planning and modelling urban consolidation centres assoc. prof. russell g. thompson department of...
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Planning and Modelling Urban Consolidation Centres
Assoc. Prof. Russell G. Thompson
Department of Infrastructure [email protected]
IIT Bombay 10th April 2014
Outline
DefinitionKey ConceptsAdvantages & DisadvantagesCommon StructuresCase Studies
BinnenstadserviceMotomachi Shopping StreetModelling ApproachesOngoing ResearchReferences
UCC Definition
A logistics facility that is situated in relatively close proximity to the urban area that serves a city centre, an entire town or a specific site such as a shopping centre, airport, hospital or major construction site. Goods destined for these locations are dropped off at the UCC.
UCC Definition
A logistics facility that is situated in relatively close proximity to the urban area that serves a city centre, an entire town or a specific site such as a shopping centre, airport, hospital or major construction site. Goods destined for these locations are dropped off at the UCC. The UCC operator sorts and consolidates these loads dropped off by logistics companies and makes deliveries to the final destinations, often using environmentally friendly vehicles, for example electric and gas-powered goods vehicles, and electrically-assisted tricycles.
Browne at al. (2005)
Key Concepts
• Consolidation identified as key to achieving sustainable urban goods transport (OECD, 2003)
• Increasing consolidation for last kilometre
reduces unnecessary vehicle movements, and thus congestion & pollution
• To increase efficiency of city distribution systems,
different deliveries have to be bundled
1 UCC with Pick-up Points (Kassel)
Kolher & Groke, 2004
1 UCC with Pick-up Points (Kassel)
Kolher & Groke, 2004
1 UCC with Pick-up Points (Kassel)
Kolher & Groke, 2004
Multiple UCC
Kolher & Groke, 2004
Advantages of UCCs
• Environmental & social benefits • Better planning & implementation of logistics
operations• Better inventory control, product availability &
customer service • Compatibility with wider policy and regulatory
initiatives • Public relations benefits for participants • Better use of resources at delivery locations • Opportunity for carrying out value-added activities
Disadvantages of UCCs
• Potentially high set up & operating costs • Large transport companies & retailers already efficient• Difficulty handling a wide range of goods• Increased direct delivery costs• Lack of enforcement of regulations for vehicles not
included in consolidation scheme • Organisational & contractual problems often limit
effectiveness • Potential to create monopolies (legal)• Loss direct interface between suppliers & customers
1 UCC with Pick-up Points (Kassel)
Browne et al, 2005
1 UCC with Pick-up Points (Kassel)
Browne et al, 2005
Poorly Loaded Vehicles on Direct Deliveries Replaced by Better Loaded Vehicles from UCC
1 UCC with Pick-up Points (Kassel)
Browne et al, 2005
Large Goods Vehicles on Direct Deliveries Replaced by Smaller Vehicles from UCC
Motomachi Shopping Street
• Commenced in Yokohama, Japan in 2004
• Developed to address concerns: roadside environment (air quality & noise) & traffic safety
• Aim: reduce number of trucks going through & parking on shopping street (300 shops)
See PIARC, (2012)
1 UCC with Pick-up Points (Kassel)
PIARC, 2012Motomachi Joint Delivery Centre in Yokohama, Japan
1 UCC with Pick-up Points (Kassel)
PARC, 2012
Features of Motomachi Shopping St
• Joint Delivery Centre (1km from shopping street, managed by independent business)
• 3 Eco-Cargo-Areas (parking stations to load/unload goods)
• Low emission vehicles (3 CNG vehicles)• Delivery from Eco-Cargo-Area to each shop
performed by cart• Distribution companies pay 150 Yen per parcel to
operator• Trucks reduced from 100 to 29
PIARC, (2012)
Binnenstadservice (inner city service)
• Commenced in Nijmegen, the Netherlands in 2008• Focuses on receivers & shippers rather than on
carriers• Subsidy only provided in 1st year (>9 cities now
operating)• After 1st year: ↓5% truck kilometres & ↓7% of truck
stops• Consolidation centre located 1.5 km outside city
centre, open 18 hours a day• When small retails join, suppliers then sent UCC
address for carriers to deliver goods towww.binnenstadservice.nl
Optimal location for each objective function
Objective function
Optimal location pattern
f1 : Transportation
cost
(2,5,7,10)
f2 : Costs of travel time
(1,2,5,15)
f3 : CO2
emissions (1,5,7,10,15)
Quak and Hendriks, 2012
Binnenstadservice
• Deliberately focuses on small & independent retailers
• Goods delivered when retailer wishes• Additional services: Storage, Home deliveries &
reverse logistics (waste)• Uses clean vehicles: electronic bicycles & natural
gas trucks, electric vehicles
Quak & Hendriks (2012)
Public Logistics Terminals
• Planning Decisions (Number, Size & Location) have significant impact on inventory-related costs & customer service levels
• Queuing Theory & Non-linear programming,
accounting for traffic conditions on road network
• Multi-objective optimisation model considering
transport & facility costs, travel time & CO2 emissions
Taniguchi et al, (2001)
Modelling
For determining viability for co-operative freight organization
• Size & Location of UCCs• Demand• Transhipment costs• Rates for use• Routes of JDS• Costs for UCCs & JDS• Benefits (noise, fuel consumption & emissions)
Structure of logistics systems
E xpre ssw a y
P ic kup/de live rytruc ks
L ine -ha ul truc ks
C e ntroid for pic kup/de live ry truc ks Inte rc ha nge
L ogis tic ste rm ina l
U rba na re a
U rba n s tre e t
C e ntroidfor line -
ha ul truc ks
C e ntroidfor line -
ha ul truc ksL ogis tic ste rm ina l
Taniguchi et al, (2001)
14
109
15
4
2
1
16
1112
13
8
76
5
3
(150)
(193)
(326)
(269)
(191)
(67)
(62)
(158)
(19)
(335)
(199)
(75) (6)
(91) (195)
(140)
Lan d p rice (th o u s an dy en /m 2 )
Cen tro id
No d e
No d e o u ts id e th e a rea
Can d id a te n o d e fo rlo g is t ic s te rmin a l
W es tJap an
Eas tJap an
Ky o to
Os aka
Exp res s way
Urb an s tree ts(Ord in ary ro ad s )
Lin k to n o d eso u ts id e th e a rea
( )
Study area (Kyoto-Osaka area in Japan)
Taniguchi et al, (2001)
Multiple UCCs
Optimal locations of terminals
Optimal size of terminals
Location patternof terminals
Number of trucks thatuse each terminal
Traffic conditionat each link
Upper level problem : Behaviour of planner
Lower level problem :Behaviour of each company
and each truck
・Terminal choice・Route choice
Optimal location model with co-operative freight transport systems (Taniguchi et al, 2001)
Ongoing Research
• Planning– Integration with other policy measures (eg. Road
Pricing & AFVs)– Incentives for participating carriers & receivers
• Modelling– Estimating supply chain impacts – Interactions between stakeholders (Agent Based
Modelling, see Duin et al, 2012)
References
Browne, M., Sweet, M., Woodburn, A., & Allen, J. (2005). Urban freight consolidation centers, final report. London: University of Westminster.
Crainic T. G., Ricciardi, N. and Storchi, G. (2009). Models for evaluating and planning city logistic transportation systems. Transportation Science 43(4): 432-454.
Duin, J.H.R. van, Quak, H., Muñuzuri Sanz, J., (2010). New challenges for urban consolidation centers: A case study in The Hague. Procedia Social and Behavioral Sciences 2:6177-6188.
Duin, J.H.R. van, Kolck, A. van, Anand, N., Tavasszy, L.A. & Taniguchi, E., (2012). Towards an agent-based modelling approach for the evaluation of dynamic usage of urban distribution centres. Procedia Social and Behavorial Sciences 39:333-348.
Kohler, U. (2001). City Logistics in Germany, Proc. 2nd Int. Conference on City Logistics, Okinawa, Institute for City Logistics, Kyoto.
Kohler, U. and O. Groke (2004). New ideas for the city logistics project in Kassel, in Logistics Systems for Sustainable Cities, E. Taniguchi and R.G. Thompson (Eds.), Elsevier, 321-332.
OECD (2003). Delivering the Goods: 21st Century Challenges to Urban Goods Transport, Paris.
PIARC, (2012). Public Sector Governance of Urban Freight Transport, PIARC Technical Committee B.4, Freight Transport and Inter-Modality, World Road Association.
Quak, H. and B. Hendriks (2012). Local retailers as key actors for sharing the urban space Towards a network of urban consolidation centers: lessons from Binnenstadservice, VREF Future Urban Transport (FUT) Forum, Gothenburg, October.
Rooijen T. van and Quak H. (2010). Local impacts of a new urban consolidation centre – the case of Binnenstadservice.nl. Procedia Social and Behavioral Sciences 2:5967–5979.
Taniguchi, E., R.G. Thompson, T. Yamada and R. Van Duin, (2001). City Logistics – Network Modelling and Intelligent Transport Systems, Elsevier, Pergamon, Oxford.
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