KR20100045499A - Transportation management system - Google Patents

Abstract

An inland freight management module manages inland moves of freight from a plurality of vendor supply locations to port and includes a profile maintenance component, a load planning component, and a load routing and booking component. The load planning component is programmed for planning field consolidation of one or more container loads via a multi-stop route between the plurality of vendor supply locations. A gateway balancing module balances shipments of a plurality of containers between a plurality of associated gateways and includes a determine demand subcomponent, a calculate containers subcomponent, a determine capacity subcomponent, and a generate balance recommendations subcomponent. The generate balance recommendations subcomponent is adapted to provide a user with a gateway balancing recommendation based upon a comparison of a handicapped gateway demand and de-consolidation capacities of each of the plurality of associated gateways.

Description

Transportation management system {TRANSPORTATION MANAGEMENT SYSTEM}

The present invention relates to a transportation management system.

The ability to actively and efficiently engage in global trade and procurement of goods from sellers is essential for many businesses. Goods procured from the seller arrive at the final place through several stages of transportation. The goods typically undergo inland trasportation from the seller to the port of origin. The goods are then mixed and loaded into transport containers, such as offshore containers, and transported from the departure port or export gateway to the import gateway. Finally, the goods are delivered from the import gateway to the final destination. There is a need for improvement in addressing the complexity of planning and carrying out the procurement and transportation of goods from sellers.

Some embodiments relate to an inland freight management module for managing inland movement of cargo from a plurality of vendor supply locations to a port. The inland cargo management module includes a profile maintenance component, a load planning component, and a load routing and booking component. The profile maintenance component is adapted to maintain an inland planning zone profile that includes information about a plurality of inland planning zones created according to one or more customs districts. The load plan component is coordinated to communicate with the profile maintenance component and establish partial load freight shipments with container loads from a plurality of seller supply sites. The loading plan component is programmed to plan field consolidation of one or more container loads via a multi-stop route between multiple merchant supply sites, where the multi-stop route Is created inside one of the plurality of inland planning zones. The load routing & booking component includes one or more interactive menus for booking inland freight carriers for multi-stop routes.

Some other embodiments relate to a gateway balancing module for balancing distribution of shipments of a plurality of containers between a plurality of associated gateways. This module includes the demand demand subcomponent, the calculate containers subcomponent, the capacity capacity subcomponent, and the generate balance recommendations subcomponent. Include. The demand determination subcomponent is adjusted to determine the de-consolidation demand for each of the plurality of associated gateways based on the total number of containers associated with each gateway. The container calculation subcomponent is adjusted to determine the handicapped de-consolidation demand for each of the plurality of associated gateways based on the blend separation complexity. The capacity determination subcomponent is adjusted to determine the available mixed-classification capacity for each of the plurality of associated gateways. The Create Balanced Distribution Recommendation subcomponent provides the user with a gateway balancing recommendation based on a comparison of handicapped gateway demand and de-consolidation capacities of each of a plurality of associated gateways. Is adjusted to provide.

While a number of embodiments have been disclosed, those of ordinary skill in the art will become apparent from the following detailed description, which represents and describes exemplary embodiments of the invention. Accordingly, the drawings and detailed description are to be regarded as illustrative in nature and not as restrictive.

1 is a schematic diagram of an Integrated Transportation Management System, in accordance with some embodiments.
2 is a schematic diagram of an inland cargo management module of the system of FIG. 1, in accordance with some embodiments.
3 is a schematic diagram of a plurality of inland planning zones of an inland cargo management module, in accordance with some embodiments.
4 is a schematic diagram illustrating some types of equipment associated with an inland cargo management module, in accordance with some embodiments.
5 illustrates a feature of a planning menu for viewing shipment planning information and for making load planning and building selections, in accordance with some embodiments.
6 is a schematic diagram illustrating features of a load summary of an inland cargo management module, in accordance with some embodiments.
7 illustrates a feature of a field consolidation savings summary of an inland freight management module, in accordance with some embodiments.
8 illustrates a feature of the Interactive Routing & Booking component menu of the Inland Freight Management Module, in accordance with some embodiments.
9 is a schematic diagram of a Minimum Quantity Commitment Balancing process of the system of FIG. 1, in accordance with some embodiments.
10 is a schematic diagram illustrating an import gateway, in accordance with some embodiments.
11 is a schematic diagram of a three level balanced distribution of a gate balanced distribution component, in accordance with some embodiments.
12 illustrates a profile maintenance component, in accordance with some embodiments.
13 illustrates an example of some Gateway Associations of a Gateway Balanced Distribution Component, in accordance with some embodiments.
14 is a schematic diagram of a Manual Override Subcomponent of a Gateway Balanced Distribution Component, in accordance with some embodiments.
15 illustrates a balanced distribution recommended generation subcomponent of a gateway balanced distribution component, in accordance with some embodiments.
While the invention may be modified in various modifications and alternative forms, specific embodiments have been shown by way of example in the following and will be described in detail below. However, the invention is not limited to the specific embodiments described. On the contrary, the invention is intended to cover all modifications, equivalents, and alternatives falling within the scope of the invention as defined by the appended claims.

1 is a schematic diagram of an integrated transportation management system 20. The system 20 includes an inland cargo management module 22, an MQC balance distribution module 24, and a gateway balance distribution module 26. In some embodiments, the system 22 is wholly managed by a large retail entity (LRE), which owns and / or operates a plurality of geographically-differentiated retail locations directly or indirectly. In another embodiment, the system 20 is managed by a plurality of entities.

In general terms, the system 20 transports freight from vendors to one or more departure ports, also referred to as goods or products, from departure port to arrival port. It is used to manage the transportation of the goods and the mix-classification and delivery of the goods from the arrival port to the retail or other final place of transport. As used herein, "port" generally refers to an ocean carrier port, an airport terminal, or the like. While various parts of the system 20 are software based, including databases, networks, and other related technologies, manual processes are also contemplated. In some embodiments, instructions and other information about the various system processes described herein are stored on computer readable media and / or documents as desired.

As will be understood with reference to the following description, various features of the present system 20 are implemented as an interactive menu provided to one or more system users. Optionally, these types of interactive menus are made available to system users using a user interface including computer hardware, software, computer readable media and related components for presenting and receiving system information such as a computer workstation. As used herein, “user interface” includes but is not limited to a single location, or a single workstation as an example. In some embodiments, the user interface is viewed and / or manipulated from multiple locations, optionally as desired. For example, the user interface optionally includes a plurality of networked devices in geographically separated regions that are operated by one or more system users.

As shown in FIG. 1, the system 20 is optionally adjusted with respect to " in-store dates ", which is the date on which the product is scheduled to be delivered to the retail location. Thus, an arrow indicating the transport management process flow between the modules 22, 24, 26 (or devices 22, 24, 26 according to some embodiments) is adjusted with respect to the delivery date at the retail location. In other words, delivery dates to the retail location are targets, and the system 20 is adjusted to deliver to those targets.

2 shows in schematic form the various components of an inland cargo management module 22. The inland cargo management module 22 includes a profile maintenance component 40, a loading plan component 42, a loading routing & booking component 44 and a blender information management component 46. In general terms, a large retail entity (LRE) manages inland movement of cargo shipments using an inland cargo management module 22 from a seller to a departure port, also described as a seller's supply location, supplier or supply location, This is explained in more detail.

The profile maintenance component 40 includes an inland planning zone profile 60, an inland rating zone profile 62, a vendor profile 64, a facility profile 66, Means for maintaining a Booking Profile 68, an Equipment Profile 70, a Container Loading Profile 72, and a Booking Queue Profile 74. do. In some embodiments, Profile Generation and Maintenance Component 40 includes one or more databases for receiving and storing profile information. Optionally, profile information is generated using manually entered data and / or electronic data received from one or more remote sources, for example via a network connection.

In general terms, each of the modules 22, 24, 26 optionally selects and predicts inland shipping, international carriers and / or ocean gateway intake and distribution. Rely on information from various profiles. For reference, as used herein, an "international carrier" generally refers to an ocean carrier, an air carrier, or the like, and alternatively a container shipment carrier. Is described. The inland planning zone profile 60 and other system components, which will be described in greater detail, are adjusted to promote reduction of inland cargo consolidation at the consolidation facility and to achieve network efficiency. In particular, the efficient use of multi-stop inland carrier routes increases on-site mixing of container loads and, in turn, reduces the need for using consolidators.

For reference, a blender is typically a freight consolidation operation located close to one or more departure ports. A container freight station (CFS) facility is an example of a blender, also described as a central consolidator or freight forwarder. In turn, a container yard (CY) facility is located at the departure port and is operated to load the container into a carrier for overseas shipment. As used herein, “CFS load” is generally referred to as partial container load freight shipment or otherwise, for example, partial load shipment or partial container product shipmnet. Refers to a load that is also a candidate for mixing, also described as. "CY loading" is container loading selected for direct routing to a port, which is full at a container loading or vendor supply site and is also described, for example, as a full container load.

Inland planning zone profile 60 includes planning zone information. FIG. 3 is a schematic illustration showing a plurality of departure ports, or a plurality of merchant supply locations 80 (eg, factories) associated with the ports 82, according to one or more planning zones 84. Planning area 84 is created using geographic boundaries, administrative boundaries (eg, state boundaries, local boundaries, city boundaries, or the like), latitude, and longitude coordinates with respect to seller supply site 80. . Planning zones are also created in view of customs area boundaries or are customs-area-based zones.

In some embodiments, one or more planning zones 84 are bounded by a customs area, which may be multiplied by, for example, increased costs, permits or other requirements to cross the customs area. -Stop the route from crossing the area, obstruct, otherwise reduce the desirability. For reference, several types of customs areas are found all over the world, including, for example, those associated with Shenzhen and Hong Kong Special Administrative Regions of China. It should also be understood that the effect of a customs area may depend on the type of product being transported, the type of equipment used to transport the product, and other factors. As such, in some embodiments, the customs area is not a factor of multi-stop routing.

Inland rating zone profile 62 includes rating zone information. In some embodiments, the rating zone is based on one or more flat rate shipping costs (shipping cost from a seller's supply location within the rating zone to a particular port), weight, from a seller location based near the port. In accordance with the shipping rate to the port, the freight charge to the port based on distance, or other transport charges. Inland cargo management module 22 optionally considers one or both of the inland planning area and the inland rating area.

The seller profile 64 includes a supply location address, a working time, a number of shipping equipment that the seller supply site can handle at a given time, whether the location provides drop off container loading or live container loading. information about one or more seller supply locations, such as providing live container loading, facility restrictions and other types of seller information.

The facility profile 66 is, for example, container freight depot (CFS), foreign trade zone (FTZ) admixtures, ports of export terminals, ocean carrier terminals And information on various mixed and transport facilities, including Pre-Clearance Facilities. Facility information includes facility address, hours of operation, quantity of transport equipment that can be handled at any given time, facility limitations or other types of facility information.

In some embodiments, booking profile 68 includes a hierarchy of inland cargo carriers available, such as inland trucking companies. In some embodiments, booking profile 68 also has information regarding contracted minimum volume obligations, for example for inland cargo carriers.

Facility profile 70 includes facility information about various components of system 20. Facility profile 70 includes utility information according to facility category, size, type, weight thresholds, maximum and minimum volume ranges, and other transportation facility information. 4 is a schematic diagram of a data screen 90 showing some types of facility information included in a facility profile 70, although other facility information is also contemplated.

In some embodiments, the facility information also includes several business rules. For example, the facility information may include a business rule that an inland point intermodal (IPI) order should use only a 40 foot shipping container. As mentioned above, information from facility profile 70 is optionally accessed by other modules 24, 26. For example, a sales rule that requires an Inland Point Composite Transport (IPI) order to use only a 40-foot shipping container is optionally used in the Gateway Balance Distribution Module 26 to provide potential for drayage from mixed-classification. Avoid chassis chassis limitations.

Container loading profile 72 includes container loading information regarding the shipping carton orientation, item loading order, and other container loading requirements. For example, in some embodiments container loading information includes several container loading rules. One optional rule is that inland shipment cartons should be loaded with the purchase order and item markings facing the tail of the inland shipping container. In some embodiments, the container loading profile 72 is accessed during inland cargo carrier booking where one or more loading rules are provided to the inland cargo carrier via email, printout, or other communication means. For example, such an operating rule is optionally notified to the inland cargo carrier to help ensure compliance.

Another optional rule is that retail items are placed at the front of the inland shipping container, while non-retail items are located at the end of the inland shipping container. In some embodiments, this rule or related information is presented to the system user during route planning & building. Using such information, the system user can ensure that the non-retail item is loaded at the end of the multi-stop route between seller supply sites to consider whether the pick-up is for a retail or non-retail purchase order item. Has the option of establishing a stop sequence. In other embodiments, such business rules are automatically executed by one or more system components via appropriate algorithms.

The booking queue profile 74 includes booking information regarding inland freight shipments that the Large Retail Entities (LREs) are responsible for establishing as container loads. This shipping list is also described as a booking queue. Is the quantity, type, and load of the goods loaded in a container rack (CY) versus container cargo storage (CFS), and whether the large retail entity is responsible for shipping to the port (FCA) or the seller is responsible for shipping to the port? Booking information, such as FOB, and other booking information, is the result of one or more merchant booking processes used by a large retail entity (LRE). Although FCA and FOB are used herein as examples, it should be understood that the use of shipping information and other types of designators, including all that are intentionally recognized in connection with Incoterms, is also contemplated.

The load plan component 42 includes the CY Load Handling Subcomponent 80, the Field Consolidation Subcomponent 82, and the Central Consolidation Subcomponent 84. ), Maintain Loads Subcomponent (86), and Field Fill Consolidation Obligations Subcomponent (88). In general terms, the loading plan component 42 includes means for establishing inland cargo loading from the seller to container loading. The loading plan component 42 uses the information from the profile retention component 40 to assist in the on-site mixing of inland cargo shipments to container loading routes using multi-stop routes (eg, inland at container cargo collection stations). As opposed to mixing cargo shipments). Generally speaking, and where appropriate, container loading reduces travel to the port, generates more cargo, and / or alternative use containers may have special shipping requirements (e.g., reefer). It is planned to address the need to meet. Some embodiments also promote the use of larger containers as appropriate. For example, one container planning system may include first loading a 45 foot container, then loading a 40 foot high cubic container, then loading a 40 foot standard container, but other systems are also contemplated.

In some embodiments, the subcomponents are executed using a series of interactive menus similar to those previously described that present information to the system user and allow the selection of available shipping options. Optionally, container loading and associated inland cargo routes are established automatically or semi-automatically by the loading plan component 42 as desired.

In some embodiments, the loading plan component 42 includes means for accessing the booking queue profile 74, for example a network connection, and then criteria generated from the profile maintenance component 40, Includes means for narrowing or filtering booking information according to multiple freight shipment selection criteria. FIG. 5 illustrates some features of the planning menu 92 adapted to allow a system user to view shipping plan information and make various loading planning and establishment choices. In more detail, planning menu 92 includes one or more sets of interactive menus that derive or otherwise interact with information from various system components, but other types of interfaces are also contemplated. During load planning and establishment, the system user optionally selects several shipment selection criteria on the plan menu 92 to narrow the inland cargo shipments available to the system user to plan and establish the load.

The CY load handling subcomponent 80 includes means for confirming a container yard shipment, also referred to as CY load or full load, booked from a vendor supply site. In some embodiments, the CY load handling subcomponent 80 includes one or more algorithms that automatically assign free carrier (FCA) CY loading to pending routing / tendering. . The designated FCA CY load is then automatically removed from the booking queue and associated with world carriers (eg marine or air carriers) by CY Load Handling, bypassing additional multi-stop routing loading plans.

In another embodiment, the CY load handling subcomponent 80 is implemented using user selection criteria on one or more interactive menus, such as user selection criteria of the planning menu 92. For example, optionally, the system user filters the booking queue to FCA CY loads and then establishes FCA CY loads as CY shipments that are routed directly to the port.

Planned FCA CY loads are typically sent directly to the port, but several problems arise that result in "light loads". For example, there may be a problem of last minute production at a vendor supply site where some shipments are not ready for pick-up. In some embodiments, this type of information is provided to the system user via an alert on one or more interactive menus. The system user is then given the option of either placing light loads directly into the ports to the planned ports or establishing light loads on a multi-stop route for larger equipment usage.

The field mix subcomponent 82 includes means for identifying and selecting shipments for site mix. In some embodiments, the on-site consolidation subcomponent 82 filters the booking queue information to indicate an inbound cargo shipment that requires intermingling, such as, for example, partial container loading cargo loading or CFS shipments. It includes. As mentioned previously, in some embodiments, the seller booking process predefines partial loading shipments, or CY loadings, which take two or more shipments, similar to containers.

In some embodiments, the system user may select a shipment to establish as a load according to the planning area profile 60. For example, booking queue shipments are optionally filtered with partial loading shipments, which are then filtered by the planning area. In general terms, the multi-stop route is planned in the planning zone by starting with the first seller supply site and establishing a multi-stop route including other seller supply sites in the planning area. In another embodiment, the multi-stop route is erected across the planning zone as appropriate. Multi-stop routes are planned taking into account information and other information, such as, for example, the scheduled shipping volume for each pickup at the seller location and the timing / availability of the shipment item from the seller supply site.

As mentioned previously, system users are optionally provided with available planning information on one or more interactive menus, such as those previously described. The user then selects shipments from several merchant supply sites to establish a multi-stop route for on-site mixing. In another embodiment, the site mix subcomponent 86 includes algorithms or other means for automatically evaluating planning information and for multi-stop routing of partial load shipments. Optionally, the automatic assessment results are provided to the system user as one or more suggested loads along the corresponding multi-stop route.

After the load has been established in one or more planning zones, the remaining CFS shipments that need to be established as loading can be established across the planning zones for on-site mixing as desired. In some embodiments, the system user specifies which of the remaining shipments is appropriate for cross-planning-zone field consolidation. In more detail, shipments that are not selected for on-site mixing are mixed through other mechanisms, such as through mixing in a container cargo collection center (CFS). In some embodiments, the site mix subcomponent 82 includes algorithms or other means for automatically evaluating plan information and providing one or more proposed cross-plan-zone site mix loading routes.

Several loading scenarios are suitable for field mixing or multi-stop routing according to various embodiments. For example, in some embodiments, the multi-stop route results in full load and then full load is sent to the port. Optionally, the system user can load and follow a multi-stop route using shipment weight, cubic volume, cargo ready dates, vendor supply location and / or one or more interactive menus. Use information from the profile, including other information to establish the order of stops.

As another example, the multi-stop route can optionally result in partial load ("head load shipment") and then passed to a blender, such as a foreign trade zone (FTZ) blender, to further add to full load or excess. Combined in fuller load, you have a "top-off" shipment. In order to promote efficient mixing, preparation is made in advance for "top-off" shipments to be delivered to the blender along with "head-loading" shipments falling from the multi-stop route.

If head load shipments and top-off shipments have different destination gateways, the system user may change one of the gateway destinations or organize such container load partial cargo shipments in accordance with some embodiments. have the option to refuse pairing. In another embodiment, the site mix subcomponent 88 is adjusted to automatically determine whether otherwise "top off" and "head load" shipments are suitable for joining. If the head loading shipment is the result of an overflow from a container loading (CY) shipment, the system user is given the option to place the overflow shipment on another carrier and / or on another vessel / voyage.

The central blend subcomponent 84 includes means for blending FCA partial loads that are not selected for on-site blends and means for blending cargo on the onboard (FOB) partial loads. In some embodiments, the system user has the option of establishing a load prior to or after receipt of the blender. In some embodiments, central mixed subcomponent 84 is adapted to identify and select a plurality of partial load cargo shipments and to route the plurality of partial load cargo shipments to the central blender.

With regard to FCA shipments, large retail entities (LREs) are typically responsible for managing the routing of partial load shipments to intermixers. For example, optionally a system user may book a facility, such as a truck or lorry, for bringing a partial load shipment to a blender using one or more interactive menus or other appropriate means.

With respect to FOB shipments, the seller is responsible for managing the delivery of partial container load shipments to intermixers, but system users are provided information regarding inbound FOB partial shipments, including notification of shipment timing. Such information may be provided, for example, on one or more interactive menus of the central mix subcomponent 84 to facilitate management of the load mix. In particular, knowing inbound FOB shipment information also allows system users to better choose shipments from inbound lists and to better generate outbound loads to ports. Then, once the load is created, the carrier and the ship / navigation are assigned.

In some embodiments, the load retention subcomponent 86 provides the system user with a load summary 94 in the form of one or more interactive menus, for example after multiple shipping loads have been established. 6 is a schematic diagram illustrating features of a stacking overview 94. For example, the loading summary 94 includes information such as system specific container number, loading ID, loading status, number of shipments including loading, total cubic volume of loading, and the like. In some embodiments, the size and type of facility for loading is selected on the loading scheme 94. In other embodiments, the size and type of facility is selected at an early stage of the load planning and establishment process. Access to the list of facility sizes and types is provided to the system user by selectively accessing the facility profile 70.

Load maintenance subcomponent 86 also includes a means for a system user to add or remove shipments from a load using one or more interactive menus. In one embodiment, the load retention subcomponent 86 prohibits the addition or removal of freight shipments from a load in which the shipment is booked as an inland freight carrier. For example, the system user may optionally be warned that one or more shipments have been booked and given the option to send a booking cancellation notice to the appropriate inland cargo carrier. In addition, when adding additional shipments to a load, the load retention subcomponent 86 accesses and updates a booking queue. In particular, if one or more shipments are removed from the load, the shipment is placed behind the booking queue and used to establish another load.

The site mix obligation fulfillment subcomponent 88 includes a means by which a system user can view site mix efficiency information and ensure that an appropriate amount of site mix is achieved in the loading planning and formulation. In some embodiments, the site mix efficiency information is shown on the site mix savings overview 96. Although the site mix saving information 96 of one embodiment is generally shown in FIG. 7, other values and data are optionally included in addition to those shown. Optionally, the efficiency information includes a comparison of the cubic volume of CFS candidate loads to the actual site mix loads created. For example, initially, the site mix obligation fulfillment subcomponent 88 includes an algorithm that calculates the cubic volume of all cargo that will go to the blender if no action is taken.

When a load is established and / or after a load plan is completed, a comparison of the volume of on-site mixed shipments for full partial container load cargo shipments is evaluated. In some embodiments, this information is presented to the system user during the loading plan on one or more interactive menus so that the system user knows how efficiently the loading is being established by maximum site mix. In some embodiments, a predetermined minimum efficiency or use of site mix is required by the site mix duty fulfillment subcomponent 88. Proper alerts are given to system users, administrators, or others if predetermined minimums or goals are not met. At least in this manner, the subcomponent 88 optionally includes one or more threshold efficiency requirements.

The efficiency information includes a comparison of the total number of partial load cargo shipments going to the blender, excluding the field mix, the total number of actual on-site blend loads established, and the percentage field mix calculated from both. In some embodiments, the calculation is based on the total cubic volume of latent partial container load cargo loading and actual partial container load cargo loading. This efficiency information is also optionally assessed by the planning area. In some embodiments, cost savings are additionally or alternatively calculated using mixed prices per cubic volume associated with one or more blenders.

The routing & booking component 44 includes means for booking inland cargo carriers (eg, one or more trucks) for pick-up and delivery of shipments that form container loads. Component 44 also includes means for generating and delivering routing instructions to the booked inland cargo carrier. As shown in FIG. 8, in some embodiments, the means is one that provides information to the system user, for example, available inland cargo carriers, available equipment of inland cargo carriers, and other information from various profiles. The interactive routing & booking menu 98 is included.

The system user can select the inland cargo carrier for the established load using, for example, the loading plan component 42 including one or more interactive menus. In some embodiments, facility profile 70 is updated when an available facility is selected for transporting inland cargo.

8 illustrates some features of the interactive menu 98 of the routing & booking component 44 used by the system user. In some embodiments, selection criteria are used to specify multiple loads for booking and routing by inland cargo carriers. For example, the system user may select filtering criteria to reduce the load list with shipments that require inland carrier booking. The system user then selects one or more options, such as equipment type and inland carrier, and sends a booking request and routing command, such as an electronic booking request, via email or other electronic means.

In some embodiments, a dispatch report is provided for the inland cargo carrier in the booking request and routing instruction. Optionally, routing commands may include scheduled appointment times for each pickup along the multi-stop route, order of pickup at the merchant location along the multi-stop route, all required addresses in the appropriate language (eg, English and local languages), Include purchase order information, quantity to be picked up at each seller's location, and other information as desired. The inland cargo carrier then picks up the partial container loading cargo shipments and loads them into, for example, a truck container or other suitable shipping container.

In addition, routing & booking component 44 optionally includes means for assigning container shipping carriers and shipping / navigation for planned loading, such as one or more interactive menus similar to those previously described.

As mentioned above, container loading optionally assigns international carriers and ships / voyages prior to the use of container loading planning and establishment component 42. For loads mixed in container loading, the routing & booking component 44 requests the system user for automatic assignment of international carriers and navigation / navigation or information from the MQC balance distribution module 24, described in more detail below. On the basis of the manual, the option of selecting the appropriate international carrier and ship / navigation is provided.

In some embodiments, if the system user selects a manual option for assignment, the routing & booking component 44 ships containers based on contractually established minimum quantity commitments (MQCs) for multiple carriers. Present the carrier automatically. Optionally the MQC information is provided by the MQC balance distribution module 24, which is described in more detail below. The routing & booking component 44 additionally or alternatively includes other means for determining appropriate carriers, for example by accessing availability and pricing information on the Internet or other sources.

The blender information management component 46 includes means for updating the load plan component 42 and / or the routing & booking component 44 with information received by one or more shipments from the blender. For example, the reception of information may be received manually or electronically from a blender and entered, for example, into profile generation and maintenance component 40 or other system components.

In some embodiments, blender information management component 46 includes means for tracking, recording, and communicating related shipping events when shipments are received, mixed in a loadpath, and / or transported from a blender to a port. For example, the blender information management component 46 may include a stop, timestamp information for pickup, information about sealing of a particular container, and a receipt at the blender container cargo collection center (CFS). One or more algorithms for maintaining verification, delivery type stamps at the port, and the like.

In some embodiments, RFID event, bar code, GPS, and / or other technologies are used to track, record, and communicate transportation event information. In addition, the inter-mixer information management component 46 is not intended for inland issues, such as shipments that are not picked up on time at a stop, for reasons that are not ready for shipment or are not picked up on time due to inland freight carrier delays. Includes the ability to process events to hold events.

The MQC balance distribution module 24 operates based on contractual obligations with the international carrier for the minimum quantity consignment (MQC) of containers carried by the international carrier. The MQC balance allocation module 24, described below, allows for MQC determination and fare management, MQC assignment by shipping lane (if the shipping route includes a route from one particular point to another), It includes means for tracking MQC loading by international carriers and tracking the fulfillment of MQC obligations. Means for performing such tasks optionally include one or more interactive menus similar to those previously described.

9 illustrates in schematic form MQC processing. The MQC decision and freight management process is provided by contracting, for example, a minimum quantity per year. The container loading obligation may then be determined on a monthly, weekly or daily basis, for example for each marine carrier. The determined MQC is assigned by the shipping route, which extends from the departure port to the destination gateway.

The running tally of containers that fulfill the MQC obligations to the carrier is updated and recorded. For example, MQC balance distribution module 22 optionally includes one or more databases for storing MQC data and a processor for receiving and updating MQC data. MQC balance distribution module 24 optionally integrates and / or interacts with modules 22, 26 that share information and / or process tasks as desired.

The gateway balance distribution module 22 assists in the balance distribution of imported container shipments between gateways in accordance with the loading of gateway resources. 10 is a schematic diagram illustrating various import gateways. For reference, a "gateway" for import shipment of goods to be delivered to retail location 100 is, for example, arrival port 102 (inland inland port, such as an airport or marine carrier port inland, for example). For example, it is supported by the Chicago Marine Transporter Port on Lake Michigan), blender 104, import warehouse, trucking, and distribution center 106. In general terms, gateway balance distribution module 22 provides a means for balancing distribution of shipments of a plurality of containers to one or more container loading carriers between a plurality of associated gateways. Once a container loading carrier is assigned to a container loading shipment, one or more container loadings are loaded into the container loading carrier's shipping. Container loading is then delivered by ship to the recommended gateway and unloaded from the recommended gateway.

In some embodiments, U.S. Gateways for import include Pacific Coast gateways such as Pacific Northwest, Pacific Southwest, Pacific Central Coast, Prince Rupert and Lazaro Cardenas Gateways, Atlantic Coast gateways such as Atlantic Southeast, Atlantic Northeast, Atlantic Central Coast Gateways and Mexico Gulf of Mexico gateways, such as the South Central Coast Gateway.

As mentioned previously, container shipping carriers (eg, marine carriers or air carriers) are booked for transport containers via one or both of the inland cargo management and MQC balance distribution modules 22, 24. The gateway balance distribution module 22 optionally includes several levels of balancing before, during, and after the container shipping carrier booking process. Although several levels of balanced distribution are described, it should be understood that any combination of fewer levels, larger numbers, or balanced distribution levels is contemplated in accordance with various embodiments.

The first-level gateway equilibrium distribution selectively exports the departure port (where containers are received) to the destination gateway (where the container is received) based on various factors, such as the expected purchase order volume originating from a particular market of origin. To be assigned). For reference, a "purchase order" refers to products ordered from one or more sellers, such products being imported into one or more container shipments for one or more container shipping carriers.

The second level of balance distribution optionally includes using a split purchase order process, or " SPO process, " in which a large purchase order is automatically split into small quantities of purchase orders and passed between multiple gateways.

The third level of balance distribution is described in more detail below. In some embodiments, the third level of balance distribution occurs before the carrier booking and ends when the carrier booking is confirmed by the international carrier.

The fourth level of balance distribution is optionally made after carrier booking but before the start of container shipment (eg via sea carrier or air carrier). In some embodiments, the fourth level of balanced distribution has a low utilization rate due to international carrier re-booking fees. For example, the use of this fourth level of balanced distribution occurs in less than 5% of the booked shipments in some embodiments.

The fifth level of balance distribution is optionally through a vessel diversion process, in which one or more carriers are changed on the way to the gateway. This fifth level of balance distribution is typically used less frequently. In order to enable this type of vessel conversion, which occurs relatively late in the transport process, a fifth level of balance distribution can be collected by the carrier with a relatively high fee.

As shown in FIG. 12, the third level of balance distribution includes a profile maintenance component 110, a manual override component 112, and a balance distribution recommendation generation component 114. 13 illustrates various features of the profile retention component 110 in more detail. As shown in FIG. 12, the profile maintenance component 110 includes a Gateway Capacity Profile 120, a Change Preference Profile 122, and a Gateway / Port Association Profile. 124, Container Complexity Profile 126, Equipment Profile 128, Alert Profile 130, Inter-Gateway Association Profile ( 132) and means for creating and maintaining a Purchase Order Shipment Assignments Profile 134.

In some embodiments, profile component 110 includes one or more electronic databases for storing profile information and may be manually entered by a system user or otherwise another source, for example modules 22, 24. ) Receive electronic information received from and / or via network communication. In particular, the creation and maintenance of various profiles is automated to the desired degree through the use of computer hardware, software and related technologies.

In some embodiments, the process of creating and maintaining gateway capacity profile 120 includes collecting and maintaining mixed-classifier container capacity information, import warehouse container capacity information, and tracking market capacity information. In some embodiments, gateway capacity information is based on a particular day, but the capacities may be evaluated according to different time frames.

For reference, the mixed-classifier divides and classifies container content from container shipments into smaller amounts for distribution. In some embodiments, each mixed-classifier generally has a facility to serve one or more customers, one of which is a large retail entity (LRE). In some embodiments, a large retail entity (LRE) predicts the minimum mix-classification volume for one or more mix-classifiers.

The container mix-classifier capacity information includes the minimum quantity and minimum quantity threshold predicted for the mixed-classifier. The minimum amount represents the target minimum amount provided to the mixed-classifier and expressed as a percentage, the minimum amount threshold is, for example, a self-imposed maximum allowable from the minimum amount. downward deviation).

In some embodiments, the mixed-classifier information also includes a maximum quantity and a maximum quantity threshold. The maximum quantity represents the target maximum amount to be provided to the mixed-classifier, and the maximum quantity threshold, expressed as a percentage, is, for example, a self-imposed maximum allowable upward deviation from the maximum quantity. (self-imposed maximum allowable upward deviation). In addition, the mixed-classification capacity information optionally includes an ideal quantity based on the planned volume of the container to be delivered to a particular gateway.

Mixed-Classifier and / or Large Retail Entities (LREs) are subject to LRE's expected mixed-classifier volume requirements, mixed-classifier total volume capability, and mixed-classifier volume capability from other mixed-classifier customers. The maximum and minimum container capacity values are set by evaluating the reduction and other factors affecting the mix-classifier performance.

Import warehouse capacity information and / or trucking market capacity information is optionally set similarly, for example, including minimum, maximum, and / or ideal quantity information. Alternatively, market trends, historical data and / or other information are analyzed to predict import warehouse capacity and / or tracking market capacity.

Preference change profile 122 includes information regarding the ranking of container shipments that are maximum to minimum eligible for gateway changes. In some embodiments, preference change profile 122 also includes category information. Category information is generated by grouping and rating container shipments for gateway change eligibility based on whether purchase orders for product types and / or container shipments were created as split purchase orders during the first-level gateway balance distribution (100). do.

The preference change profile 122 also optionally includes information regarding the minimum number of days before the gateway balance distribution module 22 should book sellers for container items that are to be considered as corresponding container shipments eligible for balance distribution. In some embodiments, the minimum number of days is zero. That is, in some embodiments, container shipping is not eligible for balance distribution until booking the provision of container contents and / or full purchase order volume at a seller supply site.

The preference change profile 122 also optionally relates to the booking situation and timing of container shipments when the gateway balance distribution module 26 should no longer consider container shipments eligible for gateway balance distribution between a plurality of associated gateways. Contains information. In some embodiments, container shipping is no longer eligible for gateway balance distribution when a container shipping carrier (eg, a marine or air carrier) sends a hold confirmation for container shipping.

The gateway / port association profile 124 optionally includes information regarding the import gateway and the arrival port associated with the import gateway. In some embodiments, the profile also includes information about the export gateway and the export port associated with the export gateway. The profile also optionally includes information about the association of one or more mix-classifiers with an import gateway, and the association of one or more mix-types with an export gateway or export port.

Container complexity profile 126 includes information about the container's relative complexity or container mix-classification complexity factors with respect to the mix-classification. For reference, one or more factors regarding mix-classification complexity are optionally combined to assess mix complexity. In particular, several factors play a role in the degree of time / effort that container mix-sorting (and mix) requires. For example, in some embodiments, the container mix factor is used to efficiently achieve field mix in a similar manner to container mix-classification during inland cargo management, for example during loading planning & routing.

In some embodiments, several factors are averaged or otherwise combined to rank all containers on a relative complexity scale for multiple shipments associated with one or more gateways. Balanced distribution recommendation generation component 114, described in more detail below, accesses appropriate data, such as profile information, and calculates container complexity factors. In some embodiments, containers with moderate mix-classification complexity are optionally used as starting points, or base complexity with a base grade of 1.00. More complex containers have a higher rating, for example a rating of 3.00 is equivalent to mixing-classifying the contents of three containers, even if the container is physically one facility. Less complex containers have a lower rating, for example, a rating of 0.05, which is equivalent to one-twelfth of the average container.

One container mix-classification complexity factor relates to carton complexity. The carton complexity factor is optionally assessed by the ratio of the number of transport cartons and the cubic volume of the container in which the transport cartons are transported. Less cartons are typically less complex to mix-classify. In particular, fewer cartons require less physical movement during mix-classification, reducing the relative complexity of the mix.

As one non-limiting example, in some embodiments, the range of three ratios is selected to correspond to a low complexity rating of 1, a medium complexity rating of 2, and a high complexity rating of 3. In other words, the higher the ratio, the more complex the carton is to mix-classify and the higher the complexity level of the carton. Although three ranges with three correspondence classes have been described, the evaluation and designation of more or less level complexity is also contemplated.

Another container complexity factor concerns item complexity. The item complexity factor is optionally assessed by the number of items on a container associated purchase order, where a greater variety of container content requires more time for sorting and receiving. For example, mixed-classifiers often receive purchase order items as well as investigate items by item when creating outbound ship notice manifests for delivery to retail locations (FIG. 1). For the sake of brevity, the classification should be based on container content during mix-classification. Also, and in general terms, the more items you have, the more complex and time-consuming they are, while the fewer items you have, the fewer physical movements you will have.

In some embodiments, item complexity factors are evaluated by selecting multiple ranges for the number of purchase order items and assigning a complexity class to each range. As one non-limiting example, four grades or groups are selected as follows: 1-5 different purchase order items per container correspond to an item complexity rating of 1, and 6-10 other items have an item complexity of 2. A grade of 11-20 other items corresponds to an item complexity class of 3, and other items of 21 or more correspond to an item complexity class of 4. It should be understood that various other ranges and associated classes are considered, such as 100 or more items corresponding to 4 or other item complexity ratings.

The distribution center complexity factor relates to the number of distribution centers to which container content is allocated. If container loading is associated with a relatively large number of distribution centers, the mix-classifier will need to do more work during the mix-classification to ensure delivery to the distribution center. In some embodiments, distribution center complexity is assessed by selecting multiple ranges of associated distribution center numbers for purchase orders and assigning a complexity class to each range.

As one non-limiting example, four classes or groups are optionally selected as follows: 1-5 distribution centers correspond to a distribution center complexity rating of 1, and 6-10 distribution centers correspond to a distribution center complexity rating of 2. , A distribution center of 11-20 corresponds to a distribution center complexity rating of 3, a distribution center of 21 or more corresponds to a distribution center complexity rating of 4, and a neutral distribution center complexity rating of 1 if there is no distribution center or there is no allocation. Corresponds to It is to be understood that various other ranges and associated classes are considered, including over 100 items corresponding to 4 or other distribution center complexity classes.

Another container complexity factor concerns the type of item handling required. For example, item handling complexity factors optionally relate to whether container content is transportable, not transportable, needs more than one person to transport, and other modes of handling. In one non-limiting embodiment, in some embodiments, there are three item handling complexity factor groups: the transportable group has an item handling complexity factor of one, and the non-carrying group has an item handling complexity factor of two. In addition, the groups carried by the team have an item handling complexity factor of three.

Occasionally, a purchase order will include a transportable item to be mixed-classified in a mixed-classifier with an automated sorting facility. In some embodiments, all container complexity for the purchase order is offset so that all containers are given a neutral rating of one.

In some embodiments, all container complexity factors are averaged to obtain the overall complexity value for the containers associated with the purchase order. If desired, one or more of the complexity factors previously described are weighted to have a greater or smaller impact on the calculation of the overall container complexity. For example, the carton complexity factor is determined to be more important than the other factors, so that the weight factor is applied to the carton complexity factor.

In any case, the relative measure of complexity for a container is determined by setting a range for all purchase order containers. The entire range is then divided into a plurality of subranges or categories, for example five. Each subrange corresponds to a different "faux" container handicapping level. For reference and as mentioned above, the capacity of the mixed-classifier is assumed to be for average container complexity.

For example, a handicap level of 1.00 represents the average container complexity. As one non-limiting example, in some embodiments, the virtual container handicap level includes the following: A "super complex" container has a value of 4 (one super complex container blends four average containers). -Treated as equivalent to "classifying", "very complex" has a value of 3 (one very complex container is treated as equivalent to mixed-classifying four average containers), and "complex" complex "has a value of 2 (one complex container is treated equivalent to mixing-classifying two average containers), and a" moderate "has a value of 1 (one intermediate container is an average). Container), and "non-complex" has a value of 0.5 (non-complex containers are treated equivalent to co-classifying half of the average container). The virtual container handicap level is used to adjust or otherwise predict a more realistic estimate of the mixed capacity of one or more gateways during the gateway balance distribution described in more detail below.

The process of generating information contained in container complexity profile 126 may, in some embodiments, be one or more algorithms and / or other modules 22, 24 adapted to process profile information maintained by profile maintenance component 110. This is done automatically. For example, optionally, the information is set by the profile maintenance component 110, the balanced distribution recommendation generation component 114, or other portion of the system 20.

The facility profile 128 includes transport container information available by the port and the carrier. In some embodiments, facility profile 128 is substantially the same as facility profile 70 of inland cargo management module 22 and includes similar information and / or stored in the same location, for example, a central database. do.

Alert profile 130 includes information about alerts accessed by various components of gateway balance distribution module 26. For example, an alert for balancing distribution to the exception gateway is maintained in the alert profile 130 and then, for example, by the system user by the manual override component 112 or the balancing distribution recommendation generating component 114. Is accessed and represented.

Inter-gateway association profile 132 includes federation information about various import gateways. In particular, the various gateways are associated with each other in terms of eligibility for distributing container shipping balances between the gateways. In some embodiments, the association information includes a relative rank that specifies a preference rank of a balanced distribution association. For example, the first gateway optionally has a primary, secondary, tertiary, fourth, exception 1 to exception 5, and non-associative designation for a plurality of gateways, where the primary designation is from the first gateway. Represents the most advantageous place for gateway balancing distribution, and non-associative designation indicates an ineligible gateway for balancing distribution from the first gateway.

One non-limiting example of a data screen 138 illustrating inter-gateway association is provided in FIG. 14. As mentioned above, the "primary" associated gateway is the first most likely candidate for gateway balanced distribution. In some embodiments, the primary gateway is the gateway with the most comparable reception and mixed-classification source for the next nearest gateway and / or gateway to which the shipment will be balanced. Non-associative gateways are generally not candidates for gateway balanced distribution. An "exception" gateway is a candidate for balanced distribution in special circumstances. For example, in some embodiments, balancing distribution to an exception gateway causes user alerts to be maintained, for example, in alert profile 130.

The purchase order shipping assignment profile 134 includes information regarding which gateway container shipments are initially assigned during the seller booking and / or container shipping carrier booking process. For reference, container shipping is used by one or more merchant booking processes used by large retail entities (LREs) and / or container shipping carrier booking processes used by LREs, such as MQC balance distribution module 22. It is initially associated with the gateway during the process.

In some embodiments, as a result of the container shipping carrier booking for one or more container shipments, the entire purchase order is booked against a single gateway. In other embodiments, the purchase order is partial transport CY (full freight from seller to port) and partial transport CFS (on-site and / or central mixed load), where the (CFS) portion of the purchase order container shipment is the portion of the purchase order container shipment. There is a possibility of being booked for a gateway other than the container length (CY) part.

15 illustrates various features of the passive override component 12. In some embodiments, manual override component 112 includes means for generating manual assignment 140 and manual exclusion 142. Manual override component 112 optionally includes one or more interactive menus that are presented to the system user on a user interface, such as those described previously, for example.

Manual assignment 140 is created by manually assigning a gateway to container shipments, for example using menu selections. Manual assignment 140 secures the gateway and purchase order together as desired. In some embodiments, fixing the manual assignments causes the manual override component 112 to specify manual assigned container shipping ineligible for balanced distribution. However, as will be described in more detail below, the container volume of manual assignment container shipping is still considered by the balanced distribution recommendation generation component 114. The manual override component 112 is also adjusted to enable unlocking of container shipments, gateway changes and re-locks as desired.

Manual exclusion 142 is created by manually excluding one or more container shipments from those considered by the balanced distribution recommendation generation component 114. In particular, the manual override component 112 is adjusted to remove the manual exclude container shipping container volume from consideration during the balance dispensing process. In some embodiments, manual override component 112 is adjusted to automatically designate multiple container shipments as manual exclusion 142. For example, an "Interior Point Inter-modal" order ("IPI Order") is optionally automatically excluded from the balanced distribution recommendation generation component 114.

As mentioned above, the balanced distribution recommendation generation component 114 includes a means for generating a gateway balanced distribution recommendation for one or more container shipments imported for mixed-classification and distribution. As shown in FIG. 16, the balanced distribution recommendation generation component 114 includes a demand determination subcomponent 150, a container calculation subcomponent 152, a PO sales rule enforcement subcomponent 154, a manual override acquisition subconfiguration. Element 156, Confirmation Demand Determination subcomponent 158, Capacity Determination subcomponent 160, Gateway Sales Rule Enforcement subcomponent 162, Balanced Distribution Recommended Generation subcomponent 164, Alert Generation Subconfiguration Element 166 and balanced distribution recommended communication subcomponent 168.

The demand determination subcomponent 150 includes means for determining gateway demand by identifying a container shipping container volume initially booked for shipment to a particular gateway within a certain time frame. In some embodiments, the means for verifying container shipping volume accesses a container shipping list from an initial purchase order shipping assignment profile 134 and then in a date range, such as, for example, an estimated date range of arrival at a port or mixed-classifier. And one or more interactive menus to filter the list accordingly. Initial demand on a particular gate is initially forecast in this way for a specific date, date range or other time period as desired.

Container calculation subcomponent 152 includes means for handicaping or adjusting the predicted volume container to be shipped to the plurality of gateways. In particular, handicap demand, also described as adjusted or weighted demand, for gateways initially assigned to container shipments is determined from the initial demand obtained using the demand determination subcomponent 150. For example, two actual containers from one or more purchase orders to be transported are handicaped or weighted, so that they process six standard containers of average complexity using complexity handicap information from the container complexity profile 126. It is equivalent to doing it. In some embodiments, container calculation subcomponent 152 accesses software, one or more algorithms, networking capabilities, or required purchase order information, calculates handicap information, and stores handicap information in container complexity profile 126. And other means of accessing the handicap information as desired.

The purchase order sales rule enforcement subcomponent 154 provides a means of accessing information from the preference change profile 122 and applying it to container shipments in order to rank container shipments according to maximum or minimum eligibility for gateway changes. Include. In some embodiments, subcomponent 154 includes one or more interactive menus and appropriate algorithms to select or otherwise apply preference change profile 122.

Manual override acquisition subcomponent 156 includes means for accessing manual assignment 140 and manual exclusion 142 that are created using manual override component 112. In particular, the manual override acquisition subcomponent 156 is adjusted to help ensure that manual assignment 140 is excluded from the balance distribution, although container shipping container volume is included in determining gateway demand. In turn, the manual exclusion 142 container volume is completely removed from consideration of the balanced distribution gateway.

Confirmation demand determination subcomponent 158 includes means for considering the identified and unconfirmed demand on the gateway represented by the container shipping container. Confirmation demand determination sub-component 158 identifies confirmed demand for balanced distribution eligibility (ETA expressed by the carrier that has already sent a reservation confirmation for shipping) according to the estimated time of arrival (ETA) at the gateway; And / or adjusted to filter for unconfirmed demand (not yet confirmed by the carrier).

As mentioned previously, the identified demand on the gate is generally less qualified for balanced distribution. In some embodiments, the estimated time of arrival at a particular gateway is determined in terms of the estimated time of arrival at the mixed-classifier of the gateway, which is about several days (eg, longer than two days) from the estimated time of arrival of the ship at the arrival gateway port. to be. In some embodiments, confirmation demand determination subcomponent 158 includes one or more interactive menus and associated algorithms, such as those previously described, which menus include, for example, mixed-classification resources. It is then used by system users to calculate and evaluate identified and / or unconfirmed demand on gateway resources.

In some embodiments, the confirmation demand determination subcomponent 158 prevents container shipments within a pre-selected estimated time of arrival at the gateway admixture from being eligible for balance distribution. In turn, in some embodiments, subcomponent 158 prepares for unconfirmed demand on a gateway that is eligible for balanced distribution, regardless of the estimated time of arrival at the intermixer, arrival port, or other gateway component.

The capacity determination subcomponent 160 includes means for determining the mixed-classifier capacity for a particular time period corresponding to the estimated time of arrival of the balanced shipment of container shipments. In some embodiments, subcomponent 160 includes an algorithm suitable for calculating the mixed-classifier capacity and one or more interactive menus that are circulated by the system user to make such a determination. The timing can optionally be specified as one day or a range of days as desired.

The gateway business rule enforcement subcomponent 162 includes means for applying the inter-gateway association profile 132 to determine which gateway is eligible as an alternative to the initially designated gateway for container shipping. For example, subcomponent 162 optionally includes an interactive menu selection that provides a list of potential alternative gateways for balanced distribution.

The balanced distribution recommendation generation subcomponent 164 includes gateway capacity (eg, mixed-classifier capacity), demand (eg, mixed-classifier demand), sales rules, container complexity of shipping containers, and balanced distributed gateways. And means for calculating the recommended gateway for container shipping based on container volume and other aspects of the gateway balance distribution process. As part of the gateway balancing distribution process, the subcomponent 164 provides a recommendation of either changing the gateway from the initially assigned gateway to the associated gateway or proceeding with container shipment to the initially assigned gateway. Subcomponent 164 includes appropriate algorithms and communications for accessing the various profiles and optionally includes one or more interactive menus to be viewed or cruised by system users during the gateway balancing distribution process.

Optionally, the gateway balance distribution process is scheduled to run automatically at a fixed time, for example, daily. The gateway balance distribution process can also be initiated, for example via an interactive menu, depending on user demand. Subcomponent 164 sends recommended information to a repository, such as a networked database, to allow the user to view summary or detailed information as desired. In some embodiments, if the mix-classification demand on a particular gateway exceeds the allocated mix-classification capacity, the inbound demand, or order volume, must be transferred to another mix-classifier and / or a request for additional mix-classification capacity. This should be done.

 The alert generation subcomponent 166 includes means for alerting the mix-classifier that the balanced dispensing process did not achieve a proper mix-class balance distribution and that additional mix-classification capacity is needed. For example, in some embodiments, subcomponent 166 accesses alert profile 130 and generates appropriate alerts, such as email, to one or more mix-classifiers requesting capacity. In addition, alert generation subcomponent 166 optionally includes visual alerts, emails, and / or audible alerts on interactive menus, such that one or more business rules may be distributed to, for example, a system user or other appropriate entity. Or warns against failure to meet other criteria. In one example, container shipments are balanced to an exception gateway, optionally providing an alert requesting system user input as to whether to proceed to an exception gateway assignment.

The balanced distribution recommended communication subcomponent 168 includes a means for communicating to another system component that a new gateway has been assigned to one or more container shipments. Information is provided to system users or other appropriate entities, such as inland cargo management module 22, MQC balance distribution module 24, and the like. In some embodiments, summary reports are automatically generated and provided on one or more interactive menus in electronic format.

In view of the foregoing, various embodiments of the present system 20 provide a means for managing the inland cargo routing process, a centralized booking means for direct-imported cargo, and a transportation freight management means. Optionally, an embodiment of the system 20 provides timely and accurate shipping information, a structured method of assigning container shipments to international carriers based on MQC obligations, and proactively calculates gateway demands prior to the situation, and is a mixed-classifier. It provides an automated forecasting process that provides a structured way to manage gateway use, including workload management.

Various modifications and additions can be made to the exemplary embodiments discussed without departing from the scope of the invention. For example, the embodiments described above refer to specific features, but the scope of the present invention also includes embodiments having other combinations of features and embodiments that do not include both the described features. Accordingly, the scope of the present invention is intended to cover all such alternatives, modifications and variations that fall within the scope of the claims and all equivalents thereof.

Claims (40)

Means for creating a customs-distric-based zone;
Means for identifying a plurality of partially loaded cargo shipments to be received from the plurality of suppliers;
Means for field-mixing full containers from the partially loaded cargo shipment by creating at least one route between the plurality of suppliers and within the customs area-based zone;
Means for creating a plurality of blender routes from the suppliers to the blender to centrally mix full containers from the partially loaded cargo shipments; And
Inland cargo management device comprising means for determining the on-site mixing efficiency. The inland freight management apparatus of claim 1, wherein the means for identifying a plurality of partially loaded cargo shipments to be received from the plurality of suppliers comprises an interactive menu. A profile maintenance component adapted to maintain an inland planning zone profile comprising information about a plurality of inland planning zones created according to one or more customs areas;
A load planning component arranged to communicate with the profile retention component and to establish a partial load cargo shipment from the plurality of merchant supply sites to container loading, the load planning component being a multi-stop between the plurality of merchant supply sites A program is programmed to plan on-site mixing of one or more container loads via a route, the multi-stop route being created inside one of the plurality of inland planning zones; And
Inland cargo managing inland movement of cargo from a plurality of merchant supply sites to a port, comprising a loading routing and booking component comprising one or more interactive menus to book the inland cargo carrier for the multi-stop route. Management module. The loading plan component of claim 3, wherein the profile maintenance component is further adjusted to maintain a booking queue profile that includes a list of partial load cargo shipments requiring inland cargo carrier bookings.
A full freight handling subcomponent programmed to identify a carrier delivery (FCA) CY loaded cargo shipment from the booking queue profile, wherein the full freight handling subcomponent is configured to have multiple shipper delivery (FCA) CY loaded cargo shipments. An inland cargo management module for managing inland movement of cargo from the plurality of merchant supply sites to the port, the package comprising a cargo handling subcomponent programmed to bypass stop routing. 4. The load planning component of claim 3 wherein:
An on-site blend subcomponent that identifies and selects a first plurality of partially loaded cargo shipments to field-mix and multi-stop route the first plurality of partially loaded cargo shipments; And
A central mixed subcomponent for identifying and selecting a second plurality of partially loaded cargo shipments to route the second plurality of partially loaded cargo shipments to a central blender; Inland cargo management module to manage the inland movement of the. 4. The inland movement of cargo from a plurality of merchant supply sites to a port according to claim 3, wherein the load planning component includes a site mix obligation fulfillment subcomponent programmed to calculate and display site mix efficiency information. Inland cargo management module to manage the. 4. The plurality of seller supplies of claim 3, wherein the profile maintenance component is further adapted to maintain inland rating zone profile information relating to a fixed rate freight shipping cost based on a seller supply location proximate to the port. Inland cargo management module that manages inland movement of cargo from place to port. 4. The management of inland movement of cargo to a port at a plurality of merchant supply sites as claimed in claim 3 wherein the profile maintenance component is further adapted to maintain a facility profile that includes information regarding facility availability information. Inland cargo management module. 4. The load planning component of claim 3, wherein the load planning component comprises at least one interactive menu adapted to provide cargo shipment information to a system user and to filter the cargo shipment information according to one or more cargo shipment selection criteria. Inland cargo management module that manages inland movement of cargo from multiple merchant supply sites to the port. Creating a plurality of planned zones based on one or more customs zones;
Identifying a plurality of partial container loaded product shipments to be received from the plurality of product supply sites;
Generating at least one multi-stop route within one of the plurality of planning zones to field-mix full load from the partial container loaded product shipment;
Generating a plurality of blender routes from the product supply site to the blender to mass-mix cargoes from the partial container loaded product shipments; And
Determining the on-site mixing efficiency. The method of claim 10, wherein the step of confirming the plurality of partial container loaded product shipments to be received from the plurality of product supply sites is:
Filtering a product shipment list to be received from the product supply site into the plurality of partial container loaded product shipments. 11. The method of claim 10, wherein creating at least one multi-stop route within one of the plurality of inland rating zones to field mix cargo from the partial container loaded product shipment:
Providing the system user with planning information on the interactive menu;
Filtering a product shipment list to be received from a product supply site with a partial container loaded product shipment list on the interactive menu;
Filtering the partial container loaded product shipping list by a selected planning area on the interactive menu; And
Selecting at least two of the plurality of partial container-loaded product shipments filtered by the selected planning zone to establish the full load, thereby establishing a multi-stop route; How to move the product to the departure port. The method of claim 10, wherein determining the site mixing efficiency is:
Comparing the total volume of partial container-loaded product shipments to be received from the plurality of product supply sites with the volume of partial container-loaded product shipments to be mixed in the field; How to go. 14. The method of claim 13, further comprising generating an alert if the on-site mixing efficiency is less than a predetermined minimum efficiency. The method of claim 13, wherein the field mixing efficiency is determined prior to booking one or more inland product carriers for the multi-stop route and the blender route, and if the field mixing efficiency is lower than a predetermined level. Determining one or more other multi-stop routes for on-site mixing of the cargoes from the partial container loaded product shipments. The method of claim 10, wherein the moving method is performed using a plurality of interactive menus, wherein the moving method is:
Providing product shipment information to a system user using the plurality of interactive menus;
Inputting product shipment selection criteria using the plurality of interactive menus; And
And filtering the product shipment information according to the product shipment selection criteria. Creating a plurality of inland planning zones based on at least one customs area;
Identifying a plurality of partial shipments to be received from the plurality of supply sites;
Build the container load from the partial shipment by creating at least one multi-stop route inside one of the plurality of inland planning zones and loading the partial shipment from the plurality of supply sites into a truck to form a container load. A method for mixing cargo in a container loading furnace comprising the step of on-site mixing. 18. The method of claim 17, further comprising: initially assigning the container load for shipment to one of a plurality of import gateways; And
Determine a gateway demand for each of the plurality of import gateways, determine a handicap gateway demand from the gateway demand for each of the plurality of import gateways, determine a gateway capacity for each of the plurality of import gateways, and load the container Generating a gateway balanced distribution recommendation for the cargo loading of the container load. 19. The method of claim 18 further comprising assigning a container transport carrier to transport the container load and loading the full cargo onto the vessel of the container load carrier. 20. The method of claim 19, wherein the container shipping carrier is assigned according to a minimum amount consignment. A gateway balancing distribution module for balancing distribution of a plurality of containers between a plurality of associated gateways:
A demand determination subcomponent adapted to determine mixed-classification demand for each of the plurality of associated gateways based on the total number of containers associated with each of the gateways;
A container calculation subcomponent adapted to determine a handicap mix-classification demand for each of the plurality of associated gateways based on the mix-classification complexity;
A capacity determination subcomponent adjusted to determine an available mixed-classification capacity for each of the plurality of associated gateways; And
And a balanced distribution recommendation generation subcomponent adapted to provide a user with a gateway balanced distribution recommendation based on a comparison of the handicap gateway demand and the mixed-classification capacity of each of the plurality of associated gateways. module. 23. The gateway balance distribution module of claim 21, wherein the mixed-classification complexity comprises a carton complexity factor that is determined by the ratio of the transportation carton in the container to the cubic volume of the container. 22. The gateway balance distribution module of claim 21, wherein the mix-classification complexity comprises an item complexity factor that is determined by the total number of different item types per container. 22. The gateway balance distribution module of claim 21, wherein the mix-classification complexity comprises a distribution center complexity factor that is determined by the total number of distribution centers to which content of a container is allocated. 22. The gateway balance distribution module of claim 21, wherein the mix-classification complexity includes an item handling complexity factor that is determined by a handling mode associated with a container's content. 26. The gateway balance distribution module of claim 25, wherein the handling mode relates to at least one of whether the content is transportable and whether more than one person is required to transport it. 22. The gateway balancing distribution module of claim 21, wherein the plurality of complexity factors are averaged to obtain an overall complexity value for each of the plurality of containers. 22. The gateway balance distribution module of claim 21, further comprising a confirmation demand determination subcomponent adapted to identify and designate confirmed container shipments ineligible for gateway balance distribution. 22. The gateway balance distribution module of claim 21, further comprising a gateway business rule enforcement subcomponent adapted to determine which of the plurality of associated gateways is an alternative gateway eligible for gateway balance distribution. 22. The system of claim 21, further comprising: a balanced distribution recommendation component adapted to generate a gateway balanced distribution recommendation for shipments assigned to an import gateway based on predicted gateway capacity and handicap gateway demand;
And a manual override component adapted to generate at least one of manual assignment and manual exclusion of purchase order shipments from the generation of the gateway balance distribution recommendation. 22. The system of claim 21, further comprising a profile maintenance component adapted to maintain a gateway capacity profile and a container complexity profile, wherein the balanced distribution recommendation component accesses the profile maintenance component to determine gateway capacity and handicap gateway demand. Gateway balanced distribution module, characterized in that. Determining container mix-classification demand for each of the plurality of gateways based on the total number of containers associated with each of the gateways;
Determining adjusted container mix-classification demand for each of the gateways based on container mix-classification complexity;
Determining an available container mix-classifying capacity for each of the gateways;
Providing a system user with a recommended gateway for delivery of container shipments based on a comparison of the adjusted gateway demand and the container mix-classification capacity of each of the plurality of gateways;
Assigning a vessel to deliver the container shipment to the recommended gateway;
Delivering the container shipment with the vessel to the recommended gateway; And
And placing the container shipment from the vessel at the recommended gateway. 33. The method of claim 32, further comprising co-classifying the container shipments at a gateway co-classifier. Determining a mix-classification demand for each of a plurality of associated gateways based on the number of containers assigned to each of the associated gateways;
Determining a container complexity factor for each of the containers assigned to each of the associated gateways;
Adjusting the container mix-classification demand for each of the gateways by the container complexity factor;
Determining an available container mix-classifying capacity for each of the associated gateways; And
Providing a system user with a gateway balance distribution recommendation based on the adjusted container mix-classification demand and the container mix-classification capacity of each of the associated gateways. . 35. The method of claim 34, wherein determining the container complexity factor comprises averaging a plurality of complexity factors to obtain a total container complexity factor for each of the containers. . 36. The method of claim 35, comprising ranking the associated gateways based on eligibility for balancing distribution of container shipments between the associated gateways. 36. The container of claim 35, wherein determining available container mix-classification capacity for each of the associated gateways comprises determining a maximum amount of mixed-classification for each of the associated gateways. Balance distribution method of shipment. 38. The container of claim 37, wherein determining the maximum amount of mixed-classification for each of the associated gateways comprises pre-establishing the mixed-classified capacity allocated to each of the associated gateways. Balance distribution method of shipment. 38. The method of claim 37, further comprising generating at least one of manual assignment and manual exclusion of container shipments from the gateway balance distribution. 38. The method of claim 37, further comprising identifying and designating the confirmed container shipments ineligible for gateway balance distribution.

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