Load planning

A typical less-than-truck-load (LTL) shipment occupies less than 10% of the truck s capacity. Hence consolidation of LTL loads at hubs would be a more economical way of freight transportation, as explained earlier. However, the savings are partially offset by other costs such as the handling cost for consolidation, and increase in the total time and distance in reaching destinations because of hub to hub routing (Erara et al. 2012). 

customers often require delivery times not to exceed a few days, and these tighter service needs must be enforced when planning shipment paths. Shorter delivery times reduce opportunities for consolidation. As a result, carriers need methods for designing load plans that capture short delivery time constraints. 

Consider a shipper s point to point LTL shipments from Los Angeles, as shown in Fig. 5.8. 

The shipper can consolidate the shipments on a 5-axle truck with a capacity of 80,000 lbs (40 tons) and dispatch it to Pittsburgh with stops at Lincoln and Chicago. As shown in Fig. 5.9, the truck will transport 70,000 lbs from Los Angeles to Lincoln, 55,000 lbs from Lincoln to Chicago, and 20,000 lbs from Chicago to Pittsburgh. 

We assume that the consolidated shipment is charged 1.00 for 1,000 lbs over 1 mile, with a minimum of 10,000 between any two cities. 

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Check validity of safety approval plate of freight container Removal of irrelevant placards Follow loading plan when packing CTU Secure and brace packages inside CTU Securely close and seal CTU when loading is complete... 

Attempt to load packages without loading plan to ensure segregation of incompatibles Leave cargo in an insecure CTU Exceed the maximum gross mass of the CTU... 

Fleischmann et al. (2006) provide a global production network planning model used at BMW that extends the simpler load planning model proposed by Flenrich (2002). The model is a multi-period, multi-product model with an objective function that maximizes the pre-tax net present value of the network. It includes decisions on product-plant allocation, production volumes, material sourcing volumes by supply region, structural and product-specific investments and use of overtime capacity. A major contribution of the model is the incorporation of the time-distribution of investment expenditures typically observed in automobile production networks. While tariffs are included in the transportation costs, the model does not consider further aspects of international trade such as currencies, duty drawbacks or local content rules which play a major role in practice. 

Fig. 32.3 Bolted connection under load (plan view).

Maximum starting load the DG set can take— to match with emergency loads planned by purchaser. 

X It s late Friday afternoon, and one of your drivers just got empty at a consignee near your terminal. Your dispatcher instructs the driver to head on in to the terminal. On his way in, load planning receives a call from a local shipper regarding a hot pick that needs to be made yet today. Upon arriving at the terminal, dispatch informs your driver of the late pick up, to which your driver, eager to go home, replies, I d like to help, and even though I have the hours to do it, I ve been up all day, and I m just too tired to be safe. ... 

Some cranes may need an anemometer on the boom. It can provide direct and continual readings of wind speed for the operator. A load plan should identify the wind speeds that limit making lifts. 

Integrated load planning and building with warehouse management Consolidate oders by customer, source, traffic lane, carrier, etc. 2-Modularization and x vertical range of value creation o... 

Integrated load planning and building with warehouse management X ... 

Regularly, decisions about the production have to be taken. These decisions can be taken at different levels in a hierarchical way. First we can do the capacity load planning and decide whether we will produce in a certain period or not. For this decision the demand forecasts at an aggregated level will be the most important element. For the periods in which we have decided to produce, we have to decide which type(s) will be produced. This decision will be called the type planning. The type that will be chosen may be the type that we have been woridng on most recently, especially if no set-up is needed in that case. It can also be the type for which the orders are the most urgent, possibly measured according to the demand forecasts. If we have chosen the type that will be produced, we have to select the orders to be... 

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