No description available.

Inefficient road transportation causes unnecessary costs and polluting emissions. This problem is even more severe in refrigerated transportation, in which temperature control is used to guarantee the quality of the products. Organizing logistics cooperatively can help decrease both the environmental and the economic impacts. In Joint Route Planning (JRP) cooperation, suppliers and customers jointly optimize routing decisions so that cost and emissions are minimized. Vendor Managed Inventory (VMI) cooperation extends JRP cooperation by optimizing routing and inventory planning decisions simultaneously. However, in addition to their economic advantages, VMI and JRP may also yield environmental benefits. To test this assertion, we perform a case study on cooperation between a number of supermarket chains in the Netherlands. The data of this case study are analyzed to quantify both the economic and environmental benefits of implementing cooperation via JRP and VMI, using vehicle routing and an inventory routing models. We found that JRP cooperation can substantially reduce cost and emissions compared with uncooperative routing. In addition, VMI cooperation can further reduce cost and emissions, but minimizing cost and minimizing emissions no longer result in the same solution and there is a trade-off to be made.

No description available.

Dans cette thèse, nous nous intéressons à la mise en œuvre de Proxy Mobile IPv6 (PMIPv6) dans les réseaux sans fil hétérogènes, dont la topologie peut être arbitraire et spontanée. Nous proposons d'abord le concept de groupe autonome ou "cluster" qui permet le passage à l'échelle des réseaux. Ensuite nous proposons des extensions à PMIPv6, appelée Scalable Proxy Mobile IPv6 (SPMIPv6), qui prennent en compte de l'architecture en clusters au travers de l'interaction entre de multiples Local Mobility Anchors (LMAs). Nous évaluons l'aptitude à supporter le passage à l'échelle de SPMIPv6 dans un contexte de réseau maillé sans fil en faisant varier sa taille, la vitesse moyenne et la densité des terminaux mobiles. En outre, nous proposons des méthodes pour l'optimisation du routage dans SPMIPv6 pour réduire les latences des communications. Nous introduisons également un mécanisme de détection de mouvements des terminaux mobiles qui prend en compte de l'hétérogénéité des technologies d'accès. Nous implémentons l'ensemble des propositions sous Linux dans un environnement virtualisé. Nous expérimentons différents scénarios dans le mode émulation ainsi qu'en vrai grandeur pour évaluer des mesures différentes telle que le coût de signalisation, la latence de handover, la perte de paquets, le temps aller-retour (RTT), et variation de débit. Finalement, nous adressons le contexte de multi-domiciliation en proposant un concept appelé virtual Stream Control Transmission Protocol (vSCTP) et l'appliquons à l'architecture PMIPv6. Les premières simulations sous Ns-2 laissent entrevoir des bénéfices pour les scénarios d'agrégation de bande passante et les scénarios d'équilibrage de charge.

Building a new infrastructure facility requires a significant amount of time and expense. This is particularly true for investments in transportation for their longstanding and great degree of impact on society. The scope of time and money involved does not mean, however, we only focus on the economies of scale and may ignore other aspects of the built environment. To this extent, how can we achieve a more balanced perspective in infrastructure decision-making? In addition, what aspects should be considered when making more sustainable decisions about transportation investments? These two questions are the foundations of this study. This dissertation shares its process in part with a previous research project – Texas Urban Triangle (TUT). Although the TUT research generated diverse variables and created possible implementations of spatial decision support system (SDSS), the methodology still demands improvement. The current method has been developed to create suitable routes but is not designed to rank or make comparisons. This is admittedly one of the biggest shortfalls in the general SDSS approach, but is also where I see as an opportunity to make alternative interpretation more comprehensive and effective. The main purpose of this dissertation is to develop a Spatial Decision Support System (SDSS) that will lead to more balanced decision-making in transportation investment and optimize the most sustainable high-speed rail (HSR) route. The decision support system developed here explicitly elaborates the advantages and disadvantages of a transportation corridor in three particular perspectives: construction (fixed costs); operation (maintenance costs); and externalities (social and environmental costs), with a specific focus on environmental externalities. Considering more environmental features in rail routing will offset short-term economic losses and creates more sustainable environments in long-term infrastructure planning.

The main goal of this work is to implement a system, which will be able to optimize routes between warehouses and selected customers and visualize them using maps by the Google Inc. This problem is being analyzed not only on the theoretical, but also, and mainly, on the practical aspects and tries to find a gap in the market with similar applications.

El presente estudio tiene como objetivo determinar el impacto de la propuesta de optimización de rutas de distribución en los costos operativos en la empresa DD & D S. A. C. para ello se realizó el diagnóstico del proceso de distribución actual, aplicando la observación directa, la revisión de registros documentados y entrevistas, se descubrió que los altos costos operativos se componen en un 67,4% de los costos asociados al consumo de combustible (34,2%), la reprogramación de rutas (18,4%), y de la mano de obra (14,8%). Asimismo, se detectó que el 93% de los problemas que afectan a los costos operativos se originan por la falta de capacitación del personal, una planificación inadecuada de rutas y la falta de cumplimiento de estas. También se elaboró una propuesta de optimización, evaluando en base a criterios, modelos, heurísticas, y algoritmos, dando como resultados, al modelo, problema de rutas de vehículos (VRP), la heurística de Clarke Wright y el algoritmo de k-opt. Se corrió el software VRP Solver y el VRP Solver Spreadsheet a modo de comparativa, y se redujo la distancia de 124 a 69 km (-44%) para la flota liviana y 366 a 171 km (-63%) para la flota pesada, reduciendo a los costos operativos de S/ 7 180,07 a S/ 4 397,62 (-39%) mensuales. Finalmente, para evaluación económica de la propuesta se obtuvo un VAN de S/ 45 234,93; TIR de 301% y un beneficio/costo de 1,82 que indica que los beneficios son mayores a los costos.

Route optimization aims to optimize routes for vehicles withregards to resource usage. Especially when the vehicle needsto visit multiple customers on the route, a route optimizationtool is beneficiary. The purpose of this study is to comparehuman experience with a route optimization program. This isdone by comparing how a truck driver makes his routes to theroute a GIS-tool has calculated and then see which of theroutes was shorter, measured in kilometers. The data for thisstudy was gathered from a big shipping company. In order toachieve the purpose of this study 10 routes were analysed bya GIS program called ArcGIS. The algorithm used by ArcGISin route optimization is tabu search, this type of program wasused because it is based on heuristic methods that is muchfaster than exact methods. Expert systems are based onknowledge from experts that have been accumulated duringmany years of experience. Providing recommendations basedon probability reasoning instead of absolute answer. Thesekind of systems is often used in GIS programs to improveresults and calculation time. The aim of this study wasanalyze if a optimization program finds a better route than theexpert. This study shows an improvement of 60% of theanalyzed routes. To verify the results of this study anhypothesis test was made which gave a level of significanceby more than 85 %. The routes were optimized to a certainextent even before the study was done due to the driveralready being familiar with the routes in question. Because ofthis the results of this study were lower compared to othersimilar studies. Another reason may be that the coordinatesgiven to us did not always correspond perfectly with actuallocation of the stops. / Ruttoptimering avser att optimera rutter för fordon medminsta möjliga resursåtgång. När fordonet ska besöka ettflertal givna platser är ett ruttoptimeringsverktyg förmånligtatt använda. Denna studie syftar till att jämföra den mänskligaerfarenheten mot ett ruttoptimeringsprogram. Detta har gjortsgenom att jämföra hur en lastbilschaufför har kört en rutt mothur ett GIS-verktyg räknat fram den optimerade färdvägen avsamma rutt. Sedan jämfördes om det fanns skillnader ochvilken av rutterna som var kortast, räknat i kilometer. Datahar hämtats från ett stort fraktföretag. För att nå syftet har 10rutter undersökts i programmet ArcGIS Online som använderalgoritmen tabusökning. En kommersiell beräkningsmetodhar använts då det bygger på heuristiska metoder som ärbetydligt snabbare än exakta metoder. Expertsystem byggerpå erfarenhet som experter har samlat på sig genom åren, deger rekommendationer baserade på sannolikhetsresonemangistället för definitiva svar, dessa system sätts ofta in i GIS för att förbättra resultat och beräkningstider i systemen. Studienresulterade i en förbättring på 60 % av rutterna. Målet meddenna undersökning var att visa om ett optimeringsprogramhittar en bättre rutt än experten. För att verifiera resultaten istudien gjordes en hypotesprövning vilket gav ensignifikansnivå på över 85%. Chauffören har kört dessa rutteri flera år vilket gör att rutterna är optimerade i en viss månredan innan studien gjordes. Det har inverkat på resultatetsom gett ett lågt medelvärde av den procentuella skillnaden,jämfört med tidigare undersökningar. En annan faktor kanvara att koordinaterna i datan från företaget inte helt stämdemed den verkliga placeringen av stoppen på rutterna.

Abstract Cross-country route optimization, particularly from a pedestrian’s perspective, is a relatively uncommon research topic that has many application possibilities. In this research, route optimization is examined in the context of forest inventories. The background for the research is the change in the forest data collection practices carried out by the Finnish Forest Centre. In this new inventory procedure, targets to be inventoried in the field are often located far apart from each other. The research indicated that the collection of data from sparsely distributed targets is comparatively inefficient. In order to address this issue, a method allowing the traversability of cross-country terrain to be expressed in a numeric form was developed such that it makes cross-country route optimization possible. In addition, a method for the determination of a route inside an areal object, allowing the collection of reliable inventory data from the target, was constructed in the study. Finally, the route optimization method developed in the study was tested in actual field work. The main hypothesis for the research was that it is possible to apply the route optimization method to forest inventory, and that it would be considered useful. The result of the study was that the method is, indeed, suitable for forest data collection. However, the results also suggested that route optimization does not necessarily make the work more efficient, but its utility depends on the qualities of the field workers and the area where the targets are located. The results have both theoretical and practical significance. The route optimization system constructed in the study is the most accurate national system realized thus far which has also been tested and evaluated in actual field work. A number of ancillary GIS-based analyses for route optimization were also developed in the study, and they turned out to be suitable for the calculation of inventory routes for field workers. A new route optimization problem, coined as the Areal Inventory Problem (AIP), was defined during the research. While the route optimization procedure developed in the study can be put into operation in the forest data collection practices of the Finnish Forest Centre, many of its principles are also applicable to purposes outside the domain of forestry. Data needed in other applications can be tailored using the methods presented in this research. Several prospects and needs for further research and development were recognized. By addressing these questions, the route optimization procedure can be further improved, while also strengthening the theoretical knowledge concerning cross-country route optimization. / Tiivistelmä Reitinoptimointi maastossa, etenkin jalankulkijan näkökulmasta, on melko vähän tutkittu aihe, jolla on erilaisia sovellusmahdollisuuksia. Tässä tutkimuksessa reitinoptimointia on tarkasteltu metsäninventoinnin näkökulmasta. Tutkimuksen taustana on Suomen metsäkeskuksen metsävaratiedon keruun menetelmien uudistuminen, jonka myötä maastossa inventoidaan hajallaan sijaitsevia kohteita. Tutkimuksessa havaittiin, että hajallaan sijaitsevien kohteiden inventointi on melko tehotonta. Tämän vuoksi kehitettiin menetelmä, jossa maaston kulkukelpoisuutta voidaan kuvata numeerisessa muodossa niin, että se mahdollistaa reitinoptimoinnin. Lisäksi luotiin menetelmä, jolla voidaan tuottaa inventointireitti aluemaisen kohteen sisälle niin, että kohteelta voidaan kerätä riittävän luotettavat tiedot. Lopuksi menetelmää testattiin metsävaratiedon keruun tuotantotyössä. Hypoteesina oli, että reitinoptimointia on mahdollista soveltaa metsäninventoinnissa ja että menetelmä koettaisiin hyödylliseksi. Tutkimuksessa vahvistettiin menetelmän soveltuvuus metsäninventointiin. Samalla havaittiin, ettei reitinoptimointia voida aukottomasti todistaa työtä tehostavaksi, vaan sen hyödyllisyys riippuu maastotyöntekijän ja maastotyöalueen ominaisuuksista. Tutkimustuloksilla on sekä teoreettista että käytännöllistä merkitystä. Tutkimuksessa luotiin tähän mennessä tarkin kotimainen reitinoptimointimenetelmä, jota on myös testattu maastossa. Samalla kehitettiin reitinoptimointiin liittyviä paikkatietomenetelmiä ja havaittiin, että paikkatietojärjestelmällä on mahdollista tuottaa maastotyöntekijän apuvälineeksi sopivia inventointireittejä. Tutkimuksen aikana määriteltiin uusi reitinlaskentaongelma, aluemaisen kohteen inventoinnin ongelma (AIP). Reitinoptimointimenetelmä on otettavissa käyttöön metsävaratiedon keruussa Suomen metsäkeskuksessa, ja sitä voidaan soveltaa myös metsäalan ulkopuolella. Tutkimuksessa esitellyillä menetelmillä voidaan tuottaa sovellustarvetta vastaavat aineistot reitinlaskennan lähtötiedoiksi. Tutkimuksessa tunnistettiin monia jatkotutkimus- ja kehittämistarpeita. Näihin kysymyksiin vastaamalla voidaan luoda yhä paremmin toimiva työkalu metsävaratiedon keruun apuvälineeksi ja syventää edelleen teoreettista tietämystä reitinoptimoinnista maastossa.

En un mundo en el que la globalización representa una puerta abierta para las exigencias del público consumidor, respecto a los niveles de servicio, y las formas en que estas se satisfacen, se han descuidado aspectos fundamentales que se convierten en obstáculos para alcanzar los niveles de servicios esperados. Esto se convierte en uno de los principales problemas dentro de la logística. Es por eso, que el sistema de información de gestión de despacho de pedidos tiene como principal objetivo ser una herramienta de gestión sostenible en el tiempo, que permita optimizar la administración de los procesos involucrados en la atención de pedidos, a fin de satisfacer las necesidades de los clientes. El actual documento abarca el fundamento teórico, que permite ubicar la solución propuesta dentro de un marco conceptual, también se detalla el objeto de estudio y campo de acción, en el que se detallan los procesos que involucra el sistema propuesto, un análisis a la problemática de la empresa, los objetivos y beneficios que tiene el proyecto. También se presenta el modelado de negocio, requerimientos funcionales y no funcionales, modelado de casos de uso del sistema, modelo conceptual, arquitectura del software, calidad y pruebas del software, y su construcción. Por último, se desarrolla el capítulo de la gestión del proyecto, donde se detallan la lista de interesados, la EDT, la gestión de riesgos, las actas de aceptación y el cronograma de ejecución. Finalmente, se presentan conclusiones, glosario, siglario, referencias y anexos que respaldan el desarrollo del presente proyecto. / In a world in which globalization represents an open door for the demands of the consumer, regarding service levels and the ways in which they get satisfied, fundamental aspects that become obstacles to reaching the expected levels of service have been neglected. This becomes one of the main problems within logistics. That is why; the order delivery management information system has as its main objective to be a sustainable management tool over time, which allows optimizing the administration of the processes involved in order service, to meet customer needs. The current document covers the theoretical basis, which allows locating the proposed solution within a conceptual framework, also the object of study and field of action, which details the processes involved in the proposed system, an analysis of the company's problems, the objectives, and benefits of the project. We also present a Business modeling, functional and non-functional requirements, conceptual model, software architecture, software quality, testing, and its construction. Finally, we develop the chapter on project management, detailing the list of stakeholders, the EDT, risk management, acceptance certificates and the execution schedule. Finally, it is also including conclusions, glossary, signatures, references, and annexes that support the development of this project. / Tesis