Financing Urban Logistics Projects - Sustainable Urban Logistics: Concepts, Methods and Information Systems - page 249

• Fuel savings, directly translated into economic gains (money savings related to
fuel consumption).
• Time savings, also directly translated into economic gains (money savings
related to timetabling and working hours).
• Distance savings, indirectly translated into economic gains (money savings
related to vehicle usage).
• CO 2 savings, which can be related to economic gains if a Carbon Tax is
assumed.

We assume that the DSB areas will be created in order to consent the loading
and unloading operations for carriers that are not DSB customers, i.e., to be
developed in a non-congested situation. We extrapolate the results of Bilbao's
DSB evaluation with a small calibration concerning small vehicles, the category
the less concerned by the system (their characteristics and delivery behaviour show
the need of stopping even no place is available and the possibility to make double
lines without significantly perturbing the traffic and the environment). In this
context, we assume a unitary fuel and CO 2 savings per vehicle per DSB stop as
shown in Table 3 .
We make the following assumptions:

• The deployment of the DSB allow an average usage of the system, per vehicle,
as follows:

- First year (16 DSB): 5 stops/route at DSB.
- Second year (40 DSB): 8 stops/route at DSB.
- Third year and more: 11 stops/route at DSB.
• Savings related to double line avoiding are negligible for drivers in terms of fuel
consumption and CO 2 emissions. However, a speed gain related to congestion
decreasing can be assumed. This gain is estimated to be about 2 km/h in average
in the considered area, i.e. an average gain in route of 20 min., corresponding to
a time savings of 6 % with respect to total travel time.
• Fuel savings are estimated in gram, then converted into liter using an average
volumetric mass for fuel of 750 g/l. Moreover, a fuel cost of 1.3€/l is assumed
(this is the current value in France, according to CNR (2012), it can be updated
to the current value for each country).
• Concerning CO 2 , we assume a carbon tax for each transport carrier. Although
the current value is 17€/ton, we aim to set it to 100€/ton, according to the last
European Considerations (French Ministery of Land Use and Transport 2005).
In this configuration, a carrier having a standard route (see Pluvinet et al. 2012,
for more information about routes using DSB in Bilbao) would pay about

Table 3 Fuel and CO 2
savings for DSB in a
deployment situation

Vehicle type Fuel savings (ml) CO 2 savings (g)

Van 0 0

Small truck 32 82

Big truck 40 101