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To better understand how they manage the challenges of the new transportation climate, Pro. Logis recently interviewed 1. Managing the 'New Normal'These executives' freight transportation concerns transcend cost. True, many of them have endured unforeseen transportation budgets hikes—as much as 2. Yet they are more concerned about ensuring their products are on the shelf when customers want to buy them. When lead times lengthen or become erratic, inventory stock- outs become more frequent, resulting in lost sales and, worse still, lost customers. Rates still matter, but so do other concerns. Today, we're successful if we can hold rates flat. Shippers, in turn, have devised strategies to achieve these goals, including: 1. Reconfigure distribution networks. Companies are reorganizing distribution networks to ensure that freight is transported as full containerloads and full truckloads, from origin to final destination, and with the fewest possible handoffs (see sidebar, below). Centralize command and control. By taking responsibility for their freight bills, shippers can create efficient transportation lanes, leverage their aggregated transportation spend during rate and capacity negotiations, and ensure daily execution that yields the best negotiated rates. Collaborate with carriers. Companies are striving to forge close collaborative ties with carriers and want to become preferred customers. Create incremental capacity. Shippers are devising ways to extract greater capacity from their existing fleets and facilities—improving cube utilization, eliminating empty miles, and extending hours of operation, for example. Working time is the period of time that a person spends at paid labor. Unpaid labor such as personal housework or caring for children or pets is not considered part. Using your phone to scan documents isn’t anything new. With apps like Scanner Pro and Turbo Scan out there, if you own a smartphone there’s pretty much no reason. 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The rate for partial containerloads can be as much as three times greater than the rate for full containers, and the less- than- truckload rate can be as much as four times greater than the truckload rate. With freight rates climbing, transportation managers have gone back to the drawing board to analyze product flows from every origin to every destination. They are searching for ways to aggregate product so it can be shipped in full containers or full truckloads; and examining both purchasing and demand patterns. In many cases, companies find that the best way to build full containerloads and truckloads is to add a new . Adding these links, however, appears to be antithetical to the industry's long- standing quest for simpler, less costly, and more efficient supply chains. For years, companies have streamlined their supply chains—removing redundant, extraneous links, consolidating DC networks, and increasing inventory turns. The new links added to supply chains are not DCs, but rather freight- pooling hubs. Two kinds of freight- pooling hubs exist: consolidation centers and deconsolidation centers, sometimes called mixing centers. Companies may add one or more of these freight- pooling hubs to the supply chain if the cost savings resulting from shipping full containers or truckloads created in these facilities exceed the incremental operating costs. One study respondent, a national distribution company, provides a good example of how these networks operate. The company maintains a network of 3. DCs to provide next- day delivery to customers scattered across the United States. Its suppliers are located throughout North and South America and Asia. The company carefully scrutinized its distribution network to determine how it could aggregate its DCs' orders into full containerload or truckload shipments on a regional basis. It decided to establish five new regional mixing centers—in central New Jersey, Atlanta, Chicago, Dallas, and Los Angeles—to receive full containers or truckloads directly from suppliers. These containers and truckloads are unloaded, and the products are then mixed and re- shipped as full truckloads to each DC every 2. At the same time, the distribution company established consolidation centers at several Asian ports to aggregate shipments from its Asian suppliers into full containerloads destined for the mixing centers. It experienced significant cost savings. Neither the consolidation centers nor the mixing centers maintain any inventory. Their mission is solely to ensure full container and truckload shipments between all points in the supply chain. Additionally, with the pre- planning involved in building these shipments, the company can collaborate with carriers and ensure equipment availability and consistent delivery. Centralize Control and Command. Decoupling freight costs from product costs is one clear- cut trend respondents report. Shippers are taking responsibility for their freight bills, where previously suppliers paid the freight costs and added this expense to the materials invoice. This change helps shippers establish centralized command and control over freight movement. They can also use their firms' total shipping volumes as leverage in negotiating incentive- based contracts with carriers. In the past, shippers often negotiated favorable carrier rates in specific freight lanes by committing to channel certain volumes through those lanes. Too often, however, those commitments failed to translate into actual shipments because of snafus within the shippers' decentralized operations. Local traffic managers, for example, may have been unaware of the incentive contract and tendered loads to other carriers. Whatever the cause, the result is always the same—increased shipping rates. The disparity between the best contract shipping rates and those with alternative carriers can be as much as seven percent. Worse still, shippers' failure to follow through on commitments may sub- optimize their carriers' operations, weakening their future bargaining position with carriers. As a general rule, centralizing transportation decisions also enables shippers to move transportation planning closer to the point of order so it ceases to be an end- of- the- line function. If traffic managers find out about orders only when they are ready to ship, for example, they don't have enough time to arrange for the best carrier and rates or to combine shipments into full truckloads. By contrast, when given centralized shipment visibility at the time of order, traffic managers have a wider window within which to consolidate shipments, and can then take advantage of truckload, continuous movement, and pooled distribution rates. One senior supply chain executive at a household cleaning products manufacturer, for example, reports that early centralized visibility enabled the company to reduce off- contract carrier spending, and boost the volume of orders shipped at truckload rates from 3. The reduced transportation spend translated to a one- percent increase in its bottom line. Several respondents report integrating centralized freight transportation planning into their procurement strategies for seasonal buying and production planning. One retailer, for example, routinely books ocean freight in March when it places orders for goods to be delivered and shipped in October. The company believes such advanced planning is critical to lining up carrier capacity during the busy holiday season. Collaborate with Carriers. Many companies are attempting to forge close ties with their transportation providers and, in the process, become preferred customers. At the same time, many carriers track their operating ratios—expenses divided by revenues—by customer. Carriers have raised freight rates recently by 5 percent to 1. Shippers with difficult- to- move freight may experience rate increases near the high end of the range. In contrast, carrier- friendly shippers receive rate increases near the low end. No wonder many shippers go out of their way to become a preferred customer. Shippers cite the following strategies for developing carrier- friendly policies: Forecast expected freight movements. Many suppliers are taking a page from Wal- Mart's playbook. Wal- Mart routinely shares its point- of- sale information and forecasts with suppliers to ensure that the right product is available at the right time and in the right place. Many suppliers now provide their carriers with detailed transportation forecasts. First, they compile forecasts of their sales and manufacturing schedules. Next, they convert those projected volumes into detailed shipment forecasts—by size, by week over the duration of the planning horizon, by mode, and by lane (origination and destination pairs). Suppliers update their shipment forecasts weekly or monthly. Given these forecasts, carriers can commit capacity in advance, and, if needed, contract for outside capacity. Updated forecasts are critical because they enable carriers to position capacity for promotions, seasonal peaks, and new business. Reduce dwell times. Carriers strive to keep their equipment moving as often as possible to fully utilize their assets and enhance driver productivity. Long- haul drivers waste a lot of time—as much as 2. Carriers may charge accessorial and detention fees and may even refuse to serve locations where they have been detained excessively. VIDEO KARAOKE PORTAL - music. 848 0-0-0checkmate.com 7 0clecontactlenses.com 4 1000.stars.ru 3 1001boats.com 5658 1001.vdv.ru 4 1001-villa-holidaylets.com 2596. 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HANA Studio Installation is completed on local system and HANA system is added to perform Data modeling and administration. SAP HANA - In- Memory Computing Engine. An In- Memory database means all the data from source system is stored in a RAM memory. In a conventional Database system, all data is stored in hard disk. SAP HANA In- Memory Database wastes no time in loading the data from hard disk to RAM. It provides faster access of data to multicore CPUs for information processing and analysis. Features of In- Memory Database. The main features of SAP HANA in- memory database are . SAP HANA In- Memory database reads data in 5 nanoseconds. It means, memory reads in HANA database are 1 million times faster than a conventional database hard disk memory reads. Analysts want to see current data immediately in real time and do not want to wait for data until it is loaded to SAP BW system. 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It enables to create modeling views at the top of database tables and implement business logic to create a meaningful report for analysis. Features of Information Modeler. Provides multiple views of transactional data stored in physical tables of HANA database for analysis and business logic purpose. Informational modeler only works for column based storage tables. Information Modeling Views are consumed by Java or HTML based applications or SAP tools like SAP Lumira or Analysis Office for reporting purpose. Also possible to use third party tools like MS Excel to connect to HANA and create reports. SAP HANA Modeling Views exploit real power of SAP HANA. There are three types of Information Views, defined as . Storing data in Column tables is not a new thing. Earlier it was assumed that storing data in Columnar based structure takes more memory size and not performance Optimized. 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In the above example, while running an Aggregate function (Sum) in sales column with Where clause, it will only use Date and Sales column while running SQL query so if it is column based storage table then it will be performance optimized, faster as data is required only from two columns. While running a simple Select query, full row has to be printed in output so it is advisable to store table as Row based in this scenario. Information Modeling Views. Attribute View. Attributes are non- measurable elements in a database table. They represent master data and similar to characteristics of BW. Attribute Views are dimensions in a database or are used to join dimensions or other attribute views in modeling. Important features are . It has at least one fact table that has measures and primary keys of dimension tables and surrounded by dimension tables contain master data. Important features are . 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