The geography of warehouses in the São Paulo Metropolitan Region and contributing factors to this spatial distribution

Guerin, Leonardo; Vieira, José Geraldo Vidal; Oliveira, Renata Lúcia Magalhães de; Oliveira, Leise Kelli de; Vieira, Henrique Ewbank de Miranda; Dablanc, Lætitia

doi:10.1016/j.jtrangeo.2021.102976

Cited by 33 publications

(21 citation statements)

References 41 publications

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“…In the 2000s and above, land prices and the location of intermodal facilities tended to be more balanced. In line with this study, the findings [10] show that the main factors for moving warehousing areas to different locations are due to differences in land prices, lower taxes and better infrastructure. Meanwhile, [11] in their study critizes the direction of developing logistics facilities like this, which is increasingly moving away from production facilities due to consideration of land prices, thereby increasing delivery distance which actually have a negative impact on the environment due to the back and forth of heavy vehicles and the resulting emissions.…”

Section: Introductionsupporting

confidence: 87%

Utilization of Supply Chain and Benefit-Cost Analysis to Determining Warehousing Area in Penajam Paser Utara Regency

Surahman¹,

Mardhanie²,

Hutauruk³

et al. 2022

Proceedings of the International Conference on Applied Science and Technology on Social Science 2021 (iCAST-SS 2021)

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The retail trade sector is currently booming and seizes unlimited opportunities and intersects with other sectors that can cause multi-fliyer effects to improve the regional economy, especially in the Expansion Regency. However, due to limited infrastructure and inefficient distribution, the price of goods is expensive. Although local governments have initiated through regulations and policies, they are not yet in synchronize to support the needs of the retail industry and consumers. From the preliminary study, Penajam Paser Utara (PPU) as a new expansion district needs to build facilities and infrastructure such as warehouses for retail products. This study aims to determine the feasibility of warehousing development with supply chain management analysis (SCM) and Benefits-Cost Ratio (BC). The results of the SCM analysis show that the vehicle operating costs for alternative location 1 is Rp.77,356 per km per unit; alternative location 2 is Rp.120,810 per km per unit; and alternative 3 is Rp.116,016 per km per unit. If the investment value is Rp.53,558,320,000 with an interest rate of 10.05%, then the value is equal to Rp.58,220,669,253 in the 40th year; BC=1.07; and EIRR=10.7%. The development of warehousing will provide benefits to local governments, communities, and business actors, including reducing the risk of damage to goods, reducing operational costs, transportation time, reducing road pressure/load, and providing input for local revenue in the management of warehousing services. This study also recommends the calculation results of SCM and financial confirmation, for the construction of retail warehousing around the Buluminung Industrial Estate which is placed between the port and the central business district. The Buluminung Industrial Estate has been designated by the local government as an industrial area supporting the PPU district's economy. The recommendation also states that the financial and economic perspective strongly supports the need to immediately build a retail warehouse.

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Section: Introductionsupporting

confidence: 87%

Utilization of Supply Chain and Benefit-Cost Analysis to Determining Warehousing Area in Penajam Paser Utara Regency

Surahman¹,

Mardhanie²,

Hutauruk³

et al. 2022

Proceedings of the International Conference on Applied Science and Technology on Social Science 2021 (iCAST-SS 2021)

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“…In Brazil, we add theft of goods as a UFT barrier. Flora et al [60] report theft of goods as a social influence on UFT, and Guerin et al [61] argue that such thefts influence the UFT's reliability, increasing logistics costs. Addressing these barriers contributes to creating an urban environment that is conducive to UFT, but the question of who should deal with such barriers remains unanswered, which future research should examine.…”

Section: Discussionmentioning

confidence: 99%

The Effects of Barriers and Freight Vehicle Restrictions on Logistics Costs: A Comparison before and during the COVID-19 Pandemic in Brazil

Sousa

Oliveira

2022

Sustainability

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The COVID-19 pandemic exposed the fragility of the supply chains, in which the production, distribution, and transportation systems were disrupted, permanently or temporarily. Despite the enormous influences the pandemic had on transportation systems, no study has yet assessed the extent to which the freight restrictions and barriers influenced logistics costs after the start of the COVID-19 outbreak. However, understanding them is necessary to guide and stimulate public policies that intend to optimize the effects of freight restrictions on logistics costs. Thus, this paper assesses and compares the effects that such barriers in urban freight transport, and the restrictions imposed on freight vehicles, had on logistics costs before and during the pandemic. We surveyed more than 120 logistics professionals in Brazil in both 2018 and 2020/2021, making comparisons using models that were assessed using partial least squares structural equation modelling. The findings suggest that barriers and freight restrictions influenced the logistics costs positively, but such influences reduced during the pandemic. Being aware of the barriers and restrictions that influence logistics costs and of how the pandemic increased the effects of some restrictions is essential for managers to be able make timely and appropriate decisions and to plan and implement initiatives to prevent or reduce costs.

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“…Independent variables represent demand attributes, such as population and income, and physical infrastructure attributes such as interstate and railroad miles, enplanements, and distance. Infrastructure such as highways, rail, and inland waterways were not always significant predictors of freight establishments within a metropolitan area (Cidell 2010), although other researchers have continued to find these factors critical (Guerin et al 2021, Holl, Mariotti 2018. Overall, warehouses and distribution centers decentralized and moved toward suburbs over time.…”

Section: Literature Reviewmentioning

confidence: 92%

“…While cost minimization drives TW location decisions, lower transportation costs often arise from agglomeration economies (Cidell 2010, Hesse, Rodrigue 2004). Further, the prevalence of railroad and highway miles, interstate highway and airport presence, and related transportation costs are often predictors of regional economic competitiveness, both for the TW sector itself (Cidell 2010, Guerin et al 2021, Holl, Mariotti 2018 and for other sectors dependent upon the logistics (Belleflamme et al 2000, Dudensing 2008). The range of variables included in recent logistics firm location models, such as gross domestic product (GDP) (Guerin et al 2021), population density and accessibility to residential population and manufacturing (Sakai et al 2020) and urban structure (Holl, Mariotti 2018), suggests that researchers are beginning to think beyond infrastructure density to broader factors that affect regional TW competitiveness.…”

Section: Literature Reviewmentioning

confidence: 99%

Estimating Determinants of Transportation and Warehousing Establishment Locations Using U.S. Administrative Data

Carpenter

Dudensing

Sandt

2022

REGION

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Interactions between transportation and warehousing and other industry clusters are not widely explored and the determinants of logistics locational determinants is limited in the U.S. context. These gaps in the literature, along with the U.S. transportation and warehousing sector's decentralization from urban areas and concentration in regions, highlight the importance of understanding the effects of place-based factors and inter-industry clusters on the locations and employment of transportation and warehousing industries. The analysis uses restricted-access U.S. Census Bureau data aggregated to the county level, along with secondary data sources, to estimate the locational determinants of transportation and warehousing (TW) industries based on transportation infrastructure as well as sociodemographic and institutional variables. The analysis takes a cross-sectional (non-causal) approach to focus on time-invariant location factors while testing and implementing zero-inflated count data distributions to model the data generation processes more accurately. Results indicate that subsectors are affected differently by infrastructure, sociodemographic, and institutional variables. Additionally, different factors are associated with industry presence versus size. Finally, we show that data using aggregated industries obscures locational factors' importance for individual sub-sectors and, further, that industrial aggregation obscures TW sectors' relationships to other clusters.

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The geography of warehouses in the São Paulo Metropolitan Region and contributing factors to this spatial distribution

Cited by 33 publications

References 41 publications

Utilization of Supply Chain and Benefit-Cost Analysis to Determining Warehousing Area in Penajam Paser Utara Regency

Utilization of Supply Chain and Benefit-Cost Analysis to Determining Warehousing Area in Penajam Paser Utara Regency

The Effects of Barriers and Freight Vehicle Restrictions on Logistics Costs: A Comparison before and during the COVID-19 Pandemic in Brazil

Estimating Determinants of Transportation and Warehousing Establishment Locations Using U.S. Administrative Data

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