Landside operations in air cargo terminals consist of many freight forwarders (FFWs) delivering and picking up cargo at the capacity-constrained loading docks at the airport's ground handlers' (GHs) facilities. To improve the operations of the terminal and take advantage of their geographical proximity a small set of FFWs can build a coalition to consolidate stochastically-arriving shipments and share truck fleet capacity while other FFWs continue bringing cargo to the terminal in a non-cooperative manner. Results from a detailed discrete-event simulation model of the cargo landside operations in Amsterdam Aiport showed that all operational policies had trade-offs in terms of the average shipment cycle time of coalition FFWs, the average shipment cycle time of non-coalition FFWs, and the total distance traveled by the coalition fleet, suggesting that horizontal cooperation in this context was not always beneficial, contrary to what previous studies on horizontal cooperation have found. Since dock capacity constitutes a significant constraint on operations in air cargo hubs, this paper also investigates the effect of dock capacity utilization and horizontal cooperation on the performance of consolidation policies implemented by the coalition. Thus, we built a general model of the air cargo terminal to analyze the effects caused by dock capacity utilization without the added complexity of landside operations at Amsterdam Airport to investigate whether the results hold for more general scenarios. Results from the general simulation model suggest that, in scenarios where dock and truck capacity become serious constraints, the average shipment cycle times of non-coalition FFWs are reduced at the expense of an increase in the cycle times of FFWs who constitute the coalition. A good balance among all the performance measures considered in this study is reached by following a policy that takes advantage of consolidating shipments based on individual visits to GH.
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KLM has revealed the plan to downsize the full-freight cargo fleet in Schiphol Airport, for that reason the company requires to explore the consequences of moving the cargo transported by the full freighters into the bellies of the passenger flights. In this study, the authors analyze the implications of this decision by considering the variability of the load factors and the impact that replacing old aircraft might have. The study addresses how the transition towards the belly operation should impact the current operation of KLM at Schiphol. Our study shows that the replacement of old aircraft with new 787s and 777s will have significant effect on the cargo capacity of the company. The results rise the discussion on future problems to be faced and how to make the transition from full freighter to belly operation.
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Innovative logistics service providers are currently looking for possibilities to introduce electric vehicles for goods distribution. As electrical vehicles still suffer from a limited operation range, the logistical process faces important challenges. In this research we advise on the composition of the electrical vehicle fleet and on the configuration of the service network, to achieve a successful implementation of electric vehicles in the innercity of Amsterdam. Additional question in our research is whether the CO2 emission reduces at all or might even increase due to an increase of tripkilometres as a consequence of mileage constraints by the batteries. The aim of the implementation of the research is to determine the ideal fleet to transport a known demand of cargo, located at a central depot, to a known set of recipients using vehicles of varying types. The problem can be classified as a Fleet Size and Mix Vehicle Routing Problem (FSMVRP). In addition to the regular constraints that apply to the regular FSMVRP, in our case also time windows apply to the cargo that needs to be transported (FSMVRPTW). The operation range of the vehicles is constrained by the battery capacity. We suggest modifications to existing formulations of the FSMVRPTW to make it suitable for the application on cases with electrical vehicles. We apply the model to create an optimal fleet configuration and the service routes. In our research case of the Cargohopper in Amsterdam, the performance of alternative fleet compositions is determined for a variety of scenarios, to assess their robustness. The main uncertainties addressed in the scenarios are the cargo composition, the operation range of the vehicles and their operation speed. Based on our research findings in Amsterdam we conclude that the current generation of electric vehicles as a part of urban consolidation concept have the ability to perform urban freight transport efficiently (19% reduction in vehicle kilometres) and meanwhile have the capability to improve air quality and reduce CO2-emissions by 90%, and reduce noise nuisance in the inner cities of our (future) towns.
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The number of light commercial vehicles (LCV) in cities is growing, which puts increasing pressure on the livability of cities. Freight vehicles are large contributors to polluting air and CO2 emissions and generate problems in terms of safety, noise and loss of public space. Small electric freight vehicles and cargo bikes can offer a solution, as they take less space, can maneuver easily and do not emit local pollution. There is an increasing interest in these vehicle, called light electric freight vehicles (LEFV’s), among logistic service providers in European cities. However, various technical and operational challenges impede large scale implementation. Within the two-year LEVV-LOGIC project, (2016-2018) the use of LEFV’s for city logistics is explored. The project combines expertise on logistics, vehicle design, charging infrastructure and business modelling to find the optimal concept in which LEFV’s can be a financial competitive alternative for conventional freight vehicles. This contribution to EVS30 will present the project’s first year results, showing the guideline for and the applied design of LEFV for future urban city logistics.
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Dit eindrapport behandelt het onderzoek van CDM@Airports, gericht op Collaborative Decision Making in de logistieke processen van luchtvrachtafhandeling op Nederlandse luchthavens. Dit project, met een looptijd van ruim twee jaar, is gestart op 8 november 2021 en geëindigd op 31 december 2023. HET PROJECT CDM@AIRPORTS OMVAT DRIE WERKPAKKETTEN: 1. Projectmanagement, dit betreft de algehele aansturing van het project incl. stuurgroep, werkgroep en stakeholdermanagement. 2. Onderzoeksactiviteiten, bestaande uit a) cross-chain-samenwerking, b) duurzaamheid en c) adoptie van digitale oplossingen voor datagedreven logistiek. 3. Management van een living lab, een ‘quadruple-helix-setting’ die fysieke en digitale leeromgevingen integreert voor onderwijs en multidisciplinair toegepast onderzoek.
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Recently KLM has revealed the plan to downsize the full-freight cargo fleet in Schiphol Airport, for that reason it is important for the company and the airport to explore the consequences of moving the cargo transported by the full freighters into the bellies of the passenger flights. The consequences of this action in terms of capacity and requirements are still unknown for the stakeholders. The current study illustrates that once the freighters are phased out, the commercial traffic needs to adjust mainly their load factors in order to absorb the cargo that was previously transported by the full freighters. The current model is a version that includes the airside operation of the airport and also the vehicle movement which allows addressing the uncertainties of the operation as well as the limitations and potential problems of the phasing-out action.
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From a circular standpoint it is interesting to reuse as much as possible construction and demolition waste (CDW) into new building projects. In most cases CDW will not be directly reusable and will need to be processed and stored first. In order to turn this into a successful business case CDW will need to be reused on a large scale. In this paper we present the concept of a centralized and coordinated location in the City of Utrecht where construction and demolition waste is collected, sorted, worked, stored for reuse, or shipped elsewhere for further processing in renewed materials. This has expected advantages for the amount of material reuse, financial advantages for firms and clients, generating employability in the logistics and processing of materials, optimizing the transport and distribution of materials through the city, and thus the reduction of emissions and congestion. In the paper we explore the local facility of a Circular Hub, and the potential effects on circular reuse, and other effects within the City of Utrecht.
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from the article: "Abstract The way in which construction logistics is organised has considerable impact on production flow, transportation efficiency, greenhouse gas emissions and congestion, particularly in urban areas such as city centres. In cities such as London and Amsterdam municipalities have issued new legislation and stricter conditions for vehicles to be able to access cities and city centres in particular. Considerate clients, public as well private, have started developing tender policies to encourage contractors to reduce the environmental impact of construction projects. This paper reports on an ongoing research project applying and assessing developments in the field of construction logistics in the Netherlands. The cases include contractors and third party logistics providers applying consolidation centres and dedicated software solutions to increase transportation efficiency. The case show various results of JIT logistics management applied to urban construction projects leading to higher transportation efficiencies, and reduced environmental impact and increased production efficiency on site. The data collections included to-site en on-site observations, measurement and interviews. The research has shown considerable reductions of vehicles to deliver goods and to transport workers to site. In addition the research has shown increased production flow and less waste such as inventory, waiting and unnecessary motion on site."
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Abstract: Last few years the hindrance, accidents, pollution and other negative side effects of construction projects and namely construction transport have become an issue particularly in urban areas across Europe such as in London, and in the Netherlands as well, including the cities of Utrecht, Rotterdam and Amsterdam. Municipalities have issued new legislation and stricter conditions for vehicles to be able to access cities and city centres in particular and accessibility of older and polluting vehicles. Considerate clients, public as well private, have started developing tender policies to encourage contractors to reduce the environmental impact of construction projects. Contractors and third party logistics providers have started applying consolidation centres. These developments have shown considerable reductions of number of vehicles needed to deliver goods and to transport workers to site. In addition these developments have led to increased transport efficiency, labour productivity and cost reductions on site as well as down the supply chain. Besides these developments have led to increased innovations in the field of logistics planning software, use of ICT , and handling hardware and equipment. This paper gives an overview of current developments and applications in the field of construction logistics in the Netherlands, and in a few project cases in particular. Those cases are underway as part of an ongoing applied research project and studied by using an ethnographic participative action research approach. The case findings and project results show initial advantages how the projects, the firms involved and the environment can profit from the advancement of logistics management leading to reduced environmental impact and increased efficiencies of construction transport.
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Een holistisch perspectief op binnenstedelijke herontwikkeling Spatial Planning http://www.uu.nl/agenda/promotie-een-holistisch-perspectief-op-binnenstedelijke-herontwikkeling Promovendus Rien van Stigt onderzoekt waarom het moeilijk is om milieukwaliteit een prominente plaats te geven in de besluitvorming over ruimtelijke plannen. In zijn proefschrift ontwikkelt hij een holistisch perspectief op het complexe proces van compacte binnenstedelijke herontwikkeling. De kwaliteit van de stedelijke leefomgeving is essentieel in duurzame stedelijke ontwikkeling. Die kwaliteit staat met name bij compacte binnenstedelijke herontwikkeling onder druk, en daarom is milieukwaliteit een belangrijke factor in het plannen van zulke ontwikkelingen. Uit de literatuur over de integratie van milieubeleid blijkt dat dit, vooral op lagere bestuurlijke niveaus, niet altijd goed lukt. Er is nog geen overtuigende verklaring waarom dit zo is. Promotor(es): Prof.dr. P.P.J. Driessen en Prof.dr. T.J.M. Spit
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