Aristotle University of Thessaloniki, Postgraduate Program on Environmental Protection and Sustainable Development, December 2007 Freight Transportation and Environmental Efficiency: Going Beyond the ‘S’ Word Jean-Paul Rodrigue Associate Professor, Dept. of Economics & Geography, Hofstra University, New York, USA Email: ecojpr@hofstra.edu Paper available at: http://people.hofstra.edu/faculty/Jean-paul_Rodrigue Containerization, Cold Chains and the “Flexibilization” of Supply Chains Langoustine (Scottish waters) Fishing Fishing Thailand Freezing Scotland Mechanical peeling Reefer (3 weeks) Maturation Manual peeling warehouse (3 weeks) Processing Packaging Distribution Maturation in Reefer Processing (3 weeks) Packaging Distribution UK Market There is More than Meet the Eye… Maritime Freight Rates (USD per TEU), 1993-2007 $2,000 $1,800 $1,600 $1,400 $1,200 $1,000 $800 $600 Asia - Europe $400 $200 Europe - Asia Labor Major factor. Mechanical (lower quality product) to labor intensive (high quality) Transport costs Taking advantage of imbalanced freight rates (lower eastbound rate). Higher transport costs compensated by lower labor costs. Warehousing In circulation. Taking advantage of the 3 weeks return journey to complete the maturation process. Reducing the real estate footprint. Environment Difficult to assess (possibly negligible). 2007-2 2006-4 2006-2 2005-4 2005-2 2004-4 2004-2 2003-4 2003-2 2002-4 2002-2 2001-4 2001-2 2000-4 2000-2 1999-4 1999-2 1998-4 1998-2 1997-4 1997-2 1996-4 1996-2 1995-4 1995-2 1994-4 1994-2 1993-4 $0 About Freight Transportation … Transport Geography and Freight Containerization and Economies of Scale UPS Willow Springs Distribution Center, Chicago The Transport Geography Perspective Infrastructures Passengers Freight Information Transportation and the Mobility of Passengers and Freight Share of total passengers or tons-km Commuting Shopping Recreation Commodity Chains Trade Energy & Raw Materials Waste disposal Local distribution Business Tourism Migration Distance Performance Comparison for Selected Freight Modes Vehicle Capacity Truck Equivalency Barge 1500 Tons 52,500 Bushels 453,600 Gallons 57.7 (865.4 for 15 barges in tow) Hopper car 100 Tons 3,500 Bushels 30,240 Gallons 3.8 100 car train unit Semi-trailer truck Post-panamax containership VLCC 747-400F 10,000 Tons 350,000 Bushels 3,024,000 Gallons 26 Tons; 910 Bushels 7,865 Gallons 9,000 for a tanker truck 5,000 TEU 384.6 1 2,116 300,000 tons 2 million barrels of oil 9,330 124 tons 5 The Regina and Emma Maersk 6,700 TEU 14,500 TEU About Transport and the Environment … The Environmental Dimension of Transport Transport and Energy Sustainable Transportation Translisft crane, NS Rutherford yard, PA Environmental Dimensions of Transportation Other Habitat changes Land Use Infrastructure construction and maintenance Social or ecological effects Emissions Vehicle and parts manufacture Travel Economics Vehicle maintenance and support Ambient levels Disposal of vehicles and parts Causes Relationships Activities Exposure Outputs Quantification Health, environmental or welfare effects End Results Policy Making Transportation Systems and the Environment Centralized network Diffused network Network Localized emissions Energy efficient Diffused emissions High energy use Traffic Level of emissions Level of energy consumption Mode Nature of emissions Nature of energy consumption Emissions from Freight Modes (gram / ton-km) 0 20 40 CO2 60 80 100 120 SO2 NOx PM HC CO CO2 Ocean shipping Short sea shipping Rail Road 0 0.2 0.4 0.6 0.8 1 1.2 Energy Efficiency by Transportation Mode 10 Helicopter Car Propeller Jet plane plane Bus 1 Train Cargo plane Truck Bicycle .1 Container ship Oil Pipeline Energy costs Gas pipeline Supersonic plane Freight Passengers Train .01 Tanker .002 Speed (m/sec) 10 30 100 300 1000 Retail Motor Gasoline Prices in Selected Countries, 1990-2006 7 Nominal dollars per gallon 6 Canada China Germany Japan United States France Italy United Kingdom 5 4 3 2 1 0 1990 1992 1994 1996 1998 2000 2002 2004 2006 Costs of Shipping a 40 foot Container to New York $8,000 $7,000 $6,000 $5,000 From Hong Kong From Mexico $4,000 $3,000 $2,000 $1,000 $0 Barrel at $30 Barrel at $60 Barrel at $100 Sustainable Transportation (Nonesense) Sustainable Development Sustainable Transportation Modes Infrastructures Logistics Environment Economy Society Climate Change Growth Safety Air quality Jobs and Prosperity Health Noise Disturbance Fair Pricing Land Use Access Competitiveness Waste Equity Choice Green Logistics Logistics and Reverse Distribution Paradoxes of Green Logistics APL “Australia” entering San Francisco Harbor Green+Logistics or Green/Logistics? Green • Environmental efficiency • Recycling • Compliance Logistics • Distributional efficiency • Save time / money Convergence? Forward and Reverse Distribution Distributors Recyclers Collectors Suppliers Consumers Producers Forward Channel Reverse Channel The Paradoxes of Green Logistics Dimension Outcome Paradox Costs Reduction of costs through improvement in packaging and reduction of wastes. Benefits are derived by the distributors. Environmental costs are often externalized. Time / Flexibility Integrated supply chains. JIT and DTD provide flexible and efficient physical distribution systems. Extended production, distribution and retailing structures consuming more space, more energy and producing more emissions. Network Increasing system-wide efficiency of the distribution system through network changes (Hub-and-spoke structure). Concentration of environmental impacts next to major hubs and along corridors. Pressure on local communities. Reliability Reliable and on-time distribution of freight and passengers. Modes used, trucking and air transportation, are the least environmentally efficient. Warehousing Less warehousing per unit of freight. Inventory in circulation. Inventory shifted in part to public roads (or in containers), contributing to congestion and space consumption. E-commerce Increased business opportunities and diversification of the supply chains. Changes in physical distribution systems towards higher levels of energy consumption. Costs Paradox: Logistical Improvements, Manufacturing Sector, 1960s to 2000s 20 40 Logistics Costs (% GDP) 18 Cycle Time Requirements (days) % of GDP 14 12 30 25 25 10 20 8 15 6 10 4 7 2 5 4 0 1960s 1970s 1980s 1990s 3 2000s 0 Days 16 35 Inventory Costs (% GDP) 35 Time Paradox: Average Order Lead Times of European Manufacturers, Wholesalers, and Retailers 25 Days 20 15 10 5 0 1985 1990 1995 2000 2005 2010 Network Paradox Feeder Hub Environmental Pressure Freight Traffic at the World’s Largest Airports, 2005 25 2005 2000 1995 1990 1985 1980 20 15 10 5 49 47 45 43 41 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 9 7 5 3 0 1 Millions Rank / Size of the 50 Largest Container Ports, 19802005 (TEUs) Paradox: Reliability p(T’) p(T’a) Ta’ - T’0 Ta’ + σ σ T’a Paradox: Warehousing Material flow (delivery) Information flow (order) Raw Materials Delivery units for parts Moving storage units Manufacturing Distribution Center Assembly and warehousing Retailers Customers Supply Chain Management Delivery units for finished goods Moving storage units Characteristics of Large-scale Distribution Centers Size Larger More throughput and less warehousing. Facility One storey; Separate loading and unloading bays Sorting efficiency; Potential for cross-docking. Land Large lot Parking space for trucks (often not necessary due to high throughput); Space for expansion. Accessibility Proximity to highways Constant movements (pick-up and deliveries) in small batches (often LTL); Access to corridors and markets. Market Regional / National Less than 48 hours service window. IT Integration Sort parcels; Control movements from receiving docks to shipping dock; Management systems controlling transactions. Typical Freight Distribution Cluster, Piscataway, New Jersey Logistics and E-commerce Supply chain Supply chain E-Retailer DC Retailer Customers Customers E-Logistics Traditional Logistics DC Environmental Vicious Circle of Logistics Application of logistics More ton-km transported Energy consumption Pollutant Emissions Activities less Spatially constrained Space consumption City Logistics DC Central City Conclusion ■ Freight transportation is profit driven • Any strategy that promotes efficiency will be considered. • So far, logistics has left a paradoxical environmental impact. • The current context may lead to several innovations. ■ Sustainability • • • • A vague and mostly inapplicable concept. Could lead to wrong strategies and technologies. Lead to unintended consequences? Policy driven or market forces?