Freight facilities for central business district office buildings

1981 ◽  
Vol 8 (4) ◽  
pp. 464-476
Author(s):  
Herbert H. Ho ◽  
John F. Morrall
Keyword(s):  
Central Business District ◽  
Office Buildings ◽  
District Office ◽  
Urban Freight ◽  
Wide Range ◽  
Business District ◽  
Space Requirements ◽  
The University ◽  
Urban Goods Movement ◽  
Service Vehicles

Inadequate end-point facilities in office buildings for shipping and receiving freight are partly due to a lack of understanding of the urban goods movement problem by architects and engineers and partly due to inadequate municipal freight facility by-laws. The problems created by inadequate freight facilities impose a wide range of environmental, social, and economic impacts on an urban area. Because of the magnitude and extent of these impacts engineers involved with the planning, design, and approval of office buildings must take an increasingly comprehensive view of the range of factors that should be considered in the design and operation of office building freight facilities.This paper is based on a recently completed study of urban freight facilities conducted by the Department of Civil Engineering of The University of Calgary for the City of Calgary Transportation Department. The study included measurement of arrival rates and service times of delivery trucks, couriers, and service vehicles at office buildings in Calgary. These measurements, in addition to a survey of existing freight facilities in central business district office buildings, formed the basis for the development of a proposal to revise existing zoning by-laws regarding freight facilities. The primary deficiency of existing Calgary by-laws is that they overstate the need for delivery vehicle facilities by a factor of two for larger office buildings and neglect the space requirements for couriers and service vehicles. The paper includes a comparison of freight facility by-laws for office buildings in a number of selected Canadian cities.

Delivery Process for an Office Building in the Seattle Central Business District

2018 ◽  
Vol 2672 (9) ◽  
pp. 173-183 ◽  
Author(s):  
Haena Kim ◽  
Linda Ng Boyle ◽  
Anne Goodchild
Keyword(s):  
Value Added ◽  
Central Business District ◽  
Office Building ◽  
Vertical Movements ◽  
Urban Freight ◽  
Delivery Times ◽  
Final Segment ◽  
Business District ◽  
Flow Map ◽  
Urban Goods Movement

Movement of goods within a central business district can be very constraining with high levels of congestion and insufficient curb spaces. Pick-up and delivery activities encompass a significant portion of urban goods movement, and inefficient operations can negatively impact the already highly congested areas and truck dwell times. Identifying and quantifying the delivery processes within the building is often difficult. This paper introduces a systematic approach to examine freight movement, using a process flow map with quantitative delivery times measured during the final segment of the delivery process. This paper focuses on vertical movements such as unloading/loading activities, taking freight elevators, and performing pick-up/delivery operations. This approach allows visualization of the components of the delivery process and identification of the processes that consume the most time and have greatest variability. Using this method, the delivery process for an office building in downtown Seattle was observed, grouped into three major activities (or steps): 1. Entering, 2. Delivering, 3. Exiting. This visualization tool provides researchers and planners with a better understanding of the current practices in the urban freight system, and helps identify the non-value-added activities and time that can unnecessarily increase the overall delivery time.

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

2000 ◽  
Vol 1707 (1) ◽  
pp. 56-63 ◽  
Author(s):  
Anne G. Morris ◽  
Alain L. Kornhauser
Keyword(s):  
New York ◽  
Dwell Time ◽  
Central Business District ◽  
Office Buildings ◽  
District Office ◽  
Time And Motion ◽  
Motion Study ◽  
Building Characteristics ◽  
Business District ◽  
Relationship Of

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.

Optimization Model for Parking in the Campus Environment

1996 ◽  
Vol 1564 (1) ◽  
pp. 46-53 ◽  
Author(s):  
Orikaye G. Brown-West
Keyword(s):  
Optimization Model ◽  
Central Business District ◽  
University Campus ◽  
University Administrators ◽  
Campus Planning ◽  
Campus Environment ◽  
Planning And Design ◽  
Site Characteristics ◽  
Business District ◽  
The University

Parking has long been recognized as a major land use problem in campus planning. Anyone who drives an automobile appreciates the difficulties of finding a parking space in areas of intense academic, administrative, student residential, and recreational activities. This shortage of parking spaces near activity centers has worsened as automobile ownership and registration on campus have increased. The problem is more pronounced and the solution more critical on large urban campuses located in or at the periphery of the central business district. An approach to solving the chronic and prevalent parking problem in the campus environment is addressed. An institution-based and evaluative model is introduced as a tool to determine how best to use existing land in the competitive and oftentimes policy-driven university campus environment. Practical solutions that will assist in the proper planning and design of campus parking spaces and facilities are also developed. The optimization model design takes into account the major operational and site characteristics, as well as parameters that traffic engineers and planners consider conducive to optimal parking. The model will help traffic engineers, campus planners, and university administrators maximize land on the university campus. It will also answer the question of what principles should be adopted in the proper planning of facilities for the vehicle at rest within the context of a diminishing campus environment in general and inadequate funding for facilities renewal and maintenance in particular.

Quantifying the recurring nature of fitout to assist LCA studies in office buildings

2017 ◽  
Vol 35 (3) ◽  
pp. 233-246 ◽  
Author(s):  
Perry Forsythe
Keyword(s):  
Life Cycle Assessment ◽  
Research Method ◽  
Design Methodology ◽  
Weighted Average ◽  
Central Business District ◽  
Embodied Energy ◽  
Office Buildings ◽  
Evidence Based ◽  
Content Type ◽  
Business District

Purpose The purpose of this paper is to quantify fitout churn in office buildings to more accurately evaluate the recurrent embodied energy in life cycle assessment studies. Design/methodology/approach Three research methods were used in the context of Central Business District (CBD) office buildings in Sydney. Method 1 involved leasing records from 528 office buildings; method 2, a leasing history from a selective sample of three prime grade office buildings; method 3, a targeted survey of 21 property professionals concerning fitout churn cycle estimates. Findings Prime buildings are the area of most interest to fitout churn because they represent a large proportion of total office floor area. The churn rate differs according to office tenancy type (as defined by small, medium and large leased areas). Large tenants occupy the majority of floor space. Lease duration as obtained from Method 1, offers a reasonable proxy for predicting fitout churn. Using this method coupled with weighted-average calculations, the data indicate a fitout churn rate of 8.2 years. Research limitations/implications Variability concerning the situational context of Sydney CBD office buildings restricts broad generalisability of the findings. However, the research method used in this study would enable broad-based comparison and the potential for verification. Originality/value The main contribution of the research is to improve the ability to accurately predict fitout churn cycles as previous work only involves limited case studies and arbitrary estimates, thus lacking a strong evidence based.

scholarly journals The Spatial Development Potentials of Business Districts in Doha: The Case of the West Bay

2013 ◽  
Vol 38 (4) ◽  
pp. 16-26
Author(s):  
Velina Mirincheva ◽  
Florian Wiedmann ◽  
Ashraf M. Salama
Keyword(s):  
Spatial Configuration ◽  
Central Business District ◽  
Capital City ◽  
Land Use Patterns ◽  
Use Patterns ◽  
Producer Service ◽  
Wide Range ◽  
Service Sectors ◽  
Business District ◽  
Global And Local

Recent efforts to formulate strategies that will turn Qatar's capital city into a global hub have given rise to a debate about the morphological and functional composition of one of Doha's most prominent areas - West Bay. At the end of the 20th century West Bay, also known as Diplomatic Quarter, was chosen by public initiatives to become the new Central Business District of Doha. Today, the appeal of West Bay as a business hub is contested by other emerging urban centres – such as the highly integrated Al Sadd area, which has attracted a wide range of advanced producer service sectors. It is therefore the objective of this paper to investigate the spatial configuration of Doha's West Bay, which arguably lays the foundations for the socio-economic interdependencies necessary for its vitality and sustenance. In order to quantify its intrinsic urban complexities, Bill Hillier's space syntax methodology is applied, which elucidates, in various scales, global and local grid conditions, and thus can be used for assessments regarding the distribution of land use patterns and infrastructural networks.

scholarly journals Bicycle parking for office buildings in Frankfurt Main/Germany

2021 ◽  
Author(s):  
Rudolf Wilhelm Eger
Keyword(s):  
20Th Century ◽  
Central Business District ◽  
Office Buildings ◽  
Foreseeable Future ◽  
Frankfurt Am Main ◽  
Parking Lots ◽  
The Real ◽  
Modal Split ◽  
Business District ◽  
Parking Facilities

Until the end of 20th century new big office buildings in Germany – even in the central business district CBD – didn’t provide any or much too less facilities for bicycle parking. Since then the already existing state and municipal regulations have been enforced and new ones exist which define the mandatory number of bicycle parking lots for new office buildings. But now it can be seen that too many lots are required, the real demand is in many cases – and will be in the foreseeable future – much lower. With data from EU and German sources the situation in the Frankfurt am Main CBD is described: political goals for sustainable traffic by enforcing bicycle usage; municipal regulations for the number of bicycle parking facilities; comparison between (politically defined) requirements and the expected real demand. Today’s and future modal-split data for bike usage at office buildings from empirical traffic surveys and assumptions in Frankfurt are presented. Examples of bicycle parking facilities for already existing and planned office buildings in Frankfurt are provided, showing as result a compromise between city’s regulation and the expected demand for bicycle lots.

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

1998 ◽  
Vol 1613 (1) ◽  
pp. 27-32 ◽  
Author(s):  
Anne G. Morris ◽  
Alain L. Kornhauser ◽  
Mark J. Kay
Keyword(s):  
New York ◽  
Focus Groups ◽  
Central Business District ◽  
Specific Information ◽  
Time Data ◽  
Urban Freight ◽  
Goods And Services ◽  
Mobility Data ◽  
Goods Movement ◽  
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.

scholarly journals ANALISIS PENGARUH HARMONISA PADA TRANSFORMATOR DISTRIBUSI DI HARI KERJA DAN HARI LIBUR PADA GEDUNG PERKANTORAN

2021 ◽  
Vol 5 (1) ◽  
pp. 72-79
Author(s):  
Chairul Hudaya
Keyword(s):  
Central Business District ◽  
Electrical Equipment ◽  
Office Buildings ◽  
Voltage Waveform ◽  
Allowable Limit ◽  
Distribution Transformers ◽  
Measurement Results ◽  
Business District ◽  
A Current

Harmonics are a phenomenon of voltage waveform deviationand currents that are transmitted and distributed from source to load in the formpure sinusoidal waves. This research aims to learn aboutthe influence of harmonics on distribution transformers in office buildings as wellcompare the effect on weekdays and holidays. From the measurement results inSudirman Central Business District is known that transformers 1 and 3 existharmonics with a current THD percentage of 25.27% and 22.32% on weekdays.While on holidays there is transformer 1 which has a percentage of THD current17.24% which exceeds the IEEE 519-1992 allowable limit of 15%.The dominant harmonics are the 3rd, 5th, and 7th harmonics. With a percentage of THDcurrents that exceed the standard limits will result in performance and even degradationdamage to electrical equipment or components. The results of the study show that at the momentsmall load (holidays) THD the resulting current is not too large due to the loadless use than during large loads (working days).

scholarly journals The 2010 and 2011 Canterbury earthquakes and organisational learning at the University of Canterbury: Does practice make perfect?

2011 ◽  
Vol 17 (6) ◽  
pp. 850-856 ◽  
Author(s):  
Nigel Healey
Keyword(s):  
Extreme Event ◽  
Central Business District ◽  
Organisational Learning ◽  
Management Team ◽  
Senior Management ◽  
Loss Of Life ◽  
Recovery Management ◽  
Business District ◽  
The University ◽  
The City

AbstractIn September 2010 and again in February 2011, the city of Christchurch was rocked by earthquakes of magnitude 7.1 and 6.3 respectively. The second earthquake was shallow and caused extensive damage and loss of life, destroying most of the Central Business District. This paper focuses on recovery management at the University of Canterbury, exploring the extent to which the senior management team learned lessons from the September event which informed the way that the recovery was managed after the February earthquake. It examines the counter-intuitive possibility that successfully dealing with a prior, lesser event, may not necessarily better equip managers to deal with a subsequent, more extreme event.

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