- #Le transport routier type 2 volumetrix drivers#
- #Le transport routier type 2 volumetrix driver#
- #Le transport routier type 2 volumetrix license#
For a discussion on the microeconomics and econometrics of the shipment size choice, and more generally on the introduction of logistical principles in freight transport modelling, see e.g. Conversely, freight rates are influenced by the choices of shipment sizes made by shippers. In particular, shippers’ choices about shipment sizes and transport modes are highly dependent on freight rates, and particularly on the relationship between shipment size and freight rates, which is not linear.
#Le transport routier type 2 volumetrix drivers#
Second, road freight transport operations take place in a logistical context, which is an issue because the microeconomic drivers of logistical decisions are at present only partially understood. This is closely related to the issue of empty return. For example, on a given origin-destination pair, main haul and back haul freight rates are closely related these spatial dependencies become increasingly complex when more sophisticated network structures are considered. This has a direct impact on the productivity of freight carriers, and thus on freight rates. Three of the potential difficulties that arise when trying to examine in detail the structure of costs of road freight transport are listed below.įirst, road freight transport services are produced using an infrastructure network and fixed inputs (vehicles). This is especially true when addressing issues such as the regulation of truck weight and size, the conversion of commodity flows into traffic in freight transport demand models, and mode choice. While this assumption may prove sufficient for many purposes, a more realistic representation of the structure of freight road transport costs is desirable in some cases. In other words, the inputs are perfect complements, and it is thus legitimate to describe road transport by a per ton, per kilometer unit cost (with some refinements, e.g. The relationship between the inputs and the outputs is referred to as the technology, and its structure is most often assumed to be very simple: the amount of inputs necessary to carry a given amount of tons of freight for a certain distance is assumed to be proportional both to the weight of the freight and to the distance to be covered. From a microeconomic perspective, road freight carriers are producers which transform inputs (vehicles, energy, working force) into outputs (transport operations).
The paper also examines whether the additional information is worth the additional cost associated with it.īefore proceeding to present the methodology, let us briefly discuss the scientific value of such efforts. Its objective is to examine whether general purpose roadside freight surveys can be improved by the widespread or even systematic inclusion of new questions in the survey forms. This paper focuses on roadside freight surveys. Of course, each of these protocols has its strengths and weaknesses, and is therefore useful in different ways.
#Le transport routier type 2 volumetrix license#
Many types of data collection protocols exist they can be grouped into the following categories : roadside intercepts, telephone interviews, mail-out/mail-back, combined telephone and mail-back, personal interviews, internet, focus and stakeholder groups, commercial vehicle trip diaries, Global Positioning System (GPS) vehicle tracking, license plate match, and administrative surveys. These databases consist of observations obtained through data collection protocols. Theoretical models, simulation models and various kinds of quantitative and qualitative analyses of road freight transport rely on databases describing the activity of road freight transport systems. The paper concludes that it is possible, through minor modifications in data collection protocols, to significantly enhance observation quality in road freight transport activity.
#Le transport routier type 2 volumetrix driver#
The questions about specific logistical imperatives and driver breaks prove less fruitful. These two questions are thus two promising areas for improvement in roadside freight surveys.
The questions on volume constraint and carrier organisation prove to be the most informative. The new questions relate to currently unobserved variables: the vehicle volume occupied by freight the method of organisation (double crew, relays) used by the carriers the existence of specific logistical imperatives and drivers’ compulsory breaks. To achieve this, new questions are added to a standard roadside survey form, and the enhanced survey form is tested through two surveys. It explores some possibilities for improving roadside freight surveys, usually used to gather origin-destination data. The focus of this paper is to enhance our observation and knowledge of interurban road freight transport.
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