Optimisation of Urban Freight Systems by strategic co-operations. Approaches and Tools

Transcription

1 Optimisation of Urban Freight Systems by strategic co-operations Approaches and Tools

2 First traffic jam in the Netherlands: 1955 Utrecht, 1955: : vehicles/day

3 Impact of restrictions on costs 9 8 Gemiddelde Average kosten costs per per rolcontainer rolling container voor Filiaal for in het store Centrum in city centre Euro/Rolcontainer Dutch retail: 425 million/year Gemiddelde kostprijs per rolcontainer filiaal in Kernwinkelgebied Kostprijs per rolcontainer exclusief venstertijden in het Kernwinkelgebied with restrictions without restrictions

4 Regulation per municipality in the Netherlands over 16 million inhabitants shops/retail outlets 5300 supermarkets 53% of cities have Time Windows 43% have Vehicle Restrictions 59% have Restricted Access to Cente of which 21% permanent 6,800,000 cars 760,000 vans 165,000 trucks no time windows or vehicle restrictions vehicle restrictions time windows time windows and vehicle restrictions

5 The situation today Distribution of the deliveries over the day (as percentage of the total number of consignments in 24 hours) 70.0% 60.0% 50.0% 65.2% Peak in capacity needed Partially Self induced by retail Congestion Personnel present at stores 40.0% 30.0% 20.0% 10.0% 17.7% 12.6% Tilburg, Amsterdam, Breda, Utrecht, Rotterdam Leiden, Den Haag, Oosterhout Groningen, Leeuwarden Den Bosch 0.0% 1.6% 2.7% 0.1% 06:00-11:00 11:00-18:00 18:00-21:00 23:00-06:00 variable unknown

6 Recent survey What is the impact of municipal regulation regarding city distribution of cargo on vehicle kilometres and fleet size? Different scenarios Data of: 20 chains of supermarkets (2249 st, 35 dc) 3 chains of department stores (328 st, 5 dc) 4 chains of drugstores (1777 st, 5 dc) 4 chains of electronic equipment stores (285 st, 6 dc) Per DC and store: locations, opening hours, volumes, time windows, frequency, vehicle restrictions, road network, vehicle characteristics

7 Stores and DC s Each chain has has stores in in municipalities of of all all restriction types! Synergy potential between DCs DCsnot used! > separate networks

8 The Hague

9 Integrative modeling approach Network design and optimization Cost calculation Evaluation of the network design Network design ABC module Simulation module Validation of the design and robustness Strategic Structure and alignment of the network Facility location Inventory management Transporation RESPONSE TM Network Design and Optimization Suite Operational Scheduling and resource management Simulation techniques Vehicle Routing Scheduling

10 Model used Vehicle routing problem with time windows (VRPTW) To complex for exact solution > heuristic approach Based on genetic algorithm of Homberger and Gehring (1999) Minimise costs (time or distance) delivering all customers within restrictions NofRoutes leavetime cpr NofRoutes + cph = traveltime r 1 NofRoutes NofCustomersInRoute( r ) cpkm distanceroute r = 1 c= 0 ( r,nofcustomersinroute( r )) + route( r,nofcustomersinroute( r )),depotid leavetime( r, 0) ( r,c ),route( r,c + 1) + 0

11 Overview of scenarios Scenario Time Windows Vehicle Restrictions In night distribution Current situation Yes Yes No Theoretical scenarios: 1 No restrictions No No Yes 2 Impact in night distribution No No No 3 Impact vehicle restrictions No Yes Yes 4 Impact of time windows Yes No Yes 5 Impact of municipal regulation Yes Yes Yes Realistic scenarios: 6 Only time windows in big cities Yes and No Yes No 7 National uniform wide time window Wide Yes No 8 Local sequential time windows Sequential Yes No 1

12 Visualiser Convince chain partners by showing the differences between scenarios in a way they understand! Most of the time, they are not mathematicians! Randstad 2

13 Results (1) Current situation No Restrictions No In night distribution Vehicle restrictions Time windows Municipal regulation Fleet = Kilometres = Cities > National uniform time window Regional sequential time window

14 Results (2) Fleet current Kilometres (*1000) current 4

15 Results (3) 6%! Kilometres (*1000) Fleet 4,7 Length time window (hours) 5

16 Results (4) Impact of restrictions Supermarkets Department stores Drug stores Electronic equipment stores Fleet -53% -67% -42% -63% Kilometres -20% -43% -33% -39% 6

17 Results (5) Regional partial sequential time windows: hardly any impact! In general not much regional routes but optimal spread of drops Optimal sequence different per chain of stores or suppliers Trucks used whole day: combination with no-time window areas Reason why increase of fleet is caused by trucks, not by vans Balance vehicle capacity and optimal trip length (driver shifts) Density of time window zones too low Only for regional chains of stores in an area with high density of cities with time windows Full sequential in bigger area (morning/afternoon) Bundling via city distribution centre 7

18 Conclusions Regional tuning of small time windows gives no improvements Impact of municipal regulation mainly depends on length of time windows; a small increase shows already benefits without additional disadvantages Small time windows deliver local improvement on liveability but deterioration on national scale due to increase of fleet and kilometres Different focus/scale of chains of stores and municipalities cause at the end only negative impact of regulations (one full network versus relevant parts of all networks) Bundling of several suppliers in one truck seems to be the only way out 8

19 An alternative using the City-Box Current situation in 53% of Dutch cities Retail warehouse Outlet in urban area E Fresh/Apparel/Food Non-Food Finished product Small trucks due to restrictions Peak in before 11:00 am Loss of capacity during the rest of the day S Supermarket/outlet/ store/consumer S Time windows Vehicle restrictions Structure using the city-box Retail warehouse Crossdock location Outlet in city center E Fresh/Apparel/Food Non-Food Finished product in city box S Supermarket/outlet/ store/consumer Time windows Vehicle restrictions 9

20 An alternative using the City-Box Retail warehouse Crossdock location Outlet in city center E Fresh/Apparel/Food Non-Food Finished product in city box S Supermarket/outlet/ store/consumer 0

21 An alternative using the City-Box 1

22 An alternative using the City-Box City box standard loading unit 2.25x2.55x2.25 meters rolling containers, pallets, boxes and racks lift-rolling minimizing the handling on crossdock standardization city-box standardization of vehicles 2

23 Visualiser Tilburg 3

24 Impact of noise / emission 4

25 Impact of City-Box on kilometres, routes and emission 120 emission Emissies Tilburg kilometres Vrachtwagenkilometers Tilburg , , NO2 60 routes Totaal Emissies Tilburg 400, , ,000 NO Huidige situatie Inzet stadsbox optie 1 Inzet stadsbox optie 2 Totaal effect 100, Huidige situatie Inzet stadsbox optie 1 Inzet stadsbox optie 2 Totaal effect 20 0 Huidige situatie Huidige dataset Totaal aantal ritten geschat Totaal effect 5

26 Conclusions Less routes due to increased load factor Reduction of kilometres mainly on line hauls\ Further improvement: Frequency Drop size Time windows Vehicle restrictions Improvement car technology 6

27 More information? G.W. (Egbert) Guis MSc TNO BU Mobility & Logistics