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Freight distribution can be represented as a flow chain supported by a transport chain. The flow chain is illustrative of the frequency and unit volume of each segment, from maritime shipping (high volume, low frequency) to local deliveries (low volume, high frequency). Long-distance transportation tends to be well serviced by

Source: adapted from Arvis, J-F, G. Raballand, and J-F Marteau (2007) The cost of being landlocked: logistics costs and supply chain reliability, Policy Research Working Paper 4258. World Bank, Washington, D.C. World Bank (2007) Connecting to Compete: Trade Logistics in the Global Economy. The Logistics Performance Index and Its Indicators.

Source: adapted from World Bank, Logistics Performance Index. Memedovic, O., L. Ojala, J-P Rodrigue and T. Naula (2008) “Fuelling the Global Value Chains: What Role for Logistics Capabilities?”, International Journal of Technological Learning, Innovation and Development, Vol. 1, No. 3, pp. 353-374. The development and provision of logistics services vary

Supply chain integration (SCI) can be defined as the alignment of supply chain goals and policies along with the related information and physical connectivity: Alignment. Shared goals among the elements of the supply chain, often leaning at reducing their costs and improving their performance. This ensures consistency in the strategy

The Last Mile (or Last Kilometer) is a common distribution problem where near the destination. a high capacity long-distance transport system is facing high costs and complexity. This is mainly related to the need to break down the size of the transport unit (fewer economies of scale) and where congestion

Source: adapted from Chicago Consulting. Freight distribution is a market servicing activity, implying that the nature and structure of the market will have an important impact on how it is serviced. Freight distribution is deeply embedded within its regional geography. Two related variables can help define the level of service

Source: Adapted from Woxenius, J. (2002) Conceptual Modelling of an Intermodal Express Transport System, International Congress on Freight Transport Automation and Multimodality: Delft, The Netherlands. Depending on the concerned freight distribution system, several service network configurations are possible: Point-to-point distribution is common when specialized and specific one-time orders have to

Due to their operational requirements, which are space-intensive, distribution centers (DC) have migrated to more affordable locations at the periphery of metropolitan areas. Even if many DCs are unrelated and linked to different supply chains, they tend to agglomerate in logistics clusters nearby major road facilities. Market accessibility is the

Source: adapted from Hesse, M. and J-P Rodrigue (2004) “The Transport Geography of Logistics and Freight Distribution”, Journal of Transport Geography, Vol. 12, No. 3, pp. 171-184. Contemporary supply chain freight flows tend to be of lower volumes, of higher frequency, often taking place over longer distances (outsourcing and offshoring).