Hasil untuk "Shipment of goods. Delivery of goods"

J. Barotov, Z. Mukhamedova, J. Kobulov et al.

The paper introduces a novel intelligent modeling system of a railway cargo delivery which combines queuing theory and station-level technological activities to model the manner in which re-handling and waiting processes produce delivery delays. The proposed model is in contrast to the available literature, which focuses more on routing or time management; it clearly connects processing of the stations, queue behavior, and reliability of the delivery in one decision system. When applied to a real-life railway route, the optimization of technological sequences is demonstrated to decrease delivery time and congestion rates significantly, as well as decrease the possibility of punishment in case of late deliveries. These findings show that the study is original in terms of the presentation of a data-driven and operationally based approach on the enhancement of railway freight performance. This study introduces a shipment-type-specific intelligent delivery model that integrates queuing theory with real station technological processes. Unlike existing approaches focused mainly on routing or average travel time, the proposed framework explicitly accounts for wagon processing sequences, re-handling operations, and delay-risk assessment. Validation on the Khamza–Bukhara corridor demonstrates a reduction in intermediate re-handlings from four to two and total delivery time from 68 h to 54 h, confirming the operational and economic effectiveness of the model.

B. V. Sundawa, Amalia, Febrin Aulia Batubara et al.

The goods delivery service industry has emerged as a strategic business both during and after the pandemic. The shift towards online shopping, which became a norm during the pandemic, let’s continue post-pandemic, making it a promising sector for companies involved in goods delivery. However, the industry faces challenges, particularly related to security during shipment. One common issue is the inability to track vehicle positions, leading to unauthorized loading and unloading activities at incorrect locations, causing losses for business owners. Conventional mechanical locks are vulnerable to theft, duplication, key loss, and vandalism, making them inadequate for securing cargo. To address these issues, Smart Lock technology has been developed, offering enhanced security through modern, integrated features. This technology eliminates the need for physical keys, reducing the risk of loss, and allows for remote access management. Additionally, it enables cargo owners to monitor the vehicle's position and control the lock remotely. Given these advancements, there is a need to explore Tracking Systems for delivery vehicles, incorporating automatic locks controlled via Internet of Things (IoT) technology. Based on the measurement, the tracking system tool testing was carried out at 5 different locations. The distances are 2.9 km, 6.4 km, 3 km, 7.1 km, 4.7 km from campus. The GPS signal is sent to the cloud server Cloud of Jointech. Data transmission uses the GSM network. There is a delay difference of 2-3 seconds from the GPS time signal compared to the time data displayed on the website. The data provided from the GPS signal is updated every 20 seconds. Based on the 5 test locations that have been set, the on/off lock test has been successfully carried out.

C. Purba, Kristanty M N Nadapdap, Tiur Rajagukguk

The purpose of this study is to ascertain and examine if pricing, brand image, and distribution channels all significantly influence consumer purchase decisions at PT Pos Indonesia Kabanjahe Service Unit. A quantitative qualitative approach was employed in this study. Multiple linear regression analysis is the data analysis technique employed. It may be inferred from the t hypothesis test results that shipment paths, price, and brand image all significantly influence consumers' decisions to buy. Distributor ways, price, and brand image all significantly influence purchasing decisions at the same time, according to the F hypothesis test results.  The corrected R square significance, as determined by the coefficient of determination analysis, is 0.767 (76.7%).  Therefore, distribution routes, prices, and brand image account for 76.7% of purchase decisions; various variables not included in this study account for nearly 100%, or 23.3%.

Rizka Oktaviana, Mahendrawathi Er

In a digital freight forwarding company, the entire business process, from RFQ offers to shipment delivery, is recorded in the ELI Trade application. The RFQ offer process plays a crucial role in the execution of the business process. The key factors for the success of the RFQ offer process in a logistics service company are timeliness and pricing. According to company data from 2023, the Key Performance Indicator (KPI) shows that the speed of the RFQ pricing process, from Create RFQ to Approve Bid, is still recorded at 92.1% of the 95% achievement target. This indicates a gap between the target and achievement of 2.9%. There is still room for improvement to evaluate the operational processes occurring in the system, given that the RFQ offer process is a crucial part of the business process, determining whether the shipment will proceed or be canceled. The research approach uses Process Mining (PM) with event log data from the end-to-end shipping service process recorded in the system. The event log data captures information from each shipment case, the activities performed, and the timestamps of each activity. This data is extracted from the ELI Trade platform and processed to discover the actual process model of the shipping service. This process model can be further analyzed to find the duration of each process, identify variations in the process, and detect deviations from the expected process as per the Standard Operating Procedure (SOP). The findings from this identification process are used as a basis for improvements in the process analysis stage. The process analysis stage is conducted using a cause/effect analysis method to find the root cause of issues in the related processes. The final stage of this research is proposing process improvements that impact the effectiveness and efficiency of the shipping service process. For the company, this research provides an overview of end-to-end operational process activities recorded in the system, allowing for the identification of the sequence of each shipping service process against the existing company SOP. From the visualization of this process sequence, the company can also identify which processes are ineffective and inefficient in specific areas, thus requiring improvements to enhance business processes that impact operational effectiveness and efficiency.

Balraj Kaur, R. Adam

This study aims to analyze the liability of expedition service providers and consumer protection related to the loss of goods, focusing on Decision Number 62/Pdt.Sus-BPSK/2023/PN.Mkd. The expedition business has significant growth potential, driven by increasing logistics demands, which encourages courier companies to offer various delivery services. However, these services are not always satisfactory, as issues of lost goods frequently occur. Such incidents can be categorized as breaches of contract since expedition companies failed to fulfill their obligations to consumers, raising questions about the liability of business actors and consumer protection against the loss of goods during shipment. This research employs a normative juridical method with a statutory approach. The findings indicate that business actors are obliged to compensate for the value of the lost goods in accordance with the provisions of the Consumer Protection Law. In the case of J&T Cargo, the compensation offered was significantly below the value of the lost goods, resulting in consumer dissatisfaction and prompting objections to be filed in court. This study recommends stricter enforcement of the law to protect consumers and ensure that business actors fulfill their obligations under applicable legal provisions. It also highlights the importance of resolving disputes through legal channels to provide certainty for consumers and improve service quality in the goods delivery industry.

Dimkpa U. David, Harold U. Nwosu, Ogheneruona E. Diemuodeke

The management of transportation, warehousing, and distribution of perishable goods from the farm to consumers zone has been major concern in the agri-food industry, considering decay of products and effect of methane gas to the environment from this decayed product. A multi-period, strategic and tactical planning model was developed to take care of shipment route for these perishable goods from the farm gate to the consumer’s zone with different cold-hubs via different routes options. The S-T model addressed sensitivity and ambiguity associated with seasonal demand and product loss due to delay in shipment, to ensure timely and efficient delivery of products. Five contradicting objectives (Profit, Power Rating, Credit Performance, Response time and Distributors Reputation) were optimized, initially a single objective optimization was employed to attain a single best solution and then a multi-objective optimization to achieve a compromise solution using Chebyshev goal programming. The model bases its analysis on five objective factors: customer response time, power rating, credit performance, distributor reputation, and profit. Following the tactical and strategic requirements in the aforementioned S-T framework, only three distribution centers of mixed capacity were established for a mid-term planning. In addition to determining the location and capacity of each cold hub, the research model was also able to determine which customers, if any, should be moved to independent distributors.

Yuan-Shyi Peter Chiu, Victoria Chiu, Tiffany Chiu et al.

Facing current client expectations for high quality, timely order response, and multiple shipments of various needed merchandise, today’s producers must simultaneously satisfy external requirements and operate internally with minimum overall expenses and capacity constrained. Aiming to help present-day producers achieve the operational goals mentioned above, this work develops a decisional scheme to determine the best manufacturing-delivery policy for a multi-item economic production quantity (EPQ) system with multi-shipment, quality assurance, overtime, postponement, and external source. Combining a production postponement strategy in our multi-item batch fabricating procedures intends to first make all required standard/common parts for various client-needed merchandise and make finished goods in the 2nd phase. Two fabricating-uptime-shortening strategies are adopted: contracting out a proportion of the standard part’s batch and overtime-making of finished goods. We include screening and rework tasks in fabricating procedures to help us remove the identified scraps and correct the repairable faulty items. The quality-assured finished batches are divided into multiple equal-amount shipments transported to meet client requests. The overall manufacturing-transportation relevant expenses, including quality and uptime-expedited costs, are mathematically modeled and minimized using optimization methodology to help derive the best manufacturing-delivery operating policy. Moreover, we offer an illustration to validate the results and our research scheme’s capability numerically. This work mainly contributes to the literature by presenting a practical decision-making model. It enables the producers to expose numerous crucial problem-related managerial insights to facilitate producers in deciding the most appropriate manufacturing-delivery policy to meet clients’ multi-criteria demands.

Maryam Karamba, A. Musah

Given the challenges that businesses have when it comes to adjusting to current circumstances and improving their door-to-door delivery processes, it has been observed that delivery agents are the primary cause of troubles. Ensuring reliable transportation of air-to-sea cargo on a global level continues to provide a significant and difficult obstacle. The absence of a formal contractual arrangement between worldwide air and sea freight intermediaries and their clients has resulted in the prompt settlement of various concerns, such as missing merchandise, shipment delays, and damaged goods. The current study used a quantitative research approach to examine three hypotheses by considering four variables: "Assurance," "Legal Risk," and "Informal Contract" as the independent variables, and "Delivery of package by agents" as the dependent variable. The results of the study demonstrate that all of the independent variables exerted a significant influence on the dependent variable. The study revealed that "assurance" and "perceived legal risk," exert a beneficial influence on the establishment of informal contracts between Malaysian international air and sea cargo-agents and their customers in the context of shipping. The variable of "assurance" has a notable influence on the “Delivery of package by agents". The findings also carry substantial significance for customers, as it offer valuable insights into the uncertainties and obstacles associated with the informal agreements between Malaysian international air and sea cargo agents and their customers pertaining to shipping.

Editorial Office

No abstract available.

Tareq Abu-Aisha, Jean-François Audy, Mustapha Ouhimmou

Abstract Effective ground transportation modes linkage with the seaport plays a crucial role in facilitating smooth cargo movement from marine transportation mode to the inland areas and vice versa. Unlike road transportation, rail linkage is a cost-effective and environmentally friendly option. Inadequate sea rail connectivity within the seaport hampers cargo movement speed and impacts overall port capacity. This systematic review places emphasis on sea rail intermodal transportation at the seaport. The review categorizes and analyses previous research contributions to the sea-rail intermodal transportation system, and is organized into five categories: performance evaluation, problem-solving methodologies, planning issues, factors affecting sea rail intermodal transportation, and enhancement strategies within the context of sea rail intermodal transportation. The study discerns current research patterns and identifies gaps within the existing literature while also offering insights into potential future research avenues.

Michael Hanowsky, Kenneth Ned Mitchell, Keshav Kothari et al.

A maritime transportation system is a network of ports and commercial terminals connected by navigation channels and navigable inland rivers that enables international trade and the global supply chain. The channels and rivers are subject to recurring sedimentation, which reduces available depths, sailing drafts, and volumes of cargo that vessels can transport between ports. To maintain this network at sufficient depths and enable cost-effective maritime transportation, a specialized fleet of dredging vessels, or dredges, periodically remove accumulated sediment and restore capacity. Scheduling dredges to perform work requires simultaneous consideration of factors specific to the location, dredge, and underlying maritime network and, in practice, often results in significant inefficiencies and delays. Previous models proposed in the literature to optimize dredge scheduling are either intractable or consider only limited aspects of the problem. This paper defines the problem of tactical dredging portfolio scheduling, introduces the General Dredge Scheduling Model (GDSM) as a constraint programming model to solve this problem, and applies GDSM to a realistic problem composed of a portfolio of dredging jobs, fleet of dredges, and sets of seasonal and environmental restrictions.

Юрий Иванович Палагин

Рассматривается задача планирования доставки грузов на товарные склады торговых компаний. Планы доставки включают по отдельности планы развозки товаров клиентам-покупателям и планы завоза товаров от поставщиков. В предлагаемых моделях объединены в единый общий транспортно-логистический процесс (ТЛ-процесс) заказы, содержащиеся в обоих планах. Математическое описание ТЛ-процесса, представляет собой цепочку, узлами которой являются погрузки и разгрузки, а дугами -перевозки между узлами. Предлагаются единые оптимизационные модели ТЛ-процесса, позволяющие определять оптимальные маршруты. Предлагаются алгоритмы нахождения оптимальных маршрутов и реализующий их программный комплекс. Рассматриваются примеры. We consider delivery goods to warehouses of trading companies. Input dates include two order types - buyers orders and supply orders. Here we unite both order types into one transport logistical process (TL-process). The mathematic description of the TL-process presentation is the chain with loading-unloading operations as the nods and transportation as the arcs. There are proposed unified optimization models, giving optimal and suboptimal routes. The routes we find unite buyer’s and supply orders in a single flights. We give the algorithms for calculating the optimal routes. The examples are described.

Husein Tuasikal

This study discusses the Goods Delivery Process at PT. XYZ Logistics Bekasi. The research method uses observation and library methods. Based on the results of observations or observations that researchers conducted on the goods delivery process at PT. XYZ Logistics Bekasi, researchers found obstacles including shortages in goods sent, damage to the car engine so that delivery was delayed and customers were not served on time, and the solution that researchers propose to overcome obstacles in the problem of goods delivery is the need for delivery vehicle facilities that are suitable for use and adding operational vehicles for goods delivery so that there is no delay in goods delivery, the engine is checked before the truck carries out the process of loading goods so that the process in the goods delivery activity can run well, cooperation and accuracy are needed from warehouse employees in checking orders when loading goods so that there is no shortage or excess of goods that cause the outlet that ordered to experience losses because they have to reorder the goods.

Peter Jucha, T. Čorejová

The aim of this paper is to design a methodological procedure for determining the costs of companies in the process of travelling the last mile in the context of changing the business model. At present, traditional services such as delivery by post or by courier to a particular consumer’s place of residence are still used to deliver consignments to consumers. In recent years, however, new delivery methods have begun to be used, such as ParcelShops, lockers located at specific locations, or dispensing points where the consumer comes to pick up the shipment. In order for each of these methods of delivering goods to consumers to work as efficiently as possible, it is necessary to incur certain costs. The results of this paper contain a mathematical relationship for calculating the total costs that a postal company has to incur in order to deliver goods to consumers within the last mile using the available delivery options.

Asbjørn Torvanger, Jostein Tvedt, Inger Beate Hovi

We investigate the potential for greenhouse gas (GHG) emission cuts for the Norwegian short-sea (domestic) maritime segments of express boats, offshore support vessels, and aquaculture support vessels in comparison to ferries in Norway. Public procurement conditional on climate-friendly operation is catalyzing a transition to battery-electric operation, where most ferries will be battery-electric or fueled by hydrogen by 2030. The comparison to ferries is performed with the help of a methodology inspired by the multi-attribute utility method, which contains 11 features related to technology, operation, and acceptance. This score is used to adjust the 70% CO2 emission reduction achieved by ferries. Based on this methodology, the CO2 emission reduction potential for express boats, offshore support vessels, and aquaculture support vessels is estimated to be 46%. Consequently, these short-sea shipping segments could reduce CO2 emissions by 0.8 million tonnes from 2017 to 2030, which is equivalent to 1.5% of Norwegian emissions in 2017. Norway's experience indicates that there is a sizable potential for reducing CO2 emissions for public procurement conditional on climate-friendly solutions for short-sea shipping in other shipping nations.

Olli-Pekka Hilmola, Weidong Li

Abstract On the China–Europe route, the sea used to dominate entirely continental transports, but in the last decade the railways started to gain some ground. However, it took number of years that railway volumes grew as significant, and finally coronavirus era (2020–2021) promoted much higher usage. This was the case not only on the main route Poland–China, but also on the more northern and lower-volume routes, such as Finland–China. This research uses regression analysis of the latter route to reveal factors that have an effect on rail container volumes. It is shown that Baltic Dry Index (BDI) and coronavirus related variables have influenced most container volumes on the Finland–China route. Oil price development has also played some sort of role. Interestingly, sea port handling of Finland does not play any significance in the model, nor does foreign trade between countries. Findings could be explained with the low starting ground of service, and dominance of sea transportation.

Hong-Dar Lin, Tiffany Chiu, M. Hwang et al.

The study applies a postponement strategy to a multi-item fabrication-shipment decision making in a vendor-buyer coordinated environment with multi-delivery, quality reassurance, and overtime. To cope with the recent client demand trend asking for rapid response, quality, and diversified goods, today’s manufacturers require a multi-item production-shipping scheme to satisfy customers’ needs in cost-saving, quality, and timely matter. In our model, we first produce all needed mutual components and postpone manufacturing of finished goods in the second phase. To expedite mutual parts’ fabrication time, overtime is used. Product quality is reassured through screening the defeats and reworking repairable defectives in both fabrication phases. To decide the optimal fabrication-shipment policy, we build a math model and apply the cost minimization technique to the problem. Upon deriving the optimal policy, we utilize an example to demonstrate how our model works and its capability in exposing various previously inaccessible information to the problem. These detailed results can facilitate managerial decision-making and boost the performance of such a specific multi-item postponement fabrication-shipment system in cost-saving, product quality, and timely response.

VPS Nihar Nanyam, Kumar Neeraj Jha

Trend forecasting shows that Indian container terminals will handle 25 million twenty-foot equivalent units (TEUs) by 2025. However, improving operational performance is the best strategy to achieve this target. Many factors have adversely affected the Indian container terminal's operational performance despite the fact that the Indian government has undertaken several initiatives. This study identifies factors and interactive effects of the factors influencing the operational performance of Indian container terminals. A conceptual model is developed using fuzzy qualitative comparative analysis (QCA) encompassing the successful factors. The conceptual model developed through QCA includes the physical characteristics, driving factors, and challenges. This study reveals the combined and individual effects of the identified factors. The results show that the most common factors are the quay infrastructure, yard infrastructure, infrastructure up-gradation, system initiatives, reefer systems, and logistics advantage. This study adds to the existing literature regarding the Indian container terminals' performance and supports the decision-makers in improving the operational performance of container terminals.

Jeroen Pruyn, Jelle Willeijns

Abstract Cold ironing has the potential to reduce the impact of ship exhausts in densely populated areas. However, especially for tankers, the implementation of this concept is almost non-existent. Still, these vessels have a relatively high port energy use, despite relatively short port visits, as they provide power to both pumps and inert gas systems during unloading and loading. A key factor in the reluctance, besides the fact that a sparkless connection is required, is the lack of a standard and the uncertainty from both tanker owners visiting a berth and terminal owners on which shore power systems to apply. This paper investigates the interdependency between ship and terminal owner choices for systems and establishes the overall most economical solution. Cold ironing was reviewed to identify existing systems and solutions and analyse the tanker fleet and terminals. The insights were combined in an integrated economic model consisting of two sub-models; one relating terminal decisions to a cold ironing price and one establishing the vessel side costs and savings. By using fuel price as an input and acceptance rates (for both terminals and vessels) for cold ironing systems as key variables to determine. The models have been used to identify the potential of cold ironing for shortsea and parcel tankers against different fuel prices and % of fleet and terminals that have shore power equipment. In all cases, shore power was not economical, which was caused by the high costs of the fixed costs of electricity, due to the high powers required. Interesting avenues for further research would be to increase the individuality of the model using e.g. an agent based model. Also extending the model with a battery pack on the terminal to allow for peak-shaving could lead to much lower costs and higher economic potential.

Livia Resende Lara

O presente trabalho tem por objetivo identificar o tratamento regulatório concedido às embarcações do tipo FSRU (floating storage regasification unit) pela Agência Nacional de Transportes Aquaviários (ANTAQ) enquanto instância administrativa especializada. O estudo se justifica pela inovação trazida pela embarcação, que, embora autopropulsada e apta a atuar no transporte de GNL, tem sido utilizada em território nacional como unidade estacionária em projetos do setor de óleo e gás. A pesquisa realizada se caracteriza como qualitativa, realizada a partir de coleta de dados primários (CRESWELL, 2007) e de acesso público. As decisões analisadas foram definidas a partir da busca pelas palavras-chave “FSRU” e “regaseificação” entre os anos 2016 e 2021 na base de dados pública da própria instituição. Do conteúdo dos atos decisórios, concluiu-se que as decisões adotadas pela Diretoria Colegiada da ANTAQ não versaram sobre o processo de afretamento de embarcações deste tipo para fins de transporte e apoio marítimo, e são de cunho deliberativo em requerimentos de registro de embarcações FSRU como instalações portuárias ou de caráter interpretativo acerca das normas sobre o uso de tais embarcações em áreas portuárias operacionais.