1 Introduction
2 Background
3 Methodology
3.1 The scenario construction phase
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Reference situation: The system as it is nowadays and the logical evolution (business as usual).
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The inclusion of an urban consolidation centre (UCC), but without changing the current producers and suppliers.
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The combination of this UCC with new forms of food collection and distribution systems from small producers, in food hub logic.
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The data collection errors and bias related to data used for modelling;
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The errors and bias of input data (when using the model);
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The interpretation of the reality by the modeller;
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The hypotheses and assumptions made when developing the model (economic and environmental coefficient, for example);
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Other errors and bias related to data processing and analysis (related to aggregation; data lacks, etc.).
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Its network structure: a distribution system can be single echelon (i.e. delivering directly the canteens from the food stocking facilities) or multi-echelon (i.e. using different facilities, like central kitchens, satellite warehouses, cross-docking points, etc.)
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Its vehicle fleet to deliver customers. Those fleets can be homogeneous (i.e. all vehicles have the same characteristics) or heterogeneous (different types of vehicles are used). Those vehicles have specific characteristics, mainly their capacity, EURO norms and use conditions, among others, which influence the elementary environmental impacts and economic costs.
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The employment organization related to the system, i.e. number of employees and specialty/generality of the works.
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The scheduling/work time constraints, the service quality settings and other organizational elements to take into account.
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Four representative of public authorities (municipalities),
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Three stakeholders of school canteen logistics
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Two experts on urban food distribution mainly related to canteens.
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A fleet of vehicles serves a set of delivery points;
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The demand of each customer per visit must be satisfied by a vehicle assigned on the route;
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Each vehicle leaves and returns to the depot;
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The vehicle capacity should not be exceeded;
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The delivery stages are single stages and;
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The working time constraints for the driver and vehicle on each route should not be violated.
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The vehicle must respect the road directions (direction of traffic, type of road, ...)
3.2 Scenario assessment
3.2.1 Economic impact estimation
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The first, mainly used in long-term planning issues (mainly related to cost-benefit analysis in a multi-year horizon), sees costs as being related to investment (to be paid before use and that need to be refunded in a multi-year period) and operational (to be paid operationally at each use of the system and having to be covered by monetary benefits each year);
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The second, used when making cost only analyses or for operational assessments (mainly for a given use period that is a day, a week or a year), is to consider costs related to the use of vehicles: fixed costs are those not related to the travelled distances nor working times, and variable costs are those related to them.
Macro-category | Category | Unity |
---|---|---|
Fixed costs | Platform use | €/m2 |
Vehicle purchasing or leasing | €/vehicle | |
Employees fixed costs (not depending on vehicle use) | € | |
Other operational costs | € | |
Variable cost | Linear infrastructure use | €/km |
Vehicle use (fuel consumption, k insurances, etc.) | €/km | |
Employee variable costs | €/h |
3.2.2 Environmental impact estimation
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Global warming potential estimated in CO2-equivalent emissions and directly linked with fuel consumption (FC).
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Particulate matter emissions at exhaust (PM), focusing mainly in PM10.
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NOx emissions (NOx).
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Volatile Organic Compounds (VOC) that contribute to photochemical oxidant emissions.
4 Methodology test and validation
4.1 Validation procedure
4.2 Case study: Food distribution system for the school canteens of the Great Lyon region
4.2.1 Geographic and demographic context
4.2.2 Analysis of current demand
Town | Number of Middle Schools | Students registered | Students who eat daily at the school canteen | Yearly demand (kg) |
---|---|---|---|---|
Lyon 1st district | 4 | 2490 | 996 | 76,543 |
Lyon 2nd district | 3 | 1541 | 616 | 47,370 |
Lyon 3rd district | 7 | 4063 | 1625 | 124,897 |
Lyon 4th district | 6 | 2155 | 862 | 66,245 |
Lyon 5th district | 10 | 5933 | 2373 | 182,380 |
Lyon 6th district | 5 | 2646 | 1058 | 81,338 |
Lyon 7th district | 5 | 2573 | 1029 | 79,094 |
Lyon 8th district | 4 | 1836 | 734 | 56,439 |
Lyon 9th district | 3 | 1517 | 607 | 46,633 |
Others towns | 70 | 37,292 | 14,917 | 1,146,356 |
Total | 117 | 62,046 | 24,818 | 1,907,294 |
4.2.3 Definition of scenario hypotheses
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Scenario 1: The reference situation, the central kitchen is supplied by E warehouse and then the middle school canteens are supplied by the Central kitchen (see Fig. 3).×
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Scenario 2: The central kitchen is supplied by Corbas food wholesaler and then the middle school canteens are supplied by the Central kitchen (see Fig. 4).×
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Scenario 3: The central kitchen is supplied by E (with the five family products except by Fruits and vegetables) and by Corbas (with the Fruits and Vegetables) and then the middle school canteens are supplied by the Central kitchen. For the H3.1 and H3.2, it is necessary to take into account that the daily demand of Fruits and Vegetables is 3000 kg which represents the 22.8% of the total demand and the total daily demand of the other five product families is 10,154 kg which represents the 77.2% of the total demand (see Fig. 5).×
5 Results and discussion
5.1 Distance and duration analysis
Scenario | Daily Demand (kg) | Number of Inbound Vehicles (14 t.) | Total Distance Inbound (km) | Total Time Inbound (hours) | Number of Outbound Vehicles (3.5 t.) | Total Distance Outbound (km) | Total Time Outbound (hours) | Total Vehicles | Total Distance (km) | Total Time (hours) |
---|---|---|---|---|---|---|---|---|---|---|
S1 | 13,154 | 1 | 126 | 2.6 | 8 | 693 | 60.2 | 9 | 818 | 62.8 |
S2 | 13,154 | 1 | 100 | 2.0 | 8 | 693 | 60.2 | 9 | 793 | 62.2 |
S3 | 13,154 | 2 | 176 | 3.6 | 8 | 693 | 60.2 | 10 | 868 | 63.8 |
Scenario | Daily Demand (kg) | Number of Inbound Vehicles (14 t.) | Total Distance Inbound (km) | Total Time Inbound (hours) | Number of Outbound Vehicles (3.5 t.) | Total Distance Outbound (km) | Total Time Outbound (hours) | Total Vehicles | Total Distance (km) | Total Time (hours) |
---|---|---|---|---|---|---|---|---|---|---|
S1 | 13,154 | 1 | 126 | 2.3 | 8 | 636 | 63.7 | 9 | 762 | 66 |
S2 | 13,154 | 1 | 100 | 1.9 | 8 | 636 | 64.1 | 9 | 736 | 66 |
S3 | 13,154 | 2 | 176 | 3.3 | 8 | 636 | 63.7 | 10 | 812 | 67 |
Scenario | Distance travelled gap | Total time gap |
---|---|---|
S1 | −6.8% | 5.1% |
S2 | −7.2% | 6.1% |
S3 | −6.5% | 5.0% |
5.2 Economic evaluation
Cost detail | Value | Unit |
---|---|---|
Leasing vehicle 3.5 t | 1000 | €/month |
Leasing vehicle 14 t | 2000 | €/month |
Driver cost for vehicle 3.5 t | 2500 | €/month |
Driver cost for vehicle 14 t | 3000 | €/month |
Working days per year | 145 | days / year |
Working hours | 10 | h/day |
Diesel costa | 1.44 | €/l |
Vehicle 3.5 t consumption | 18 | l/100 km |
Vehicle 14 t consumption | 25 | l/100 km |
Cost detail | Value | Unit |
---|---|---|
Leasing vehicle 3.5 t | 83 | €/day |
Leasing vehicle 14 t | 166 | €/day |
Driver cost for vehicle 3.5 t | 207 | €/day |
Driver cost for vehicle 14 t | 248 | €/day |
Scenarios | S1 | S2 | S3 |
---|---|---|---|
Scenario Description | Distributing all products from E to Middle School Canteens through the Central Kitchen | Distributing all products from Corbas to Middle School Canteens through the Central Kitchen | Distributing only fruits and vegetables from Corbas and the other product families from E to Middle School Canteens through the Central Kitchen |
Total Vehicles | 9 | 9 | 10 |
Total Distance (km) | 818 | 793 | 868 |
Total Time (hours) | 63 | 62 | 64 |
Daily Leasing vehicle cost | 828 € | 828 € | 993 € |
Daily Driver cost | 1903€ | 1903 € | 2153 € |
Daily vehicle consumption cost | 225 € | 216 € | 243 € |
Total daily cost | 2956 € | 2947 € | 3388 € |
Total yearly cost | 428,590 € | 427,259 € | 491,200 € |
Scenarios | S1 | S2 | S3 |
---|---|---|---|
Scenario Description | Distributing all products from E to Middle School Canteens through the Central Kitchen | Distributing all products from Corbas to Middle School Canteens through the Central Kitchen | Distributing only fruits and vegetables from Corbas and the other product families from E to Middle School Canteens through the Central Kitchen |
Total Vehicles | 9 | 9 | 10 |
Total Distance (km) | 762 | 736 | 812 |
Total Time (hours) | 66 | 66 | 67 |
Daily Leasing vehicle cost | 828 € | 828 € | 993 € |
Daily Driver cost | 1903€ | 1903 € | 2152 € |
Daily vehicle consumption cost | 210 € | 201 € | 228 € |
Total daily cost | 2941 € | 2932€ | 3373 € |
Total yearly cost | 426,458€ | 425,127€ | 489,068€ |
5.3 Environmental evaluation
Type of vehicle | VRP-SS Average Speed (km / h) | ANNONA Average Speed (km / h) | ||||
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Scenario 1 | Scenario 2 | Scenario 3 | Scenario 1 | Scenario 2 | Scenario 3 | |
Light Commercial Vehicles (3,5 t) | 33 | 33 | 33 | 28 | 28 | 29 |
Heavy Duty Trucks (14 t) | 65 | 73 | 69 | 54 | 54 | 54 |
Scenarios | S1 | S2 | S3 | |||
---|---|---|---|---|---|---|
Scenario Description | Distributing all products from E to Middle School Canteens through the Central Kitchen | Distributing all products from Corbas to Middle School Canteens through the Central Kitchen | Distributing only fruits and vegetables from Corbas and the other product families from E to Middle School Canteens through the Central Kitchen | |||
Period of time | Daily | Yearly | Daily | Yearly | Daily | Yearly |
NOX (kg/km) | 0.9 | 128 | 0.8 | 111 | 1.0 | 138 |
PM (g/km) | 24 | 3411 | 23 | 3276 | 25 | 3616 |
CO2 (kg/km) | 231 | 33,475 | 208 | 30,216 | 217 | 31,479 |
VOC (g/km) | 23 | 3270 | 23 | 3270 | 23 | 3270 |
Fuel Consumption (kg/km) | 73 | 10,538 | 68 | 9884 | 68 | 9917 |
Scenarios | S1 | S2 | S3 | |||
---|---|---|---|---|---|---|
Scenario Description | Distributing all products from E to Middle School Canteens through the Central Kitchen | Distributing all products from Corbas to Middle School Canteens through the Central Kitchen | Distributing only fruits and vegetables from Corbas and the other product families from E to Middle School Canteens through the Central Kitchen | |||
Period of time | Daily | Yearly | Daily | Yearly | Daily | Yearly |
NOX (kg/km) | 1.0 | 143 | 0.9 | 131 | 1.1 | 166 |
PM (g/km) | 25 | 3569 | 24 | 3445 | 26 | 3737 |
CO2 (kg/km) | 234 | 33,890 | 220 | 31,905 | 217 | 31,506 |
VOC (g/km) | 24 | 3518 | 24 | 3451 | 24 | 3412 |
Fuel Consumption (kg/km) | 74 | 10,674 | 69 | 10,057 | 68 | 9930 |
Scenarios | S1 | S2 | S3 |
---|---|---|---|
Scenario Description | Distributing all products from E to Middle School Canteens through the Central Kitchen | Distributing all products from Corbas to Middle School Canteens through the Central Kitchen | Distributing only fruits and vegetables from Corbas and the other product families from E to Middle School Canteens through the Central Kitchen |
NOX (kg/km) | 11% | 15% | 17% |
PM (g/km) | 4% | 5% | 3% |
CO2 (kg/km) | 1% | 5% | 0.1% |
VOC (g/km) | 7% | 5% | 4% |
Fuel Consumption (kg/km) | 1% | 2% | 0.1% |