Esimese ja viimase miili mõju võrdlus kogu transpordisektoriga

Enne arvutuste käiku tehti uuring, kasutades Statistikaameti andmeid selle kohta, kui suure osa moodustavad erinevad transpordi liigid Eestis transpordist. Tulemuseks saadi, et domineeriv transpordi liik on maanteevedu. Leitud andmete põhjal keskenduti töös maanteevedudele. Tarvis oli teada N1 kategooria sõidukite ligikaudset keskmist kütusekulu, et saada arvutada erinevate sõidukite efektiivsust kaubavedamisel. Keskmiseks kuluks leiti 8,32 l/100km, arvestades WLTP testimistingimusi ja seega on Eesti tingimustes on mõistlik arvestada, et reaalne kütusekulu on suurem. Autoril oli ligipääs autopargi andmetele kus on leitud, et keskmine kütusekulu 25 sõiduki peale, mis on identsed kuid väikeste esmaregistreerimise aasta vahedega, 10,7 l/100 km. Võttes arvesse eelmainitud WLTP testimise tingimusi otsustas autor täpsemate tulemuste kasuks võtta just selle keskmise kütusekulu edaspidi efektiivsuse leidmiseks. Kaubikute efektiivsuse arvutustulemustega ei ole võimalik öelda, milline kaubik on kõige efektiivsem oma kaubaruumi või veetava raskuste suhtes. Põhjus on see, et kõik erisuurused kaubikud on loodud erinevate kaupade vedamiseks ja logistikute ülesanne on välja selgitada millises suuruses kaubik on vaja valida, et see oleks kuluefektiivne. Võrreldi ka sarnaselt veoautode efektiivsust ja saadi järelduseks, et kõige efektiivsem viis on moodulkontseptsioon veoauto, mille kütusekulu on igas olukorras kaubavedamisel kaubakoguse kohta kõige madalam. Töös uuriti, kas veoautodega kauba vedamisel kaubikute kaasamine tõstab efektiivsust ja vähendab emissioone. Tulemuste arvutamiseks oli autoril hangitud erinevatest logistikaettevõtetest kütusekulu kui ka läbitava distantsi andmed. Samuti oli Maanteeameti poolt saadud andmetega võimalik leida kaubikute ligikaudne keskmine kiirus, milleks sai võetud 80 km/h arvestades erinevaid olukordi, mis tekivad esimest miili sõitval kaubikul. Loodi näidissituatsioon kasutades ettevõtte logistikajuhi poolt soovitatud marsruuti, mis on ligilähedane reaalsuses tekkivale situatsioonile. Võeti arvesse ka erinevaid seadusi ja keskmist kiirust nii päris andmetest kui ka liiklusloenduritest. Järelduseks saab öelda, et näidissituatsioonis kui kaubakogus ei ületa 40-t alust, on mõistlik kaasata kauba veosse kaubikud, mis toovad CO2 koguse alla 311.35 kg võrra. Kui aga kauba kogus on kõrgem kui 40 alust, siis on mõistlikum vedada kaupa kahe veoautoga, kolmanda kaubiku kaasamisel läheks CO2 kogus üle 2 veoauto CO2 toodetud koguse. Selle võrdluse käigus selgus ka, et kui kaasata moodulkonseptsioon veoauto, oleks heitmetase kõige madalam. KOKKUVÕTE 47 Lisaks sellele uuriti täpsemalt, kui palju mõjutab viimane miil Eesti transpordisektorit. Autor kasutas andmeid ettevõttest, kes toimetab ainult viimase miili transpordi põhimõttel. Arvutustulemustel leiti, et ettevõtte andmete järgi tekib aastas 113 209.2 kg CO2. Samuti sai ettevõtte näite puhul välja selgitatud, et kui võtta kasutusele suurem kaubik 3 väiksema asemel, ei vähene CO2 heitmete kogus vaid hoopiski tõuseb. Lisaks sellele tõuseb ka koormus kullerile kui töötajale, mis on andmete põhjal juba niigi suur. Eestis registreeritud 104 142 N1 kategooria sõidukite kohta leiti ka ligikaudne terviklik mõju Eesti transpordisektorile. Loodi näidisolukord, kus kõik N1 sõidukid liiklevad päevas 100 km keskmise kütusekuluga 10 l/100km ja saadi tulemuseks, et sellises olukorras on CO2 saasteid aastas 1003.75 kt ja see moodustab 41.9% kogu transpordisektoris tekkinud CO2-st. Autori hinnangul ei ole võimalik kummaski võrreldud transpordiviisis leida täpset kogust emissioone ega mõju transpordisektorile, kuna puudu on palju andmeid ja näitajaid. Selleks, et neid andmeid saada on vaja teha eraldi uurimustöid, kus uuritakse lisaks kütusekulule veel auto kulumist ja kuluosadest tekitatud mõju. Andmed viivad veel ebatäpseks Maanteeameti registris olevad sõidukid, kus ei ole võimalik näha kui paljud tegelikult aktiivselt osalevad liikluses ja see on ka põhjus, miks Eesti keskmine N1 kategooria sõiduki vanus nii kõrge on.

This thesis examines the impact of the first and last mile on the transport sector in Estonia. The topic of the thesis was assigned by the Estonian Transport Agency, which conducted a similar study last year, focusing on the impact of heavy goods vehicles on the transport sector. This year, the agency wants to gain a better understanding of the impact of vans and compare it to that of trucks. Additionally, they want to determine if including vans in the transport chain can increase efficiency. This study can be seen as a continuation of last year's research, with a greater focus on vans and their impact on the environment and the entire transport sector. Before performing calculations, a study was conducted using Statistics Estonia's data to determine the proportion of different types of transport in Estonia. As a result, it was found that the dominant mode of transport is road transport. Based on these findings, the focus of the study was on road transport. It was necessary to know the approximate average fuel consumption of Category N1 vehicles to calculate the efficiency of various vehicles in cargo transportation. The average consumption was found to be 8.32 liters/100km, taking into account WLTP testing conditions, and considering Estonian conditions, it is reasonable to assume that actual fuel consumption is higher. The author had access to data on the vehicle fleet, which showed that the average fuel consumption for 25 identical vehicles with small year differences was 10.7 liters/100km. Taking into account the aforementioned WLTP testing conditions, the author decided to use this average fuel consumption to find more accurate results in the future for efficiency calculations. Efficiency calculations for vans cannot determine which van is the most efficient in terms of cargo space or weight carried. This is because all vans of different sizes are designed to transport different types of goods, and it is the task of logisticians to determine which size van to choose to make it cost effective. Similarly, the efficiency of trucks was compared, and it was concluded that the most efficient method is the modular concept truck, whose fuel consumption per cargo volume is the lowest in any situation. The study investigated whether including vans in the transportation of goods with trucks increases efficiency and reduces emissions. To calculate the results, the author obtained fuel consumption and distance data from various logistics companies. With data obtained from the Estonian Road Administration, it was also possible to find the approximate average speed of vans, which was taken SUMMARY 49 as 80 km/h, considering various situations that arise when a van drives the first mile transportation method. A sample situation was created using a route recommended by the logistics manager, which is similar to the situation that actually arises. Various laws and average speeds were also considered from both real data and traffic counters. It can be concluded that in a sample situation where the cargo does not exceed 40 pallets, it is reasonable to include vans in the transport of goods, which reduces CO2 emissions by 311.35 kg. However, if the quantity of goods is higher than 40 pallets, it is more reasonable to transport them with two trucks. Including a third van would cause CO2 emissions to exceed the total produced by two trucks. In this comparison, it was also found that using the modular concept truck would result in the lowest emission level. In addition, a more detailed examination was carried out on how the "last mile" affects the Estonian transportation sector. The author used data from a company that operates on the principle of last mile delivery. The calculation results showed that, according to the company's data, 113,209.2 kg of CO2 is generated annually. The company's example also revealed that if a larger van is used instead of three smaller ones, the amount of CO2 emissions does not decrease but actually increases. Additionally, this also increases the load on the courier, which is already high according to the data. An approximate comprehensive impact on the Estonian transportation sector was also found for the 104,142 N1 category vehicles registered in Estonia. A sample situation was created in which all N1 vehicles travel 100 km per day with an average fuel consumption of 10 l/100km. It was found that in such a situation, CO2 emissions amounted to 1003.75 kt per year and accounted for 41.9% of the total CO2 emissions generated in the transportation sector. According to the author, it is not possible to find precise amounts of emissions or the impact on the transportation sector in either of the compared transportation methods due to the lack of data and indicators. To obtain this data, separate studies are needed to investigate not only fuel consumption but also the wear and tear of the vehicles and the impact of the cost of parts. The data is still imprecise due to the N1 category vehicles registered in the Road Administration, where it is not possible to see how many are actively participating in traffic. This is also the reason why the average age of N1 category vehicles in Estonia is so high.