Freight Trip Generation and Land Use (2012) / Chapter Skim
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Pages 25-40
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21 This chapter brings together a succinct characterization of the freight transportation system, its relations to the land use system and to a study of FTG. The chapter discusses three main topics: • The freight system.
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22 For that reason, unless explicitly stated, the term "truck" refers to all vehicles designed for and primarily used for freight purposes, irrespective of their size. This definition includes dual use vehicles such as pick-up trucks that are also used for passenger travel, but it leaves out cases such as the passenger vehicles that are used to transport freight, as these represent a small portion of the total.
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23 There are a number of agents relevant to the study of freight transportation: shippers, carriers, receivers, third party logistics, freight forwarders, and warehouses/distribution centers, among others. Their roles are briefly discussed here.
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24 carriers, and receivers; obviously when the number of agents increases, the number of possibilities increases exponentially. The nature of the connection between the agents is important because it determines, among other things, the propensity of the agents to engage in cooperative behavior.
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25 The locations of the receivers are indicated by the triangles next to the circles. As shown, at stop 1 the carrier makes a delivery to a single customer, at stop 2 the carrier delivers to two customers, and so forth.
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26 The complexity of freight transportation is increased by the many commodity types transported around the country. To group the hundreds of thousands of individual products that are transported by the freight system, commodity classification codes are used.
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27 Source: Adapted from Bureau of Transportation Statistics (2009)
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28 The key combinations of geography and functions performed are shown in Table 19. As shown, some functions (e.g., urban deliveries, service)
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29 freight operations. A summary of the key features is shown in Table 20.
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30 it is important to consider a broader graphical scale which could be at the national or even international level. Because of the involved geographical scale, most national and international freight movements use several modes, especially when origins and destinations are far apart, and also the inclusion of different types of stakeholders.
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31 floor area, and non-office employment (Bartlett and Newton, 1982) can also be factors.
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32 One of the sources of complexity is that mode/vehicle choice is impacted by the interactions between shippers and carriers, and carriers and receivers, and the decisions they make concerning shipment size and frequency. Although it is frequently assumed that freight mode/vehicle choice is a decision solely made by the carrier -- which seems reasonable as it parallels the behavior observed in the passenger case -- the reality is that the agent that decides on the shipment size -- whether shipper or receiver -- also has a major impact on the choice of best mode/vehicle.
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33 From T* , one could find the optimal frequency f*
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34 ibility of the vehicle-trip (which forces a minimum number of trips regardless of the amount of cargo) , and the effect of increasing shipment sizes that proportionally reduce the FTG for larger establishments.
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35 2. Small businesses tend to produce proportionally more FTG than large ones.
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36 industry sectors exhibit this kind of behavior for freight trip production, and another 11 out of 21 do so for freight trip attraction. The remaining industry sectors exhibit increasing FTG with business size.
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