Financing Urban Logistics Projects - Sustainable Urban Logistics: Concepts, Methods and Information Systems - page 254

In the third category a number of UCC have been operated by private sector
without any subsidies by public authority. We can find these cases in Motomachi,
Yokohama, Japan and Shinjuku, Tokyo, Japan (PIARC report 2012 ). The Moto-
machi joint delivery system using UCC started in 2004. The Motomachi Shopping
Street Association (MSSA) carried out management of the system asking a nutral
freight carrier to operate UCC and collect/deliver goods to about 1,300 retail shops
and 500 homes in place of 20 freight carriers. The success factors were that about
95 % of retails shops in the area have participated in the joint delivery systems and
MSSA effectively coordinated stakeholders involved in the system. Shinjuku UCC
was another successful joint delivery system using UCC which started in 1992.
The system mainly collect/deliver goods to offices and retail shops in high rise
buildings in Shinjuku are of Tokyo. It is very hard and costly for freight carriers to
collect/deliver goods to individual office in high rise buildings with about 50-60
stories in very busy area. In addition to the congestion on streets, the bottleneck of
delivering goods in such situation is the shortage of loading/unloading space and
elevators dedicated for goods delivery in the buildings. They established an
association named Shinjuku Matenro stuff for operating UCC near Shinjuku sta-
tion. In both cases of Japan UCC has been successfully operated without any
subsidies by public authority, because private associations had good business
models with the excellent leadership of management as well as enough amount of
goods to be delivered by UCC.
Urban consolidation terminals can be useful if the demand is well identified
(Danielis et al. Danielis et al. 2005 ) and a good business model is found. However,
to reach operability, such systems often need public help. Instead of forcing the
usage, the best approach is that of partially funding the system at its investment
phase (for example providing help to by vehicles) and make an access restriction
policy that helps the establishment of an UCC without forbidding the rest of
operators (instead of a limiting policy, an incentive action). However, it is
important to ask the UCC operator to ensure a robust business model and a good
operational management follow-up in order to ensure the balance of operational
costs by the service benefits.
5.1.2 Urban Multimodal Terminals
Close to UCC we find the case of urban multimodal terminals. Despite the failures
of Cargo trams (Amsterdam and Dresde), the subject starts to be popular and the
cities of Lyon and Paris aim to develop freight systems with trams to access the
city centres (not for final deliveries but for city access from important peri-urban
logistics zones). Moreover, a case of urban combined transport is that of Samada
Monoprix. In all three cases, a specialised operator (of public or private origin) is
needed to run the system, but since terminals have to be constructed in the city
centre, a help of public authorities is needed. However, in the case of Dresde tram
and Monoprix train service, the initiative was private and related to the main
customer of the system (respectively an automotive manufacturer and a grocery