Logistics Network Planning

The Multi-criteria Decision Support in Choosing the Efficient Location of Warehouses in the Logistic Network

Multicriteria evaluation (MCE) is a well-tried and effective procedure for structuring and aiding complex decisionmaking processes, especially those involving environmental considerations. Formal deliberative processes have also been successful in aiding understanding and meeting consensus in complex and difficult decision problems which involve more than one decisionmaker. Here, both approaches are combined in a new technique called ‘deliberative multicriteria evaluation’ to assist a group of natural resource managers to decide on a suitable option for recreation and tourism activities in the upper Goulburn–Broken Catchment of Victoria, Australia. This approach is an attempt to combine the advantages of MCE, providing structure and integration in complex decision problems, with the advantages of deliberation and stakeholder interaction provided by a ‘citizens' jury’. An important outcome of the process was the discovery of some crucial aspects of the decision problem that required deeper understanding and assessment if that preferred strategy were to have the desired results. Some suggestions for improving the process are provided but, in general, the stakeholder jury was regarded as a helpful and useful procedure by the decisionmakers and one which aided them in their understanding of the issues of a complex decisionmaking problem.

The article defines the essence of the concept of financial and logistics strategy and summarizes the main tasks of financial and logistics strategy in logistics systems. The aim of the article is to determine the features of the formation and implementation of financial and logistics strategy in logistics systems. It is considered how financial strategy and logistics strategy are interconnected and are components of the general strategy of the logistics system, since both strategies are aimed at efficient resource management to achieve strategic goals. The main aspects of the connection between financial and logistics strategy in the logistics system are presented. In the article, the author summarizes the varieties of the most popular financial and logistics strategies in economic systems, the scope of their application and the tools used to achieve the effectiveness of these strategies in logistics systems. Various financial and logistical strategies in logistics systems are aimed at solving specific tasks related to cost optimization, working capital management, risk reduction and ensuring the sustainability of the logistics system. The choice of an appropriate strategy depends on the scale of the logistics system, its resource capabilities and external market conditions. The main stages of forming a financial and logistical strategy in logistics systems and the actions that need to be taken at each stage of forming an integrated strategy are considered. Important external factors that need to be taken into account at the stage of forming a financial and logistical strategy in logistics systems are summarized. The article is focused on forming a comprehensive view of the formation of a financial and logistical strategy in logistics systems.

The article examines the key aspects of developing a “roadmap” for managing digital supply chains in China’s transport and logistics networks. The relevance of the topic is driven by the need to modernize logistics infrastructure as part of the “Belt and Road Initiative”, as well as by China’s growing role as a global logistics and trade hub amid complex economic and political conditions. The growth of international trade and the transition to sustainable development models require the implementation of innovative approaches capable of ensuring the flexibility and adaptability of supply chain management in China’s transport and logistics networks. The aim of the study is to develop a “roadmap” for managing digital supply chains in China’s transport and logistics networks. This process includes an analysis of key technological and managerial solutions aimed at the digital transformation of the country’s logistics system, improving its efficiency, transparency, and adaptability to global challenges. The methodology is based on the principles of system-evolutionary analysis, which allows for identifying the interconnections between fundamental logistics paradigms and their dynamics in the context of digital transformation. This conceptual approach is complemented by road mapping, facilitating structured and long-term change planning. The novelty of the research lies in a comprehensive and multi-level approach to digitalizing supply chains, ensuring the adaptability, efficiency, and sustainability of China’s logistics system in response to modern technological and economic challenges. The study’s results confirm that the development and implementation of the “roadmap” for digital supply chain management not only enhance the efficiency of the transport and logistics system but also establish a sustainable foundation for long-term development, strengthening China’s international position. The practical implementation of the “roadmap” creates a platform for the harmonious development of transport and logistics systems, fostering collaboration among participating countries within a unified digital space.

Purpose. The purpose of the article is to develop a universal unified parallel synchronous algorithm for the implementation of tasks for calculation of maximum one- and multicommodity flows, as well as the creation of a software complex that provides the formation of surface graph models of flows and performs optimal planning of non-uniform flows in transport and other networks. Methodology. The paper investigates the possibilities of previously created and comprehensively verified heuristic parallel synchronous algorithm for calculating maximum one- and multicommodity flows in the networks, establishes its potential limitations, and determines additional advanced procedures that transform the algorithm into a universal parallel algorithm. The proposed parallel synchronous algorithm uses a width-first search strategy while simultaneously identifying possible paths of flows through the network with an estimation of their throughput. Herewith the possibility of analyzing several incremental flows across the network in one iteration was studied. Findings. The article proposes a universal unified parallel synchronous algorithm for calculating maximum flows in networks and develops a unified procedure and software package for planning of non-uniform as well as competitive flows in transport and other networks. The developed software complex implements the problems of formation of surface graph models of networks, for which the problem of optimal planning of non-uniform and competitive multicriteria flows in transport networks is solved. Originality. The article develops a new universal unified parallel synchronous algorithm and procedure for the calculation of optimal uniform, multicommodity and competitive flows in transport networks. Practical value. The practical value of the obtained results is determined by the universal capabilities and efficiency of the procedure for planning non-uniform flows in the networks based on the application of a new parallel synchronous algorithm, as well as the developed software complex, which provides the ability to solve the problems of analysis and planning of uniform and multicommodity flows in transport networks, as well as the implementation of calculation tasks of competitive models of transport and information flows formation. The software complex has a built-in editor of interactive network modeling and a toolbar, which provides both creation of new and downloading existing graphs of networks from the modeling libraries, preservation of optimum flows in the network in the form of an image and a text file, output of errors when working with the program.

Artificial Intelligence (AI) and Blockchain are two trending technologies in the current era. Blockchain stands to revolutionize communication and transaction tracing, building a secure connection among strangers and enabling increased origin. AI, on the other hand, performs incredibly complex tasks and applies a vigorous amount of computing power to learn these tasks to near perfection. So how can these two contrasting technologies be merged to create even more opportunity? Although both the technologies have different fundamentals and infrastructure, they have a lot to offer each other. And although these technologies have different developers, researchers are discussing and exploring their combination. Every innovation has its level of unpredictability; however, both can profit from one another and help each other. Blockchain can likewise make AI increasingly coherent and fathomable, and we can follow and decide each progression settled on dynamically by AI. Blockchain can record all information and factors in its recording required in dynamic AI. In addition, AI can increase blockchain capabilities to be more remarkable than people or even ordinary processing. Taking a gander at how blockchains are running presently on regular PCs requires a great deal of handling power even to play out some essential undertakings. So, here comes the need for change. Through AI, we can save a lot of the power required for computing the ‘nonce.’ An estimated trillion amount of energy is necessary for computing. Decentralized AI can become a revolutionary change added to the blockchain; it is an approach to solve complex learning, planning, and decision-making problems. It is distressingly parallel, thus able to deed extensive scale calculation and a spatial distribution of computing resources. These assets allow it to solve problems that require the processing of extensive data sets. This is what is needed in the blockchain. In the blockchain, there are a large number of chains and lots of computational power is required.

In 2021, economic losses due to supply chain disruptions in the Eurozone amounted to €112.7 billion Euro: Natural catastrophes (e.g., hurricanes, earthquakes, floods, and wildfires) multiply in the wake of climate change. The risks of pandemics, trade restrictions, cyber-attacks, and geopolitical conflicts are omnipresent. Hence, the threat of disruptive events to the European transport network grows ever greater. Additionally, GHG emissions can drastically increase by up to 50% if disruptions are not treated efficiently. Here, the project “Resilient multimodal freight transport network” (ReMuNet) comes into play: ReMuNet will enable the multimodal freight network to react and respond 20% more quickly to disruptive events and help to reduce European inland transport emissions on the main run by over 50% by 2026. As a trailblazer for the Physical Internet, the project pursues the vision to enable and incentivize synchro-modal relay-transport on European rail, road, and inland waterways to increase holistic network resilience. ReMuNet can identify and signal disruptive events and assess their impact on multimodal transport corridors. It reacts quickly to disruptive events in real time. It supports TMS providers to improve route planning resilience by communicating alternative, pre-defined, multimodal transport routes. ReMuNet orchestrates route utilization, suggests transshipment points, and optimizes capacity allocation, minimizing damage and shortening the recovery time. This paper introduces ReMuNet and its vision, objectives, and expected results.

We recently observe that some giant e‐tailers (e.g., Amazon and JD.com) introduce marketplace channels by allowing third‐party sellers to sell products through their platforms. Logistics service acts as a vital role in the operation of online platforms. In practice, the platform can outsource logistics service to third‐party logistics providers (named as a third‐party logistics strategy) or establish a self‐run logistics network to distribute products (named as a self‐run logistics strategy). This paper investigates the e‐tailer's logistics service strategy in the presence of the marketplace channel's introduction. We reveal that the cost of logistics service plays a major role in determining the optimal logistics strategy. The self‐run logistics strategy provides a low logistics service cost to the platform, which results in a higher consumer surplus in comparison with the third‐party logistics strategy. Further, we find that when the logistics service cost is low, the platform prefers to establish self‐run logistics in the presence of the marketplace channel. Finally, our results show that under the third‐party logistics strategy, the platform benefits from the marketplace channel in the presence of an intermediate commission fee and a low discount factor. Based on game‐theoretic models, some managerial insights are suggested for online retailers to choose the optimal logistics service strategy in the presence of introducing the marketplace channel.

The article's primary purpose is to develop methods for determining critical nodes, arcs, and routes of transport and logistics networks. One of the proposed algorithms resolves a problem in finding the critical elements of the transport network. The second gives solutions to make alternative paths based on this criticality of the network. These tools should be helpful for transport planners, especially for dangerous, oversized, and important goods. The basis of the developed method is the domination in graphs. The proposed analysis methodology is verified on the existing infrastructure in northeastern Poland.

The article considers the strategic guidelines of the logistics activities of poultry enterprises. It is noted that the strategies of minimizing logistics costs and investing in the logistics network, maximizing and improving logistics services, maximizing income and profits, increasing the competitive advantages of the enterprise, logistics outsourcing are the most widely used logistics strategies. It is proved that the purpose of creating a logistics system is to harmonize the interests of producers, suppliers and consumers. It is established that an important factor in improving the strategic activities of the enterprise is the introduction of the principles of distribution logistics. This concept involves the use of a systematic approach and integrated planning, as well as management of the entire flow of feed, materials, breeding and commercial poultry products in various areas from suppliers, through manufacturers of breeding and breeding products, distribution centers, to the final individual and corporate consumers of poultry products. The main stages of the business process of integration of a poultry enterprise in the supply chain are schematically shown. The necessity of introduction of new, more progressive forms of service in the process of goods movement can be achieved. The need to use regional distribution centers of poultry enterprises in the supply chain, which will significantly reduce the cost of delivery of their products through the formation of optimal transport batches of products from different manufacturers, its packaging and labeling.

BackgroundThe provision of additional information is often assumed to improve consumption decisions, allowing consumers to more accurately weigh the costs and benefits of alternatives. However, increasing the complexity of decision problems may prompt changes in information processing. This is particularly relevant for experimental methods such as discrete choice experiments (DCEs) where the researcher can manipulate the complexity of the decision problem. The primary aims of this study are (i) to test whether consumers actually process additional information in an already complex decision problem, and (ii) consider the implications of any such ‘complexity-driven’ changes in information processing for design and analysis of DCEs.MethodsA discrete choice experiment (DCE) is used to simulate a complex decision problem; here, the choice between complementary and conventional medicine for different health conditions. Eye-tracking technology is used to capture the number of times and the duration that a participant looks at any part of a computer screen during completion of DCE choice sets. From this we can analyse what has become known in the DCE literature as ‘attribute non-attendance’ (ANA). Using data from 32 participants, we model the likelihood of ANA as a function of choice set complexity and respondent characteristics using fixed and random effects models to account for repeated choice set completion. We also model whether participants are consistent with regard to which characteristics (attributes) they consider across choice sets.ResultsWe find that complexity is the strongest predictor of ANA when other possible influences, such as time pressure, ordering effects, survey specific effects and socio-demographic variables (including proxies for prior experience with the decision problem) are considered. We also find that most participants do not apply a consistent information processing strategy across choice sets.ConclusionsEye-tracking technology shows promise as a way of obtaining additional information from consumer research, improving DCE design, and informing the design of policy measures. With regards to DCE design, results from the present study suggest that eye-tracking data can identify the point at which adding complexity (and realism) to DCE choice scenarios becomes self-defeating due to unacceptable increases in ANA. Eye-tracking data therefore has clear application in the construction of guidelines for DCE design and during piloting of DCE choice scenarios. With regards to design of policy measures such as labelling requirements for CAM and conventional medicines, the provision of additional information has the potential to make difficult decisions even harder and may not have the desired effect on decision-making.Electronic supplementary materialThe online version of this article (doi:10.1186/s12911-016-0251-1) contains supplementary material, which is available to authorized users.

The purpose of this paper is to describe the collaborative environment now involving, particularly within the scope of logistics; to understand collaborative logistics lines and to recognize how costs are distributed in a logistics network. The paper defines the collaborative commerce and understands its place in logistics strategies, determines the value of third party logistics providers, looks for partnerships, alliances and information hubs that will improve business and collaborates with competitors to reduce the costs.

Cross-border multi-level warehouse network optimization: Modeling and application based on mixed-integer linear programming

As discussed in Chapter 1, logistics encompasses several functions such as vendor selection, transportation, inventory planning, warehousing and facilities planning and location. In addition, it is also impacted by production, marketing and product design decisions. Owing to the many interrelated functions and interfaces it is difficult to understand and measure the true logistics costs and to design effective and efficient logistics systems (Goetschalckx et al., 1995). The requirements or demands placed on the logistics function have been changing over the past several years. These changing requirements may be grouped into the following three categories: competitive pressures, deregulation of transportation industry and information technology: • Fierce competition and changing customer requirements dictate shorter product life-cycles, a larger variety of products and smaller manufacturing lot sizes. This results in a continuously changing product mix and a higher inventory of a larger variety of items, pushing up manufacturing and inventory related costs. To maintain a lower inventory and still provide a high customer service level one may adopt just-in-time manufacturing and distribution, resulting in the frequent movement of items in smaller quantities.

A novel theory for multiple-attribute decision-making based on fuzzy relationships between objectives is presented. In contrast to other approaches the interactive structure of objectives for each decision problem is inferred and represented explicitly. This interactive structure reflects existing fuzzy relationships between objectives and provides for a better understanding of the decision problem. The relationships between objectives are evaluated for the determination of the so-called focus of attention, which is a fuzzy set of alternatives that are consistent with the multiple objectives and their relationships and priorities. The practical relevance of the theory is shown on a complex multiple-attribute decision problem in the field of beam bending, a part of modern metal forming. >