| United
States Patent |
6,148,291 |
|
Radican |
November 14, 2000 |
Container
and inventory monitoring methods and systems
Abstract
Container and inventory monitoring methods and systems provide
detailed logistical control of containers, shipping racks
and resident and in-transit inventory. The methods and systems
create and maintain accurate real-time records of the location,
movement and load status of containers, racks and inventory
within the facility boundaries and between facilities such
as factories, assembly plants, warehouses, shipping yards
and freight switching facilities. Detailed data on container
switching, unloading and loading activity is recorded and
archived. A virtual inventory accounting is provided by tracking
from customer release orders to supplier shipments and rack
returns.
| Inventors:
|
Radican;
Joseph E. (Rocky River, OH) |
| Assignee:
|
K
& T of Lorain, Ltd. () |
| Appl.
No.: |
013392 |
| Filed:
|
January
26, 1998 |
| Current
U.S. Class: |
705/28;
705/22; 705/29 |
| Intern'l
Class: |
G06F
017/60; G06F 017/00; B07C 003/18 |
| Field
of Search: |
705/22,28,29 |
References Cited
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|
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Patent Documents |
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1991 |
CA |
.
|
Other References
Nunnally, Charles E., "Real-Time Audit Trail", Conference
Proceedings of Southeastern '80, IEEE, Apr. 1980. |
Primary Examiner: Swann; Tod R.
Assistant Examiner: Myhre; James W.
Attorney, Agent or Firm: Arter & Hadden LLP
Parent Case
Text
RELATED APPLICATIONS
This patent application is related to U.S. patent application
Ser. No. 08/519,888, filed Aug. 28, 1995, issued as U.S. Pat.
No. 5,712,789.
Claims
What is claimed is:
1. A computerized system for monitoring and recording location
and load status of shipping containers relative to a facility
with an associated yard defined by a boundary within which containers
are to be monitored by the system, and a controlled entry point
to the boundary, the system comprising:
means for recording identification codes of containers which
enter the boundary,
means for communicating and recording information on movements,
location and load status of containers within the boundary in
response to movement and changes in location and load status
of containers made according to instructions received from the
facility,
means for generating reports of recorded information on locations
and load status of containers within the boundary, and
means for generating reports on container locations and load
status relative to designated docks associated with a facility.
2. The system of claim 1 wherein the reports on container locations
and load status relative to designated docks associated with
a facility are presented as dock availability reports which
list a plurality of dock designations and an identification
code of a container associated with a designated dock.
3. The system of claim 1 wherein movements of containers within
the boundary are recorded in the form of a carrier dock activity
report which displays a number of containers located at a dock
of a facility during a designated day, a starting point of a
container prior to arriving at a dock, a load status of the
container as it was removed from a dock, and a number of switches
of container during the designated day.
4. The system of claim 1 wherein movements of containers within
the boundary are recorded in the form of a dock activity report
which for a designated dock on a designated day records an identity
of a container brought to the dock, an inbound load status of
the container and an outbound load status of the container,
an in dock time and an exit dock time, and a dock dwell time.
5. The system of claim 1 wherein movements of containers within
the boundary are recorded in the form of a live unload report
which records the date, time, dwell time and identification
of containers which move from an entry point of the boundary
to a dock.
6. The system of claim 1 wherein movements of containers within
a boundary are recorded in the form of an arrival count report
which records a total number of containers arrived to a facility
per a specified time period.
7. The system of claim 6 wherein the arrival count report records
a total number of containers arrived to a facility per day.
8. The system of claim 6 wherein the arrival count report records
an average number of containers arrived to a facility per day.
9. The system of claim 6 wherein the arrival count report records
a total number of containers arrived to a facility per hour.
10. The system of claim 6 wherein the arrival count report records
an average number of containers arrived to a facility per hour.
11. The system of claim 6 wherein the arrival count report records
an average number of containers arrived to a facility per hour
per a twenty-four hour period.
12. The system of claim 1 wherein the arrival count report records
a total number of containers arrived to a facility per hour
per day.
13. The system of claim 1 wherein the arrival count report records
an average number of containers arrived to a facility per hour
per day.
14. The system of claim 1 wherein movements of containers within
a boundary are recorded in the form of a switch count report
which records a total number of container switches per a specified
period of time.
15. The system of claim 14 wherein the switch count report includes
a total number of switches per day.
16. The system of claim 14 wherein the switch count report includes
an average number of switches per day.
17. The system of claim 14 wherein the switch count report includes
an total number of switches per hour per day.
18. The system of claim 14 wherein the switch count report includes
an average number of switches per hour per day.
19. The system of claim 1 wherein movements of containers within
a boundary are recorded in the form of a live unload exception
report which records a container identification, date and time
of arrival, date and time of first move, number of moves, date
and time of departure, and load status.
20. The system of claim 19 wherein the live unload exception
report further comprises a detail page report which includes
an archival history of switching and load status of a designated
container.
21. A method for using a computer to monitor usage of one or
more docks associated with a facility, wherein the usage involves
the presence or absence of a container at a dock, the method
of comprising the steps of:
(a) recording the presence of an identified container at a particular
identified dock,
(b) recording the absence of an identified container at a particular
identified dock,
(c) producing a report which identifies monitored docks and
identifies containers present at identified docks, and also
identifies docks at which a container is absent.
22. The method of claim 21 further comprising the step of producing
a dock availability report which numerically lists one or more
docks of a facility and identifies a container present at the
identified docks and a carrier associated with the identified
containers.
23. The method of claim 21 further comprising the steps of producing
a report for a selected dock which indicates a total number
of containers brought to the selected dock during a specified
time period.
24. The method of claim 21 further comprising the step of producing
a report for a selected dock which indicates a total number
of containers removed from the selected dock during a specified
time period.
25. The method of claim 21 further comprising the step of producing
a report for selected docks which indicates a total number of
containers left at the selected docks during a specified time
period.
26. The method of claim 21 further comprising the step of producing
a report which indicates a load status of containers removed
from identified docks.
27. The method of claim 26 wherein the load status is selected
from the group consisting of partial load, empty load, empty
racks, and live unload.
28. The method of claim 21 further comprising the step of producing
a report which indicates a total number of switches for an identified
container before or after the container is brought to an identified
dock.
29. The method of claim 21 further comprising the step of producing
a dock activity report for a particular dock which indicates
the date and time of arrival of an identified container at the
dock, the date and time of departure of the container from the
dock, and a total time the container was at the dock.
30. The method of claim 29 wherein the dock activity report
further includes the identity of a yard from which the identified
container was moved to the dock, and the identity of a yard
to which the container was moved from the dock.
31. The method of claim 21 wherein the report produced is a
live unload report which identifies containers which are taken
directly to an identified dock upon arrival at a facility and
which further indicates an IN DOCK TIME, an EXIT DOCK TIME and
a DWELL TIME.
32. A method of generating a live unload exception report for
monitoring containers intended to be unloaded at a dock of a
facility upon arrival at the facility without being first placed
in a yard associated with the facility, but which were switched
at least once before arriving at a dock, the method comprising
the steps of:
(a) identifying live unload containers from information received
by an advance shipping notice,
(b) recording a date and time of arrival of an identified live
unload container,
(c) recording a date and time of contact with the live unload
container by a switcher which flags the container as a live
unload exception, and
(d) recording a total number of switches of the container before
the container arrives at a dock.
33. The method of claim 32 further comprising the steps of recording
the date and time of departure and load status of a live unload
exception container.
34. The method of claim 32 further comprising the step of recording
for the live unload exception report for an identified carrier
and container at least one of the items selected from the group
of: load status, yard location, date and time of switches, arrival,
last move, retention/detention, unload, loading or partial unloading
of racks, completed reload, or departure.
35. A method of monitoring receiving yards for shipping containers
with respect to the presence and location of containers within
a yard having a plurality of slots wherein each slot is adapted
to hold at least one container, the method comprising the steps
of providing a graphical representation of a receiving yard
including identified slots within the yard and identifying one
or more containers associated with the identified slots, whereby
location of containers within a yard can be determined.
Description
FIELD OF THE INVENTION
The present invention pertains generally to logistics methods
and systems for tracking and control of containers, shipping
racks and inventory. More particularly, the invention pertains
to methods and systems which create and maintain an accurate
record of the location and movement of containers, racks and
inventory within the boundaries and between sites such as factories,
assembly plants, warehouses, shipping yards and freight switching
facilities.
BACKGROUND OF THE INVENTION
In the related application, a method and system is described
for monitoring the location and load status of containers within
the boundaries of a manufacturing or shipping or warehouse facility.
The invention eliminates the substantial cost of locating containers
within sprawling shipping container receiving yards, so that
the container can be readily brought to an assigned dock for
unloading. The present application focuses even more closely
on the movement and load status of containers in transit and
within yards and production facilities such as automobile factories,
and describes unobvious enhancements and additions to the container
monitoring methods and systems which yield even more accurate
and detailed information on the location and status of containers,
shipping racks, and running inventories. The described enhancements
reduce waste and inefficiency in the common shipping process
from a supplier (such as a manufacturer of parts), a carrier
(such as a trucking or shipping or freight forwarding company),
a warehouse, and an end customer who assembles parts together
to make a complete product.
Tracking of containers in transit is well developed, including
the use of satellites and other electronic technology to obtain
real-time data on in transit locations. Inventory accounting
and management is also a well developed filed in which the contents
of very large warehouses are ascertainable to high level of
detail at any point in time. Areas which lack total control
over the status and accounting of goods and the conveyances
needed to move the goods are in yards in which containers are
received at a facility, and in the facilities. Without information
on the location and load status of containers at a facility,
or an accounting for a number of parts (especially small parts)
within a facility, a manufacturer or supplier or carrier has
no way of calculating a current, real-time accounting of assets.
For example, in a typical sale and shipment of goods transaction,
a carrier may know from a satellite tracking system that a container
has reached a factory, but does not know if the container has
been emptied, partially emptied, reloaded, or the contents of
a reload such as racks. The carrier's "asset" in the shipping
transaction is a bill of lading which he presents to the factory
upon completion of the delivery. But the bill of lading cannot
be paid upon until the delivery is complete. Thus the carrier
must have information on the load status of the container at
the factory. A supplier's asset is the account receivable for
the goods delivered to the factory. Payment of the supplier's
invoice may be conditioned upon not only delivery of the goods,
but actual assembly of the goods into a finished product, known
as "paid-on-production". The supplier's assets may also include
be considered to include any racks which must be returned to
the supplier so that a subsequent shipment of goods can be made.
In some cases the supplier may in fact own the racks and is
therefore further interested in having them returned. If the
supplier does not learn of an incorrect return shipment of racks
until a carrier arrives at the supplier's facility, the supplier
(and possibly the customer) have incurred a loss. The customer's
asset is of course the ordered goods such as parts. To reduce
or eliminate the cost of holding parts prior to assembly, the
customer wants to receive the goods ideally not until the time
at which they are needed for assembly. To coordinate this, the
customer must have information on the transport of the goods
to the factory by the carrier. While just-in-time delivery of
parts is a good concept which can be applied to some manufacturing
operations, it is not practical for all production. Therefore,
the customer inevitably ends up holding some parts on the premises
and is in effect functioning as a warehouse. In order to minimize
the cost of this holding or warehousing, the customer must know
which goods have arrived in which containers, and where the
containers are located.
Another critical area which is not addressed at all by most
logistics systems is that of racks which support product within
a container. In many respects, these racks, their location,
expected time of arrival on return, and condition, are just
as critical and valuable as the products they carry. For without
racks, many products cannot be shipped. There is thus a need
to track shipping racks, particularly on the return trip to
suppliers, as closely as the shipment of product.
The prior art has also overlooked the logistical management
of relatively small parts such as fasteners or electronic components.
Small parts are typically delivered in containers of progressively
smaller size, from pallet to carton to box. Holding a quantity
of small parts greater than is immediately required leads to
losses within an assembly facility. Thus a system is needed
to track the deliver of small parts containers and to monitor
the running inventory in comparison to completed production.
SUMMARY OF THE INVENTION
The present invention provides methods and systems for improved
logistical controls over shipping container tracking, switch
monitoring and load status, and real-time total inventory accounting.
In accordance with a fundamental aspect of the invention, a
container monitoring system is provided for accumulating and
storing information on shipping containers, including location
and load status. The system includes a receiving area for receiving
containers to be monitored by the system, the receiving area
within a defined boundary within which container are to be monitored
by the system, a container entry point at the boundary at which
containers are identified by pre-existing identification codes
which are recorded at the container entry point, a switching
vehicle for moving containers to and from a receiving area and
to and from a facility within the boundary according to instructions
received from the facility, and means for recording information
on location and load status of containers within the defined
boundary, including information on receiving area identification,
and identification of containers in designated slots within
a receiving area.
The invention further provides computer means for generating
reports on container arrivals at a facility, numbers of moves
of a container by a switching vehicle within a receiving area,
and locations and unloading activities of containers at docks
at a facility.
The invention also provides a system for monitoring and locating
containers within a monitored network of container shipping
terminals and destination facilities. The system enables a carrier
to identify the terminal or facility within a network at which
a particular container is located, to know where within a terminal
or facility a container is located, and to know the load status
of a container within a terminal of facility.
The invention also provides a virtual inventory tracking system
which generates real-time data on product shipments within containers
in transit, at a facility, and within a facility.
The invention also provides a method and system for creating
electronic and paper records of shipping rack return activity
from reloading of racks into a container to completed return
of racks to a supplier.
And, the invention also provides a metered warehousing and delivery
system for production driven delivery and control of small sized
inventory.
These and other aspects of the invention are herein described
in particularized detail with reference to the accompanying
Figures, the Figures being representative of but some of the
various ways in which the principles and concepts of the invention
may be carried out.
BRIEF DESCRIPTION OF THE FIGURES
In the accompanying Figures:
FIG. 1 is a schematic diagram of the basic operational components
of one embodiment of the container monitor and control system
(CMCS) of the present invention;
FIG. 2 is a schematic diagram of the basic hardware components
of the Container Monitor Control System (CMCS) of the present
invention including related databases, management information
systems and input and communications devices;
FIG. 3 is an example of a container status report generated
by the container monitor and control system of the present invention;
FIG. 4 is an example of an Empty Trailor Report listing only
trailor containors which are completely empty and ready for
departure from the premises.
FIG. 5 is flow diagram of certain processing steps of the container
monitor and control system of the present invention;
FIGS. 6A-6C are representative screen displays generated by
a computer program which performs certain functions of the container
monitor and control system of the present invention;
FIGS. 7A-7D are examples of screen displays and dock activity
reports generated by a computer program which performs certain
functions of the container monitor and control system of the
present invention;
FIGS. 8A-8B are examples of screen displays and summary reports
of container arrivals at a facility generated by a computer
program which performs certain functions of the container monitor
and control system of the present invention;
FIGS. 9A-9B are examples of screen displays and summary reports
of container switching activity at a facility generated by a
computer program which performs certain functions of the container
monitor and control system of the present invention;
FIGS. 10A-10B are examples of screen displays and live unload
exception reports on container unloading activity at a facility
generated by a computer program which performs certain functions
of the container monitor and control system of the present invention;
FIGS. 11A-11F are examples of screen displays and reports on
container locations, identities, and load status within parking
slots within container receiving yards, generated by a computer
program which performs certain functions of the container monitor
and control system of the present invention;
FIGS. 12A-12D are examples of screen displays and reports pertaining
to container locations at terminal within a monitored network
of facilities or terminals, generated by a computer program
which performs certain functions of the container monitor and
control system of the present invention;
FIGS. 13A-13D are flow diagrams of a virtual inventory tracking
process of the present invention;
FIGS. 14A-14C are flow diagrams of a process for recording,
verifying and producing electronic and paper records for return
delivery of shipping racks in accordance with the present invention,
and
FIG. 15 is schematic diagram of a metered warehousing and parts
delivery process and system in accordance with the present invention.
DETAILED DESCRIPTION OF PREFERRED AND ALTERNATE EMBODIMENTS
FIG. 1 schematically illustrates one application of a basic
aspect of the container and inventory monitoring system of the
invention, within the confines of a facility boundary B. A facility
F may be a factory, warehouse sub-assembly plant, freight transfer
station, distribution center, or any other place where shipping
containers are loaded or unloaded. The facility boundary B is
the area which surrounds or is associated with the facility
F. As used herein, the term "system" refers to the described
equipment, hardware and software used to carry out the described
methods of container and inventory monitoring, and to the apparatus
and equipment used to operate the system, including computer
hardware and software, peripheral data input devices, monitors,
communications devices and transportation vehicles, shipping
containers and shipping racks. In the basic system shown in
FIG. 1, the system accumulates, stores and disseminates information
on containers C with respect to the location of containers relative
to facility boundary B locations within the facility boundaries
but outside the facility referred to as the receiving areas
or yards Y, and docks D which are designated entrances or doors
to a facility F. Entry to and exit from the facility boundary
B is directed through and controlled by gate G. As further described
herein, important time sensitive data on containers and container
loads which the system uses is collected at entry points to
a facility boundary B such as gate G.
As further shown in FIG. 1, each receiving area Y is assigned
a unique designator such as Y1, Y2, etc. Each of the docks are
uniquely designated such as D1, D2, etc. Movers of shipping
containers, and each shipping container is also uniquely identified
by a code or number. For example, in the trucking industry,
each of the vehicles of carriers or shipping companies which
move containers are uniquely identified by, for example, an
alpha "SCAT" code which may correspond to the name of the shipping
company. Each of the containers are assigned an individual code
(usually numeric) which is combined with the SCAT code to identify
every carrier/container combination. This combination of codes
is used to track containers and monitor carrier performance.
The system is readily adaptable to other modes of shipping such
as inter-modal ship/rail/truck containers, air freight containers,
tankers, waste haulers, or any other type of shipping container.
With coded identification of all carriers and containers, control
over facility boundaries, and means for recording status and
location of containers within a facility boundary, the system
has the basic framework for compiling detailed data on the shipping
process which can be used by the facility, suppliers and carriers
to optimize logistics.
The system monitors and records all container movements and
locations within the facility boundaries B. For example, when
a container C is delivered by a carrier vehicle V to a facility
through gate G, its arrival date and time is loaded into the
system and it is located within a receiving area or yard Y by
motive means S. The location of the container within the yard
Y is also recorded, as is the number of times the container
has been moved since its arrival at the facility boundary B.
This data is transferred or made available to the computer system
of the facility as further described below. The movement of
a container within the facility boundary B or yard Y is referred
to herein as a "switch". It is also generally referred to in
the shipping industry as a "spot" or "drop".
FIG. 2 schematically illustrates an integrated system in which
the computer system of the container and inventory monitoring
system is combined with a computer system of a facility F. A
container monitor and control system (CMCS) 10 includes a central
processing unit 11 for receiving and processing container-related
data, a container monitoring system database 12, a virtual inventory
database 13, one or more container data input terminals 14 which
may be locally or remotely located from the CMCS 10, a CMCS
monitor 15, communications links 16 to remote computing systems
and/or data receiving modules such as EDI, facsimile or e-mail
or Internet connections, remote container data transceivers
18, and one or more printers 20 for producing hard copy reports
of container data acquired and processed by the CMCS 10. In
one possible hardware arrangement of the system 10, one or more
container data input terminals 14 and monitors 15 may be located
at a gate or gates G for input of data acquired from incoming
and outgoing containers into the CMCS 10. Many different types
of data input devices can be used in connection with the system
to input data on carriers and containers. A human operator located
at gate G can input the data as carrier/containers arrive. Other
input methods and devices include hand held radios operated
by drivers of the switching vehicles S to communicate data to
an operator; RFID tag and reader technology, ultrasonic detectors,
optical scanners or RF data communications devices such as manufactured
by Texas Instruments and Teklogix, or bar code readers such
s the Telxon PTC 921 and PTC 912DS. The switching vehicles S
are preferably equipped with remote terminal reception and display
devices which allow data input, data reception and real-time
display on container locations and switching or movement instructions.
The CMCS 10 is interoperable with other computing systems such
as for example a management information system (MIS) of a facility
to which containers are delivered (referred to herein as the
"1st customer MIS 30" or "customer MIS"), and/or an end or intermediate
customer (referred to herein as the "2d customer MIS 60"), and/or
an MIS of a container carrier business (herein "carrier MIS
40"). As used herein, the term "customer" refers to a recipient
of goods from a supplier, as delivered by a carrier. The customer
may be a warehouse, freight forwarder, subassembler, final assembler
or seller of the goods delivered.
As further shown in FIG. 2, in a preferred embodiment of the
invention the CMCS 10 is commonly linked with a plant or customer
MIS 30 and container carrier MIS 40 for cross exchange of container
and inventory data. Of course, connections could also be made
to additional MISs and/or databases to further expand the accessibility
of container data compiled by the CMCS 10. An MIS typically
includes a set of computerized data collection, analysis and
reporting tools which support business decision processes, including
a database accessible by a computer programmed with data analysis
and reporting software to generate informational reports.
A typical container monitoring sequence is now described with
reference to the physical arrangement of FIG. 1 and the monitoring
hardware and software described above with reference to FIG.
2. As a container C (pulled by a carrier vehicle V) approaches
gate G of facility F, the carrier and container identifying
indicia on the vehicle (for example a SCAT code) which is input
to the CMCS along with a corresponding container number which
appears on the exterior of the container, along with the time
of arrival. The recorded time of arrival of a container starts
a retention time clock to accurately measure the total amount
of time a container is retained on the premises of the destination
facility such as facility F. This information is critical to
both carriers and customers. Container retention times recorded
by the system clearly identify for carriers containers which
are held for excessive amounts of time. Customers, i.e., the
ultimate recipients of the container contents, who must pay
carriers for excess retention time of containers can use the
information provided by the system to independently verify charges
from carriers for excess retention.
In a preferred method of the invention, the carrier/container
combination of data for each arriving container has been transmitted
between the carrier MIS 40, supplier MIS 50, and the customer
MIS 30, in the form of an advance shipping notice (ASN) prior
to the arrival of the container, so that as the carrier and
container are identified and input to the CMCS upon arrival
at facility F, and this information transmitted from the CMCS
to the customer MIS and/or carrier MIS, the system performs
the function of communicating confirmation that a particular
container has actually arrived at a destination. Once such confirmation
is provided, the system continues to monitor the container about
and within the premises of facility F.
Bill of lading information may also be transmitted from the
carrier MIS to the customer MIS concerning each container, so
that confirmation of arrival of the container (by identifying
the carrier and container number only) is sufficient to enable
to customer MIS to specifically identify, for example, parts
which have arrived on the premises and thus available for assembly.
Although it is not necessary for the container monitoring system
to know the specific contents of any particular container (as
represented by an accompanying bill of lading), it is information
which can be readily input to the CMCS (either by the carrier
MIS, customer MIS, or through CMCS input terminal 14) to enable
confirmation of delivery of specific contents-identified containers.
In other words, data of the contents of any container can be
stored and associated with carrier/container identifications
within the CMCS as an alternative or addition to the data contents
of the customer or supplier MIS.
Shipping rates and cumulative charges associated with bills
of lading may also be entered in the CMCS. This data may be
correlated with an independent accounts payable program (for
example resident in a customer MIS) whereby payments from a
customer to a carrier can be authorized by the data from the
CMCS. By this method, payments to carriers are made only for
containers/goods which have actually been received or unloaded
on the customer's premises. Similarly, carriers can use the
delivery confirmation data provided by the system to generate
bills to customers with actual confirmation that a particular
delivery has been made.
As alternatives to monitoring location and status of specific
contents of containers (which is contemplated by the invention),
one method of the invention is to monitor the load status of
any given container by using designations such as "full" or
"truck load", "partial load" or "empty". Load designation conventions
can be used such as labeling all incoming containers as "full"
in the CMCS (regardless of whether a container is actually full)
and all outgoing containers "empty", based upon indications
from the customer who is responsible for unloading the container.
"Partial loads" are also identified based upon information from
the customer that a particular container, only partially unloaded,
is to be removed from a dock and returned at a later time. Without
the designation of such a container as a "partial load", the
customer would have no efficient way of re-locating the container
when the remainder of the parts are needed, or of monitoring
that the container still had parts in it and should not be allowed
to leave the premises until empty. All such load status data
is input to the CMCS in the manners described for transmission,
by facsimile, electronic mail or through an Internet or world
wide web to the customer MIS and carrier MIS. Carriers are thus
immediately notified when containers are empty and available
for pick-up.
Also monitored by the system is cumulative load data for all
incoming and outgoing containers for any particular premises
or facility. By tabulating total number of container loads,
the system keeps running figures on shipment volume within a
premises. This data is then compared to known capacity values
to evaluate and/or forecast facility utilization. One example
of applicability of this aspect of the invention is to a land
fill facility wherein containers are monitored by loads to continuously
calculate remaining capacity of a land fill.
Associated with load status and container contents is data on
part-carrying racks which fit inside containers. In certain
applications of the system, monitoring of racks is equally or
even more important than monitoring containers for the reason
that certain parts cannot be carried in containers without specially
adapted racks. For example, parts such as automobile engines
cannot be shipped without empty racks being returned from an
automobile assembly plant to an engine plant. Containers which
hold such racks are therefore specially identified in the CMCS
so that as such containers are completely unloaded, and empty
racks placed back in the container, the container is specially
identified as, for example, "racks outbound".
A container vehicle V or switcher S drops the container C in
a receiving area Y outside or within facility boundaries B.
The location of the initial drop off point is confirmed by communication
from a remote container data transceiver 18 operated by personnel
on the facility premises, such as a shunter driver, for immediate
input to the CMCS. This begins the pattern of constant and immediate
updating of container location and status by the CMCS to the
customer MIS which enables the customer MIS to locate shipments
without any searching or delay. The customer provides instructions
on which containers are needed at which docks, i.e., switching
instructions. Switching instructions may be generated by the
customer MIS and delivered to operators of the switchers S or
transmitted to the CMCS for communication to switchers S via
remote data transceivers 18. Switching instructions are carried
out by operators of switchers S which, in the example of a trucking
operation, hook-up to a container such as a trailer and move
it from a receiving area to the specified dock. The terms "container"
and "trailer" are used synonymously herein. The new location
of the container is again reported to the CMCS in the form of
a dock or gate number for updating of data on that container
in the CMCS database. The amount of time the container remains
at the dock is counted in the running retention time clock.
Subsequent container switching instructions received from the
facility, for example to remove a container from a dock and
return it to a yard, are similarly conveyed and executed by
switchers S and reported for updating the CMCS database. The
data of course includes the location of the container. Load
status of a container is also updated according to information
provided by the customer. For example, a container which is
partially unloaded and then instructed to be returned to a receiving
or holding area is noted in the system as a "partial load".
The container is thus readily identifiable when instructed to
be returned to continue unloading. In the instance where a single
container is switched between a yard and dock or docks multiple
times before leaving the premises, the system records each switching
operation. This information is useful to the customer to identify
excessive switching which indicates production or distribution
process inefficiency. Because the system continuously tracks
the location and status of all containers on the premises at
all times, calculations can be made to determine available capacity
for receiving additional containers. This includes calculations
for one time deliveries such as to land fills.
Once a container is completely empty and returned to a yard,
it is recorded in the CMCS database and reported to the carrier
as empty and ready for departure from the premises. In order
to communicate all of the data acquired by the CMCS relative
to container location and status, including arrival and retention
times and load status, the system is able to generate reports
of container activity in any desired format for the benefit
of all customers and all carriers delivering containers to customers.
For example, as represented by FIG. 3, a "Detail on Hand" report
100 may be generated by the CMCS in any particular format such
as columns and rows in which carriers and containers are listed
with accompanying status data such as date and time of arrival,
yard location and load status. In column I are listed carrier
identifications such as SCAT codes for trucks. Column 2 identifies
each carrier by full or abbreviated name. Column 3 lists the
date of arrival of each container, and in column 4 is listed
the time of arrival. In column 5 is listed the dock or docks
at which a container is or was last unloaded. And in column
6 the current yard location of each container is listed. In
column 7 is noted the status of the container load, which may
include notations empty racks such as "racks outbound". Column
8 lists the container number which corresponds to the carrier.
And column 9 is provided for entry of load-specific data such
as contents identification and quantities and any other load
data as may be included on, for example, a master packing list.
The load specific data is critical to customers who pay suppliers
on a "paid-on-production" system whereby suppliers are paid
only upon assembly of parts into a finished product. By knowing
that a certain shipment of parts actually arrived at the plant,
and that the container left the plant in an empty state, the
system provides the customer with independent verification for
authorization of payments to suppliers. The load specific data
may further include data on racks in containers. Since a load
of racks will have a freight bill identifying the number and
type of racks and destination, all of this information can be
readily input to the CMCS, and set forth in column 9 of the
report, to expedite the return of empty racks to a parts production
facility.
The report of FIG. 3 is organized by carrier over a period of
calendar days. Other report formats which the system may generate
may be according to certain yards or receiving areas, times
of arrival, unloading docks, container numbers for certain carriers,
or load status. For example, report 120 as depicted in FIG.
4, is compiled as an "Empty Trailer Report" listing only trailer
containers which are completely empty and ready for departure
from the premises. This type of report is most valuable to carriers
wanting to retrieve containers from the customer's premises
as soon as possible. The report is also valuable to the customer
for verifying over-retention charges by carriers. In this format,
the carrier and containers are identified in column 1, the unloading
dock in column 2, the current yard location in column 3, and
the initial load type in column 4. A "packing list" column 5
is provided for entry of specific data on the contents of a
container as described above. The figures in column 6 represent
a total amount of time a container has been on the premises
from the time of arrival to the time the report was generated.
And column 7 is provided as a flag field for time measurements
in column 6 which indicate containers "past due" for pick up.
FIG. 5 schematically illustrates one processing flow for monitoring
containers in accordance with the invention, which steps may
preferably be performed by an appropriately programmed computer
such as the CMCS. The computer program generates screen displays
for presentation on a connected monitor to an operator of the
system. The screen displays provide graphical or spread sheet
type formats for entry and verification of container data, and
control menus for accessing different types of information on
containers in the system.
The process begins at step 0, proceeding to step 100 to determine
arrival of a container. Step 200 insures that each arriving
container is uniquely identified by the system. FIGS. 6A-6C
are representative of types of screen displays which may be
generated by the CMCS computer program for input and display
of container information at a CMCS monitor. For example, a screen
display such as FIG. 6A provides a format for a container identification
header to be created at step 300. The header is used as a virtual
data envelope by and through which all data relevant to an identified
container is accessible, transferable, manipulable. An arrival
record is created at step 400. Step 500 is provided to accommodate
containers which must be immediately "spotted" or moved to yard
or dock, for example based upon information received from the
customer MIS identifying "hot" loads. In lieu of an immediate
spot, arriving containers are spotted to a yard at step 600
and the header record updated at step 700 with yard location,
which may also include a subdesignation of a parking spot within
a yard. FIG. 6B is a trailer spot update input screen display.
At step 1000, loaded containers are summoned to a receiving
dock, based upon instructions received from the customer, the
header record for the summoned container located at step 1100
such as by inputting container identification via the input
screen display of FIG. 6C, with intermediate error correction
steps 1200 and 1300, and a container spot or transfer performed
and similarly updated to the system at steps 600 and 700. Containers
departing from the premises are monitored at step 1400 which
again requires locating the corresponding header record at step
1500 via screen display of FIG. 6C, with error correction for
no data match at steps 1600 and 1700, the departure of containers
input and updated to the system at steps 1800 and 1900. By performing
these steps in connection with the CMCS programmed to follow
and prompt users through the sequence, and by controlling the
plant entry points and premises, the system maintains accurate
records of identification, location and load status of all containers
on the premises and the amount of time containers are on the
premises.
The invention further provides detailed information on dock
usage and availability for a given facility. This information
is very valuable to managers of the facility to enable analysis
of dock usage, and to schedule incoming loads, particularly
"hot" loads or live unloads which proceed from a gate directly
to a dock for just-in-time delivery, or to coordinate deliveries
to arrive within a scheduled window of time. Dock usage directly
correlates to production or warehousing activity within a facility,
because each dock is located nearest to an assigned task within
the facility. When a particular dock is occupied by a container,
it is critical to know which is the next nearest available dock.
As shown in FIG. 7A, the system produces a real-time Dock Availability
Report 701 which numerically lists each dock at a facility in
columns 702, followed by carrier and container identification
codes in columns 703. The Report 701 is generated from the data
received from drivers or the switching vehicles S on containers
dropped at a dock. The report 701 can be displayed within a
switching vehicle on radio frequency operated hand held devices
or on the display of an on-board computer.
By recording every container drop or move to every dock, the
system can further generate various Dock Management Reports
as shown in FIGS. 7B-7C. FIG. 7B is a Carrier Dock Activity
Report 710 which, for a given carrier, such as "LEHM" in field
711 on a given day, such as "12/04/97" in field 712, shows the
total number of containers brought to a dock in field 713 and
from where they came (e.g., from a yard, from another dock,
or direct arrival); total number of containers removed from
or left at docks in field 714, the load status of containers
removed from docks in field 715. The load status may be partial,
empty, empty racks or other such as a "live unload". The total
number of different types or switches or movements of containers
for the day are recorded in field 716.
As shown in FIG. 7C, the system further generates a specific
dock activity report 720 for a particular dock and a particular
carrier. The specific dock is identified in field 721. An "In
Dock Time" field 722 records the date and time of arrival of
a container at the dock. An "Exit Dock Time" field 723 records
the date and time of departure of the container from the dock.
A "Dwell Time" field 724 records the total time in minutes that
the container was at the dock. A "Trailer" field 725 records
the identification number of the container, which in this example
is a trailer. And a "Carrier" field 726 identifies the carrier.
Field 727 records the inbound and outbound load status. Field
728 records the identity of the origination and destination
yards.
The dock activity report can assist the facility management
by appropriate allocations of manpower to docks for unloading
and loading operations.
FIG. 7D is a "live unload" report 730 which records all trailers
which were taken directly to docks for unloading upon arrival
at a facility. The live unload dock is identified in field 731.
The "In Dock Time" is recorded in field 732, the "Exit Dock
Time" in field 733, the "Dwell Time" in field 734, the "Trailer"
or container identifier in field 735, and "Carrier" identification
in field 736. Report 730 assists the facility management in
measuring the performance of carriers and logistics providers,
as "live unloads" represent the most efficient delivery scenario
in which the cargo arrives at a point or window in time in which
it can be accepted directly into the facility.
From the report 720, a carrier knows exactly when its containers
reached a dock and how long each container remained at a dock
for unloading, and whether it was completely or partially unloaded.
This information is used to compile a bill to the facility owner
for over-retention of containers, in excess of an agreed amount
of time allotted for unloading. The facility owner uses this
report to confirm that bills for over-retention charges are
accurate. The facility owner can also use this report to identify
inefficiencies in unloading operations or inaccurate timing
of just-in-time manufacturing operations. For example, if a
particular dock or group of docks are more active than others,
or occupied for longer times than others, it may indicate that
more workers are needed at those docks to expedite unloading.
The daily generation of reports 710 and 720 can be automatically
faxed by the system to both carriers and facility management
so that appropriate logistics adjustments can be made. Alternatively,
both carriers and a facility may access reports from the CMCS
by appropriate connection, including via e-mail or the Internet,
as described in connection with FIG. 2.
For managers of a facility where thousands of containers are
arriving and departing each month, it is advantageous to have
data on trends in container arrival. This information is used
to identify delivery windows, or to alter delivery logistics.
It is especially useful for timing just-in-time deliveries.
FIGS. 8A and 8B together are an example of an Arrival Count
Report 801 which shows container arrivals by hour for each day
of a month. The days of the month are listed in column 802.
The hours for each day are listed in the columns 803 to the
right of column 802. Total container arrivals are set forth
on line 804, and the average number of container arrivals per
hour on line 805. On FIG. 8B, field 806 sets forth total and
average numbers of container arrivals for each day of the week
for a specified month. Field 807 sets forth the total number
of arrivals per hour, per day of each week for a specified month.
And field 808 sets forth in summary form the average number
of arrivals per hour, per day of each week for a specified month.
The system also records total number of switches per hour per
day, as shown by the "Switch Count Report" 901 in FIG. 9A. Column
902 lists the days of a specified month. Columns 903 are for
each hour of the day, with totals in the far right column 904.
The system operator can use this information to plan for staffing
of switching vehicle operators, and to detail billing based
on per switch or spot operations. In the "Switch Count Summary
Reports", FIG. 9B, the system total number of switches per day
of the week for a selected month in field 905, and average number
of switches per day of the week for a selected month in field
906. The total number of switches per hour per day of the week
is set forth in field 907, and the average number of switches
per day per hour of the week in field 908.
The system also generates a "Live Unload Exception" report 1001,
shown in FIG. 10A. Because the system knows from an advanced
shipping notice (ASN) that a particular load is intended to
be a "live unload", which means that the container is to be
delivered directly to a dock without being first switched or
placed in a yard or holding area, any contact with such a container
by a switcher S of the system automatically records the container
status as a "live unload exception". The carrier is identified
in field 1002. The container is identified in field 1003. The
date and time of arrival is identified in field 1004. The date
and time of the "First Move", the time the switcher S contacted
the container which triggered its entry into the Live Unload
Exception report, is recorded in field 1005. The number of moves
are recorded in field 1006. This could be several moves before
the container is emptied. The date and time of departure is
recorded in field 1007. And the load status is recorded in field
1008.
For any container which appears on the Live Unload Exception
report 1001, a Detail Page report 1010, shown in FIG. 10B is
accessible. Field 1011 includes the carrier and container identifier,
load status, the fact that it was originally intended to be
a live load but resulted in a live unload exception, and the
yard location. Field 1012 records the date and time of each
of the events in connection with the excepted container, including
the date and time of arrival, last move, immediate fax for notification
to the carrier or container owner, retained or put into detention,
unload, loading or partial loading of racks (commencement of
loading), completed reload and departure. Field 1013 provides
a running history of container activity including a record of
the date, time, yard, dock, type (of load), arrival/departure
(A/D).
Just as the information on dock availability is valuable, so
is information on utilization of the various yards surrounding
a facility. To this end, the system provides a "Slot Availability"
reports as shown in FIGS. 11A-11F which provide real-time information
on container identification within each (parking) slot in each
yard monitored. FIG. 11A is one graphic form of a yard slot
availability report 1101, wherein various yards are identified
in the left side column 1102, and yard slots across the upper
line 1103. This creates a matrix in which a container location
can be identified graphically, by for example the asterisk symbol.
The corresponding detailed information on the selected container
is displayed below in line 1104, including the yard name, row
and slot designation, carrier and container identification code,
and load status.
Alternatively, as shown in FIG. 11B, a "Yard Selection Screen"
1106 lists yard identifiers in column 1107, and the yard names
in column 1108. Selection of a yard identifier from column 1107
takes the user to a "Row Selection Screen" 1110 shown in FIG.
11C. Selection of a row from column 1111 on screen 1110 takes
the user to the "Slot Detail Screen" 1112 shown in FIG. 11D.
Within a frame 1113 are designators 1114 for each of the slots
(e.g., 1-20) within the selected row. Next to each of the slot
designators 1114 are the carrier/container identifiers for the
containers present in those slots. This procedure is most useful
where the general location of a container is known. When the
location of container is to known at all, a search function
is provided on each of the screens 1106, 1110 and 1112. not
example, by pressing F5, the user is taken to a "Find Trailer
By Trailer Number" screen 1116 shown in FIG. 11E. A trailer
number is entered and the system switches to a "Trailer Quick
Summary Screen" 1118 shown in FIG. 11F. Field 1120 of screen
1118 displays the load status of the container, the yard location,
the row designation within the yard, the slot number within
the row, and an identifier (e.g., KKS) of a driver of a switching
vehicle which placed the container in that location. The identification
of the switching vehicle driver is particularly advantageous
to operators of the system, to be able to dispatch the correct
driver to retrieve a container within the driver's assigned
yards or rows. The "Trailer Quick Summary Screen" 1118 can also
be accessed by selecting a highlighted trailer/container identifier
on the "Slot Detail Screen" 1112 of FIG. 11D. A user can move
about the "Slot Detail Screen" 1112 by the use of cursor keys
or a mouse.
Containers are commonly tracked in transit by satellites or
other electronic signaling and tracking devices. In transit
type tracking systems are macro in the sense that they know
whether a container is at point A or at point B, or at a location
between points A and B, but they do not know the location or
load status of a container within point A or point B. Such information
is critical to carriers to be able to time deliveries to coordinate
with production, to know immediate availability of containers,
to know the contents of returning containers such as "racks
outbound", and to have enough information to compile a real-time/running
accounting of a shipping business as further described below.
The use of radio frequency identification (RFID) tags and readers,
as produced for example by SAM.sup.SYS, Inc., enables rapid
acquisition and updating of container location and status. The
equipment typically includes a card or tag on which is encoded
carrier and container identification data. Tag or card readers
are located at facility boundaries such as gate G, or in yards
or at docks to automatically identify containers. This instantaneously
loads the container location data into the CMCS 10 (FIG. 2).
Automated container data input can alternatively be accomplished
by the use of magnetically encoded cards and readers, or scannable
bar code tags.
When the tag or card readers of a group or network of facilities
are all electronically linked to the CMCS 10, a carrier MIS
40 which is linked to the CMCS can obtain a real-time location
of every container which has been automatically read into the
system. For example, a carrier or supplier connects to the CMCS
by private or other connection such as through the World Wide
Web. The user enters an ID number to gain access to the system.
In one embodiment, the system generates a mapping screen 1200,
shown in FIG. 12A, which displays a geographic territory which
encompasses all or some of the carrier's terminals, and facilities
at which containers are monitored. Field 1201 of screen 1200
is a container search input to locate a container at any one
of the monitored sites. Once a container number is input, the
system progresses to display the site at which the input container
is presently located, such as screen 1205 shown in FIG. 12B,
and in field 1206 displays the site location name, arrival date
and time, and a request to view a history archive file, which
may be displayed such as field 1013 of FIG. 10B. In other words,
it provides an archival history of the specified container at
the specified site, i.e., when it arrived, how many switch moves
have been made, how many and which docks it has been at, and
the load status between each switch move and the current load
status.
The system uses a similar approach to perform container audits
of selected facility or terminal sites. For example, as shown
in FIG. 12C, a site display screen 1208 geographically displays
each of the facility and/or terminal sites monitored by the
system, and includes a site or terminal search field 1209. When
the name of site is entered, the system progresses to screen
1210 shown in FIG. 12D, which displays in field 1212 a listing
of all containers present at the selected site. A particular
container can be selected from field 1212 for detailed archival
data on that container in a form, for example, such as field
1013 of FIG. 10B. One item information which may be included
in this field for any particular container is a note or comment
on the maintenance status of a container. Since the switching
vehicle operators and loaders/unloaders of the container have
ample opportunity to inspect each container handled, they can
input any observed damage or maintenance requirement into a
comment field in the container status. This enables a rolling
maintenance program whereby a carrier can plan for delivery
of a container to a maintenance facility based upon a known
repair need. Of course, the container and site data can be alternatively
displayed in different formats which may not include a graphical
representation.
With the described real-time data on container location and
load status acquired by the system, a user such as a carrier
or supplier has enough information to derive a virtual inventory
at each stage of a supply chain. As described with reference
to FIGS. 13A-13D, the supply chain logistics tracking starts
with a customer or consignee release of a product/part order
at step 1301 in FIG. 13A. The supplier makes an internal check
of inventory at step 1302, and goes to production steps 1303
and 1304 if production is required in order to establish supplier
inventory at step 1305. A "Supplier" as identified in the boxes,
may be either the original manufacturer of the goods specified
in the release order at step 1301 or a distributor who physically
receives goods from a manufacturer or represents a manufacturer
as a sales agent and processes orders for the manufacturer.
The supplier pulls product from inventory at step 1306 and loads
it on a conveyance at step 1307.
An important piece of inherent data is created at this point
with respect to shipping racks. As known in the industry, the
term "racks" refers to any type of packaging or support device
which holds a part or multiple parts for secure shipment within
a container. A rack may be something as simple as a carton,
box or pallet, or a complex steel structure which supports an
engine or other subassembly of a product. In most instances,
products cannot be shipped without a specific corresponding
rack.
The type and number of parts loaded for conveyance will indicate
the type and number of racks required to be on the shipping
container. Similarly, the number of parts can be calculated
from part size, pallet size, box or carton size, whether the
pallets, boxes, cartons are stackable, and the size of the container
in which the parts are being carried. All such data may be resident
in the CMCS database 12 (FIG. 2).
At step 1308 on FIG. 13B, the supplier generates an advanced
shipping notice (ASN) for transmission to the customer. The
ASN includes the part number, supplier code, release order,
purchase order number, quantity shipped, destination and estimated
time of arrival (ETA) at the consignee's or customer's facility.
When the carrier departs from the supplier at step 1309 the
shipment is noted as "in transit" at step 1310. The ASN is electronically
transferred to the consignee/customer at step 1311. The ASN
is loaded into a virtual inventory database 13 in the CMCS (FIG.
2) at step 1312. Additional data resident in the virtual inventory
database may include the location of the supplier and the a
calculated ETA based on that location, associated carriers and
type or size of containers, and rack information. This data
may be redundant, related or in addition to the data supplied
by the ASN. The inventory is "virtual" in the sense that the
CMCS knows that it is scheduled to become inventory prior to
its physical arrival, as a result of receipt of the advance
shipping notice (ASN). When the shipment physically arrives
at the site at step 1314, the recording of the carrier and container
ID as described above creates a "virtual inventory" record at
step 1315. This inventory is "virtual" in the sense that although
it is physically at a facility, i.e., in a container which is
sitting in a yard or on a pier next to a building which is the
assembly or transfer site, it is "near" inventory because it
is not inside the building, or grouped together with like parts
in a storage or assembly line spot, but is nonetheless accounted
for by the system.
The physical arrival of a container at step 1314 is entered
into the CMCS at step 1316 (FIG. 13C). By matching the conveyance
arrival data (carrier and container ID) with the ASN data received
from the carrier, the CMCS performs a system-to-system audit
verification at step 1317, and is able to notify the customer/consignee
of any discrepancies at step 1318. A carrier may query the CMCS
virtual inventory 13 at step 1319 by entering the ASN data for
a particular shipment. This prompts the system to search the
virtual inventory ASN files for product match at step 1320,
and to generate a conveyance report at step 1321 based upon
accurate matches of ASN/virtual inventory data. Simultaneously,
at step 1322, multiple conveyance product matches are converted
to total product so that the consignee can be alerted to overstock
and/or overshipment of product, and thereby reduce further purchase
order or release from a blanket purchase order.
When the conveyance or container is unloaded at step 1323 (FIG.
13D) it becomes consignee/customer "in facility" inventory at
step 1324. The unloading is noted by the switching operations
described above. The system then purges the corresponding ASN
once the container is noted as (fully) unloaded or reload status
at step 1325. With the shipment completed, the system is able
to produce a conveyance life cycle report at step 1326, and
record the report in an archive at step 1327.
The advantage of the described virtual inventory aspect of the
system is that it provides real-time data on all inventory regardless
of its location, i.e., in transit, at a facility, or in a facility.
This is the only way to keep an accurate accounting of the total
real time value of the supplier's, carrier's, business, and
customer's businesses. The virtual inventory aspect of the invention
is thus a method to assist a customer's management in inventory
control. The customer can "view" all inventory(whether physically
in stock or not) less all inventory committed to production
or delivery as "real inventory". Customer savings are realized
from inventory reductions (i.e., a reduction of carrying costs
including interest, insurance and taxes), the possible elimination
of offsite storage facilities, or the need to rent or build
additional space, potential reduction in required warehouse
space and the associated costs, and avoidance of safety issues
involved with warehousing of excess inventory, including insurance,
worker's compensation and related litigation.
The ordinary payment procedure of customers, such as automobile
manufacturers, is to pay for parts delivered only upon proof
of receipt. The proof of receipt is ordinarily a bill of lading
which accompanies the shipment. A bill of lading is a receipt
which a carrier gives to a supplier/shipper for goods given
to the carrier for delivery. The bill of lading evidences the
contract between the shipper/supplier and the carrier, and can
also serve as a document of title creating in the person possessing
the bill ownership of the goods shipped. The bill of lading
is ordinarily presented to the customer upon delivery of the
shipment by the carrier. This procedure is complicated by the
following circumstances, a) where the container is left at the
customer's yard for some period of time before it is unloaded,
b) where the customer and supplier agree that payment for the
goods will not be made until the goods are unloaded (completely)
into the customer's facility, or c) where the carrier must return
the container with racks which belong to the customer or the
supplier. Of particular importance is the information on "racks
outbound" (RO) from a facility, as this impacts directly on
the future flow of parts to the facility.
Complex paper-based systems have been devised to confirm receipt
and unloading of goods, and reloading of racks (correct in number
and type) into returning containers. However, any misplacement
or oversight of any of the documents required to record the
each of the necessary actions to be taken with any given container
corrupts the system and ultimately results in a) a loss in inventory
to the customer, or b) substantial extra expense to the supplier
to correct errors in rack returns. A supplier is just as interested
in receiving back the correct type and number of racks as is
the customer in receiving the correct type and number of parts.
For without the correct racks, a supplier can deliver no more
parts.
The present invention provides an improved method and system
for verifying and document accurate rack return without total
reliance on a multiple copy paper chain. As described with reference
to FIGS. 14A-14C, at step 1401 a facility worker such as a lift
driver reloads an emptied container such as a trailer with returnable
racks. A rack return reload sheet (RRRS) is filled out at step
1402. The rack return reload sheet is based on MMDT and a rack
ID matrix acquired at step 1403, and a dock number, SCAC code,
trailer number, rack identifier and quantity acquired at step
1404. The rack reload sheet is faxed to the facility gate G
(FIG. 2) at step 1405 for entry into the CMCS database at step
1406 and verified at step 1407. The rack return reload sheet
data is also fed to the customer MIS 12 at step 1408 and "booked"
for payment at step 1409. The data from the rack return reload
sheet is loaded into the CMCS at step 1410. The CMCS then matches
the data to the MMDT rack ID matrix data resident in the database
at step 1411. If this information matches then the system produces
an electronic bill (of lading) at step 1412 for matching with
the corresponding container as it leaves the facility boundaries
through the gate. This electronic bill of lading is also transferred
to the customer MIS 30 or 60 at step 1413 to provide that system
with the latest rack return data. Rather than relying on the
carrier's bill of lading and rack return information, the system
has generated a bill based upon information received from the
person who reloaded the container with empty racks, and cross-checked
that information with the MMDT and rack ID data.
With reference to FIG. 14B, as a rack-carrying container arrives
at the facility gate, the container number is entered into the
system (manually or automatically) at step 1414. The system
notifies the operator at step 1415 that the container is "racks
outbound" and asks if an outbound billing memo (i.e., a bill
of lading) is to be printed. If the billing memo is requested
at step 1416, the system, knowing the return destination of
the racks, automatically calculates at step 1417 an estimated
time of arrival (ETA) based upon data on mileage, average speed,
DOT regulations, supplier business hours, plus an "X" hours
buffer time. All of this information is calculated from data
resident in the CMCS database. The request for an outbound billing
memo at step 1415 updates the container to "depart" status at
step 1418, and the billing memo data is automatically faxed
to the carrier at step 1419, and to the supplier at step 1420,
with the calculated ETA. A hard copy of the billing memo is
printed at the gate at step 1421 and handed to the carrier driver
at step 1422. The container departs at step 1423, and the customer's
record of rack return is updated with the actual time and date
of departure at step 1424.
As shown in FIG. 14C, the detailed tracking of rack returns
continues all the way back to the supplier. If the carrier driver
meets the calculated ETA, at step 1425, the supplier "arrives"
the container at step 1428 by notifying the CMCS, electronically
or by telephone. If the container does not arrive at the supplier
within the ETA, the carrier driver notifies the supplier at
step 1426 of the delay, and the supplier adjusts the container
ETA in the CMCS at step 1427. If the container does arrive on
time (step 1428) the CMCS is notified at step 1429 and the record
is archived. The customer rack return record is updated by the
CMCS at step 1430. The record at step 1429 is the completion
of a delivery transaction from the supplier's perspective, as
the timely return of the racks is an absolute prerequisite to
future shipments.
To confirm that the correct type and number of racks have been
returned in the arrived container, the container contents is
physically matched against the record of the billing memo (generated
at step 1421 in FIG. 14B) at step 1431. If there is a discrepancy,
the supplier posts the discrepancy to the CMCS at step 1432,
the CMCS database is updated at step 1433, and the customer's
rack return records at step 1434. If the container contents
match the billing memo, the rack return transaction is both
completed and verified, at which point the entire record can
be purged from the CMCS at step 1435.
In one further aspect of the invention, described with reference
to FIG. 15, a method and system for timed, sequential parts
delivery to a manufacturing facility is provided. In the mass
assembly of complex products such as automobiles, thousands
of parts are needed at certain times and locations within a
facility. The quantity and timing of parts requirements is set
by the manufacturer, for example by a weekly schedule. Timed
delivery of relatively large parts, such as engines and body
panels, directly from a supplier to the manufacturing facility
is accomplished through the described use of ASNs and container
monitoring within the facility receiving yards. However, for
small parts such as fasteners (also generically referred to
as "standard parts"), this approach is not practical. Small
parts are therefore typically shipped in bulk quantities which
exceed present production requirements and are therefore simply
held within the manufacturing facility. This commonly results
in substantial losses of excess small parts waiting for assembly.
In one particular industry, this "holding" of parts and the
resultant losses is estimated to add 15% to the total cost of
the parts.
The present invention eliminates the asynchronous delivery of
small parts to a manufacturing facility relative to current
production by providing a metered warehouse from which small
parts are distributed to the manufacturing facility in quantities
which correspond to current (daily and weekly) production. As
shown in FIG. 15, a metering warehouse 1500 receives parts from
standard parts manufacturers 1502 delivered by carriers 1504.
The carriers 1504 used by the system are preferably closely
affiliated with the manufacturers of the standard parts, with
establish "most efficient routes" from the manufacturers 1502
to the warehouse 1500. The warehouse 1500 is preferably in relatively
close proximity to a manufacturing facility 1506 where the standard
parts will be assembled into a finished product or component.
The warehouse 1500 may have on hand a minimum quantity of standard
parts for manufacture of a certain product, based on current
trends in manufacturing pace and capacity. Many warehouses are
operated under inventory management programs which adjust inventory
based upon projected requirements. Although such systems reduce
overstocking of parts, they do not address the manufacturer's
problem that arises from the delivery of a minimum quantity,
such as a carton, to the facility, when only one box of parts
from the carton will be used in the day's or week's production.
The losses to the manufacturer occur with the parts remaining
in the carton, awaiting assembly.
In the present invention, when the warehouse 1500 receives a
build order from the manufacturing facility, specifying the
exact number of parts required for a production run. A "metered"
load 1508 is assembled at the warehouse and delivered to the
facility 1506 by metered parts conveyance 1510. The metered
load may include an exact quantity of parts required for production
for a single or multiple shifts, one day, several days, a week
or several weeks or more. Records of the metered load are matched
to the build orders. Within the manufacturing assembly there
are assembly zones, e.g., Zone A, Zone B, Zone C, etc. The metered
load 1508 is loaded onto the parts conveyance 1510 according
to a sequence in which the zones at the facility will be reached.
This aspect of the system is critical in connection with a manufacturing
facility which may be many acres in size, with substantial distances
between drop-off points (docks) to the different zones. The
load 1508 is dropped at the designated zones in sequence. The
timing of the metered load delivery can be matched to a production
schedule to accomplish just-in-time delivery. The deliveries
are communicated to the manufacturing facility, e.g. through
the CMCS, so that the facility has a running record of parts
on hand. Each of the zones is then audited periodically to verify
that the current zone parts inventory corresponds with completed
production runs.
The invention has been described in terms of certain preferred
and alternate embodiments which are representative of only some
of the various ways in which the basic concepts of the invention
may be implemented. Certain modifications or variations on the
implementation of the inventive concepts which may occur to
those of ordinary skill in the art are within the scope of the
invention and equivalents, as defined by the accompanying claims.
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