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.

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.

scholarly journals SIGNS OF CHANGE: THE RENAMING OF DURBAN’S STREETS Democratic Alliance v eThekwini Municipality: Unreported Judgment (KZD) Case Numbers 10787/08 and 6608/07 Judgment delivered: 3 June 2010

Obiter ◽  
2021 ◽  
Vol 32 (3) ◽  
Author(s):  
Vishal Surbun
Keyword(s):  
New York ◽  
New York Times ◽  
Central Business District ◽  
Metropolitan Region ◽  
The Public ◽  
To Come ◽  
Business District ◽  
The City ◽  
Inkatha Freedom Party ◽  
Che Guevara

On 27 February 2007, the council of the eThekwini Municipality, the governing entity of the Durban and surrounding metropolitan region, passed the first of two resolutions in terms whereof certain byways and landmarks would be renamed. In a public municipal advertisement, the City’s mayor announced: “The street renaming is indeed an ultimate step towards honouring all the heroes and heroines who fought a fight for a good cause. Chief among these are those who in the pursuit of freedom ventured their way through the troubled bridges of apartheid. Therefore as eThekwini council, we feel honoured to be part of such a historic process of ensuring that names of these great men and women of the struggle remain known even to the generations to come … It is indeed a democratic process: members of the public were consulted and given an opportunity to suggest names. This will ensure that the city we live in is indeed accurately reflecting its people and its history …” Notwithstanding these sentiments, on 1 May 2007, about 10 000 demonstrators marched through the city’s central business district and converged on the City Hall, where the Inkatha Freedom Party (IFP) and the Democratic Alliance (DA) held a joint protest to complain, not about the fact that the streets and landmarks were being renamed, but about the new names themselves. The suggested names of SWAPO, Griffiths Mxenge, Andrew Zondo and Che Guevara spawned a public outcry and accusations that the process was carried out without proper consultation. The controversy prompted the New York Times to observe that “Durban is different. Intentional or not, some of the proposed name changes clearly flick at scabs covering deep divisions”. Against this background, the DA and the IFP launched an application in the public interest in the Durban High Court which will be analyzed hereunder. The Applicants prayed for an order to the effect that the decision by the Municipality to rename the streets must be set aside and for the old names to be restored. A representative for the DA announced that:“We took this case to court because we believed, and still do believe that the rights and opinions of thousands of eThekwini’s citizens were trampled by the actions of the municipality who simply roughshod over their objections”.

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.

Neighborhood Ethnoracial Composition and Gentrification in Chicago and New York, 1980 to 2010

2016 ◽  
Vol 53 (2) ◽  
pp. 236-272 ◽  
Author(s):  
Jeffrey M. Timberlake ◽  
Elaina Johns-Wolfe
Keyword(s):  
New York ◽  
Census Data ◽  
Central Business District ◽  
Central Cities ◽  
Black Neighborhoods ◽  
Residential Preference ◽  
Black Residents ◽  
Business District ◽  
The Impact ◽  
Over Time

This research examines the impact of neighborhood ethnoracial composition on the likelihood that neighborhoods that could gentrify do gentrify over time. Drawing on findings from the gentrification and residential preference literatures, we hypothesize that the percentage of Black and Latino residents in neighborhoods in 1980 is associated with the probability of gentrification, conditional on the racial composition of neighborhoods in 2010. We test these hypotheses with analyses of census data for tracts in the central cities of Chicago and New York in 1980 to 2010. We find that the percentage of Black residents in 1980 was negatively associated with gentrified White and positively associated with gentrified Black neighborhoods, and that percent Latino in 1980 was positively associated with gentrified Latino neighborhoods. Finally, we found strong evidence that gentrification in these cities was much more likely to occur in neighborhoods close to the central business district.

Contextualizing Impressions of Neighborhood Change: Linking Business Directories to Ethnography

2008 ◽  
Vol 7 (3) ◽  
pp. 273-293 ◽  
Author(s):  
John Joe Schlichtman ◽  
Jason Patch
Keyword(s):  
New York ◽  
North Carolina ◽  
New York City ◽  
York City ◽  
External Validity ◽  
Central Business District ◽  
Neighborhood Change ◽  
Ethnographic Research ◽  
Validity Check ◽  
Business District

This article suggests a research tool, the temporal map, for ethnographers to employ in supplementing the accounts of urban change provided by local informants. Such a map, created using city business directories, can provide an external validity check to ethnographic research. The authors’ tool allows urban ethnographers to extend contemporary ethnographic accounts backward to a period prior to the beginning of fieldwork. It provides a geo–temporal contextualization by fitting fragmented, geographically and historically specific ethnographic accounts into a broader area and across a broader period of time. The authors show how two ethnographic case studies were enhanced by such temporal maps. Their cases involve a redeveloped central business district in North Carolina and a gentrified neighborhood in New York City.

Methodology for off-line assessment of advanced traffic signal control systems

2001 ◽  
Vol 28 (1) ◽  
pp. 111-119
Author(s):  
Abdulkader Alkadry ◽  
Ata Khan
Keyword(s):  
New York ◽  
Control Systems ◽  
Traffic Control ◽  
Central Business District ◽  
Signal Control ◽  
Traffic Signal Control ◽  
Complex Nature ◽  
Optimization Simulation ◽  
Traffic Signal Control Systems ◽  
Business District

For the assessment of the effectiveness of major investments in advanced signal control systems prior to their implementation, it is necessary to quantify performance improvement and emission reduction. Owing to the complex nature of a traffic network, reliable estimates cannot be obtained from the use of handbook type of methods. Furthermore, reliance on the experience of other sites may not be justified because of a wide variation in results. This paper describes an off-line optimization-simulation methodology for the study of the effectiveness of advanced traffic control and its application to a real world case study, the central business district of Syracuse, New York. The methodology used incorporates TRAF-NETSIM and TRANSYT. It is well suited for off-line estimation of the measures of effectiveness of advanced signal control systems. Results show that advanced signal control has the potential to cause a highly significant improvement in user service and at the same time emissions can be reduced.Key words: traffic control, congestion, user service, delay, emissions, simulation, optimization.

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.

scholarly journals Evaluating the Traffic and Emissions Impacts of Congestion Pricing in New York City

2020 ◽  
Vol 12 (9) ◽  
pp. 3655 ◽  
Author(s):  
Amirhossein Baghestani ◽  
Mohammad Tayarani ◽  
Mahdieh Allahviranloo ◽  
H. Oliver Gao
Keyword(s):  
New York ◽  
Travel Behavior ◽  
Traffic Congestion ◽  
Network Performance ◽  
Travel Demand ◽  
Transportation Network ◽  
Congestion Pricing ◽  
Central Business District ◽  
Demand Model ◽  
Business District

Traffic congestion is a major challenge in metropolitan areas due to economic and negative health impacts. Several strategies have been tested all around the globe to relieve traffic congestion and minimize transportation externalities. Congestion pricing is among the most cited strategies with the potential to manage the travel demand. This study aims to investigate potential travel behavior changes in response to cordon pricing in Manhattan, New York. Several pricing schemes with variable cordon charging fees are designed and examined using an activity-based microsimulation travel demand model. The findings demonstrate a decreasing trend in the total number of trips interacting with the central business district (CBD) as the price goes up, except for intrazonal trips. We also analyze a set of other performance measures, such as Vehicle-Hours of Delay, Vehicle-Miles Traveled, and vehicle emissions. While the results show considerable growth in transit ridership (6%), single-occupant vehicles and taxis trips destined to the CBD reduced by 30% and 40%, respectively, under the $20 pricing scheme. The aggregated value of delay for all vehicles was also reduced by 32%. Our findings suggest that cordon pricing can positively ameliorate transportation network performance and consequently, improve air quality by reducing particular matter inventory by up to 17.5%. The results might facilitate public acceptance of cordon pricing strategies for the case study of NYC. More broadly, this study provides a robust framework for decision-makers across the US for further analysis on the subject.

Towards a Balance between Privacy and Safety: Microsimulation Framework for Assessing Silence-Based Pseudonym-Change Schemes

2019 ◽  
Vol 2673 (2) ◽  
pp. 71-84 ◽  
Author(s):  
Wuping Xin ◽  
Hasan M. Moonam ◽  
Jonathan Petit ◽  
William Whyte
Keyword(s):  
New York ◽  
Location Privacy ◽  
Silent Period ◽  
Central Business District ◽  
Behavioral Model ◽  
Connected Vehicles ◽  
Simulation Framework ◽  
Multiple Vehicles ◽  
Continuous Stream ◽  
Business District

High-frequency awareness messages, such as basic safety messages, in a network of connected vehicles render a continuous stream of location data susceptible to tracking attacks. As a countermeasure, each vehicle transmits the messages under a regularly changing pseudonym. The pseudonym-change approach is most effective when multiple vehicles change their respective pseudonyms during a collective period of radio silence; this helps obfuscate locations. However, it may compromise safety owing to the missing messages, when silent, defeating the primary goal of connected vehicles enhancing road safety. It is essential to fully understand the safety impact of silence-based privacy schemes to achieve a reasonable balance between safety and privacy. To that end, a microscopic traffic simulation framework was developed, built on an industry-standard microscopic simulator of roadway traffic. Importantly, a unique field-tested collision-inclusive driver behavioral model was incorporated into the simulator for generating rigorous network-wide crash measures. A new Adaptive Silent Period Strategy was formulated synthesizing several silence-based location privacy schemes. This strategy permits entry and exit of the silent period adaptively based on the driving context or preconfigured rules. A network-wide privacy measure was designed around traffic flow conditions and roadway topologies. Two test sites were selected: a central business district arterial in Manhattan, New York City, and an urban grid network in Arcadia, California. The results present the network-wide safety impacts and privacy protection effectiveness of the Adaptive Silent Period Strategy, while demonstrating the value of the simulation framework in the design, optimization, and evaluation of silence-based location privacy schemes.

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