Abstract. In recent years, cross-border e-commerce has developed rapidly in Shandong province, but the development of logistics and distribution lags behind, exposing many problems. This paper deeply analyzes the development status of cross-border e-commerce logistics distribution in Shandong province. Then, it further analyzes the influencing factors of cross-border e-commerce logistics distribution in Shandong province, and conducts empirical analysis on the four factors closely related to cross-border e-commerce logistics, including the government's support for cross-border e-commerce logistics, the level of logistics infrastructure construction, human resources and transaction costs. Finally, based on the results of empirical analysis, countermeasures and suggestions for improvement of cross-border e-commerce logistics distribution in shandong province are proposed.
At present, the researches on optimization of production logistics system have achieved some achievements. Gokseven (2009) introduced a hybrid optimization-simulation model. In order to minimize the overall transportation costs, the optimization model searches for a solution to balance the cost ratio between these segments. Xianhao and Shihua (2000) puts forward a new leveling of MC mode planning model of the optimal algorithm, optimizing production logistics scheduling. Quanke and Jianying (2004) proposes the batch production scheduling optimization of process route method, by trying to scheduling algorithm to arrange the machining operations and logistics distribution. Qiang, Ling, Yu and Yongzhi (2012) proposes a new method to optimize and stimulate the multiple varieties of batch type production logistics system based on the complexity of the multiple varieties batch production system, considering the factors of people, machine, method. Zaigen, Ziyang, Min and Sen (2012) studies the molten iron and steel enterprise logistics balancing and scheduling, and establishes the minimum total transportation time to satisfy the supply/demand constraints in the mathematical optimization model. Combined with artificial algorithm with man-machine technology, it proposed optimization strategy. Hua (2014) put forward a mixed algorithm of shortest path in logistics and distribution based on Dijkstra and Floyd characteristics. Yan Huan etc. (2014) put forward a set of application software to simulate distribution of the optimal path is designed based on Genetic Algorithms. Those gentleman focused on the optimization of the method, mainly through the programmes or models to Support Their study.
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This article studies the current situation of cold chain logistics terminal distribution in electronics com- merce, supermarkets, and the food and beverage in- dustries. We found some problems in the terminal distribution, such as high cost of cold chain transpor- tation, low level of automation, no standardization of company service, and poor quality of distribution ser- vice. Having studied the distribution damage costs and the energy costs as influenced by the characteris- tics of fresh perishable products, we have built a damage and energy cost function. In relation to the transportation and fixed vehicle costs, we have estab- lished a basic model for fresh product distribution (Fig. 7). With further research into the real-time re- strictions of the time window, we established the pen- alty cost function of the soft time window to modify the original model. Through the example used in this study, the correctness of the time window function has been verified. And based on the idea of common
Today, an increased number of companies are embracing the concept of the integrated management of logistics. This concept accepts that providing the best service for the client and lowering the cost of distribution requires group work, inside the company but also between all organizations of the marketing channel. Inside the company, different departments have to closely work together to maximize the performance of company’s logistics. Outside, the company has to integrate its logistics system with the one of its suppliers and clients, to maximize the performance of the entire distribution channel (Kotler Ph. Amstrong G. 2011, p. 363). Integrated logistics is a discipline of the unified management of technical logistics that plans and implements the logistical support for industrial organizations that will provide the quality of the product towards trust and availability. The logistics is a pile of activities related to purchase, movement, storage and delivery of goods, supply chain (i.e., the products in all phases of production, service and information) (Manjunatha and Shivanand. 2005- 2009, p. 658).
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According to the geographic location of steel company and the demand of steel in Hu- nan province, the location model of distribution center with minimum total transpor- tation cost was established by using accurate center of gravity method. The iterative so- lution was carried out by Matlab software. The conclusion can be seen by comparing the transport costs: from the steel mills in Wuhan to Hunan cities, the total transporta- tion costs greatly reduced after the establishment of distribution centers. In the direct transport, Wuhan steel logistics flexibility is poor and can’t fully focus on its core busi- ness; the cost is huge whose competitiveness is not good in the market. The establish- ment of steel logistics distribution center is to meet customer’s needs better and quickly adapt to market changes, and large-scale transportation can reduce costs, so the con- struction of specialized distribution center has broad prospects. The results of this study can be the decision-making basis for the iron and steel plant construction logis- tics center.
Vehicle Routing Problem (VRP) addresses a problem which identifies routes scheduled for vehicles moving from a distribution center to serve specific customers and returns to the distribution center. Notwithstanding, cost associated with transportation of business have drawn much attention in the past few years owing to the recent rise in fuel prices, therefore this paper study’s the problem of routing in cold chain logistics distribution with the goal of minimizing the total transportation cost. In this paper a single objective model is formulated and then solved by the Particle Swarm
Distribution is a collection of interconnected organization and facility in the process of logistics distribution network. Its ultimate goal is to meet the final customer satisfaction, so as to realize the value of the entire supply chain and strengthen the ability of supply chain. In particular, it includes a number of nodes and the connection among the lines. In the initial distribution network there are only a few suppliers, clients, and a logistics distri- bution center, the connection among them is straightforward. As developing, there will be more suppliers, dis- tribution centers and customers to join the network, through the network of self-organization evolution, forming a complex network of large and complex.
We employ uncertain programming to investigate the competitive logistics distribution center lo- cation problem in uncertain environment, in which the demands of customers and the setup costs of new distribution centers are uncertain variables. This research was studied with the assump- tion that customers patronize the nearest distribution center to satisfy their full demands. Within the framework of uncertainty theory, we construct the expected value model to maximize the ex- pected profit of the new distribution center. In order to seek for the optimal solution, this model can be transformed into its deterministic form by taking advantage of the operational law of un- certain variables. Then we can use mathematical software to obtain the optimal location. In addi- tion, a numerical example is presented to illustrate the effectiveness of the presented model.
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Cooper (1972) firstly generalized the transportation-location problem which aimed to find the optimal-location of supply sources and to minimize the transportation cost from such sources to destinations . Watson-Gandy and Dohrn (1973) may be one of the first authors credited to consider the multiple-drop nature of the vehicle routes within the location-transportation framework . Such popularity of LRP studies almost parallels the advent of an integrated logistics concept and the growth of international trade, which necessitated distribution efficiency. Golden and Backer (1985) observed that the multi-objective context is a rule rather than an exception in both private and public sector logistics operations . For example, the minimum cost route, primarily based on the spatial dispersion of customer nodes, may fail to meet customers ’needs for on-time delivery services. Accor- dingly, most real-world location-routing problems are characterized by more than one conflicting objectives. Early LRP articles have recognized the multi-objective nature, they mainly focused on finding the origin-destination path rather than solving node-covering problems that required complete Hamiltonian tours. There is a fixed cost associated with opening a facility at each potential site, and a distribution cost associated with any routing of vehicles that includes the cost of acquiring the vehicles used in the routing, and the cost of delivery operations. The cost of delivery operations is linear in the total distance traveled by the vehicles. In generally, the objective func- tion of LRP minimizes the total cost of routing and acquisition of the vehicles, and locating and operating the depots. Sometimes other objectives are considered such as transportation just in time, satisfying the specific needs of customers or maximum total profits. In a word, there are many objectives in LRP, which are existed in different conflicts .
Abstract: Logistics enterprise is an economic entity to specialize in organization and operation of logistics activities. In recent years, with the rapid and steady development of China's economy, the logistics industry has grown rapidly, and more and more logistics companies have transformed into A-level logistics enterprises. A-level logistics enterprises are the backbone of the logistics industry whose development level determines that of the logistics industry. Therefore, a correct understanding of the different patterns of logistics enterprise layout and the mechanism of comprehensive economic and industrial factors on the comprehensive role of A-level logistics enterprises will help all levels of government and logistics enterprises to achieve optimal layout of enterprises. Based on it, this paper obtains a list of national A-level logistics enterprises from the website of China Federation of Logistics and Purchasing. It draws pictures by using tableau software and analyze the layout characteristics of Chinese logistics enterprises from the provincial scale. Moreover, this paper uses multiple regression models from a quantitative perspective to study the influencing factors of the differences in the layout of A-level enterprises. Through the above research, we draw conclusions that the distribution of China's A-level logistics enterprises has obvious geographical differences. Most of them are located in the southeast coastal area. What’s more, it obtains a regression model between comprehensive economic strength factor, logistics demand level factor, infrastructure level factor and the number of A-level logistics enterprises, which can provide some reference for the layout optimization and logistics activities organization of Chinese logistics enterprises.
Abstract: Recently, the problem of climate is becoming more and more serious and the low carbon idea is accepted by people gradually. Meanwhile, the China’s logistic develop rapidly. Whereas, distribution as the key part, its importance is obvious to see. So, it is significant to research the distribution of logistic activity based on low-carbon with the low-carbon economy put forward. In this dissertation, the paper analyzes and summarizes the research at home and abroad. And then it distinguishes the different distribution model from economy, service and carbon. Besides, it also combines the joint distribution, the green logistic, circular logistic and reverse logistic to contrast. Based on this, the paper propose the way of calculating carbon emission and then build the math model of calculating carbon emission during distribution activity. At last, it uses the genetic algorithm as a tool to set up a experience platform. By using the platform, it researches the distribution math model based on the carbon emission. It also analyzes the result of the experience, and improve the data of the genetic algorithm.
Differences in Bansal’s design approach and the approach used in this research arise for variety of reasons. RDC is very small area as compared to continental U.S. and the proposed PLN for RDC would be handling retail and other types of daily demands. In Bansal’s design, local travel time was not too large to compare with other delays. But in the RDC region, local travel time from DC to customer should be considered. Local travel time can be estimated more accurately if fine resolution of population, i.e., the exact locations of customers in RDC, is known. Since very few 3-digit ZIP codes cover RDC, they are not suitable as demand/population points since they will not give accurate results for local travel delays due to lack of fine resolution of population. Hence the lowest geographic entity, the census block, was used to achieve finer distribution of population.
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The growth rate used in the simulation is the same for all customers’ locations. In practice, however, the growth rate of cargo flows in each customer’s location may be different from one region to another depending on many factors such as the nature of cargo and its seasonal characteristics and marketing activities of the company in each region. If the study is wished to develop further, a more detailed growth rate of each customer’s location should be devised so that a sensitivity testing can be added to the study as an effective way to check the reliability and stability of the findings. It is very essential to repeat and emphasize that the final decision on choosing the location for the regional gateway for Schenker International should be made based not only on the findings of the simulation but also on the analysis of other indicators such as the movement in the port industry, the relocation trend of manufacturing sector, the emergence of the Öresund region together with the operation of the Öresund fixed link, and even the new business concept of the company as well. It is believed from the author’s view that such a combination between the comparative analysis in this study and the company’s philosophy on logistics and distribution will lead to the efficient output for the company.
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network; Return and recycling of waste goods “reverse” logistics distribution network, two closed-loop charac- teristic of distribution network is mainly embodied in that they are not independent of each other but present a “from the source to the junction, again by the wired to source” characteristics. Therefore, under the traditional environment of “resources-production-consumption-abandoned” open loop process into a “resource-consump- tion-renewable resources” of the closed-loop feedback loop process. The generation of closed-loop logistics dis- tribution is accorded with the requirement of sustainable development, and create new competitive advantage for the enterprise, it is not a simple forward logistics and reverse logistics and distribution network, but in the ser- vice of enterprise from the strategic level and operational level. Therefore, the environment and non-environ- ment both form a closed loop of the emergence and development of logistics distribution . As shown in Figure 2.
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Network planning is mainly about the design of the network system of the regional logistics, for example, the design of the transportation network and the number and distribution of the network’s junctions, which aims at the making of the scientific quantitative planning design, at the integration and promotion of the regional logistic network, providing detailed and precise statistical analysis for the logistic system planning; Logistic park planning is the analysis of the functions and distribution of the amenity in the logistic park and of the planning of the scale, the number, the transportation and etc.; micro-simulation evaluation is the micro-simulation and evaluation of functions of the logistic park. The analyses of this three aspects are independent and yet connected and mutually checking and constraining each other, functioning together on the regional logistic system and logistic park planning to overcome the shortcomings resulted from the ignorance of the mutual restraint among the different logistic planning designs.
All companies that aim to be competitive on the market have to pay attention to their organization related to the entire supply chain. In particular, companies have to in- crease the efficiency of their logistics operation. It is es- sential that reasonable optimal systems of logistics dis- tribution for enterprises with the development of e-com- merce and integrated logistics. Location-routing problem (LRP) is an important branch of routing optimization in integrated logistics systems, which has been solving for every logistics distribution corporations.
Also, most of the articles have only considered either of repair, recycling, reproduction or redistribution. Therefore, in the multi-product closed-loop logistics network model of this article, the layers of supplier, manufacturer and distributer are considered for the forward path while the reverse path includes the layers of recycling, reproduction, repair and disposal. The deterioration rate has been considered in the proposed model for production rate and procured raw materials. Various modes of transportation have been considered in the relationships of facilities. Moreover, the not estimated demand rate and the minimum number of transportation means between distribution and customer are considered as the output variable. One of the innovations of this model is that some of the products dispatched to the repair centers undergo part replacements with the replaced parts dispatched to disposal and supplier centers and the repaired product would be returned to distribution centers once the parts have been replaced. The quality of repaired products have been considered equivalent to that of new products.
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RFID radio frequency identification technology enables intelligent logistics management system. By wireless RF modules on electronic label for read and write operations can be achieved for goods from goods procurement, processing operations, transport, logistics jobs, warehouse jobs, sales jobs, track and manage links, even on late sales tracking services can be monitored. In the distribution chain, can be achieved through intelligent logistics system with different merchandise categories for quick sorting and storage operations, and greatly improves operational efficiency, reduces the chance of error. In transportation, intelligent logistics system can record circulation details during transport, shipment information is automatically generated to avoid trouble that artificial registration information. In the marketing chain, through intelligent logistics system can access the warehouse inventory information, timely replenishment, shelves, can also be automated commodity procurement plans, and invoicing information management system. Therefore, it can be said that RFID is the key technology for implementing intelligent logistics system, which are widely used in logistics area, mainly the achievement of information goods, goods flow of basic information, job management, integrated management information, financial information.
With increase in environmental concerns during the past decade, a consensus is growing that environmental pollution issues accompanying industrial development should be addressed together with supply chain management, thereby contributing to green supply chain management (GSCM) (Sheu et al., 2005). One of the bigger issues facing companies these days is the actions of suppliers. Companies today are being held accountable for environmental problems created by suppliers. The supply chain consists of those activities associated with manufacturing from raw material acquisition to final product delivery. A green supply chain aims at confining the wastes within the industrial system so as to conserve energy and prevent the dissipat ion of harmful materials into the environment. Green supply chain management (GSCM) which is defined as ―green procurement+ green manufacturing+ green distribution+ reverse logistics‖. As a more systematic and integrated strategy, GSCM has emerged as an important new innovation that helps organizations develop ―win-win‖ strategies that achieve profit and market share objectives by lowering their environmental risks and impacts, while raising their ecological efficiency
The results of all Chapter 6’s ABC analyses, conducted with the figures of the LPCs and on the selected optimisation scenarios, present the potential to improve the cost efficiency of the first-tier physical distribution streams in the supply chain of the HWC projects. The best optimisation scenario shows a cost savings potential of €23,000, a logistic costs savings potential of around 10% and a profit increase for the total project in comparison to the analysis conducted on the case study project. These results were attained in an analysis in which all cost parameters were overestimated and all cost saving parameters were underestimated. In practice, the scope of the cost savings could even be higher. The logistic hub proves to lower the logistic costs of the optimisation scenarios, but the costs of the logistic hub need to be compensated for by increased productivity. The increased productivity results from the carry-on approach that reduces the costs of the on-site logistics activities: waiting, finding and transporting of goods. In the optimisation scenarios the transports of the waste streams are carried out by the LPC taking out the corresponding transport costs. With an expected 600 houses to be built in 2016, the extrapolated cost savings potential per year is around €300,000 .
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