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Logistics: Managing forward and reverse material, resource, information and financial flow to
customer’s and third-parties’ satisfaction
Shorter lead times -> investments to redesign process, shorter transportation times
Fewer suppliers
Deliveries of components on function level (nut-and-bolt vs. assembled) -> higher value and more
value tied in stocks, requires larger storage are for larger components
Time and place utility: In the right place at the right time
Inbound gateway: entrance of goods to network. Opposite is called outbound gateway. Gateways
can only receive or send goods.
Demand chain: all companies between the company in focus and end customer, sends orders
Transportation of goods to the right place at the right time adds equally much value regardless the
choice of transportation mode (air, road…), i.e. the journey doesn’t add value.
Time window: Between two points in time the delivery must be performed
Slot: where a container can be put or when a plane can land or a ship can dock etc.
Allotment: capacity reservations that can only be used by certain transportation purchasers
IT can be used to create larger virtual companies of small production units and gain economies of
scale.
2 Goods transports
- Material flow system: flow of products through processes within and between organizations
For the transport system to be necessary there must first be financial incentives and articles to use in
the material flow on the market (financial and article flow systems)
2.3.4 Shipping
Sorts: Cargo vessels and ferry/passenger vessels
Shipping has lost market shares due to the demand for faster transports
Shipping and railway for low-value goods, air for high-values, road for everything in between
- Increasing fuel costs: favors railway that isn’t dependent on fossil fuel (environmental taxes)
- Environmental issues: traditional emission discussion, but also noise and traffic jams. Can technical
development cope?
- Resource utilization and size of vehicle: different vehicle lengths allowed in different countries; re-
combine when entering new country. Increase in fuel costs -> high resource utilization
(competitiveness). Solution: smaller vehicles (mostly possible for road transports)
- Transportation standards: Trucks standardized and near contact with market. Piggyback: rail long
distances, road for distribution
- Competition and technical development: Truck transports further potential for development.
Railway great potential through upgrading of tracks, new wagons and use of Automatic Traffic
Control
- Time for transportation: Rail 30% slower than trucks on average. Improve rail through higher
transportation quality and better utilization
- Tied-up capital: Favors rail and road over sea. Sea focuses on petroleum products; what is the
future of that market? (scarcity, environmental awareness etc.)
- Different types of direct traffic to large ports: Good rail and road connections to harbors important.
Decreasing value of goods transported -> increasing importance in choice of load carrier
Avoid transporting high-value goods with low-speed transport modes; creates high capital costs
4 Freight transportation
4.1 Flow structure
Link structure: the logistics flow can be considered on different levels
- Consignment level: Articles that are connected through activities can be viewed as an entity, thus
enabling efficiency and cost reductions. Consignments are created through consolidation
- Channel level: Combining consignments by e.g. using a joint container, semi-trailer etc.
- Corridor level: Combining channels in a node. E.g. coordination of containers to fill a vessel.
Part loads: 1 ton≤W≤5 tons, no need for terminal to consolidate few large consignments that are
large enough for unit load carriers (e.g. EUR-pallet). Price according to weight – and distance-
dependent tariff.
General cargo: 100 kg<W<1 ton, price charged per consignment according to weight intervals.
Requires more handling than part loads. Higher-value goods than in part loads -> faster mode of
transportation
Parcels: 1 kg≤W≤100 kg, High-value goods -> fast transports (air). Low transportation need -> load
carrier varies from case to case. Large transportation companies with IT systems and sorting
establishments handle parcels.
Light goods: W≤1 kg, National postal services or international express delivery companies handle
transport. Sorting needed; can sometimes be automated (e.g. for letters)
Full load carrier to one customer -> heavily reduced transportation times, cost efficiency
Examples of FUL: full container load (FCL), full truck load (FTL)
LUL: consolidation and linking in network necessary. Increase in costs and transportation times
Ordered transport: Single transport performed to customer’s order. Direct transport, focuses on time
rather than cost.
Dedicated transports: For one customer with large flow of goods. Optimized timetable (Just for you –
J4U). Fixed prices decided through agreements.
Airfreight:
- Regular line traffic: Fixed timetables and freight rates. Mostly co-freighting with passenger traffic
- Charter traffic: Specially adapted transportation of only goods. Full-charter if one customer, split-
charter if many
Four principles: Tackle basic problems, eliminate waste, use simple methods, design systems for
problem exposure
JIT -> low obsolescence risk, flexibility, lower investments, shorter through-put time, less inventory
etc.
Forwarders’ (middlemen) task: take care of consignments, custom clearance, re-loading, storage and
insurance for another party. Do not execute the transporting; that is done by transportation
operators
One party logistics: Either the buyer or the producer handles logistics
Two party logistics: Buyer and producer have joint responsibility for logistics. Transport operator
used for transport assignment.
Third party logistics: Long term cooperation with third party distributor, who handles some or all of
the logistics activities in one or both companies.
Broker: Link used in short term cooperation between two companies. E.g. trading house;
intermediary of contacts
3PL handles physical flow and information flow concerning physical flow of goods
5 Road transportation
5.3 Vehicles
This chapter goes though different types of vehicle and technical data.
A vehicle is divided into two parts, the load carrying capacity which should be as large as possible and
the technical part, which is the one driving the vehicle forward. In contrast to the load carrying unit
this should be as small as possible in order to maximize the area in which goods can be put. The
vehicles closest to the DC:s are often smaller, 2-axles whereas for long distance 2 times 2-axle are
used. Another solution is semi-trailers where the vehicle can be disconnected from the load carrier.
Roads have shown signs of saturation due to too much traffic. This problem could be handled by:
- Controlled traffic ,jams in traffic are due to vehicles not keeping the same speed. If they were to
have the same it would be easier and this could be done by controlling the traffic.
- Double carriages, between trucks on the road there is a space, the breaking distance, which for
trucks are quite long. By connecting vehicles, either physically or electronic, the spaces is saved.
When connected electronically all vehicles are keeping the same speed and when needing to break,
the vehicle last in the queue begins.
- Wagon-design-dependent separation
- Track-bearing-dependent separation
- Track-design-dependent separation
- Freight express trains; trains that transport urgent goods, type A. An average speed of 90
km/h, which is the fastest means of transportation on land.
- Conventional freight trains; B transports of wagon loads between bigger stations, an average
speed of 70 km/h.
- Local freight trains; between smaller stations which are connected with the flow of the
previous types of trains.
The limitations for the size of trains and wagons are in Europe foremost due to the fact that the
railways are electrified, hence the size is limited by the overhead electrical lines.
Loop transportations are when a train picks up goods on different rounds (milk round). There are
loading operations instead of marshalling, although there are loop trains with marshalling as well.
You can increase the capacity of the single track by having multiple train sets going in one direction,
and when all have arrived multiple sets go in the opposite direction.
Speed separation is when all traffic with the same speed is located to the same time, hence
eliminating waiting times, for example passenger and goods traffic.
Virtual nodes are a side track that allows trains to meet and overtake each other on a single track.
The virtual nodes allows trains to go from both directions at the same time on a single track and
meeting at the virtual node.
6.9 Modular unit load for the rail loading profile, C-Sam
Making rail-bound goods transportations efficient by combining different demands, one way is
having a system with mini-containers, developed in Asia.
A system for modular unit load for the rail loading profile, called C-Sam. Uses the measures of rail
wagons length-wise and trucks breadth. And from these measures adopting to the highest possible
loading profile for both means of transportation. Creating high volume utilization, compared to EUR-
pallets that optimizes the area.
Chapter 7 – Sea transports
7.1 Development
There are high cost efficiencies of transporting goods by ships:
The chapter goes through the history of volumes and sea transports.
- TEU: Twenty foot Equivalent units, how many 20 ft containers can be loaded on the ship.
- The draught, free board, the height of the closed deck above the water line.
- DWT: dead weight ton.
Single link: two ports connected by one relationship. The ships are completely unloaded at every call
at port which eliminates all sequencing and tracking of the goods.
Several links: sequencing and tracking is necessary since going to different ports, either only
load/unload in all ports except the one where the ship turns.
Several links with a central link: connecting several ports but with one central link in the middle. Can
be one connection between two port systems, or different parts of the world such as Europe and
Asia or North America. The central link should have fully loaded ships. All ports in a line system have
the same status = base ports.
Loop system: connects several ports, easy to extend. There could be two-way traffic with one ship
going in each direction. The disadvantage is that ships are never fully unleaded.
Feeder: control flow between larger and smaller ports, distributes the goods that comes in to the
large ports out to the smaller ones. By using smaller ships you gain higher frequency.
The imbalance concerning seaborne transportations can be divided into four different types:
- Structural imbalance: derives from the cargo. The existing outbound and inbound flow of
cargo from one and the same port is not equal, often due to underlying industrial systems.
- Design dependent imbalance: Cargo only in one direction due to the design of the ship. For
example ships carrying liquids to one port, don’t export liquids from that port and the ship
needs to sail empty.
- Commercial imbalance: the payment for transportation will determine where the ship will be
used. If revenues aren’t big enough the ship will be moved to more lucrative links.
- Operational imbalances: the sea transportation system is designed according to operations
supply of ships. Imbalances occur as a result of how ships operate and re directed.
Container ships are often LoLo and lifted on and off the ships by using cranes to pick up the
containers which are placed in a cell system.
RoRo, transports everything that are in rolling load carriers.
PCC – Pure Car Carrier, specialized RoRo-ships only having personal cars, for export.
Ferries and passenger ship are also an important link to truck transports since they are operating as
floating bridges.
Bulk ships transport solid and dry cargo/mass goods, such as cement, grail, and ore. Can be pure bulk
ships or a combination with bulk and other cargo.
Tankers carry liquid bulk as cargo. Can contain different products of different sizes and quality.
- High filling rate; not to high, since that would result in an increase in transportation work
- Reduce transportation work; placement takes frequency of use and order of work into
account
- Easy to find and access; time-efficiency
Maximizing storing efficiency -> low accessibility, low capital costs, high operating costs
Maximizing handling efficiency -> easy and fast accessibility, high capital costs, low operating costs
Articles classified according to volume value. A-articles are closely monitored, while monitoring of C-
articles can be standardized.
Disadvantages: low value/high consumption and high volume/low consumption in the same group,
profitability not considered, complementing products might end up in different categories
Can be used for: storage control, differentiate delivery service, choose physical locations in stock,
and classify suppliers
Product-quality analysis:
Diagram where number of pallets/units of each article in stock compared to total amount of
pallets/units
Diagram that shows the magnitude of each article’s flow through storage
ABC-grouping:
Used to decide on customer service level, availability, safety stock, grouping etc.
Perform ABC-analysis regularly to take price and average consumption changes into consideration
Note: Products in start-up phase often C-category, but need close monitoring
Stratum:
Advantages: shows where resources have largest effect, facilitates reduced inventory levels
Article assortments increasing due to focus on demand chain -> economies of variety
U-shaped flow: Goods enter and exit in the same part of the facility. Place stock depending on
frequency of use.
Two other types: triangular flow and circular flow (sending and receiving combined)
Advantages: Reduces number of transfers and trips, faster loading/unloading, standardized handling
and storing equipment, reduced risk of damage or theft, simplified inventory, high efficiency in
stacking
Large units (for transportation) built up of smaller units (for picking in stock)
Comparison: equal average time in storage, median time higher for FIFO, but maximum time can be
very long for LIFO (affects quality, waste levels etc.)
Too high utilization of storage -> difficulties locating, storing and handling goods (could be solved
through automatic structuring during non-production hours)
The principle of picking position: Products that are often picked together should be placed near each
other
The principle of family groups: Articles stored together if they have similar characteristics
Linear flow -> increased refilling work when transportation work is decreased
Store articles that are often ordered at the same time near each other
Exception: if articles look similar and could be mistaken for each other
The principle of size: Large, heavy goods is stored near to where it will be used
Short aisle -> high picking efficiency; especially if picking in different aisles for the same order
The principle of height: Preferable to place goods in the “golden zone” (75-140 cm) for ergonomic
reasons
Common in automatic storage. Goods moved around to optimize storage, e.g. next-day deliveries
placed near shipping area. Often done outside working hours.
Rack: storage construction with horizontal and vertical elements, used for unit loads
Short-side or long-side handling: defines which side of the pallet faces the aisle
Either stack on top of each other (max. 4-5 m) or build different “floors” in storage
Entire sections are mobile and can be moved on rail (mostly packed tightly) to create moving aisles
Carousel storage: Computer system picks small items from horizontally rotating shelves
Rotating storage: Personnel picks small items from vertically rotating shelves
15.4 Automatic storage
Automatic delivery of goods on automatic or manual signal.
Expensive investment, used when more than 100 pallets/hour are handled
Delivery to picking spot, where a roller chain conveyor or truck takes over
- Unloading zone
- Preparation zone; unpack, check, mark, repack
- Storing zone; where goods can be picked
- Loading zone; for transportation to customers
Buffer located near: Near picking zone, but tools must be used to access pallets
Picking zone buffer: Buffer in picking zone is used in case of shortage and refilled from buffer located
near or aside
One row – the entire assortment: a.k.a. order picking, one collector picks everything. Low picking
efficiency, but reduces risk of mix-up of orders
Several orders – part of assortment: a.k.a. article picking, picking for several orders separated by
article. Good when manufacturing stations assemble little part of article assortment. Enables
handling of high volumes and fast picking of orders. Consolidation is performed in sorting zone.
Several orders – the entire assortment: a.k.a. co-picking, one collector picks several orders, either
sorting in carrier or in sorting zone. Reduced transfer time, but increased handling time. Article
picking: only one article is picked for many orders.
High picking: Picking from all heights using high-lifting picking trucks or stacking cranes
Station picking: Pallets automatically picked from storage and delivered to manual picking station on
a conveyor belt. The operator picks what is needed and sends pallets back to storage.
After storing new goods, the article balance is updated. Information on storage spaces is placed in
central storage book, location directories or on planning boards
15.6.5 Picking
Not important
Package – EU definition: All products, including disposable, that are used to contain, protect, handle,
deliver and demonstrate goods through entire supply chain
Modules: To fit in every part of the supply chain the package should consist of modules (large units
for transportation, small for picking…). The large units should be multiples of the small ones. The
package should be optimized to meet customer demands, optimize volume utilization in vehicles and
adapt to its environment.
- for the product, market, loading modules and transportation and production systems
(handling equipment)
- according to restrictions (regulation) and social expectations
- considering available packages
Influencing function: Corrosive, toxic, volatile, odorous, limited durability, sticky, sensitive for
corrosion, fragile, abrasive, sensitive for scratches
Sensitive against the surroundings: Mechanical impact, vibration, abrasion, crushing, variations in
temperature, oxygen, odors (remaining), light (bleaching), decomposition (chemical changes),
incompatibility with materials, rodents or insects
Demands on the package in combination with the properties of the product: dirt resistant, moisture
resistant, dust resistant, prevents waste (theft), will not corrode, compatible
16.3.5 Damage of goods
Sometimes a damaged product is physically repairable, but not economically; e.g. cars
Reasons for damage: defective packages, loading with other goods, goods do not withstand statutory
cargo securing, negligent handling
Border crossing transportations -> high damage costs due to accidents, waste, theft and handling
faults
- Theft and waste decreased by better routines and marking of goods, handling faults avoided
through training and better methods
Optimize costs: Find the combined minimum for packaging costs and damage costs
16.4 Stress
Three types of stress: mechanical, climate and biological. These should be minimized.
Handling stress: falls and thrusts; secure goods to avoid damage and use fast equipment instead of
fork-lifts to avoid thrusts.
Height for which 99% of all packages collapse: ; h=upper limit for normal handling
(cm), m=product weight (kg), H=largest dimension of the package (cm)
Movement stress: Stacking pressure, vibrations and thrusts. Height limitations reduce stacking
pressure for all transport modes except sea; can be reduced by using containers. Low vibration
values for sea and train, high for air transportations. Thrusts are not issues for rod and air, but for rail
they occur when shunting.
16.4.4 Stress due to the climate
Exposure to water, oxygen, dust and particles in general. Corrosion risk when cold. Sea transports;
hot -> cold climate -> risk for water vapor condensing on goods, cold -> hot climate -> risk for
condensation on slowly heating goods. Some goods need to be in a temperature regulated
transportation; package can help achieve such a climate.
Bacteria and mold need food, oxygen and water to survive. Package contains “food”, oxygen is
difficult to eliminate -> reduce humidity
16.5.2 Covers
Paper has poor moist resistance, can be improved by impregnation with petroleum or wrapping in
plastic materials. Film or foil paper is wrapped around goods and sealed through welding, taping etc.;
transparency -> easy to identify goods
Shrink technique: film is shrunk through convection (hot air) or less commonly through infrared
radiation
Stretch film technique: mechanical stretching, film fixed by welding of seams. Low material usage ->
low costs
Plastics: affected by UV-light, brittle when cold, viscous when hot, not affected by moisture
Textiles: affected by moisture when natural fibers, temperature when synthetic and by UV-light in
both cases
Classification method: Evaluation can be carried out through follow up of actual results of
distribution, field studies or laboratory tests
The execution of the tests: How the tests are carried out depends on how much time is available,
dimensions of packages, number of available test packages, contents of the package, possibility to
simulate reality (distribution systems) and existing information on package and product
16.6.4 Dampers
Avoid resonance due to convergence of transportation frequency and product frequency by
absorbing vibration energy between package and goods by using dampers. Dampers can also absorb
thrust energy and protect product from it. Dampers are made from form stable or non-form stable
materials.
Alternative to return system: reduce need for packages or use standardized load carriers (e.g.
containers)
Responsibility of the producer: producers ensure recycling and extraction of energy and the
consumers must return packages (meaning), includes companies that manufacture, import or sell
packages (responsibility), all types of package materials are included (extent)
Ownership:
Cost for return systems: administration, tied-up capital and storage, purchasing and scrapping, waste
and theft, return transports (combine with other transports if possible), sorting and inspection,
reparations and cleaning
Chapter 17 – Unit loads
Man load = 50kg. Too heavy for manual handling today, unit load must have lower weights.
It is preferable to decrease the amount of manual handling, especially when changing traffic modes.
Total cost of transportation can be reduced if the single items do not need to be handled separately
when unloading and loading while changing between carriers. It is preferable to use larger unit loads
and handle them mechanically. With increased mechanization the time for loading and unloading can
be reduced, the vehicle’s waiting times and related costs are reduced as well.
Mechanization requires investments handling equipment, pallets, containers etc. There are
additional costs for empty returns and administration. The cost reduction on the other hand can be
made from:
Size – The unit loads should be as large as possible to establish efficiency, but not so large
that handling difficulties occur.
Time – The units should be formed as early as possible in the logistics chain and broken down
as late as possible (at the place of consumption). This might decrease the size of the unit
loads because there must be enough space for them in the inventory of the consumption
space.
Shape – It must be stable to be able to mix it with other unit loads of different weights.
Handling – The load carriers must be easy to handle with all present equipment in the
transportation system, thus in all places where handling activities occur.
Open system – The components outside the system interact with the surroundings. It yhe
open system the unit carriers are of general character which makes it possible for nearly all
kinds of goods on those carriers to be efficiently linked to the open system. Transportation
systems designed to transfer containers are typical examples of an open system.
Closed system – The system is independent of the surroundings
The system boundaries differs, the simplest form consists of one single link ((I) in the figure) one
example is large railway containers. These containers cannot usually be used by another system due
to the dimensions.
In system (II) two or more links are included (transportation relations) with intermediate nodes
(terminals). One example is heavy cassettes, designed to be transferred between RoRo ships.
In system (III) the links adds up and the closed system increases in size, can be seen as an open
system in itself.
In the closed system (I&II) it is usually the owner who designs the specialized load carriers because
they have generally no value or use outside the system. However, in the open system (III) general
containers can be used in different areas and therefore have an alternative value. For this reason it is
common that an external owner finances the load carriers to be rent by the goods’ owner.
17.1.4 Standardization
The standardization of load carriers facilitates the handling at the terminals (node) because it only
requires a few different kinds of handling equipment at the nodes, specialized unit loads = handling
equipment is needed for all different types. Standardization is preferable and can take place at
different levels; within the company, in a group or at national and global level. The most
comprehensive standard is drawn up by ISO (International Standardization organization).
There is one problem with unit loads which is empty returns. The system must find strategies to help
fill the load carriers also on the way back and try to balance the flow.
the situation.
Advantages (eight):
1. Reduced handling time since the load carriers and handling equipment are suit together.
2. Simpler and faster transferal between transportation means since all transportation units
are adapted to the handled load units, reduced complexity and time.
3. Reduced terminal time for the transportation means. The waiting time for the
transportation means decrease.
4. Reduced damages on goods since the goods are enclosed in the load carrier at an early
stage.
5. Reduced packaging costs. By enclosing the goods in the load carrier at an early stage, the
packaging can be almost eliminated. Also, if packaging is eliminated, there is no need for the
producer to care about collecting used packages.
6. Easier to choose load carrier type since there are no alternatives.
7. Simpler documentation since all load carriers is handled the same way documentation is
minimal.
8. Simpler rules for responsibility and assurance. The rules are simplified thanks to
standardization.
Disadvantages (five):
1. The means of transportation must be adapted. All the vehicles to be used in the system
must be constructed to be able to transport the load carriers.
2. Larger handling equipment. Larger load units are preferable and therefore the equipment
must be able to handle the (heavy) weight.
3. Large terminals and flows.
4. Load carrier costs. There is a need to have surplus amount of load carriers in order to avoid
unpleasant accumulation of goods. This surplus results in additional costs.
5. Repositioning of load carriers. If there is an unbalance in the system, i.e. it exist source
(large outflow) or sink (large inflow) nodes, the load carriers must be repositioned to this
source or sink. The transportation of (half) empty units is associated with costs.
It is preferable to have space beneath the unit load in order to enable forklift work.
Pawn systems where the pallets are left at the receiver who pays an agreed sum of money.
Pool system where a certain amount of pallets are at the disposal of a certain amount of users.
The pallets can be made of wood (cheap to produce and easy to repair), plastic or steel.
All of Europe, except from England has a common pallet system. The European pallet system is built
on 400 x 600 mm modules to facilitate efficient pallet utilization. The shelf systems in the grocery
stores are designed from these modules in order to provide good space utilization.
The Europe pallet is the most common, with dimension 800x1200 mm. A semi-pallet is half a Europe
pallet 600x800 mm and mostly used in the manufacturing industry for very heavy goods. There is
also an ISO-pallet with the dimensions 1000x1200 mm.
The predominant number of pallets are reused, but one-time pallets may be preferable in specific
cases. For example when the producer requires specific dimensions or if the return transportations is
very hard to arrange. The one-time pallets is cheaper (30-50% than the europe pallet) because they
do not have to be as robust as return pallets.
17.3.2 Standardization of return pallets
Since the pallets are eventually placed on a load carrier like a vehicle, wagon or a container, the
dimensions of the pallet should facilitate optimal utlization of the available space. Europe pallets are
very suitable in railway wagons and trucks, but not in containers because of the inner dimensions.
New standard dimensions arise in different countries to increase the utlilization and filling rate
during transportation.
The different dimensions create handling equipment complexities but on the other hand, just one or
a few pallet dimensions would force some countries to change the dimensions of the wagons and the
containers instead, which is unrealistic and far too costly. Such a change must be combined with the
investment cycle in order to renew the transportation fleet.
17.4 Flats
17.4.1 Container flats
A standard for load flats has been worked
out, which directly conforms to the normal
standard for containers and is called a
container flat. There are two standardized (SIS) sizes: 10-feet and 20 feet. A container flat should be
equipped with a number of construction details in order to fulfill the demands of handling and
transferal with standardized equipment for containers:
Corner fittings
Tunnels for forks
Brackets for straddle carriers
Lashing points for the load.
The swap bodies are not as standardized as containers. Two or three pallets may fit on a swap body.
In Sweden among other countries, the swap bodies are wider which makes the unloading procedure
easier. A normal swap body has a weight of 1800-3300 kg, but when loaded the weight range
between 16-32 tons.
17.5 Containers
17.5.1
A holder is called a container if it fulfils the following six ISO-criteria:
Freight container = ISO container. 20-foot (TEU, Twenty foot equivalent unit) and 40-foot (sea
container) containers are most common. Containers are converted to TEU in statistics. The trend
today is to increase the height of containers, because there is not the same need for standardization
as for width and length.
ISO have two types of standardized containers “serial 1” and “serial 2”, where the “serial 2” is based
on the metric system. These two dimensions are the most commonly used internationally, but they
are not applied in northern Europe. The gross weight of the load carriers is also standardized. The
possibility to stack containers depends on the conditions, in the USA double stacking is used on the
railways but that is not possible in Europe since the railways are electrified for instance.
The ISO containers have a relatively high empty weight (tara) of 2200 and 3800 kg for the 20-foot and
the 40- foot respectively. There are several models of containers depending on purpose:
Tank containers for liquids like beverages, chemicals and petroleum products.
Containers flat with or without gables for large constructions that are hard to load
Cold or heat containers for goods that are temperature sensitive.
Tipp-enabled containers for bulk goods i.e. unpacked mass goods.
In Sweden (Cesam container) and Norway (Minicontainer) another, smaller type of container is used.
The system has its advantage that it utlizes the larger vehicles allowed on the roads and railways but
the disadvantage is that the system is tied to one specific area and cannot ne used on foreign roads.
At least one of the container doors should be placed on a gable and the opening should be as wide as
possible, preferably comply with the inner dimensions. A standard container should have a minimum
inner dimension to simplify dimensioning of loading pallets.
Besides the ISO container there might be a need for specialized containers to carry specific items like
frozen goods or tank containers for liquids.
The width (2,42 m) of a container is not suited for smaller modules like loading pallets. There is a
possibility to increase the width of the containers to give place for two pallets instead of one, but
resizing is not efficient if the pallets are to be used in the ship’s cargo space as well. Only a few new
ships have space for larger containers.
The length (40ft) can be increased for all types of transportation, the limitation depends on what the
infrastructure allows. The established length today is 45 and 48 ft.
The height of the container is limited by tunnels and such that exist in the road and railway
infrastructure. The railway has two limitations; electrification and tunnels, a maximum of three
containers can be stacked due to these limitations. Road limitation; tunnels.
However, the larger containers must fit into the corner boxes system in order for the handling
equipment to be appropriate also for the new containers.
“Eurotainers” has been developed to increase the fill rate in the containers. They are wider (2,6 m) in
order for the euro pallets to fit better. The fill rate is maximized with small loading units but this
increases the loading and unloading time. There are some ways to increase filling rate: better
conditions for automatic loading and unloading, use of Euro-pallets and wider containers to utilize
the maximum road width.
LoLo-ships (Lift on Lift Off) are loaded and unloaded with vertical lifters directly in the load room or
on deck. Large hatches (skeppslucka) are a prerequisite for the LoLo to work since containers are
lifted right through them directly into their positions, i.e. without horizontal movements inside the
boat.
RoRo-ships. In RoRos loads are rolled over ramps to their final positions on different decks. Car
ferries are an example of RoRo-ships. They are primarily used on relatively short distances, for
example between Scandinavia and the rest of Europe. Some of the decks may be both lowered and
raised to allow a better utilization of space. Both ship tied and port tied ramps are used. The goods
transported over longer distances (transoceanic) are most often composed of large constructions
such as paper rolls that cannot be loaded in containers.
Paper rolls are loaded on board with trucks equipped with special tools. RoRos can be used for
intermodal transportation and therefore some ships have rails.
Combined LoLo/RoRo-ships are used in order to make the ships more flexible, they can be built with
both container spaces for LoLo-handling and a space on the stern (akter) side with a ramp intended
for RoRo-goods.
Other types of ships like feeder ships, which are smaller container ships used for transportation
between relatively adjacent ports. For river transports, barges or lighters adjusted to container
transport are used.
The construction gets more complex if it is intended for a semi-trailer. If loaded on a flat wagon it
exceeds the allowed load profile. Therefore, the wagon is built similarly to a box.
17.6.3 Trucks
Haulers for semi-trailers are short vehicles with a rotation connection where the front end of the
semi-trailer rests. No handling equipment is needed; instead the connection is made by hoisting
(hala) the semi-trailer with the support legs.
Trucks for containers are quipped with hoist devices if it is not available at the goods sender or
receiver. Containers may be placed on trailer chassis and then treated as a semi-trailer in the
roadway system (still treated as a container dutring rail and sea transport though).
Trucks used for handling swap bodies are equipped with air compression that is used during
handling.
17.6.4 Aircraft
Air transport is usually for small, lightweight, high value goods with high speed demand. ISO-
containers are not suitable for air transport because of the weight (tara) and poor space utlization.
There are special airfreight containers instead, made of light metals and dimensioned to fit in the
cylindrical shape of airolanes.
Sikorsky S-64 Skycrane is a helicopter, able to carry a container underneath it and used to reach
rough terrain but primarily for military purposes.
17.7.1 Handling-yokes
The interface between the load carrier ant the handling equipment consists of some form of grip
device, in this context called a The interface between the load carrier ant the handling equipment
consists of some form of grip device, in this context called a yoke. Many types of yokes but they
normally adapted to a standard for unit load carriers’ grip holds, like the container’s corner boxes.
Top lift yokes are intended to grip the ISO-container’s upper corner boxes, most common type of
yoke. Exclusively used for containers.
Side lift yokes grips the container from the side, but only empty (or slightly loaded) containers can be
lifted that way because of the container design.
End lift yokes can be used on empty containers in small and low passages, but it is not that common.
There are also grip arm yokes, used in the absence of tools to grip at the upper corners. The grip
arms grip all around the objects.
The yokes are manufactured as complements to trucks and cranes. Combination yokes are used to
avoid changing time of yokes in terminals. These can handle the three ISO-containers, swap bodies
and semi-trailers.
There are intelligent yokes which in addition to lifting, also handle data gathering about the goods.
Land-based cranes are the most common crane. It runs on rail on the quay(kaj). Several cranes can
serve a ship to make the handling faster. A loading cycle takes between 1,5 and 3 minutes depending
on where in the ship the container is to be loaded.
Ship-based cranes were created because cranes in ports were not designed to lift heavy containers.
Ship-based cranes have several disadvantages compared to land-based cranes (five):
Semi-trailers are designed to be easy to handle without external equipment. It has a rotary table.
Side lifter is a type of truck equipped with a hydraulic arm to put down the container on the ground
or transfer it to another vehicle.
Leaning ramps on trucks are used to handle containers for bulk goods. These containers are special
and called roll bodies.
Skeletal trailers (trailer chassis) are lower chassis that makes it possible to handle the unit as a semi-
trailer. Containers can also be placed on support leg frames and are then handled like swap bodies.
One limitation is that containers are often heavier than a swap body can handle.
19 Terminals
Consolidation: Goods from several suppliers are consolidated in a terminal and delivered to another
terminal where they are divided and delivered in smaller units to customers
Transshipment: Change of transport mode, e.g. small vehicles from supplier to terminal and large
ones between terminals
Coordination: Coordination of arrivals and departures, but also capacity coordination. Needed to
make node efficient.
Storing: Benefits the previously mentioned functions, can be both short-time storing (delivery
synchronization, buffers) and long-term storing (delivery on customer request)
Definition of a terminal: a point in a material flow system where material flows are joined together
and divided
19.2.3 Circulation
To avoid the crossing flows in penetration flow terminals, an internal circulating flow is created. This
allows for the use of non-fixed gates – a gate can be both departure and arrival gate. Increase in
flexibility and cycle time, reduced terminal size. E.g. post terminals.
Centralized storing: ,
Decentralized storing: ,
Decentralized -> centralized storage: reduced capital costs (especially for low volume value and high
unit costs), increased transportation costs
19.3 Cross-docking
19.3.1 The function
Companies want decreased lead times, low tied-up capital and demand driven production. Life
expectancy of products decreases and customers want timely refills to avoid storage -> need for fast
distribution
Cross-docking: Ideally, unload article from incoming trailer, find destination and load article onto
trailer for that destination. Incoming consignment split into many outgoing consignments. No value-
adding activities or storing, passes through terminal in less than 24-48 hours.
Important content in information systems: specification of goods including origin, time of arrival,
quantity, identification (how to), destination including address, time for send on, handling of goods
(perishability)
The transportation buyer needs to know which concept is used in terms of:
- Rapidity: Cross-docking has fast goods flow, while integrated logistics does not define any
time requirements
- Storage: does not exist in cross-docking, but can be a main part of integrated logistics
- Information: A good information flow is important both to cross-docking and integrated
logistics
- Costs: Integrated logistics minimizes logistics costs, cross-docking minimizes tied-up capital
and increases revenues (speed)
- Value-adding activities: Big part of integrated logistics, not part of cross-docking. Differs from
joint activities (activities to improve goods flow, e.g. attaching bar codes to goods)
- Cooperation, planning, coordination and service: important in integrated logistics and cross-
docking
Over-all view:
Terminal approach:
- Cross-docking: Only joint activities for all articles are performed – traditional terminal
activities, minimized terminal time
- Integrated logistics: Joint activities and value-adding activities and storage
Administrative routines:
Uneven distribution is a problem for road transports, not for train. Standstill costs are eliminated for
train if loading/unloading can be done during the time the customer disposes the wagon. By using
swap bodies waiting-time for semi-trailers can be eliminated.
Trucks have the advantage of operating as a single unit, while marshalling of an entire train is
necessary to disconnect one carriage.
Mean of transportation must be adapted/arranged for specific goods before loading; how differs for
different transportation modes, e.g. terminal staff takes care of trains, transporter takes care of
trucks.
Forklift trucks for pallets, specialized trucks, e.g. straddle carriers, for larger goods. With increasing
number of terminal activities, more types of trucks are needed, e.g. narrow aisle trucks.
Staff need varies within terminal, fixed transportation systems can be used instead of staff. AGVs
increase flexibility compared to man-managed systems.
Time can be saved by performing as much of the loading activity as possible outside the unit carrier,
e.g. loading onto a flat instead of carrying every single article directly onboard the vehicle.
Advantages: sequencing not necessary before loading flat onto vehicle, load carrier not needed at
terminal before flat is filled, short time for loading onto carrier -> reduced waiting-time for vehicle,
goods can be loaded onto flat immediately when they arrive.
Should be near major roads and contain large areas so as to enable handling of many different types
of vehicles and lengthy vehicles in particular
Investments in loading platforms are justified, since-ground level loading with trucks require much
space -> increase in trafficking area. Platform with variable height enables transshipment.
Inside terminal: Roof conveyor transports pallets; long cycle time. Trucks used for goods that aren’t
suitable to transport on conveyor wagon
Enlargement of terminal -> enlargement of conveyor -> longer cycle time -> increase in door-to-door
time
The difference in capacity between ships and land-based transport modes -> goods storing in harbor
or many available trains/trucks when a ship is unloaded (only used in large harbors)
Fast turnaround times needed to increase the capacity of transportation routes and improve
departure frequency. Large arrangement areas are needed for loading/unloading.
85% of general cargo transported in containers -> decreased need for storehouses, protection
against damage and theft built-in
Straight quays with storing in storehouses: Warehouses close to harbor, partial unloading to railway
possible. Reduces lying time for ships. Used for general cargo traffic and refrigerated transports.
Straight quays: Short loading/unloading and no need for warehouses due to containerization. Large
storage areas needed.
Jetty: Fixed or floating jetty attached to quay so that RoRo-goods can be transported onto ship in the
direction of travel. For short sea shipping; short lying times.
Lock system: A dock within a lock prevents the tide and sea in general from affecting the efficiency of
harbor activities. Limits the number and size of ships.
Block coefficient (Bk): The part of the theoretical block L*h*b (length*height*width) that constitutes
the actual ship (maximum 0.85 nowadays)
Load carrying volume (Vl): Part of ship’s volume intended for goods
So the goods volume in a ship is Vl = Bl*L*h*b. These goods will take a storage space in the harbor
that equals the length of the ship (L) times another length (D). Thus, we know that Vl = L*D <->
Bl*L*h*b = L*D -> D = Bl*h*b
For two ships with the same Bk and Bl we will have a change in dimension,
2
Knowing D1 = Bl*h1*b1, we find that D2 = Bl*h1*b1*k*k, i.e. D2=k *D1. Note that the calculations are
based on storing with one unit’s height on the quay (no piling). The above calculations show that
increases in ship sizes will increase the need for arrangement areas tremendously.
Low volume/high value items -> need for transshipment to other fast transportation mode – trucks!
Goods must be evenly distributed in plane, so containerization is not an option. 70% of airfreight
goods weigh less than 50 kg -> mechanized air terminals. Transport within terminal on conveyor belt.
Three cargo handling systems for: smaller general cargo, heavier general cargo and air pallets.
Computer system decides which category goods belong to.
The aircraft: You know how to enter and exit a plane, right? The FIFO-principle should be used.
Terminal costs:
- Sea terminal: 100-200 SEK/ton (general cargo), 20-50 SEK/ton (containerized goods)
- Land terminal: 45-75 SEK/ton (car-railway)
- Air terminal: 500 SEK/ton (general cargo; small parcels and bulky goods)
Localize in point of gravity of customer demands of goods and distribution area to minimize
transportation work for distribution (assumes constant ton-kilometer cost)
Weigh the distance from from a customer to the terminal against the demand of that customer
(Xci*Vci, Yci*Vci – V is the volume demand)
Since the localization is made once and the customer demands change over time, the result should
be considered a suitable establishment location, not an absolute position.
The direction of the flow doesn’t impact the optimization calculations. In other words: Consider (Xs,
Ys) and Vs as values for yet another customer and use in the formulas above.
Hub and spoke system. All customers and suppliers are weight equally and the formulas presented
above are used. This type of terminal is the most usual one.
The same arguments as above apply in the case of none, one or many suppliers.
JIT -> high frequency, but even lower utilization, higher freight rates, difficult to receive return goods
Consolidation is the solution; creates clear flow and the network gives a short throughput time
Two types of flows: goods flow and resource flow (vehicles etc.). The latter one is a two-way flow
Time restrictions exist due to demand for time coordination (goods vs. load carriers) and
consolidation (waiting for sufficient amount of goods)
Number of transportation relations (R) = number of manufacturing units (m) * number of customers
(c)
Disadvantages: Low frequency in each link, low resource utilization, need for many vehicles
Customer focus: Customers always receive their goods from a certain terminal, R=m*t+c, where t is
the number of terminals
Possibility to consolidate -> increased efficiency and resource utilization, higher frequency
Time restrictions exist, since the outgoing transportations must wait for goods to be delivered to
terminal. Either the outgoing transportation leaves at a predestined time or waits until vehicle is full;
increase in transportation time, but also punctuality
The terminal is called hub and the links are called spokes
Lead times can be decreased by not synchronizing all transports. However, some two-way relations
are unavoidable
Hub and spoke system is appropriate for large distribution companies, the system also is beneficiary
from a reverse logistics perspective
The trend of centralization has increase transportation distances – that doesn’t necessarily imply
more vehicle kilometers, since a centralized system generally means better utilized vehicles. Also,
with fewer terminals the large fixed costs are reduced.
The hub and spoke system efficiently avoids the tradeoff between high fill rates and frequent
departures.
Description of the system: Small loading units of goods are sent from consignor via spokes to hub
where they are sorted and consolidated with other goods destined for the same region. The larger
loading unit is sent directly to a hub in that region. Then the goods are sorted and sent in smaller
loading units to the consignee via the spokes.
Advantages: Since goods are collected from more than one region, end destinations that are not
large enough in one region, in terms of goods, may be economically interesting anyway.
Furthermore, consolidation can be performed early on without affecting transportation buyer
negatively.
Comparison of number of relationships in traditional direct transports and a hub and spoke
system:
Traditional:
Hub and spoke:
Thus
Since arrival and departure times are synchronized in the hub and spoke system, there is a limit to
how many customers can be served in one hub.
Fewer transportation relations require fewer vehicles (fewer investments). At the same time the
transportation work increases and, thus, the filling rates. Additionally, it’s easier to exactly adapt
sizes of resources to large thn small goods flows (e.g. large vehicles -> economies of scale)
Comparison of frequency in traditional direct transports and with a hub and spoke system:
Assumed for comparison reasons
Traditional: Since ,
Thus
The reduced number of tranport relations allows for a higher frequency of deliveries, mainly because
vehicles previously in use in “cancelled” relations can be used to increase the frequency.
Things not considered in the above discussion: all relationships do not need the same frequency, the
traditional system normally has less than (n(n-1))/2 relations, resource utilization has not been
investigated for the hub and spoke system
Co-loading point: Goods arrive from different points, are coordinated and sent on to one final
destination
Split point: Goods arrive from one point, are split up and sent on to several destinations
Disadvantages: Increased transportation costs, times and distances, goods handled several times ->
increased losses/damages, increased crowding at terminals etc.
Normal direct relations: Direct relations between some suppliers and customers are introduced to
the system. For this to work there must be enough goods in the system or smaller transport units.
Also, if too much goods are transported through direct relations, the amount in the hub system
might decrease to a level where the frequency is affected.
Variable direct connections: The direct relations are changed between different customers and
suppliers over time based on demand. Creates flexibility and competitive strength for transporter.
20.6.2 Extension of a relation
When a new customer enters the system it can be linked to a customer demanding similar goods
instead of directly to the hub.
Normal expansion of relations, single or multiple: Linking of two or more customers according to
above. The method only works if the cycle times for having separate relations are longer than for the
combined relation.
Extension of relations by connecting existing customers: The method is applicable only if the cycle
time of the original relation is longer than the transportation time between the two customers. The
number of resources needed is reduced, while delivery frequency is maintained.
Issues: Schedule problems and adaptation difficulties between amount of goods and need for
resources due to non-predefined journeys. General resources in terminal must be used for tasks at
hand rather than for what they are best at.
Simple resource transshipment: Above system only used for one resource (vehicle)
Multiple resource transshipment: Several transshipping resources used, gives the feeling of direct
transports although a hub system is used
Constant frequency: Number of cycles (ω) a resource (U) must wait before it is filled if the cycle time
is c and the flow is m: , ω should be an integer
The routes are designed in order to minimize or maximize present goal functions:
Minimizing
Total driving distance
Number of routes
Required number of vehicles
Time demands on vehicles
Delivery times to some or all customers.
Maximizing
Delivered amount of goods
Number of visited customers
Filling rate of the vehicles.
Loops
A simplified method for route planning where the vehicles are moving in permanent loops. It is not
an optimal distribution but quick and easy to use. The loops of deliveries can be connected to other
activities such as collecting goods.
Sweep method
A common method to divide customers by geographical placement. For example can a vehicle
operate clock-wise from the terminal, continuing until the vehicle is empty/full regarding
delivery/pick-ups. This method is not optimal but easy to use.
1. All customers who require more than one resource, for instance a vehicle, are provided with the
necessary amount of vehicles, which are filled. Remaining goods will be included in the continued
route planning.
2. Each customer, the total number of customers being n, is supported by his own route straight from
the depot. In order for this method to work it has to be temporarily accepted that the number of
routes might exceed the allowed number.
Those pairs of customers that show the highest savings value is linked together into routes involving
two customers. This is done in falling order with respect to the savings value, until all customers are
included in a route.
More customers are gradually linked together into larger routes. The expansion of the extent of the
routes must pass through routes with three customers, etc. First, the pair of customers that has the
largest savings value is linked to the route (the pair of customers) that includes one of the customers
from the first pair, and that has the second highest savings value; these are a new route with three
customers and a new savings value. This procedure is repeated until all customers are involved in any
of the new routes with three customers in each. The procedure means that the routes are built from the
periphery and in towards the depot.
The routes are prolonged in order to involve three customers (customer 1, customer 2, and customer
3). The criterion for evaluation is, as before, the savings value. The connection between this and the
previous savings values can be shown by induction:
Thus, the savings value for a route that includes three customers can easily be constructed around an
addition of savings values for parts of routes. Each new route must be allowed with respect to route
length, capacity, etc. When different vehicle types are available, it has to be guaranteed that a specific
vehicle is available. The easiest way is to assume that each customer order can be loaded on each
vehicle and then start filling the largest vehicles. It is thereby assumed that these, if fully used, have
the lowest cost. Interruption occurs when no further linking options are available. When there is a
depot, all savings are positive or equal to zero. At worst, the linking results in an unchanged rout
length.
The routes can be developed for larger amounts of clients the same way as they are for three (see
previous point). The procedure means that routes can be extended to involve four customers. The
criterion for evaluation is the savings value. This can be shown with induction:
20.8 Multi depot division
Customers are allotted terminals based on existing network of routes or geographical locations of
customers and terminals. From the geographical perspective, the aim should be to minimize the
distribution cost (DC). The DC consists of a permanent terminal cost (PC) and a variable under-way
cost (RK). If the distance from terminal to customer’s gathering area is V, the distribution cost to a
customer can be calculated as: DC = PC+V*RK
When choosing between two terminals (A and B), one will be preferable for shorter distances and
one for longer and only equally beneficiary when DCA=DCB. The distance corresponding to DCA=DCB
is:
, where D=VA+VB
Note: This model uses the flying path for distance, does not account for permanent costs being
affected by volumes and variable costs not being linear to distance.
The service region of a terminal can affect the operations region of a terminal. A typical example of
when service times affect localization is for base stations for emergency vehicles.
If guaranteed service time changes over time (days, weeks etc.) terminals can be opened only when
short service times are guaranteed.
Line traffic (conventional traffic): Straight transports between sender and receiver decrease lead
times and enables easy flow control, but the cost efficiency is low (many relations, low utilization)
Hub distribution: Described in 20.4.1. Advantageous for customers due to frequent deliveries and for
transporters due to early consolidation (resource utilization). Small flows can be transported with
maintained frequency and utilization due to co-loading. High volume flexibility and capacity
utilization and low back haulage and waiting costs are additional advantages.
Split point distribution: Transportation corridor instead of transportation network. Goods from one
area with a similar final destination is transported in a common corridor. Leads to improved service
when goods flow and, thus, frequency is increased in some relations. Two split points are directly
connected.
Loop traffic: Goods delivered according to planned routes, several customers per vehicle. No
reloading necessary, so damage risk is reduced. Reliable delivery time, but low degree of utilization
and requires rational route planning.
20.11 Merge-in-transit
20.11.1 Seamless flows
Eliminate stops that do not add value (e.g. storage). Merge-in-transit (MIT) is one type of seamless
flow.
MIT: Consolidation of many different flows into one single delivery to the customer, without using
synchronization in the form of storing. There can be more than one MIT-point in a system, e.g. in
different regions. The location of MIT-points should facilitate an efficient distribution for suppliers,
customers and transporters. It should also consider the goods value. High control in the form of
traceability is important in an MIT system.
The lack of inventory decreases capital costs, but it is difficult to synchronize a flow without buffers.
MIT is good when different components are produced in different regions, but need to reach the
customers simultaneously. Also, consolidation -> high resource utilization.
Advantages: reduced lead times, capital costs and transportation costs (utilization), increased
customer service and satisfaction.
Chapter 23: Environmental effects
23.1.2 Motives
Regulation
Customer demand
Decrease dependence on scarce/ceasing resources
There are certification systems (ISO 14000, EMAS etc.) to formalize environmental impact.
To perform an analysis of its business from the perspective of environmental impact can be
rewarding for the understanding of the company and easier to analyze future investments.
In northern Europe (they are in the frontline) it is mainly the demand from customers that puches
the development of companies to reduce their environmental impact but in most other countries the
attitude is that this is a problem for the authorities. It is their task to set regulations and restrictions,
and then it is up to the transportation companies to be as profitable within these limits.
The first improvement steps are quite easy to achieve, they both reduce environmental impact and
improve the finances. However in the next steps, companies might have to mdoake technological
investments wich probably will result in increased prices to the customers in order to do further
improvements, and that is a big issue. One cannot be sure that the customer paying higher prices will
be the only one benefitting from the external cost savings (better health, decreased environmental
damage etc.), many times there is no direct connection between the one who is affected and the one
who should pay.
In contrast to traditional logistics, environmentally adapted logistics does not only concern
minimization of internal company costs, but also minimization of external costs. This creates
problems about who is to pay for environmental disturbances and how to form environmental fees
for example. Many representatives of the business world support a system with environmental fees
under the condition that it means total justice on an nternational level concerning charges for
different modes of transportation, different industries and companies etc. This is difficult though,
because there are different perceptions in different regions about values and the gravity of reducing
the environmental impact.
An efficient and clear division of the environmental work within the logistics area has been defined. It
is divided into four levels from the management perspective (for a company to succeed with its
environmental work it should work on all strategic levels):
1. Physical structure of the logistics system. Parameters such as number, localization and size
of factories, inventories and consolidation centres are determined.
2. Procurement and distribution patterns. Choice of suppliers, sub-suppliers, distributors and
customers affect the final goods flow.
3. Time management of flows. Time management of orders decide how the flows will be
designed as freight movement.
4. Management of transportation resources. The type of vehicles, route planning and how to
best consolidate, but under the prerequisite that it is executed according to the conditions
decided on for previous levels.
Today most companies work on level three and fourwith environmental issues and has shown to
improve both economy and environment. However, the decisions on the two top levels are rarely
influenced by which effect they will have on the environment. Nonetheless, with an increasingly
global market, a lot implies that in future it is on these two levels that the great potentials for
improvements are available.
According to the EU it is predicted that transportation work in Europe will increase by 50% within a
decade if no actions are taken. Railroads are developing much slower and therefore continue to
loose market share. Carbon dioxide are not yet regulated on a vehicle level in the EU. The following
parameters are relevant today when describing the environmental effect of transportation service:
Technology level of
the vehicle. Thanks to
more efficient engines,
the NOx-emissions
from a heavy truck
have been reduced to
less than a third during
the last two decades.
Fuel. Alternative fuels have been developed to reduce the discharges of CO2, NOx, SOx and particles.
CO2 causes global warming, CO2 from fossil sources are worse than from bio-based materials. Only a
reduction of the use of fossil energy can help reduce emissions of fossil CO2.
Local: Immediately affects people’s health and wellbeing. They are short-lived in time and
comparatively easy to reduce.
Regional: Affect ground and water in a longer perspective.. Damages occur long after the discharges
have been made and they can be produced far from the damaged area and then transported by air.
Problems are therefore more difficult to handle, since those who cause the damage are often not the
same as the ones facing the consequences. Actions should be taken on a national and an
international level.
Global: Damage from the discharge of greenhouse gases and Freon gases are affecting the global
ecosystem. They are even further away than the regional effects from a time perspective. There are
huge difficulties to reduce these effects since the structure of society of the entire western world is
built on the use of cheap fossil energy.
23.2.3 Health effects
SOx: Affects lungs and breathing, irritates throat and eyes.
NOx: Affects lungs and breathing, irritates throat and eyes and reduces immune system’s defense
ability.
HC: Carcinogenic, can cause inheritable diseases, irritates throat and eyes and affects nerves and
breathing system.
Hyper-fertilization: Is caused by NOx and involves increased washout of nutrients, which in turn
leads to the acidification of the soil. Algae in lakes and bays increase which leads to lack of oxygen
and dead sea beds.
Tropospheric ozone: Is formed when sunlight hits molecules of HC and NOx. Causes damage on the
vegetation and various health problems. Tropospheric ozone also is a greenhouse gas.
Green-house effect: Caused by CO2, CH4, N20, ozone and CFCs. Causes a global temperature rise
with elevated sea levels, widesoread deserts, and increased risk for tropical storms and floods.
Dilution of the ozone layer: Caused by CFC and N2O. Means increased radiation of UV light to the
earth which causes damage to plants and animals.
Economy: All alternatives to today’s technique demand great investments, especially over a
transition period.
Environmnetal effects from source to user: The transportation industry is not only responsible for
the discharges from engines, buat also the energy required to produce roads, vehicles and fuel,
which has to be considered.
Use of resources/Greenhouse effect: Even if a vehicle producing no discharge could be created, all
problems are not solved. CO2 will still be emitted and cannot be taken away with catalysts or other
after-treatments of fumes. The only way to not increase CO2 in the air is to use bio-based fuels.
However, it is doubtful whether the best use of biomass is to cover the need of the transportation
industry, or if it primarily should be used to produce electricity and heat.
Growing fleet of vehicles: The economic growth mainly in South East Asia makes the size of the
world’s fleet of vehicles so big that it is difficult to lower the total amount of discharge by only
technical improvements. More energy effective fuels and means of transportation must be
developed and for economic reasons, this development can only occur in the western world.
Playing and lobbyists of the market: Strong financial, political and social groups have an interest in
keeping the situation the way it is today. A major part of the population is economically dependent
on the vehicle industry and cheap transportation.
The other system is how available resources are used.The most effective way to quickly improve the
environmental situation for the transportation industry is to make better use of available resources,
i.e. to perform larger transportation industry are called system for externally related environmental
influence. By allowing a lower service level and lower frequency, which result less traffic and, in the
long run, less negative environmental influence, the situation can be improved. The risk is that
company costs for things like storage increases.
23.3.3 Internally related influences
There are a number of factors included in the category internally related influences:
Level of technology of the vehicle. NOx discharge for a heavy truck has been reduced by 30%
during less than a decade. Particles has reduced by 70% and fuel consumption 10%.
The catalyst does not work effective when they are old or when used in city traffic (starting
with a cold engine and repeated accelerations and decelerations). Volvo have developed
environmental engines, but they have not become big sales successes because they are more
expensive than comparable conventional engines.
Fuels. It is important to use environmental friendly fuels, but it also important to analyze the
production process of the fuel; from raw material to final use, to make sure that no sub-
optimizations are made. Vehicles run by alternative fuels are more expensive than traditional
ones. Also the alternative fuel is more expensive to produce. Effective means of control is
necessary to convince consumers to chose environment friendly alternatives.
Road conditions and how well traffic runs affects the environmental influence. There are
risks for sub-optimization when building roads since new and straight roads lead to lower
levels of emissions, but new roads generate pollution as they are built and maintained.
Improved roads also generate mor traffic due to improved access to the roads.
Combined transports like railroad-truck have been of increasing interest. More traffic has to
go by rail. Train at the long distances, and truck at the remaining short makes it possible to
use alternative fuels to a greater extent. However, big investments are reuired if a common
standardized carrier system is to be introduced all over Europe, which is necessary if
combined transports are to be economically competitive.
Consolidation: The filling rates of trucks today are around 40-60%. This means that the
impact on the environment from transportation can be reduced by half. Considerable
reduction can be achieved if consolidating transports. Fuel consumption increases by 20%
when the filling rate changes from 50 to 100% and discharges increase by 10%.
Return loads. The number of kilometers that trucks run empty is steadily decreasing, mainly
due to economic reasons.
Route planning. The number of vehicles for distribution can be reduced by 15% if using
systems for route planning.
Order systems – JIT. There are few example of how changes in the logistics system affect the
environment. JIT does not necessary mean that storage has to run on the road in nearly
empty trucks, but merely that the goods need to be in the right place at the right time.
Cooperation and consolidation in combination with JIT results in less traffic work..
“Green departure” is built on the idea that a customer does not want to create any extra
transports with his business. This is realized by using the available capacity in vehicles. This
practically means that a packages is only transported with a vehicle that is already going to
that destination and if there is space left. Can only be applied for low value products because
of the uncertainty in delivery frequency. Are interesting and useful, especially for return
transports.
Packaging/Handling. The packages affect the weight and volume of the transported goods,
the ability to stack goods, collection and gathering of products, return products etc.
Information technology can be used to make introduction and implementation of most of
the both internally and externally related factors. IT facilitates the ability to plan more
efficient transports for example.
“best” and the “worst” driver when driving similar vehicles. A decrease by 25-30% through teaching
drivers to drive ecologically can be accomplished. One of the simplest ways to decrease consumption
is to reduce the speed. The consumption also increases the faster the vehicle drives (more when the
speed increases from 90km/h to 110km/h than from 70km/h to 90km/h). This is also true for trains
for instance, the faster the drives, the more electricity is consumed. A vessel’s consumption increases
with an exponential factor of three when the speed is increased. Consequently, there is a connection
between spped and environmental effects, both between the modes of transportation and within
transportation modes. When planning transportation the need for high spped must be considered
with regards to its costs. Often the time needed to be reduced can be reduced in another part of the
logistics chain than during transportation and without major environmental effects.