Freight Mobility Research Articles

Multimodal Approach to Low-Cost Improvements Addressing Freight Mobility Constraints

Freight mobility is constrained not only by physical infrastructure inadequacies but also by operational, regulatory, policy, technological, and financial limitations. The capacity of the existing freight transportation system can be increased through innovative operational strategies, performance-improving regulatory and policy changes, and low-cost capital improvements. This paper defines freight mobility constraints in a multimodal context, identifies the primary causes of the constraints, develops criteria for low-cost improvements that can be quickly implemented, and presents examples of practical, low-cost improvements to address mobility constraints encountered in moving freight by highway, by rail, and through deepwater ports and inland waterways. The paper also presents the framework for a methodology that can be used by public-sector agencies to evaluate mobility constraints and select low-cost improvements derived from implemented projects.

The importance of decoupling between freight transport and economic growth

In France and Europe, mobility and economic activity have developed with the same growth rate for several decades. This trend has to be prolonged with short – medium terms. The correlation observed between transport demand, in particular of goods, and economic growth throws light on the concepts of coupling / uncoupling which have been proposed in literature for a few years. In September 2001, the decoupling notion leaves the narrow world of the economists of transport where it had appeared a few years earlier, to be revealed with a widened public, with the favour of the publication of the European Commission’s white paper « European transport policy for 2010: time to decide ». Here, the coupling means that freight transport demand is correlated with economic growth. This perception permits to analyse underlying freight transport logics and to suggest different means for reducing negative externalities. The growth of freight transport demand, usually expressed in ton kilometres, is more easily explained by the rise of the consumption of physical distances than by transported tonnes. The spatial dimension is thus in the centre of our problems. In fact, freight transport demand is function of distances, themselves defined by the modes of interaction between manufacturing units. The approach of decoupling is based on the links between industrial and logistic organisations, location of activities and planning of freight transport systems. The hypothetical close link between industrial and spatial organisations and supply chain management has been confirmed by several scientific works (David Banister, Peter Nijkamp, Dominic Stead, Roger Vickerman). This validation rests on the analysis of industry location drivers. We can then explain the logistic organisations that govern their interactions. The aim of this research is to improve the sustainable mobility reflexion from current behaviour of freight mobility and their determinants. How is explained the trend and regular lengthening distances covered, the higher frequency of forwardings? How is explained the continuous and persistent widening of surfaces of provisioning and distribution? Several scientists defend the thesis which spatial spreading out of industrial units permits the reduction of production costs, scope economy and the improvement of wellbeing. Our work is focused on the variable “distance” like a component of the overall consumption of transport. So, we are interested in the capacity of industrial and distribution organisations to adopt another spatial behaviour. The aim is to reduce the consumption of physical distances and/or to improve the transfer of merchandises from road to other means of transport like rail, inland waterways or short sea shipping. This approach is deliberately registered in the field of economic geography, then complementary of the economic entry of the thesis of decoupling.

Using Dual-Loop Event Data to Enhance Truck Data Accuracy

The economic vitality of Washington State depends on continuing and even increasing strong foreign trade levels. Improving the mobility of freight traffic on Washington's streets and highways is an important factor in achieving this goal. The Washington State Department of Transportation (Washington State DOT) has devoted significant time and resources to investigating ways to improve freight mobility on its freeway networks. The primary type of sensor used by the department to collect truck volume and speed data on Washington State freeways is a dual-loop detection system. However, recent studies of the Washington DOT classification system found that the quality of dual-loop truck data being collected was questionable because of four main problems: (a) split of loop signals for multiunit trucks, (b) cross talk between adjacent loops, (c) constrained sensitivity adjustments of discrete levels at loop amplifiers, and (d) unsuitable thresholds of on-time differences between the two single loops of a dual-loop detector. This paper presents an algorithm for minimizing the effects of these four problems. The algorithm uses traffic information extracted from loop event data and the characteristics of vehicle length distribution to identify and correct erroneous loop event data for better truck data extraction. The proposed algorithm does not require hardware installations or adjustments to address the four problems affecting the quality of truck data obtained from dual-loop detectors. Therefore, it provides a cost-effective solution for obtaining much more accurate truck data from this commonly available detection system.

Goods transport in large European cities: Difficult to organize, difficult to modernize

In this article, I wish to present three characteristics of urban goods movements in major European cities: (1) Goods movements are largely indifferent to the internal structure of cities. (2) Urban policies targeted on freight mobility appear to be quite inefficient. (3) The provision of appropriate urban logistic services is slow in emerging despite growing needs. These features have been observed over the last five or six years through working with large metropolitan transport authorities, as well as with the French national research program on “Goods in Cities” and the “Best Urban Freight Solutions” European network. These observations draw a picture of the urban freight industry, which can appear quite critical. Indeed, many initiatives have emerged to make this industry less routine and more efficient, especially regarding its environmental impacts as well as its level of quality of service. However, changes are slow, and on the whole, it appears as though none of the stakeholders are willing to make fast progress: on the one side, city governments expect business to set up new logistic services fit to the emerging needs of the customers and retailers as well as beneficial to the environment; on the other side, logisticians are waiting for municipalities to initiate (and subsidize) new services before starting businesses which could prove poorly profitable and highly risky. Despite this tendency for status quo in the urban freight industry, some solutions can be identified, which I present in the concluding chapter of this paper.

Freight-Specific Data Derived from Intelligent Transportation Systems

Freight planning is an increasingly visible topic in the arena of transportation planning. Freight planning metrics and benchmarks can help state agencies select and assess the impact of improvement projects with respect to freight mobility. Given the unique patterns of freight flow, freight metrics are most valuable when derived from freight-specific data. Extraction of timely freight-specific data to support freight planning efforts is not, however, always straightforward. Washington State, the primary focus of this study, has been developing potential methodologies for extracting and applying freight-specific data in benchmarking freight projects. The Freight Mobility Strategic Investment Board (FMSIB) of Washington State deployed intelligent transportation systems (ITS) technologies [Global Positioning Systems (GPS) and automated vehicle identification (AVI)] with the stated goal of collecting freight-specific data. An examination of the data collected for the FMSIB benchmarking test reveals that both sources of data—GPS and AVI—can support the freight planning process. This paper highlights results of the FMSIB study, the comparative accuracy of the two data sources, and the uses of each for planning purposes.

Freight-Specific Data Derived from Intelligent Transportation Systems: Potential Uses in Planning Freight Improvement Projects

Freight planning is an increasingly visible topic in the arena of transportation planning. Freight planning metrics and benchmarks can help state agencies select and assess the impact of improvement projects with respect to freight mobility. Given the unique patterns of freight flow, freight metrics are most valuable when derived from freight-specific data. Extraction of timely freight-specific data to support freight planning efforts is not, however, always straightforward. Washington State, the primary focus of this study, has been developing potential methodologies for extracting and applying freight-specific data in benchmarking freight projects. The Freight Mobility Strategic Investment Board (FMSIB) of Washington State deployed intelligent transportation systems (ITS) technologies [Global Positioning Systems (GPS) and automated vehicle identification (AVI)] with the stated goal of collecting freight-specific data. An examination of the data collected for the FMSIB benchmarking test reveals that both...

ITS Devices Used to Collect Truck Data for Performance Benchmarks

This paper documents the development of data collection methodologies that can be used to measure truck movements along specific roadway corridors in Washington State cost-effectively. The intent of this study was to design and test methodologies that could provide information to ascertain the performance of freight mobility roadway improvement projects. The benchmarks created would be used to report on speed and volume improvements that resulted from completed roadway projects. One technology tested consisted of Commercial Vehicle Information System and Networks electronic truck transponders, which were mounted on the windshields of approximately 30,000 trucks traveling in Washington. These transponders were used at weigh stations across the state to improve the efficiency of truck regulatory compliance checks. With transponder reads from sites anywhere in the state being linked through software, the transponder-equipped trucks can become a travel time probe fleet. The second technology tested involved G...

ITS Devices Used to Collect Truck Data for Performance Benchmarks

This paper documents the development of data collection methodologies that can be used to measure truck movements along specific roadway corridors in Washington State cost-effectively. The intent of this study was to design and test methodologies that could provide information to ascertain the performance of freight mobility roadway improvement projects. The benchmarks created would be used to report on speed and volume improvements that resulted from completed roadway projects. One technology tested consisted of Commercial Vehicle Information System and Networks electronic truck transponders, which were mounted on the windshields of approximately 30,000 trucks traveling in Washington. These transponders were used at weigh stations across the state to improve the efficiency of truck regulatory compliance checks. With transponder reads from sites anywhere in the state being linked through software, the transponder-equipped trucks can become a travel time probe fleet. The second technology tested involved Global Positioning Systems (GPS) placed in volunteer trucks to collect specific truck movement data at 5-s intervals. GPS data made it possible to locate when and where monitored trucks experienced congestion. With this information aggregated over time, it was possible to generate performance statistics related to the reliability of truck trips and even to examine changes in route choice for trips between high-volume origin–destination pairs. The study found that both data collection technologies could be useful; however, the key to either technology is whether enough instrumented vehicles pass over the roadways for which data are required.

Identifying Freight Mobility Projects for Possible Inclusion in a Statewide Transportation Improvement Program

In 2001, the Oregon state legislature formally authorized the Oregon Freight Advisory Committee (FAC), which had been established by the Oregon Department of Transportation (ODOT) in 1998. One of the FAC's responsibilities according to the 2001 legislation was to identify high-priority freight mobility projects for consideration and inclusion in the statewide transportation improvement program (STIP). In 2003, the legislature reaffirmed the FAC's charge to identify high-priority freight mobility projects for possible inclusion in the STIP and authorized $100 million in new funding for projects that would enhance freight mobility, improve access to industrial lands, and improve access to job creation sites. The FAC's role was to identify and recommend freight mobility projects to be considered for the new funding. This paper summarizes the FAC process for addressing legislative direction to identify and recommend high-priority freight mobility projects. The summary includes a discussion of how the FAC (a) ...

Identifying Freight Mobility Projects for Possible Inclusion in a Statewide Transportation Improvement Program

In 2001, the Oregon state legislature formally authorized the Oregon Freight Advisory Committee (FAC), which had been established by the Oregon Department of Transportation (ODOT) in 1998. One of the FAC's responsibilities according to the 2001 legislation was to identify high-priority freight mobility projects for consideration and inclusion in the statewide transportation improvement program (STIP). In 2003, the legislature reaffirmed the FAC's charge to identify high-priority freight mobility projects for possible inclusion in the STIP and authorized $100 million in new funding for projects that would enhance freight mobility, improve access to industrial lands, and improve access to job creation sites. The FAC's role was to identify and recommend freight mobility projects to be considered for the new funding. This paper summarizes the FAC process for addressing legislative direction to identify and recommend high-priority freight mobility projects. The summary includes a discussion of how the FAC ( a) developed and approved eligibility criteria for screening projects along with prioritization factors for narrowing the list of screened projects; ( b) incorporated planning considerations in identifying and screening projects; ( c) involved ODOT, FAC members, and the public in identifying, screening, and ranking projects; ( d) developed a list of prioritized projects; and ( e) presented a list of recommended projects to the Oregon Transportation Commission for its consideration to include all or some of the projects in the 2006–2009 STIP.

Philomath Couplet

Values associated with statewide freight and tourist mobility; traffic, pedestrian, and bicycle safety; and small-town livability create competing objectives that are difficult to balance when main streets of small towns are also state highways. Many communities opt for bypass solutions to these issues, but the Philomath Couplet Project represents a main street solution that is sensitive to both the demands of the state highway system and the character of the local community. The controversial 10-month decision process culminated in the selection of a preferred alternative. Final design is under way, and construction is scheduled for 2006. Although many projects are developed according to context-sensitive solution principles, the Philomath Couplet Project represents a class of projects with characteristics likely to be faced throughout the United States in relation to the management of state highways that are also main streets of small towns. The difficulties encountered in conducting this project provide important insights to guide context-sensitive solutions implementation in these circumstances. The lessons learned shared in this paper highlight the need to manage the “end game” of small-town politics, the value of time and cost constraints, the need for a structured decision process, and the usefulness of evaluation criteria based on interactions of land use and transportation.

Philomath Couplet: Addressing the Impact of Regional Growth on Combined State Highway-Main Street in Small-Town Oregon

Values associated with statewide freight and tourist mobility; traffic, pedestrian, and bicycle safety; and small-town livability create competing objectives that are difficult to balance when main streets of small towns are also state highways. Many communities opt for bypass solutions to these issues, but the Philomath Couplet Project represents a main street solution that is sensitive to both the demands of the state highway system and the character of the local community. The controversial 10-month decision process culminated in the selection of a preferred alternative. Final design is under way, and construction is scheduled for 2006. Although many projects are developed according to context-sensitive solution principles, the Philomath Couplet Project represents a class of projects with characteristics likely to be faced throughout the United States in relation to the management of state highways that are also main streets of small towns. The difficulties encountered in conducting this project provid...

Monitoring a freeway network in real time using single-loop detectors

With the widespread adoption of automated traffic sensors, the increase of computer processing power, and the evolution and growth of the global Internet, our ability to monitor traffic and convey traffic information in real-time has been dramatically advanced. To the authors' knowledge, most of the current traffic information systems mainly provide general traffic flow information. Vehicle classification data, such as truck volumes that should be key inputs for good transportation planning, freight mobility analysis, roadway geometric and structural design and traffic control and operation, are often excluded or only roughly estimated. To address this problem, this paper describes the design and implementation of a traffic monitoring and information system recently developed at the University of Washington that visually conveys speed and vehicle classification information, obtained by processing real-time single-loop measurements, to the general public through the client/server computer architecture. The development of this system makes real-time monitoring of truck volume data on a freeway network possible.

A Distribution Regional Freight Demand Model

The complexity of freight mobility is characterized by a large number of journeys connecting several activities in different locations, i.e. journeys consisting of sequences of trips influencing each other. This paper presents a tour-based freight model for the simulation of regional distribution. This kind of model allows one to simulate the dependences existing between successive trips of the same distribution channel. That means that each destination will be chosen considering the preceding and successive destinations by considering the number of transfers as a whole, and so on. In order to implement such a model it is essential to understand the constraints linking all decision-maker’s choices and to identify the type of relations linking one decision-maker to the other.

Dynamic Routing Decisions for Commercial Vehicle Operations in Real-Time Traffic Conditions

The application of intelligent transportation system technologies to facilitate freight mobility requires dynamic routing decisions to reduce operational costs and enhance service levels. Although most route planning or scheduling methods studied in the literature assume fixed or static travel times for the networks, an attempt is made to focus on the dynamic routing decisions in response to real-time information. A microscopic traffic simulation model coupled with a link-to-link shortest-path search with turning penalties is suggested and developed to evaluate the potential benefits of the dynamic routing decisions, which considers both updated link travel times and the incident conditions detected. The simulation results are described and discussed. Some interesting issues for future research needs are also recommended. This research will help logistics companies assess the benefits of the routing advisory systems that they use for their day-to-day operations.

Relationship of Freight Facilities in Central Business District Office Buildings to Truck Traffic

Intracity goods movement is profoundly affected by the facilities and services available for pickups and deliveries in commercial office buildings (COBs). Inadequate freight-handling facilities in New York City’s central business district (CBD) were identified as major barriers to freight mobility by shippers and carriers in industry-sector focus groups and in freight mobility interviews. Property managers of COBs completed 28 surveys that provided data about building characteristics, the number and size of freight elevators, a description of the dock area, and delivery windows. Results indicated that inadequate docks or receiving areas and insufficient freight elevators did not support the increasing number of freight deliveries, resulting in a significant amount of off-loading on the streets. Most property managers surveyed believed that enlarging docks would increase dock functionality. A time-and-motion study of vehicular deliveries to loading docks was carried out at two COBs located in the CBD. It documented time of delivery, dwell time in the dock, dwell time on the street, size and type of vehicle, and so forth, for a 10-week period in the summer of 1997. Most deliveries occurred in the mornings; dwell times averaged 33 min in the dock and on the street. A majority of straight trucks were under 7.31 m (24 ft) in length.

Getting the Goods Delivered in Dense Urban Areas: A Snapshot of the Last Link of the Supply Chain

Data were analyzed from 74 “Freight Mobility Interviews”—surveys conducted with key transportation executives whose products and services are shipped into New York City’s central business district (CBD). Quantitative data collected included company profiles, defined by product category; kind of transportation service; type of distribution channel; characteristics of dispatched truck trip; and time and cost for last leg of trip. Major barriers to freight mobility identified by logistics/distribution/ transportation managers were widespread congestion, theft/vandalism, inadequate docking space, and insufficient curbside parking for commercial vehicles. Recommendations to increase productivity in the CBD included off-peak and extended delivery hours, additional truck parking zones, and incentives to upgrade docking areas. Barriers to freight mobility were consistent across industry sectors. Initiatives that have the potential to increase the efficiency of urban goods movement include improved law enforcement to deter theft/vandalism, information-based improvements such as accurate signage, the use of ITS technology and management systems to actively manage curbside commercial parking zones, and improved road maintenance. The nontraditional methodology developed for collecting urban freight mobility data provides process-oriented data that reflect changing supply chain strategies of private-sector shippers and carriers.

Urban Freight Mobility: Collection of Data on Time, Costs, and Barriers Related to Moving Product into the Central Business District

Just-in-time deliveries and lower inventories have led to more frequent deliveries of goods and services, markedly increasing urban congestion. The Goods Movement in the New York Metropolitan Area study’s goal was to develop a research methodology for capturing urban freight mobility data and to collect cost and time data on freight moving into New York City’s central business district (CBD). The methodology developed and its implementation are discussed. Problems with access and collecting data from industry executives are also addressed. In industry-sector focus groups, senior logistics executives discussed urban freight mobility issues, especially barriers to goods movement into the CBD. Barriers consistently identified in order of greatest frequency of mention from 13 focus groups were congestion, inadequate docking space, inadequate curb space for commercial vehicles, security, and excessive ticketing of high-profile companies. The Freight Mobility Interview form asked logistics/transportation/distribution managers to provide company-specific information about the following categories: transportation services and distribution channels used and related cost, time, and barriers to freight mobility. Analysis of the interview data revealed that major barriers to freight mobility identified by both shippers and carriers were consistent with those cited by focus group participants. The combined qualitative and quantitative data collected identified the processes industry uses to manage urban congestion.

95/06282 Improvement of the effeciency in a conventional power plant by driving lignite with flue gas

An ongoing two-year research is performing with the general objective to assess the feasibility of a system integrating the production of green-energy and its consumption inside and close to port areas for mobility services. The system is composed by two elements: (a) a “sea-to-grid” technological component harvesting and producing electrical energy from sea waves; and (b) a “green” logistic service based on the use of Fully Electric Vehicles (FEVs). A pilot study will be conducted near an Italian port area supporting passengers and freight mobility between a port and a backward (sub)-urban area.The proposed system is within the environmental goals set by the EU (Europe 2020 Strategy) and the Italian Government (National Energy Masterplan). Indeed, the energy-producing technology reduces dependence from traditional energy sources (coal, gas, oil) and consequently reduces their negative effects (greenhouse gases, air pollution, etc.). Considering that the energy is produced by sea waves, the system transfers the entire amount of produced (green) energy to the electric vehicles. The system will be experimented in a medium size urbanized area and the energy will be produced in a small size port.