Workforce Development Resources

This paper brings a preliminary viewpoint on the interface between port cities, urban
regions and their transportation systems in the particular context of Singapore. The development of
the regional Singaporean transactional space includes the province of Johor in Malaysia and the Riau
islands in Indonesia. The resulting spatial pattern and linkages form an Extended Metropolitan
Region (EMR). We present an EMR spatial model where transportation is a key factor explaining
four processes of territorial development, which are densification, dissemination, extension and
contraction. Densification is a process of spatial accumulation of economic activities within an area.
It aims higher levels of productivity. Dissemination is a spatial relocation of unproductive economic
activities towards productive areas. Extension is a space / time collapse enabling economic activities
to extend over a large territory while maintaining low distribution costs. Contraction is a
rationalization of distribution systems facing growing transportation costs and competition from
other systems. Based on the framework provided by the spatial model and available evidence, we
undertake an assessment on transportation and territorial development in Singapore EMR. The
analysis mainly underlines the role of Singapore as a regional transshipment centre and its maritime /
land interface function.

The global freight distribution system has been impacted by convergence in terms of
technology, infrastructure, modes and terminals. Still, in spite of strong converging forces, it
can be argued that logistical practices are far from being uniform. This paper analyses the
regionalism in freight transport systems by providing a comparative analysis of gateway
logistics practices in North America and Europe. It is demonstrated that Europe and North
America are not walking the same paths when it comes to the configuration of transport and
logistics networks, via operational decisions and the setting of a regulatory framework. The
attributes of gateways, corridors, hinterlands, regulation, governance, value chains and labor
provide an analytical framework to understand the regionalism of freight distribution in the
North American and European contexts, as well as anywhere else.

Globalization, trade and freight transportation are interrelated and concern a mobility scale that spans nations and often continents. This transnational mobility is subject to many geopolitical considerations such a who controls trade routes and what forms of competition and cooperation has emerged with expanded trade relations. Processes related to economic integration, the fragmentation of production systems due to outsourcing and offshoring are interdependent and have favored to setting of global commodity chains, from the extraction of raw materials, manufacturing, to final consumption. This requires an understanding of logistics and the growing level of integration between production, distribution and consumption.

Urbanization has been one of the dominant contemporary processes as a growing share of the global population lives in cities. Considering this trend, urban transportation issues are of foremost importance to support the passengers and freight mobility requirements of large urban agglomerations. Transportation in urban areas is highly complex because of the modes involved, the multitude of origins and destinations, and the amount and variety of traffic. Traditionally, the focus of urban transportation has been on passengers as cities were viewed as locations of utmost human interactions with intricate traffic patterns linked to commuting, commercial transactions and leisure/cultural activities. However, cities are also locations of production, consumption and distribution, activities linked to movements of freight. Conceptually, the urban transport system is intricately linked with urban form and spatial structure. Urban transit is an important dimension of mobility, notably in high density areas.

This study introduces more comprehensive and integrated approach to city logistics issues in the Seoul Metropolitan Area (SMA), which emphasizes the balance between passenger and freight transportations, urban freight-specific logistics infrastructures and services, and last-mile delivery problems. It examines the major issues and characteristics of urban freight movements in the SMA and diagnoses the existing city logistics policies and institutions so that it ultimately suggests the revised master plan of logistics infrastructure development along with more effective and concrete action plans.

Paper investigates how Civil Engineering student choose desired sub-division study of interest. Paper addresses need for higher transportation recruitment by recommending that institutions show freshman advantage of entering the transportation sub-division and by better publicizing of internships.

Decision makers in freight transportation need to assess new distribution systems and the impacts of changes in the freight distribution environment on infrastructure needs and usage, logistical performance, emissions, and energy use. There is a need, therefore, for behavioral models that can predict goods flows and vehicle flows in both current and future situations. This research outlines a conceptual framework consisting of the markets, actors, and supply chain elements of freight movement. Supply chains are constructed by linking distribution channels (of different logistics characteristics) between different activity types, such as consumers, supermarkets, stores, offices, distribution centers, and factories. The framework outlined in this research was used to develop the GoodTrip model--a demand-driven, commodity-based freight movement model that incorporates supply chains. Starting with consumer demand, the model estimates goods flows and simulates vehicle tours. The open architecture of the model allows mixed use of empirical data, behavioral models, and scenario-type assumptions. The behavioral models will be developed in future research. In its first application, the GoodTrip model was used to compare the logistical performance and external impacts of three types of urban distribution systems: the traditional system and two concepts using urban distribution centers (one using vans, the other using automated underground vehicles). The results show considerable differences in the performance and effects of the alternatives, especially when they are applied to different types of distribution channels, such as food retail stores or bookstores.

The GoodTrip model estimates goods flows, urban freight traffic and its impacts. This paper discusses the theory and application of the model, that is based on logistical chains. Liveability and accessibility of urban areas are influenced by freight traffic resulting from logistical choices in the supply chain, like warehouse location, delivery frequencies, vehicle type and routing. To support decision making it is necessary to model these choices and their effects, in current and future situations.

In GoodTrip the logistical chain links activities of consumers, supermarkets, hypermarkets, distribution centers and producers. Based on consumer demand, the GoodTrip model calculates the volume per goods type in m3 in every zone. The goods flows in the logistical chain are determined by the spatial distribution of activities and the market shares of each activity type - consumer, supermarket, hypermarket, distribution centre, etc. This attraction constraint calculation starts with consumers and ends at the producers or at the city borders. A vehicle loading algorithm then assigns the goods flows to vehicles. A shortest route algorithm assigns all tours of each transportation mode to the corresponding infrastructure networks. This results in logistical indicators, vehicle mileage, network loads, emissions and finally energy use of urban freight distribution.

GoodTrip is a tool to evaluate different concepts of freight distribution from both a societal as economical viewpoint, by using geographical, economical and logistical data. This was done in a case study for the City of Groningen The modelling approach is innovative and the first results are promising. Model output discriminates clearly between different alternative freight distribution concepts. The modelling results comply with empirical data and real life experience.

End-consumer movements, defined as the movements made by the consumer transporting the purchased goods, are identified with shopping trips. Whereas the logistics movements (freight distribution and urban part of the supply chain) are well studied in city logistics and urban planning, the end-consumer movements are usually related only to people movements. This paper presents a new modelling approach to characterize the shopping trips within a city logistics point of view, in order to connect these movements with those belonging to urban freight distribution in the supply chain. We present a trip generation model built from the data of recent household trip surveys, more precisely for the urban community of Lyon (France). We present the main results produced by the various simulations in a short-term planning horizon.

Given its contribution to congestion, pollution, and energy consumption and the complex and changing characteristics of delivery routes, the modeling of urban freight transport is a difficult, highly data-demanding and often unreliable task. Extending other previous works that focused only on the morning peak hour, the authors have developed a trip generation model by using the available data to their maximum extent and adding other parameters that can be found through simple surveys. This trip generation model is then included as part of a four-stage process, with the trip distribution solved through entropy maximization and resulting in the estimation of an origin-destination matrix for freight transport in a city. The application to a case study in the city of Seville and the validation with on-street vehicle counts shows reasonably robust results and provides a simple and effective tool to analyze urban freight deliveries from a macroscopic point of view.

Urban freight transport has barely incited any modeling efforts when compared to passenger cars and public transport, which is mainly due to the lack of available data and the complexity of the delivery route patterns and the involved decision making. We present here a modeling approach consisting of a demand model followed by an entropy maximization procedure to estimate an origin-destination matrix for urban freight transport vehicles, both for business to business and home deliveries, during the morning peak hour. This approach requires relatively few data inputs in comparison with other existing models and represents an initial step toward the inclusion of freight delivery models in overall urban transport planning. The application of the model is illustrated with a case study in the city of Seville, with its efficiency tested by the validation of the results using actual traffic counts.

In medium and large cities, the delivery of goods represents a significant contribution to the problems of congestion, lack of parking, pollution and energy consumption. The characteristics of this type of transport are also very different from passenger mobility, even though they are often assimilated, due to the lack of specific tools for estimation and analysis, and also of indicators to evaluate improvements in the systems of urban goods distribution. In this work, we start by developing a systematic model to estimate the transport of goods in a city, according to the particularities of its supply and demand. This model can then be used to determine with a high level of detail the contribution of the delivery of goods to the ecological footprint of the city, thus proposed as the key indicator of the efficiency of this type of transport. The work is applied to the city of Seville, in Spain.

This paper aims to establish a compilation of the solutions or initiatives that can be implemented by local administrations in order to improve freight deliveries in urban environments. These improvements are not defined from the point of view of logistic companies, but from the point of view of urban communities and the relation between freight transport and general urban traffic. All the solutions considered here are generic, that is, suitable a priori for any given urban area, although their degree of appropriateness and expected results will depend on the specific characteristics of the city. Solutions are classified into those related to public infrastructure, land use management, access conditions, traffic management, enforcement and promotion.

Collaborative transportation systems are relatively new concepts in research, but are very popular in practice. In the last years, collaborative transportation seems a good city logistics alternative to classical urban consolidation centers, but it is still in a development stage. This paper proposes a framework to define and evaluate collaborative urban transportation systems. This framework is organized in the following modules: a knowledge management system, a scenario simulator, a transportation management system, an environmental module, a risk factor estimation module and a multi-criteria decision support method. Finally, five realistic scenarios for the urban area of Lyon (France) are simulated and discussed to illustrate the proposed framework possible applications.

The freight transportation model is comparatively underdeveloped and had not been paid much attention to for decades. This study provides a synopsis of existing models at the urban and metropolitan levels, their major procedures, techniques, weaknesses and strengths. Based on consistent and comprehensive criteria synthesized from existing literature, this study also assesses the performances of different models. The assessment indicates that the tour-based model outperforms other ones. Each model, as expected, only outperforms others in some aspects. That is, there is no perfect freight model. Freight modelers should adopt a context-sensitive and problem-specific attitude when choosing their respective models. Specifically, choosing models based on the nature and scope of the problem at hand rather than on general performance assessment results or related personal impression or preference.