Improving the Energy Efficiency of Freight Transport
A Logistical Perspective
Professor Alan McKinnon
Kühne Logistics University, Hamburg
Chalmers Energy Conference
16th May 2013
Gothenburg
•
16 MAY 2013
Global Energy Consumption in the Transport Sector
43%
57%
Source: International Energy Agency, 2012
Freight energy consumption increasing faster than passenger transport
In the EU freight transport energy consumption to exceed passenger by early 2020s
Levels of Intervention
Supply Chain Structure
Logistics System Design
Vehicle Routing and Scheduling
Vehicle Design
Focus on Low Energy / Carbon Technologies for Trucks
Total fuel consumption (at 104 km per hour, fully loaded, level road)
reduced from 41.5 litres per 100km to 24.6 litres per 100km (-40%)
Aerodynamic losses
Base 85kw
Target 68 kW
US Class 8 truck
Auxiliary losses
Base 15kw
Target 7.5kW
Rolling resistance losses
Base 51kw
Target 31kW
Drive train losses
Base 9kw
Target 6.3 kW
Vehicle-related Energy Reduction Opportunities in Other Modes
Super-eco ship (2030)
Levels of Intervention
Vehicle Maintenance
Vehicle Design
Relationship between Truck Tyre Pressure and Fuel Consumption
Source: Michelin
Electronic monitoring of
tyre inflation and
performance
Pirelli Cyber Fleet
Levels of Intervention
Driving
Vehicle Maintenance
Vehicle Design
Fuel Efficiency L/100 km
Variability in Driver Fuel Performance
Source: Mercedes-Benz
Average
Driving style (based on FleetBoard evaluation)
Safe and Fuel Efficient Driving (SAFED) Programme 8000 drivers 7% fuel saving
Training in eco-driving skills
by truck simulator
Electronic Monitoring of Driving Behaviour
Levels of Intervention
Vehicle Routing and Scheduling
Vehicle Loading
Driving
Vehicle Maintenance
Vehicle Design
Effect of Capacity Utilisation on the Energy Intensity of Freight Modes
Source: Marintek et al, 2000 (for IMO)
(weight-based)
Sensitivity depends on the ratio of vehicle net weight to gross weight
% of Truck-kms Run Empty in EU Countries, 2007 and 2010
Energy consumption per tonne-km is typically 70% higher
when truck returns empty
Source: Eurostat, 2011
higher energy
intensity
Levels of Intervention
Vehicle Routing and Scheduling
Vehicle Loading
Driving
Vehicle Maintenance
Vehicle Design
Vehicle Routing and Scheduling
Calibration of Computerised Vehicle Routing and Scheduling (CVRS) with telematics
data to allow for daily / weekly variations in road speeds
Case study:
- electrical wholesale in S.W. England
- retail distribution in 3.5 tonne vans
- 7 routes
- 15 min time periods over 3 months
Source: Maden, Eglise and Black, 2010
Varying average road speeds in line with telematics data yields 7% saving in fuel
Effects of Varying Start Times for Deliveries
across the UK Trunk Road Network
Source: Palmer and Piecyk, 2010
Opportunities for delivery rescheduling often tightly
constrained by production and distribution processes
Levels of Intervention
Choice of Transport Mode
Vehicle Routing and Scheduling
Vehicle Loading
Driving
Vehicle Maintenance
Vehicle Design
Switching to More Energy Efficient Freight Transport Modes
Average energy-intensity of US freight modes
Air freight
Heavy trucks
Class 1 railroads
Source: US Transport
Energy Data Book
Domestic
waterborne
0
2000
4000
6000
Kjoule per tonne-km
60%
saving
Source: UK Freight Best
Practice Programme
8000
Levels of Intervention
Design of the Logistics System
Choice of Transport Mode
Vehicle Routing and Scheduling
Vehicle Loading
Driving
Vehicle Maintenance
Vehicle Design
Reversal of Centralisation Trends to Cut Freight Transport Energy Use?
Impact on total energy efficiency
of the logistics operation ?
CO
energy 2
consumption
Emissions
CO2 Trade-offs
energy
trade-offs
total logistics energy
total logistics CO2
Inventory-related
COenergy
Inventory-related
2
warehousing CO2
warehousing energy
transport
transportCO
energy
2
Minimum
minimum
CO2 footprint
energy
use
no.of warehouses
Impact of Port Centric Logistics on Transport Energy Use and Emissions
London Gateway
% reduction in CO2 emissions from PCL
45%
40%
35%
30%
25%
20%
15%
10%
5%
0%
-5%
-10%
1
1.5
2
2.5
3
ratio of box van loads to container
3.5
4
Levels of Intervention
Management of the Supply Chain
Design of the Logistics System
Choice of Transport Mode
Vehicle Routing and Scheduling
Vehicle Loading
Driving
Vehicle Maintenance
Vehicle Design
UK Starfish Project: Benefits of Multi-lateral Supply Chain Collaboration
Consolidation of Inter-regional Flows
channelling flows through consolidation hubs in each region
S
C
D
Region 1
Region 2
S
D
D
D
C
D
D
C
S
Region 3
S
S
S
D
D
D
C
% saving for Part Load Movements Affected
% saving over All Movements
C
Total
Cost
Total
Kilometres
11.7%
2.6%
20.8%
4.3%
Total
Hours
Tonnes
Total
Fuel
ofused
CO2
6.1% 18.9%
1.7% 3.7%
C
Horizontal Collaboration Initiative Involving 4 Companies in France
Production
facilities
P
Shared
Warehouse
Orléans
Retailer
warehouses FR
Supermarkets
outlets FR
W
VMI information
Individual suppliers
Supplier collaboration
Retailers
Channelling Flows through a Collaborative DC in Orleans
Orléans
100%
80%
60%
FMCG 1
Wrigley
FMCG 2
Saupiquet
UB
FMCG 3
40%
Mars
FMCG 4
20%
0%
Individual
Without
collaboration
Collaboration
With
collaboration
Reduction in Road
Transport Costs
Multi-level Intervention – Multiple Stakeholder Involvement
Management of the Supply Chain
Design of the Logistics System
Choice of Transport Mode
Vehicle Routing and Scheduling
Vehicle Loading
Driving
Vehicle Maintenance
Vehicle Design
Vehicle + equipment
manufacturers
Logistic service providers
Individual shippers
Supply chain partners
National Government
European Commission
Contact details
Kühne Logistics University – The KLU
Wissenschaftliche Hochschule für Logistik und
Unternehmensführung
Brooktorkai 20
20457 Hamburg
Tel.: +49 40 328707-271
Fax: +49 40 328707-109
E-Mail: [email protected]
Website: www.the-klu.org