22 Oct Seminario “Logística Urbana Sustentable”
Foto: rdslogistica.com
Fecha: Viernes 25 de octubre.
Hora: 15:30 a 18:00 horas.
Lugar: Sala de usos múltiples de la Escuela de Ingeniería UC, Campus San Joaquín.
Programa:
15:30 – 16:20: Miguel Jaller (RPI) «Mejorando la performance del sistema de transporte de carga en áreas metropolitanas».
16:20 – 16:50: Alejandra Cuevas, Ricardo Giesen y Juan Carlos Muñoz (UC) «Revisión crítica a políticas de logística urbana sustentable».
16:50 – 17:00: Café.
17:00 – 18:00: José Holguín-Veras (RPI) «Efectos globales de los programas de entrega fuera de horas de trabajo en área metropolitana de la ciudad de Nueva York».
Resúmenes de las ponencias:
“Mejorando la performance del sistema de transporte de carga en áreas metropolitanas”
Miguel Jaller, Ph.D. Research Associate del Center for Infrastructure, Transportation, and the Environment (CITE). VREF’s Center of Excellence for Sustainable Urban Freight Systems (CoE-SUFS). Department of Civil and Environmental Engineering. Rensselaer Polytechnic Institute, 110 Eighth St., Troy, New York 12180, USA. Email: jallem@rpi.edu.
Impacts from freight activities are profound and complex; because while the freight system is a crucial contributor to a vibrant economy and a key determinant to quality of life, it is also a major source of environmental pollution, unwanted noise and potential safety hazards. In order for freight to move efficiently and safely in metropolitan areas it is necessary to fully understand the barriers that present and strategies to improve them.
This presentation discusses supply and demand strategies or public interventions that can be implemented to improve the urban freight system performance by reducing congestion, improving productivity, increasing freight system sustainability and enhancing livability in the urban areas. The interventions are classified into the following seven groups:
• Infrastructure Management;
• Parking/Loading Areas Management;
• Vehicle-Related Strategies;
• Traffic Management;
• Pricing, Incentives and Taxation;
• Logistical Management;
• Freight Demand/Land Use Management
This presentation is the result from research and work with metropolitan planning organizations (MPOs), transportation agencies and private shippers and receivers to gain insight into the process of selecting and implementing strategies in urban areas. These stakeholders provided important feedback on the various strategies and how they impact their operations. One of the main conclusions of this research is that before attempting to implement a strategy, a deep analysis of the existing conditions and expected outcomes in the area should be conducted. It is understood that some strategies work well for certain areas while others might translate into negative impacts. This raises the need of analyzing intended versus unintended consequences when attempting to implement policies. The main implication is the importance of understanding, and if possible anticipating, the behavioral response of stakeholders to a given strategy.
“Revisión crítica a políticas de logística urbana sustentable”
Alejandra Cuevas, alejandracuevas@uc.cl
Ricardo Giesen, giesen@ing.puc.cl
Juan Carlos Muñoz, jcm@ing.puc.cl
Departamento de Ingeniería de Transporte y Logística
Pontificia Universidad Católica de Chile
El transporte urbano de carga es un aspecto fundamental en el desarrollo de un país, afectando su economía y la calidad de vida de sus habitantes. Considerando el objetivo de alcanzar una logística urbana sustentable, donde la sustentabilidad considera las dimensiones de eficiencia económica, equidad social y reducción del impacto sobre el medio ambiente. En este trabajo se presenta una revisión bibliográfica de las principales políticas que apuntan a conseguir un transporte de carga urbano sustentable. Comparando las distintas medidas con el objetivo de poder, posteriormente, analizar su eventual aplicación en la realidad chilena.
Palabras claves (palabras-chave, keywords): transporte sustentable, logística urbana, transporte de carga.
“Efectos globales de los programas de entrega fuera de horas de trabajo en área metropolitana de la ciudad de Nueva York”
José Holguín-Veras, Ph.D., P.E. William H. Hart Professor. Director of the Center for Infrastructure, Transportation, and the Environment (CITE). Director VREF’s Center of Excellence for Sustainable Urban Freight Systems (CoE-SUFS). Department of Civil and Environmental Engineering. Rensselaer Polytechnic Institute, 110 Eighth St., Troy, New York 12180, USA. Fax.: +518-276-4833, Email: jhv@rpi.edu
This presentation discusses the chief findings of the research conducted on policies to foster off-hour deliveries (OHD) in the New York City metropolitan area that estimated the overall impacts of an eventual full implementation of an OHD program. As part of the research, the team designed a system of incentives to the receivers of deliveries, combined with remote sensing monitoring based on Global Positioning System (GPS) enabled smartphones, to induce a shift of deliveries to the off-hours (7PM-6AM). The concept was pilot tested in Manhattan by 33 companies that switched delivery operations to the off-hours for a period of a month. At the in-depth interviews conducted after the test, the participants reported being very satisfied with the experience. This is the first real life trial of the use of financial incentives to receivers, as an alternative to road pricing schemes that target freight carriers.
The analyses conducted by the team indicate that: (1) financial incentives to receivers are very effective in inducing a shift of receivers and carriers to the off-hours; (2) the switch of truck traffic to the off-hours brings about substantial economic benefits; (3) on average, travel speeds from the depot to the first customer in Manhattan increase from 11.8 miles/hour in the morning peak hours (6-9AM), to 20.2 in the off-hours (7PM-6AM); (4) on average, customer to customer travel speeds increase from below 3 miles per hour in the regular hours, to about 8 miles per hour in the off-hours; (5) there are substantial reductions in service times during the off-hours from a maximum of 1.8 hours per customer at 10AM, to a minimum of 0.5 hours at 10PM; and (6) travel time savings to regular hour traffic are substantial as they amount to 6% travel time reductions in Manhattan (a net reduction of 4% once the increase in travel time during the off-hours is considered). The pilot test also highlighted the great potential of unassisted OHD, i.e., OHD made without personnel from the receiving establishment present, as almost all the participants that used this modality decided to continue receiving OHD even after the financial incentive ended. Should appropriate technologies and operational procedures be designed so that a large number of receivers embrace unassisted OHD, they could be implemented at a fraction of the cost of staffed OHD.
The analyses indicated that the economic benefits of a full implementation of an OHD program are in the range of $147-$193 million per year corresponding to travel time and environmental pollution savings for the regular hour traffic, and the productivity increases to the freight industry. In the case of staffed OHD, the optimal incentive amount is on the range of $10,000 to $15,000 per year, which corresponds to 14%-21% of the total freight traffic. Beyond this range, the costs to receivers associated with the switch to the off-hours are much larger than the economic benefits that off-hour deliveries produce. In the case of unassisted OHD, since the receiver costs are much smaller, the optimal amount of OHD is likely to be much larger than the one for staffed OHD.