TRANSPORT STRATEGY

- SECTION # 1
TRANSPORT FUNDAMENTALS

- SECTION # 2
TRANSPORT DECISIONS
 SECTION # 2
TRANSPORT DECISIONS in
Transport Strategy
1. Distribution Network Trade-offs
2. Transportation Planning
2.1. Mode selection
2.2. Vehicle Routing (Route Selection) and Scheduling
2.2.1 Fleet Sizing and Maintenance
2.2.2 Transport Management System (TMS)
2.3 Shipment Consolidation
3. Cost and RISK Transfer IN TRANSPORTATION
4. Transportation Costs and Rates (tarife)
5. Others
 SECTION # 2

1. Distribution Network Trade-Offs

Who influences distribution costs?

Inventory Strategy
• Forecasting Transport Strategy
• Inventory decisions • Transport fundamentals
• Purchasing and supply • Transport decisions
Customer

ORGANIZING
scheduling decisions

CONTROLLING
service goals

PLANNING
• Storage fundamentals
• Storage decisions • The product
• Logistics service
• Ord . proc. & info. sys.

Location Strategy
• Location decisions
• The network planning process

CR (2004) Prentice Hall, Inc.

7-3
 1. Distribution Network Trade-Offs.
Trade-offs in transport decisions
A wide range of problems:
a) Supplier selection (locatii apropiate sau indepartate)
b) Direct supply versus replenishment via a local warehouse.
c) Flexibility and responsiveness factors: How quickly the supplier increase/slow
down the rate of supply? How quickly could he cancel an order for one
product and respond to a need for a different one? How fast the supplier
delivers a new order? (flexibilitate in raport cu dinamica cerintelor pietei)
d) Operational trade-off decisions
• air cargo versus sea freight.
• post versus courier.
• palletised versus unit boxes, etc

Trade-Offs in Transportation Decisions and Design

Managers must consider the following trade-offs when making transportation
decisions:
• Transportation and others physical distribution costs trade-off
• Transportation cost and customer responsiveness trade-off
The supply chain goal is to minimize the total cost while
providing the desired level of responsiveness to customers.
 Direct delivery versus replenishment via a
country warehouse

Costul transportului a crescut de la o treime din costurile logistice globale în anii 1980
până la aproximativ două treimi din costurile logistice aferente in anii 2010.
Cauzele care au provocat schimbarile in structura costurilor logistice sunt:
a) creșterea costurilor legate de transport (cum ar fi traficul congestionat, taxele de
drum, taxele pe mijloace de transport, taxele vamale non-UE, costurile
combustibilului și de respectare a normelor de mediu)
b) creșterea cererii subiacente cauzate de aceste strategii de distribuție în
schimbare.
c) creștere a transportului internațional, deoarece mai multe bunuri sunt furnizate din
facilități de distribuție centralizate transfrontaliere.
 Transport Decisions
Distribution costs tradeoffs

Cresterea numarului de depozite si localizarea lor aproape de piata a redus costurile de

transport secundare datorita reducerii distantei fata de piata.
Secondary transport cost – delivery from distribution centers to the market
Primary transport cost – supply from manufacturers or suppliers to distribution centers or others
 Transport Decisions
Factor Influencing Network Design Decisions
and Distribution Cost
• Customer response time
– Maintain a balance between an inexpensive location and proximity to
customers. Don't get too close, or go too far away
To offshore or near-source?
Supply chains have become highly globalized
High as manufacturers and retailers take
Local FG Inventory advantage of low labour and transport costs
to ‘offshore’ production. However, wage
Regional FG Inventory
inflation and rising transport costs have
Regional WIP Inventory started to rebalance this particular equation
Total in favour of production at locations much
Distribution Central FG Inventory closer to the major consumer markets in the
Cost West.
Central WIP Inventory

Custom production and Central Raw Material

Low Custom production and raw material at suppliers

Low Response time High
 Changes in the Relative Importance of Logistical
Functions in Distribution Systems
Two types of
supply chain

Demand Driven
Responsiveness
Agile
Inventory
Transport System
Information System

Supply Driven

Cost reduction
Efficiency - Lean
0% 20% 40% 60% 80% 100%
Contemporary distribution systems have become increasingly demand driven. Under such
circumstances, low inventory levels are maintained and most of it is in circulation. This is
related with the increasing importance of the transport component in distribution. The
operational management of such as system relies heavily on information systems to insure
that parts and / or products are delivered where and when they are required (on demand).
 2. Transportation Planning

Typical Transport Decisions Issues in Transport Management

Transport Managers / Dispatchers are facing planning and operational issues daily regarding the
organization of the transportation network, the management of the fleet and the
management of shipments as are summarized below:

Yi Xi
-Mode selection
-Vehicle Routing (Route Selection)
Transport
Decisions -Fleet Sizing and Maintenance
-Vehicle Scheduling
-Shipment Consolidation
 2.1. Mode selection –First transport planning decision

Efficiency
(cost)
Depends
Mode
Selection
Responsiveness
(Speed & Reliability)

Mode Selection*: Which transport mode to select and how to combine them
(intermodal) in order to achieve lower transport costs and better customer
satisfaction ?
The mode selection is determined by the fundamental trade-off between
the cost of transporting a given product (efficiency) and the speed/reliability with
which the product is transported (responsiveness).
 Fast modes are costly but very responsive and slower modes are less costly but
not responsive.
 If no competitive mode is identified, the relative cost of inventory is taken into
consideration as fast modes incur less inventory costs and slower modes high
inventory costs
* Selection of transportation mode and carrier is part of the routing plan but is most often
done separately to manage problem size and complexity.
 Transport Decisions
Total Logistics Costs Trade-off

Total Logistics Costs

Costs

Transport Costs

Inventory Costs

Sea Rail Road Air

speed/reliability
 2.1. Mode/Service Selection

Factors Influencing Shipper’s Decisions

(see next example)
• Transportation Cost: This is calculated as the total cost paid
to the transporters for inbound and outbound transportation.
• Inventory cost: These costs are towards holding inventory in
various stages of the supply chain. For transportation decisions
these are considered as fixed for short term transportation and
variable when considering the design of the total distribution
network.
• Facility cost: These are the costs for maintaining the various
facilities –factories, warehouses etc; and these are considered as
fixed for making transportation decisions.
• Handling cost: These are the costs associated with loading,
unloading and handling of goods. These are considered as variable
costs for transportation decisions. For some transportation modes
like through container, these can be quite significant.
 2.1. Mode/Service Selection
Shipper Transportation Strategy
Transportation is often one of the largest cost
elements, and decisions in this area can favorably or
negatively impact the total distribution performance.
For example, slow but low cost transportation can
have an adverse impact on customer service and
inventory levels. Although such methods may
minimize transport cost, inventory levels may need to
be much higher to accommodate longer transit times.
These higher stocking levels, with the resultant
increase in inventory carrying cost, may more than
offset any saving in freight charges.
2021/4/20 13
 Total Cost Concept
Firms should evaluate the transportation function based on total
cost and the level of responsiveness achieved with customers.

• The total cost concept recognizes that an optimum cost in one area or
function may not lead to an optimum total system cost
• Total cost analysis requires the management of supply chain trade-offs
• Logistical activity areas that drive total logistics costs:
– Customer service level costs
– Inventory carrying costs
– Lot quantity costs (price / number of items in a lot)
– Order processing and information costs
– Warehousing costs
– Transportation costs
 2.1. Mode/Service Selection – Case study
Finished goods are to be shipped from a plant inventory to a warehouse
inventory some distance away. The expected volume to be shipped in a year
is 1,200,000 KG. The product is worth $25 (valoarea produsului) per KG and
the plant and carrying costs (costurile de stocare) are 30% per year din
valoarea medie anuala a stocului.
Other data are:
Transit
Rate
Transport (tarif transport), time, Shipment
choice $/KG days Size (Q), KG.
Rail 0.11 25 50,000
Truck 0.20 13 20,000
Air 0.88 1 8,000

Q-comanda catre fabrica pentru livrare.

Stocul curent mediu=Q/2
Costul de stocare pe unitatea de produs stocata pe un an = 0.30*25.
Transport Decisions: Transport Selection Analysis
Cost Compu-
type tation Rail Truck Air
Trans- RD .11(1,200,000) .20(1,200,000) .88(1,200,000)
portation = $132,000 = $240,000 = $1,056,000

In-transit ICDT [0.30(25)  [.30(25)  [.30(25) 

inventory 365 1,200,000/ 365]x25 1,200,000/365]x13 1,200,000/365]x1
= $616,438 = $320,548 = $24,658

Plant ICQ [.30(25)  [.30(25)  [.30(25) 

inventory 2 50,000]/2 20,000]/2 8,000]/2
= $187,500 = $75,000 = $30,000

Warehouse IC ' Q [.30(25.11)  [.30(25.20)  [.30(25.88) 

inventory 2 50,000]/2 20,000]/2 8,000]/2
= $188,325 = $75,600 = $31,056
Include transport rate
Totals $1,124,263 $ 711,148 $1,141,714
IC – Inventory Cost; ICDT – Inventory Cost In-Tranzit Obs. Perioada mare de tranzit
RD- rate distribution ; IC’ = IC+Rate$/kg Improved service determina cheltuieli mari de
distributie
 How transportation mode influences
supply chain performance

Ignoring inventory costs when making transport decisions can lead to options that
aggravate the performance of a supply chain.
The choice of transportation mode should take into account potential lost sales
and cycle, safety, and in-transit inventory costs in addition to the cost of
transportation. The lost sales and inventory costs are influenced by the speed,
flexibility, and reliability of the mode.
The purchase price must also be included if it changes with the choice of
transportation mode (perhaps because of a change in lot sizes).
 2.2. Second decision - Vehicle routing and transportation
planning
Vehicle routing (Route Selection) – determinarea rutelor optime
Route selection determines:
• The sequence of customers to visit
• The best paths that a vehicle should follow in order to minimize travel costs and times.
Vehicles may return to starting location or not, multiple origins / destinations may exist,
intermediate may exist or not.
Vehicle scheduling - Vehicle Scheduling deals with time-related options / decisions in routing
problems.
Main decisions to be answered are:
• what time to send shipments
• how many vehicles and when to dispatch them
• when to serve customers with specific time-windows, etc.
Vehicle scheduling is a very complex extension of the vehicle routing, which is subject to a large
number of regulatory restrictions and windows frame deliveries.
Fleet sizing – dimensionarea flotei-comprises sizing of transportation resources such as trucks,
locomotives, cars, aircraft and boats and vessels.
Fleet sizing deals with the trade offs between fleet size and customer needs satisfaction .
Deciziile referitoare la dimensiunea flotei includ si deciziile referitoare la operatorii flotei (soferi,
personal intretinere, etc) - crew planning –cerintele de personal, numar, licente, etc- involves the
determination of the staffing requirements to meet the overall fleet operating plan.

Network design - proiectarea retelei de distributie- typically includes the development of

routes, schedules, transportation modes and determining the source/warehouse/hub
locations.
 Transport Planning Decisions
2.2 Second decision- Vehicle routing and transportation
planning
Componentele modului de managemnt al transportului
2.2.1 Fleet Management (managementul parcului auto)
2.2.2 Transport Management Systems {Transport Planning and Execution }

Carrier – transportator
Fleet Sizes &
Shipment – marfa
transportata / unitatea
de incarcatura

Rating Engine – modul

evaluare cotatii
transport
 Componentele unui sistem de transport
2.2.1. Fleet Management
Fleet management is a process of planning and carrying out transport in companies owning or renting the transport fleet.
The Software Module for fleet Management shall provide the following functions (sub-processes):

Fleet Capacity Planning

This sub-process determines the required capacity of the dedicated fleet (own or rented).
The use of the dedicated fleet provides flexibility in route planning.
Fleet capacity planning involves analysis of historical data and design
future transport requirements between company supply chain locations.
As the volume of transport requirements changes over time (increase in turnover, seasonality, etc.), the planner may decide to provide between 60 and 80 % of the
total transport volume with the dedicated fleet, the remaining fluctuations in capacity were managed by third-party carriers.

The planned capacity of the dedicated fleet shall answer the following questions:
What transport capacity should the fleet have dedicated?
Where should this capacity be allocated according to the evolution of demand?
The number and types of equipment required (vehicles, ramps, means of handling, etc) dedicated fleet.

Fleet Asset Management

The fleet asset management process shall ensure the management of the asset lifecycle and the traceability of the assets in the system.
Asset lifecycle management consists of planning the introduction of an asset into the system, depreciation arrangements, the withdrawal calendar and
the arrangement of the asset.
Asset tracking capability allows managers to locate fleet assets in real time within the system, their current use (in the race, without load, etc.) to provide information
to customers or to optimally reposition assets to meet new transport requirements.
In the absence of a comprehensive transport system, asset management functions can be taken over by most ERP applications.

Fleet Maintenance And Scheduling

This sub-process allows the fleet to be scheduled and maintained periodically.

Fleet Scheduling
Efficient fleet scheduling is limited by:
availability of drivers and the DOT regulations on working hours.
availability of equipment at the required locations (assets are not optimally allocated, repositioning of empty assets).

Fleet Maintenance

Monitoring of maintenance activities , repair planned/executed on each vehicle in the organization's vehicle fleet.
Records of periodic technical inspections - ITP, operating licenses, rovigneta, RCA and CASCO insurance, tires, spare parts, etc.)
Set alerts to be up to date with vehicle maintenance.
Thus, you will know exactly their expiry dates and receive notifications when it is time for a new repair planned of your fleet cars.
Componentele unui sistem de transport
2.2.1 Fleet Management

• FACILITATI GENERALE

– Gestionarea autovehiculelor din parcul auto al organizaţiei

– Monitorizarea activităţilor de mentenanţă , reparatii planificate/executate pe
fiecare autovehicul din parcul auto al organizaţiei.
– Evidenţa alimentărilor cu carburant şi informaţii privind costurile/km şi
consumul mediu
– Evidenţa inspecţiilor tehnice periodice - ITP.
– Evidenţa curselor efectuate de fiecare autovehicul
– Generarea de rapoarte şi statistici grafice privind cheltuielile lunare/anuale
pe fiecare autovehicul în parte
– Alte evidente (licenta de operare, angajati, rate, accidente, rovignete,
asigurari RCA si CASCO, anvelope, piese de schimb, cheltuieli generale, etc)

Set alerts to be up to date with vehicle maintenance.

Thus, you will know exactly their expiry dates and receive notifications
when it is time for a new repair planned of your fleet cars.
 2.2.1. Fleet Management

Example: Tyres Requirements

– Tread Depth
• All tyres on goods vehicles of over 3,500 kg gross weight must have
a tread depth of at least 1 mm across three-quarters of the breadth
of the tread and around the entire circumference of the tyre. This 1
mm tread depth must be in a continuous band around the entire
circumference of the tyre. Further, on the remaining one quarter of
the width of the tyre where there is no requirement for the tread to
be 1 mm deep, the base of the original grooves must be clearly
visible.
• The minimum tread depth for cars, light vans (not exceeding 3,500
kg gross weight) and light trailers was increased to 1.6 millimetres
from 1 January 1992, and this applies across the central three-
quarters of the width of the tyre and in a continuous band around
the entire circumference. The 1 mm limit stated above remains in
force for heavy goods vehicles.
2.2.2. Transport Management System (TMS). Functions of TMS
• Carrier Selection (selectia transportatorilor, a caselor de expeditie)
• Carrier Scheduling (programarea la incarcare a transportatorilor)
• VEHICLE ROUTING optimization and Advanced Shipment Notification
• Dispatching – Dispecerizare (actiune de organizare, conducere si control a activitatii de
transport. Implementeaza procedurile de preluare a comenzilor de transport,
optimizare rute, predare documentatie, informare si coordonare soferi cu detaliile
despre trasee(locuri incarcare/descarcare, categoriile de marfuri , restrictiile de drum,
vreme), asigura obtinerea, verificarea si prelucrarea documentatiei de transport pentru
vehiculele proprii si subcontractori – CMR, foi de parcurs, intocmeste dosarul complet
pentru fiecare cursa, etc)
• Document preparation/ Freight payment
• Performance Measurement
• Shipment consolidation and routing shipment rating
• Shipment scheduling and expediting vehicle loading (programarea livrarilor)
• Shipment tracking (monitorizarea marfii in-tranzit)
 Traditional TMS vs On-Demand/ (or SaaS,
software‐as‐a‐service) models
TRANSPORTATION OPTIMIZATION IS MORE THAN JUST BUYING A TMS

Consequently, a new breed of TMS

systems are emerging, TMS-as-a-
Service (TMSaaS). These new
systems offer the benefits and returns
of TMS systems without the
complexities of integration and
abandonment of existing systems.
Also, the term, TMS, doesn’t quite
describe the capacities of today’s
systems, so while companies bought
into them, they still wanted something
more fulfilling, including value-added
services like auditing. Ultimately,
replacing electronic data
exchanges (EDIs) with application
program interfaces (APIs) has created
the possibilities found in TMSaaS.
 Types of TMS Providers
• Software Vendors
– TMS as part of ERP (an enterprise resource planning system) oferred by an ERP
providers.
– TMS as a separate licensed offered by a stand‐alone vendors that will need to be
installed on the client’s main server but can be integrated into an existing ERP system.
– TMS on-demand offered by SaaS providers (no installation required) that provide a
solution via the internet that can also be integrated into an existing ERP

• 3PLs
– Requires their clients to outsource their entire logistics operation to receive
access to 3PLs TMS.
– Requires their clients logistics consultant services to receive access to 3PLs
TMS .
– Allow their clients full acces to 3PLs TMS by choosing between completely
outsourcing their logistics operations and the 3PL acting as their logistics
consultant.
Most 3PLs offer the “on‐demand” TMS to their clients but there are some that offer a licensed
version instead.
 The Transportation Supply Chain is
Driven By Properly Integrated
Technology Systems
One of the reasons that transportation supply
chain visibility does not get the attention it
deserves is because as a process, supply chain
visibility requires true system integration
operating between many elements.
These can include warehouse management
systems, multiple ERPs, ordering systems,
and transportation management systems.
 2.3. Third transport decision.
Shipment Consolidation

Shipment consolidation- Transportation Economies

Traffic managers always try to consolidate large numbers of
small shipments into a small number of large shipments.

 With transportation, it costs less on per-weight basis

to move larger quantities because of the existence of
fixed costs which remain the same irrespective of
shipment sizes.
 Third transport decision
ORDER/SHIPMENT CONSOLIDATION
Transportation Economies Move to ocean or rail
transport - include
• Economy of Scale loading and unloading
costs, documentation,
port or terminal
fees,etc-
Cost per unit /weight

LTL TL Volume/weight
Camionete, Semitrailer/Camioane,
Trailer/ Camioane cu Incarcatura evaluata
Furgonete in m3 sau tone
remorca
Consolidarea comenzilor
de transport Partide mici de marfa
Transportul in grupaj

1feet=12inchs.
1inch=2.5cm.
 Typical Flow of LTL Shipments
Pickup Multi-Vehicle
Demand using LTL Routing and
Scheduling

Delivery to terminal TL - Line-haul movement

Unloading Consolidation Unloading

and loading

Sorting Sorting Sorting Pool

Distribution
Consolidation
and Loading Unloading Loading into
into line-haul delivery units
trailers
Last mile-
(break - bulk) necesitatea
TL - Line-haul movement asigurării
Pool „ultimei mile”,
Delivery with LTL ultima cursa
Consolidation
catre clienti
 Real-Time Planning of LTL Operations
(Freight/Cargo consolidation)
Customers
Pick-up Assignments
Pick-up LTL

Pick-up Motor Carrier Planning Actual loads

Requests System picked up

Door Assignment Pick-up LTL Return to terminal

Work scheduling
ORIGIN
Terminal
Load Planning

Work Scheduling & Highway Trailers (TL) Line - haul

door assignment mouvement
Destination
Delivery Routes & Terminal
Truck loading
Deliveries to
LTL- Less thanTruck Load 50 - 7500kg;
Deliveries LTL customers
TL – Truck Load 7500-40000 kg
 CONSOLIDATION & POOL DISTRIBUTION

Hub 1 - Pool Hub 2 - Pool

Consolidation Distribution

Small Shipment to Large Shipment Large Shipment to Small Shipment

LTL to TL TL to LTL

Economies of scale : HUB utilization

. POOL CONSOLIDATION and POOL DISTRIBUTION
Consolidarea si Deconsolidarea Volumelor de Marfa
Small Shipment DESTINATIONS
(Large number) Large Shipments
(Small number)
SOURCES

LTL
LTL HUB

LTL HUB

LTL

Pool consolidation is the reverse of pool distribution.

LTL- Less thanTruck Load: 50 - 7500kg;

TL – Truck Load 7500-40000 kg
European Inbound – Consolidation Center

• Materials from European

Suppliers flow to Consolidation
Center located in Köln.

Köln-Germania • % 85 of total inbound material

transport from Consolidation
Center (EDC).
• % 15 of material is directly
shipped from suppliers.

From Köln
Gölcük -Turkey Daily Volume : 3.300 m3
Daily Loading : 40 - 45 units*
Yearly Loading : 11.000 units*
* freight containers, trailer.
 Cross-dockul din Parcul Industrial Ploiesti
al firmei Wim Bosman pentru distributia interna

Consolidarea fluxurilor de intrare si Deconsolidarea fluxurilor de iesire

 Tailored Transportation – Transportul Personalizat
Tailored transportation: the use of different transportation networks and modes
based on customer and product characteristics to achieve appropriate responsiveness
and low cost.

Factors affecting tailoring:

– Customer density and distance
Customer density Short distance Medium distance Long distance
High Density Private fleet with milk runs Crossdock with milk runs Crossdock with milk runs
Medium Density Third party milk runs LTL carrier LTL or package carrier
Low Density Third party milk runs or LTL LTL or package carrier Package carrier

– Customer size
Large can use a TL; medium and small use LTL or milk runs
– Product demand and value
Product High value Low value
High demand Disaggregate cycle inventory Disaggregate all inventory, use inexpensive transp.
» Aggregate safety stock, for replenishment
» use inexpensivive transp. for
» replenishing cycle &
» fast mode for safety inventory

Low demand Aggregate all inventories. Use fast Aggregate only Safety inventory. Use inexpensive
transportation mode for filling cust. orders transp. for replenishing cycle inventory
 3. GLOBAL TRANSPORTATION MANAGEMENT
Cost and RISK Transfer IN TRANSPORTATION
INCOTERMS - International Commercial Terms.
Incoterms were created by the International Chamber of Commerce (ICC) and are a registered
trademark of the ICC. The Incoterms® rules are in place to clarify the buyer's responsibilities
and the seller/shipper in the international shipments of global goods.
The latest edition is the Incoterms 2020 which are effective January 1, 2020.
Key aspects of Incoterms 2020:
• defining the place of delivery;
• who is responsible for the transport to the place of delivery;
• which is the point where costs and risks are transferred from the seller to the buyer ;
• risk- it determines who will suffer the consequences should loss or damage ensue.
• who customs clears the goods for import/export;
• many more important obligations (see the next slide).

Incoterms 2020 are NOT used:

1. To define transfer property rights or title of goods
2. As terms of the contract of carriage or delivery. These Incoterms rules are used in
contracts of sales/purchasing. Acoperă toate activitățile, riscurile și costurile
implicate în procesul de tranzacționare a bunurilor.
Riscuri in timpul transportului:
- Furtul de marfă, împreună cu terorismul, reprezinta riscurile majore ale lanțului de aprovizionare
- Deteriorare fizica din manipulare gresita, infiltratii de apa, asigurarea incorecta a incarcaturii de
transport, incendii, explozii
- Deteriorarea calitatii bunurilor care necesita temperatura controlata, contaminare
- Pierderi cantitative datorate furtunilor, evenimentelor de vreme severa
- Intarzieri datorate masurilor guvernamentale, grevelor din terminalele de transport
 What Questions to Ask?
• Who furnishes the goods?
• Who packages the goods in a manner suitable for shipment (export)?
• Who moves the goods from the seller’s factory to a port, airport, or border crossing in the
seller’s country? Pre-carriage?
• Who arranges for export clearance in the seller’s country (if applicable)?
• Who arranges for main carriage/transport (international transportation) from the departure
port to the arrival port?
• Who pays for pre-carriage (before main carriage?)
• Who insures the shipment?
• Who arranges for import clearance (formalitatile vamale de import)?
• Who pays import duties?
• Who pays for on-carriage from the arrival port to the delivery destination?
• Who arranges and pays for country-specific documentation (e.g., consular invoices, inspection
reports, licenses)?
The solution is: use INCOTERMS clauses through all stages of supply chain to ensure that the
rules and responsibilities of all participants are understood.
“Terminal” includes quays, warehouses, container yards (terminal de containere) or road, rail or air
cargo terminals
Transmiterea dreptului de proprietate
Este stipulat in noul cod civil (NCC) valabil de la 1 octombrie 2011, astfel:

• CAPITOLUL III - Contractul de furnizare

Art. 1767
Transmiterea dreptului de proprietate. Preluarea şi predarea bunurilor
(1) Proprietatea asupra bunurilor se transferă de la furnizor la beneficiar în momentul
predării acestora. Beneficiarul are obligaţia să preia bunurile la termenele şi în condiţiile
prevăzute în contract.
(2) Preluarea bunurilor se face prin recepţia de către beneficiar, ocazie cu care se identifică
şi se constată cantitatea şi calitatea acestora.
Se recomanda reglementarea contractuala precisa a modalitatilor de preluare si verificare
a bunului (termene, procedura pentru reclamatii, remediere, garantarea viciilor
ascunse,etc.)

• Părţile pot amâna printr-un termen suspensiv transferul proprietăţii – de exemplu, până la
data plăţii preţului bunului vândut – sau până la realizarea unei condiţii suspensive (clauza
trebuie prevazut in contract, altfel in mod implicit se aplica prevederile NCC privind transferul
drepturilor de proprietate).
De altfel, legiuitorul a reglementat expres rezerva proprietăţii prin art. 1684 NCC, stabilind că
„stipulaţia prin care vânzătorul își rezervă proprietatea bunului până la plata integrală a
preţului este valabilă chiar dacă bunul a fost predat.
 Defining Costs and Transfer of Risk in Transport
Through Incoterms 2020
What are Incoterms clauses?
• A term is composed by 2 parts: NAME (3-letter abbreviation) + specified place (or carrier)
and defines rights and responsibilities of both parties, buyer and seller. Ex: FOB Constanta
Incoterms – 11 clauses classified in 4 groups as follows:
Rules for any modes of transportation are as follows: Incoterms : 4 general groups
• EXW - Ex-Works
• FCA - Free Carrier “E” group: seller’s obligation and
• CTP - Carriage Paid To control of shipment is at its minimum
• CIP - Carriage and Insurance Paid to (EXW)
• DPU - Delivered At Place Unloaded* “F” group: require the buyer to arrange
for main carriage (FCA,FAS,FOB)
• DAP - Delivered At Place
“C” group: require the seller to arrange
• DDP - Delivered Duty Paid for main carriage (CTP,CIP,CFR,CIF)
Rules for Sea and Inland waterway transportation: “D” group: seller’s obligation and
• FAS - Free Alongside Ship control is at its maximum (DPU,DAP,DDP)
• FOB - Free On Board
• CFR - Cost and Freight
• CIF - Cost Insurance and Freight
*Place Unloaded – locul de descarcare
Pre-Carriage: transport door to terminal
Main Carriage: transport intre terminale
On- Carriage: transport terminal to door
 E group: EXW- Ex Works:
EXW+ Named Place Seller’s Side
EXPORTER (SELLER)
The seller’s obligation is to make the
goods available at his premises or
another named place, and to
inform the buyer in appropriate time.
IMPORTER (BUYER)
Buyer bears all costs and risks
from the moment that goods are
made available at named place. He
has to confirm the date of pick-up.

Seller not in charge for uploading
goods or export duty procedures.
Seller must prepare invoice and
all documentation / proof from the
contract.
Loading costs and risk, as well as
export duty procedures on buyers
part.

Cost and risk transfer

Descriere: Produsul si riscurile se transfera cumparatorului, incusiv plata transportului si

costul asigurarii de la poarta fabricii vanzatorului. Este conditia de livrare cea mai comoda
pentru vanzator care trebuie sa puna marfa ambalata la dispozitia cumparatorului, care este
obligat sa o incarce pe cheltuiala si riscul sau.
 F group: FCA (free carrier):
(FCA) + (Named Place Seller’s Side)
Seller’s side: Seller’s Place of Business; Another Location on
Seller’s side (i.e., International Airport, Freight Forwarder Warehouse for
consolidation, another location agreed by Seller and Buyer)
EXPORTER (SELLER)
The seller’s obligation is to transport
the goods to the beginning of the
main transport and carrier specified IMPORTER (BUYER)
by the buyer, with all appropriate
export duty procedures. Buyer bears all costs and risks from
the moment the goods are made
If goods are made available in seller’s available to his carrier at the
premises, the seller is also in charge designated place. He is in charge
of uploading the goods on the buyer’s of re-loading the goods!
transport mode.

Seller must also provide proof of

delivery.

Cost and risk transfer

Descriere: Franco caraus inseamna ca vanzatorul isi indeplineste obligatia de livrare in momentul in
care a predat marfa vamuita pentru export, in grija carausului desemnat de cumparator la locul sau
punctul convenit. In cazul in care cumparatorul nu indica un punct precis, vanzatorul poate sa aleaga
punctul de la locul sau raza teritoriala mentionata unde carausul urmeaza sa preia marfa in custodia sa.
F group: FAS (free alongside ship):
FAS + Named Place (alongside vessel at port on Seller’s side)

EXPORTER (SELLER) IMPORTER (BUYER)

Seller’s obligations end, when he
places the goods alongside the ship Buyer bears all costs and risks from
of the buyer. the moment the goods are placed
alongside the specified ship.
He is not in charge of uploading the
goods on to the ship!

Cost and risk transfer

F group: FOB (free on board):
FOB + Named Place (loaded on vessel at a port on the Seller’s side)
Descriere: Vanzatorul isi indeplineste obligatia de livrare in momentul in care marfa a
trecut balustrada vasului, in portul de incarcare convenit. Costurile si riscurile de pierdere
si deteriorare a marfii sunt suportate din acel moment de cumparator. Termenul FOB
implica obligatia vanzatorului de vamuire a marfii pentru export. Acest termen poate fi
folosit numai pentru transportul maritim sau pe apele interioare. In cazul in care balustrada
vasului nu prezinta relevanta, cum ar fi in cazul traficului roll-on/roll-off sau containerizat
este mai potrivit sa se foloseasca termenul FCA.

EXPORTER (SELLER)
Seller’s obligations end, when he IMPORTER (BUYER)
places the goods on board the ship
of the buyer. Buyer bears all costs and risks from
the moment the goods are placed
He is in charge of uploading the on board the ship.
goods on to the ship and bears all the
risk during this upload!

Cost and risk transfer

 Question?
 Seller DACIA sells 1.000 cars to UK Car Dealers.

 If the arranged Incoterms clause is FCA (seller’s factory):

 Who bears (suporta) the costs and risks of uploading the goods on to the buyer’s truck in Romania?
 Who bears the costs and risks on the transport from Romania to the UK?

 If the arranged Incoterms clause is FAS (Port of Constanta):

 Who bears the costs and risks of transport from factory to the Port of Constanta?
 Who bears the costs and risks of uploading the goods on to the ship?
 Who bears the costs and risks during the main transport at sea?

 If the arranged Incoterms clause is FOB (Port of Constanta):

 Who bears the costs and risks of transport from factory to the Port of Constanta?
 Who bears the costs and risks of uploading the goods on to the ship?
 Who bears the costs and risks during the main transport at sea?
C group: CFR (cost and freight):
CFR + Named Place (port on Buyer’s side)

EXPORTER (SELLER)
The seller must place the goods on
board the ship, and contract and
pay for the main ship transport.
As soon as the goods are on board,
his risks and obligations end.
Contract for main ship transport must
be made and paid under “usual
ship transport terms”. Not in charge
for insurance!
IMPORTER (BUYER)
The main ship transport is paid by
the seller under “usual ship
transport terms”, however the buyer
bears the risk on the main ship
transport route.
The buyer is in charge of insurance!

Must provide B/L to the customer.

Transfer of costs
Transfer of risks
C group: CIF (cost, insurance and freight):
CIF + Named Place (port on Buyer’s side)

EXPORTER (SELLER) IMPORTER (BUYER)

Same as with CFR + seller in charge
of ship transport insurance! Same as with CFR +
buyer NOT in charge of insurance,
Insurance under “usual terms”. which is on seller’s part!
Minimal coverage 110%!

Transfer of costs
Transfer of risks
 C group: CPT (carriage paid to)
CPT + Named Place (on Buyer’s Side)
EXPORTER (SELLER)
Seller’s obligations end, when the
IMPORTER (BUYER)
goods are made available by the
contracted carrier to the named place
Buyer bears all risk from the time the
or destination. No insurance!
goods are made available to the first
carrier.
Seller bears all risks until the goods
have been made available to the
Buyer in charge of insurance!
first carrier.

Useful for multimodal transport!

Transfer of costs
Transfer of risks
Descriere: Vanzatorul plateste pentru transportul marfii la destinatia convenita. Riscurile de pierdere sau
de deteriorare a marfii, precum si orice alte cheltuieli suplimentare cauzate de evenimente care au avut loc
dupa ce marfa a fost predata carausului trec de la vanzator la cumparator in momentul in care marfa a fost
predata carausului. In cazul in care pentru transportul marfii se folosesc carausi succesivi, riscurile trec de
la vanzator la cumparator in momentul in care marfa a fost predata primului caraus. Termenul CPT implica
obligatia vanzatorului de vamuire a marfii pentru export. Acest termen poate fi folosit pentru toate
modurile de transport, inclusiv pentru transportul multimodal.
 C group: CIP (cost and insurance paid to):
CIP + Named Place (on Buyer’s Side)

EXPORTER (SELLER) IMPORTER (BUYER)

Same as with CPT + seller in charge
of transport insurance! Same as with CPT +
buyer NOT in charge of insurance!
Insurance under “usual terms”.

Transfer of costs
Transfer of risks

Descriere: Vanzatorul are aceleasi obligatii ca la termenul CPT dar suplimentar el trebuie
sa efectueze si asigurarea pentru acoperirea riscului de pierdere sau deteriorare a marfii
pe timpul transportului. Vanzatorul incheie contractul si plateste prima de asigurare.
Cumparatorul trebuie sa ia nota ca in cazul CIP vanzatorul este obligat sa obtina prima de
asigurarea pentru acoperire minima. Termenul CIP implica obligatia vanzatorului de
vamuire a marfii pentru export Acest termen poate fi folosit pentru toate modurile de
transport, inclusiv pentru transportul multimodal.
 Question?
Seller Gorenje from Slovenia sells 1.000 washing
machines to Tesco in United Kingdom.

If the arranged Incoterms clause is CIF (Port of

Blackpool - UK):
 Who bears the costs and risks of uploading the goods on to the ship in Port of Koper- Slovenia, Marea
Adriatica?

 Does the ship transport have to be insured?

 If so, by whom does the ship transport have to be insured?

 Who bears the risk on the main ship transport between Koper and Blackpool?

 Who pays for the potential damages, if something happens at sea?

 Who bears the cost and risks of loading the goods from the ship in Port of Blackpool on to the pier?
 D group: DPU (delivered at Place Unloaded) :
DPU + Named Place (Buyer’s side)
EXPORTER (SELLER)
Seller’s obligations end, when the IMPORTER (BUYER)
goods are made available to named
destination terminal on Buyer’s side, Buyer is in charge of uploading the
packaged appropriately and unloaded goods to his transportation mode and
transporting the goods to their
The seller is in charge of unloading the final destination.
goods from his transportation mode
onto land in the end terminal Import Clearance: Buyer Responsibility,
and bears all the costs and risks. documentation for import customs and
fees associated.
Export Clearance: Seller Responsibility

Transfer of cost and risks

Descriere: Vanzatorul livreaza si descarca din mijlocul de transport la terminalul (din portul
sau locul) stabilit cu cumparatorul. Terminal inseamna orice loc, cum ar fi: chei; depozit;
strada; cargo terminal; terminal CFR. Vanzatorul acopera toate costurile pentru livrarea si
descarcarea marfurilor la terminalul stabilit. Este recomandat ca notiunea de Terminal sa fie
foarte bine precizata. DPU acopera formalitatile de vamuire la export dar NU include costul
formalitatilor de vamuire la import.
 D group: DAP (delivered at place):
“DAP” + Named Place (Buyer’s Side)
EXPORTER (SELLER)
Seller’s obligations end, when the IMPORTER (BUYER)
goods are made available to named
destination place on Buyer’s side, Buyer is in charge of uploading the
packaged appropriately and unloaded goods to his transportation mode and
transporting the goods to their
The seller is in charge of unloading the final destination.
goods from his transportation mode
onto land in the end destination place Import Clearance: Buyer Responsibility,
and bears all the costs and risks. documentation and fees associated

Export Clearance: Seller Responsibility

Transfer of cost and risks

Descriere: Vanzatorul livreaza marfurile in mijloacele de transport adecvate la locul stabilit cu

cumparatorul. Vanzatorul acopera toate costurile pentru livrarea si descarcarea marfurilor la
terminalul stabilit. Este recomandat ca notiunea de Terminal sa fie foarte bine precizata. In
cazul in care vanzatorul suporta costuri legate de descarcarea bunurilor la destinatie, acesta
Nu are dreptul sa refactureze aceste costuri cumparatorului. Este recomandat ca notiunea de
LOC sa fie foarte bine precizata. DAP acopera formalitatile de vamuire la export dar NU
include costul formalitatilor de vamuire la import.
 D group: DDP (delivered duty paid):
“DDP” + Named Place (Buyer’s Side)

EXPORTER (SELLER)
Simply put, the seller does everything IMPORTER (BUYER)
and brings the goods to the customer’s
door, and also pays for the import duty Buyer only has to receive the
charges! Shipment (and of course
Export & Import Clearance: pay the bill).
Seller Handles & pays for any charges
associated

•Should not be used if SELLER CANNOT clear goods in importing country

•NOT recommended if Buyer wants control of import documents and declarations to
Customs
•DDP DOES NOT MEAN Buyer is absolved of all Customs Regulations & Responsibilities

Transfer of cost and risks

Descriere: Vanzatorul isi indeplineste obligatia de livrare in momentul in care marfa a fost pusa la dispozitia
cumparatorului, la locul convenit din tara importatoare. Vanzatorul trebuie sa suporte toate cheltuielile si
riscurile legate de aducerea marfii in acest loc inclusiv a taxelor vamale, a altor taxe si speze oficiale care se
platesc la import, precum si a costurilor si riscurilor de indeplinire a formalitatilor vamale. Acest termen
poate fi folosit indiferent de modalitatea de transport.
 Question?
 Dacia buys 1.000 tons of steel from Croatia.

 If the arranged Incoterms clause is DAP (Border Pass

Bregana)
 Who bears the costs and risks of unloading the goods before the border pass?
 Who pays for the import duty charges?

 If the arranged Incoterms clause is DPU (Port of Constanta):

 Who bears the costs and risks of unloading from the ship in Constanta?
 Who bears the costs and risks of uploading the goods on to a truck for Mioveni?
 Who pays for the import duty charges?

 If the arranged Incoterms clause is DDP (Ljubljana)

 Who bears the costs and risks of unloading from the ship in Koper?
 Who bears the costs and risks of uploading the goods on to a truck for Mioveni?
 Who pays for the import duty charges?
 4. Transportation Costs (costuri) and
Rates (cotatii/tarife)

Determinarea costurilor si a tarifelor de transport

• Fixed Costs (Costuri Fixe):
– VEHICLE RELATED COST – cost of vehicle
– Infrastructure (road, rail, pipeline, navigation, etc.).
– OPERATING COST – Terminal facilities, labor.
– OVERHEAD COST – planning, dispatching

• Variable (Costuri Variabile): Proportional to distance

or volume.
– Fuel, labor, handling, pickup & delivery, taxes.

• Cost structure varies by mode.

– Railroads: High fixed cost; Low variable cost.
– Trucks: Low fixed cost; High variable cost.
Transportation Costs per Transportation Modes

Transport Fixed Variable Traffic

Mode costs costs composition
Rail high low bulk food, mining
(minerit),
heavy mfg
Road low medium consumer goods,
medium/light mfg
Water medium low bulk food, mining,
chemicals
Air low high high-value goods,
rush shipments (livrari
urgente)
Pipe high low petroleum, chemicals,
mineral slurry
Costs- other clasification
 Transportation Costs (Costurile de
transport)

• Allocating costs to shipments can be very

complicated.
– Many shipments move on same vehicle (REGIM
GRUPAJ – se transporta in acelasi vehicul marfa
provenita de la mai multi furnizori).
– Marginal cost for additional shipment may be very low
or very high.
– Traffic imbalances (backhauls) – gestionarea cursei de
retur.

• How to incorporate backhauls (return trips)?

– Allocate all costs to forward haul?
– Allocate some costs to backhaul?
Transportul Rutier - Repartitia costurilor directe

Sursa: Supliment al
Buletinului
informativ al Uniunii
Naţionale a
Transportatorilor
Rutieri din România
 Transportation Rate
(Tariful/Cotatia de transport)

Rate is price carrier charges for service.

– Should reflect costs and value of service.

– Linehaul rate + additional charges for special services.

• Line-haul rate from origin terminal to destination terminal (costul

catre operatorul cursei de transport dintre doua huburi (depozite mari
de consolidare/deconsolidare a marfurilor).

• Additional charges for terminal services, extra protection, stop-offs

(opriri), etc.
 Transportation Rate
Line-haul Rates (Cotatia de transport)
• Depend on product, distance and volume (weight).

• Strong economies of scale:

– Cost per kg decreases with weight.
– Cost per km decreases with distance.

• Freight class differentiation - rating or classification system for EVERY product (categoriile
de bunuri).

– Avoid Increased Costs with a Better Knowledge of Freight Classification

– According The National Motor Freight Classification (NMFC) commodities (marfurile) are grouped into one of 18
classes—from a low of class 50 to a high of class 500—based on an evaluation of four transportation characteristics:
density, handling, stowability*and liability for loss of or damage to goods in their care custody and control.
Class 50- Pietriș, Cărămizi obișnuite pentru construcții. Făină, Mălai. Cotatie mica de transport.
Class 125 - Mobilier din lemn. Aparate de uz casnic de mici dimensiuni.
Class 500 - Soluții acide care conțin argint dizolvat, aur, paladiu. Bile de ping-pong. Cotatie mare de transport.

• Negotiation is important, carriers offer discounts from published rates.

Rates may be negotiated based on:
– Products.
– Lane – specificul soselelor, tipurile de drumuri (principale, strazi interne, drumuri regionale etc.)
– Volumes on a given lane.
– Volume of business overall.

* Density is the total weight divided by the volume of your cargo

*Stowability refers to how goods being shipped fit into the dimensions of the container that is used to ship the product
across the various transportation modes - stivuirea.
*Liability –fragile, perisabile, usor deteriorabile langa alte marfuri, risc al tentatiei de a fi furate.
 Transportation Rate
Additional Charges

• Pickup and delivery - Incarcare și livrare.

• Changing destination - schimbarea destinației de transport.

• Use of multiple carriers (terminal intermodal services) -

utilizarea mai multor moduri de transport

• Switching in rail yards (terminal rail services).

(transferul de marfa în huburi)

• Retaining vehicles longer than agreed - reținerea

vehiculelor peste perioada de timp convenită.
 Prices and Weight
Cost per kg decreases with weight

Weight of load
 Price and Density
• Cost per kg decreases with density, denser products use
space better
Price per kg

cotton steel
Product Density
Mingile de ping-pong sunt goale si voluminoase si fac parte din clasa 500 – cele
mai scumpe bunuri de transportat. Cost transport/kg: clasa 500 de 10 ori mai
mare decat clasa 50.
 Cotatii transport marfa:
1. DEDICATED (or exclusive) OPERATION
– REGIM EXPRES
– REGIM DISTRIBUTIE
2. MULTI-USER DISTRIBUTION
– REGIM GRUPAJ ( COLETARIE)

REGIM EXPRES – transport pentru un singur client TUR+RETUR

Obs. Creste pretul transportului pe km dar scade pretul pe tona transportata.

 COTATII TRANSPORT
REGIM DISTRIBUTIE – transport pentru un singur client numai TUR

REGIM GRUPAJ – transport organizat pentru mai multi clienti (LTL,LCL)*

Tarife pe Europalet: L=120cm, l=80cm, h=1.5m, Greut max=500kg

*LTL-Less than truck load; LCL- Less than container load

Factorii care influenteaza nivelul de pret în
transporturile auto

•Destinatia de transport
•Tipul de camion auto folosit
•Specificul soselelor
•Categoriile de marfuri
•Posibilitatea folosirii camionului la cursa de retur
•Nivelul de pret al combustibilului în tarile de parcurs
•Nivelul taxelor de folosire a drumurilor
•Sezon si clima
 5. Transport Documentation

• Bill of Lading (conosamentul): Legal contract between

shipper and carrier (set de documente doveditoare ale marfii pe
perioada transportului semnat in baza unui CONTRACT DE TRANSPORT
REGLEMENT prin Codul comercial).

• Freight Bill (Factura): Charge for service

• Freight Claim:
– For loss, damage or delay (pierderi, deteriorări sau întârzieri).
– For overcharges (supraîncărcări).

• Much more documentation is usually required for

international transportation (carnete TIR, etc).