I'm pretty sure UPS chose Louisville because such a huge portion of the population is within a 1-3 day ground footprint of it. I think Memphis is much the same which would put Nashville in the same boat. I'd probably chose one of those 3, 1-2 out west (denver?, central CA somewhere?), and 1 down in FL and 1 in the NE? This is all just guesswork on my part.
It's been a cluster fuck with my manager resigning out of the blue today. I'm not at all paying attention to detail today.
It just depends on the city it looks like. We are just looking into cost saving and I think our warehouse placement is terrible and I'm also trying to eliminate a couple
Valdosta,ga actually looks pretty good combined with Baltimore Chicago and Dallas. Just have to figure out the west coast now... and then convince my boss to move
Columbus is a monster logistics area for much of the same reason that Louisville is. Logistics in the Columbus Region With greater access to the U.S. market within a 10-hour drive than any other major metro, the Columbus Region is a strategic location for the movement of goods. More than 4,100 logistics establishments employing over 80,000 employees thrive on the Columbus Region's ultra-modern interstate highway system, third-party logistics companies and multiple rail terminals. Home to multimodal logistics hub Rickenbacker Inland Port, the 10th-largest Foreign Trade Zone and the nation's 2nd-lowest effective tax rate for new distributions centers, the Columbus Region is your all-access pass to the North American and global marketplace.
Target has 3 in the inland empire and another up in Shafter (near Bakersfield) The one in Shafter is the dirtiest fucking distribution center I have ever been in
A co-worker of mine had to go to a Walmart DC in Argentina. Apparently it's totally normal for stray dogs to walk around inside and everyone feeds them
I have two amazon hubs within probably 25 minutes of my house. Wal mart about 25 minutes away, UA in Nashville and of course my company. Not sure who else is in this area.
For transshipment like this, it depends on the location and density of your demand and the inbound transportation costs from the hub to the potential fulfillment center locations and the outbound costs to the customer. Certain customers may be better off being serviced by expediting from a total cost perspective. Using optimization modeling would be a good tool for making an educated decision on this, but trying to design an entire fulfillment center network from scratch is a pretty complex mission. The one day service adds additional complexity. This class is actually starting March 22, is free to take, and will give you the tools to make an informed decision for this situation. It's taught by MIT instructors and does require an understanding of calculus and statistics. https://www.edx.org/course/supply-chain-analytics-mitx-ctl-sc0x-0 This also has some good information. I would look around pg 25 of these slides. #28 has an example of a basic optimization model. http://web.itu.edu.tr/kabak/dersler/MHN521E/pdf/LM_w10_location_strategy.pdf
Sometimes I hate our repair depots. We shipped a laptop back to a customer (Next Day Air Saver) in a box that we were billed at 39 pounds for. The fucking box was 26x21x11, that better have been a monster sized laptop. Paying dimensional weight generally works out great for us, but sometimes it really bites me in the ass.
Receiving Dock shut down Friday/Monday to install a new system, but Production didn't stop so they still had freight coming in. So Tuesday Receiving Dock opened to 2 days of deliveries plus Tuesdays deliveries. The New System keeps crashing and now they are 4 days behind.
Not surpising because the American HQ is nearby. But, Nissan has a couple of huge distribution centers in the area. The they also have their ILC park which feeds the plants.
No surprises there. The majority of the workers are un-vetted Yates employees. No background check or anything
I just read most of this thread. looks like most of us deal with the same type of shit. i work for a pretty big company with offices in like 70 countries. Id say my coworkers from other countries are usually worse than my clients. Indian people being the sure fire worst.
Where are all of the flatbeds? I feel like every market in the US right now has 200-500 loads per flatbed.
Day 3 of mass chaos. Diverting some freight to a local crossdock. Which should relieve the pressure of the Receiving Dock, but I know the plants will start screaming about needing some sort of Hot Part soon.
Some interesting statistics from DAT (take them with a grain of salt): National flatbed spot market rate is $2.01/mi. Compared to dry van average rate of $1.64/mi. Flatbed YoY (Feb16-Feb17) saw a 155% increase in flatbed loads per truck posting. Feb YoY spot market rates are up 7.1%. For DAT's loadboard in March, there are 37.4 loads per flatbed truck posting. That number is inflated from what the true demand to capacity ratio really is due to multiple brokers posting the same loads and carriers not always posting empty trucks, but it still goes to show that capacity is very tight.
These fucking techs at Sprint stores are going to be the death of us. We are getting at least 1 HazMat violation a week due to them being fucking idiots that don't know how to properly label or not label a box.
The barge industry has given me my biggest headaches this week. For as little as I think of CH Robinson....they easily hook me up with roughly five flatbeds a day from May-November which is when I need them and the rate I pay them is lower than the rate I pay my own dedicated carriers.
CH and Coyote are both great brokerages. Surprisingly though a lot of the midsize and smaller brokerages tend to be better equipped for the flatbed market... Flatbed brokering is a dirty business. It's hard to beat CH or Coyote with dryvan and reefer freight though.
What is behind the increase in flatbed freight? Are we producing more lumber,steel, and building materials this year than prior years?
Day 4. Dock is 60+ trailers behind will likely be close to 80 by the end of the day. They have been partially unloading trailers looking for specific parts. People are dumb!
That's certainly possible. In general, there has been and will continue to be an increase in freight shipped in the US. Rates will continue to climb in 2017 and capacity wl continue to tighten as the supply and demand continue to correct. Rise in fuel, carriers possibly leaving the market, etc. could be affecting the cost and capacity of flatbed truck availability. Are all of these dropped or are there any live unloads each day? Curious what the storage fees and detention charges would be compared to the cost of temporary help coming in to unload the backlog.
They were pretty awesome in my experience. Used them a lot for refrigerated loads and they were pretty much always awesome even though we are a smaller company and they are giant.
They're from Cincinnati. They're a great company. Always in the news for their success. I know a few guys that work there