O transporte urbano de mercadorias é responsável por atender a cadeia de consumo das cidades, sendo essencial no desenvolvimento destas, apesar dos conflitos e problemas advindos da atividade. Nesse contexto, este trabalho apresenta uma análise da implantação de Espaços Logísticos Urbanos como centros de distribuição intermediários no transporte de mercadorias em áreas urbanas, utilizando veículos de cargas e triciclos elétricos para reduzir os impactos negativos da distribuição urbana de mercadorias. Para tanto, uma rede de transporte para a região central da cidade de Belo Horizonte foi desenvolvida e, utilizando-se das ferramentas de localização e roteamento do TransCAD®, obteve-se a localização do Espaço Logístico Urbano e as rotas de entrega entre o centro de distribuição, este espaço e o cliente final. Os resultados da análise indicam que os custos de operação, a quilometragem percorrida, número de veículos e emissão de poluentes são reduzidos com a implantação de um Espaço Logístico Urbano, com benefícios para a mobilidade urbana.
Today, one of the main challenges faced in urban logistics is the distribution of goods. In Brazil, mid to large cities have experienced consequences of unplanned urban sprawl and lack of adequate transportation infrastructure. The relationship between urban planning and transport stands out the attractiveness of some urban activities with direct impacts on the movement of people and goods and other component elements of urban space. The segment of bars and restaurants falls within this context, therefore is a vital activity responsible for significant percentage of jobs and revenue in a city. Altogether, foods & beverages commercial activities move daily large volumes of goods to meet the need of customers. This paper presents the results of a freight trip generation model developed for pubs and restaurants in Belo Horizonte (Brazil). Once performed the model determined the number of trips generated per day per establishment. In order to expand the discrete result to a continuous one, the results were geographically interpolated to a continuous surface and extrapolated within the city limits. The data for the freight trip generation model were obtained by survey. For this, we designed a structured questionnaire to obtain information about goods, frequency, operational time, place of performance of the loading/unloading of goods, establishment size and the number of employees. Besides these information, we investigated the acceptance of alternative practices in the delivery of goods, such as off-peak delivery. To accomplish the proposed models, we applied a simple linear regression, correlating the following variables: (i) Number of trips versus area of the establishment; (ii) Number of trips versus number of employees; (iii) Number of trips versus operation day of the establishment. With the results of the linear regression for travel generations, conducted the data interpolation based on the standard deviation of the results to define the sample classification bands. This interpolation method was chosen because it is one of the most suitable for analysis of spatially scattered points due to the straightforwardness of the model and because it does not consider extra noise such as slope and spatial constraints as barriers. In this method, interpolation is determined by the value assigned to each point (in this case the number of trips), wherein the closer the points the higher the correlation trend. Finally, the resulting trip generation surface was analysed together with other geographic data such as demographic data, road network density and socioeconomic data. Findings indicate the importance of a mathematic-geographic model for trip generation as a feasible approach for support transportation planning & operation for urban goods distribution. Critical information such as the high concentration of pubs and restaurants in the same region can reinforce the vocation of the city for trading. However, an elevated number of freight vehicles to meet a high and growing demand becomes a problem specially in areas where urban road network is not efficient (not properly designed and parking spaces not properly used). This study also highlights the need for an urban freight mobility plan and public policies, by offering sustainable alternatives for urban goods distribution, which improve the urban environment. By using geospatial analysis, the study delivered statistics data and maps to catch the attention of decision makers and transportation managers, therefore facilitate the discussion on transportation policies in the city of Belo Horizonte.
The congestion pricing is a measure of travel demand management to discourage car use with low public and political acceptability. In the Brazilian context, the Urban Mobility Policy considers this measure to mitigate the congestion. In this paper, we present an exploratory analysis to identify the characteristics considered important by Brazilian transport experts to the implementation of the congestion pricing. The residents assessed these characteristics to identify the preference and acceptability of this scheme in Belo Horizonte (Brazil). We obtained the data from a Web-based survey from experts and residents. With the results, we simulated scenarios reducing the number of private cars in order to evaluate the real benefits of congestion price in a real network. According to Brazilian transport experts, the congestion pricing can be an efficient and well-accepted demand management measure, if the profit subsidises the public transportation systems (bus and rail) and the infrastructure to non-motorized transportation, with active public participation in the decision-making. Considering the residents' results, we identified favourable public acceptability considering the benefits of public transport investment from the revenue obtained out of the congestion charges. However, availability for payment has a high rejection rate, although implementation strategies are perceived as advantages. The simulation indicates the reduction of travel time (seconds/km), delay time (seconds/km), queue length (vehicle) and density time (vehicle/km) indicating congestion reduction and, consequently, improving the urban mobility. The contribution of this paper is one methodology considering the Brazilian context to evaluate the congestion-pricing scheme from experts and residents point of view. Also, the results could support the discussion about the implementation of the congestion charging in Brazilian cities.
O conceito e a dinâmica das centralidades em áreas urbanas são temas discutidos na literatura, usualmente em relação aos padrões espaciais da distribuição dos empregos. Neste artigo, avaliasse os níveis de concentração espacial de oportunidades de trabalho em Belo Horizonte, incluindo sua suposta predição sobre a atratividade territorial. Para tanto, foram propostos dois indicadores para sintetizar os conceitos de atratividade e concentração das oportunidades. Ademais, os parâmetros foram avaliados por meio da regressão global e local (GWR), considerando a concentração de oportunidade como a variável explicativa. Os resultados do modelo não indicam uma associação direta entre as variáveis. Contudo, revelam um padrão espacial bem definido no entorno do Central Business District do município. Essa compreensão é um importante instrumento para o planejamento urbano e para a gestão da mobilidade e da acessibilidade, à luz da estrutura de utilização do espaço nas cidades.
