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Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489

The Seventh International Conference on City Logistics

New subway-integrated city logistics system

Jun Kikutaa*, Tatsuhide Itoa, Izuru Tomiyamab, Shu Yamamotoc, Tadashi
Yamadad
a
Docon, Atsubetsu-ku, Sapporo, 004-8585, Japan
b
Yamato Transport Co. Ltd, Japan
c
Mayor’s Policy Planning Office, City of Sapporo, Cyuou-ku, Sapporo,060-8611 Japan
d
Department of Urban Management, Kyoto University, Nishikyo-ku, Kyoto, 615-8540, Japan

Abstract

In this paper, we propose a new city logistics system by integrating public subway service with conventional freight
vehicle operation to transport goods effectively from the suburbs to the city center. This system mitigates urban
transport problems, such as traffic congestion, environmental impact, and delivery delay, particularly during winter
when heavy snowfall impairs traffic operation. To verify the effectiveness of this system, we conducted a pilot
project. From our pilot project, we found that this system can be expected to enhance the smooth flow of goods,
reduce the number of on-street unloading vehicles, and protect the environment. We also confirmed that the public
positively accepted this project.

©
© 2012
2012Published by by
Published Elsevier Ltd.Ltd.
Elsevier Selection and/orand/or
Selection peer-review under responsibility
peer-review of 7th International
under responsibility of the 7th
Conference on City
International LogisticsonOpen
Conference Cityaccess under CC BY-NC-ND license.
Logistics

Keywords: Railway; underground; urban freight transport

1. Introduction

Most cities are interested in the smooth movement of freight in their spatially limited urban centres
where people and goods concentrate. There is, therefore, a need to implement the new systems, which
facilitate the efficient transport of goods within urban areas, including railway freight transport systems
(e.g., Robinson and Mortimer (2004) [1]; Arvidsson (2010) [2]) and underground ones (e.g., Ooishi and
Taniguchi (1999) [3]; Wiegmans et al. (2010) [4]). In particular, the city of Sapporo (a population of 1.9

*
Corresponding author. Tel.: +8-11-8011590; fax: +81-11-8011591.
E-mail address: jk1181@docon.jp

1877-0428 © 2012 Published by Elsevier Ltd. Selection and/or peer-review under responsibility of 7th International Conference on City Logistics
Open access under CC BY-NC-ND license. doi:10.1016/j.sbspro.2012.03.123
 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489 477

million) in northern Japan suffers serious winter logistics problems as snow-confined road spaces
drastically decrease transport efficiency. To address these problems, we examine the possibility of
integrating the Sapporo city subway system with conventional truck transportation service to distribute
goods more smoothly between the suburbs and the city centre. On the basis of the results of further
experiments, we will propose effective measures for urban transport problems.
Snowfall (cm)
600

500 Sapporo

400

300 St. Petersburg

200
Stockholm
Budapest
100 Berlin
New York
Tokyo (23 wards)
0
0 2,000 4,000 6,000 8,000 10,000
Population (1,000)

Fig. 1. Population and snowfall in the World’s major cities (Sources: Population: 2005 National Census from Statistics Bureau,
Ministry of Internal Affairs and Communications, Snowfall in Tokyo and Sapporo Climate Statistics for Nov. 2009-Mar. 2010 from
Japan Meteorological Agency, Snowfall in other cities from Snow & Ice Data Book 2002, 2006˄PIARC), Winter Cities Now
Sapporo)

2. Urban transport problems in Sapporo

Sapporo is a large populous city where snow falls heavily during the winter. Cumulative snowfall from
November to March averages to nearly 500 cm and snow depth at the end of February is approximately
80 cm.

Fig. 2. On-street unloading vehicle during winter

478 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489

Congestion caused by snowfall and constriction of road width due to roadside snow pile particularly
impairs winter traffic efficiency in the city center. City logistics problems also include blockage by on-
street unloading vehicles, environmental impact, snow-induced traffic congestion, and delivery delays
because of icy road surfaces. Thus, some measures need to be taken to address these problems.
On-street unloading vehicles particularly aggravate the traffic problem. Nearly 63% of truck drivers
responding to a 2006 logistics survey expressed that they loaded and unloaded on the street in the center
of Sapporo.

Fig. 3. Unloading sites in Sapporo city center (Source: Questionnaire survey on the logistics by Hokkaido Regional Development
Bureau, 2006)

The parking duration of freight vehicles tends to be longer in the city center, whereas it is shorter in the
Hiragishi district, which is at a distance of 10 to 15 min from the center by car. Because commercial
facilities and business offices are densely accumulated in the city center, freight vehicles remain parked
for an extended period to complete deliveries to several destinations while other vehicles await available
space. In contrast, parking places are available close to delivery destinations most of the time in the
Hiragishi district.
During winter, fewer passenger cars and taxies generally commute and seek parking. However the
number of freight vehicles is unchanged between summer and winter on the whole.
For citizens, deliverers, and consignees, traffic conditions in the Sapporo city center create the
following problems:
1. For citizens:
x On-Street unloading vehicles obstruct pedestrian passages.
x Passengers are obstructed from getting on and off public transport.
x Environment suffers from noise and emissions of freight vehicles parking for extended periods.
2. For freight carriers:
x Delivery efficiency decreases because of traffic congestion in the city center.
x Delivery efficiency decreases because of restricted space for driving and parking during winter.
 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489 479

3. For consignees:
x Sales opportunities are decreased because of delayed delivery when traffic is congested.
x Goods may be damaged while unloading hastily within short parking duration.
x Although underground shops with minimal storage space require smaller and more frequent
deliveries, the current truck delivery service cannot meet their needs.

(min:sec) Average Parking Duration by Area and Car Type

(min:sec)
(min:sec)
40:00

35:00 Light truck Regular truck Passenger car Taxi

30:00 26:12

25:00 22:28
17:28 18:12 19:03 18:44
20:00

15:00 10:26
11:23
10:00 06:52
05:37 05:24
05:00 03:05

00:00
N1 W3 S1 W2 South of Hiragishi Sta.

20 min. to unload in the 5 min. to unload in the Hiragishi

city center district
Fig. 4. Parking duration (Source: Questionnaire survey on the logistics (Hokkaido Regional Development Bureau, 2006)

(vehicle
䋨บ䋩 ゞ⒳೎㚢ゞบᢙ䇭ᐔᣣ
Types of Vehicles Unloading on Street during Daytime
㪈㪇㪇㪇

䊋䉴
Bus
䉺䉪䉲䊷
Taxi
ਸ਼↪
Passenger car
㪏㪇㪇 Freight vehicle
⽻‛

㪍㪇㪇

㪋㪇㪇

㪉㪇㪇

㪇
8am-

8am-
7am-

9am-
10am-
11am-
12pm-
1pm-
2pm-
3pm-
4pm-
5pm-
6pm-

7am-

9am-
10am-
11am-
12pm-
1pm-
2pm-
3pm-
4pm-
5pm-
6pm-
㪎ᤨบ
㪏ᤨบ
㪐ᤨบ
㪈㪇ᤨบ

㪈㪌ᤨบ
㪈㪍ᤨบ
㪈㪎ᤨบ

㪐ᤨบ
㪈㪇ᤨบ
㪈㪈ᤨบ
㪈㪉ᤨบ

㪈㪎ᤨบ
㪈㪏ᤨบ

㪈㪈ᤨบ
㪈㪉ᤨบ
㪈㪊ᤨบ
㪈㪋ᤨบ
㪈㪈ᤨบ
㪈㪉ᤨบ
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㪈㪋ᤨบ

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㪎ᤨบ
㪏ᤨบ

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㪈㪍ᤨบ

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8am-
7am-

9am-
10am-
11am-
12pm-
1pm-
2pm-
3pm-
4pm-
5pm-
6pm-

Oct. 17 Feb. 13 Feb. 20

Fig. 5. Number of on-street unloading vehicles

480 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489

Fig. 6. Logistics problems in the city center

The current freight system is limited in its ability to resolve the aforementioned problems. Thus,
drastic measures need to be taken.

3. Solutions offered by the subway-integrated city logistics system

Traffic congestion due to heavy snowfall is a challenge to Sapporo. However, we propose a workable
approach that can provide a radical solution to intramural transport problems for business centers of many
cities. We have designed a new delivery system by integrating Sapporo’s existing city subway system
with the current truck delivery service that operates exclusively between Sapporo’s suburbs and its city
center.

Fig. 7. Conceptual image of the new subway-integrated logistics system

 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489 481

3.1. Proposal for the new subway-integrated city logistics system

We designed a new city logistics system that uses the subway, then analyzed its feasibility. Our new
city logistics system has the following merits: (a) deliverers can escape traffic congestion and reduce
delays by changing their means of transport from truck to subway; (b) traffic congestion is mitigated and
urban environment is improved with lower CO2 emissions as the number of operating freight vehicles and
on-street unloading vehicles reduces; (c) merchants in the central underground shopping complex can
overcome shortages of goods through quick and frequent deliveries; and (d) public transportation bureau
can increase its revenue by providing freight service during off-peak hours.

Fig. 8. Benefits of the new city logistics system

3.2. Outline of the new city logistics system pilot project

To determine whether the new subway-integrated city logistics system is plausible as a new transport
strategy, we tested its effectiveness and feasibility by an experiment outlined below.
x Period: September 2–15, 2010 (two weeks)
x Route and hour: the procedure was conducted three times during off-peak hours from 10:30 to 14:00
between the Yamato Transport Sapporo Base (suburb) and the Odori Home Delivery Center (city
center) for a distance of approximately 10 km, which includes the Sapporo Subway Tozai Line
between Shin-Sapporo Station and Odori Station.
x Method: a hand cart (w = 500 mm, h = 900 mm, d = 700 mm, gross weight = 60 kg) loaded aboard an
ordinary passenger subway car (on a wheelchair floor).
x Course: the cart was taken from the home delivery center to the subway ticket gate in an elevator.
Passing through the ticket gate, the cart was lifted down to the subway platform and loaded on a
subway car. On reaching the destination station, the cart was lifted from the platform to the ticket gate.
After exiting the ticket gate, the cart was taken above ground.
482 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489

ᇵRegular Operation (daytime) ᇶ ᇵ Summer Project (daytime) ᇶ

(Suburb) (Urban district) (Suburb) (Urban district)

Delivery
Delivery Odori Ctr.
Odori Ctr.
3 trucks were saved.
Subway
Delivery Delivery

Yamato Transport Sapporo

TV Tower Ctr. ᧤ equivalent TV Tower Ctr.
to 3 trucks᧥
Delivery
Yamato Transport

Station Ctr. (N)

Delivery
Station Ctr. (N)
Sapporo Base

Delivery
Clock Tower Ctr.
12 trucks Delivery
Clock Tower Ctr. 9 trucks

Base
Station Ctr. (S) Delivery
Delivery
Station Ctr. (S)
3 out of 12 trucks were saved.

Fig. 9. Outline of the subway-integrated city logistics project

Fig. 10. Poster announcing the pilot project Fig. 11. Wheelchair space used for delivery cart

A regular hand cart

The hand cart

modified newly for this
pilot project A bumper is fixed
in front for safety.

Fig. 12. Delivery cart used in the project

 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489 483

4. Public evaluation of the pilot project

This pilot project involved the city subway system used daily by numerous Sapporo citizens. In
addition, if the project is to be developed for future implementation, it is necessary to understand the
opinions of Sapporo taxpayers. Therefore, we conducted a questionnaire survey and an on-board
monitoring survey.

4.1. Objective and method

The objective and the method of each survey were as follows:

x Public questionnaire
○ Objective: to research people’s interests in environmental measures and their evaluations and
opinions of the significance of the project.
○ Subject: men and women age 20 and older living in Sapporo.
○ Method: via the Internet.
○ Sample size: 200 participants evenly distributed across all gender and age categories.
Implementation Guidelines
PART-1 Public Awareness & Evaluation of PART-2 On-Board Monitoring Survey
Early Sept. the Project
Start of the project To grasp discomfort and inconvenience
To research people’s interests in environmental PART-2 On-Board Monitoring felt by
Survey
measures, their evaluations and opinions about passengers on a test car and to seek improvements.
the significance of this project Phase 1

(1) Method: participants were required to board a test

(1) Subject: men and women over the age of 20
car (without knowing the objective) and fill in a
living in Sapporo.
questionnaire later.
(2) Method: via the Internet (by Kita Nihon
(2) Subject: full-time housewives (recruited by
Research Inc.)
Dosanko Products Research Office).
(3) Sample size: 200 participants (evenly (3) Sample size: 30 participants
distributed across gender and age categories).
(4) Period: two days in the midterm of the project (by
(4) Period: just as the project starts (with press
the time all arrangements were supposed to be carried
coverage).
out smoothly).

Phase 2
(1) Method: group interview.
(2) Subject: participants in the “Phase 1” who
expressed for or against the project in the
questionnaire.
(3) Sample size: 2 groups, each consisting of 6-8
people (the pros and cons about the subway-
Mid-Sept. integrated logistics system).
(4) Period: before the end of the pilot project (to
End of the project
avoid the media coverage released after the project
from affecting participants’ opinions).

Late Sept. Report on the Public Evaluation of the Subway-Integrated Logistics System Pilot Project

Press release about the public response to the Subway-Integrated Logistics System Pilot Project
Early Oct.
Source: Survey and Review of the 2010 Pilot Project
(Study Group on New City Logistics Systems)

Fig. 13. Public evaluation of the pilot project

484 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489

x On-board monitoring survey-1

○ Objective: to assess passengers’ discomfort and inconvenience on a test car and to seek
improvements.
○ Method: participants were required to board a test car (without knowing the test objective) and
answer a questionnaire later.
○ Subject: full-time housewives, because the test was conducted during daytime.
○ Sample size: 30 participants.
○ Period: two days in the midterm of the project (by the time all arrangements were supposed to be
carried out smoothly).
x On-board monitoring survey-2
○ Method: group interview.
○ Subject: participants in on-board monitoring survey-1, who expressed for or against the project in
the questionnaire.
○ Sample size: two groups, each consisting of six people (having either positive or negative opinions
about the subway-integrated logistics system).
○ Period: before the end of the pilot project (because test results might have been publicized by the
media after the project, thereby affecting participants’ opinions).

4.2. Evaluation results of the pilot project

4.2.1. Results of the public questionnaire survey

Nearly 90% of respondents supported the subway-integrated logistics project with positive opinions on
the effective use of the Sapporo subway system as a city asset.

Outline of the Survey

Age Residential Area
By commission from the Study Group on New 20% 17.5
City Logistics Systems, the survey was carried out 20s 15% 12.0 12.5
by the Docon Dosanko Products Research Office 60s 13.0% 9.5 10.0 9.5
in cooperation with Kita Nihon Research Inc. 27.0% 10%
9.5 7.5
30s 5.5
6.5
Period: 2 days on Sept. 6 and 7, 2010 16.5%
5%
(3 days after the project started)
Method: Internet research (participants were 50s 40s
22.0% 0%
recruited by Kita Nihon Research Inc.) 21.5%
Teine
Chuo

Atsubets u

Kiyota
Kita

Higashi
Nishi

Toyohira
Minami

Shiroishi

Subject: men and women over the age of 20

living in Sapporo.
Sample size: 200 (the questionnaire was sent to Gender Occupation
300 people, out of which 232 replied, 0% 10% 20% 30% 40%
and 200 samples were collected to Office workers 31.0
evenly distribute across gender and
Civil service 7.0
age categories).
Male Self-employed 7.0
Working wives 10.5
Female 45.0% (regular, part-time )
Source: Survey and Review of the 2010 Pilot Project 28.0
(Study Group on New City Logistics Systems) 55.0% Housewives
3.5
Students
3.0
Job-hoppers
Jobless 10.0

Fig. 14. Outline of the public questionnaire survey

 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489 485

They also supported the system for the mitigation of traffic noise and congestion, the improvement of
the urban environment by reducing CO2 emissions, and the prevention of global warming. Some
respondents expressed concerns about congestion and safety management at a subway station owing to
mixed loading of passengers and carts, while others questioned the profitability of the project.

<Reasons for Approving the Project>

<Approval of the Pilot Project>
Fully agree Partly agree
Inner-city congestion will be
Approval Rate Total 88% Cannot 43.0 45.5 7.0 4.0
eased if the number of on-street 0.5
say parking freight vehicles decreases.
either
The city center will become more
Fully approve Partly approve attractive if the number of freight
31.5 48.0 13.5 6.5
0.5
vehicles decreases.
It will become less noisy in the 6.5
30.0 38.5 24.5
city center if the number of freight 0.5
58.0% 30.0% 10.0% vehicles decreases
2.0% Air in the city center will become
36.5 38.5 19.0 6.0
clean if the number of freight 0.0
vehicles decreases
The city center will be safer to 28.5 40.5 24.5 6.5
Little or walk about if the number of 0.0
hardly freight vehicles decreases.
The global warming can be 39.5 39.0 16.5 4.0
prevented. 1.0
The city subway will be 20.0 29.0 35.5 12.5 3.0
Source: Survey and Review of the 2010 Pilot reevaluated as a public asset. 0.0
Project (Study Group on New City Logistics People may try not to drive a car 36.5
Systems) into the city center. 17.5 22.0 19.0 5.00.0
Cannot say
either
Little agree Disagree

Fig. 15. Results of public questionnaire survey-1

<Concerns about the Subway-Integrated Logistics>

<Concerns about
60% the Subway-Integrated Logistics>
43.0 <Significance of the Pilot Project>
40% 31.5
25.0 27.0
24.0
20.5 Recognition rate of the project significance Total 94% Cannot say
20% either
11.5
Quite significant Worthwhile to try

0% 2.0%
Freight goods on board may
have a risk of containing

The freight service will entail an

dangerous objects.

the cost if limited carries are

Good results cannot be expected for

allowed to use the service.

Freight goods brought into the

extra cost of new facilities.

subway may create confusion.

passengers.
Freight goods brought into the

Others
subway may create danger for

of restlessness.
Carts moving around in the
subway will create an atmosphere

40.5% 53.5%
4.0%

Little or least
significant
Source:
Survey and Review of the 2010 Pilot Project
(Study Group on New City Logistics Systems)

Fig. 16. Results of public questionnaire survey-2

4.2.2. Results of the on-board monitoring survey

In the on-board monitoring survey, nearly 80% of participants did not feel annoyed or uncomfortable
while boarding the subway alongside delivered goods. Most supported the idea of separating goods and
passengers by using one car exclusively for freight.
486 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489

Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 00 (2012) 000–000 11

Outline of the Survey

Age group

By commission from the Study Group on New City

Logistics Systems, the survey was carried out by the Docon 60s
Dosanko Products Research Office in cooperation with Kita 20-30s
17.6%
Nihon Research Inc. 35.3%
40-50s
47.1%
Period: 2 days on Sept. 9 and 10, 2010
(almost a week after the project started)
Method: participants were required to board a test car
(without knowing the test objective) and fill in a
questionnaire later.
Subject: full-time housewives between ages of 20s and 60s
living in Sapporo (recruited by Kita Nihon Source:
Survey and Review of the 2010 Pilot Project
Research Inc). (Study Group on New City Logistics Systems)
Sample size: 30 (4 additional monitors on board in reserve.)
Subway Schedule for Monitors
Scenario A (Down train) Scenario C (Down train) Scenario B (Up train)
4 participants 4 participants 7 participants
Odori  ψShin-Sapporo Odori  ψShin-Sapporo Shin-Sapporo ψOdori
Sept. 10:33 10:53 13:14 13:34 13:33 13:53
9 Alteration(1) 10:40 11:00 13:21 13:41 13:40 14:00
Alteration(2) 10:47 11:07 13:28 13:48 13:47 14:07
4 participants 3 participants 8 participants
Odori  → Shin-Sapporo Odori  → Shin-Sapporo Shin-Sapporo → Odori
Sept. 10:33 10:53 13:14 13:34 13:33 13:53
10
Alteration(1) 10:40 11:00 13:21 13:41 13:40 14:00
Alteration(2) 10:47 11:07 13:28 13:48 13:47 14:07
Total 8 participants 7 participants 15 participants

Fig. 17. Outline of the on-board monitoring survey

<Operation of the Subway-Integrated Logistics System>

Disagree
<Carriers with Freight Goods on
Board> Fully agree Partly agree Cannot say either Little agree
A car should be used exclusive to
17.6 41.2 23.5 17.6
Somewhat annoying freight, separating from passengers.
2.9% A car should be partitioned with a wall
Cannot say to separate goods from passengers. 5.9 29.4 29.4 26.5 8.8
either 2.9% 2.9%Completely
annoying The operation should be carried out only
5.9 47.1 32.4 14.7
in the early morning and at night.
Little 14.7% Nothing
annoying annoying This method is acceptable if it is
76.5% carried out only in the early 2.9 14.7 44.1 26.5 11.8
morning and at night.
Perishable foods and frozen foods 20.6 14.7 44.1 14.7 5.9
should not be included.
The passage for freight in the platform
26.5 44.1 23.5 5.9
should be totally separated from passengers.
Source: The operation should be carried out only in 2.9 35.3 44.1 17.6
Survey and Review of the 2010 Pilot Project winter to avoid heavy traffic congestion .
(Study Group on New City Logistics Systems)
All the subway stations should be renovated 35.3 38.2 17.6 5.9 2.9
to effectively perform the operation.

Fig. 18. Results of the on-board monitoring survey

 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489 487

4.2.3. Opinions from the group interview

In the group interview, most respondents expressed that ‘mitigation of traffic congestion’ would be a
more convincing reason for the public to become aware of the effectiveness of the project than ‘CO2
reduction,’ and some wanted to know the expected economic effects.
As for the future subway-integrated logistic system, participants with skeptical opinions requested that
more tests should be continuously performed. This suggests that the subway-integrated logistics system is
expected to gain a better understanding from the public through a series of experiments. The importance
of realistic winter tests to identify reliable effects was also pointed out.

Outline of the Survey

By commission from the Study Group on New City Logistics Systems,

the survey was carried out by the Docon Dosanko Products Research
Office in cooperation with Kita Nihon Research Inc.

Method: selected participants who got in a test car (without knowing the
test objective) were required to discuss in a group interview.
Subject: those participants were organized into the following two groups
according to their questionnaire answers.
Group 1 in favor of the project –
The number of participants by age
20s: 1, 30s: 1, 40s: 1, 50s: 2 and 60s: 1 (1) Group in favor of the project
Group 2 skeptical of the project-
The number of participants by age
30s: 2 and 40s: 3
Sample size: a total of 11 participants (6 in Group 1 and 5 in Group 2)
Period: Saturday. Oct. 16, 2010, 2 hours for each group
(1) 10:30-12:30 (2) 14:30-16:30
Source:
Survey and Review of the 2010 Pilot Project
(Study Group on New City Logistics Systems)
(2) Group skeptical of the project

Fig. 19. Outline of the group interview

5. Prospects for future experiments and analyses

To obtain basic information on the project’s potential safety, environmental efficiency, and business
feasibility, we tested the subway by transporting delivery goods in an experiment. The results showed that
delivering goods by subway can effectively serve as a substitute for conventional truck transport.
We must continuously perform trial-and-error experiments and solve problems to achieve the goals of
environmental protection and business efficiency. For that, we will suggest to have delivery goods
currently transported by truck partially board on the subway to lay the foundations of the future subway-
integrated logistics system. We also plan to build an underground deposit center to examine the efficient
handling of subway-loaded goods. Moreover, to establish an underground logistics system for
underground shopping complexes and surrounding buildings in the future, we will conduct further
studies.
Specifically, an examination of the “transshipment” smoothness at a deposit center is one of our
important tasks. In this scheme, freight goods brought into the Yamato Home Delivery Center will be
transported by means of subway instead of truck for both morning delivery and afternoon delivery. In
488 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489

other words, the transshipment efficiency at the deposit center will be reviewed for both morning and
afternoon deliveries to reduce environmental load of carrying small quantities of goods in a 4t truck
during daytime. We will also consider the feasibility of hauling goods from more than one freight carrier
to enhance the prospect for future development.

Legal controls on through traffic,

on-street unloading and
illegal parking
Phase 6
Schedule of the Subway-Integrated Logistics Pilot Project
With more business
Phase 5 participants
Enlarged Scale
Phase 4 All issues cleared Unification of the
Launch of Project city logistics
Subway logistics system
Project Outlook

Research of
system in the use of
Phase 3 available area for
a deposit center
Modal Shift
2 nd Winter Project and supporting
Practicability Test business entities
Phase 2
Merits in the use of
a deposit center - Subway logistics and underground business operations are linked
Phase 1 1 st Summer Project
Safety Test through a deposit center in Odori as a hub of the Sapporo Subway
A pilot project for
People and goods in System.
subway logistics the same space - Turnover in retail goods of the Sapporo underground complex
proposed by the will efficiently grow.
Mayor of Sapporo - Traffic congestion will be mitigated under regulations on truck
operation in the center.
- CO2 emissions will be reduced with the implementation of modal
shift.

Probing Deposit Operation Plan

Future Activities

CO 2 emission Center
1 st Subway-Integrated Survey and review of Evidence 2nd Subway-Integrated
inspection
Logistics Pilot Project Underground Logistics Logistics Pilot Project
Safety-oriented Examination on a Deposit Operation
Workability-oriented
Sept. 2 - 15 Center Area selecting
deposit center and
feasibility selecting
Sept. 2010 After 2011
.

Fig. 20. Prospects of the subway-integrated logistics pilot project

As a result, if transport efficiency of subway and deposit centers is verified in our study, the
superiority of an underground logistics system may have its appeal for underground shop owners and
office building managers. Thus, the system development will proceed on the commercial base.
We will also examine transport methods (e.g., exclusive use of subway car space), expansion of
service area coverage (e.g., entire subway network and an effective distribution system through the
relocation of cooperative depots), and formulation of guidelines for the entry of new carriers (e.g., safety
standards and freight charges). Simultaneously, simulations of congestion and environmental problems
will be performed to identify their effects on the intramural transport system.
 Jun Kikuta et al. / Procedia - Social and Behavioral Sciences 39 (2012) 476 – 489 489

6. Conclusion

From an experiment based on the subway system in Sapporo, we have discovered a new potential
solution to urban traffic and environmental problems. We will pursue this project and assess its economic
feasibility for future practical use, on the basis of which effective measures will be proposed to
policymakers.
In particular, we will approach the concerned authorities about deregulating the permission for goods
to be transported by subway, which only serves passengers today. Simultaneously, we will propose to
restrict on-street unloading of vehicles in order to expect numerous social and economic benefits.
Social significance: (a) restrict on-street unloading of vehicles by offering alternative transport; (b)
mitigate environmental problems; (c) utilize existing infrastructure more effectively (e.g., subway and
underground shopping complex).
Economic significance: (a) increase revenues of the public transportation bureau; (b) provide new
commercial services in the urban center (quick and frequent delivery of goods and increasing use of the
public transport); and (c) enhance attractiveness by expanding the sales floor area of underground shops.

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