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Routing problems
Published in Tolga Bektaş, Freight Transport and Distribution, 2017
The main goal of freight transportation is to serve, which might refer to delivery or collection, one or multiple types of goods to or from a given set of origin nodes, each of which is called a depot. Service is provided to a set of destinations, each of which is called a demand point or a customer, using one or many vehicles. Freight distribution, in general, can be done in one of the two following ways, or sometimes using a combination of the two: Full truckload (FTL): This arises when the amount of freight requested from the origin by a customer is enough to fill the capacity of the vehicle, also referred to as a direct shipment or direct distribution. In this case, shipments are direct from an origin node to a destination node.Less-than full truckload (LTL): When smaller amounts of one or several types of goods are requested (either for collection or delivery) by several customers, it may be more effective to consolidate the orders into as few vehicles as possible, in which case each vehicle will have to follow a route in which multiple stops will be performed. In case of deliveries only, the total amount of goods carried on a vehicle will be limited by the capacity of the vehicle, which can be expressed in terms of payload, volume or other restrictions.
Supply Chain Design: Location Planning and Sustainability
Published in Paul Schönsleben, Integral Logistics Management, 2018
The sector T1 describes the design option direct transport between two locations. It is beneficial if a (full) truckload lot — i.e., a single delivery of minimum size or minimum weight that is sufficient for the rate for a full load by the selected means of transport — is to be transported between two locations (e.g., the manufacturer’s warehouse and a pickup site). This can result in lower transportation costs. The means of transport can be provided from the dispatcher’s own fleet, or by (full) truckload (TL or FTL) carriers — i.e., transportation companies that bill for the full utilization of the means of transport.
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Published in A. Ravi Ravindran , Paul M. Griffin , Vittaldas V. Prabhu , Service Systems Engineering and Management, 2018
A. Ravi Ravindran , Paul M. Griffin , Vittaldas V. Prabhu
As mentioned previously, the four key distribution modes are air, rail, truck, and water. Trucking can be broken down into two main categories: full truckload (FTL) and less than truckload (LTL). As the name implies, FTL is when the shipper will use the entire truck capacity to go from an origin to a destination. LTL occurs when the shipper may only need a part of the capacity. In LTL, there are multiple stops across the set of customers (i.e., there is an associated route). Note that pickup and delivery may both be done on the same LTL route.
Integrating supplier selection with inventory management under supply disruptions
Published in International Journal of Production Research, 2021
Thomy Eko Saputro, Gonçalo Figueira, Bernardo Almada-Lobo
Furthermore, some essential aspects related to supply have been disregarded in the studies mentioned above, particularly dealing with imperfect quality and vehicle capacity, which may affect the total cost incurred in the system. Imperfect quality might additionally involve an opportunity cost. In deed, the consequences of imperfect quality not only relate to the costs incurred in the shop floor as a result of defects or as additional costs for inspection, repair, material handling, but also to customer satisfaction (Miguel and Pontel 2004). The transportation fares are generally charged according to the number of vehicles. Utilising vehicle capacity (truckload) for shipping orders from suppliers may yield significant cost savings to the firm. From the practitioners' point of view, service transportation procurement, particularly for TL (full truckload) vehicles, is critical, since it can extensively affect the overall business operating costs (Basu, Subramanian, and Cheikhrouhou 2015). Therefore, considering imperfect quality and vehicle capacity when making decisions, either strategic or tactical, provides an opportunity to further improve operational efficiency.
Horizontal collaboration: opportunities for improved logistics planning
Published in International Journal of Production Research, 2020
William Ferrell, Kimberly Ellis, Phil Kaminsky, Chase Rainwater
Freight consolidation has the potential to increase utilisation for modes that operate partially filled or unfilled; however, there are many hurdles that must be overcome for this to happen in practice. Much of the literature on horizontal collaboration focuses on freight consolidation. Some of this research references three logistics modes for truck-based freight transportation: (1) full truckload carriers that send a dedicated truck from an origin to a destination regardless of the load size; (2) less-than-truckload (LTL) carriers; and (3) private fleets that deliver loads and then generally return empty. In the U.S., LTL carriers typically consolidate loads and operate through their private hub-and-spoke network, but in some of the literature it appears that the term ‘less-than-truckload’ simply means that a truck is carrying a load that is less than its capacity. The research in this area addresses both freight sharing on individual trucks and collaboration between carriers that would result in a more systemic and routine sharing of freight.
Hub relay network design for daily driver routes
Published in International Journal of Production Research, 2019
Zhengyang Hu, Ronald G. Askin, Guiping Hu
Truck shipments are typically classified as full truckload trucking (TL) or less than truckload trucking (LTL). While trucks can often carry 20,000 lbs or more of cargo, generally loads in excess of 10,000 lbs are considered TL. Large suppliers may make direct Point-to-Point (PtP) shipments to major customers when demand volume and desired delivery frequency warrant direct TL shipments. However, in many instances smaller loads are consolidated into full TL loads at local hubs to facilitate cost efficiency. Shipments are rarely symmetric and TL research has focused on how to minimise the unloaded (deadhead) movement of empty trucks returning to their home base or next pick up location. Even though long PtP routes require multiple days per trip, to reduce deadheading routes are often created with multiple legs causing drivers to be away from home for extended periods. This method has substantial benefits for companies and customers in terms of cost, but it is unsustainable both mentally and physically for truck drivers. Long driving distance increases driver turnover rate. Mele observed that turnover ranges from 85% to 110% per year in the TL industry (Mele 1989). That problem persists today creating a shortage of long haul truck drivers. By contrast, the turnover rate for local drivers with daily tours is significantly lower. Safety is also an issue as drivers who are assigned away from home for a long time incur diet and sleep problems that can increase the accident rate. In addition, the deadhead issue impacts costs. Meller and Ellis reported that trucks are completely empty 25% of total time and utilisation is only 57% for the other 75% of loaded time (Meller, Ellis, and Loftis 2012).