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McGraw-Hill/Irwin Copyright © 2013 by The McGraw-Hill Companies, Inc. All rights reserved.
Overview of transportation
• Transport functionality and participants
• From regulation to a free market system
• Transportation modal structure
• Specialized transportation service
• Transportation economics and pricing
• Transportation pricing
• Documentation
• Product pricing and transportation
Transport functionality primarily consists of
product movement services
• Product movement is the movement of inventory
to specified destinations
– Restrictive element—in-transit inventory is “captive”,
usually inaccessible during transportation
– Flexible element—inventory can be diverted during
shipment to a new destination
• Transportation consumes time, financial, and
environmental resources
– Transportation is more than 60% of the cost of logistics
– One of largest consumers of oil and gas in US
– Impacts traffic congestion, noise and air pollution
Transport also functions as storage services for
products while in a vehicle
• In-transit inventory is captive in the transport system
– Managers strive to reduce in-transit inventory to a minimum
• Product can also be stored in vehicles at origin or
destination (trailers, trucks, railcars, etc)
– Usually more expensive than traditional
warehousing
• Must pay rental or demurrage charges on vehicles used
for storage
• Diversion occurs when a shipment destination is
changed after a product is in transit
Two fundamental transport principles
• Economy of scale is the cost per unit weight decreases
as the size of the shipment increases
– At least until you totally fill the carrying vehicle!
– Cost decreases because the fixed cost of the carrier is
allocated over a larger weight of shipment
• Economy of distance is the cost per unit weight
decreases as distance increases
– Often called the tapering principle
– Longer distances allow fixed cost of the carrier to be spread
over more miles, lowering the per mile charge
• Goal is to maximize the size of the load and distance
shipped while still meeting service expectations
Transport participants
• Shipper
• Consignee (Receiver)
• Carrier and Agents
• Government
• Internet
• Public
Major relationships among transportation
participants
Source: U.S. Freight Transportation Forecasts to 2021, American Trucking Association, Inc.,
2010, p. 25.
Table 8.3
Domestic shipments by mode and revenue
Source: U.S. Freight Transportation Forecasts to 2021, American Trucking Association, Inc.,
2010, p. 25.
Rail mode has historically handled the largest
number of ton-miles within continental US
• Track mileage has declined
by over half since 1970
• Traffic shifted from broad
range of commodities to
hauling specific freight in
traffic segments
– Carload
– Intermodal
– Container
• New technologies include
articulated cars, unit trains
and double-stack cars
Truck mode has expanded rapidly since the end
of World War II
• Nearly 1 million miles of
highways in U.S.
• Key benefits include
– Speed of transit
– Ability to operate door-to-door
• More efficient than rail for
small shipments over short
distances
• Dominate freight moves
under 500 miles and from
manufacturing to
wholesalers to retailers
• Many companies run their
own truck fleets as well
(e.g. WalMart)
Water mode is the oldest form of US transport
dating back to the birth of our nation
• Percentage of ton-
miles has stayed
between 19 and 30%
since 1960’s
• Ranks between rail
and truck in fixed
cost
• Right of way (canals
and rivers)
maintained by
Federal government
Pipeline mode accounts for about 68 percent of all
crude and petroleum ton-mile movements in US
• Have the highest fixed
cost and lowest variable
cost of all modes
• Unique transportation
mode
– Can operate 24 hours a
day, 7 days a week
– No emissions
– No empty container or
vehicle to return
• Not flexible, and
limited to liquids and
gases
Air mode is the newest and least utilized
transport mode for freight
• Accounts for only 1%
of intercity ton-miles
• Fastest of all the
modes
• Fixed cost is 2nd lowest
but variable costs are
extremely high
• Most products air-
shipped have high
value, high priority or
extreme perishability
Comparison of fixed and variable cost
structure of each transport mode
Table 8.4 Cost Structure For Each Model
Operating characteristics used to classify
transport modes
• Speed is the elapsed movement time from
origin to destination
• Availability is ability of a mode to service any
given pair of locations
• Dependability is the potential variance from
expected delivery schedule
• Capability is the ability to handle any load size
or configuration
• Frequency is the quantity of scheduled
movements a mode can handle
Highway transport is appealing partly due to its
relative ranking across characteristics
Table 8.5 Relative Operating Characteristics by Mode
• Brokers—intermediaries that
coordinate transportation
arrangements for shipper,
consignees and carriers, operating
on a commission basis
Sampling of Non-operating Intermediaries
8-34
Transportation operations seeks an optimal
balance between low cost and high service
• Transportation is single
largest element of
logistics cost
– Rising fuel costs
– Environmental cost of
carbon footprint
• Transportation
managers are
responsible for
inventory to be
positioned in a timely
and economical manner
Transportation economics and pricing are
concerned with factors that drive cost
• An effective logistics strategy must understand
four interrelated topics
– Economic drivers that influence rates
– Costing methods to allocate costs
– Carrier pricing strategy used to set rates
– Rates and rating mechanics used by carriers
Economic drivers influence rates
• Distance
• Weight
• Density
• Storability
• Handling
• Liability
• Market
Distance is a major influence on cost
• Directly contributes to
variable expenses
– Labor, fuel, and
maintenance
• Cost curve starts above
zero because of fixed costs
associated with pickup and
delivery regardless of
distance
• However, rate of cost
decreases as distance
increases
– This is called the tapering
principle
Figure 8.2 Generalized Relationship between Distance
and Transportation Cost
8-38
Weight is the second major factor for most
transportation costs
• Cost per pound
decreases as weight
increases until the
carrier vehicle is full
– Relationship starts
again for the next
vehicle load
• Small loads should be
consolidated into
larger loads to
maximize scale
economies
Figure 8.3 Generalized Relationship between
Weight and Transportation Cost/Pound
8-39
Density is the combination of weight and
volume
• Volume is important
because vehicles are
typically constrained
more by cubic capacity
than by weight loaded
• Cost per unit of weight
declines as product
density increases
– Higher density products
allowed fixed transport
costs to be spread over
more weight