Logistic models to minimize the material handling cost within a cross-dock.

Retail supply chains are intended to empower effectiveness, speed, and cost-savings, guaranteeing that items get to the end client brilliantly, giving rise to the new logistic strategy of cross-docking. Cross-docking popularity depends heavily on properly executing operational-level policies like assigning doors to trucks or handling resources to doors. This paper proposes a linear programming model based on door-to-storage assignment. The model aims to optimize the material handling cost within a cross-dock when goods are unloaded and transferred from the dock area to the storage area. A fraction of the products unloaded at the incoming gates is assigned to different storage zones depending on their demand frequency and the loading sequence. Numerical example considering a varying number of inbound cars, doors, products, and storage areas is analyzed, and the result proves that the cost can be minimized or savings can be intensified based on the feasibility of the research problem. The result explains that a variation in the number of inbound trucks, product quantity, and per-pallet handling prices influences the net material handling cost. However, it remains unaffected by the alteration in the number of material handling resources. The result also verifies that applying direct transfer of product through cross-docking is economical as fewer products in storage reduce the handling cost.

Mathematical estimation for maximum flow of goods within a cross-dock to reduce inventory.

Supply chain management has recently renovated its strategy by implementing a cross-docking scheme. Cross-docking is a calculated logistics strategy where freight emptied from inbound vehicles is handled straightforwardly onto outbound vehicles, eliminating the intermediate storage process. The cross-docking approach thrives on the minimum storage time of goods in the inventory. Most of the cross-docks avail temporary storage docks where items can be stored for up to 24 hours before being packed up for transportation. The storage capacity of the cross-dock varies depending on the nature of ownership. In the rented cross-docks center, the temporary storage docks are considered of infinite capacity. This study believes that the temporary storage facilities owned by the cross-dock center are of finite capacity, which subsequently affects the waiting time of the goods. The flow rate of goods within the cross-docks is expected to be maximum to avoid long waiting for goods in the queue. This paper uses a series of max-flow algorithms, namely Ford Fulkerson, Edmond Karp, and Dinic's, to optimize the flow of goods between the inbound port and the outbound dock and present a logical explanation to reduce the waiting time of the trucks. A numerical example is analyzed to prove the efficacity of the algorithm in finding maximum flow. The result demonstrates that Dinic's algorithm performs better than the Ford Fulkerson and Edmond Karp algorithm at addressing the problem of maximum flow at the cross-dock. The algorithm effectively provided the best result regarding iteration and time complexity. In addition, it also suggested the bottleneck paths of the network in determining the maximum flow.