Bart JOURQUIN and Sabine LIMBOURG Catholic University of Mons (FUCAM) Group Transport & Mobility

Bart JOURQUIN and Sabine LIMBOURGCatholic University of Mons (FUCAM)Group Transport & MobilityMons – Belgiumgt&[email protected]

Optimal location of container terminalsThe case of a hub system in Europe

GRT conference, May 7, 2007

Optimal location of container terminals - The case of a hub system in Europe 2

• Major problems : – congestion;– environmental nuisance;– accidents.

• Objectives:– restoring the balance between modes of transport and

developing intermodality• Marco Polo’s objective: Decrease of 12.109 t.km by road per year

– combating congestion– putting safety and the quality of services at the heart of our

efforts– maintaining the right to mobility.

Introduction: European transport sector and policyMethodology

ApplicationConclusions - Prospects

European transport sector and policy


Source : UIRR

Terminals’ location = crucial

Introduction: Combined rail-road transportMethodology


Consolidate flows

Combined rail-road transport


IntroductionMethology: Terminal typology


T T

Terminal typology•Ballis (2002) •Wiegmans (2003) •Bontekoning and E. Kreutzberger (2001)•Wiegmans, Masurel and Peter Nijkamp (1998)•Daubresse (1997)•SIMET (1995)


• 3 constraints:– all the hubs are connected directly

to each other; – no direct connection between non-

hub nodes;– spoke nodes are connected to a

single hub.• Problem class:P-hub Median Problem (P-HMP)

– O’Kelly (1987) – Campbell (1994) – Ernst and Krishnamoorthy (1996)

• Potential location – Arnold (2002) – Macharis (2004) – New feature : Systematic

approach based on transport flows

N O

M

L

K

A

B

C

D

E

FJ

I HG

IntroductionMethology: Hub-and-spoke network


Hub-and-spoke network


Optimal terminal locations

SupplyDemand

Final assignment Waterways – Roads – Railways – Intermodal

IntroductionMethology: A four steps methodology


Potential locations

Reference assignmentWaterways – Roads – Railways

Intermodal in an Hub-and-spoke network

0 Data

1 Identification

2 P-HMP

3H-S impact


Freight OD matrixes for the year 2000 provided by NEA

– Roads, railways and inland waterways;– NST-R chapter 9 (“diverse” commodities);– Region-to-region at NUTS 2 level;– Most European countries.

IntroductionMethology

Application: DemandConclusions - Prospects



Application: DemandConclusions - Prospects


Supply = DCW based network with associated transport costs


Application: SupplyConclusions - Prospects



Application: Calibrated reference scenarioConclusions - Prospects

Virtual networks

Xa

U1 (W2)

U3 (R1)

U2 (W1)

Xb Xc

Xd

U1 (W2 = 1350T))

U3 (R1 = Train)

U1 (W1 = 300T)

Terminal




Virtual networks

c2W1 b2W1

b1W2

b1W1 a1W1

a1W2

d3R1

b3R1

b2W1

b1W2

b1W1

b000

b3R1

+

-

+

+

-

+

-

+

-

-

T




Virtual networks

Generation

Distribution

Modal split

AssignmentVirtual Network

OD




BehaviourNo Yes

Capacity No All or Nothing StochasticYes Equilibrium Stochastic

equilibrium




Aggregated demand dataNo Yes

Capacity No All or Nothing Multi-FlowYes Equilibrium Equilibrium MF




Multi-modal, multi-flows assignment



Application: ConsolidationConclusions - Prospects

Consolidated flows on road networks


Possible criteria :– Minimum flow threshold; – Maximum distance to railways;– Minimum distance to existing terminal;– Minimum distance to port; – Maximum distance to waterways.


Application: Set of potential locationsConclusions - Prospects

Set of potential locations



Application: Set of potential locationsConclusions - Prospects

Set of potential locations


(1) Transhipment cost : 3.29 €/ton(2) Inter-hub discount : 10%(3) Pre- and post-haulage : 1.483 x long haul road cost

Source : UIRR


Application: HypothesesConclusions - Prospects

Hypotheses

(3) (3)(1) (1)(2)

Collection and synthesis:•Real Cost Reduction of Door-to-door Intermodal Transport (2001)•Prospects of Inland Navigation within the enlarged Europe (2004)•Comité National Routier français •Ministère de la Mobilité des Pays-Bas (2005)


2 terminals 3 terminals 4 terminals

5 terminals 6 terminals 7 terminals


Application: Inter-hub networksConclusions - Prospects

Inter-hub networks


Existing situation: -1,34.109 t.km by roadMarco Polo’s objective: -12.109 t.km by road


Application: Existing situation in 2002Conclusions - Prospects

Existing situation



Application: P-HMP Optimal locationsConclusions - Prospects

Optimal location: -7,59.109 t.km by roadExisting situation: -1,34.109 t.km by roadMarco Polo’s objective: -12.109 t.km by road

Optimal location


Major contributions:– Flow based approach;– Methodology for potential locations;– Decision support tools embedded in a GIS.




• Sensitivity analysis • Trimodal terminals

• Short-sea shipping



Prospects

Documents

Bart JOURQUIN and Sabine LIMBOURG Catholic University of Mons (FUCAM) Group Transport & Mobility