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A peer-reviewed article of this preprint also exists.
This version is not peer-reviewed
Data Type | Observations and Attributes | Period |
---|---|---|
Vehicles access data | 796,000-records with entry/exit time, vehicle type, destination, freight, subcontractors. | 2015-2020 (Selected period for analysis: 2017-2019) |
Summarized activity data by area | Tables with areas, load/unload quantities, truck count, and types of freight | |
Access gates surveillance videos | 96 hours of streaming video from which obtain vehicle service time at a gate | Four days of July 2019 |
Projected construction parameters | Civil engineering pre-feasibility study with forecast demand in number of construction trucks, unloading duration and number of unloading stations | Construction period |
Area | 2017 | 2018 | 2019 | Total | % |
---|---|---|---|---|---|
A | 13 511 | 13 493 | 14 918 | 41 922 | 32% |
B | 13 600 | 17 506 | 15 126 | 46 232 | 36% |
C | 14 845 | 15 366 | 11 202 | 41 413 | 32% |
Total trucks | 41 956 | 46 365 | 41 246 | 129 567 | 100% |
Total cars | 100 219 | 117 963 | 105 488 | Avg : 107 890 | - |
Vehicle and entry modes | Access registration times distributions | Avg times (seconds) |
---|---|---|
Automated truck entry | JohnsonSB(0.16, 0.70, 12.00, 59.27) | 33.65 |
Manual truck entry | JohnsonSB(1.19, 0.59, 69.20, 390.37) | 133.29 |
Automated truck exit | Norm(17.444, 5.0472) | 17.42 |
Manual truck exit | JohnsonSB(1.79, 0.57, 27.76, 243.13) | 50.26 |
Car entry | JohnsonSB(7.70, 0.94, 4.90, 28610.99) | 18.59 |
Car exit | JohnsonSB(7.96, 1.21, 4.52, 4975.24) | 14.3 |
Baseline Scenarios | Nber of Gates | Data | Truck flow MG | Truck flow SG | Reference |
---|---|---|---|---|---|
BLSc1_bd | 2 | 2017-2019 | 78% | 22% | Busiest day |
BLSc2_14bw | 2 | 2017-2019 | 67% | 33% | 14 busiest weeks |
Exploratory scenarios | Nber of gates | Unloading time for CT | Reference flow | Impact to be evaluated |
---|---|---|---|---|
ExpSc1 | 2 | - | BSc2 | Increase in FT |
ExpSc2 | - | BSc1 | ||
ExpSc3 | 15 | BSc2 | Increase in FT and CT | |
ExpSc4 | 20 | |||
ExpSc5 | 15 | BSc1 | ||
ExpSc6 | 20 |
Exploratory scenarios | Nber of gates | Unloading time for construction truck | New gate (truck destination) | Reference flow |
---|---|---|---|---|
ExpSc7 | 3 | 15 | Area B | BLSc1_14bw |
ExpSc8 | 3 | 20 | ||
ExpSc9 | 3 | 15 | BLSc1_bd | |
ExpSc10 | 3 | 20 | ||
ExpSc11 | 3 | 15 | Area B & 20% Area A | BLSc1_14bw |
ExpSc12 | 3 | 20 | ||
ExpSc13 | 3 | 15 | BLSc1_bd | |
ExpSc14 | 3 | 20 |
Scenarios | Nbr. gates | Nbr CT unload. simultaneously | Unloading time | New Gate flow |
MG flow |
SG flow |
Nber. Sc |
---|---|---|---|---|---|---|---|
ImpSc1 | 2 | 4 | - | - | 0.1-0.9 | 0.9-0.1 | 9 |
ImpSc2 | 15 | - | |||||
ImpSc3 | 3 | ZB | |||||
ImpSc4 | ZB + 20%ZA | ||||||
ImpSc5 | 2 | 4/5/6 | - | 0.67 | 0.33 | 3 | |
ImpSc6 | 4/5/6/7/8 | 20 | - | 5 | |||
ImpSc7 | 5/6/7/8/9 | 25 | - | 5 |
Batch Sc | Slowdown duration | Slowdown factor | Slowdown freq | Entrance Nber | Outlook Nber of trucks | Nber of scenarios |
1 | 10 min | 20% and 30% | 1, 2, 4, 6 | 1 – 2 - 3 | construction period | 24 |
2 | 10 min | 40% and 50% | 1, 2, 4, 6 | 1 | construction period | 24 |
3 | 10 min | 40% | 6 | 3 | construction period + 20 to 50% | 24 |
Sc | MG capacity |
Delay factor | Delay frequency (h) |
Avg vehicles waiting | Max vehicles waiting | Avg waiting time (min) | Max waiting time (min) | Scheduled utilization (%) | Processing time (%) |
---|---|---|---|---|---|---|---|---|---|
Sc1 | 1 | 0.2 | 1 | 1.82 | 32.1 | 1.80 | 15.8 | 57 | 57 |
Sc2 | 2 | 2.56 | 38.2 | 2.56 | 19.4 | 60 | 60 | ||
Sc3 | 4 | 2.82 | 39.7 | 2.76 | 23.7 | 61 | 61 | ||
Sc4 | 6 | 3.40 | 44.5 | 3.35 | 26.8 | 66 | 66 | ||
Sc5 | 2 | 1 | 0.10 | 9.7 | 0.09 | 3.3 | 29 | 43 | |
Sc6 | 2 | 0.12 | 8.4 | 0.11 | 3.6 | 30 | 45 | ||
Sc7 | 4 | 0.11 | 8.3 | 0.11 | 4.3 | 30 | 45 | ||
Sc8 | 6 | 0.16 | 10.6 | 0.16 | 4.5 | 33 | 48 | ||
Sc9 | 3 | 1 | 0.01 | 4.3 | 0.01 | 1.1 | 19 | 42 | |
Sc10 | 2 | 0.01 | 4.2 | 0.01 | 1.2 | 21 | 45 | ||
Sc11 | 4 | 0.01 | 4.5 | 0.01 | 1.3 | 20 | 44 | ||
Sc12 | 6 | 0.02 | 4.7 | 0.02 | 1.5 | 22 | 47 | ||
Sc13 | 1 | 0.3 | 1 | 1.96 | 34.6 | 1.93 | 17.4 | 57 | 57 |
Sc14 | 2 | 3.44 | 47.5 | 3.39 | 27.9 | 62 | 62 | ||
Sc15 | 4 | 3.46 | 45.4 | 3.41 | 27.2 | 63 | 63 | ||
Sc16 | 6 | 4.88 | 50.8 | 4.80 | 30.1 | 71 | 71 | ||
Sc17 | 2 | 1 | 0.10 | 9.5 | 0.10 | 3.1 | 29 | 43 | |
Sc18 | 2 | 0.15 | 10.0 | 0.15 | 4.1 | 31 | 45 | ||
Sc19 | 4 | 0.17 | 11.5 | 0.16 | 5.3 | 32 | 46 | ||
Sc20 | 6 | 0.18 | 10.6 | 0.18 | 4.9 | 36 | 51 | ||
Sc21 | 3 | 1 | 0.01 | 4.5 | 0.01 | 1.3 | 19 | 42 | |
Sc22 | 2 | 0.01 | 4.5 | 0.01 | 1.3 | 21 | 45 | ||
Sc23 | 4 | 0.02 | 4.5 | 0.02 | 1.4 | 21 | 44 | ||
Sc24 | 6 | 0.03 | 5.5 | 0.03 | 2.0 | 24 | 49 | ||
Sc25 | 1 | 0.4 | 1 | 1.61 | 25.0 | 1.59 | 13.4 | 58 | 58 |
Sc26 | 2 | 4.15 | 47.1 | 4.10 | 32.6 | 64 | 64 | ||
Sc27 | 4 | 4.38 | 47.5 | 4.36 | 32.7 | 64 | 64 | ||
Sc28 | 6 | 7.99 | 57.0 | 7.83 | 41.7 | 76 | 76 | ||
Sc29 | 3 (*) | 0.4 | 6 | 0.05 | 7.6 | 0.04 | 2.3 | 27 | 54 |
Sc30 | 6 | 0.07 | 8.3 | 0.06 | 3.0 | 29 | 56 | ||
Sc31 | 6 | 0.06 | 7.4 | 0.05 | 2.8 | 30 | 58 | ||
Sc32 | 6 | 0.06 | 6.8 | 0.05 | 2.7 | 31 | 59 | ||
Sc33 | 1 | 0.5 | 1 | 1.82 | 29.9 | 1.80 | 16.6 | 58 | 58 |
Sc34 | 2 | 6.26 | 58.4 | 6.08 | 45.2 | 67 | 67 | ||
Sc35 | 4 | 6.34 | 58.6 | 6.26 | 47.0 | 67 | 67 | ||
Sc36 | 6 | 11.53 | 70.2 | 11.42 | 51.1 | 81 | 81 | ||
(*) | Increase in the number of trucks by 20%, 30%, 40% and 50% successively for scenarios 29 to 32 |
Disclaimer/Publisher’s Note: The statements, opinions and data contained in all publications are solely those of the individual author(s) and contributor(s) and not of MDPI and/or the editor(s). MDPI and/or the editor(s) disclaim responsibility for any injury to people or property resulting from any ideas, methods, instructions or products referred to in the content. |
Submitted:
28 December 2023
Posted:
29 December 2023
You are already at the latest version
A peer-reviewed article of this preprint also exists.
This version is not peer-reviewed
Submitted:
28 December 2023
Posted:
29 December 2023
You are already at the latest version
Data Type | Observations and Attributes | Period |
---|---|---|
Vehicles access data | 796,000-records with entry/exit time, vehicle type, destination, freight, subcontractors. | 2015-2020 (Selected period for analysis: 2017-2019) |
Summarized activity data by area | Tables with areas, load/unload quantities, truck count, and types of freight | |
Access gates surveillance videos | 96 hours of streaming video from which obtain vehicle service time at a gate | Four days of July 2019 |
Projected construction parameters | Civil engineering pre-feasibility study with forecast demand in number of construction trucks, unloading duration and number of unloading stations | Construction period |
Area | 2017 | 2018 | 2019 | Total | % |
---|---|---|---|---|---|
A | 13 511 | 13 493 | 14 918 | 41 922 | 32% |
B | 13 600 | 17 506 | 15 126 | 46 232 | 36% |
C | 14 845 | 15 366 | 11 202 | 41 413 | 32% |
Total trucks | 41 956 | 46 365 | 41 246 | 129 567 | 100% |
Total cars | 100 219 | 117 963 | 105 488 | Avg : 107 890 | - |
Vehicle and entry modes | Access registration times distributions | Avg times (seconds) |
---|---|---|
Automated truck entry | JohnsonSB(0.16, 0.70, 12.00, 59.27) | 33.65 |
Manual truck entry | JohnsonSB(1.19, 0.59, 69.20, 390.37) | 133.29 |
Automated truck exit | Norm(17.444, 5.0472) | 17.42 |
Manual truck exit | JohnsonSB(1.79, 0.57, 27.76, 243.13) | 50.26 |
Car entry | JohnsonSB(7.70, 0.94, 4.90, 28610.99) | 18.59 |
Car exit | JohnsonSB(7.96, 1.21, 4.52, 4975.24) | 14.3 |
Baseline Scenarios | Nber of Gates | Data | Truck flow MG | Truck flow SG | Reference |
---|---|---|---|---|---|
BLSc1_bd | 2 | 2017-2019 | 78% | 22% | Busiest day |
BLSc2_14bw | 2 | 2017-2019 | 67% | 33% | 14 busiest weeks |
Exploratory scenarios | Nber of gates | Unloading time for CT | Reference flow | Impact to be evaluated |
---|---|---|---|---|
ExpSc1 | 2 | - | BSc2 | Increase in FT |
ExpSc2 | - | BSc1 | ||
ExpSc3 | 15 | BSc2 | Increase in FT and CT | |
ExpSc4 | 20 | |||
ExpSc5 | 15 | BSc1 | ||
ExpSc6 | 20 |
Exploratory scenarios | Nber of gates | Unloading time for construction truck | New gate (truck destination) | Reference flow |
---|---|---|---|---|
ExpSc7 | 3 | 15 | Area B | BLSc1_14bw |
ExpSc8 | 3 | 20 | ||
ExpSc9 | 3 | 15 | BLSc1_bd | |
ExpSc10 | 3 | 20 | ||
ExpSc11 | 3 | 15 | Area B & 20% Area A | BLSc1_14bw |
ExpSc12 | 3 | 20 | ||
ExpSc13 | 3 | 15 | BLSc1_bd | |
ExpSc14 | 3 | 20 |
Scenarios | Nbr. gates | Nbr CT unload. simultaneously | Unloading time | New Gate flow |
MG flow |
SG flow |
Nber. Sc |
---|---|---|---|---|---|---|---|
ImpSc1 | 2 | 4 | - | - | 0.1-0.9 | 0.9-0.1 | 9 |
ImpSc2 | 15 | - | |||||
ImpSc3 | 3 | ZB | |||||
ImpSc4 | ZB + 20%ZA | ||||||
ImpSc5 | 2 | 4/5/6 | - | 0.67 | 0.33 | 3 | |
ImpSc6 | 4/5/6/7/8 | 20 | - | 5 | |||
ImpSc7 | 5/6/7/8/9 | 25 | - | 5 |
Batch Sc | Slowdown duration | Slowdown factor | Slowdown freq | Entrance Nber | Outlook Nber of trucks | Nber of scenarios |
1 | 10 min | 20% and 30% | 1, 2, 4, 6 | 1 – 2 - 3 | construction period | 24 |
2 | 10 min | 40% and 50% | 1, 2, 4, 6 | 1 | construction period | 24 |
3 | 10 min | 40% | 6 | 3 | construction period + 20 to 50% | 24 |
Sc | MG capacity |
Delay factor | Delay frequency (h) |
Avg vehicles waiting | Max vehicles waiting | Avg waiting time (min) | Max waiting time (min) | Scheduled utilization (%) | Processing time (%) |
---|---|---|---|---|---|---|---|---|---|
Sc1 | 1 | 0.2 | 1 | 1.82 | 32.1 | 1.80 | 15.8 | 57 | 57 |
Sc2 | 2 | 2.56 | 38.2 | 2.56 | 19.4 | 60 | 60 | ||
Sc3 | 4 | 2.82 | 39.7 | 2.76 | 23.7 | 61 | 61 | ||
Sc4 | 6 | 3.40 | 44.5 | 3.35 | 26.8 | 66 | 66 | ||
Sc5 | 2 | 1 | 0.10 | 9.7 | 0.09 | 3.3 | 29 | 43 | |
Sc6 | 2 | 0.12 | 8.4 | 0.11 | 3.6 | 30 | 45 | ||
Sc7 | 4 | 0.11 | 8.3 | 0.11 | 4.3 | 30 | 45 | ||
Sc8 | 6 | 0.16 | 10.6 | 0.16 | 4.5 | 33 | 48 | ||
Sc9 | 3 | 1 | 0.01 | 4.3 | 0.01 | 1.1 | 19 | 42 | |
Sc10 | 2 | 0.01 | 4.2 | 0.01 | 1.2 | 21 | 45 | ||
Sc11 | 4 | 0.01 | 4.5 | 0.01 | 1.3 | 20 | 44 | ||
Sc12 | 6 | 0.02 | 4.7 | 0.02 | 1.5 | 22 | 47 | ||
Sc13 | 1 | 0.3 | 1 | 1.96 | 34.6 | 1.93 | 17.4 | 57 | 57 |
Sc14 | 2 | 3.44 | 47.5 | 3.39 | 27.9 | 62 | 62 | ||
Sc15 | 4 | 3.46 | 45.4 | 3.41 | 27.2 | 63 | 63 | ||
Sc16 | 6 | 4.88 | 50.8 | 4.80 | 30.1 | 71 | 71 | ||
Sc17 | 2 | 1 | 0.10 | 9.5 | 0.10 | 3.1 | 29 | 43 | |
Sc18 | 2 | 0.15 | 10.0 | 0.15 | 4.1 | 31 | 45 | ||
Sc19 | 4 | 0.17 | 11.5 | 0.16 | 5.3 | 32 | 46 | ||
Sc20 | 6 | 0.18 | 10.6 | 0.18 | 4.9 | 36 | 51 | ||
Sc21 | 3 | 1 | 0.01 | 4.5 | 0.01 | 1.3 | 19 | 42 | |
Sc22 | 2 | 0.01 | 4.5 | 0.01 | 1.3 | 21 | 45 | ||
Sc23 | 4 | 0.02 | 4.5 | 0.02 | 1.4 | 21 | 44 | ||
Sc24 | 6 | 0.03 | 5.5 | 0.03 | 2.0 | 24 | 49 | ||
Sc25 | 1 | 0.4 | 1 | 1.61 | 25.0 | 1.59 | 13.4 | 58 | 58 |
Sc26 | 2 | 4.15 | 47.1 | 4.10 | 32.6 | 64 | 64 | ||
Sc27 | 4 | 4.38 | 47.5 | 4.36 | 32.7 | 64 | 64 | ||
Sc28 | 6 | 7.99 | 57.0 | 7.83 | 41.7 | 76 | 76 | ||
Sc29 | 3 (*) | 0.4 | 6 | 0.05 | 7.6 | 0.04 | 2.3 | 27 | 54 |
Sc30 | 6 | 0.07 | 8.3 | 0.06 | 3.0 | 29 | 56 | ||
Sc31 | 6 | 0.06 | 7.4 | 0.05 | 2.8 | 30 | 58 | ||
Sc32 | 6 | 0.06 | 6.8 | 0.05 | 2.7 | 31 | 59 | ||
Sc33 | 1 | 0.5 | 1 | 1.82 | 29.9 | 1.80 | 16.6 | 58 | 58 |
Sc34 | 2 | 6.26 | 58.4 | 6.08 | 45.2 | 67 | 67 | ||
Sc35 | 4 | 6.34 | 58.6 | 6.26 | 47.0 | 67 | 67 | ||
Sc36 | 6 | 11.53 | 70.2 | 11.42 | 51.1 | 81 | 81 | ||
(*) | Increase in the number of trucks by 20%, 30%, 40% and 50% successively for scenarios 29 to 32 |
Disclaimer/Publisher’s Note: The statements, opinions and data contained in all publications are solely those of the individual author(s) and contributor(s) and not of MDPI and/or the editor(s). MDPI and/or the editor(s) disclaim responsibility for any injury to people or property resulting from any ideas, methods, instructions or products referred to in the content. |
Bechir Ben Daya
et al.
,
2023
Muhammet Enis Bulak
,
2023
Vytautas Paulauskas
et al.
,
2023
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