Rationalization of goods movement based on an analysis of dynamic scheduling of freight collection vehicles in urban centre.

就交付而言，一般而言，货物是根据承运人制定的时间表交付的。然而，由于两个重要问题，接送活动具有不同的性质。(1)预定时间对调度有很大的影响，以及（2）调度通常必须随着通过电话向卡车操作员提出的附加请求而改变。运营商执行的绕道行动有可能扰乱向在预定时间接受日常服务的客户承诺的时间表，或迫使运营商长时间工作并行驶过多的距离。为了了解集体卡车运动的特点，本研究采用了一种混合技术，以获得数据的交付和皮卡运动，包括一项调查，其中记录的物理运动的卡车上的观察员谁骑在旁边的操作员和一个声明的偏好调查，这是准备的基础上的观察调查。本研究描述了日本城市中卡车集体活动的特征，并开发了两个与卡车运动相关的模型，这对改善卡车集体运动是有用的。第一个模型再现了在仓库制作的集合卡车的时间表。集体卡车的实际路线有一些优化的方面，因为在实践中，卡车运营商努力有效地运输货物。然而，必须通常通过电话来处理额外的拾取请求的拾取活动的路由太复杂，以至于无法由单个运营商进行经验优化。第二个模型，将动态路由能力，从服务区拿起负载，可以用来调查的有效性，一些运营策略有关的绕道反应卡车拿起负载。

When deliveries are concerned, in general, goods are delivered based on a schedule made by carriers. However, the pick-up activities have different character due to two important issues. (1) The predetermined times have a large effect on the schedule and (2) the schedule usually has to be changed as additional requests made through the telephone to the truck operator. The detour action performed by the operator has the potential to disrupt the promised schedule to customers receiving daily service at predetermined times or force operators to work long hours and travel excessive distances. In order to understand the characteristics of collective truck movement, this study has adopted a hybrid technique to obtain data on delivery and pick-up truck movement, including a survey in which physical movement of a truck is recorded by an on-board observer who rides next to the operator and a stated preference survey, which is prepared based on the observation survey. This study has described characteristics of collective truck activity in Japanese city and has developed two models related to truck movement, which are useful to improve collective truck movement. The first model reproduces the schedule of collective trucks, which is made at the depot. The actual routing of the collective truck has some aspects of optimization in it, because in practice, truck operators make efforts to transport goods efficiently. However, routing of pick-up activities that have to treat additional pick-up requests usually by phone is too complicated to experientially optimize by an individual operator. The second model to incorporate the dynamic routing capabilities to pick up loads from the service region can be used to investigate the effectiveness of some operating strategies related to the detour responses made by trucks to pick up loads.