Omni-channel logistics : state of the art

This book is the result of a first-time cooperation between the Association of Logistics Designers (VLO) and the European Supply Chain Forum (eSCF) – both closely related to university and having knowledge sharing as its focal points. It contains chapters that combine university professors or researchers from eSCF with logistics designers from VLO.Omni-channel logistics is becoming more and more the buzzword in the logistics and supply chain world. Both online and offline retail companies see it as a way to broaden their offering to customers.The key question is how this is happening and how the relevant supply processes need to be adapted to handle this omni-channel thinking.This book gives an interesting overview of the current state-of-the-art in the literature and practice related to omni-channel logistics. All relevant decision problems are reviewed and discussed in detail. Clearly, the world is changing as we speak. Nevertheless, we aimed to give a complete overview of the current evolution. A number of real-life cases are offered and discussed, as suchcomplementing the academic literature. We are indebted to 17 more authors from both our associations that have put effort into establishing a logistics designer’s view on omni-channel logistics

Research and innovation in smart mobility and services in Europe: An assessment based on the Transport Research and Innovation Monitoring and Information System (TRIMIS)

For smart mobility to be cost-efficient and ready for future needs, adequate research and innovation (R&I) in this field is necessary. This report provides a comprehensive analysis of R&I in smart mobility and services in Europe. The assessment follows the methodology developed by the European Commission’s Transport Research and Innovation Monitoring and Information System (TRIMIS). The report critically assesses research by thematic area and technologies, highlighting recent developments and future needs.JRC.C.4-Sustainable Transpor

EVALUATION OF POTENTIAL TRANSLOAD FACILITY LOCATIONS IN THE UPPER PENINSULA (UP) OF MICHIGAN

Shippers want to improve their transportation efficiency and rail transportation has the potential to provide an economical alternative to trucking, but it also has potential drawbacks. The pressure to optimize transportation supply chain logistics has resulted in growing interest in multimodal alternatives, such as a combination of truck and rail transportation, but the comparison of multimodal and modal alternatives can be complicated. Shippers in Michigan’s Upper Peninsula (UP) face similar challenges. Adding to the challenge is the distance from major markets and the absence of available facilities for transloading activities. This study reviewed three potential locations for a transload facility (Nestoria, Ishpeming, and Amasa) where truck shipments could be transferred to rail and vice versa. These locations were evaluated on the basis of transportation costs for shippers when compared to the use of single mode transportation by truck to Wisconsin, Chicago, Minneapolis, and Sault Ste. Marie. In addition to shipping costs, the study also evaluated the potential impact of future carbon emission penalties on the shipping cost and the effects of changing fuel prices on shipping cost. The study used data obtained from TRANSEARCH database (2009) and found that although there were slight differences between percent savings for the three locations, any of them could provide potential benefits for movements to Chicago and Minneapolis, as long as final destination could be accessed by rail for delivery. Short haul movements of less than 200 miles (Wisconsin and Sault Ste. Marie) were not cost effective for multimodal transport. The study also found that for every dollar increase in fuel price, cost savings from multimodal option increased by three to five percent, but the inclusion of emission costs would only add one to two percent additional savings. Under a specific case study that addressed shipments by Northern Hardwoods, the most distant locations in Wisconsin would also provide cost savings, partially due to the possibility of using Michigan trucks with higher carrying capacity for the initial movement from the facility to transload location. In addition, Minneapolis movements were found to provide savings for Northern Hardwoods, even without final rail access