随着新能源汽车的快速发展，充电时间分配问题成为关注的焦点。现有研究主要集中在根据预先规划的驾驶路线选择充电桩，但对于车主的动态需求却没有提供即时解决方案。为解决该问题，文章首先根据车主的需求量、地理位置以及充电完成度等因素设计了一种需求者优先级函数，然后将充电桩的时间分配问题建模为密封竞价在线双边拍卖，在此基础上，提出了一种真实的交易机制。理论分析证明了该机制不仅满足个体理性、预算平衡，还能够引导供需双方报告真实的到达离开时间以及物品估值。最后通过具体的实验证明了该拍卖机制的实用性和有效性。所提出拍卖机制满足双边市场中交易个体的属性偏好和在线环境的交易特征，为当前的在线充电平台提供了有益的参考。
Energy efficiency is a topic that has become central among many consumers and industries. Companies need to minimize production costs and, at the same time, reduce energy consumption and follow policy measures to reduce greenhouse gas emissions. One possibility to contribute to the sustainable design of production processes is the inclusion of energy consumption as a parameter in the optimization technique used during production scheduling. Although energy-efficient scheduling and optimization have become a scientific focus in production scheduling, practical applications are limited. The motivation of this paper is to extract energy-efficient production scheduling mechanisms from the literature using a literature review and to discuss the concepts with experts from the field. Finally, discrepancies between the needs of the industry and the scientific literature are revealed, and solution approaches to remedy the differences are proposed.
The transition from fossil to climate-neutral energy sources and supply chains has become a pressing challenge. Green hydrogen is expected to play an important role in the decarbonization of the global economy because of its specific versatility. Given the recent imminent energy shortages in Europe, supply of green hydrogen becomes an even more important topic for European countries. Therefore, an informed search is required for international business partners supporting European energy supply in a carbon-neutral economy setting. This could include for example Latin America with access to hydrogen production, based on renewable energy. This paper outlines the green hydrogen production landscape of Latin America and current partnership projects with Europe. The collaboration between these two regions is interesting and selected for the potential in hydrogen production capacities as well as cultural and political closeness in terms of democratic rule and property right as basic requirements for successful long-term collaborations for energy supply chains. While a large number of European companies are planning to use green hydrogen, few Latin American countries like Argentina and Chile are currently producing it. Both, consumption and production capacities are expected to increase in the next years, making the design of green hydrogen supply chains an eminent topic for Latin America and Europe. For this reason, cooperation projects are deemed beneficial to both, European and Latin-American companies and institutions. In most of the observed partnership projects within this paper, European actors contribute the technology know-how and Latin American actors offer a variety of large-scale clean energy resources for future green hydrogen supply chains. Additionally, an overview of the representation of hydrogen in Latin America compared to Europe in global energy scenario studies is presented, indicating a major research gap in linking the global scenario analysis level with the described specific project and supply chain design and development level. The results obtained for the specific collaboration of Europe with Latin America can be transferred to other global regions and cooperations.
The increasing diversity of goods structures in the global supply chain has led to a need for varying inventory policies and different rail services. Understanding the heterogeneity of services in international rail transport is essential to meet these needs effectively. Existing research has focused on market segmentation in other transportation sectors, such as passenger transport, airfreight, and maritime transport. Previous research on the global supply chain and rail system has primarily been conducted isolated, whereas this paper focuses on the intersection of the two systems. This area of research is relatively novel and requires deep exploration. Using "Lean" and "Agile" principles, this paper proposes efficient, continuous replenishment, and responsive rail supply chain strategies that support market segmentation and service differentiation. These strategies ultimately contribute to integrating rail transport into the global supply chain by improving and diversifying international rail services. Additionally, managers of rail and logistics companies can benefit from this research by better understanding the value creation process, the specific characteristics of international rail transport, and the requirements of global supply chains.
Green hydrogen as an energy carrier is a beacon of hope to achieve climate goals because of its potential to reduce carbon emissions. Currently, the hydrogen demand cannot be met entirely with green hydrogen. Thus, non-green hydrogen cannot yet be waived. Consequently, this paper considers a two-stage hydrogen supply chain (SC) consisting of three manufacturers producing green, partially green, and non-green hydrogen and a retailer. In addition to retail and wholesale prices, the manufacturer of partially green hydrogen must determine how green its produced hydrogen should be. The players are under the influence of governmental instruments, i.e., taxes on producing non-fully green hydrogen and subsidies for the retailer for selling green hydrogen. In a manufacturer-led Stackelberg game, we observe that it is more purposeful to promote green technologies through incentives than to force them by taxes. For the partially green manufacturer, relying exclusively on green hydrogen is advantageous if its market share is high, if the additional costs for the conversion to green hydrogen are comparatively low, or if the green sensitivity of the customers is high.
Appendix of the paper "A Dirty Little Secret Conducting a Systematic Literature Review Regarding Overstocks"
From an environmental perspective, green hydrogen is a promising alternative energy carrier for short-to middle-range flights. Furthermore, hydrogen produced from renewable energy releases no carbon dioxide emissions during production and use. Therefore, hydrogen is a potential solution for reducing aviation-related emissions. Besides, the economic competitiveness of hydrogen against conventional fuels, mainly influenced by the hydrogen supply chain design, will be a key determinant for future hydrogen deployment. The supply chain consists of production, compression, transportation, and liquefaction, but these components’ exact order, sizing, and location are still insecure. Different transport options exist, which are associated with various economic impacts during their purchase and use, as well as various supply chain configurations result in different overall expenses. We analyze demand and distance scenarios using an expense-oriented economic evaluation with CAPEX and OPEX to determine the best transport configuration. The total expenses of hydrogen are highly influenced by the expenses caused by energy and transport volume. Here, pipeline transportation is a promising option, as well as liquid hydrogen truck transportation in cryogenic tanks. It turns out that distance and demand for hydrogen strongly influence the choice of transportation.
In order to reach the two-degree target set by the Paris Agreement and to avoid rising costs due to CO_2 allowances and taxes, CO_2 intensive industry sectors like cement, steel and chemicals may opt for Carbon Capture and Storage (CCS) solutions. CCS involves capturing CO_2 emissions at the source points, transporting it to geological storage sites and storing it their permanently. In this context, our study investigates how to design CCS-pipeline networks that connect German cement, steel and organic chemical industries to the geological storage formations provided by the Longship project, Norway. We propose a mixed-integer programming model for the design of a corresponding on- and offshore pipeline network, where seaports serve as intermediate compressor stations for the offshore pipelines. Our results show that the supply chain costs vary significantly across industries due to differences in capture costs, CO_2 volumes and the spatial distribution of the point sources. The supply chain costs range from 49.3 Euro per tonne for the organic chemical industry to 83.0 Euro for the steel industry and 108.7 Euro for the cement industry, respectively. With the anticipated increase in the carbon prices in the coming years, CCS might soon become economically desirable for all these industry sectors.
This essay reflects on the changes, challenges, and proposed solutions in urban mobility and logistics over time. Thereby, it aims to provide a reference framework for a wide audience of new researchers, researchers lacking a background in transport, and specialists looking for a broader perspective for inspiration. It sheds light on the past, present, and potential future developments. Particular examples are provided for the city of Kiel, Germany. Eventually, we suggest a more holistic research perspective for the logistics management community to contribute successfully to developing future urban mobility and logistics systems.
We review a newly proposed modeling approach for optimizing the transportation of goods within a freight transportation network. Unlike classical modeling strategies, which measure vehicle capacity needs based on the flow of shipments on a time expanded network, this approach is based on explicit consolidations of shipments. Such an approach facilitates modeling multiple operational issues, including complicated loading constraints and piecewise linear cost functions. It also leads to a significantly stronger formulation of the problem, which can in turn be easier to solve than a formulation based on the classical approach.
A critical challenge increasingly becoming part of the day-to-day industry business is reconciling competitiveness and profitability with the sustainability of industrial value creation. With the increased frequency of natural disasters caused by climate change, customer awareness of sustainability is changing. Additionally, governments are increasingly taking regulatory action to limit harmful effects of climate change. Hence, the sustainability of a company is gradually becoming a competitive advantage. Sustainable scheduling represents a short-term potential for companies. Concurrently, due to globalization, sustainable scheduling in production networks is attracting significant research interest. The complexity of these optimization problems is high because of a large number of influencing factors, e.g., the geographical location of the customers, the number and the heterogeneity of the factories. As a result, causal relationships often overlap and cannot be separated. In this article, effects are ascertained separately with the help of single-factor experiments in an extensive computational experiment for a distributed permutation flow shop scheduling problem by using a lexicographic mixed-integer-linear-programming model and fast construction heuristics. Thereby, reasoning about the cause-effect relationships is enabled, promoting the integration of problem-specific knowledge for an efficient design of metaheuristics. Furthermore, valuable insights for management and research result from the derivation of implications.
