC is self-sustaining or it requires subsidies.
• Leadership initiative and whether it is bottom-up or top-down, private, public-private partnership and public
• Implications or effects towards the environment
• Advantages which are beneficial
On the basis of these criteria, out of 113 schemes, 33 UDC schemes were only conceptual and did not have any readily identifiable work and thus were excluded from the analysis (Allen et al.
2012). After considering the other 80 schemes which are remaining, three main classifications of UDC can be defined as (Allen et al., 2012):
• A UDC which serves an urban area partly or fully. These UDCs are usually meant to serve an urban area specific districts’. In most cases they are used to serve locations by use of features which are put across as historic layouts and narrow streets.
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• UDCs serving large sites with a single landlord (such as an airport or shopping centre).
• Construction project UDCs: These UDCs are aimed providing some consolidation for construction materials which are used in major constrauction projects.
Three categories could be used in development of around 80 schemes as shown below
(Allen et al., 2012)
:• ‘Study’
refers to UDCs that did not progress beyond an initial research/feasibility project.
• ‘Trials’ refer to UDCs that did not proceed beyond a trial.
• ‘Operational’
refer
to any schemes that extended beyond the trial stage.
Based on the above criteria, we selected the simulation and business model as an example of the case studies, and we have compared between them as shown in tables 4.2 and 4.3.
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Table 4.2: The Comparison between the Simulation Models Case Studies
UCCs Columbus, Ohio - USA Marunouchi, Tokyo - JAPAN Munich UCC - GERMANY Marseilles- FRANCE Bordeaux UCC - FRANCE Dijon UCC - FRANCE Gothenburg - SWEDEN Copenhagen - DENMARK Uppsala - SWEDEN
Year 1972-74 2002 1993 - 94 1990’s 2003 1990’s Study: 1991. Experiment: 1996 2013 2001
Name of initiative The UMTA/OSU Study Co-operative Distribution
System NA Data collection-Modelling Local Delivery Point
(ELP)
Local Delivery Point (ELP)
The coordinated distribution
schemes. Citylogistik-kbh coordination of goods
transports
Locations District District Town-wide Town-wide Town-wide Town-wide District Town-wide District
Objectives
UCC Successful/ Failed Successful Successful NA NA Successful NA NA Successful Successful
Type of product
Delivered all product types
Retail goods Retail goods Retail goods Food and grocery deliveries
(i) Fashion (ii) bicycle stores,
Number of users NA 5 Big carriers and 13 Small NA NA 15 Transport operators NA NA 1071 Retailers 4 Galleria
Trial, Study or Fully Operational Study Trial Study Study Study Study Study and Trial NA Trial
Type of Vehicle used Articulated vehicles Natural gas trucks Environmentally friendly
vehicles NA Truck NA NA Environmentally friendly
vehicles Trucks
Current Status Not implemented NA NA Active NA NA Active There is no evidence of the
scheme proceeding
Voluntary/Compulsory NA Voluntary NA NA NA NA Voluntary Voluntary Voluntary
Permanent/Temporary NA Temporary NA NA NA NA NA Permanent NA
Transport Operations NA
• 33% reduction in number of
Financial Issues (Subsidies) Required subsidies NA NA NA NA NA Required subsidies Required subsidies NA
Actors who started the initiatives NA Public-private partnership NA Public Public Public NA Public-private partnership Public
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Environmental Impacts NA
Claimed 90% reduction in Nox – presumably only from
the vehicles used.
29%
reduction in city pollution. NA
Average reduction in
References (McKinnon, 1998a, McDermott
and Robeson, 1974) (OECD, 2003) (Browne et al., 2005) (Browne et al., 2005) (Roche-Cerasi, 2012) (Browne et al.,
2005) (Browne et al., 2005) (Britta, 2015) (Browne et al., 2005)
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Table 4.3: The Comparison between the Business Models Case Studies
UCCs Oslo -
NORWAY
Antwerp -
BELGIUM Vicenza - ITALY Padua - ITALY Paris (La Petite Reine) -
FRANCE Bremen - GERMANY Utrecht - NETHERLANDS
Maastricht - NETHERLANDS
Arnhem-
NETHERLANDS Nijmegen - NETHERLANDS Bristol (Broadmead)
– UK Gothenburg - SWEDEN
Year 2014 NA 2005 2004 2003 1994 1994 1989 & 1991 1989 2008 2004 2012
Name of initiative NA CITYDEPOT Veloce Cityporto Padova La Petite Reine City Logistik project Binnenstadservice.nl Binnenstadservice.nl Binnenstadservice.nl Binnenstadservice.nl START project Stadsleveransen
Locations Town-wide Town-wide Town-wide Town-wide District Town-wide Town-wide District District District District District
Objectives
Successful/ Failed Failed NA NA Successful Successful Successful Successful Successful Successful Successful Successful Successful
Type of product Goods
delivery Parcels Clothing, shops, bars
and food services Businesses
All product type
All product type NA Fresh produce and
waste
Retail, fresh
produce, waste Non- perishable goods Non- perishable goods Goods delivery
Number of users NA NA 14 logistics operators 33 couriers and 2
operators 4 central arrondissements 135 competitive
companies Two companies NA NA 98 retailers 188 retailers 8-10 shops
Trial, Study or Fully Operational Trial NA Trial Trial Trial Operational Operational Study and Trial Study Trial then fully operational Trial Trial
Type of Vehicle used Truck Trucks Electric vehicles
Natural gas powered and electric vehicle
Tricycle and Electrical vehicle Clean vehicles Clean vehicles Clean vehicles Clean vehicles clean vehicles
Diesel-powered vehicle, Electric
vehicle
Electric vehicles
Current Status Stopped NA Active Active Active Active Active
There is no evidence
Active Active NA
Voluntary/Compulsory NA NA Voluntary Voluntary Voluntary Voluntary Voluntary Voluntary Voluntary NA Voluntary NA
Permanent/Temporary NA NA NA
Expected to become permanent
Permanent Permanent Permanent NA NA NA Permanent NA
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Transport Operations NA NA 40-50% reduction in
fuel consumption.
NA Reduce 32% vehicle
kilometres
Reduce 68% of
vehicle movements NA
Financial Issues (Subsidies) NA Self-sustaining NA Required subsidies Required subsidies Required subsidies Self-sustaining Required subsidies Required subsidies Required subsidies Required subsidies Required subsidies
Actors who started the initiatives NA Private Public-private
partnership Private Public Private Public-private
partnership Public Public Public Public Public
Environmental Impacts NA NA 20-30% reduction in
vehicle emissions
Beneficial Advantages NA NA
Encourage the use of
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References (Nordtømme
et al., 2015)
(Kin et al.,
2016) (Browne et al., 2005)
(Panero et al., 2011, Browne et
al., 2005, Galli, 2015)
(Panero et al., 2011, Allen et al., 2007)
(Panero et al., 2011, Browne et al., 2005)
(Browne et al., 2005)
(Browne et al., 2005)
(Browne et al., 2005)
(van Duin et al., 2010, Thompson, 2014, van Rooijen and Quak, 2010)
(Panero et al., 2011, Browne et al., 2005, Julian et al., 2014)
(Carlo Vaghi, 2014)
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One of the main drawbacks associated with this study was inadequacy of documentation records related to the number of schemes that was considered. This made it difficult to establish in keeping track of the start process, progress made as well as results and the schemes’ current status. Specifically, it was difficult to find start dates, and information on whether the trial has been finished or on-going. Accordingly, the start date or end date can be considered as an indicative only for several UDCs.
Additionally, it was established that a good number of schemes stopped working and generating reports after the trial period was over. This was well noted in schemes that has been launched in Netherlands, France and Germany vanished. However, it was good to have an assumption that those UDCs trials garnered a lot of success which represented the practicality of those mentioned in the literature. After conducting a review of the trials that had been set up in Germany (Kohler, 2004), it is stated that almost about 200 schemes have been either implemented or planned, and (Klaus, 2005) have recently reported that in Germany, all schemes have been ended prematurely.
In contrast (Nobel, 2005) it was reported that 5 schemes were still in operation as per the year 2005: Aachen, Bremen, Essen, Frankfurt am Main, and Regensburg. In addition, Nuremburg is still operating.
Based on the case studies analysis and the comparative analysis, a guideline on how to choose the case study that is appropriate for a particular city is proposed based on a decision tree analysis as shown in Figure 4.1.
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Figure 4.1: Decision Tree Analysis for Selecting A Case Study Appropriate to A City