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A. Project name and duration Project name: Freight Hitchhiking: Integrated people and freight synchromodal transportation networks Commencement date: 1 September 2012 End date: December 31, 2016 (Includes slack for hiring resources)

B. Project applicant and project leader Company / organization: Eindhoven University of Technology Contact person: Tom Van Woensel E-mail address: [email protected]

Authorized to sign: Harry Roumen

Financial administrator: Piet Jacobs – Richard Jansen E-mail address: [email protected] - [email protected]

Applicant’s visiting address: Den Dolech 2 Postal code: 5612AZ Postal code: Postal address: Postbus 513 Postal code: 5600MB Postal code:

Project leader Company / organization: Technische Universiteit Eindhoven Contact person: Tom Van Woensel E-mail address: [email protected] C. Partners in consortium Organization’s name Type of organization SME Binnenstadservice Company Yes Last Mile Logistics Company Yes (COEPA) Connexxion Company No Green Cab Company No Lekkerland Company No Sectorinstituut Company No Openbare Bibliotheken Stichting Ubbo Company No Emmius Fonds Medialogistics Company No Urgenda & DOET Company No Groningen Seaports Company No Rijksuniversiteit Knowledge institute No Groningen Universiteit Twente Knowledge institute No Eindhoven University of Knowledge institute No Technology

D. Signatures

By signing this form, I certify that all the required documents are attached and that I am familiar with Dinalog´s conditions and procedures.

Applicant’s organization: Technische Universiteit Eindhoven

Authorized to sign: Harry Roumen

Position: Secretaris TU/e

City: Eindhoven

Date:

Signature: See separate document

Submit to Dinalog: - E-mail, all documents in PDF, but also original Word and Excel documents to [email protected]; - Post, printed versions of all documents requested to Dinalog Management, Princehagelaan 13, 4813 DA Breda Summary Combining people and freight flows creates attractive business opportunities because the same transportation needs can be met with fewer vehicles and drivers. This can make socially desirable transport options economically viable in rural areas where the population is declining. In urban areas it reduces congestion and air pollution and facilitates the introduction of electric vehicles. This project will design integrated people and freight synchromodal transportation networks and the related coordination (4C), planning and scheduling policies to enable efficient and reliable delivery of both persons and small- to medium-sized freight volumes.

Substantial growth and new business models are expected following the increasing freight volumes due to the Internet shopping growth and improved mode utilization (both in time and fill rate). New coordination mechanisms supported by ICT solutions leading to control towers, need to be designed to enable efficient integration. Additionally, price and sharing mechanisms have to be proposed to facilitate combining people and parcels transportation. This leads to successful business cases. We identify two high-potential areas: High-density areas, where congestion and pollution are pressing problems that can be alleviated because combining people and freight means fewer vehicles, and Low-density areas, where combining people and freight can keep public transportation and freight transportation at socially acceptable levels in an economically viable way.

Throughout this project, the potential and the necessary conditions, tools and methods for successfully integrated people and freight synchromodal networks are provided, analyzed and quantified. We identify strategic, tactical, and operational decision problems and specific joint research issues. These issues are risk management and gain sharing, identifying the enablers (related to ICT and data) and proof of concept leading to demonstration.

We have a number of workpackages. The first workpackage involves the management and organization of the project. The second workpackage aims to design methods to integrate nodes and functionality for integrated people and freight synchromodal networks. In the next workpackage, 4C (offline) planning and scheduling algorithms are developed leading to a control tower. The fourth workpackage will develop real-time decision-making tools for combining freight with unscheduled passenger transport. The last workpackage integrates the research into innovative transportation pilots and assures wide dissemination. This means that on multiple locations, vehicles and drivers will use the methods, algorithms and applications created by this project to implement actual freight hitchhiking. Direct cooperation relationships with other 4C projects (e.g., 4C4More and 4C4D) exist.

In order to make significant steps forward in logistics, new out-of-the-box ideas are needed. This project has the potential to lead to smarter transport by better integration of people and freight modes. Given new technology and real-time availability of information, it is possible to think ahead for new and challenging solutions and make a major leap forward. The communication and dissemination activities aim at generating an effective flow of information and publicity regarding the targeted objectives, the results obtained during the project, the contributions made to knowledge on people and freight transport and scientific excellence, as well as the value of collaboration on a Dutch scale, a European-wide scale and the benefits to citizens in general.

The expected results are very diverse. We expect a large number of scientific papers and three PhD theses. Next to this, many Master students do their internship in the companies in our consortium, leading to a large repository of information for our project. A number of business cases will be developed, leading to innovative pilots and possibly implemented new business models. The outcomes are expected to have long- term effects for all participants on their actual decision-making in freight and public transportation. Based on the results developed in this project a significant amount of added value in innovative logistics for the Netherlands will be generated. A. Orientation and Project Goals

Motivation

Combining people and freight flows creates attractive business opportunities because the same transportation needs can be met with fewer vehicles and drivers. This can make socially desirable transport options economically viable in rural areas where the population is declining. In urban areas it reduces congestion and air pollution and facilitates the introduction of electric vehicles. This project will design integrated people and freight synchromodal transportation networks and the related coordination (4C), planning and scheduling policies to enable efficient and reliable delivery of both persons and small- to medium-sized freight volumes.

Actual integration is already observed in long-haul freight transportation: passenger aircrafts and ferries like Norwegian Hurtigruten carry freight. In short-haul transportation however, people and freight rarely share transportation modes, although they largely share the same infrastructure, indicating the potential efficiency gains for an integrated approach (Lindholm and Behrends, 2012). However, no (scientific) research into this exciting possibility has been done. Throughout this project, we identify promising business cases and organize pilots and demonstration projects in collaboration with the company partners in our consortium.

The public transport provider in our consortium is Connexxion with 2680 busses on the road, which make 40,000 daily trips. Their busses have a large capacity based on peak demand but are underutilized outside rush hour. Connexxion also has around 4650 taxis on the road, which make 43,000 daily trips. Some 25,000 trips of the bus trips are group transport (e.g., between school and day care centers) and are mainly executed in the morning and late afternoon, with a long idle period in between. From a freight perspective, Lekkerland has 140 trucks doing a high daily drop percentage of less than one roll container for a few thousand customers, mainly located in restricted urban areas.

Consider the following integration examples. Taxis can be used for freight when already transporting a passenger or during idle time. In many cities, busses travel in a fine-mazed urban network: the start and end of their tours are usually in the middle of the city. Bus schedules might be adapted to accommodate delivery of small boxes to urban retail outlets. Trains can replenish inventories of the railway station based stores and restaurants. This is important since usually railway stations are located in time- and vehicle-restricted urban areas.

The above numbers and examples show the huge potential in cost savings and environmental benefits when integrating the two networks. Moreover, substantial growth and new business models are expected following the increasing freight volumes due to the Internet shopping growth and improved mode utilization (both in time and fill rate). New coordination mechanisms supported by ICT solutions leading to control towers, need to be designed to enable efficient integration. Additionally, price and sharing mechanisms have to be proposed to facilitate combining people and parcels. This potentially leads to successful business cases for electric vehicles (with Green Cab), new pilots (e.g., unattended delivery with COEPA, last mile logistics) and demonstration projects in different regions (e.g., Groningen region). Urgenda leads all dissemination and valorization activities. Special attention is made for the plug-and-play requirement for new tools and concepts: new partners should be able to easily enter and exit the different platforms without too many barriers.

We identify two high-potential areas: 1. High-density areas: here congestion and pollution are pressing problems that can be alleviated because combining people and freight means fewer vehicles. Last-mile logistics are an important part of the transportation costs so large cost reductions are possible. This project complements the Dinalog R&D project 4C4D on city distribution by also considering people transportation modes. This leads to enriching synergy but also more challenges in coordination and planning. New business models like unattended delivery in specific boxes are also considered with COEPA. 2. Low-density areas: here combining people and freight can keep public transportation and freight transportation at socially acceptable levels in an economically viable way. The SER (Dutch social and economic council) considers population decline to be irreversible in a growing number of Dutch regions (SER, 2011). Usage of public transport has significantly decreased (Santos et al, 2010) and delivery routes to individual consumers and retailers consist of fewer stops over longer distances (Harms et al., 2010). Combining people and freight transport increases the capacity utilization of both.

Important increases in business and revenues for the (consortium) companies are expected. Considering the booming growth in Internet sales, increased pressure on the last mile especially in cities, and larger environmental awareness necessitates new business models. Moreover, in low- density areas, this project leads to more revenue for public transport companies, hence creating a beneficial business case for operating bus services in these areas. Additionally, new business is expected as well: our partner COEPA is already defining new complementary services based on the challenges and solutions described.

The scope is as follows. We aim to select the right network combination for each package sent. In addition to freight networks, we consider taxi, bus and train in both forward and reverse flows. Depending upon the origin, destination, timings of pickup and delivery, etc., it might be best to use a pure freight network or a combination of people and freight networks or a pure people transportation network. The mode use can be joint (people and freight together) or separate (e.g., freight is carried in the dead hours of the people mode or during reverse trips). The drop size is small (parcels) up to medium (one roll container) with a maximum of 6 roll containers per vehicle. We consider pick-up and deliveries at small suppliers, consolidation points as well as consumers. The served customers are individual persons up to small and medium retail outlets.

Throughout this project, the potential and the necessary conditions, tools and methods for successfully integrated people and freight synchromodal networks are provided, analyzed and quantified. We identify strategic, tactical and operational decision problems and specific joint research issues. These issues are risk management and gain sharing, identifying the enablers (related to ICT and data) and proof of concept leading to demonstration.

Workpackage 1: Network design (Responsible: Rijksuniversiteit Groningen) This workpackage aims to design methods to integrate nodes and functionality for integrated people and freight synchromodal networks. A first step is to derive a method capable of selecting the right nodes and their respective locations to be included in the synchromodal network. In addition, governmental and transportation requirements for the underlying infrastructure and growth/decline scenarios must be considered. With these scenarios we will also test the robustness of the design. ICT techniques should be used to create an integrated communication network. Concepts will be tested with pilots in Groningen regions where population declines, considering, for example, home delivery of library books, magazines and medicines (e.g., Biblionet Groningen, Media Logistics).

Workpackage 2: Planning and scheduling (Responsible: Technische Universiteit Eindhoven) Efficient planning and scheduling of the different synchromodal operations is important and historical data to calibrate the planning and scheduling tools is available. In this workpackage, 4C (offline) planning and scheduling algorithms are developed leading to a control tower. For many taxi rides from Connexxion, the origin, destination, and timings are known in advance so freight from, e.g., Lekkerland can be added. Busses and trains have pre-defined schedules and freight transportation could be added where this does not negatively impact people transportation. The outcomes and proposals of the algorithms need to be appropriately presented to the users (e.g., via apps and planning tools). Advanced visualization tools are needed that can handle this complexity. We cooperate with the TU/e visualization group.

Workpackage 3: Real-time decision making (Responsible: Universiteit Twente) Dynamic or real-time decision-making plays an important role when the routing and timing is not predefined, or when the modes can be changed in real-time (synchromodality). An example is the use of street taxis from Connexxion or Green Cab, where passengers often do not pre-announce themselves. Also parcel transport, coming from small stores and offices, may require immediate service. The first option needs real-time transportation control; the second option involves real-time transport mode decision-making. Based on characteristics of a freight transport request, different transport options are explored dynamically, in real-time, and partly automatic. With respect to the transport options, not only modality is important, but also price and time differentiation. A possible approach is the use of intelligent software agents, facilitating the alignment of independent participants.

Strong leaders (both universities and companies) focused on people and freight transport are co- operating. For each of the workpackages 1-3, a PhD student is hired and supervised by one of the university applicants. Master students, among others, will be used to test and validate (intermediate) results at partnering companies. Regular joint working meetings at Dinalog and in- company are organized. Additional to the three research WPs, we have two WPs for Project management (Responsible: TU/e) and for Valorization (Responsible: Urgenda).

Note that the broad topic 4C is similar as to other Dinalog projects but still very distinct. 4C4More has related questions but does not focus on transportation chains. The 4C4D project deals with city distribution but focuses only freight transportation modes. Cross-chain order fulfilment for internet sales focuses primarily on the logistics of internet sales.

Relation to Dinalog´s innovation themes

This project directly links to the Van Laarhoven and the Topteam report. It relates to integrated control and coordination (4C) and synchromodal control structures.

Objectives and goals

The main objective is to design integrated people and freight synchromodal transportation networks and related planning and scheduling policies to enable efficient and reliable delivery of each parcel and retail delivery.

Detailed objectives include: 1. Enablers for integrated passenger and freight transportation  Define governmental, infrastructural, IT and transportation requirements for the network  Obtain a detailed understanding of the available data on public transport and make this data available in a useable format/framework  Develop adequate data visualization tools for decision-making 2. Developing efficient networks for integrated passenger and freight transportation  Design methods to integrate various transportation networks by defining parties and nodes, and their roles and locations to be able to determine which flow is transported by which party along which potential routes  Test of the robustness of the design specifically for low-density areas; valorization through practical trials 3. Planning and scheduling  Develop planning and scheduling tools for integrated people and freight synchromodal transportation considering taxis, busses and trains.  Develop real-time decision making tools for combining freight with unscheduled passenger transport  Develop decision making tools for real-time transport mode selection  Develop a multi-agent system for real-time decision making when combining passenger and freight transportation

The project results clearly contribute to innovation for the involved companies, the logistics’ sector as a whole and academia.

Expected results

A number of on-going economic, societal and environmental developments indicate the impact of this project. The transport industry represents an important part of the economy. EU projections give an expected growth of 25% by 2030 over all freight modes (SOER, 2010). Worldwide urbanization leads to larger cities, emptying the countryside and small towns: in 2020, 85% of all Europeans are expected to live in cities (OECD, 2003). There is a need to reduce the impact of goods flows on living conditions in urban areas without penalizing key city activities. Regions with population decline need innovative mobility concepts to remain economically and socially viable. Integration of people and freight transportation increases utilization, reliability and efficiency of deliveries and increases quality of life by keeping public transport viable. The track records of all participants guarantee highly innovative research and demonstrable results.

The expected results are: 1. Business case studies on improvement opportunities 2. Prototype planning software and apps to support decisions related to our WPs 3. Series of webinars and possibly seminars 4. Freight Hitchhiking website 5. Awareness creation via proof of concepts, pilots and demonstrations 6. At least 15 Master student projects 7. Three PhD projects 8. Five papers and presentations on applied conferences (breakfast seminars) 9. At least 10 published papers and academic conference presentations

As far as we know, no (academic and practice) research has been done on the integration of people and freight transportation. This project thus defines a completely new class of problems, important for both academia and industry. Therefore, the impact is expected to be very high. Many results developed lend themselves to practical application with the companies in our consortium and beyond. Note that the important stakeholders from the industry are involved in this project, guaranteeing direct use of the results, expected to lead to an increase in the Dutch GNP.

Relation to government policy

The project reduces CO2 emissions. It creates business cases and demo projects for new (electric/sustainable) mobility concepts. It reduces congestion and air pollution in cities. It helps to keep public transport and parcel delivery economically viable in regions with population decline.

By using the existing infrastructure (busses, taxis) to deliver or collect packages, the number of (large) vehicles driving within the city/urban areas will be reduced. In addition, the number of kilometers driven will be reduced in this way. Both issues decrease the pollution within the city (e.g., particle dust). Moreover, the smaller number of vehicles within the city limit increases the road safety.

Orientation

Eindhoven University of Technology, the group OPAC and project leader Van Woensel participate in several (inter)national projects, all related to Freight Transport & Logistics. Specifically, to mention are the Dinalog R&D projects 4C4D and DaVinc3i, the Dinalog Demonstration projects Bundelen bij de Bron and IZIMOTIV, the InterReg project EcoLogistics and the EU projects GET Service, CO3 and SoCool@EU. Van Woensel is also founding member of the CLIC consortium, hosted by CIRRELT. This CLIC consortium is a strong network on which to build collaborations to rise to the challenges of City Logistic and sustainable urban mobility for people and freight.

The University of Groningen, the group Operations and professors Vis and Roodbergen participate in several (inter)national projects, related to Supply Chain Management, IT and Logistics. More specifically, the Dinalog R&D project “Cross-chain order fulfillment coordination for internet sales” and several EU projects, such as the EU FP7 project “Advance”. Roodbergen has been appointed as the new director of the applied research center LO-RC of the faculty of Economics and Business at the University Groningen that performs research projects in close cooperation with industry in the broad field of logistics.

The University of Twente group on Operational Methods for Production and Logistics (OMPL) focuses on a number of topics in Supply Chain Management, service and health care logistics, as well as production and maintenance. Henk Zijm, who is also Scientific Director of the Dutch Institute for Advanced Logistics, chairs the group. The group has participated in several national and international projects, for example, within TRANSUMO (projects oriented to freight distribution and vehicle routing), the Dinalog R&D project ProSeLo (Proactive Service Logistics for Advanced Capital Goods), the Innovation-oriented Research Project IPCR (Integrated Product Creation and Realization), a number of health care logistics projects, and externally funded projects on terminal-barge container transfer. Henk Zijm has also been president of the International Society for Inventory Research, based in Budapest, Hungary, and Rector Magnificus of the University of Twente.

Relation of the proposed work to the international state of art As far as we know, no (academic and practice) research has been done on the integration of people and freight transportation. Detailed relationships of the proposed research to the literature are given in the different workpackages below. B. Activities and Work Packages

Per Workpackage, there is a WP-leader, multiple leading companies, and multiple Master student projects. A PhD project is part of each research WP. Yearly, we plan at least four joint project meetings.

Workpackage 0: Project management (Responsible Prof. dr. Tom Van Woensel from TU/e)

Key objectives:  To coordinate and manage the project and the communication between project partners and Dinalog.  To set-up and manage a repository for project documents for online collaboration.  To provide overall administrative and technical management of the project.

Description of this workpackage: This workpackage deals with the management of the research project. This project uses an effective and efficient management structure, to cover structural, financial, technical and organizational issues. The project management structure and decision-making structure take the complexity of the project into consideration to implement the project objectives smoothly and efficiently while maintaining adequate flexibility to anticipate unforeseen reorganization of work according to the project progress.

Tasks: Task 0.1: Administrative management  TU/e is responsible for the project management and assigns a project coordinator for the day-to-day management of the project.  A Consortium Agreement will be signed before the beginning of the project where among others intellectual property rights, exploitation rights, confidentiality, decision and change procedures are described.  TU/e is responsible for the reporting towards Dinalog of project progress and financial performance, and maintaining control over project schedule and budget.

Task 0.2: Financial management TU/e is responsible for the financial management and assigns a financial collaborator.

Task 0.3: Risk management In the first phase of the project, the project coordinator and the WP leaders will make a risk analysis to detect unforeseen problems that may hamper the progress of the project, specify main internal and external risks (organizational, technical, legal) and their associated probabilities for a successful completion of the project.

Task 0.4: Project repository and reporting system The coordinator will use the management tool provided by Dinalog to manage, delegate, collate and report the project progress.

Deliverables: D0.1 Consortium Agreement (M3) D0.2 Risk Management Plan (M6) D0.3 Progress Reports (M12, M24, M36, M48) D0.4 Cost Statements (M12, M24, M36, M48) D0.5 Final Report (M48)

Workpackage 1: Network design (Responsible Prof. dr. Iris Vis from Rijksuniversiteit Groningen)

Key objectives:  Design methods to integrate various transportation networks by defining parties and nodes, and their roles and locations to be able to determine which party along which potential routes transports which flow.  Define governmental, infrastructural, IT and transportation requirements for the network.  Test of the robustness of the design specifically for low-density areas; valorization through practical trials.

Description of this workpackage: This work package deals with the design of methods to effectively integrate nodes, functionalities and transportation networks into integrated people and freight synchromodal transportation networks. Next to designing methods for planning, and control of activities, which will be treated in the other work packages, it is the aim to derive methods to assist in designing the actual physical manifestation of the network. Long-term decisions in network design include integration of transportation networks, inclusion of nodes (i.e., warehouse, cross-docking center) and parties in the network and specifying their exact number, location and roles (i.e., facilitator, coordinator).

In the first part of this work package we aim to derive methods to select nodes, and their locations in combination with designing methods to enable integration of various transport networks of different companies and public transport providers. Specific objectives to be considered in this stage are availability, accessibility, delivery times, service and costs. Important parameters will be the type of products, required stock levels, transaction data, consumer profiles and availability of resources (i.e., facilities, modes of transportation, staff) of each of the companies in the network. In the second part, we intend to define specific requirements with regard to governmental policies, infrastructure, transportation and ICT for the defined network. This will enable us to derive growth/decline scenarios that can be used in forecasting usage of the defined network. The output of the first two stages will be used in the final part of this package where we test the robustness of the design for low-density areas by means of simulation studies and potentially pilot studies in the northern part of the country.

We describe the various research steps by formulating research questions. For each research question we discuss deliverables, methods to be used, relevant literature and the relation with specific cases of partners in the consortium.

Research Question 1: Methods for integrating various transportation networks In this part, we deal with how to integrate various transportation networks by selecting network partners and their roles and nodes and their locations. The goal is to design networks in such a way that efficient assignments of goods flows to network partners along the right locations and routes can be made. The outcomes enable specific planning and control of these flows, so as such is a required input for methods developed in the other work packages. In achieving our goal, we start by describing the functions, roles and activities that a node (such as a warehouse) can perform. Here, we seek the analogy with the model that describes the life cycle of a product (Kothler and Armstrong, 2004). At every stage of growth, a node has a different function within the network, specific internal logistics processes, different hinterland networks, infrastructure, and other relevant network partners associated with the node. Different papers discuss logistics processes in nodes in supply chains in detail. For example, De Koster et al. (2007) for warehouses, Boysen and Fliedner (2010) for cross-docking facilities and Vis and De Koster (2003) for container terminals. A specific example of a paper already discussing a life cycle model for a node is Notteboom and Rodrigue (2005). The authors present a port life cycle model with a focus on ports with a transshipment function. We will extend and adopt this analysis for other types of nodes in transportation network in close cooperation with Groningen Seaports. Next to that, we will focus on roles of potential partners in the network (such as logistics service providers and suppliers of public transportation). A description of all life-cycle phases, with the factors, logistics processes and network partners in each phase, will serve as important input for selecting the nodes in the network. Important methodology in this first step includes literature reviews, case analyses and interviews with stakeholders.

Using these outcomes, we design models using techniques from operations research. Geographic information systems will be used in deriving parameters for the models. Main outcomes of the designed models will show how to integrate various transportation networks and how to select the right locations for nodes used for storage and transshipment. Location decisions are important decision problems in supply chains to ensure a cost-effective flow of materials (Bramel and Simchi-Levi, 1997). Melo et al. (2009) present an overview of mathematical models for facility location decisions and show that it is an established line of research in the area of Operations Research. Melo et al. (2009) come to the conclusion that most models typically focus on single location decisions without considering the overall supply chain design problem. As a result, location decisions of different kind of facilities with different characteristics and capacities are usually not studied in an integrative way. Hierarchical models are designed to deal with flows between multiple layers in the supply chain (Sahin and Süral, 2007). The authors conclude in their overview that stochasticity in demand and direct deliveries to consumers are hardly taken into account. In our problem under study, an additional challenge arises, namely, we have to deal with multiple kinds of product flows and individual flows of passengers. Challenges that arise in low- density areas, such as deliveries to small retailers and individual consumers will be taken into account as well. Both home deliveries and deliveries to decentralized locations (e.g., pharmacies, retailers) will be examined and might be included in the network design. Consequently, we intend to tackle the problem of integrating location decisions of multiple nodes in a network and take it one step further by also taking into account an integrative network over different kind of supply chains. More specifically, in designing methods, we gradually build from enabling integration on a company level for regional and local freight distribution to integrating on a network level for multiple companies towards integration of freight and public transportation networks. In research questions 3, we will validate these models by means of case studies with partners in the consortium.

Research question 2: Governmental, infrastructural, IT and transportation requirements When designing integrated people freight synchromodal networks, knowledge of growth scenarios is important. In this part, we develop a method to find these growth scenarios. Based on the current flows in each network, we can make predictions of future flows by means of mathematical techniques and using analyses of Geographic information systems. Important inputs in making these forecasts are: (1) Expected developments in freight transport based on forecasts regarding the usage of modes of transportation and infrastructure; (2) Anticipated changes in institutional, political, social and economic factors; and (3) Identification of market opportunities. Analyzing these factors will result in a list of specific requirements to be used in the network design. The outcomes of research questions 1 and 2 can be combined to derive specific network design. For these aspects, we will work in close cooperation with Groningen Seaports and other relevant stakeholders in the region. Secondly, we intend to formulate specific requirements for availability of data and integration of IT systems to enable planning and control in the network. This step will be performed in close cooperation with Centric Logistics Solutions.

Research question 3: Robustness of the network design for low-density areas For a set of specific cases, we will test the outcomes of research questions 1 and 2. Initially, we start with simulation studies. Pilot studies will be executed for any promising concept. We will similar as stated in RQ 2, gradually build from integrating transportation networks within a organization towards integrating on a network level for multiple companies towards integration of freight and public transportation networks We will describe each of the cases in more detail.

As a first case, we study the integration of different transportation networks within a single organization. More specifically, we intend to study the case of distribution of medicines by a logistics service provider to both individual patients and pharmacies. Lately, we notice an important change in medication policy in the Netherlands. The hospital doctor is now assumed responsible for the whole treatment, not only including hospital care, but also for mediation after the patient leaves the hospital. Contrary to the past where physicians operating in hospitals handed over this responsibility to the patient's general practitioner, the hospital now needs to consider this new task. Performing the task efficiently is in the hospital's interest since the hospital receives a fixed payment for treatment regardless of the actual medication use by the patient. Tight inventory control also at the patient's home, frequent checks, and the government stimulates medication reduction. To this end, specialized logistics service providers, start to offer new services to hospitals. This service includes the planning and distribution of medicines to individual patients through home delivery, or delivery at pharmacies and hospitals for pick-up. It is expected that the demand for this service will increase due to a further rollout of this policy by the government. In addition, such logistics service providers already deal with several other streams of medicines, such as to nursing homes, pharmacies, etc., including customized packaging for individual patients. New decision problems need to be formulated for offering a high quality service to both hospitals and patients. On a patient level, supplies of medication need to be monitored to guarantee the correct delivery time of a new batch of medicines. We consider the situation where the logistics service provider uses a third distribution network for the home-delivery service. The other two networks include a network for delivery of pallet quantities to the distribution centers and a network for delivery to pharmacies. As a first step, we study how our methods can be used to integrate these different transport networks to increase efficiency benefits. Planning of supply of medicines to individual patients in combination with routing of vehicles is a new step.

In the second case, we study the potential of integrating two transportation networks of two different organizations. Namely, we design a business case for integrating the networks of the Dutch library system and Media Logistics. Media Logistics ensures 7 days a week an efficient delivery and return handling of magazines, international newspapers and books from 1 central warehouse via 23 regional depots to 8000 sales points, such as AKO bookstores. The related distribution process can roughly be described as follows: during daytime orders for magazines and books are picked in a central warehouse. During night the orders are shipped to each of the depots. Early in the morning, all newspapers are picked and transported to the depots as well. A cross-docking operation is performed to combine all items to be shipped in vans operating in 200 different routes. Timely deliveries need to be guaranteed to have newspapers available at the latest at 9am and magazines at 1pm at each of the sales points. 99% of the shipments concern B2B transactions. Typically, 50% of the magazines (roughly 1 million copies per week) will be returned of which 40% gets a second life. In the Dutch library system copies of books are both shipped and returned between library branches and homes of individual consumers. In the third and fourth case, we specifically focus on low-density areas. As mentioned before, an important goal in those areas is to organize transportation in an economically viable way. As case environment we select the province Groningen as being one of the areas in which the population decline is irreversible (SER, 2011). Groningen Seaports will provide the opportunity for interaction with relevant governmental stakeholders. The case of Biblionet Groningen and Media Logistics provide an excellent opportunity to study the integration of multiple transportation networks. Biblionet Groningen currently is in the process of designing a network for home-delivery of books to customers living in areas where libraries have been closed. Integrating transportation networks of these companies might increase the usage of the transportation network by increasing the number of stops on a single route while at the same time increasing the vehicle capacity utilization.

Fourthly, we study the integrating of freight and people transportation networks by using the results from the first three cases. Connexxion offers a public transportation network in the northern part of the country. Regiotaxi Groningen already handles many requests of people who are also potential or actual customers of Biblionet Groningen. We will study the outcomes of the models in steps 1 and 2 for the case where we integrated the networks of case 1 and/or case 2 and/or case 3 with the network of Connexxion. Main advantages, next to the ones already mentioned, will be the option to keep public transportation in low-density areas at a sustainable and socially acceptable level.

Tasks: T1.1 Write a SOM PhD research proposal T1.2 Write four academic research papers T1.3 Write PhD thesis T1.4 Several MSc thesis projects (MSc SCM, TOM and/or OR) in close cooperation with the consortium partners T1.5 Design models for RQ 1-2 T1.6 Simulation studies and/or pilot studies for RQ 3

Deliverables: D1.1 Four research papers D1.2 Several MSc theses D1.3 Network design models validated by means of cases D1.4 Management reports presenting specific outcomes for consortium partners D1.5 Valorization activities

Workpackage 2: Planning and scheduling (Responsible Prof. dr. Tom Van Woensel from TU/e)

Key objectives:  Obtain a detailed understanding of the available data on public transport and make this data available in a useable format/framework  Develop adequate data visualization tools for decision-making  Develop planning and scheduling tools for integrated people and freight synchromodal transportation considering taxis, busses and trains.

Description of this workpackage: This workpackage deals with the effective planning and scheduling of integrated people and freight synchromodal transportation systems. The developed models are mainly for offline planning and scheduling. Offline means the generation of schedules beforehand (e.g., before the working day) whereas online refers to the actual realization of the schedule (e.g., during the working day). More and more, researchers are shifting towards considering stochasticity and time- dependency in their models. Note that the online/real-time setting is covered in Workpackage 3.

ICT infrastructure is an enabler for planning and scheduling via providing the right information resources at the right time and place. Nowadays, larger quantities along with more detailed and faster information are available. This allows for better planning and scheduling. But this is also a challenge as many planning and scheduling tools are not able to handle this amount and quality of information. This is certainly true for the integrated people and freight networks. Connexxion has a lot of data and information available on the trajectories of their taxis, the schedules of the busses and trains, deviations in these schedules, etc.

Based on the above information, models and tools need to be built to efficiently organize integrated people and freight networks. As far as we know, little related literature is available. In this workpackage, we will consider the efficient planning and scheduling for integrated people and freight for taxis, busses and trains.

Research Question 1: Data models Efficiently coordinating flows in integrated people and freight synchromodal networks requires the availability of state information of the network. Based on the available and provided databases (from Connexxion) of the space and time traces (trajectories) of busses, taxis and trains, sufficient information needs to be extracted for use in the operational coordination models. The key methodologies used are based on process mining and cluster techniques.

Using process-mining techniques, it will become possible to distinguish the various trajectories in use, the differences in the intensity of their usage, and the modality of their use (people vs. freight). The idea here is then to determine appropriate distance measures that can help identify those trajectories that are attractive to combine, potentially with slight differences to their original form (e.g., additional waypoints could be included that may be superfluous for one modality but foster the usage for another modality). Clearly, the definition of the distance measures must be aligned with the characteristics of appropriate clustering techniques.

The use of process mining techniques will also be attractive in the sense that tools exist that help to automatically generate simulation models from the event logs (i.e. the data from the Connexxion databases), see Rozinat et al. (2009). While the generated models will serve to represent the dynamics of the existing situation, they will be relatively easy to adapt to evaluate the combined trajectories that come forth from the clustering approach described earlier.

Open issues are how to adapt the process mining techniques to the characteristics of the logistic domain and how to come up with meaningful visualizations of the trajectories, both the originally observable ones and the clustered ones. In business process settings, where the process mining techniques originate from, so-called process abstraction has been successfully applied, see e.g., Smirnov et al. (2012). However, the hierarchic structure that business processes often display cannot be expected to be present in trajectories. The idea would therefore be to look into visualization techniques that help compress the trajectories in a meaningful way as have been developed, for example, for the visualization of ship trajectories, see Scheepens et al. (2011). Research Question 2: Offline planning and scheduling methodologies In this research question, we deal with the offline planning and scheduling of taxis, busses and trains in order to also carry freight without affecting service levels of the public transport function. Based on the companies in our consortium, we identified a number of interesting research paths in the planning and scheduling of the operations.

Connexxion operates a large number of taxis for school children, elderly and disabled people. In 80% of all taxi rides organized by Connexxion, the requested rides are known due to advanced warning. As a consequence, each taxi drives along a known path in the network in this case. These taxis primarily pick up and drop off passengers along their path. The above-described problem has relationships to dial-a-ride problems (and pickup-and delivery problems). Dial-a-ride problems or DARPs (Cordeau and Laporte, 2002) consist of designing vehicle routes and schedules for a number of users (people, packages, etc.) who specify pick-up and drop-off requests between origins and destinations. Of specific interest to this workpackage is the static DARP, where the requests are known beforehand. The aim is to plan a set of minimum cost vehicle routes capable of accommodating as many users as possible, under a set of constraints. Dial-a-ride problems arise in many practical application areas, as for instance shared taxi services, courier services, and transportation of elderly and disabled persons. One key difference with the original formulation is the possible use of putting people and parcels together in the same taxi. This extends the current formulations of DARP. Moreover, taxis drive on a road network represented by a graph. New technology can also be used, as promoted and done by our consortium partners Green Cab and DOET.

Similar research is needed for busses and trains. The key difference compared to taxis is that busses and trains cannot deviate from their prescribed lanes and paths. This is true both in time (they need to follow their schedule) and in space (the routes are also given). Clearly, many bus stops are located both in high-density and low-density areas. This opens the door for the one- before-last-mile distribution of delivery to a more central location in a neighborhood. We identify two possible situations for operating busses: busses idle throughout a large part of the day and busses for public transport on designated lines. In both cases, freight can be combined with the bus, but the coordination and planning activities are different. Similar for trains, which can be used for delivery to railway stations and the city center. Lekkerland is delivering to all Servex catering railway station formulas in the Netherlands. This is freight volume now delivered via road to all railway stations. Taking volume from the road and using trains is possible with low investments: equipment for unloading roll containers is available as this is a similar technical requirement for helping disabled people in railway stations.

In these new business models, the ability for efficient and fast receiving/unloading of goods at the various locations is important. Our consortium partner COEP is developing unattended delivery boxes for ecommerce sales. Specifically, in a number of key locations in and around cities (e.g., gas stations or railway stations) these specific boxes are set up. Using specific new technology like mobile phones, customers can pick up their goods in these specific locations. Specific combinations for high-density regions between Binnenstadservice and COEP will be evaluated as well in a business case for small packages.

Research Question 3: Gain Sharing mechanisms Determining the necessary conditions for realizing change in the sector is important. These conditions are manifold: the practical issues (e.g., what is the efficient way of handling these boxes in combined passenger-freight transportation), consequences on the public transport schedules, the mental shift, gain sharing mechanisms, etc. These conditions together with the above models determine business cases used for our valorization workpackage. In this research question, the issue of gain sharing is discussed and analyzed. There are several links to other Dinalog R&D projects (like 4C4More and 4C4D), which will be made use of.

Collaboration among different players in the transportation chain is important for Freight Hitchhiking as well. In our project however, these players are in different fields. For example, Connexxion with a prime focus on public transport will work together with Lekkerland focusing on freight transport. Innovative gain sharing mechanisms in this case need to be developed as cost accounting schemes, prime business, etc. is very different among the companies.

All research questions start from an understanding of the real-life system based on the company interactions then develop conceptual models, via the scientific (mathematical) models and, finally, deal with efficient model-solution techniques. Scientific models completely disconnected from reality are meaningless for this reality.

Relevant literature for this workpackage The Mobility Allowance Shuttle Transport (MAST) service where the vehicles run like a bus service but can deviate from their fixed path to serve customers at their desired location. Quadrifoglio et al. (2008) proposed a MIP formulation and strengthened the solution procedure with logic constraints. Zhao and Dessouky (2008) invested service capacity design problems for mobility allowance shuttle transit systems. The MAST combines the flexibility of dial-a-ride service with the cost efficiency of a fixed transit route. Research on MAST only considers a single vehicle doing a set of trips.

Several researchers study ride-sharing, which has some relationships to our problem on-hand. Huwer (2004) proved ride sharing is suitable as a supplement to public transport based on the results of a German research project. In their paper they also measured the benefits and effects of combined services. Kamar and Horvitz (2009) developed an open collaboration and shared plans platform for ride sharing. They constructed a prototype, and designed the collaboration mechanism. The authors also measure the performance of their proposed system for a real-world dataset. Gidalvi and Pedersen (2007) propose a grouping greedy algorithm, along with a SQL implementation for cab sharing problems. Agatz et al. (2010) made a systematic comparison between ride sharing and other modes of passenger transit. In 2011, they present a simulation study for dynamic ride-sharing field based on travel demand data from metropolitan Atlanta. Baldacciet al. (2004) give an exact method for the car-pooling problem based on Lagrangean column generation. The work of Teodorovic and Dell’orco (2008) handles the ride-matching problem based on bee colony optimization. Kleiner et al. (2011) present a solution for dynamic ride sharing based on parallel auctions of multi-agent system.

In the literature about cost/benefit allocations, two types of cost/benefit allocation methods can be distinguished: the more traditional allocation rules and the rules that are based on cooperative games. Since the traditional allocation rules will not necessarily create a sustainable cooperation, we focus on allocation rules based on game theory. A rough distinction within game theory can be made between cooperative game theory and non-cooperative game theory. Non- cooperative game theory is focused on conflict situations and cooperative game theory on situations in which various players coordinate their actions. The focus of this project is on cooperative game theory. Cooperative game theory studies situations in which various players coordinate their action, mostly resulting in joint profits exceeding the sum of the individual profits and subsequently studies how to divide these joint profits by defining allocation rules (Slikker, 2010). The literature on applications of game theory to horizontal cooperation in transport and logistics is scarce. Some interesting studies in which game theory is applied in a transport and logistics context are studies by Frisk et al. (2010), Liu et al. (2010), Ozener and Ergun (2008) and Theys et al. (2004). Frisk et al. (2010) study the allocation of costs in a forest transportation problem in eight companies cooperation. Liu et al. (2010) follow a similar approach in their study on the allocation of collaborative profits in a Less-Than-Truckload carrier alliance. Ozener and Ergun (2008) study cost allocations in a collaborative transportation procurement problem. Finally, to the best of our knowledge, the only study applying cooperative games to an intermodal supply chain context is a study of Theys et al. (2004). Although this research gives insights in the difficulties that arise with formulating cooperative games in this context, it is a very basic research.

Tasks: T2.1 Write BETA-PhD research proposal (M12) T2.2 Write four research papers on selected research questions (M12, M24, M36, M48) T2.3 Deliver PhD thesis (M48) T2.4 Execute 8 MSc projects with the consortium partners (M6, M12, M18, M24, M30, M36, M42, M48) T2.5 Develop proper visualization tools for public transport data (M18) T2.6 Generate business cases for specific new delivery combinations and modes (M36, M48) T2.7 Make an overview of the (people and freight) transportation request types occurring in urban distribution suitable to be combined (M8) T2.8 Generate Planning and Scheduling tools T2.9 Develop gain sharing mechanisms

Deliverables: D2.1 Four research papers D2.2 Efficient and validated planning tools for integrated people and freight transportation for taxis, busses and trains D2.3 Gain sharing mechanisms D2.4 Business cases D2.5 Visualization software tools

Workpackage 3: Real-time decision making (Responsible Prof. dr. Henk Zijm from Universiteit Twente)

Key objectives:  Develop real-time decision making tools for combining freight with unscheduled passenger transport  Develop decision making tools for real-time transport mode selection  Develop a multi-agent system for real-time decision making when combining passenger and freight transportation

Description of this workpackage: In this work package, we consider the combination of passenger and freight transportation for situations in which either (i) the routing and timing of transport is not predetermined or (ii) the transport mode can be decided dynamically (synchromodality). Here, our focus will be on real- time decision making for choosing the transportation mode for freight. This focus has two consequences. First, for situations that involve the use of passenger transport with pre-defined schedules (e.g., bus, train, metro), we consider a dynamic choice between transport modes (situations that involve unscheduled passenger transport, such as taxis, naturally require real- time decision making regarding the routing and timing of passengers and freight). Second, we do not consider the decision making process from the viewpoint of the passengers.

Research Question 1: Models for real-time decision making for single-mode unscheduled transport For this research question, we focus on combining passenger and freight transportation in a dynamic environment, in which we consider one transport mode. An example of such a transport mode is the use of street taxis from Connexxion or Green Cab. Often, passengers for street taxis do not pre-announce themselves. Therefore, the data in such a planning environment changes more or less continuously during the day, i.e., we have a dynamic planning environment. These street taxis may transport passengers as well as parcels (at the same time or consecutively). Both the passengers and the parcels may have small time windows for transportation. This example illustrates the need for real-time decision making within a dynamic planning environment.

Research Question 2: Models for real-time decision making for choosing transport modes For this research question, we focus on synchromodal transport in which senders of freight have different options for transportation (e.g., using taxi, bus, or courier), from which a choice should be made in real-time. Note that in extreme cases this choice may also involve a combination of transport modes or even a dynamic switch between modes in case of disturbances. Based on the characteristics of the freight being sent, different transport options may be explored dynamically, in real-time, and partly automatic. We aim to offer the sender decision support where non- realistic or suboptimal options are already filtered out but where the sender still makes the final choice. With respect to the transport options, we do not only distinguish the choice in modality, but also options related to price and time differentiation (as it is done by, e.g., Albert.nl).

Research Question 3: Multi-agent systems Typical approaches that could be used for the tools proposed in Research Questions 1 and 2 in this workpackage include general ‘rules of thumb’ and local search heuristics. These tools are designed to support decision making by the individual actors, i.e., the sender of freight or the owner of passenger transport capacity. To integrate all actors involved in the decision-making environment, we propose to use intelligent software agents (a multi-agent system). Here, each actor is represented by a software agent, which acts in the best interest of the actor it represents. To align the interest of all actors, these agents cooperate with each other. Generally, cooperation is achieved through negotiations or auction protocols. Such a multi-agent system offers a suitable methodology to support real-time decision-making, but also offers a basis for pricing and profit sharing issues.

The first assignment for the PhD student that will be hired for this workpackage will be to review the literature on relevant topics, such as real-time transportation control, real-time transport mode decision-making, city distribution, and multi-agent systems. Next, in cooperation with our company consortium partners (e.g., Connexxion and Binnenstadservice), the PhD student constructs models for real-time transportation control and mode selection. During the project, our aim is to have in each year at least one master student doing his or her graduation project at one of the company consortium partners. Through these master projects, we are able to quickly obtain first results for the companies. Also, the master students have a preparatory task for data collection and initial model development for the PhD student. The PhD student will work on more generic models, using the results and data collected during the master student projects. All work will be closely guided and supervised by senior researchers (main applicants of this proposal).

Relevant literature for this workpackage In this WP, we focus on real-time decision problems related to the transportation of freight, using the infrastructure of passenger transport. Especially, in the area of transportation, there is an increasing interest in real-time decision making, due to, e.g., the pressure on the current infrastructure and the developments in communication technologies and positioning systems. A literature review and an assessment of the potential contribution of operations research techniques in the area of intelligent transportation systems is given by Crainic et al. (2009).

The developments in information technology, in particular accurate positioning devices and communication devices, open possibilities for real-time decision making such as the re-routing of vehicles, dynamic choice of transport option, etc. A significant line of research addresses these issues of real-time dispatching, routing, and re-routing of vehicles, see, e.g., Ghiani et al. (2003), Powell et al. (2007), Ichoua et al. (2007), Fleischmann et al. (2004), and Topaloglu (2006). A specific but relevant problem class is the dynamic vehicle routing problem, where a number of vehicles has to satisfy transportation requests that arrive dynamically over time. This requires a dynamic planning approach in order to include the new jobs in the vehicle schedules. Relative simple approaches, which do not include probabilistic or predictive information on future events, could work surprisingly effective (Gendreau et al., 2006). However, look-ahead policies that incorporate the future consequences of certain decisions, offer the highest potential here. Examples of these anticipatory approaches can be found in Larsen et al. (2004), Mitrovic-Minic and Laporte (2004), Yang et al. (2004), Ichoua et al. (2006), Thomas (2007), Branke et al. (2005), and Mes et al. (2010).

Our problem of combined freight and passenger transportation involves various stakeholders, i.e., the sender of freight and the owner of passenger transport capacity. An often-proposed methodology to facilitate collaboration between independent stakeholders is the use of a multi- agent system (MAS), because such a system explicitly addresses the autonomy and the specific knowledge of the individual stakeholders. An early contribution comes from Fischer et al. (1996), where a multi-agent architecture and decision structure for quite generic transport planning systems is presented and tested on the traditional vehicle routing problem with time-windows. A framework for the study of carriers’ strategies in an auction market place for dynamic full truckload vehicle routing problems with time-windows can be found in Figliozzi et al. (2003). A similar problem is considered in Mes et al. (2007) where a comparison is made between the agent-based approach and centralized optimization methods. For a literature survey on MAS in the area of transportation (and traffic), we refer to Chen and Cheng (2010) and Davidsson et al. (2005).

Also in the area of passenger transport, literature in real-time decision-making is available. The majority of this literature deals with real-time decision making by the passengers regarding transit path choice, by feeding them with real-time information on actual travel times, delays, and alternative routes (see, e.g., Hickman and Wilson, 1995). Others focus on forms of unscheduled passenger transport such as the taxi services (Seow et al., 2010; Lees-Miller and Wilson, 2012). Another related problem is the dial-a-ride problem, as also mentioned in workpackage 2. In contrast with workpackage 2, we focus on the dynamic DARP here, where requests are gradually revealed throughout the day and vehicle routes are adjusted in real-time to meet demand Cordeau and Laporte (2007).

Our contribution to the literature consists of real-time decision making for combined transportation of people and freight. To the best of our knowledge, this topic has not been addressed in the literature so far.

Tasks: T3.1 Write BETA-PhD research proposal (M12) T3.2 Write four research papers on selected research questions (M12, M24, M36, M48) T3.3 Deliver PhD thesis (M48) T3.4 Make an overview of the (people and freight) transportation request types occurring in urban distribution suitable to be combined. T3.5 Make an overview of suitable planning methodologies (mode choice, timing, pricing) for combined people and freight transportation in urban distribution. T3.6 Investigate in what way a multi-agent approach is suitable to support the decisions of all actors involved in the decision making process. T3.7 Develop a generic simulation model for combined people and freight transportation. T3.8 Using the input of our consortium partners, collect relevant data for people and freight transportation in urban transportation. T3.9 Analyse the suitable planning approaches for combined people and freight transportation using the developed simulation model. T3.10 Draw conclusions regarding possible policy implications.

Deliverables: D3.1 Four research papers D3.2 Tool for real-time decision making for combining freight with unscheduled passenger transport D3.3 Tool for real-time decision making for transport mode selection D3.4 Generic simulation model for combined people and freight transportation

Workpackage 4: Valorization (Responsible: Mr. Auke Hoekstra from Urgenda)

Key objectives:  To ensure valorization of the research results obtained in the other workpackages.  To develop a good dissemination strategy enabling wide spreading of our results

Description of this workpackage: (The description of the research deliverables and possible business cases is given in the other workpackages and will not be repeated here.) Sayings like “the proof of the pudding is in the eating” and “where the rubber meets the road” indicate that the value of research is often best determined by testing its application in a practical setting. Therefore the main focus of this workpackage is integrating the research into innovative transportation pilots together with a consortium of business partners that Urgenda will coordinate. This means that on multiple locations, companies will use the methods, algorithms and applications created by this project to implement actual freight hitchhiking. The pilots will be closely monitored in a scientifically rigorous way to determine what works and what does not. So these pilots provide feedback that can be used to improve and direct the research. The pilots also facilitate dissemination because especially in government and business settings, research captures the imagination better when supported and illustrated by practical examples.

Urgenda is involved in many innovative initiatives for city transportation, usually from a sustainability standpoint. Because freight hitchhiking reduces the number of vehicle miles, reduces congestion and facilitates the use of electric vehicles its sustainability potential is profound. It is an interesting and, in hindsight logical, addition to many current pilots. When the research yields positive results it will also facilitate the creation of new startup companies that integrate freight hitchhiking in their business concept. The following pilots are currently being considered:  The Flex concept uses small electric cabs (originally electric tuk-tuks) driven by people involved in a reintegration project. From a user perspective it is comparable to a neighborhood taxi at a price point that makes it an attractive alternative for a bus. The Flex concept has been successfully implemented in Overschie, will be implemented in Feyenoord and Capelle and is nominated for Dordrecht and Brabant (e.g., Eindhoven Strijp-S). The person who initiated these projects and is still heavily involved in them is a member of Urgenda and will implement freight hitchhiking on at least one and possibly more than one of the Flex locations. The Flex concepts are independently organized and as the name implies very flexible. Flex can be easily adapted to include freight hitchhiking and it is expected that freight hitchhiking improves the Flex business case and facilitates new Flex implementations.  GreenCab is already the largest electric cab company in Europe and is eager to try out ways to extend the current business case for taxis, which often have razor thin profit margins. The director of GreenCab Utrecht is part of the consortium and is willing to experiment with freight hitchhiking in Utrecht and maybe Brabant (again Strijp-S is candidate). GreenCab already has a mobile phone app (developed together with Bavaria) and a planning backbone that is used for planning taxi rides nationwide. These are expected to be useful for testing the fruits of workpackage 2 and 3.  Connexxion’s busses and taxis (80.000 daily trips) are often underutilized outside rush hours. We will select certain bus or taxi lines where this problem is manifest and where interesting freight transportation locations are on-route. We will then schedule freight transports (both offline and real-time) and implement them.  Groningen offers multiple locations that offer the chance to test the concept within an area with a low-density population that is declining. Trajectories will be selected and tested. We are currently looking into the possibilities of including the delivery of library books (with Biblionet Groningen) and medicines. Ideally parcel deliveries from more parties would be included because vehicles carrying passengers and parcels to and from locations in low-density areas are usually severely underutilized.

Pilots also create conditions for up scaling and general application in the logistics industry. Apart from organizing pilots this workpackage will organize a number of venues where the research is disseminated.

Tasks: T4.1 Document practical criteria for the selection of suitable companies and geographic locations based on the research from the other workpackages and expertise of the people involved. Describe how to construct a long list based on these criteria. Make a long list of companies and geographic locations in Holland. Organize workshop(s) with practical experts from the Urgenda and other networks to enrich and validate the results. T4.2 Negotiate with a shortlist of companies and determine where implementations are possible and where not and why. Document these findings. Build a consortium of business partners seriously interested in implementing freight hitchhiking. Establish a list of the most promising locations in which the partners in the consortium would be willing to participate. T4.3 Create approximate business cases for freight hitchhiking in aforementioned locations using the expertise of the business partners and the expertise and preliminary results of the research. Select at least two (and preferably more) locations for the implementation of freight hitchhiking. T4.4 Implement at least two (and preferably more) pilots of freight hitchhiking. Enable the researchers to apply the models, algorithms, applications as described in the other workpackages and evaluate them in a scientifically rigorous way using both quantitative criteria (e.g., number of rides, inferred costs and revenues per ride, ability to accurately predict or reschedule demand, vehicle utilization) and qualitative criteria (e.g., satisfaction of different stakeholders and stated reasons, insights into where application is most beneficial). Specify what the business partners deem to be the predictors for the success of future demonstration projects, business startups and other implementations. T4.5 Create a website where the results of the project can be easily found and are attractively presented of both the public results and the not so public results (in an authenticated members area). T4.6 Organize multiple breakfast seminars, Webinars and other venues for the dissemination of the research results and for the discussion of where and how these findings can be applied. Document the results on the website. T4.7 Produce press releases and make sure they are used in multiple relevant newsletters and magazines outside the academic world to attract the attention of stakeholders in business and government. (Scientific papers are described in the other workpackages.) T4.8 Initiate demonstration projects and/or startups using the fruits of the research if possible. This is very much a goal of the project in general and Urgenda specifically but it is not something that can be promised in advance.

Deliverables: D4.1 Long list of companies and locations suitable for freight hitchhiking. D4.2 Consortium of business partners. D4.3 Five business cases for freight hitchhiking (minimum). D4.4 Two pilots (minimum). D4.5 Website (public and private). D4.6 Breakfast seminars, webinars, etc. D4.7 Press releases and publications in popular magazines. D4.8 Startups an/or demonstration projects (if possible).

Planning of activities/tasks over time The slack of 6 months is not included in this planning. All Workpackages will take 4 years in total, but start depends upon the actual hiring of the PhD students. Workpackages 0 and 4 start in Year 1, Q1 with activities. M denotes the delivery moment of the tasks.

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In: Barnhart, C., Laporte, G. (Eds.), Transportation, Handbooks in Operations Research and Management Science, vol. 14. North-Holland, Amsterdam: 285–365. Quadrifoglio, L., Dessouky, M.M., Oronez, F., 2008b. Mobility allowance shuttle transit (MAST) services: MIP formulation and strengthening with logic constraints. European Journal of Operational Research 185 (2), 481 − 494. Rozinat R., R.S. Mans, M. Song, W.M.P. van der Aalst: Discovering simulation models. Information Systems 34(3): 305-327, 2009 Sahin, G., Süral, H. (2007), A review of hierarchical facility locations models, Computers & Operations Research 34(8), 2310-2331. Santos, G., H. Behrendt, and A. Teytelboym (2010), Part II: Policy instruments for sustainable road transport Review Article, Research in Transportation Economics, Volume 28, Issue 1, 2010, Pages 46-91 Seow, K.T., Dang, N.H., Lee, D.H., 2010. A Collaborative Multiagent Taxi-Dispatch System. IEEE Transactions on Automation Science and Engineering 7(3): 607-616. SER (2011), Bevolkingskrimp benoemen en benutten, advies 11/03 Scheepens R., N. Willems, H. van de Wetering, G. Andrienko, N. Andrienko, and J.J. van Wijk. Composite Density Maps for Multivariate Trajectories. IEEE TRANSACTIONS ON VISUALIZATION AND COMPUTER GRAPHICS 17(2): 2518-2527, 2011. Smirnov, S. H.A. Reijers, M. Weske, and T. Nugteren. Business Process Model Abstraction: A Definition, Catalog, and Survey. Distributed and Parallel Databases 30(1): 63-99, 2012 Stadtler, H., 2009, A framework for collaborative planning and state-of-the-art. OR Spectrum 31: 5–30. Thomas, B., 2007. Waiting strategies for anticipating service requests from known customer locations. Transportation Science 41(3): 319–331. Topaloglu, H., 2006. A parallelizable dynamic fleet management model with random travel times. European Journal of Operational Research 175 (2), 782–805. 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Planning

See previous section for all details.

C. Consortium and Project Organization

Research Team Partner’s name Role and input Specific competence

Prof. dr. Tom Van Woensel Project Coordinator Freight Transport and Logistics WP2 leader Dr. ir. Hajo Reijers WP2 co-supervisor PhD student Data mining, process mining Prof. dr. Henk Zijm WP3 leader Logistics and supply chain management Dr. Marco Schutten WP3 co-supervisor PhD student Logistics and production planning Dr. ir. Martijn Mes WP3 co-supervisor PhD student Logistics, simulation, multi-agent systems. Prof. dr. Kees Jan Roodbergen Promotor PhD candidate WP 1 Quantitative Logistics Prof. dr. Iris F.A. Vis WP 1 leader Distribution logistics Promotor PhD candidate WP1 Mr. A.K. Hoekstra WP4 leader Valorization

Project organization

The Project Coordinator, Tom Van Woensel, has overall responsibility for intermediation between the Consortium and Dinalog, both during proposal, the contract negotiation and following project stages. He is also responsible for submitting the deliverables. The Project Coordinator is also the final responsible for the financial and contractual obligations defined in the contract with Dinalog. The Project Coordinator is responsible for the coordination of 1) all the scientific and financial issues and 2) all the contractual, legal, and ethical, organizational as well as administrative issues, according to the EPMB decisions. The coordinator is also in charge of the distribution of money, the financial controlling and the timely collection of audit certificates from each partner who is required to supply such certificate. The Project Coordinator’s financial department Dienst Financiële en Economische Zaken (DFEZ) will handle the payment distribution, consolidation of cost statements for the project and will give advice on the financial progress of the project.

The Project Management Board (PMB) is responsible for the overall organization of the project, and for ensuring that the project has an effective and achievable exploitation strategy. The EPMB is composed of the main scientific contact persons of each partner. The Project Coordinator will chair the PMB. The PMB constitutes the decision board of the project. The PMB will be responsible for the final decisions on general project management issues resulting from: • Reviewing overall project progress; • Reviewing the work plan and the consortium structure; • Ensuring that the project maintains its objectives and relevance; • Monitoring and maintaining the coherence and integration of the project; • Deciding on development roadmaps for the Project; • Resolving technical, administrative or contractual issues; • Provision of the required directions for the course of the project; • Final decisions concerning the project implementation; • Final decisions concerning the rerouting of financial resources, based on the suggestion of the Project Coordinator; • Solutions concerning disputes among the consortium partners; • Membership of new partners to the project consortium, by implementing, on Commission consent, Competitive calls to find new participants (if any); • Replacement, on Commission consent, of partners, if any serious difficulties arise throughout the project duration; • Obtaining and observing the plans for the management of knowledge, the rules for the protection of Intellectual property rights and the plan of other innovation-related activities; • (IPR agreements are part of the consortium agreement); • Relevant decisions related to convergence and coherence of the actions of the project in consecration of the Technical & Quality Assurance Task Force; The PMB sessions will be held physically at least four times per year in addition to the kick-off meeting and the final project meeting, but also on exceptional situations.

Workpackage Management Teams will be established for each Workpackage. Each Team will consist of one representative from each partner performing work under the Workpackage, and will have a Workpackage Leader (WPL) designated by the Lead Partner. Each partner responsible for a work package appoints the WPL. The WPL is member of the PMB. The WPL reports to the PMB about the performance, evolution and results of the WP (s) he leads. More specifically, the duties of the WPL are: • Day-to-day management of the corresponding WP; • Turning the corresponding WP reports in time; • Monitoring the progress of the WP against time and budget allocations and ensure that the work package fulfills the objectives listed as milestones and deliverables; • Organizing implementation of Quality Management and Quality Control within the WP • Alerting in case of delay or default and reporting to the corresponding CL. Each Team is generally responsible for its own organizational arrangements, work procedures and time schedule.

For the consensus building process and assuring the wide distribution and dissemination of the project results an Advisory Board has been formed in support to this project. Members of the Advisory Board are representatives of a number of organizations and act as a sounding board to the project. Theo Crainic heads the Advisory Board. The advisory board will be composed immediately after approval of the project with key stakeholders from government, companies and universities, not in our consortium. The Budget also includes project meetings for the Advisory Board. This board will meet in the Netherlands, leading to budget for the traveling.

The Advisory Board plays a crucial role in goal and target setting, proposing actions and providing opinion and feedback on strategies, activities and results generated. Through meetings every 6 months the members will provide opinion and advice to the PMB on policies and programs that are relevant to realizing the goals and deliverables. The members will: • Work with the Project Management Board to set goals and targets; • Provide reflection on overall direction; • Provide responses to the recommendations and actions of the General Assembly and assist in the dissemination of the results of the joint Work Packages.

Due to its open character, also an enlargement and cooperation with other groups or Dinalog consortia and industry partners is envisaged (i.e., 4C4More, 4C4D, DaVinc3i, Cross-chain order fulfillment coordination for internet sales).

The consortium will establish an agreement, called Consortium Agreement (CA) based on the Dinalog proposed CA, in order to provide a common understanding on: • Contract and additional definitions, duration and purpose; • Role and responsibilities of the Project Coordinator and each partner; • Standards for preparation and identification of deliverables; • Rules for replication, delivery and protection of documents; • Project management methodology to be used; and • Decision and approval mechanisms and procedures.

The final agreement will be drafted by the coordinator and will be signed by all partners in the beginning of the project. The agreement will be made as a provisioning measure for detailed arrangements pertaining to intellectual property issues (IPR), exploitation rights, confidentiality, decision and change procedures, cooperation after the project end and negotiation of third parties.

Operational management will be facilitated using on-line Web-based tools for scheduling, planning, and reporting, including financial reporting. Standard open source and commercial tools such as Open Office and MS Office will be used for creating documents to be shared. All information and results from the project will be stored and be accessible to the consortium members through one or more Web — based collaborative tools that will be set up especially for this project. (Tools for sharing documents and software may differ, as the needs for storage and versioning differ for different types of documents.) For tele-meetings, virtual classroom, video-conferencing and collaboration tools will be used to manage the project.

The communication strategy aims to keep all partners fully informed about the project status at all times. Transparency of the project planning, progress and other issues important to the partners increase the synergy of the cooperation. Interactive project meetings have an important role in the communication strategy. Face-to-face project meetings and audio meetings (for instance telephone conferences or Skype) are scheduled on a regular basis. Furthermore, all partners have the means to communicate using email, a project homepage and the project repository, where financial reports, project documents and support material are stored. All information such as meeting minutes, visit reports and publications will be communicated to the Project Coordinator. When needed, the Project Coordinator is responsible to channel the information to the adequate parties in the consortium. The communication strategy also aims to effectively communicate with parties outside the consortium, such as other project consortia and standardization committees. The project’s public website is part of the dissemination strategy. A project repository will be set-up for ensuring the proper management of technical topics, progress, planning and status of the project in order to maximize the synergy of cooperation among partners. In addition, a website will be set-up, which besides other goals will facilitate the exchange of actual information and documents among the partners and participants as well as to the public.

At the start of the project a kick-off meeting is held and organized by the Project Coordinator. Project meetings are held 4 times a year at Dinalog or at the one of the partners’ location with participation from all partners and are organized by one of the partners. At each meeting a review of the progress in each work package and plenary discussions among all participants will occur. The PMB meets at least once a year and evaluates the project commitments and compares them to the project objectives, costs and deadlines.

When needed, plans are revised. Major changes affecting the project objectives are discussed with the Dinalog Project Officer. All decisions will be taken at the appropriate level. The workpackage leaders will take day-to-day decisions concerning a work package at a technical level. Whenever needed the work package leader will consult the Project Coordinator. The PMB will provide a forum for discussing management and major scientific and technical issues. Decisions of the PMB are binding for the project. Whenever needed the PMB decides on major issues by a majority vote with the Project Coordinator having the casting vote. The PMB will decide on the work plan and will prepare material for Dinalog.

D. Evaluation and Monitoring

Evaluation

A specific project management work package is included in the work package plan, to allow for the implementation of the management procedures. This work package covers all manpower needed for the coordination of the project. Preparation of detailed planning and reporting for tasks in a workpackage is included in the manpower planning for the respective tasks.

The Project Coordinator coordinates the annual reporting to Dinalog. At the end of twelve months, all partners report their progress and work package leaders give an overview of the progress in the work packages to the Project Coordinator. The progress report includes information about the scientific and technical progress, deliverables and compliance with the work plan, encountered problems and person months planned and actually spent. The Project Coordinator will prepare the project reports, take care of their distribution and is responsible for a timely reporting to Dinalog. This concerns especially all contractually required reports as requested by Dinalog.

The project coordinator will organize regular assessment meetings with the Executive Project Management Board (PMB). These meetings will serve as a preparation for the Dinalog review and the necessary reporting period. The purpose of these PMB meetings will be to discuss and report on the project progress so far. Changes are promptly reported and discussed with the Dinalog Project Officer. Procedures for managing future exploitation of results will be discussed and assessed. The work package leaders and the task leaders are responsible for timely delivery of the deliverables in their work package and task. Each deliverable will be peer reviewed by two partners. The reviewers are asked by the work package leader and have two weeks to review the deliverable. The deliverable needs to be ready for review at least four weeks before the deadline.

The Project Coordinator and Project Management Board (PMB) are alert to signal any risks as soon as possible so that adequate measures can be taken at once. In order to identify risks at an early stage and prepare countermeasures the Project Coordinator and the PMB will:  Cultivate awareness of the project scientific and technical objectives, deliverables and milestones by all participants at all times,  Constant supervision of the project status including deliverables and milestones,  Emphasize and support fast and unrestricted dissemination of key knowledge and results,  Regular reviews to monitor the project progress using as a tool the quarterly progress reports and the annual progress reports.

The Project Coordinator and the Project Management Board (PMB) will manage risk management and contingency plans. Risks that are handled by the Project Coordinator and the Workpackage leaders include:  Loss of focus on project objectives and milestones,  Loss of internal communication due to lack of knowledge, and  Insufficient external dissemination of project results.

Risks that require special attention and specific actions have to be notified to the PMB. The PMB will decide on further actions. If no smooth solutions can be achieved, based on the general contractual conditions and liabilities, the Project Coordinator has the obligation to involve the Commission for further actions and agree on a possible solution. Risks that require special attention include: • Loss of critical competencies or of key personnel in the project, • Delays in critical components of the work, • Withdrawal of project partners, • Non performance of partners.

E. Valorization and Implementation Strategy

Valorization and knowledge dissemination

Communication and knowledge dissemination are essential for a successful achievement of the projects’ objectives, to protect the participants’ interest and exploitation perspectives in view of achieving overall acceptance and implementation of the project’s results. The expected outcomes are expected to have long- term effects for all participants on their actual decision-making in freight and public transportation.

The communication and dissemination activities aim at generating an effective flow of information and publicity regarding the targeted objectives, the results obtained during the project, the contributions made to knowledge on people and freight transport and scientific excellence, as well as the value of collaboration on a Dutch scale, a European-wide scale and the benefits to citizens in general. As such, this project does not generate a single result but a broad range of results expected to be exploited by different means and actors. Passive communication channels are the website, folders, contributions in professional journals, etc. Active communication channels are presenting seminars, executive courses, etc.

Additional dissemination activities include: 1. Seminars and conferences 2. Executive courses, regional, national and international master classes 3. Knowledge Portal 4. Electronic platforms A final event will be organized, bringing together stakeholders, experts, academics, etc. in the urban transportation area, and educating this audience about the experiences of our project and sharing the lessons learnt. In the project, budget is reserved for valorization and knowledge dissemination activities.

Implementation This section describes the way the consortium plans to implement the results of the project (how, who and when), what (additional) budget is needed and to what results this will lead.

These plans are completely detailed out in Workpackage 4 on valorization. In our project budget, budget is allocated for these activities. If needed/possible, additional budget will be requested for in the format of Demonstration projects from Dinalog or via other subsidy providing agencies (e.g., EU, or NWO). Annex CVs Prof. dr. Tom VAN WOENSEL Professor of Freight Transport and Logistics Chairman a.i./Executive Board Member European Supply Chain Forum Member of the BETA Research School for Operations Management and Logistics President Vereniging Logistiek Management

Education  Ph.D. in Applied Economic Sciences (Operations Management) - January 2003, University of Antwerp, Advisor: Prof. Dr. Nico Vandaele  Doctoral Program in Applied Economic Sciences - July 2000, University of Antwerp, degree: Magna Cum laude  M.Sc. Applied Economic Sciences (Quantitative Economics) - July 1997, University of Antwerp, UFSIA, degree: Cum laude

Five Selected Publications 1. Van Donselaar K., V. Gaur, T. Van Woensel, R.A.C.M. Broekmeulen, J.C. Fransoo, Ordering Behavior in Retail Stores and Implications for Automated Ordering, Management Science, forthcoming 2. Gabali, O., T. Van Woensel, A.G. de Kok, C. Lecluyse and H. Peremans, Time-Dependent Vehicle Routing Subject to Time Delay Perturbations, IIE Transactions, forthcoming 3. Gür Ali O., S. Sayın, T. Van Woensel and J. Fransoo (2009), Pooling Information Across SKUs for Demand Forecasting with Data Mining, Expert Systems with Applications, Vo- lume 36, Issue 10, Pages 12340-12348 4. Van Woensel T. and F.R.B. Cruz (2009), A stochastic approach to traffic congestion costs, Computers and Operations Research, 36, 6, pp. 1731-1739 5. Van Woensel, T., R. Creten and N. Vandaele, Managing the environmental externalities of traffic logistics: the issue of emissions, Production and Operations Management journal, Special issue on Environmental Management and Operations, 2001, Vol. 10, nr. 2

Prof. dr. W.H.M. (Henk) ZIJM Professor of Production and Supply Chain Management, University of Twente Fellow of the BETA Research School for Operations Management and Logistics Scientific Director Dutch Institute for Advanced Logistics

Education  Ph.D in the Technical Sciences (Operations Research), January 1982, Eindhoven University of technology. Advisors: prof. dr. J. Wessels and Prof. dr. G.W. Veltkamp  M.Sc in Applied Mathematics, June 1977, University of Amsterdam, degree: Cum Laude

Professor Zijm has supervised more than 20 PhD students and more than 150 master students. He has both intensive industrial experience (e.g., was employed by Philips Electronics for 8 years) as well as academic experience. He is a full professor since 1987 and has published two books and more than 100 papers in academic journals. He was Rector of the University of Twente from 2005 till 2009.

Five Selected Publications 1. Kok, A.L., E.W. Hans, J.M.J. Schutten and W.H.M. Zijm (2010), A Dynamic Programming Heuristic for Vehicle Routing with Time-Dependent Travel Times and Required Breaks, Flexible Services and Manufacturing Journal, 22 (1-2), pp. 83-108, 2. Meng, G., S.S. Heragu and W.H.M. Zijm (2004), Reconfigurable Layout Problem (with S.S. Heragu and G. Meng), International Journal of Production Research, vol. 42, no. 22, pp. 4709- 4729, 3. Shanthikumar, J.G., D.D. Yao and W.H.M. Zijm, eds. (2003), Stochastic Modeling and Optimization of Manufacturing Systems and Supply Chains, Kluwer Academic Publishers, Boston (2003) (book), 4. Buitenhek, R., G.J. van Houtum, I.J.B.F. Adan and W.H.M. Zijm (2000), Capacity analysis of an automated kit transportation system, Annals of Operations Research 93 (2000), pp. 423-446, 5. Van Houtum, G.J. and W.H.M. Zijm (2000), On the relation between cost and service models for general inventory systems (with G.J. van Houtum), Statistica Neerlandica 54 (2), pp. 127- 147,

Dr. ir. J.M.J. (Marco) SCHUTTEN: Assistant professor within the department Industrial Engineering and Business Information Systems at the University of Twente, Enschede, The Netherlands Member of the BETA Research School for Operations Management and Logistics

Education  Ph.D. in Industrial Engineering, 1996, University of Twente, Faculty of Mechanical Engineering, Enschede, The Netherlands  M.Sc. in Applied Mathematics, 1992, University of Twente, Faculty of Applied Mathematics, Enschede, The Netherlands

Five Selected Publications 1. A.L. Kok, E.W. Hans, and J.M.J. Schutten. Vehicle routing under time-dependent travel times: The impact of congestion avoidance. Computers and Operations Research, 39: 910-918, 2012. 2. J. Gromicho, J.J. van Hoorn, A.L. Kok, and J.M.J. Schutten. Restricted dynamic programming: A flexible framework for solving realistic VRPs. Computers and Operations Research, 39: 902- 909, 2012. 3. A.L. Kok, E.W. Hans, and J.M.J. Schutten. Optimizing Departure Times in Vehicle Routing. European Journal of Operational Research, 210(3): 579-587, 2011. 4. A.L. Kok, C.M. Meyer, H. Kopfer, and J.M.J. Schutten. A dynamic programming heuristic for the vehicle routing problem with time windows and European Community social legislation. Transportation Science, 44(4): 442-454, 2010. 5. Douma, M. Schutten, and P. Schuur. Waiting profiles: an efficient protocol for enabling distributed planning of container barge rotations along terminals in the port of Rotterdam. Transportation Research Part C, 17: 133-148, 2009.

Dr. ir. M.R.K. (Martijn) MES Assistant professor within the department Industrial Engineering and Business Information Systems at the University of Twente, Enschede, The Netherlands Member of the BETA Research School for Operations Management and Logistics

Education  Ph.D. in Industrial Engineering Management, 2008, University of Twente, School of Management and Governance, Enschede, The Netherlands  M.Sc. in Applied Mathematics, 2002, University of Twente, Faculty of Applied Mathematics, Enschede, The Netherlands

Five Selected Publications 1. M.R.K. Mes, W.B. Powell, and P.I. Frazier (2011). Hierarchical Knowledge-Gradient for Sequential Sampling. Journal of Machine Learning Research 12(Oct), pp. 2931−2974. 2. M.R.K. Mes, M.C. van der Heijden, and P.C. Schuur (2011). Interaction between intelligent agent strategies for real-time transportation planning. Central European Journal of Operations Research, DOI: 10.1007/s10100-011-0230-7. 3. M.R.K. Mes, M.C. van der Heijden, and P.C. Schuur (2010). Look-ahead strategies for dynamic pickup and delivery problems. OR Spectrum 32(2), pp. 395-421. 4. M.R.K. Mes, M.C. van der Heijden, and P.C. Schuur (2009). Dynamic threshold policy for delaying and breaking commitments in transportation auctions. Transportation Research Part C 17(2), pp. 208-223. 5. M.R.K. Mes, M.C. van der Heijden, and A. van Harten (2007). Comparison of agent-based scheduling to look-ahead heuristics for real-time transportation problems. European Journal of Operational Research 181(1), pp. 59–75.

Prof. dr. Iris F.A. Vis Professor of Industrial Engineering Programme Chair MSc. Technology & Operations Management and MSc. Supply Chain Management Fellow of SOM Research Institute University of Groningen

Education  Ph.D. in Logistics - May 2002, RSM/Erasmus University Rotterdam, Advisors: Prof. dr. M.B.M. de Koster and Prof. dr.ir. R. Dekker  M.Sc. Mathematics (Operations Research) - August 1997, University of Leiden

Five Selected Publications 1. Bijvank, M., Vis, I.F.A. (2011), Lost-sales inventory theory: a review, European Journal of Operational Research 215, 1-13. 2. Vis, I.F.A., Carlo, H.J. (2010), Sequencing two cooperating automated stacking cranes in a container terminal, Transportation Science 44(2), 169-182. 3. Vis, I.F.A., Roodbergen, K.J. (2009), Scheduling of container storage and retrieval, Operations Research, 57, 456-467. 4. Vis, I.F.A., De Koster, R., Savelsbergh, M.W.P. (2005), Minimum vehicle fleet size under time window constraints at a container terminal, Transportation Science 39(2), 249-260 5. Vis, I.F.A., De Koster, R. (2003), Transshipment of containers at a container terminal: An overview, European Journal of Operational Research 147, 1-16.

Prof. dr. Kees Jan Roodbergen Professor of Quantitative Logistics Member of the Scientific Advisory Council of the World Food Logistics Organization Visiting professor at BEM - Management School Bordeaux, France Fellow of SOM Research Institute University of Groningen

Education  Ph.D. in Logistics - May 2001, RSM/Erasmus University Rotterdam, Advisors: Prof. dr. M.B.M. de Koster and Prof. dr. ir. J.A.E.E. van Nunen  M.Sc. Econometrics (Operations Research) - August 1996, University of Groningen

Five Selected Publications 1. Vis, I.F.A., Roodbergen, K.J. (2009), Scheduling of container storage and retrieval, Operations Research, 57, 456-467. 2. Roodbergen, K.J., Sharp, G.P., and Vis, I.F.A. (2008), Designing the layout structure of manual order-picking areas in warehouses. IIE Transactions 40(11), 1032-1045. 3. De Koster, R., Le-Duc, T., Roodbergen, K.J. (2007) Design and control of warehouse order picking: a literature review. European Journal of Operational Research 182(2), 481-501. 4. Dekker, R., De Koster, M.B.M., Roodbergen, K.J., and Van Kalleveen, H. (2004), Improving order- picking response time at Ankor′s warehouse, Interfaces 34(4), 303-313. 5. Roodbergen, K.J. and De Koster, R. (2001), Routing methods for warehouses with multiple cross aisles, International Journal of Production Research 39(9), 1865-1883.

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