bart jourquin and sabine limbourg catholic university of mons (fucam) group transport & mobility...

Bart JOURQUIN and Sabine LIMBOURG

Catholic University of Mons (FUCAM)

Group Transport & Mobility

Mons – Belgium

gt&[email protected]

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

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

IH

G

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




Behaviour

No Yes

Capacity

No All or Nothing Stochastic

Yes Equilibrium Stochastic equilibrium




Aggregated demand data

No Yes

Capacity

No All or Nothing Multi-Flow

Yes 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

bart jourquin and sabine limbourg catholic university of mons (fucam) group transport & mobility...

Documents

hub system

single hub

uirr terminals location

network slide

non hub nodes

policy slide

railroad transport slide

potential location arnold