Evaluate of collaborative transit system to urban goods delivery: an exploratory study in Belo Horizonte (Brazil)

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World Conference on Transport Research - WCTR 2016 Shanghai. 10-15 July 2016

Evaluate of collaborative transit system to urban goods delivery: an exploratory study in Belo Horizonte (Brazil) Leise Kelli de Oliveiraaa, Bárbara Ribeiro Alves Abreuaa, Daniela Antunes Lessaaa, Isadora Alves Barbosaaa, Dárlinton Barbosa Feres Carvalhobb, Rafael Sachettobb, Elder Cirilo Reiolibb* a

b b

aUniversidade Federal de Minas Gerais, Belo Horizonte, Brazil Universidade Federal de Minas Gerais, Belo Horizonte, Brazil Universidade Universidade Federal Federal de de São São João João del-Rei, del-Rei, São São João João del-Rei, del-Rei, Brazil Brazil

Abstract Abstract Actually, it is is necessary necessary developed developed solutions solutions to to minimize minimize the the urban urban freight freight transportation transportation problems, problems, reducing reducing the the occurrence occurrence of of Actually, it situations that that compromise compromise or or even even interrupt interrupt deliveries deliveries and and lead lead to to economic economic losses losses and and inconvenience inconvenience to to everyone everyone involved, involved, situations from suppliers suppliers to to the the final final recipient. recipient. In In this this context, context, this this study study analyses analyses the the characterists characterists of of mobile mobile application application for for urban urban freight freight from transport through through an an exploratory exploratory study study in in Belo Belo Horizonte. Horizonte. The The results results indicated indicated the the technology technology and and cost cost are are important important transport characteristics for for mobile mobile application. application. After After this, this, we we develop develop aa mobile mobile application application considering considering the the aspirations aspirations of of its its potential potential characteristics users. users. © © 2017 2017 The The Authors. Authors. Published Published by by Elsevier Elsevier B.V. B.V. © 2017 The Authors. Published by Elsevier B.V. Peer-review under responsibility of WORLD CONFERENCE ON TRANSPORT RESEARCH SOCIETY. Peer-review under responsibility of WORLD CONFERENCE ON ON TRANSPORT TRANSPORT RESEARCH RESEARCH SOCIETY. SOCIETY. Peer-review under responsibility of WORLD CONFERENCE Keywords: Keywords: Urban Urban freight freight transport; transport; Colaborative Colaborative transit transit system; system; application; application; stated stated preference preference technique technique

1. Introduction 1. Introduction Urban freight freight transport transport is is the Urban the great great challenge challenge nowadays nowadays (Anand (Anand et et al., al., 2012) 2012) and and aa fundamental fundamental acitivity acitivity for for the the development of the cities, with impacts in urban economic and quality of life of residents (Taniguchi et al., development of the cities, with impacts in urban economic and quality of life of residents (Taniguchi et al., 2001; 2001; Benjelloun Benjelloun and and Crainic, Crainic, 2009). 2009). To To Czerniak Czerniak et et al., al., (2000, (2000, p.1), p.1), ‘freight ‘freight movements movements is is not not an an end end unto unto itself, itself, but but aa physical reflection of global, national, and local economic process’. Thus, the urban goods movements adds value physical reflection of global, national, and local economic process’. Thus, the urban goods movements adds value to to

* 3409 1742. 1742. * Corresponding Corresponding author. author. Tel.: Tel.: +55 +55 31 31 3409 E-mail address: address: [email protected] [email protected] E-mail 2214-241X 2214-241X © © 2017 2017 The The Authors. Authors. Published Published by by Elsevier Elsevier B.V. B.V. Peer-review Peer-review under under responsibility responsibility of of WORLD WORLD CONFERENCE CONFERENCE ON ON TRANSPORT TRANSPORT RESEARCH RESEARCH SOCIETY. SOCIETY.

2352-1465 © 2017 The Authors. Published by Elsevier B.V. Peer-review under responsibility of WORLD CONFERENCE ON TRANSPORT RESEARCH SOCIETY. 10.1016/j.trpro.2017.05.467

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the product, making it part of the economic process of production and consumption. To Dablanc (2007, p.281), the urban goods movements are the results of the ‘process required to organize the movements of goods in an efficient manner within the goods production system’. The urban goods movements contribute to congestion, air pollution, noise, accidents and increase the logistics cost (Russo and Comi, 2012). These impacts can be worstly if incidents (like accident, rain or flood) happen. Incidents can be the results of the events (unwanted or not programed), natural or caused that have as consequence the human, material and ambiental damage with economics and social impacts. In urban context, the congestion, lack of the adequate infrastructure to load/unload goods, manifestation, works in the urban streets, floods are examples of the incidents and have direct impact on travel time. An incident make be the urban goods distribution system vulnerable, aspect few analysed in the literature review and frequently associated to natural disaster (Ferreira, 2010). According to Pelling (2003), vulnerability is an unexpected event with lack of ability to prevent and/or to absorb its consequence. To Delor and Hubert (1983), vulnerability is the exposicion to contingency and stress add to difficult in resolve it. Schreiner Junior (2014) relates that the impact of disasters (in this study, incident) on transportation system has two components: the direct impact on the infrastructure, and the indirect impact on the operation, which is affected by the sudden reduction in network capacity, and immediate changes in the demand. Besides, the direct impact of the incidentes can be addressed by considering the vulnerability of the population and infrastructure. The indirect impact to the transportation operation is highly dependent on the direct impact, mainly with regard to the compromised infrastructure (Schreiner Junior, 2014). In this context, the analyse of the incidents impacts on urban goods movements is fundamental to planning of the local, regional and global risk and to define measures to reduce the problems and its consequence in this activity. The reasons for a rigorous process of evaluation of damages (potencial and post-disaster) are countless and are associated with the dichotomy cost versus benefit, a duality is present in the process of decision to allocate the efficient the investiments (Cançado, 2009). To Parker et al. (1987), there are three caracteristics directly correlated with the vulnerability of the transport network: the dependency, the transference capacity and susceptibility. The first represents the dependence of the area impacted with the transport infrastructure. The transference capacity is represented by postponement of demand until normality conditions (time transferece) or tranferency of demand to another region (space transferency). The susceptibility determines the consequences of the incident in the region of the area impacted. In other words, the susceptibility is an identification of the probability of the incident occurs, its duration and the possibility to have lost of service in others regions of the city. In this context, some mearures are importants to reduce the impacts of incidents in the urban goods distributions. Among the measures, we suggest: • Use of communication system in trucks to indicate alternative routes and avoid congestion in real time; • Use software to routing; • Use of dynamic and collaborative information systems. The measures proposed in this paper explore the use of new technologies and collaborative systems. Zhang and He (2014) state that traditional transportation systems are inadequate to serve the needs of the 21st century, which reinforces the importance of the study. To Pimentel et al. (2006), collaboration involves communication, coordination and cooperation. The communication happens with message exchange. The co-ordination happens with managing people, activites and resources. The cooperation happens with occurs through operations in a shared space for performing tasks. The technological innovations and the spread of the Internet have come to provide the creation of a new production culture that propitiates the collaborative and convergent environments. The social networks are collaborative environments widely used. In Brazil, 42% of Brazilians use the Internet to communicate (Brazil, 2015). Thus, the participation of the people with the same objective can generate goods results. This participation is called collective intelligence, which assumes that individual intelligence are added and shared across the society and enhance with the advent of new communication technologies such the Internet (Alves et al., 2011). The collaborative mapping is an initiative of collective intelligence. Throught it, it is possible that a group of people

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produce real-word models for others also to access and contribute to virtually annotate locations in space (Gillavry, 2003). To Piórkowski (2010), the collaborative transportantion system is a new class of application for Intelligent Transportation Systems. Gonzalez-Feliu and Salanova (2012) state that the collaborative transportation systems are the new concept in research, but they are very popular in practice. Cotfas et al. (2009) presented a system for public transport needs based on multi-source collaborative data inputs from official and users. Piórkowski (2010) proposes a collaborative transportation system to aim at solving congestion problem and parking. Alves et al. (2011) use this concept to proposal an applicative in Facebook to create and edit collaborative routes to apply in public transportation. Gonzalez-Feliu and Salanova (2012) and Corbin et al. (2013) developed a basic functioning prototype for a web-based transit service to connect users and transportations providers in the Maritime Province. The authors use focus group to identify the main characteristics of the online tool. Zhang and He (2014) investigate the theory and practice in order to coordinate the sensing and control aspects efficiently and collaboratively in Intelligent Transportation System (ITS). With focus on urban freight transportation, Gonzalez-Feliu and Salanova (2012) indicates collaborative transportation system seems a good city logistics alternative. The authors propose a framework to define and evaluate collaborative urban transportation system to help the urban goods movements decision makers in their strategic choice. This framework was validated to Lyon with five scenarios of the simulation. The results indicated that the collaboration has some advantages but is not always the best solution for each criterion. Gonzalez-Feliu and Salanova (2012) highlights althrough collaboration is an interesting field, it is early to say if it will be well applied to city logistics. In this context, this paper presents an urban freight collaborative mobile application to aim carriers find best route and alternative route in case of incident, find load/unload spaces and information about the urban freight policies. Our main motivation to develop this study is some indicators about urban freight transport in Belo Horizonte: 9.5 minutes to find a place to parking, 57.5% of load/unload spaces in Central Area of Belo Horizonte are occupied by private car and the main routes utilized to Central Area are always congested (Oliveira and Guerra, 2014; Oliveira, 2014). We believe the practical use of this mobile application can improve the freight transport in urban areas, use of urban space and reduce the related problems with urban freight operation. To define the main characteristic of this mobile application most likely use, we use stated preference survey with carriers in Central Area of Belo Horizonte. With the results of the stated preference survey, we drawn the mobile application developed to Android System. For explain the methodology proposal and results, after this introductory section characterized the problem and presented brief the literature review, the Section 2 presents the stated preference methodology, whose results are presented in Section 3. The Section 4 presents the mobile application and we conclude this paper in Section 5 with the conclusion. 2. Methodology We need data to plan the transportation system and we need to conduct suvery to get data. Therefore, to know the profile of carriers and evaluate the use of the urban freight collaborative application, we use interview and stated preference survey. The stated preference data allows estimate models that explain the behavioral of discrete choice. To Louviere et al. (2000), there are many reasons to use stated preference data sucha as gauging the effect of an increase in the price of a good or service, evaluating the introduction of a new product with private and public impact and understanding and predicting the nature of individual and aggregate rsponses. Thus, the stated preference technique allows analyse hypothetical scenarios with new situations that do not happen in actual context. However, the restriction of this technique is the lack of reliability in the answer interviews’ (Louviere et al., 2000). The stated preference technique (SP) was not adopted promptly in Transportation Engineering. According to Fowkes (1998) and Davidson (1973) predicted the demand for a new air service and Johson (1974) analysed the references between speed, seating capacity, price and warranty for new vehicles. Only in 1983, many researchers began to suggest improvements in SP methods (Fowkes, 1998). To Hensher (1994), although it is difficult to point out the main events for the interest in SP methods in transport, the motivation involved a large number of applications where the behavioral response of an alternative was not available. Louviere a Hensher (1983) show the

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stated preference experiment can incorportate individual choices between set of fixed choices, enabling the estimation of discrete choice model and then predict market demand. In this technique, the utility concept is used, that is a value that an individual can assign a goods or service through a combination of factor. This value is the maximum for the choice made within a set of options. The Utility Function is showed in Equation 1 (Louviere et al., 2000). Equation 1 Ui = a0 + a1X1 + ... + anXn Where: Ui is the utility of the option i; X1, ..., Xn are the attributes; a1, ..., an are the coefficients of the model; a0 is the constant of the model. The utility function allows establish the relative importante of the attributes, to determine the marginal value of the attributes, to demand forecasting model and to determine the elasticity of demand. Note that the coefficients can be also used to determine monetary values and specify functions in forecasting models. The modeling of users’ decision-making structure is made considering the multinomial logit model, shown in Equation 2 (Senna, 1994):



Pi =

Ui

e ∑e U



n

Equation 2

j

j=1

where Pi is the probability of an alternative i is chosen and e is the base of the natural logarithm. The first step in a PD survey, we define the attributes and the levels to be evalluate by interviews (Kroes and Sheldon, 1988). In this paper, to define the main characteristics of the application, we use three attributes whose description and level are detailed in Table 1. Table 1. Attributes and levels. Attributes

Level

Technology: facility to offer the application throught a simpler technology such as a radio system or a more modern technology such as smartphone application

0: simples

Collaboration: allows the user collaborate with real-time information on traffic situation and disponibility of load/unload spaces

0: without collaboration

Cost: financial support for application use

0: free application

1: moderne

1: with collaboration

1: financial support

The Statistical theory is used to combine the attributes and level in differents scenarios. The full factorial design allows estimate all effects of the attributes in the scenarios’ choice, including the effects of each individual choice. To define the scenarios, we used x, to avoit multicollinearity problems (Souza, 1999). Other important characteristics of PD survey are the selection of the context of the survey and the measurement of choice for the dependent variable. Traditionally, we provide a set of alternatives (scenarios) for the interviewee and they are inquired about their preference. The interviewee can rank the scenarios (ranking method), give a score (rating method) or choice one scenario (choice method). In this study, we used ranking method. The coeficients of the utility function are obtained by computer programs developed for this purpose as LMPC software LMPC developed by Souza (1999), which uses the maximum-likelihood method for the parameter estimates, usual practice in the modeling of transport demand (Ben Akiva and Lerman, 1985). The maximum likelihood estimate is based on the idea that a given sample can be generated from different populations are more likely to be generated in a given population than in another. This estimate ensures consistency (if sample size increases, occurs the convergence to the final values of the parameters), asymptotic efficiency (if the sample size

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increases, the variance of the parameters tend to minimum values) and have normal distribution (if the sample size increases, the distribution of each parameter value tends to a normal curve) (Souza, 1999). In addition of SP survey, we asked to interviewee some questions to know the characteristcs of goods delivered, vehicle, number of delivery by day, travel time, routing planning and the behavior face an incidents. 3. Results and discussions Belo Horizonte, Minas Gerais Capital, is one the first planned cities in the Brazil. The population of about 2.4 million of inhabitants is distributed in 331km2 (IBGE, 2013). Figure 1 shows the Belo Horizonte localion in Brasil e Minas Gerais State and Figure 2 shows the population spraw over time. The Metropolitan Area of Belo Horizonte has 34 municipalities and there is, to date, very litte coordination between the municipal managers for the development of an integrated plan for urban mobility. Over the past decade there has been a significant increase in vehicle fleet (the fleet increase 8.7% by year and the population increase 1.1% by year), insufficient investment in public transportation and, consequently, increased congestion index of the mains roads. Regarding the solutions to urban freight transport, only Belo Horizonte and Contagem in Metropolitan Area have advanced in discussions to define a freight mobility plan. The design of the city converges to the Central Area, most urban displacement (pass or final destination), making it an important area to Belo Horizonte. In 2009, the Prefecture implemented restriction to minimize the problems related with freight vehicles: vehicles below 5 tonnes and less than 6.5 meters can move freely in the Central Region and main avenues.

±

44°0'0"W

Baldim

Jaboticatubas

Matozinhos Capim Branco Pedro Leopoldo

Lagoa Santa Confins

Taquaraçu de MinasNova União

São José da Lapa VespasianoSanta Luzia

Esmeraldas

Ribeirão das Neves

Contagem

20°0'0"S

Juatuba

Belo Horizonte

Sabará

Betim Raposos

Mateus Leme

Ibirité Igarapé Sarzedo São Joaquim de Bicas Mário Campos

Caeté

20°0'0"S

Florestal

Nova Lima Rio Acima

Brumadinho Itatiaiuçu Rio Manso

Itaguara

Location of Belo Horizonte Brazil MG RMBH BH

44°0'0"W

0

15

30 km

60

Fig. 1 – Belo Horizonte Location.

Fonte: PNLT (2007) Organização e cartografia: Oliveira, R.L.M. (2014) SIRGAS 2000 UTM 23S Programa de Pós-Graduação em Geografia - TIE - PUCMinas

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Evolução da Mancha de Ocupação Populacional Belo Horizonte - 1918-2007

Vespasiano Santa Luzia Ribeirão das Neves Venda Nova

Norte

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Pampulha

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1950 1977 Nova Lima

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Datum SAD69 - Fuso 23s Fontes: 1918 a 1995: PLAMBEL; 2000: SMPL; 2007: SMURBE Revisão: SMAPL

1995

Brumadinho

2007 Lagoa da Pampulha

Limite Av. do Contonro Limite Regional

Limite municípios limítrofes

Fig. 2 – Population spraw in Belo Horizonte.

We interview 47 drivers operating load/unloading spaces in Central Area and we identified the following characteristics: • 13% of freight vehicles is aboce 5 tonnes; • 57.4% of origins are Contagem. Belo Horizonte is origin of 21.3% of goods; • Foods and bevearage are the main goods transported. An important finding in the survey was the mistake about the route planning: 73% interviewee related has a daily route planning. In 53% of cases, the freight company makes routing and 47% the driver make with your knowledge the route. Figure 3 shows the means are used to route planning and the results allow conclude the amateurism in urban freight transport. Importantly, 51% of respondents were authonomous and 49% had employment relationship with freight companies.

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We investigated the knowledge about economic loss due incident and they do not account the cost of time spent in incident. In case of incident in the route, 65% change the route and 38% use the personal knowledge to do it. The drivers from freight companies do not notify the company in 76% of cases. It is important to remember that an incident is an unshcheduled or an undesirable event, as congestion, accidents, floodinds, and others. Personal Knowledge Computer Real-time Monitoring GPS Cell Phone Real-time Monitoring and Personal Knowledge Real-time Monitoring and Computer Personal Knowledge and TV Personal Knowledge and Radio Personal Knowledge and GPS Personal Knowledge and Computer 0%

10%

20%

30%

40%

50%

Fig. 3 – Means used to route planning.

3.1. Stated preference results The results of the SP survey indicate great interest in collaborative application (Table 1). Figure 4 shows the cost and technology was most relevant attributes. The technology indicates the trend in the use of smartphones (in Brazil, we have 154 millions of smartphones to 205 millions of inhabitants). The cost represents the willingness to participate financially to use the system and also the concern of the real value of the application (negative value of coefficient). Table 2. SP Results. Attribute Technology Participation Cost

Coefficient

8.1053

IC (t=2.5%)

0.1916

0.7367

0.1726

4.2682

[0.391; 1,082]

-1.4221

0.1866

-7.6228

[-1.795; -1.049]

Correlation Coeficiente of Sample: 0.99 R2 = 0.3036

Test-T

1.5526

Sample: 86 LR = 165.9770

Error

[1.169; 1.936]

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Tecnologia 42%

Participação 20% Fig. 4 – Relevance of attibutes for collaborative system.

The Table 3 shows the probability of the scenarios analysed and that with the collaboration is necessary (Scenario 1, 3, 4, 7) represents 67.7%. Important to note the use of the application on the smartphone represents 77.3%. These results reinforce the positive point view of the application by drivers. Considering that, we confime the interest the drivers to collaborative application for freight transport as mitigation measure for vulnerability situations. Table 3. Scenarios and its probability. Scenario

Probability

1

Application in smartphone and with collaboration

45.0%

2

Apllication in smartphone

21.5%

3

Application in smartphone, with collaboration and paid

10.8%

4

Application with collaboration

9.5%

5

Application in smartphone and paid

5.2%

6

No application

4.6%

7

Application with collaboration and paid

2.3%

8

Application paid

1.1%

We used these results to develop an application to Android System and will be able to use in smartphones. This application is detailed in Section 4. 4. Application In order to fulfill the users’ needs like identified by the research presented in the previous section, we have developed a computing platform, called Sureway. The main access of this platform is an app created for Android mobile devices. Additionally, there are other ways to access the plataform such as an application for the Brazilian Digital TV system (Ginga middleware) and a website (HTML5) available at http://sureway.com.br. In this section, we describe the general architecture of the developed platform and present some details of the solution that we built. Worthynotting, we defined the features implemented in the prototype considering our understandig of the carriers’ aspiration and, especially, in view of the results from the research performed so far. The main ideia is to establish a computational platform with the intention of allow access to information that is relevant and updated in real time, which can also be stored on a mobile device. Otherwise stated, this is a pervasive and ubiquos computational system available to the carriers anywhere and anytime, in order to provide updated information to support their decisions regarding logistic execution. The main features of the system regards information about:

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Location of loading and unloading spaces; Vehicular passage restriction (local regulation); Reports on a region of interest (published by official bodies through Twitter and RSS web pages); Information of educational nature in order to raise awareness among carriers about everyday matters such as vehicle technical inspection, defensive driving, environment, etc.

In order to deliver goods according the local regulation, carriers must use specific places with this purpose, the loading and unloading spaces. Despite being of public interest, disclosurement of these locations is precarious. Our proposal is to consolidate the disclosure of these georeferenced places through a map-based interface. When selecting a spot, the carrier will have the option to plot a route from your location to it, using the router of their choice (e.g. Google Maps®, Waze®, none if they now the way). Users can also collaborate through the system updating the available informaration Still according to the local traffic laws, the system provides an interactive map displaying of the restrictions on carriers’ passage considering location and time. This information is essential to the planning of transport logistics, preventing disarrays or even financial losses (i.e. fines). Our proposal is to allow viewing of scanned versions from official leaflets, providing an interactive and geo-referenced interface. The system uses Google Maps in order to implement theses features that rely on the use of maps, customizing them to display the requested information. A more interesting feature to experienced carriers is the access to real-time updated information about the traffic. The system provide aggregated information about a region of interest, which is a compilation of data released by official agencies through accounts on social media platforms (e.g. Twitter) and web pages with RSS support. Its basic operation is like a news aggregator, displaying the most recent first. For the future version, reports on the weather, according to official sources of this type of service available on the web, will be consolidate as well. There is also a feature designed to provide educational content along with other general-purpose information, which is available in a separated section of the app. The goal of this featre is to raise awareness and disseminate useful information in an educational manner regarding everyday matters taken from booklets to encourage the renewal of the truck fleet of the city of São Paulo, defensive DENATRAN direction, as well as the resolution of CONTRAN of technical vehicle inspection and road transportation of cargo and passengers. In addition, at the end of each content accessed by the user, there will be a quiz with specific questions about the related subject. Regarding the application access, login is optional, but useful if the user wants to keep a use record and personalized setup. Registered users also will have the option to register a loading and unloading space, or even inform problems with the information displayed by the system. In order to enable the system to work in a scalable way, we are building a user-curated system, so trustee users can assure the quality available in the system. A big challenge to be tackled in order to build advanced features in a system like this is the community building. Initially, while the system is still initiating (i.e. bootstrapping); all changes must be approved by system administrators. Once there are enough members in the system, trustee members will be chosen according to their application use experience, thus promoting a (virtual) community building and meritocratic choice based on experience. Although the built prototype is already available online, we are still tunning the app implementation and have not start the community building yet. The prototype built so far demonstrate the concept we propose, but establishing a virtual community is subject for another project. We implemented the data aggregation task in an autonomic manner, performed by a crawler. We planned to allow users to suggest new sources of information, making it made available to all users. In this way, information display would be even more relevant and tailored according to their interest. So far, users can only choose a region of interes, but we plan to add topics of interests as well. However, this kind of approach requires a more elaborate scheme of content curation, which is still infeasiable due the lack of community members.

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Fig. 5 – The created platform main components – architecture.

The Fig. 5 presents the general architecture of the proposed platform, which is split into two parts: frontend and backend. The apps allow access to the platform are the frontend and the rest the backend. We created three apps to allow users to have access to the plataform: the Android mobile app, website and Ginga app. The mobile app was implemented using native code, which allows the app to work offline, although it does make much sense. The website was implemented considering HTML5 and responsive design, supporting properly display in big screens so as in small devices too. The Ginga app was implemented using Ginga-NCL (Soares et al., 2007). The Fig. 6 shows the flow navigation between the screens proposals to mobile application. This flow provide an overview of the logical navigation between screens because in the user can switch between screens without to return to Home Screen, making it easy to use.

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Fig. 6 – Flow navigation in mobile application.

The application’s login screen provides the option to subscribe to the system (1). The registration is useful in the case of customizing profile and storage of information for offline access. The registration screen contains fields for filling basic informations as name, e-mail, password in the application, password confirmation (2) and application usage term acceptance by the user (3). The principal screen of the application is the map screen (4) with information about load/unload places (5), traffic restriction to freight transport (6), routes using an routing application in Google Maps®, informations about the traffic condition city (7) and general informations as fleet renewal, defensive drinving, emission vehicule inspection, financing program, Driving Law, Brazilian Transit Law (8).

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The backend provides the data and functionalites accessible by the frontend. The main component relies on the services provided by Parse.com®, working as a data repository accessible as a web service. Due a limitation on the Ginga-NCL environment to access web services provided by Parse.com®, we had to create a proxy service as an interface to access the main backend component. The last main component of the backend is the Crawler that automatically gathers the relevant information from social media and websites, retrieving and aggregating them into the data repository. The proposed Digital TV application is an example of possible integration of new interfaces for access to the proposed computing platform. Its operation is very similar to the functionality proposed for the mobile application of displaying information of a region of interest. The usage scenario is the application running on a television (with support for Ginga) that would be always on in distribution centers and/or urban logistics planning, as a news ticker over any TV program displayed. Although there are general-purpose applications to show news ticker from RSS information, the proposal here is to show a simple application for DTV to demonstrate a new realm of further integrations with a platform such as proposed. Fig. 7 reproduces an illustration showing the ticker news at the bottom of the screen.

Fig. 7 – Ginga application screen in reduced screen version with wall of reports at the bottom.

The website is very similar to the mobile application. The features available are the same; the only difference is to allow a new way to access the platform. Fig. 8 presents the main screen of the website created.

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Fig. 8 – Website main screen of the created plataform.

5. Conclusion The urban goods movements is a consequence of economic development however, the urban freight transport is vulnerable to risks result of the lack of urban planning. In urban context, the incidents that increase the travel time and make inefficient the urban goods distribution are named vulnerability. Considering the increase in the number of smartphones and the necessity for real-time information on traffic conditions and freight facilities, we investigate characteristics for a mobile application and developed this mobile application in Belo Horizonte context. We used stated preference survey and the results indicated the technology and cost are the main characterists for the mobile application. The collaboration between freight drivers was important and indicates that potential users of this mobile application can improve the informations about urban freight transport. The development and utilization of this mobile application can imply a tool to improve the urban goods movements, optimizing the operation, reducing the negative impacst related and, consequently, the vulnerability of urban freight transport. Acknowledgements The support of the National Council for Scientific and Technological Development (CNPq) is acknowledged and appreciated. References Alves, L. P. S. A., Chave, A. P., Steinmacher, I., 2011. An application based on collective intelligence to share routes on social networks. In VIII Brazilian Symposium of Collaborative System, Paraty (Brazil) [in Portuguese]. Anand, N., Yang, M., Van Duin, J. H. R., Tavasszy, L. 2012. GenCLOn: An ontology for city logistics. Expert Systems with Applications, 39, 11944-11960.

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