Irish Haulage Strategy Webinar - 16th June 2021 Kühne Logistics University Hamburg
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Improving the Economic Efficiency and Environmental Sustainability of Road Haulage
Professor Alan McKinnon
Kühne Logistics University
Hamburg
Irish Haulage Strategy Webinar
16th June 2021
Road Haulage Sector: defining characteristics
low barriers to entry few economies of scale highly fragmented intensely competitive
treated as commodity service low margin high level of subcontracting under-utilisation of capacity
operational inefficiencies largely the result from need to meet clients’ logistics requirements
prioritising commercial performance / survival over environmental sustainability
Survey of 800 small and medium-sized European road carriers
priority to be given to decarbonisation in road freight sector Importance of fuel efficiency in long term strategy
https://bit.ly/35p4d8A
% of carriers % of carriers
business opportunity in improving sustainability?
very large 5% large 11% moderate 32% small 32% none 19%
Decarbonising Road Freight Transport by 2050
Leveraging key freight parameters to achieve a 90% reduction in CO2 emissions
Scenario 1 80%
70%
Scenario 1 Scenario 2
transfer 30% of road tonne-kms to rail 60%
heavier reliance
50%
80% reduction in carbon intensity of rail freight on switch to low
40% carbon energy
30%
+ 20%
25% improvement in efficiency of truck routeing 10%
+ 0%
30% increase in loading of laden trucks
+
30% reduction in empty running of trucks
+ EU road tkm reference scenario
BAU trend (with constant carbon intensity)
50% increase in truck energy efficiency 160
2035 peak 143
151
+ 2025 peak
126
134
117
60% drop in carbon content of truck energy 109
100 97 95
77
28% more accumulated
90% reduction in carbon intensity 57 56
CO2 emissions by 2050
36
At 2017 rate of truck replacement in EU: 16
13 – 14 years to replace the fleet once mass 2015 2020 2025 2030 2035 2040 2045 2050
production and uptake begins BAU 2035 peak 2025 peak
managerial / operational / behavioural (MOB) options UK road freight trends in key parameters
weight-based load factor on laden trips
• faster to implement need changes in business 65%
• yield economic + environmental benefit practice, operating procedures , artics
60%
• low capital investment skill levels and mindset all HGVs
55%
rigids
Possible Contribution of MOB Options to Road Freight Decarbonisation 50%
reference scenario 45%
improve loading 40%
reduce road freight activity
energy efficiency average fuel efficiency of road freight operations
switch to biofuels 3.8
3.6
rigids
electrify 3.4
3.2
km/litre
3.0
42% contribution of logistics to fuel savings artics
modern truck scenario 2.8
2.6
IEA (2017) 2.4
2.2
https://bit.ly/2IQJ5jE 2.0
Mt CO2 saved by 2040
0 100 200 300 % of empty running
34%
supply chain collaboration 32% rigids
all HGVs
modal shift to rail 30%
28%
artics
optimised fleet / routing 26%
demand management
fuel efficient driving 24%
ETC (2019)
can cut CO2 emissions by
22%
https://bit.ly/3jcc1is modal shift to shipping 28% in heavy-road sector
20%
by 2050
Constraints on the Utilisation of Vehicle Capacity
retrospective analysis of potential for backloading
many factors constraining vehicle utilisation
9000 journeys by 29 lorry
fleets over 48 hours
Source: McKinnon and Ge, 2005
https://bit.ly/3xwlqsV
Optimising the Utilisation of Vehicle Capacity
typical density (tonnes / cubic metre)
9
% empty running loaded trips 8
decline in average density of freight
7
6
5
4
optimum density to
3 fill 40 tonne truck
2
1
average payload weight % space utilisation % weight utilisation 0
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2-dimensional view 3-dimensional view
floor-area coverage cube utilisation vehicles ‘weighing out’
vehicles ‘cubing out’
space is the constraint weight limit is the constraint
data availability
high zero Impact of handling equipment, packaging and product design
Macro-level Truck Utilisation Statistics: available data in EU
right-sizing
packaging
https://bit.ly/3vpWDoV
Supply Chain Collaboration
Deep decarbonisation of road freight transport will need much greater sharing of vehicle capacity
Nestle – Pepsico Horizontal Collaboration in Benelux The Physical Internet
applying networking of principles of the
internet to physical movement of freight
Open, collaborative network with full
visibility and incentivized asset sharing
‘Physical encapulation ’ of goods in a new
generation of modularised containers’
1. Separate delivery operations 2. Groupage by Logistics Provider
Kg
CO2 /
tonne
1. Separate delivery 43.8
2. Groupage 27.3
3. Collaborative synchronisation 20.3
EU project: 22
3. Collaborative synchronisation Source: Jacobs et al 2014
https://bit.ly/2TzTJ04
High Capacity Transport: relaxing truck size and weight constraints
increases inHigh
truck size and
Capacity /or weight
Transport limits
in Europe 2019 since 2013 UK longer semi-trailer trial
Norway Sweden Finland
25.25 metre 60 tonnes 25.25 metre 74 tonnes 34.5 metre 76 tonnes
Denmark:
25.25m 60 tonnes
Netherlands:
25.25m 60 tonne
Germany:
UK: 25.25 metre 40/44 tonnes
Load consolidation cuts truck-kms, fuel use, up to 15% more pallets
trial of 1-2 m longer trailers
Extensive use of double- emissions, accidents and labour demands
deck trailers 2013-2018
Flanders
HCT pilot project Net CO2 savings even after allowance 37K tonnes of CO2e saved
Spain made for modal shift and induced traffic https://bit.ly/37R9UyK
25.25 metre 60 tonnes
Gaining extra capacity vertically: UK double-deck trailer – major contributor to UK road freight efficiency and decarbonisation
Double-decking within 4 m height limit:
5m EWOS (Netherlands)
UK ‘custom and practice’ 4.9m
Ireland 4.65m
Finland 4.4m
Slovenia 4.2m
4m EU limit
Source: ITF (2015) Case study
https://bit.ly/3cO7GSl 48% reduction in CO2 emissions
Impact of digitalisation on the efficiency and sustainability of road haulage
Online freight procurement and optimisation Smart road infrastructure
Upgrading of web platforms and software tools
% rating the impact of digitalisation on
logistics as ‘high or transformational’
in past 5 years in next 5 years
total sample 22% 74%
Intelligent connected vehicles
Industry leaders 25% 85% Internet of things
Logistics providers 38% 86% Consignment-level visibility and connectivity
Shippers 9% 64%
survey of 92 logistics executives
Data pooling Advances in vehicle routeing / scheduling
cloud computing, software-as-a-service Big data, predictive analytics etc
Supply chain applications of Blockchain
https://bit.ly/3e5cYIY
Should We Reverse the Just-in-Time Trend? CO2 and process time in a supply chain
Some suppliers
Some suppliershave adaptedbetter
have adapted better than
than others
others to to
the disciplines
the disciplinesofofjust-in-time delivery
just-in-time delivery
CO2 emissions
time
Relaxing of JIT - an effective means of cutting carbon emissions?
Relaxing JIT:
• more time to consolidate loads and find backhauls Time compression of non-transport activities
• easier for rail and water to compete for freight
But:
• JIT is business paradigm that minimizes waste
• contributes to energy / CO2 savings in production + warehousing
https://bit.ly/35qx2BtImproving Energy Efficiency in the Road Freight Transport Sector
vehicle technology: new build + retrofits Truck platooning
Truck automation
Improve vehicle maintenance
driver training and monitoring change operating practices:
e.g. reduce maximum speed or rescheduling
telematic
monitoring
eco-driver training
upgrade fuel efficiency of ancillary equipment
e.g. more efficient transport refrigeration units,
better insulation, improved operational
procedures, alternative refrigerantsEffects of traffic congestion on truck fuel efficiency and benefits of rescheduling deliveries to off-peak periods
average fuel consumption (l/100km) Effects of Varying Start Times for Deliveries across the UK Trunk Road Network
40 tonne lorry
90
Source: VDA (Germany)
80
70
60
50
40
30
20
10
0
no stop 1 stop per km 2 stops per km
Source: Palmer and Piecyk, 2010
https://bit.ly/3cL5lYh
20-75% CO2
reductions in constraints: sychronisation of production and logistics
urban areas
noise disturbance
Source: Sanchez-
Diaz et al 2017 misalignment of stakeholder objectives
https://bit.ly/3gsLe3mIncreasing awareness and understanding of efficiency / sustainability interventions
https://bit.ly/35p4d8A
https://bit.ly/2TDZWeYhttps://bit.ly/2TDZWeY
Professor Alan McKinnon
Kühne Logistics University – the KLU
Wissenschaftliche Hochschule für Logistik und Unternehmensführung
Grosser Grasbrook 17
20457 Hamburg
tel.: +49 40 328707-271
fax: +49 40 328707-109
e-mail: Alan.McKinnon@the-klu.org
website: www.the-klu.org
www.alanmckinnon.co.uk
@alancmckinnon
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