Genetic algorithm for the cargo shunting cooperation between two hub-and-spoke logistics networks

Purpose: The overstocked goods flow in the hub of hub-and-spoke logistics network should be disposed of in time, to reduce delay loss and improve the utilization rate of logistics network resources. The problem we need to solve is to let logistics network cooperate by sharing network resources to shunt goods from one hub-and-spoke network to another hub-and-spoke network. Design/methodology/approach: This paper proposes the hub shunting cooperation between two hub-and-spoke networks. Firstly, a hybrid integer programming model was established to describe the problem, and then a multi-layer genetic algorithm was designed to solve it and two hub-and-spoke networks are expressed by different gene segments encoded by genes. The network data of two third-party logistics companies in southern and northern China are used for example analysis at the last step. Findings: The hub-and-spoke networks of the two companies were constructed simultaneously. The transfer cost coefficient between two networks and the volume of cargo flow in the network have an impact on the computation of hubs that needed to be shunt and the corresponding cooperation hubs in the other network. Originality/value: Previous researches on hub-and-spoke logistics network focus on one logistics network, while we study the cooperation and interaction between two hub-and-spoke networks. It shows that two hub-and-spoke network can cooperate across the network to shunt the goods in the hub and improve the operation efficiency of the logistics network.Peer Reviewe

Roteirização colaborativa de veículos: aplicação na logística militar / Collaborative Vehicle Routing: Application In Military Logistics

Diante de um cenário em que cada Força Armada planeja e executa seus transportes individuais, a inserção da roteirização colaborativa nos planejamentos militares visa compartilhar de veículos Forças a fim de minimizar a distância total percorrida. Este artigo foi usado um modelo unificado de roteirização de veículos que emprega uma metaheurística de busca adaptativa em grande vizinhança para atingir os resultados de roteirização colaborativa com clientes compartilhados. A contribuição artigo está na apresentação de uma metodologia de três fases para a solução de um problema de roteirização com clientes compartilhados usando os problemas de roteirização com um e com múltiplos depósitos. Realizou-se um estudo de caso para roteirização da distribuição de suprimentos militares da Marinha, do Exército e da Aeronáutica

Gestión en el proceso de distribución y ruteo para optimizar la rentabilidad en la empresa Empanut SAC, Arequipa 2022

La presente investigación Gestión en el Proceso de Distribución y Ruteo para optimizar la Rentabilidad en la Empresa Empanut S.A.C., Arequipa 2022, tuvo por finalidad determinar en qué medida la gestión en el proceso de distribución y ruteo optimiza la rentabilidad en la empresa. La investigación presentó un enfoque cuantitativo, tipo básica, de nivel descriptivo - correlacional, con un diseño pre experimental de corte longitudinal. La muestra, fueron los 40 trabajadores de la empresa. Se utilizó como instrumentos un cuestionario y una ficha de recolección de datos. Para el contraste de hipótesis se utilizó la prueba del coeficiente de correlación de Spearman, debido a que los datos no presentaron una distribución normal. Los resultados obtenidos demostraron la existencia de una relación muy alta dada por un coeficiente de correlación de Spearman de 0,970 con una significancia del 0,01 entre las variables en estudio, concluyéndose que la Gestión en el proceso de distribución y ruteo optimiza de manera directa y significativa en la Rentabilidad, es decir que mejor sea la Gestión en el proceso de distribución y ruteo mayor será la Rentabilidad de la empresa Empanut SAC

Balancing partner preferences for logistics costs and carbon footprint in a horizontal cooperation

Horizontal cooperation in logistics has gathered momentum in the last decade as a way to reach economic as well as environmental benefits. In the literature, these benefits are most often assessed through aggregation of demand and supply chain optimization of the partnership as a whole. However, such an approach ignores the individual preferences of the participating companies and forces them to agree on a unique coalition objective. Companies with different (potentially conflicting) preferences could improve their individual outcome by diverging from this joint solution. To account for companies preferences, we propose an optimization framework that integrates the individual partners’ interests directly in a cooperative model. The partners specify their preferences regarding the decrease of logistical costs versus reduced CO2 emissions. Doing so, all stakeholders are more likely to accept the solution, and the long-term viability of the collaboration is improved. First, we formulate a multi-objective, multi-partner location-inventory model. Second, we distinguish two approaches for solving it, each focusing primarily on one of these two dimensions. The result is a set of Pareto-optimal solutions that support the decision and negotiation process. Third, we propose and compare three different approaches to construct a unique solution which is fair and efficient for the coalition. Extensive numerical results not only confirm the potential of collaboration but, more importantly, also reveal valuable managerial insights on the effect of dissimilarities between partners with respect to size, geographical overlap and operational preferences

The future of last-mile delivery: a scenario thinking approach

`Last mile' in cities is not merely a logistics problem, but also a significant urban planning challenge. Last mile is the final leg of the supply chain that involves high-frequency, low-volume, and short-haul distribution of goods to end consumers. This last leg is the most important, yet the least efficient part of supply chain. With rapid growth of online retail transactions and increased supply chain complexity of the globalised production networks, the size, scale and scope of last mile-driven logistics problems are most likely to escalate in the immediate future. Transport infrastructure and planning controls are among the key factors that contribute to the severity of last mile delivery (LMD) problems in large cities. However, interrelationships and interdependencies between last mile logistics and transport networks and urban planning controls are neither theoretically evaluated nor empirically tested in the extant literature. This thesis aims to measure and map the potential transportation network impedance to last mile delivery, build future last mile delivery scenarios and formulate a strategic framework to mitigate the risk of last mile delivery failure within Metropolitan Melbourne. A five-stage Scenario Thinking method was applied to understand and analyse the provision of last mile delivery and the associated `critical uncertainties'. A Geographic Information System (GIS) was used to compute and visualise the potential transportation network impedance to last mile delivery within the Metropolitan Melbourne. Spatial data representing the key constraints of transportation network and planning controls were used to compute the potential transportations network impedance to last mile delivery. A Scenario Thinking (ST) workshop was conducted with 14 participants who represent three major stakeholders, namely operators, administrators and users.  This was designed to discuss and identify key planning and transportation constraints contributing to last mile challenges and to formulate future possible and plausible last mile delivery scenarios. Thirty-four major issues that underpin last mile logistics were identified, which were clustered into six thematic dimensions through an iterative consultation process.  These include: i) Freight Infrastructure; ii) Infrastructure Supply; iii) Landuse Intensity; iv) Infrastructure Sharing; v) Intersection Controls and vi) Human Behaviour.  Infrastructure Supply and Landuse Intensity were found to represent higher uncertainty and higher impact on city logistics provisions. Hence, they were used to build future LMD scenarios. Spatial data of seventeen mappable constraints, including traffic count, population density, zoning, proximity to Melbourne CBD and activity centres, intersection constraint, speed limit, number of lanes, toll, railway boom gate, traffic lights and trams routes, were standardised and aggregated using a composite index technique. The generated LMD impedance index was then mapped using an overlay function to estimate the potential hindrance to last mile delivery as imposed by built and regulatory environment. The mapped outputs illustrate significant spatial variations in LMD impedance levels across different parts of Metropolitan Melbourne. Impedance to last mile reduces with increased distance from the Central Business District, found to be high within the designated activity centres and varies across inner, middle and outer rings.   The results reveal that the future outcomes of last-mile delivery is dependent upon which scenario eventuates out of the four scenarios formulated using Infrastructure Supply and Landuse Intensity. The best-best scenario characterises an increase in infrastructure usage, decrease in road congestion, lower delivery cost, and increased last mile delivery productivity and efficiency; whilst the worst-worst scenario represents a decrease in the usage of logistics infrastructure, transport delay and congestion, increased last-mile delivery cost, loss of work productivity, reduced deliveries per day and higher environmental impacts. Further analysis indicates the relative positioning of major stakeholders based on an interest-power matrix. Last mile logistics stakeholders such as Federal, State and Local Governments, and Transurban with high-power tend to exhibit low-interest in provisioning last-mile logistics; while those with high interest such as Drivers and Business owners have low power to influence any positive change to enhance the efficiency of last-mile delivery. Stakeholders with high-power and high-interest were identified to include Public Transport Victoria, VicRoads, Trader Association, Port Authority who could assist in policy-making to help improve last-mile delivery efficiency and curtail carbon footprint within an acceptable level. In this study, a strategic framework is developed to support the formulation of key objectives and future-oriented actions. Five strategies along with key actions were proposed to tackle the LMD challenges associated in Melbourne. These include: land-use zoning, last mile corridor, distribution network strategies, multimodal use strategy and stakeholder engagement strategy.  The land use zoning strategy can be implemented to geographically demarcate last-mile delivery zones to improve the efficiency of last-mile delivery to retail businesses within the localised area.  The last mile corridor strategy would expedite last-mile delivery along the main arterial networks through the development of linear freight routes to improve last-mile connectivity between key business hubs.  This geo-targeted strategy will help reduce the environmental footprint of last-mile delivery, ease traffic bottlenecks and potential conflict between last-mile delivery trucks and commuters by confining truck movements to designated routes. The distribution network strategy would promote consolidation of goods through a holistic integration of people, facilities and transportation infrastructure as a single unified city logistics network to support the development of Urban Distribution and Consolidation Centres in vicinity to the Activity Centres. The Multi modal use promotes LMD using trucks and train, trams or bicycles as an integrated system. The stakeholder engagement strategy places a greater emphasis on the shift in interest of stakeholders with power to cause positive change through advocating for the implementation of effective policies and regulations. Overall, this thesis is the first study that applied the Scenario Thinking method along with GIS to construct, measure and map the potential last-mile delivery impedance. Scenarios were formulated to provide improved understanding of future last-mile delivery. Strategies were recommended to help develop operational plans and deploy future investment to tackle the challenges associated with the worst/worst scenario.  The mapped outputs improve the future understanding of the complex interactions between transportation infrastructure, planning controls and last-mile delivery. This understanding and proposed strategies in turn would help enhance the efficiency of last-mile delivery in the context of large cities

Avances y perspectivas de la ingeniería 4.0

Este libro es resultado de los trabajos finales presentados en el I Congreso Internacional de Ingeniería 4.0 realizado los días 24 y 25 de octubre de 2019 organizado por la Facultad de Ingeniería de la Universidad Libre Seccional Pereira