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.

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.

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 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 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”.

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.

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