Using Commodity Flow Survey Microdata and Other Establishment Data to Estimate the Generation of Freight, Freight Trips, and Service Trips: Guidebook

Holguín‐Veras, José; Lawson, Catherine T.; Wang, Cara; Jaller, Miguel; González‐Calderón, Carlos A.; Campbell, Shama; Kalahashti, Lokesh; Wojtowicz, Jeffrey; Ramírez, Diana

doi:10.17226/24602

Cited by 40 publications

(19 citation statements)

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“…The objective of the typology is to distinguish logistics facilities according to their activities. In most studies, the location of logistics activities is analyzed in relation with freight mobility needs [32,33]. These needs depend on the type of goods as well as the quantity and frequency of distributed goods.…”

Section: Typology Of the Logistics Facilities According To The Servicmentioning

confidence: 99%

Heterogeneity of logistics facilities: an issue for a better understanding and planning of the location of logistics facilities

Heitz

Launay

Béziat

2019

Eur. Transp. Res. Rev.

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In the last few years, the issue of the location of logistics activities emerged in the literature, in Europe and in the United States, especially from the perspective of logistics spatial dynamics as logistics sprawl. These issues of spatial dynamics question urban policies, because they underline the lack of interest in freight in the planning process. Indeed, one of the major issues in planning logistics facilities is the lack of a good understanding of the logistics sector: it is difficult to guide public action in the absence of detailed and precise data. The great heterogeneity of logistics facilities is often underestimated by public policies. The visibility of some sectors in public policies or academic literature, as parcel industry or e-commerce, hides other sides of logistics as an industry sector. With this paper we underline differences in the location of facilities, which translates into a difficult implementation of public policies to regulate logistics sprawl in the case of the Paris region. This paper studies precisely the location of the warehouses and terminals, and their place in the spatial organization of logistics facilities in the Paris Region. In particular, we compare the location of mass retail and wholesale trade facilities, logistics provider's facilities and parcel's industry facilities.

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Section: Typology Of the Logistics Facilities According To The Servicmentioning

confidence: 99%

Heterogeneity of logistics facilities: an issue for a better understanding and planning of the location of logistics facilities

Heitz

Launay

Béziat

2019

Eur. Transp. Res. Rev.

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“…Freight carriers are increasingly using large commercial vehicles (LCVs), especially one-tonne vans, to perform delivery activities in inner urban areas. LCVs are more flexible and possess enhanced operational capabilities as compared to freight trucks [33]. It was estimated that freight carriers operated about three vehicles for freight deliveries to receivers in Turin's city centre [34].…”

Section: Overview Of Last Mile Delivery Activities To Retailers and Bmentioning

confidence: 99%

An Examination of Last Mile Delivery Practices of Freight Carriers Servicing Business Receivers in Inner-City Areas

Aljohani

Thompson

2020

Sustainability

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Freight carriers experience major challenges while operating in highly dense inner-city areas. Timely deliveries are crucial for the success of businesses and for the long-term economic growth of metropolitan areas. Previous freight studies have paid little attention to the characteristics of freight movements in a highly dense urban context. Accordingly, this study sought to quantify the operational practices for freight carriers that deliver light parcels to inner-city business receivers. Direct insights were collected using semistructured interviews and an online survey with freight carriers in Melbourne, Australia. The intent was to describe the delivery trips and vehicle types involved in this unique segment. An assessment of operational challenges to the efficiency of freight carriers is presented in the study. In general, freight deliveries to inner-city receivers are characterised by underutilised transport capacity along with a large number of delivery stops. The findings shed light on the challenges that couriers encounter in congested inner-city areas.

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“…(2) the estimation of service trip attraction (STA) models using newly collected data by the project; and (3) the estimation of additional FTG models [5].…”

Section: Basic Literature Reviewmentioning

confidence: 99%

“…At the end of the process, the authors estimated: (1) 62 freight trip production and 70 freight trip attraction models for 12 industry sectors; (2) 118 service trip attraction modelsthe first such models reported in the literature, for 21 industry sectors (due to the budget constraint, data about service trip production were not collected); and (3) 49 freight production and 50 freight attraction models for 11 industry sectors. The FTG and STA models used in the paper come from the second phase of the project-NCFRP 25(01) [5].…”

Section: Modeling Approachmentioning

confidence: 99%

“…The main objectives of this paper are: (1) to gain insight into FSA parking needs and optimal parking provision; and (2) to assess the potential effects of alternative Transportation Demand Management (TDM) strategies in reducing these parking demands. As part of the research, the authors selected two small case studies from New York City and Troy, New York and used the freight trip generation (FTG) and service trip attraction (STA) models from the National Cooperative Freight Research Program (NCFRP) Project 25(01) "Estimating Freight Generation Using Commodity Flow Survey Microdata" to estimate the number of vehicle trips generated by FSA; assumed realistic values of the average parking time of freight and service vehicles; computed the numbers of parking spaces required for freight and service vehicles to conduct their activities; and assessed the impacts of alternative strategies to reduce the demand for parking [5].…”

Section: Introductionmentioning

confidence: 99%

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Freight and service parking needs and the role of demand management

Campbell

Holguín‐Veras

Ramírez-Ríos

et al. 2018

Eur. Transp. Res. Rev.

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Purpose: This paper assesses the parking needs of freight and service related commercial activities and identifies the role of demand management in mitigating these needs. Methods:To provide a context for the analyses, the authors selected two small commercial areas of about the same number of commercial establishments-one in Troy, NY, and the other in New York City-and applied freight and service trip generation models to estimate the total freight and service traffic generated at these sites. Then, using different assumptions of the amount of time these vehicles spend at a parking location, the authors estimated the number of parking spaces required by time of day under different assumptions of demand management. Results:The results show that parking needs are proportional to the average parking durations. Essentially, the longer the duration the higher the parking needs. In terms of impacts on demand management, the results show that the 100% Off-Hour Deliveries (OHD) program is expected to be the most impactful as it reduces the parking needs by 70-80% during peak hours. In second place, Staggered Deliveries reduces parking needs by about 60% during the peak hours. The third place is occupied by the 30% OHD Scenario and the Receiver-Led Consolidation programs, which are virtually tied, offering about 10-25% reduction. Conclusions:The initial analysis revealed the importance of parking duration as it was shown to be proportional to parking needs; the longer the duration the higher the need for parking. The delivery simulation further bolstered this finding by showing that the optimal case occurs (i.e. minimizing parking duration) the closer the parking location is to the establishment. The further away the vehicle is parked the longer the walking time to the establishment, hence increasing the time the vehicle occupies the parking spot. The strategies applied to the case studies showed that Transportation Demand Management (TDM) strategies are effective in decreasing the number of parking spots needed during peak periods.

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Using Commodity Flow Survey Microdata and Other Establishment Data to Estimate the Generation of Freight, Freight Trips, and Service Trips: Guidebook

Cited by 40 publications

References 0 publications

Heterogeneity of logistics facilities: an issue for a better understanding and planning of the location of logistics facilities

Heterogeneity of logistics facilities: an issue for a better understanding and planning of the location of logistics facilities

An Examination of Last Mile Delivery Practices of Freight Carriers Servicing Business Receivers in Inner-City Areas

Freight and service parking needs and the role of demand management

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