Center for Infrastructure, Transportation, and the Environment (CITE)

Research

Behavioral Microsimulation (BMS)

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A major component of the project is the development of a freight flow modeling tool to support the design and implementation of EEL initiatives. The Behavioral Microsimulation (BMS) is a custom-made computational system developed by RPI. The objective of the BMS is to assess the impacts of EEL initiatives by simulating all the tours required for delivering supplies to commercial establishments in a study area. The BMS considers a complete representation of the supply chain as shown in Figure 1, and the tours are simulated based on real life data about delivery stops and employment, as well as economic interconnections among industry sectors.
Figure 1: Supply Chain Interactions Modeled by the BMS
Figure 2 shows the main logic of the BMS. It uses real life data to simulate delivery tour. First, delivery tours are simulated for a base case, then they are simulated in scenarios considering the implementation of EEL initiatives. With the simulated delivery tours, it is possible to estimate indicators such as emissions, costs and VMT, and compare the indicators of the various scenarios with the base case.
Figure 2: Logic Behind the BMS
As an example of application of the BMS, it was used to assess land use initiatives in the Capital District. Three scenarios were considered:
  • Introduce a new distribution center in Colonie
  • Introduce a new distribution center in Amsterdam
  • Relocate an existing distribution center from Amsterdam to Colonie
Figure 3: Location of Colonie and Amsterdam Within the Capital District
Differences in VMT from base case and the three scenarios considered (Figure 4) were computed for different freight flows of the supply chain modeled by the BMS: from gateways to large establishments, from large establishments to other large establishments, and from large establishments to small establishments.
Results show that:
  • Locating the DC in a more central area (Colonie) generates less freight VMT than locating it in the outskirts of the area (Amsterdam)
  • The central position of Colonie allows shorter trips to reach other establishments in the area
  • A new DC in Colonie generates an increase of 2.89% in VMT of freight vehicles going from large establishments to other large establishments, while locating a new DC in Amsterdam increases VMT by 4.08%
  • The relocation of an existing DC from Amsterdam to Colonie reinforces that the central location is more adequate to reach commercial establishments in the Capital District, as it would cause the VMT of trips going from large establishments to other large establishments to decrease 1.02%.
Figure 4: Results of Simulating Land Use Initiatives in the Capital District

Catalog of Initiatives and Energy-Efficiency Framework

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A key outcome of this project is to propose initiatives that have the highest potential at fostering Energy Efficient Logistics (EEL). In this sense, “initiatives” refer to projects, programs, regulations, policies, or other mechanisms that can help to achieve this goal. The purpose of the Catalog of EEL Initiatives is to characterize a wide spectrum of initiatives that can enhance freight energy efficiency. The catalog works as a state-of-the-art inventory of sustainable freight initiatives. The 52 initiatives presented in the catalog are based on the characterization of the supply chain going from supply-related to demand-related initiatives.
The initiatives can be classified into seven major categories with supply initiatives at one end and demand related/land use management related at the other. The seven groups of initiatives are:
  1. Infrastructure management
  2. Parking/loading areas management
  3. Vehicle-related strategies
  4. Traffic management
  5. Pricing, incentives, and taxation
  6. Logistical management
  7. Freight demand/ land use management
To qualitatively assess the degree to which the various initiatives could foster EELs, the team identified the various ways in which the initiatives could increase energy efficiency and created an energy efficiency framework tailored for freight transportation (Figure 1). The existing energy efficiency frameworks in the literature were developed for person-travel decisions and are not necessarily aligned with the decisions made in logistics. For instance, mode and travel (routing) are decisions made separately from the decision of mode choice.
Thus, the team proposes a framework that considers the following components of efficiency:
  • Vehicle efficiency
  • Travel efficiency (routing, driving and traffic)
  • Mode efficiency
  • Demand/land use efficiency
  • Network level efficiency
Figure 1: Framework for the Identification of Energy Efficient Initiatives
To facilitate the analyses of various initiatives, one-page summaries were created for each of the 52 initiatives included in the catalog. The one-pagers describe the attributes of the initiatives in terms of their potential contributions to EEL, and the factors that ought to be taken into account to assess feasibility for implementation. Figure 2 shows an example of one of the one-pagers.
Figure 2: Example of One-Pager From the Initatives Catalog

DOE: Energy-Efficient Logistics

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The project “Collaborative Approaches to Foster Energy-Efficient Logistics in the Albany – New York City Corridor” is funded by the Department of Energy (DoE). It is done in collaboration with Argonne National Laboratory and George Mason University. The main goals of the project are:
  • Foster the adoption of Energy Efficient Logistics (EEL) along supply chains
  • Develop collaborative approaches between shippers, carriers and receivers
  • Induce carriers to incorporate energy efficient Technologies and Operations (Tech/Ops) and induce receivers to modify their demand patterns to exploit synergies with Tech/Ops
  • Develop analytical tools to estimate impact of EEL initiatives
  • Gain insight into ways to induce behavioral changes in the participants of supply chains
  • Foster the transformation of supply chains
At the current status of the project, the following tasks are either in progress or have been completed:
  • A new energy-efficiency framework tailored for freight transportation was developed, and a catalog of initiatives to foster energy-efficient logistics was produced.
  • A behavioral microsimulation (BMS) that models freight activity and supply chain’s interactions to assess the effectiveness of EEL initiatives is in progress.
  • A traffic simulation to assess the impacts of changing working hours of a port on the fuel consumption of all vehicles in the area of the port was produced.
  • Archival GPS data was acquired to estimate baseline conditions of emissions and fuel consumption in the Albany-New York City corridor.
  • A multi-method qualitative/quantitative approach compounded of in-depth interviews, behavioral surveys and behavioral modelling is being developed to identify which are the freight management strategies are most likely to be used by receivers, receivers and carriers.
  • Surveys to households were implemented to gain insight on consumers’ perception of management strategies to make e-commerce deliveries more energy efficient.
For detailed information about the tasks of the project click on the following links: 
 

Energy Efficient Logistics

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CLICK HERE TO PARTICIPATE IN THE SURVEY ABOUT ENERGY EFFICIENCY IN SUPPLY CHAINS

Collaborative Public-Private Sector Approaches to Foster Energy Efficient Logistics in the NYC-Albany Corridor

START YEAR: 2017

COMPLETION YEAR: 2022 (estimated)

PRIMARY CONTACTS:

  • José Holguín-Veras,
  • Jeffrey Wojtowicz

RESEARCH PARTNERS:

  • Argonne National Laboratory
  • George Mason University

SPONSORS/FUNDING:

  • US Department of Energy

ADVISORY GROUP MEMBERS

OVERVIEW

Rensselaer Polytechnic Institute (RPI) is leading the “Energy Efficient Logistics: Behavior-Based Policymaking at NYC-Albany Corridor” in collaboration with Argonne National Laboratory, George Mason University and multiple public and private sector organizations operating in the Albany and NYC regions. This project would be led by Dr. Jose Holguin-Veras at RPI.  This proposed living lab will: (1) fully exploit behavior-based policymaking approach developed by the team during the NYC Off-Hours Delivery project to reduce the energy consumption of freight activity; (2) design and pilot test Energy Efficient Logistics (EEL) initiatives to simultaneously reduce energy use and emissions, increase profits, and improve quality of life. This high priority work will focus on the vital, yet often neglected, freight sector, with an innovative approach that will yield significant reductions in energy use. A powerful feature of the behavior-based policymaking approach is its business friendly nature. The private sector will be an ally.

ADDITIONAL INFORMATION

KEY FINDINGS

  • Results from an online survey, implemented by the team on June 2019 to more than 500 frequent e-commerce shoppers, show how delivery lockers and delivery consolidation (delivering multiple orders at the same time) are the strategies with the most acceptance among shoppers to improve sustainability of e-commerce deliveries.
  • Traffic simulations show that if ports extended their working hours and stagger the arrival of freight vehicles coming to load and unload, there would be a reduction in fuel consumption to all the vehicles that travel through the area of the port.
  • Analysis of an extensive GPS data base of freight vehicles show that vehicles traveling in the New York City metro area emit more pollutants per mile traveled than in the corridor or Capital District. Between, the three geographical areas, the Capital District is the area where freight vehicle are less pollutant.
  • A new energy efficiency framework was designed to consider the unique aspects of logistics. Six determinants were identified as key
    factors for characterizing energy efficiency. (1) Network level efficiency, (2) demand level efficiency, (3) mode/vehicle choice efficiency,(4) routing efficiency, (5) traffic and/or driving efficiency and (6) vehicle efficiency.
  • Synergy between energy efficiency logistic initiatives can be exploited to exacerbate the potential benefits each initiative has while reducing the adverse effects. For example, a combination of Off-Hour Deliveries (OHD) with electric vehicles is ideal because noise pollution concerns of OHD are reduced with the usage of electric vehicles. At the same time, operational concerns of electric trucks diminish in the off-hours where delivery routes are shorter and more efficient. A virtuous cycle among energy efficiency strategies is the preferred outcome.
  • A Behavioral Microsimulation that models all freight vehicle activity in the Capital District indicate that locating distribution centers closer to the core of the metropolitan area generates less vehicle miles traveled than locating them in the outskirts of the area.

For detailed information about the tasks of the project click on the following links:

RELATED PROJECTS

  • Off-Hour Delivery Program

Off-Hour Delivery In NYC

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Off-Hour Delivery In NYC

START YEAR: 2010

COMPLETION YEAR: 2013

TOPIC(S): Off-Hour Delivery

PRIMARY CONTACT(S):

  • José Holguín-Veras,
  • Jeffrey Wojtowicz

PARTNER(S):

  • New York City Department of Transportation,
  • Rutgers University

SPONSORS/FUNDING:

  • US Department of Transportation
Off Hour Delivery Project

OVERVIEW

Urban freight transportation is crucial to the quality of modern life, though at the same time it produces significant negative externalities. Despite the relatively small proportion of freight with respect to all traffic, urban freight movements are increasingly recognized as significant forces of influence on urban transportation systems and urban economic vitality. A range of freight system management strategies have been tried and implemented with various degrees of success throughout the world. Some of these strategies are carrier-centered, such as the use of cooperative delivery systems, which change the logistical aspects of carrier operations, but do not affect the actual underlying demand. As a result, their influence tends not to extend beyond carriers, to other aspects of urban transportation systems. At the other end of the spectrum, receiver-centered traffic demand management (TDM) measures attempt to change the nature of the actual demand for the cargo. These policies take advantage of the fact that receivers—by virtue of being the carriers’ customers—have a great deal of power over when and how deliveries are made. Carriers must respect receivers’ wishes if they want to stay in business.

The Off-Hour Delivery (OHD) project is an innovative example of receiver-centered freight TDM. This initiative relies on incentives (financial or otherwise) to induce receivers to accept deliveries in the off-hours (7PM to 6AM). Since the incentives remove the opposition of the receivers, and the carriers are generally in favor, entire supply chains can switch to the off-hours, and the effect of these shifts reverberate through entire supply chains. The NYC OHD project has been implemented in stages. After a successful pilot phase that concluded in 2010, the Research and Innovative Technology (RITA) sponsored implementation phase (Integrative Freight Demand Management in the New York City Metropolitan Area: Implementation Phase) was launched in June 2011. Although this is technically the implementation phase, it should be noted that the term ‘launch phase’ may be more appropriate. The reason for this is that for a proper and successful implementation of an off-hour delivery program a sustained effort over a long period of time is required. After all, the program aims at transforming supply chains, which requires profound modifications of business practices. This report documents the key aspects and findings, impacts and influence of the OHD project, through the implementation phase which concluded in September 2013.

KEY FINDINGS

  • Substantial receiver reluctance or opposition to the program was based on the perceived risk associated with vendors having unaccompanied access to their premises while making off-hour deliveries
  • Possible effects on the community of noise emissions from delivery operations taking place at night and ways to address the noise issue
  • The benefits of targeting receivers in the most congested part of the cities
  • A combination of small toll increases, combined with targeted incentives, could have a dramatic effect on urban congestion

KEY PRODUCTS

ADDITIONAL PRODUCTS

CONTRIBUTING TEAM MEMBERS

RELATED PROJECTS

  • Development of a Trusted Vendor Program to Support the Off-Hour Delivery Program

Measuring the Impacts of Social Media on Advancing Public Transit

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Measuring the Impacts of Social Media on Advancing Public Transit

START YEAR: 

COMPLETION YEAR: 2016

TOPIC(S): Smart Transportation Systems

PRIMARY CONTACT(S):

  • O. A. Elrahman
  • Xuegang (Jeff) Ban

PARTNER(S):

  • Transportation Research and Education
  • Center (TREC) at Portland State University (PSU)

SPONSORS/FUNDING:

  • National Institute for Transportation and Communities (NITC)
Smart Transportation section

OVERVIEW

This project seeks to develop performance measures for assessing the impacts of social media on promoting public transit. Revolutionary changes have occurred in the communication landscape, and there has been a rapid diffusion of social media use as a means of communicating transit information to the public. Significant resources are being directed to the use of social media in communication, yet little effort exists to measure the impacts of these popular vehicles of communication. Rarely studied is the role of social media in achieving the overarching goals of advancing the mission of transit agencies through increasing recruitment and retention of transit riders; increasing resources and customer satisfaction; addressing system issues, performance efficiency and effectiveness; and improving employee productivity and morale. There is a need to measure the impacts of social media and account for the cost effectiveness of its wide use as a means of communication in public transit agencies. This research intends to extend understanding about whether investments in social media tools effectively achieve their intended purposes.

KEY TASKS

  • Identify social media-related measures for public transit agencies that can comprehensively capture the impacts of social media use on agency performance
  • Review of the research and practice literature to document findings in other fields on performance measures used to assess the impacts of social media
  • Survey a random sample of public transit agencies nationwide to target identifying performance measures currently used to document impacts
  • Identify a list of performance measures that are most effective for transit agencies

KEY FINDINGS

  • Current performance metrics for social media programs are limited and insufficient
  • Transit agencies use social media mainly to communicate timely service information and get feedback from customers through multiple platforms
  • Transit agencies consider transit-related livability and sustainability benefits to be valuable information to communicate through social media
  • We propose a conceptual performance metrics framework for developing constructive social media program metrics that focus on reach, insights, engagement, and efficiency

KEY PRODUCTS

ADDITIONAL PRODUCTS

CONTRIBUTING TEAM MEMBERS

RELATED PROJECTS