Fundamental Difference between Urban People Movement and Urban Goods Movement • People Movement • Largely single origin-destination • Urban Goods Movement • Largely “tours” consisting of many linked and usually clustered customer trips covering a day’s work. • To/From Cluster & Between Customers. • Customer often specifies time window for service Warehouse Customers
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Fundamental Difference between Urban People Movement and Urban Goods Movement
Fundamental Difference between Urban People Movement and Urban Goods Movement. People Movement Largely single origin-destination Urban Goods Movement Largely “tours” consisting of many linked and usually clustered customer trips covering a day’s work. To/From Cluster & Between Customers. - PowerPoint PPT Presentation
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Fundamental Difference between Urban People Movement and Urban Goods Movement
• People Movement • Largely single origin-destination
• Urban Goods Movement• Largely “tours” consisting of many linked and usually clustered
customer trips covering a day’s work. • To/From Cluster & Between Customers.• Customer often specifies time window for service
Warehouse
Customers
Objective of Pilot Test
• Characterize Manhattan Goods Movement Congestion By Time-of-Day (ToD)– Key aspect is “expected travel time” by location by ToD– Use normalized concept of “Average Speed” by Activity:
• Access to/from Manhattan• Travel between customers in Manhattan
– Receivers tend to be “buyers” of the goods• They substantially influence when the goods are delivered
• Implication:– Value pricing should be focused on the Receiver!!
• Place incentives on Receivers for off-peak receipts of goods!• Place dis-incentives on Receivers for peak hour receipt of goods!
Quantifying ToD and Spatial Congestion
• Method:– Focused on using GPS to objectively measure the
performance of the of the urban freight system– Gather frequent (~ every 5 seconds) GPS
“Breadcrumb” data: ID, Position, Velocity, Date, Time
– Analytically segregate customer stop activity from movement activity• Must be done accurately:
– Congestion can look like a customer stop– A customer stop can look like congestion
GPS Data System
• Zinc II WinMobile SmartPhone w T*Mobile cellular data com running CoPilot Live satNav software – Live updates every 5 seconds on web
• Easy data availability to research team, shipper and receiver
– Backup data archived every second on SmartPhone– Ability to send stop list and messages to driver– Relatively inexpensive
• $300 hardware, $50 software, $40/month short term data plan
GPS Challenges in NY Met Area
• Worst “urban canyon” in US– Position can drift substantially (to parallel street)
• Severe congestion can look like drift– GPS is least accurate in speed and heading at low speeds
• No GPS in Tunnels• Substantial scatter and noise in both position,
speed and heading in:– GWB, especially lower level,– Under elevated transit and expressways
Preliminary Results from Two Carrier
• Baldor Specialty Foods
• New Deal Logistics (NDL)
Pilot Test:Remote Sensing of Off-Peak Deliveries:
Baldor Specialty Preliminary Results
5 Trucks from Nov 1 through Dec 2, 2009
Alain L. KornhauserDec 4, 2009
Baldor Total (5 trucks)Nov 1 to
Dec 2, 2009Speed
Color-coded
<7mph 7-20 20-35 35-45 >45
<7mph 7-20 20-35 35-45 >45
Baldor Truck #1120 Nov 1 to Dec 2, 2009Speed Color-coded
Baldor Truck #1120Tour on 11/19/09 2:21:05 to 12:6:43
Segment Color-coded
Baldor Truck #1120Tour on 11/19/09 2:21:05 to 12:6:43 Speed Color-coded
Average Speed 8.5 mph
<7mph 7-20 20-35 35-45 >45
Baldor (5 Trucks) Nov 1 to Dec 2, 2009Speed Color-coded
<7mph 7-20 20-35 35-45 >45
1st & last trip segment fr/to Hunts Point• Connecticut: 33.4 mph• Long Island: 13.6 mph• New Jersey: 24.2 mph• Manhattan : 13.6 mph
Baldor Truck #931 Nov 1 to Dec 2, 2009Speed Color-coded