Optimal outbound dispatch policies: Modeling inventory and cargo capacity

In this paper, we present an optimization model for coordinating inventory and transportation decisions at an outbound distribution warehouse that serves a group of customers located in a given market area. For the practical problems which motivated this paper, the warehouse is operated by a third party logistics provider. However, the models developed here may be applicable in a more general context where outbound distribution is managed by another supply chain member, e.g., a manufacturer. We consider the case where the aggregate demand of the market area is constant and known per period (e.g., per day). Under an immediate delivery policy, an outbound shipment is released each time a demand is realized (e.g., on a daily basis). On the other hand, if these shipments are consolidated over time, then larger (hence more economical) outbound freight quantities can be dispatched. In this case, the physical inventory requirements at the third party warehouse (TPW) are determined by the consolidated freight quantities. Thus, stock replenishment and outbound shipment release policies should be coordinated. By optimizing inventory and freight consolidation decisions simultaneously, we compute the parameters of an integrated inventory/outbound transportation policy. These parameters determine: (i) how often to dispatch a truck so that transportation scale economies are realized and timely delivery requirements are met, and (ii) how often, and in what quantities, the stock should be replenished at the TPW. We prove that the optimal shipment release timing policy is nonstationary, and we present algorithms for computing the policy parameters for both the uncapacitated and finite cargo capacity problems. The model presented in this study is considerably different from the existing inventory/transportation models in the literature. The classical inventory literature assumes that demands should be satisfied as they arrive so that outbound shipment costs are sunk costs, or else these costs are covered by the customer. Hence, the classical literature does not model outbound transportation costs. However, if a freight consolidation policy is in place then the outbound transportation costs can no longer be ignored in optimization. Relying on this observation, this paper models outbound transportation costs, freight consolidation decisions, and cargo capacity constraints explicitly. © 2002 Wiley Periodicals, Inc. Naval Research Logistics 49: 531–556, 2002; Published online in Wiley InterScience (www.interscience.wiley.com). DOI 10.1002/nav.10030