1 How to Write a Case Study What Is a Case Study? A case study is a puzzle that has to be solved.

The first thing to remember about writing a case study is that the case should have a problem for the readers to solve. The case should have enough information in it that readers can understand what the problem is and, after thinking about it and analyzing the information, the readers should be able to come up with a proposed solution. Writing an interesting case study is a bit like writing a detective story. You want to keep your readers very interested in the situation. A good case is more than just a description. It is information arranged in such a way that the reader is put in the same position as the case writer was at the beginning when he or she was faced with a new situation and asked to figure out what was going on. A description, on the other hand, arranges all the information, comes to conclusions, tells the reader everything, and the reader really doesn't have to work very hard.

When you write a case, here are some hints on how to do it so that your readers will be challenged, will "experience" the same things you did when you started your investigation, and will have enough information to come to some answers. There are three basic steps in case writing: research, analysis, and the actual writing. You start with research, but even when you reach the writing stage you may find you need to go back and research even more information. The Research Phase: 1. Library and Internet research. Find out what has been written before, and read the important articles about your case site. When you do this, you may find there is an existing problem that needs solving, or you may find that you have to come up an interesting idea that might or might not work at your case site. For example, your case study might be on a national park where there have been so many visitors that the park's eco-system is in danger. Then the case problem would be to figure out

how to solve this so the park is protected, but tourists can still come. Or, you might find that your selected site doesn't have many tourists, and one reason is that there are no facilities. Then the case problem might be how to attract the right kind of businesses to come and build a restaurant or even a hotel -- all without ruining the park. Or your case study might be on historic sites that would interest tourists IF the tourists knew where the sites were or how to get to them. Or2 maybe your case study is about how to interest people in coming to your country so they can trace their familys historic roots (origins). Once you have decided on the situation or issue you would like to cover in your case study (and you might have several issues, not just one), then you need to go to the site and talk to experts. 2. Interview people who know the place or the situation. Find knowledgeable people to interview -- they may be at the site itself or they work in a government office or company that deals with the historic

preservation. In addition to people who work in the site, talk to visitors. When you are interviewing people, , ask them questions that will help you understand their opinions, questions like the following: "What is your impression of the site (maybe its an old fort, or a burial site, or an excavation of historic interest)?" "How do you feel about the situation?" "What can you tell me about how the site (or the situation) developed?" "What do you think should be different, if anything? You also need to ask questions that will give you facts that might not be available from an article, questions like: "Would you tell me what happens here in a typical day?" "What kind of statistics do you keep? May I have a copy? "How many businesses are involved here?" When you ask a question that doesn't let someone answer with a "yes" or a "no" you usually get more information. What you are trying to do is get the person to tell you whatever it is that he or she knows and thinks --

even though you don't always know just what that is going to be before you ask the question. Then you can add these facts to your case. Remember, your readers can't go to your site, so you have to "bring it to them." The Analysis Phase: 1. Put all the information in one place. Now you have collected a lot of information from people, from articles and books. You can't include it all. So, you need to think about how to sort through it, take out the excess, and arrange it so that the situation at the case site will be understandable to your readers. Before you can do this, you have to put all the information together where you can see it and analyze what is going on. 2. Assign sections of material to different people. Each person or group should try to figure out what is really important, what is happening, and3 what a case reader would need to know in order to understand the

situation. It may be useful, for example, to put all the information about visitors on one chart, or on a chart that shows visitors to two different sites throughout a year. 3. Try to formulate the case problem in a few sentences. When you do this, you may find that you need more information. Once you are satisfied with the way you have defined the problem you want your readers to think about, break the problem down into all its parts. Each one represents a piece of the puzzle that needs to be understood before the problem can be solved. Then spend some time discussing these with the others in your group. For example, suppose: a. Your heritage site doesn't have many visitors, but many people say they would like to visit if it had services b. There is unemployment in the village around the site, c. The town is big enough to be able to accommodate many more visitors, and d. The surrounding environment (animals, trees and plants) need to be

protected from too many visitors e. The town is far away, but there are no places to eat or sleep around there f. The government owns the location, but the government does not want to own and operate either a restaurant or a hotel Ask yourselves: How much information do people who will read your case study need to have in order to be able to discuss items a through f? One answer to "a." is that they need to know data about past numbers of visitors, and they need to know what evidence exists that more people want to visit but are discouraged from going there. Your evidence will come from the articles and statistics you have gathered, and from the interviews you have completed. Once you have broken down the problem into pieces, you can analyze the information you now have and see if you can think about possible answers to each of the pieces. If you have enough information, then you can think about how to write the case study itself. Writing the Case Study:4

1. Describe the problem or case question you want the reader to solve. In a detective story, the crime happens right at the beginning and the detective has to put together the information to solve it for the rest of the story. In a case, you can start by raising a question. You can, for example, quote someone you interviewed. For example, suppose you interviewed a tourist official and she told you she thought more people should be interested in visiting, and she cant understand why they dont come. Then you could write something like this, The historic town of XX is located in the mountains of country X. The town tourism supervisor, Mrs. Joan Smith, said that she thought "many more people should visit here, but they just dont come. I dont know why maybe we don't have the right kinds of places for them to eat or sleep and it's too far to travel in one day from the nearest big city." The case writers wondered what would have to happen in order to make the town more attractive to tourists..

Because you are the authors, you and your fellow students, can write questions like this and set the stage for the rest of your case story. What your introduction does is give clues to the reader about what they should be thinking about. Once you have told the reader what one person associated with the tourist area thinks the problem is -- how to make the place more attractive -- you can give them the information they need to come to their own conclusions 2. Organize the sections of the case. You will probably need to organize your information under topics like the following: a. Introduction to the problem b. Background on the place -- where is it, how big, what climate, etc. -- this part should be a brief, overall description. Think about having 2 pages of written material, photos, or even a video, so that your readers can really get a feel for what the place. looks like. Summarize the main features of the place. What makes it special? c. Visitors to the place -- you want to make the reader do some work, so

you can say that the number of visitors are shown on a table or chart you have compiled. You might want to include a chart that shows the number of visitors that come to another similar kind of place that does have facilities. This will let your readers make some comparisons. If possible, include information you received when you talked to visitors what did they like, dislike? What did visitors think should happen to make the place more attractive?5 d. Government Policy -- include information about what government policy is with respect to this place. What is allowed, what is not allowed. Can policy be changed, and by whom? e. Business Opportunities in -- you have already said there are not enough facilities for tourists. Well, now you need to provide information on what it might cost to put a nice restaurant for tourists. Suppose in one of your interviews, you talked to a business person who said that it would cost $25,000 to put a snack bar by the historic site. You need to give your

reader that information, but that's not all. You also have to provide some information about what a typical snack bar menu would have, how much the food would cost to make and sell, and what price the owner would have to put on each item so that the price would not be too high for people to pay. And your reader has to figure out how many people would have to eat there in order for the snack bar to make money. This is where the statistics come in. Are there enough people who visit now that the snack bar cold expect to make money? How about the number of visitors to the other similar palce -- what if that same number of people came. How would the snack bar do then? f. Potential employees. You can't add facilities without adding people to staff them. Are there enough people in the local community to fill the new jobs that would be added? Do they have the right kind of education and training to fill those jobs, or would the snack bar owner, or the new

hotel owner, have to train people, or bring people in from other locations? Could the local school system provide the necessary training? You don't have to do all the calculations for the reader, but you need to do them yourself so that you know the reader will have enough information in the case to do them. For example, before you can decide whether a snack bar might be a good idea, you have to estimate whether you could get more visitors --and how many more. Can you match the number that go to the other similar place that has facilities? Or is your location so much farther to travel that you don't think that many more people would come. And just how many people have to use the snack bar in order for the owner to get back his $25,000 investment and also make some profit to pay himself a salary? This kind of analysis is really looking at the question of what kind of business opportunities are there. Would a souvenir shop be a good idea? Did you do this kind of analysis before writing? If not, then you will have to stop

and think some more. Maybe you will need to find more information before you can continue writing. g. Environmental Implications for Animal and Plant Life of Changes in the Area. Since you already know that more visitors will cause a change, an6 important factor to consider is what will be the impact on plants and animals. Some places protect the plants by only letting visitors walk on special paths and visitors cannot pick any flowers or plants. Others say visitors can't feed the animals, or rules say visitors must hire a guide if they are going into certain areas. Whatever the situation, you need to consider this question very carefully. Other sections of the case. Depending on the case you are researching and writing, the sections of the case will need to be organized so that each type of information is in its own section and understandable to the reader. You might not use all the sections described above, but certainly your case study will need to consider the business and economic implications of tourists for your area,

and equally important, the implications for the plant and animal life. Tourism has economic implications and environmental implications. Good planning must take both into account. Conclusion. Your case will need a conclusion. Rather than putting in your answer in the case, leave the reader with some more questions. For example, you might have learned that there is a government policy that says "No private enterprise is allowed to change any part of the historic site." So you might conclude with a paragraph like this: The mayor and tourism minister discussed with the case writers whether or not it would be a good idea to prepare a plan for putting a snack bar inside the old fort without changing the way the building looks. The plan could be used to show the government that a policy change to allow private enterprise would be a good idea. "Is there enough value in adding jobs in the village?" asked one of the case writers. Another said, "I think there is enough evidence that expansion would be the right thing

to do." Still another case writer disagreed. What is your conclusion? By ending your case on a question like this, you let your readers discuss the situation themselves. If you have written a good case, they will have enough information to understand the situation and have a lively class discussion. The whole purpose of writing cases and sharing them with others is to share experience without all of us actually having to be in the same place. There is a trade-off between developing a place to make it more accessible to tourist so local jobs can be created and on the other hand protecting the environment from too many visitors. And this is a question that faces more than one country. But how the trade-off is resolved can vary from country to country. One country's solution might be useful for another country to know.7 Making Sure Your Case Can Be Used in Another Country Since different countries have different languages and cultures, you need to prepare a Note for the Instructor gives additional background material that the

teacher might need to know in order to help guide the student discussions. It is often interesting to record any changes that actually occurred after or while the case was being researched and written. Once students have learned about a situation, they find it is very interesting to learn more. But this information should be separate from the case study so that it doesn't influence the class discussions. If your case uses special terms, words, or refers to cultural customs that people in another country might not recognize, information about them should be put in the case (at the end in an appendix) or in the Note for the Instructor.

Home > Case Studies Format - Page 1 of 1

ID# INFO001

Format of Each Case Study

Printable Version

Each case study is organized similarly: Introductory materials; Problems (and subproblems); and Analysis and discussion.
Review of Good Practices in Urban Freight Transportation Wisinee Wisetjindawat (D.Eng) Nagoya Institute of Technology, Japan Email: wisinee@nitech.ac.jp Presentation for EGM Meeting in ESCAP, Bangkok March 29-30, 2010 As part of the project Eco-Efficient and Sustainable Urban Infrastructure Development in Asia and Latin America Outline 1. Background. 2. Objectives.

3. Categorization of policies on freight transport. 3.1 Licensing and regulations. 3.2 Freight centers and consolidated deliveries. 3.3 Low-emission vehicles, environmentally friendly modes, and alternative fuels. 3.4 Technology-based service improvement and driver training. 3.5 New freight transport systems. 4. Case studies. 5. Conclusion. 6. References.1. Background Problems caused by freight transport Goods transport is unavoidable in urban areas which have high demand for goods and service. 10 to 18 percent of road traffic in cities is represented by goods transport (COST321, 1998). 40 percent of air pollution and noise in cities is caused by goods transport (COST321, 1998). Efficient freight transport and logistics systems can strengthen the economic structure of a country. Eg. Thailand has a considerably high logistics cost of 19 % of the GDP compared with developed countries ( 10% of the GDP) less competitive in the global market (Bangkok Bank research, 2007).1. Background

Modal Share in various countries The shares of rail transport in the developing countries in Indochina range between 4 and 5 percent (Goh and Ang, 2000) Modal share for domestic freight transports in many countries (Source: Takahashi, 2003)2. Objectives Identify objectives for a sustainable freight system Based on the European Federation for Transport and Environment (2000), this report defines the objectives as follows: Reducing energy consumption per ton-kilometer. Decreasing ton-kilometers of less sustainable transportation modes such as road transport. Increasing usage of more environmental friendly transport modes such as rail, water, and inland water transports. Policy objectives for urban goods transport

(adapted from Visser, 2006) 3. Categorization of Urban Freight Policies The policies and measures that can lead to a sustainable freight system are classified into 5 groups, based on those of Visser, Extr@Web and European Commission. Licensing and regulations: e.g. road pricing. Freight centers and consolidated deliveries: e.g. freight villages. Low-emission vehicles, environmentally friendly modes, and alternative fuels: e.g. support multimodal facilities, low emission vehicles. Technology-based service improvement and driver training: e.g. web based technology. New freight transport systems: e.g. underground freight system.3.1. Licensing and Regulations Measures classified into the licensing and regulation category are: Low emission zones: e.g. Sweden, Amsterdam, London. Combined use lanes: e.g. Barcelona. Freight-exclusive lanes: e.g. Port of New Orleans. Incentives for off-peak delivery: e.g. Port of Los Angles. Restricted delivery hours: e.g. Boston. Truck bans during a certain period of time: e.g.

Manila, Bangkok, Tokyo3.1. Licensing and Regulations Policies & Measures Regions/Cities Advantages Remarks Low emission zones Sweden, Amsterdam, and London Combined use lanes Barcelona Freight exclusive lanes New Orleans Laredo, Texas Off-peak delivery Los Angles and Long Beach Restricted delivery zones Boston

Truck ban. Manila * Immediate results can be expected from the improvements in safety and to the environment *Social side-effects from changing delivery time in response to the policies, such as increases of accident rates due to lack of sleep of drivers and truck overloading. *Negative feedback from the private sector due to, for example, increasing costs for new vehicles. *Advised to be adopted together with other schemes for better results, such as the provision of freight centers, so that the private sector has more choice and hence a less negative reaction.3.2. Freight centers and consolidated deliveries Consolidation Concept: Shipments sharing the same origin and destination are consolidated into a singe

vehicle in order to reduce the number of vehicles used. Freight center: A Freight center is a logistics facility located in close proximity to an urban area, to promote consolidated deliveries, within that area Consolidation concept Source: Nobel (2007) Consolidate: Many shipments Many companies3.2. Freight centers and consolidated deliveries Without freight centers With freight centers Source: Nobel (2007)3.2. Freight centers and consolidated deliveries Policies & Measures Regions /Cities Advantages Remarks

Multi-modal freight centers Germany *Increased likelihood of using other more environmental friendly modes: rail and water transports. *Increased opportunities for consolidated delivery that will reduce commercial vehicle trips entering the city center. *The best way to sustainable development but difficult in practice. *High investment costs. *Large area Required. *Strong cooperation from private sector required for success. Urban freight centers Germany *Increased opportunities for consolidated delivery. *Education on the advantages of consolidated delivery is necessary. Business group

developments (eg. wholesaler market, Japan) Japan *Economic growth from firm s improved competitiveness. *Increased opportunities for consolidated delivery. *Successfully adopted in most cities in Japan. *High investment costs. *Large area Required. *Need to provide competitive transportation services to prevent companies preferring their own vehicles.3.3. Low-emission vehicles, environmentally friendly modes, and alternative fuels Rail, inland waterways, and coastal shipping are evidently preferred given the lower levels of noise and emissions. The above modes of transport are mostly used for the long-distance delivery. Road transport is unavoidable for deliveries in

urban areas. Advisable: Low emission vehicles: hybrid cars. Alternative fuels: Compressed Natural Gas (CNG) or low sulfur diesel. 3.3. Low-emission vehicles, environmentally friendly modes, and alternative fuels Policies & Measures Regions /Cities Advantages Remarks Increasing use of low emission modes such as rail and water transports. Europe * Large environmental and safety improvements can be expected if the share of road transport is reduced. * To increase the usage of other modes, the public sector has to provide sufficient facilities to support flexible multi-modal

transport Encouraging the development of low emission vehicles, multi-purpose vehicles, and alternative fuels. Europe, Japan * Technology ready: important developments on low emission vehicles (eg. Hybrid vehicles) have already been achieved. * Suggesting implementation together with Licensing& Regulation scheme. * For alternative fuels, need to provide enough supply facilities to ensure widespread adoption.3.4. Technology-based service improvement and driver training Web-based technology: services for shortest path finding, on-line vehicle routing, trackingtracing systems, and fleet management.

Intelligent Transportation Systems: Travel time information systems, Electronic Toll Collection (ETC) and the Global Positioning System (GPS). Driver Training: can result in up to an 18 percent saving in fuel consumption.3.4. Technology-based service improvement and driver training Policies & Measures Regions /Cities Advantages Remarks ITS, eg. ETC, GPS, and Traffic information systems. Europe, Japan, US *The system can be shared with passenger transport operators. *The technology has been already matured and is adopted widely in developed countries. *High set up costs. * This does not increase the

use of other more environmental friendly transport modes. Service improvement through technology: Web-based delivery routing systems, Park & buy, Unattended delivery systems. Europe, Japan * Inexpensive cost for implementation. *Likely to be well received by private sector operators. *Encouragement from the public sector is required; e.g. Providing low cost technologies that are affordable for most private sector operators. Driver training Europe, Japan

*Cheap to implement. *Positive private sector response. *Environmental and social benefits from reducing energy usage and decreasing the accident rate through better driving. *Encouragement from public sectors is required; e.g. Organizing training courses for the private sector.3.5. New freight transport systems. Underground Freight Transportation (UFT), the Netherlands, is at present in the development stage. Dutch government pointed out that a consolidation scheme wouldn t work in the Dutch case. Reasons: Most deliveries in urban area are short-distance (less than 50 km). Rail and waterways require trucks for final delivery in urban areas. Trucks are preferred by

most private sector operators. UFT (or OLS) project (source: Pielage, 2001) Features: Pipeline connected between terminals. Automated guided vehicles3.5. New freight transport systems. Policies & Measures Regions/Cities Advantages Remarks Underground freight transport The Netherlands, Japan *Alters the urban structure. Freight vehicles are separated from other traffic, resulting in reduced negative impacts from freight vehicles. *Enormous investment costs. *Still in development

stage in developed countries.4. Case Studies The case studies presented here include: Projects to increase the use of low-emission modes in Europe. Multimodal freight centers in Germany and Italy. Urban freight centers in Germany. Wholesale markets in Japan.4.1. Projects to increase the use of low emission modes, Europe Germany Since the 1980s, Germany has developed >30 multimodal freight centers (freight villages) Aims to increase the share of rail transport to 25 percent of ton-km by 2015. Increasing the capacity of rail infrastructure through renovation, modernization, extension and operational optimization. Stronger promotion of inter-modal transport Implementing emission dependant toll schemes for heavy goods vehicle (HGVs). Increasing the country's investment in transport infrastructure. Guterverkehrszentren (GVZs), Germany

> 30 GVZs (most major cities) Connect at least road and rail transport Many of them are tri-modal (+waterway) e.g. Bremen. Many City logistik programs are implemented in the centers. Germany freight networks (Source: Germany Trade and Invest, 2009) 4.1. Projects to increase the use of low emission modes, Europe Multimodal freight centers in Germany4.1. Project to increase the use of low emission modes, Europe Italy Italy implemented a specific plan to promote inter-modal transport (laws 240/90 and 385/90), and signed the United Nation International Agreement on Inter-modal Transport. Coordination between local and national government, in the promotion of inter-modal freight transport e.g. freight terminals. Implementations of large vehicles bans in city centers; (inter-modal transport exemptions at weekends). 4.2. Multimodal freight centers

GVZ, Bremen The GVZ-Bremen first such development (1985). The Bremen freight village is a tri-modal facility. Road, rail, and inland waterways. Air transport is accessible (international airport at approximately 7 km.) GVZ Bremen (Source: Germany Trade and Invest, 2009) . . 4.2. Multimodal freight centers GVZ, Bremen (Source: Nobel, 2007)4.2. Multimodal freight centers GVZ, Bremen Experience: Freight villages in Germany are directly supported by the national transportation ministry. Public private partnership: City of Bremen > 25 percent. The remaining shareholders are many private companies (Nobel, 2007) There is also support for SMEs in the freight village, such as

organizing development programs. In addition, the City Logistik scheme is implemented in the GVZ.4.2. Multimodal freight centers Interporto, Bologna Interporto, Bologna: 2 nd development of a freight village in Europe (1971).One of the best examples in Europe. Bologna freight village (Interporto Bologna) Located 12 kilometers from the city center On the main north-south highway and rail routes, which carry 75 percent of all goods exchanged in the country. Map Interporto, Bologna (Source: Boile et al, 2009) 4.2. Multimodal freight centers Interporto, Bologna , snack bars, etc. Experiences: Key success: A strong local partnership initiated the project. A strong Public Private Partnership. It includes all the typical functions and services for a European

freight village. Wide variety of tenants from small local companies to large companies such as DHL. Appropriate location. Large area located next to railway line. Easy to establish a link to the main highway. Close to the area of the participants of the project. Very successful relationship with the neighboring communities new access road to avoid disturbing regular traffic. 30 percent of area is devoted to green space. 4.2. Multimodal freight centers Interporto, Bologna4.3. Urban freight centers in Germany City Logistik, Kassel Approach: a neutral transport operator employed by a group of forwarding agents to pickup and deliver their goods to the inner city. 10 freight forwarding companies are participating. Electronic communication between the city logistics operator and the participating freight forwarders. No extra charge for deliveries when using the program. Kassel model (Source:

Koehler, 2003)4.3. Urban freight centers in Germany City Logistik, Kassel Experiences: Goods vehicle mileage, to and within the inner city, reduced by 40 percent and 60 percent respectively. Key success: almost unchanged service quality for the recipients of the goods. There is no extra cost or inconvenience for the freight operators involved. Strong motivation of participants. Problems: intangible benefit to the participants. Regular meetings among the participants are necessary.4.4. Wholesale Market, Japan Central Wholesale Market, Nagoya Approach: 2-3 large wholesalers acquire fresh products from the local area, the rest of Japan, and overseas. The products are transferred to the market early every morning. Auctions are held to sell products to the second level wholesalers , located in the

same market. Products are delivered to fresh food markets, supermarkets, and local shops. The deliveries made by the wholesalers or by a local government transport operator based in the facility. Wholesale market and its structure (Source: the wholesale market website) 4.4. Wholesale Market, Japan Central Wholesale Market, Nagoya (Source: the wholesale market brochure) convenience stores.4.4. Wholesale Market, Japan Central Wholesale Market, Nagoya Experience: Advantages: Increased competition among the wholesalers. reduced number of truck trips and operating vehicles by reducing the links among suppliers and wholesalers. Problems: About 40 percent of companies still use their own trucks for delivery, due to expensive fees and convenience. Single public transport operator: insufficient competition Sendai Wholesale Market: system using database technology, to consolidate shipments tested. The study claims that with this system energy consumption can be reduced by up to 47 percent.4.5. Summary

characteristics among the case studies Group Multimodal Freight Centers Urban Freight Centers Business Group Development Project GVZ-Bremen since 1984 Interporto-Bologna since 1971 City Logistik Kassel since 1994 Central Wholesale Market-Nagoya Orientation International, Regional and Urban area International, Regional and Urban area Urban area Urban area Operators Transport operators, productions, and wholesalers Transport operators and warehousing and

logistics operators Freight forwarders Wholesalers and freight forwarder Facilities Container terminal, truck terminal, and other car maintenance and services Warehouses, intermodal terminal, and other car maintenance and services N/A Warehouses, freight forwarder service, and other services Goods Automotive, trade and commerce, aerospace, food & beverage, energy, and break bulk logistics. Main focus is on logistics-intensive industries and wholesale companies. Warehouses: packaged food and

beverage Intermodal terminal: metal, mineral,ceramic, machinery, and other heavy products. Parcels Fresh foods4.5. Summary characteristics among the case studies Group Multimodal freight centers Urban freight centers Business Group Development Project GVZ-Bremen since 1984 Interporto-Bologna since 1971 City Logistik Kassel since 1994 Central Wholesale Market-Nagoya since 1949 Transport Modes Tri-modal facility for road, rail, and waterway Intermodal facility for road and rail Road Road

Function Transshipment location and industries. City Logistik scheme for Urban area of Bremen is also implemented at the site since 1994 Transshipment location and warehouses for wholesalers and retailers in the region. Intermodal terminal serves for freight forwarders Consolidated goods from the involved companies to be delivered by a neutral freight forwarder to the inner city.

Gathering wholesalers into a space and provided facility in order to increase the competitiveness among the companies. Funding and Organization PPP PPP PPP PPP5. Conclusions and recommendation The key idea for sustainable freight transport is to use road transport only when it is necessary . The development of freight centers concurrently with increasing the use of the more environmental friendly modes (including rail, waterway, and coastal transport); especially, for long distance deliveries. Development of Multimodal freight facilities (e.g. GVZ, Germany and Interporto, Italy) to support the flexible connection between railways, waterways, and coastal facilities, and concurrently increasing their capacity.5. Conclusions and recommendation In city, road transport seems to be the only delivery method attractive to transport operators due to its flexibility. The policies of urban freight centers and

consolidated deliveries provide a way to reduce the number of truck trips entering cities. Licensing and regulation should be carried out concurrently with the implementation of urban freight centers and consolidation schemes. Low-emission vehicles and alternative fuels for freight vehicles. Technology based service improvement and driver training for better logistics management can reduce costs and energy consumption.5. Conclusions and recommendation Most policies have different impacts on freight operators, the wider economy, and the environment, governments must choose where their priorities lie. It should be emphasized that there is considerable scope for win-win policies, both from the different perspectives of the public and private sectors, and across social, environmental and economic goals. Combined schemes are highly recommended in order to achieve the best results. Many of the measures are mutually reinforcing and a balanced overall package of measures will lead to higher levels of cooperation from the private sector. 6. References Bangkok Bank, 2007. The logistics Business. Economic report.

(http://www.bangkokbank.com/download/Update_The_Logistics_Busine ss_EN.pdf) Boile M., Theofanis S., and Strauss-Wieder A., 2009. Feasibility of Freight Villages in the NYMTC Region-Task 3 Description of How a Typical Freight Villages Works. COST321, 1998 in EXTR@Web consortium, 2006. Urban freight transport and logistics: an overview of the European research and policy. European Commission, 2000. A sourcebook: Good practice in freight transport. Office for official publication of the European Communities. European Federation for Transport and Environment, 2000. Towards more sustainable freight transport: 10 crucial points to show how freight transport will become more sustainable. EXTR@Web consortium, 2006. Urban freight transport and logistics: an overview of the European research and policy. German Trade and Invest, 2009. Germany: Europe s Logistics Hub: 21 Crossroads Accelerating your Business. Goh M. and Ang. A., 2000. Some logistics realities in Incochina. International Journal of Physical Distribution & Logistics Management, Volume 30 (10), pp. 887-911.6. References(cont.) Interporto Bologna (http://www.bo.interporto.it) Koehler U., 2003. New ideas for the city logistics project in Kassel. (http://www.citylogistics.org/CityLogistics2003/MadeiraPresentation/Koehler

.pdf) Nagoya Central Wholesale Market (http://www.city.nagoya.jp/kurashi/shisetsu/ichiba/chuouoroshiuri/nagoya00 057255.html) Nobel T., 2007. Planning and management of freight villages: Possible synergies for participating enterprises and institutions. Presentation. Pielage B.J., 2001. Underground Freight Transportation: A new development for automated freight transportation systems in the Netherlands. 2001 IEEE intelligent transportation systems proceedings, August 25-29. (Oakland), IEEE, Piscataway, NJ, pp. 762-767. (http://vkk042.citg.tudelft.nl/FTAM/) Takahashi Y., 2003. Japanese modal shift policy and role of coastal shipping service. Presentation at the 2nd World Water Forum. Visser, J., 2006. Urban freight transport policies and planning in Europe: and overview and classification of policy measures. Papers presented at the National Urban Freight Conference, Febuary 2006, California. (http://www.metrans.org/news/newsletters/200603.pdf)Thank you for your attention. Your questions and comments are welcome.

Rapid Metro Rail Gurgaon

From Wikipedia, the free encyclopedia

Rapid Metro Rail Gurgaon (RMRG)

Info

Locale

Gurgaon, Haryana

Transit type

Rapid transit

Number of lines

1 6[1] 100,000 (projected)[1]

Number of stations

Daily ridership

Website

www.rapidmetrorail.com/

Operation

Began operation

Jan 2013 (planned)

Operator(s)

RMRG Pvt. Ltd.

Technical 1,435mm (standard gauge)[1] 750V, DC via third rail[3] [show]System map
The Rapid Metro Rail Gurgaon (Hindi: ) (RMRG) is a under constructionrapid transit system in the Indian city of Gurgaon, Haryana, linked with Delhi Metro. The system will be India's first privately owned

Track gauge

Electrification

and operated metro[4] and its second awardedpublic-private partnership metro project after the Hyderabad Metro[5].

Contents
[hide]

1 History 2 Operations 3 Infrastructure

o o

3.1 Rolling Stock 3.2 Stations



3.2.1 Expansion Plans

4 See also 5 References 6 External links

[edit]History
The line was originally tendered by the Haryana Urban Development Authority (HUDA) in 2007 as a point-topoint 3.2km link between Sikanderpur and National Highway 8, but DLF wanted to expand it to provide connectivity to its Cyber City.[4] The project is expected to cost 1,000 crore (US$190 million). ILFS has 74% equity and DLF has the remaining 26%. It is the first fully private metros in India.[6] A new tender was issued in July 2008[7], with the DLF-ILFS consortium emerging as the only bidder.[5] While HUDA initially objected to a private company making profit from public transport, an agreement was eventually reached for the consortium to pay HUDA 7.65 billion (US$145.4 million) over 35 years in "connectivity charges" as well as 5-10% of advertising and property development revenue.[1] The contract for the 9 billion (US$171 million) project was awarded in July 2009, with completion scheduled in 30 months' time.[1] The foundation stone was laid on August 11, 2009.[8] The line will be built and operated by a consortium of real estate developer DLF andInfrastructure Leasing & Financial Services (IL&FS). DLF owns many properties near the stations while IL&FS is the majority stake holder in the JV.[4] On April 21, 2010, Siemens announced that it had been awarded a turnkey contract to build the metro line, including five 3-car metro trains.[9]The system will have a maximum capacity of 30,000 passengers per hour and can operate at a minimum interval of 90 seconds.[9]

[edit]Operations
The metro is designed to carry 30,000 passengers per hour.[2] Three-coach trains will operate at 3-minute intervals,[4] with a capacity of 1010 passengers per train.[10] The trains will have a maximum speed of 90 km/h, but will operate at an average speed of 30 km/h.[4] The fares have been fixed at Rs.10 for any ride.[4]

[edit]Infrastructure [edit]Rolling

Stock

Siemens has sub-contracted CSR Zhuzhou Electric Locomotive Works to build the 5 aluminium-bodied airconditioned trains from Nov 2011 till March 2012.[3] There will be 3 cars per train/[2]

[edit]Stations
The section between Sikanderpur and DLF Phase II will be double-tracked, while the remaining stations will be served with a single-track loop.[1] Platforms will be 75m in length.[11] Sikanderpur (interchange with Delhi Metro via 90m x 9m walkway)[12][4] DLF Phase II Belvedere Towers Gateway Tower Mall of India - Depot[13] DLF Phase III

      

[edit]Expansion Plans
The line is planned to be extended to Udyog Vihar.[14] It could be extended from Sikandarpur Delhi Metro Station to Gurgaon Sector 56.[15]

CASE STUDY:CAMPAIGN FOR BETTER TRANSPORT

Background Founded in 1973, Transport 2000 is the previous name of a national campaigning organisation whose aim is to improve peoples lives and the environment, by influencing a better government transport policy.

The organisation recognised that their name's connection to the year 2000 was restricting its ability to resonate with its audience. The requirement Guide Transport 2000 through a new name change covering research, concept, design and implementation as well as delivering a new brand identity toolkit. The CompanyX approach We were aware that rebranding had been previously attempted in-house three times but failed due to a lack of consensus. We knew that it was crucial to clearly explain the process and gather support internally from the very beginning. CompanyX presented to the Transport 2000 staff and board and explained what would happen and when, and how they could get involved and crucially how they could support the process. Research Research played a vital role as it's insight helped support and confirm each stage's decisions. This information was gathered using focus groups, interviews and audience specific questionnaires. We asked: Current perception of the brand How audience benefits from involvement What audience wants organisation to be New name/logo feedback Is the new approach understood Is it likely to get them more support

Feedback - effective campaigners to some - credible researchers to others - influential with government - undermined by the existing name - irrelevant, disbanded - objectives and focus unclear - mostly unknown to the public - needs to be friendlier - new name should NOT have to be decoded Why Campaign for Better Transport? - Campaign = collective togetherness - Relevant to wide range of transport issues

- Clearly understood by diverse audience types - Better = immediate benefit to all - No need for a strapline - Ability to own the word Transport - Easy to introduce, to say, to write Outcomes and Benefits - Mission, vision and values established - Clearer, more effective and confident - 70% more press coverage - 300% more donations - Five times more web traffic - 300% higher membership On launch, CompanyX produced a full brand identity 'toolkit' as an interactive pdf, Annual report, templates and stationery. CompanyX helped us reinvent ourselves with a new name, new look and new approach and made it look easy. They wrote great brand guidelines so that now everybody understands who and what we are. Very impressive, and really nice to work with as well!
Estelle Taylor, Communications Director Campaign for Better Transport

www.bettertransport.org.uk

Home > Case Studies Format - Page 1 of 1

ID# INFO001

Format of Each Case Study

Printable Version

Each case study is organized similarly: Introductory materials; Problems (and subproblems); and Analysis and discussion.

Step1 Title of your Project or Case Study Example: Distributors Improves Customer Service Faster Respond Step2 Make a Executive Summary Example: Customer name: EMCOR Incorporated Industry: Retail Employees and Customer 2000 employees 140 Store VisMin More or less 500,000 individual customers or households Step3 Make a Recommendation or Solutions Example: Business Challenge Consolidated all branches onto a single unified communications system Provided presence information, so that employees can see if their co-workers are available Gave employees one interface for all their communications tools Network Solutions 1. Cisco Unified Communication or (Voice over Internet Protocol) Results 1. Made it easier for customers and employees to reach the right person, the first time Enabled employees to work productively

from any workspace, including home With information available from Presence, employees can see whether their co-workers are available before transferring a call, so customers can talk to a live person instead of having to leave a voicemail. Step4 Make a Brief Background of your Project Example: Read More on www.ehow.com/how_4772692_case-study-format.html

More