MANAJEMEN ANGKUTAN BARANG

DAN LOGISTIK

KULIAH 5

DELIVERY/PENGHANTARAN
 BARANG

▪ Bentuk: padat, cair, gas

▪ Sifat: berbahaya vs tidak berbahaya
▪ Volume
▪ Berat
▪ Satuan atau unit: curah, unitised
▪ Penanganan: biasa, khusus
▪ Sensitif terhadap: waktu, proses
 KATEGORI PENGANTARAN

▪ Management of shipment: pemilik, pabrikan,

pihak ke-tiga
▪ Geographical coverage: lokal, nasional, regional,
global
▪ Time constraint: normal, ekspres
▪ Consignment size: muatan parsial/tidak penuh,
muatan penuh
▪ Cargo type: unitised (petikemas, boks, pallet),
curah (padat, cair, gas)
▪ Jenis angkutan/moda: single, kombinasi
▪ Cold chain: makanan dan farmasi
 JENIS KEGIATAN DAN JENIS ANGKUTAN

Pergudangan Pengangkutan Transshipment Pengangkutan Transshipment Pengangkutan Pengecer/

point point Konsumen

Pergudangan/ Pengangkutan Pergudangan Pengangkutan/ Pergudangan Pengangkutan ke

warehousing ke Bongkar/muat main haul Bongkar/muat pengecer/
Penyimpanan/i transshipment Tally Kepabeanan konsumen
nventory point dengan Kepabeanan Karantina dengan
Sortasi angkutan jalan, Karantina Stripping angkutan jalan,
Pengepakan perkeretaapian Dokumen Dokumen perkeretaapian,
Penandaan/ SDP atau SDP atau
marking kombinasinya kombinasinya
Pengukuran
Penimbangan
Stuffing
Stripping
Konsepsi Transportasi Antar Moda/Multimoda

▪ Composition :
Consolidation of freight/passenger in nodes → production function
▪ Connection :
Connection efficiency → economies of scale
▪ Interchange :
Seamless movements or continuity of movements
▪ Decomposition :
fragmentation of freight/passenger → consumption function
Sumber: Rodrigue dan Comtois, 2004
 Integrated Freight Transport Systems

Transmodal road. Mainly takes place at distribution centers, which have become strategic elements in freight distribution
systems. It is probably one of the few cases where intramodal transshipments can be combined with added value activities,
such as labeling and packaging. Although distribution centers were conventionally warehousing facilities in which commodities
could be stored while waiting to be sold to customers down the supply chain, this function has substantially receded. Time
constraints in freight distribution impacted on road based distribution centers, whose function is increasingly related to
transmodal operations and much less to warehousing. The true time-dependent intramodal facility remains the cross-docking
distribution center.
Transmodal maritime. Ship-to-ship transshipments mainly concerns intermediary hubs such as in the Caribbean, the
Mediterranean or ship-to-barge activities. Although in many cases the containers are actually unloaded onto a temporary
storage facility (commonly next to the piers), an off-shore hub is functionally a transmodal facility. They have emerged at
intermediary locations by offering transshipment advantages in view of costs related to pendulum multiport services coupled
with lower container handling cost related to transshipment-only terminals, in addition to economies of scale for feeder ships.
Transmodal rail. Probably represents one of the least investigated segments of transmodal transportation. Most rail systems
were built to service specific markets and were heavily regulated. It is only recently that containerization created the need for
transmodal functions in rail transport systems, since rail transportation was �forced� to address a new variety of movements,
many of them with international origins or destinations. Initially, rail developed greater intermodal efficiencies with maritime and
road transport systems, particularly because this represented new market opportunities.
 TRADE-OFF ANTARA TRANSPORT,
METODE PRODUKSI DAN INVENTORY
PRODUKSI BERDASARKAN
PESANAN

PRODUKSI

JUST-IN-TIME PILIHAN GLOBALISASI

(JIT) PRODUKSI
LOGISTIK
INVENTORY TRANSPORT
TATANAN SPASIAL (MERUANG)
PUSAT PENGUMPUL DAN
PUSAT DISTRIBUSI

INDUSTRI HARUS MEMBUAT KEPUTUSAN YANG OPTIMAL PADA PILIHAN YANG DIHADAPI:
a. Minimasi inventory (bahan dan hasil produksi), berdasarkan urutan produksi dan JIT
delivery;
b. Trade-off antara inventory dan transport melalui tatanan spasial pusat pengumpulan
dan pusat distribusi;
c. Trade-off antara metode produksi baru (globalisasi produksi dengan memanfaatkan
keunggulan kompetitif kawasan, region, dan negara) dengan transport.
 SUPPLY CHAIN SYSTEM INTEGRATION

MANUFACTURE INFORMATION

FINANCE
Proces- C
sing U
Order
Mana- Line Region-
Courier S
Road Custom-
Inven- gement, haul: al Con-
Trade, er Ser- T
Ware tory Label- Plan- Road, solidati-
Housing Mana- ling ning, Rail, on Dis-
Local vice O
and Call
gement and Pro- Sea, tribution
Region- Centre M
and Air Centre
cessing al Centre E
Kitting
R

MATERIAL/GOODS
IMPORT/EXPORT
 Impacts of River / Sea Shipping on a Transport Chain

Technological innovations and infrastructures development can have significant impacts on a transport chain
between an origin (O) and a destination (D). Once such innovation is river / sea shipping:
• (A) A standard transport chain involving road or rail transportation and intermodalism at two maritime
ports (Mp).
• (B) When possible, a transportation chain can use fluvial ports (Fp) with shipment being consolidated or
broken down at maritime ports.
• (C) With river / sea shipping, it is possible to bypass maritime ports and go directly from a fluvial port to
another. This is notably the case for Western Europe where for instance a fluvial port in Germany can be
linked to one in England.
 Distance, Modal Choice and Transport Cost

Different transportation modes have different cost functions. Road, rail and maritime transport have
respectively a C1, C2 and C3 cost functions. While road has a lower cost function for short distances, its cost
function climbs faster than rail and maritime cost functions. At a distance D1, it becomes more profitable to use
railway transport than road transport while from a distance D2, maritime transport becomes more advantageous.
Point D1 is generally located between 500 and 750 km of the point of departure while D2 is near 1,500 km.
 Intermodal Cost Function

Intermodal transport cost (C(T)) between an origin and a destination and using an intermediary point of
transshipment, is the summation of composition (C(cp)), connection (C(cn)), interchange (C(I)), and
decomposition (C(dc)) costs. Connection and interchange costs are related to national or international
distribution costs while composition and decomposition costs are related to local or regional distribution costs.
Significant costs reduction can be achieved with technical improvements for transshipment. However, with
growing congestion, particularly in urban areas, composition and decomposition costs may increase.
 Port Functions

Ports are a component of freight distribution as they offer a maritime / land interface for export and import activities. They are points of
convergence of inland and coastal transportation systems, defining a port's hinterland. This function may be direct, as freight reaches a port
directly through road transportation, or indirect as freight reaches a port though an inland port or through traffic consolidation at a regional port and
shipped by coastal transportation. Likewise, ports are points of distribution to inland and coastal transportation systems, defining a port's foreland.
At the local level, every port provides services to ships with berths, docks, navigation channels and repairs (occasionally), and services to
merchandises with cranes, warehouses and access to inland distribution systems.
Vertical and Horizontal Integration
Port Regionalization
Commodity Chain
 Commodity Chain
There are several stages through which a multinational corporation (or a group of corporations in
partnership) can articulate its commodity chain. These stages are in large part conditioned by
production costs and main markets. Commodity chains are also integrated by a transport chain routing
goods, parts and raw materials from extraction and transformation sites to markets. Obviously, the
nature of what is being produced and the markets where it is consumed will correspond to a unique
geography of flows. Three major stages can be considered within a commodity chain:

First Stage (Parts and raw materials). The cost structure for parts and raw materials often imposes
sourcing at the international level, a process which has accelerated in recent years. It dominantly
concerns the procurement of commodities. The flows occurring at this stage are mainly supported by
international transportation systems in a wide variety of contexts, such as bulk cargo for raw materials
and containers for parts. Distribution tends to involve high volumes and low frequency.

Second Stage (Manufacturing and assembly). Mainly concerns intermediate goods. Some capital
intensive manufacturing and assembly activities will take place inside of the national economy while
labor intensive activities will be out-sourced. Flows are either containerized or on pallets, with average
volumes and a tendency to have rather high frequencies, notably for commodity chains relying on
timely deliveries.

Third Stage (Distribution). Distribution of final goods mainly takes place on the national market,
although globally oriented distribution can take place, namely in the the electronics sector. Depending
on the scale of the distribution (international, national or regional), flows can be coordinated by
distribution centers having each their own market areas. Flows are often in low volumes (less than
truckload; LTL), but in frequency since they are related to retailing.
Producer and Buyer-driven Commodity Chains
 Producer and Buyer-driven Commodity Chains

Global commodity chains (GCC) come in two major categories,

one being producer driver and the other buyer driven:

Producer-driven GCC. They tend to have high barriers of

entry as many commodity chains require capital/technology
intensive production and economies of scale, such as in the
automobile and aeronautical industries.

Buyer-driven GCC. They tend to have low barriers to entry.

Producers are bound to the decisions of buyers through the
functions of design and marketing, notably when retailing and
brand names are concerned. The most significant sectors
concern agriculture, garments, footwear and toys.
Level of Embeddedness of Production and
Distribution
 Level of Embeddedness of Production and
Distribution
There are different levels of embeddedbess of production and distribution
systems, ranging from pure standardization where the market is serviced
from expectations about what the demand may be, to pure customization
where the whole commodity chain is responsive from the market's demands.
The trend in most sectors has been towards a higher level of embeddedness,
since this is associated with a higher level of synchronization with market
demand and lower levels of inventory. Sectors related to energy and raw
materials tend to have low levels of embeddedness as they have stable
outputs and a fairly well known demand that can be predicted in advance
(e.g. oil consumption for the American market). The apparel sector is
probably the one closest to pure customization as fashion is constantly
changing and thus commodity chains must adapt very quickly to market
fluctuations in terms of preferences and seasonality. Computer
manufacturers with a strong online selling strategy, such as Dell, fall within
the customized standardization paradigm as they offer customers the
possibility to provide specific specifications built from a set of existing parts.
The product (computer) is often not assembled until an order has been
placed.
 Conventional and Contemporary Arrangement of
Goods Flow

Contemporary freight flows tend to be of lower volumes, of higher frequency, often taking place over longer
distances. These flows have been associated with modal adaptation, namely through containerization. The
magnitude of these changes can be characterized by the growth of geographical areas of interaction, and by
the temporal flexibilization of freight flows, both resulting in a rising amount of freight transport. The
distribution center thus becomes the core component of such a distribution system as it regulates the flows of
a closer interaction between production and consumption.
The Scope of a Supply Chain, Logistics Chains and
Transport Chains
The Scope of a Supply Chain, Logistics Chains and
Transport Chains
In a physical product setting, the different types of chains can be explained in the
following way:

A supply chain focuses upon a product and extends back over the different actors,
activities and resources required for making it available at the place of consumption. It
encompasses a set of logistics and transport chains linking activities from basic extraction
of raw materials to retailing (final consumption). It is rare that a whole supply chain will be
managed by a single entity but it remains a functional entity.

A logistics chain focuses upon an item part of an inventory and extends from when the
item number is created (manufactured or received from a supplier) until it is dissolved
(item consumed, becoming a part of another item or being split into several items). For
instance, a logistics chain could include a product that has been assembled into a final
good, brought to a distribution center to be sorted and temporarily stored and delivered to
a retail store.

A transport chain focuses upon a consignment and extends over movement, physical
handling and activities directly related to transport such as dispatch, reception, transport
planning and control. For long distance logistics chains, a transport chain can involve a
sequence of modes and terminals. Containerization and intermodalism have helped
improved the efficiency of transport chains and consequently of supply chains.
The "Last Mile" in Freight Distribution
 The "Last Mile" in Freight Distribution
The "Last Mile" (or "Last Kilometer") is a common distribution problem. Although it was initially conceived
for the telecommunication sector (e.g. phone and cable services), it applies particularly well for freight
distribution. Long distance transportation tends to be well serviced by high capacity modes and terminals
and is prone to economies of scale (massification). As we get closer to the final customer, economies of
scale are increasingly difficult to apply as the size of batches tends to diminish (atomization). It would be
rare, for instance, for a single customer to be the consignee of the cargo of a whole containership. For an
international shipment, the global shipping network offers very high capacity levels and, depending on the
routes, a reasonable frequency of services (for instance, one port call every two days).

Hinterland transportation, which links gateways to inland terminals often using rail or barge services, is of
lower capacity but of higher frequency. Once freight consignments arrive at an inland terminal they are
collected and brought to distribution centers through regional segments, mostly by truck. The "Last Mile",
notably for retailing, often consists of truck deliveries taking place over short distances, but likely in a
congested urban setting and in less than full truck load (LTL). It is often one of the most complex element
of the commodity chain to organize as it reconciles many customers, a variety of shipments and reliability
difficulties related to congestion. The "Last Mile" concept also applies to the "First Mile", albeit in reverse,
which involves consolidation to a nearby transport terminal of the output of potentially several producers.

The containerization process is thus confronted with a growing tension between a massification at sea
and an atomization on land. Growing vessel size has led to the massification of unit cargo at sea. On
terminals and at the landside, massification makes place for an atomization process whereby each
individual container has to find its way to its final destination. A major challenge consists in extending the
massification concept as far inland as possible. Postponing the atomization of container batches shifts the
container sorting function to the inland and as such eases the pressure on port terminals. High-volume
rail and barge corridors including inland terminals play a crucial role in this process.