Freight transportation demand: A survey of recent econometric studies

1989 ◽  
Vol 16 (1) ◽  
Author(s):  
ThomasJ. Zlatoper ◽  
Ziona Austrian
Keyword(s):  
Freight Transportation ◽  
Transportation Demand ◽  
Freight Transportation Demand

Freight Planning Typology

1998 ◽  
Vol 1613 (1) ◽  
pp. 12-19 ◽  
Author(s):  
Reginald Souleyrette ◽  
T. H. Maze ◽  
Tim Strauss ◽  
David Preissig ◽  
Ayman G. Smadi
Keyword(s):  
Full Range ◽  
Freight Transportation ◽  
System Capacity ◽  
Demand Model ◽  
Transportation Demand ◽  
Traffic Demand ◽  
Demand Modeling ◽  
Freight Traffic ◽  
Freight Transportation Demand

A layered architecture for freight transportation demand modeling entails the construction of a statewide freight transportation demand model by separately simulating traffic for one commodity at a time. Layers can then be added together to construct a comprehensive model that includes the most significant freight flows. Most state or regional economies are dominated by a few economic sectors, and models can be constructed for those sectors that generate the most freight traffic and/or are the most important to the regional economy. Freight traffic demand modeling in intercity applications is more likely to focus on economic development, local infrastructure improvements, maintenance, and similar policy and planning concerns than on system capacity issues. Thus, it is more important to understand changes in traffic growth by economic sector than as the composite of all freight traffic. This method is less data intensive and more easily understood by transportation professionals than previous approaches. The layered approach is therefore more likely to achieve the desired objectives than would general models, which attempt to forecast heterogeneous freight transportation demands simultaneously. This approach is demonstrated through a case study using the meat products and farm machinery industries in Iowa. Other commodities will be added in the future to complete a model of Iowa’s statewide freight transportation demand. A framework is presented for organizing and identifying planning goals, key issues, and predominant commodities for intercity freight transportation. Although examples are provided, specific recommendations addressing the full range of issues, data collection activities, tools, and urban applications are suggested for further study. A case study demonstrates the approach used for one issue, one mode, and two commodities, which could be repeated elsewhere for similar applications.

The Method of Selecting the Key Freight Transport Industries Based on Weaver-Thomas Index

2013 ◽  
Vol 779-780 ◽  
pp. 981-984
Author(s):  
Xue Zhen Xu ◽  
Shi Duo Liu
Keyword(s):  
Transportation Planning ◽  
Freight Transportation ◽  
Freight Transport ◽  
Transportation Demand ◽  
Freight Transportation Demand ◽  
Important Basis

Regional freight transportation demand is an important basis for transportation planning. Because of the large number of industries, the survey of related industries for regional freight transportation demand is workload and complicated. Therefore, we can grasp the formation and distribution of regional freight transportation demand by analyzing the industries that can generate larger number of transportation demand.

Distributed Data Management of Daily Car Pooling Problems

2011 ◽  
pp. 408-412
Author(s):  
Roberto Wolfler Calvo ◽  
Fabio de Luigi ◽  
Palle Haastrup ◽  
Vittorio Maniezzo
Keyword(s):  
Public Transportation ◽  
Urban Areas ◽  
Transportation Systems ◽  
Transfer Velocity ◽  
Public And Private ◽  
Transportation Demand ◽  
Freight Transportation Demand ◽  
Set Up ◽  
Public Transportation Systems

The increased human mobility, combined with high use of private cars, increases the load on the environment and raises issues about the quality of life. The use of private cars lends to high levels of air pollution in cities, parking problems, noise pollution, congestion, and the resulting low transfer velocity (and, thus, inefficiency in the use of public resources). Public transportation service is often incapable of effectively servicing non-urban areas, where cost-effective transportation systems cannot be set up. Based on investigations during the last years, problems related to traffic have been among those most commonly mentioned as distressing, while public transportation systems inherently are incapable of facing the different transportation needs arising in modern societies. A solution to the problem of the increased passenger and freight transportation demand could be obtained by increasing both the efficiency and the quality of public transportation systems, and by the development of systems that could provide alternative solutions in terms of flexibility and costs between the public and private ones. This is the rationale behind so-called Innovative Transport Systems (ITS) (Colorni et al., 1999), like car pooling, car sharing, dial-a-ride, park-and-ride, card car, park pricing, and road pricing, which are characterized by the exploitation of innovative organizational elements and by a large flexibility in their management (e.g., traffic restrictions and fares can vary according with the time of day).

scholarly journals The importance of disaggregated freight flow forecasts to inform transport infrastructure investments

2013 ◽  
Vol 7 (1) ◽  
Author(s):  
Jan H. Havenga
Keyword(s):  
South Africa ◽  
Transport Infrastructure ◽  
Annual Growth Rate ◽  
Investment Planning ◽  
Commodity Flow ◽  
Transportation Demand ◽  
Compound Annual Growth Rate ◽  
Infrastructure Investments ◽  
Freight Transportation Demand ◽  
Freight Flow

This article presents the results of a comprehensive disaggregated commodity flow model for South Africa. The wealth of data available enables a segmented analysis of future freight transportation demand in order to assist with the prioritisation of transportation investments, the development of transport policy and the growth of the logistics service provider industry. In 2011, economic demand for commodities in South Africa’s competitive surface-freight transport market amounted to 622 million tons and is predicted to increase to 1834m tons by 2041, which is a compound annual growth rate of 3.67%. Fifty percent of corridor freight constitutes break bulk; intermodal solutions are therefore critical in South Africa. Scenario analysis indicates that 80%of corridor break-bulk tons can by serviced by four intermodal facilities – in Gauteng, Durban, Cape Town and Port Elizabeth. This would allow for the development of an investment planning hierarchy, enable industry targeting (through commodity visibility), ensure capacity development ahead of demand and lower the cost of logistics in South Africa.

scholarly journals Logistics Costs Based Estimation of Freight Transportation Demand

2010 ◽  
Author(s):  
Michael F. Gorman ◽  
Daniel G. Conway
Keyword(s):  
United States ◽  
Capacity Planning ◽  
Freight Transportation ◽  
Distribution Networks ◽  
The United States ◽  
Service Level ◽  
Traffic Flows ◽  
Intermodal Transportation ◽  
Transportation Demand ◽  
Potential Demand

Many supply chain and fi nished goods distribution networks involve intercity freight transportation. Shipping customers secure transportation services by matching their requirements to available service in an effort to minimize their total logistics costs subject to service level constraints. Frequently, shippers' modal decisions are constrained by short-term capacity constraints restricting one of the available options, or gaps in shipper knowledge or carrier marketing programs. As a result, the observed traffic flows may not reflect the potential demand for the mode. Because the potential demand for a mode is not directly measurable, when planning road and rail capacity, governments and railroads cannot make accurate capacity planning decisions based on current traffic flows. The model developed here identifi es the potential demand for intercity full truckload and intermodal shipments over the most heavily utilized 75,000 shipment lanes in the western United States by estimating minimum total logistics costs by mode. These flows are compared with actual U.S. freight flows in order to determine the differences between observed flows and the model estimated potential demand. The results indicate potential demand for intermodal transportation is high; considerable freight volumes could be delivered with lower logistics cost by switching from truck to intermodal transportation. This evidence suggests that observed traffic flows and trends may not be a sound basis for planning freight transportation infrastructure in the United States.

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