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• 16 MAY 2013
Improving the Energy Efficiency of Freight Transport
Professor Alan McKinnon
A Logistical Perspective
Kühne Logistics University, Hamburg
Chalmers Energy Conference 16th May 2013 Gothenburg
Global Energy Consumption in the Transport Sector
Freight energy consumption increasing faster than passenger transport In the EU freight transport energy consumption to exceed passenger by early 2020s
Source: International Energy Agency, 2012
43%
57%
Levels of Intervention
Logistics System Design
Vehicle Routing and Scheduling
Vehicle Design
Supply Chain Structure
Focus on Low Energy / Carbon Technologies for Trucks
Aerodynamic lossesBase 85kw
Target 68 kW
Rolling resistance lossesBase 51kw
Target 31kW
Auxiliary lossesBase 15kw
Target 7.5kW
Drive train lossesBase 9kw
Target 6.3 kW
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
US Class 8 truck
(-40%)
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
Vehicle Maintenance
Driving
Vehicle Design
Variability in Driver Fuel Performance
Driving style (based on FleetBoard evaluation)
Fuel
Effi
cien
cy L
/100
km
Average
Safe and Fuel Efficient Driving (SAFED) Programme 8000 drivers 7% fuel saving
Training in eco-driving skills by truck simulator
Source: Mercedes-Benz
Electronic Monitoring of Driving Behaviour
Levels of Intervention
Vehicle Maintenance
Driving
Vehicle Loading
Vehicle Routing and Scheduling
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
Source: Eurostat, 2011
higher energy intensity
Energy consumption per tonne-km is typically 70% higher when truck returns empty
Levels of Intervention
Vehicle Maintenance
Driving
Vehicle Loading
Vehicle Routing and Scheduling
Vehicle Design
Case study:
- electrical wholesale in S.W. England
- retail distribution in 3.5 tonne vans
- 7 routes
- 15 min time periods over 3 months
Varying average road speeds in line with telematics data yields 7% saving in fuel
Source: Maden, Eglise and Black, 2010
Calibration of Computerised Vehicle Routing and Scheduling (CVRS) with telematics data to allow for daily / weekly variations in road speeds
Vehicle Routing and Scheduling
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 Maintenance
Driving
Vehicle Loading
Vehicle Routing and Scheduling
Vehicle Design
Switching to More Energy Efficient Freight Transport Modes
60% saving
Source: UK Freight Best Practice Programme
0 2000 4000 6000 8000
Domesticwaterborne
Class 1 railroads
Heavy trucks
Air freight
Average energy-intensity of US freight modes
Source: US Transport Energy Data Book
Kjoule per tonne-km
Levels of Intervention
Choice of Transport Mode
Vehicle Maintenance
Driving
Vehicle Loading
Vehicle Routing and Scheduling
Vehicle Design
Design of the Logistics System
Reversal of Centralisation Trends to Cut Freight Transport Energy Use?
CO2 Trade-offs
warehousing CO2
transport CO2
total logistics CO2
CO2
Emissions
no.of warehousesMinimum
CO2 footprint
Inventory-related CO2
energy trade-offsenergy
consumption
minimumenergy use
total logistics energy
Inventory-related energy
warehousing energy
transport energy
Impact on total energy efficiency of the logistics operation ?
Impact of Port Centric Logistics on Transport Energy Use and Emissions
London Gateway
-10%
-5%
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
1 1.5 2 2.5 3 3.5 4
ratio of box van loads to container
% re
duct
ion i
n CO
2 em
issio
ns fr
om PC
L
Levels of Intervention
Choice of Transport Mode
Vehicle Maintenance
Driving
Vehicle Loading
Vehicle Routing and Scheduling
Vehicle Design
Design of the Logistics System
Management of the Supply Chain
Consolidation of Inter-regional Flows channelling flows through consolidation hubs in each region
Total Cost
Total Kilometres
Total Hours
Tonnes of CO2
% saving for Part Load Movements Affected 11.7% 20.8% 6.1% 18.9%% saving over All Movements 2.6% 4.3% 1.7% 3.7%
Total Fuel used
D
D
D
D
D
D
DD D
S
S
S
S
SS
C
C
C
C
C
C
Region 1 Region 2
Region 3
UK Starfish Project: Benefits of Multi-lateral Supply Chain Collaboration
RetailersSupplier collaborationIndividual suppliers
P
Production facilities
Shared Warehouse Orléans
Retailerwarehouses FR
Supermarkets outlets FR
VMI information
W
Horizontal Collaboration Initiative Involving 4 Companies in France
Orléans
Channelling Flows through a Collaborative DC in Orleans
0%
20%
40%
60%
80%
100%
Individual Collaboration
Wrigley
Saupiquet
UB
Mars
FMCG 1FMCG 2
FMCG 4
FMCG 3
Without collaboration
With collaboration
Reduction in Road Transport Costs
Multi-level Intervention – Multiple Stakeholder Involvement
Vehicle + equipment manufacturers
Logistic service providers
Individual shippers
Supply chain partners
National Government European Commission
Choice of Transport Mode
Vehicle Maintenance
Driving
Vehicle Loading
Vehicle Routing and Scheduling
Vehicle Design
Design of the Logistics System
Management of the Supply Chain
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: alan.mckinnon@the-klu.org
Website: www.the-klu.org
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