Physical internet manifesto 1.8.2 2011 03-28-english bm

Physical Internet Manifesto
Globally transforming the way physical objects
are handled, moved, stored,
realized, supplied and used

π
Benoit Montreuil
Canada Research Chair in Enterprise Engineering

CIRRELT, Interuniversity Research Center
on Enterprise Networks, Logistics & Transportation

Université Laval, Québec, Canada

Version 1.8: 2011-03-28

www.PhysicalInternetInitiative.org

Acknowledgements
The Physical Internet Manifesto has greatly benefited from
the contribution of esteemed colleagues

America
CIRRELT Research Center:
• Teodor Crainic - UQAM
• Michel Gendreau - Université de Montréal
• Olivier Labarthe, Mustapha Lounès & Jacques Renaud - Université Laval
CICMHE, College-Industry Council for Material Handling Education:
• Russ Meller – University of Arkansas
• Kevin Gue & Jeff Smith – Auburn University
• Kimberley Ellis – Virginia Tech
• Leon McGinnis – Georgia Tech
• Mike Ogle – MHIA
Europe
• Rémy Glardon – EPFL
• Éric Ballot, Frédéric Fontane – Mines ParisTech
• Rene De Koster – Erasmus University
• Detlef Spee – Fraunhofer Institute for Material Flow and Logistic

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Macroscopic Positioning

CLAIM
The way physical objects are
moved, handled, stored, realized, supplied and used
throughout the world is not sustainable
economically, environmentally and socially
GOAL
Enabling the global sustainability
of physical object movement, handling, storage,
realization, supply and usage
VISION
Evolving towards a worldwide Physical Internet
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Supporting the claim

CLAIM
The way Physical objects are
moved, handled, stored, realized, supplied and used
throughout the world is not sustainable
economically, environmentally and socially

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Thirteen unsustainability symptoms
Leading Us Toward Hitting the Wall Real Hard
1. We are shipping air and packaging
2. Empty travel is the norm rather than the exception
3. Truckers have become the modern cowboys
4. Products mostly sit idle, stored where unneeded,
yet so often unavailable fast where needed
5. Production and storage facilities are poorly used
6. So many products are never sold, never used
7. Products do not reach those who need them the most
8. Products unnecessarily move, crisscrossing the world
9. Fast & reliable intermodal transport is still a dream or a joke
10. Getting products in and out of cities is a nightmare
11. Networks are neither secure nor robust
12. Smart automation & technology are hard to justify
13. Innovation is strangled

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We are shipping air and packaging
Unsustainability symptom 1

Trucks and containers are often half empty at departure,
with a large chunk of the non-emptiness
being filled by packaging

Overall, most goods travel by road. In the UK, 65% of all freight is moved by road, or about 160 billion tonne
kilometres out of 240 billion tonne kilometres.
In the USA, for example, there are 40,000 public carriers and 600,000 private fleets. With so many operators
competition is likely to be more intense and pricing more flexible. [1]

Transportation costs are the single largest contributor to total logistics costs, with trucking being the most
significant subcomponent.
Trucking costs account for roughly 50% of total logistics expenditures and 80% of the transportation
component.
Trucking revenues in 2005 increased by $74 billion over 2004,
but carrier expenses rose faster than rates, eroding some of the gain.
Fuel ranks as a top priority at trucking firms as substantially higher fuel prices have cut margins. The
U.S. trucking industry consumes more than 650 million gallons of diesel per week, making it the second largest
expense after labor.
The trucking industry spent $87.7 billion for diesel in 2005,
a big jump over the $65.9 billion spent in 2004. [2]

References: 1]: “Transport in Logistics”, Chap. 12 in An Introduction to Supply Chain Management, Ed. By Donald Waters [Palgrave Macmillan] (2003)
[2]: Wilson R. A., “Economic Impact of Logistics”, Chap. 2 in Logistics Engineering Handbook , 2008

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Empty travel is the norm rather than the exception

Vehicles and containers often return empty,
or travel extra routes to find return shipments
Vehicles leaving loaded get emptier and emptier
as their route unfolds from delivery point to delivery point

Statistical evidence that around 30 per cent of truck-kilometres are run empty,
illustrating huge inefficiency in road haulage and enormous potential for increasing back loading.
In Britain, the proportion of truck-kilometres travelled empty felt from 33 per cent in 1980 to 27 per cent in 2004, yielding significant
economic and environmental benefits. [1]
Other things being equal, if the empty running percentage had remained at its 1980 level, road haulage costs in 2004 would have been
£1.2 billion higher and an extra 1 million tonnes of carbon dioxide would have been emitted by trucks (McKinnon, 2005).

Reference: [1]: McKinnon A., “Road transport optimization” Chap. 17 in Global Logistics New Directions in Supply Chain Management (2007), Ed. by Donald Water

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Truckers have become the modern cowboys

So many are nearly always on the road,
so often away from home for long durations
Their family life, their social life
and their personal health are precarious

The shift workers with the lowest mean hours of daily sleep are truck drivers, at 3.5 hours/24 hours
Fatigue and sleep deprivation are important safety issues for long-haul truck drivers
A National Transportation Safety Board study examined
the effects of duty shifts and sleep patterns on drivers of heavy trucks involved in single-vehicle accidents
and found that 62 of 107 accidents (58%) reported by drivers were deemed to be "fatigue-related“ [1]

The American Trucking Association (ATA) has estimated that
the driver shortage will grow to 111,000 by 2014 [2]

References: [1]: “Consequences of Insomnia, Sleepiness, and Fatigue: Health and Social Consequences of Shift Work “, http://cme.medscape.com/viewarticle/513572_2
[2] : Wilson R.A. “Economic Impact of Logistics”, in Chap. 2 in Logistics Engineering Handbook, 2008
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Products mostly sit idle, stored where unneeded,
Manufacturers, distributors, retailers and users
are all storing products, often in vast quantities
through their networks of warehouses and distribution centers,
yet service levels and response times to local users
are constraining and unreliable

Stocks are increasingly maintained at a higher level
in response to longer and sometimes unpredictable delivery times, as well as changes in distribution patterns.

In 2005, the average investment in all business inventories was $1.74 trillion,
which surpassed 2004’s record high by $101 billion.

Reference: Wilson R.A. “Economic Impact of Logistics”, in Chap. 2 in Logistics Engineering Handbook, 2008

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Production and storage facilities are poorly used

Most businesses invest in storage and/or production facilities
which are lowly used most of the times, or yet badly used,
dealing with products which would better be dealt elsewhere,
forcing a lot of unnecessary travel

When the production function is considered to be a part of the supply chain, there is obviously much that can be done
to improve environmental and social performance at this stage [1]

The transport and storage of goods are at the centre of any logistics activity, and these are areas where a company
should concentrate its efforts to reduce its environmental impacts [2]

[1]: McIntyre K., “Delivering sustainability through supply chain management”, Chap.15 in Global Logistics New Directions in Supply Chain Management, (2007)
[2]: Cooper J., Browne M. and Peters M., “European Logistics: Markets, management and strategy”, Blackwell, London (1991)
Chopra & Meindl, “Facility Decisions and Distribution Network “, 2009_E4.5
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So many products are never sold, never used

A significant portion of consumer products that are made
never reach the right market on time, ending up unsold and unused
while there would have been required elsewhere

Rusting new cars in disused airfields

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Products do not reach those who need them the most

This is specially true in less developed
countries and disaster-crisis zones

Countries most affected by high prices are those: which import large quantities of food,
whose populations spend a large part of their income on food, where inflation is already
high, where there is already food insecurity and which have large urban populations.

References: “World Food Programme (WFP)”, http://www.wfp.org/node/7904
“Problems in developing logistics centres for ports in the Escap region”; Chap5, http://www.unescap.org/ttdw/Publications/TFS_pubs/pub_2194/pub_2194_ch5.pdf

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Products unnecessarily move,
crisscrossing the world

Products commonly travel
thousands of miles-kilometers
which could have been avoided
(1) by routing them smartly
and/or
(2) making or assembling them
much nearer to their point of use

Reference: “Virtual Warehousing”, Jeroen van den Berg Consulting, 2001

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Fast & reliable intermodal transport
is still a dream or a joke
Even though there are some great intermodal examples,
in general synchronization is so poor, interfaces so badly designed,
that intermodal routes are mostly time & cost inefficient and risky

Reference: Crainic, T.G. and Kim, K.H., “Intermodal Transportation, Chap8 in Handbooks in Operations Research and Management Science”, C. Barnhart and G. Laporte (Eds.), 2007

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Getting products in, through and out of cities
is a nightmare
Most cities are not designed and equipped
for easing freight transportation, handling and storage,
making the feeding of businesses and users in cities a nightmare

References: « Transport des marchandises en ville », www.transports-marchandises-en-ville.org
“Problems in developing logistics centres for ports in the Escap region”, Chap5, http://www.unescap.org/ttdw/Publications/TFS_pubs/pub_2194/pub_2194_ch5.pdf
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Networks are neither secure nor robust

There is extreme concentration of operations in a limited number
of centralized production and distribution facilities,
with travel along a narrow set of high-traffic routes

This makes
the logistic networks
and supply chains
of so many businesses,
unsecure in face of robbery
and terrorism acts,
and not robust in face of
natural disasters
and demand crises
References: Chopra & Meindl, “Facility Decisions and Distribution Network” - 2009_E4.5
“Terrorism - Supply Chain Effects”, http://www.weforum.org/pdf/CSI/Terrorism.pdf
“The New Supply Chain Challenge - Risk Management in a Global Economy”, FM Global, 2006 , http://www.fmglobal.com/assets/pdf/P0667.pdf
Peck H., “Supply chain vulnerability, risk and resilience”, Chap.15 in Global Logistics New Directions in Supply Chain Management, (2007)
“Managing Supply Chain Risk”, Video produced by CFO Research Services, http://www.fmglobal.com/VideoPlayer.aspx?url=/assets/videos/CFO_SupplyChain.wm
“Security, Risk Perception and Cost-Benefit Analysis”, Joint Transport Research Centre OCDE Summary & Conclusions – Discussion Paper #2009-6, March 2008
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Smart automation & technology are hard to justify

Vehicles, handling systems
and operational facilities
have to deal with so many types
of materials, shapes and unit loads,
with each player independently
and locally deciding on his piece of the puzzle

This makes it very hard to justify
smart connective technologies (e.g. RFID & GPS),
systemic handling and transport automation,
as well as smart collaborative piloting software

References: Montreuil B., Facilities Location and Layout Design Chapter 9. in Logistics Engineering Handbook (2008)
Hakimi D., Leclerc P-A., Montreuil B., Ruiz A., « Integrating RFID and Connective Technologies in Retail Stores », RFID in Operations and Supply Chain Management -
Research and Applications, Erich Schmidt Verlag, 148-171, 2007.Spada Sal,“Material Handling Control System Software Extends Supply Chain Visibility “nov.15, 2001
http://www.arcweb.com/ARCReports2001/Material%20Handling%20Control%20System%20Software%20Extends%20Supply%20Chain%20Visibility.pdf
Sunderesh S. H., Material Handling System – Chapter-11 in Logistics Engineering Handbook (2008)
McKinnon A., Road transport optimization – Chap. 17 in Global Logistics New Directions in Supply Chain Management - eBook (2007) Fifth Edition, Edited by Donald Waters
Decker C. et al.“Cost-Benefit Model for Smart Items in the Supply Chain” (2008)
Myerson J.M. “RFID in the Supply Chain - A Guide to Selection and Implementation” - IT Consultant Philadelphia, Pennsylvania USA - Auerbach Publications 2007
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Innovation is strangled

Innovation is bottlenecked,
notably by lack of generic standards and protocols,
transparency, modularity and systemic open infrastructure
This makes breakthrough innovation so tough,
justifying a focus on marginal epsilon innovation

References: “RFID Tags: Advantages and Limitations”, http://www.tutorial-reports.com/wireless/rfid/walmart/tag-advantages.php
“RFID hype is blurring limitations, study claims “, http://www.usingrfid.com/news/read.asp?lc=d59745mx97zf
“RFID_Internet of Things in 2020 - Roadmap for the future”, Infso D.4Networked Enterprise & RFID Infso G.2Micro & Nanosystems, 2008
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Thirteen unsustainability symptoms
Leading Us Toward Hitting the Wall Real Hard
1. We are shipping air and packaging
2. Empty travel is the norm rather than the exception
3. Truckers have become the modern cowboys
4. Products mostly sit idle, stored where unneeded,
5. Production and storage facilities are poorly used
6. So many products are never sold, never used
7. Products do not reach those who need them the most
8. Products unnecessarily move, crisscrossing the world
9. Fast & reliable intermodal transport is still a dream or a joke
10. Getting products in and out of cities is a nightmare
11. Networks are neither secure nor robust
12. Smart automation & technology are hard to justify
13. Innovation is strangled

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Mapping unsustainability symptoms
to environmental, environmental and societal facets

Environmental
Economical
Unsustainability symptoms

Societal
1 We are shipping air and packaging
2 Empty travel is the norm rather than the exception
3 Truckers have become the modern cowboys
Products mostly sit idle, stored where unneeded, yet so often
4
unavailable fast where needed
5 Production and storage facilities are poorly used
6 So many products are never sold, never used
7 Products do not reach those who need them the most
8 Products unnecessarily move, crisscrossing the world
9 Fast & reliable intermodal transport is still a dream or a joke
10 Getting products in and out of cities is a nightmare
11 Networks are neither secure nor robust
12 Smart automation & technology are hard to justify
13 Innovation is strangled

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Readdressing the Goal

GOAL
of the transport, handling, storage, realization, supply
and usage of physical objects across the world

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Expliciting the Overall Goal

Economic goal
Unlock highly significant gains
in global logistic, production,
transportation
and business productivity

Environmental goal
Reduce by an order of magnitude
global energy consumption, pollution
and greenhouse gas emission associated with
logistic, production and transportation

Societal goal
Increase the quality of life of both
the logistic, production and transportation workers
and the overall population by making much more accessible
across the world the objects and functionality they value
References: Dablanc L., “Urban Goods Movement and Air Quality Policy and Regulation Issues in European Cities”, Journal of Environmental Law Advance Access, 2008
McIntyre K., “Delivering sustainability through supply chain management”, Chap.15 in Global Logistics New Directions in Supply Chain Management, 2007
Esty D. C. and Winston A.S. “Green to Gold “; 2006
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Restating the Overall Goal

of bringing to users from around the world
the physical objects they need and value,
through a triple synergistic gain
in terms of economy, environment and society

“We are not environmentalist. “In a prosperous society,
We are not Scientists you really have tow assets:
But if we don’t do anything, people – their capacity and skills –
we will be out of business.” and the ecosystem around them.
Unilever supply chain manager Both need to be carefully tended.”
the world’s largest purchasers of fish. Mats Lederhausen,
executive’s veteran at McDonald’s.

Reference: Sustainable Supply Chain Logistics Guide (SCL)- Business Tool (2009) http://www.metrovancouver.org/about/publications/Publications/sustainablesclguidefinal-june23.pdf

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The Inspiration for the Vision
June 2006: The Spark

• A great front page one-liner
• Interesting yet mainstream supply chain articles
• Nothing like what I perceived
a Physical Internet should be
• I rapidly got passionate about the question
What should or could be a full blown
Physical Internet?
• What would be its key features?
• What capabilities would it offer
that are not achievable today?
• Another question surfaced rapidly:
Why would we need a Physical
Internet?

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The Digital Internet
Building Upon and Expanding Beyond
the Information Highway Metaphor
When the digital world was looking for a way
to conceptualize how it should transform itself,
it relied on a physically inspired metaphor:
Building the information highway

References “BCNET's Optical Regional Advanced Network Upgrade Completed”, http://www.bc.net/news_events_publications/newsletters/Dec_2007/ROADM_Completion.htm
“What the Telecom Industry May Look Like in 10 Years”, http://kennethmarzin.wordpress.com/2008/01/24/what-the-telecom-industry-may-look-like-in-10-years/

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The Digital Internet
Building Upon and Expanding Beyond
the Information Highway Metaphor
Well, they have achieved their goal and went farther,
reshaping completely the way
digital computing and communication are now performed
They have invented the Internet,
leading the way to the World-Wide Web
They have enabled the building of
an open distributed networked infrastructure
that is currently revolutionizing
so many facets of our societal and economic reality

References: « Internet 2, le Web de demain », /http://www.futura-sciences.com/fr/doc/t/telecoms/d/Internet-2-le-web-de-demain_582/c3/221/p1
http://www.20minutes.fr/article/353755/Economie-Surendettement-Christine-Lagarde-ne-veut-pas-interdire-le-credit-revolving.php
« rE-veille: réflexions sur l’aventure Internet », http://reveille.wordpress.com/

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The Essence of the Digital Internet

The Digital Internet is about
the interconnection between
networks
in a way transparent for the user,
so allowing the transmission of
formatted data packets
in a standard way
permitting them to transit through
heterogeneous equipment
respecting the TCP/IP protocol

References: Kurose J., Ross K. and Wesley A. “Computer Networking: A Top Down Approach Featuring the Internet”, 3rd edition., July 2004.
Parziale L., Britt D.T., Davis C., Forrester J., Liu W., Matthews C. and Rosselot N. “TCP-IP Tutorial and Technical Overview”, 2006.
http://www.redbooks.ibm.com/redbooks/pdfs/gg243376.pdf
“Interconnection of access networks, MANs and WANs “, http://images.google.ca/imgres?imgurl=http://www.exfo.com/
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Toward a Physical Internet
Digital Internet as a Metaphor for the Physical World

Even though there are fundamental differences
between the physical world and the digital world,
the Physical Internet initiative
aims to exploit the Internet metaphor
so as to propose a vision for
a sustainable and progressively deployable
breakthrough solution
to global problems
associated with the way
we move, handle, store, realize, supply and use
physical objects all around the world

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The Physical Internet

An open global logistics system
leveraging interconnected supply networks
through a standard set of
collaborative protocols, modular containers and smart
interfaces
for increased efficiency and sustainability

Working definition for the Physical Internet,
jointly developed by Benoit Montreuil, Eric Ballot and Russ Meller,
version as of 2011-03-23

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Exposing 13 Key Features
of the Physical Internet Vision

VISION
Evolving towards a worldwide Physical Internet

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Thirteen Key Features
of the Physical Internet Vision
1. Encapsulate merchandises in world-standard modular containers
2. Aim toward universal interconnectivity
3. Evolve from material to container handling & storage systems
4. Exploit smart networked containers embedding smart objects
5. Evolve from point-to-point hub-and-spoke transport
to distributed multi-segment intermodal transport
6. Embrace a unified multi-tier conceptual framework
7. Activate and exploit an open global supply web
8. Design products fitting containers with minimal space waste
9. Minimize physical moves and storages by digitally transmitting
knowledge and materializing products as locally as possible
10. Deploy capability certifications and open performance monitoring
11. Prioritize webbed reliability and resilience of networks
12. Stimulate business model innovation
13. Enable open infrastructural innovation
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Digital Internet:
From information to packets
 The Digital Internet does not transmit information,
it transmits packets embedding information
 Information packets are designed for ease of use in Internet
 The information within a packet
is encapsulated and is not dealt
with explicitly by Internet
 The packet header contains
all information required for
identifying the packet and
routing it correctly to destination
 A packet is constructed for
a specific transmission and it is
dismantled once it has reached
its destination
Image: http://www.softlist.net/program/sniff_-_o_-_matic-image.html

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Digital Internet:
From information to packets
 The Digital Internet is based on a protocol
structuring data packets independently from equipment

 In this way, data packets can be processed
by different systems and through various networks
• Modems, copper wires,
fiber optic wires, routers, etc.
• Local area networks,
wide area networks, etc.
• Intranet, Extranet, Internet,
Virtual Private Network, etc.

References: Kurose J., Ross K. and Wesley A. “Computer Networking: A Top Down Approach Featuring the Internet”, 3rd edition., July 2004.
Parziale L., Britt D.T., Davis C., Forrester J., Liu W., Matthews C. and Rosselot N. “TCP-IP Tutorial and Technical Overview”, 2006. http://www.redbooks.ibm.com/redbooks/pdfs/gg243376.pdf

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Physical Internet
1. Encapsulate merchandises in
world-standard smart green modular containers
-containers are key elements enabling the interoperability
necessary for the adequate functioning of the Physical Internet
 Merchandise is unitized as content of a -container and
is not dealt with explicitly by the Physical Internet
 From the cargo container sizes down to tiny sizes
 Conceived to be easily flowed through various
transport, handling and storage modes and means
 Conceived to be easy to handle, store, transport, seal, snap, interlock,
load, unload, construct, dismantle, panel, compose and decompose
 Smart tag enabled, with sensors if necessary, to allow their proper
identification, routing and maintaining
 Environment friendly materials with minimal off-service footprint
 Minimizing packaging materials requirements by enabling of the
fixture-based protection and stabilization of their embedded products;
 Various usage-adapted structural grades
 Conditioning capabilities (e.g. temperature) as necessary
 Sealable for security purposes

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-Containers:
Modularized and standardized worldwide
in terms of dimensions, functions and fixtures

-containers
Y

X

Z Illustrative
modular
dimensions
0,12 m
0,24 m
0,36 m
0,48 m
0,6 m
1,2 m
2,4 m
3,6 m
4,8 m
6m
12 m

B. Montreuil, B. Gilbert
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-Containers
Easy to handle, store, transport, seal, snap, interlock, load,
unload, construct, dismantle, panel, compose and decompose
Composi on

Decomposi on
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Physical Internet
2. Aim toward universal interconnectivity

High-performance logistic centers, systems and movers
exploiting world standard protocols,
making it fast, cheap, easy and reliable
to interconnect -containers through modes and routes,
with an overarching aim toward universal interconnectivity

References: Crainic, T.G. and Kim, K.H., Intermodal Transportation, Chapt. 8, Transportation, Handbooks in Operations Research and Management Science, C. Barnhart and G. Laporte (Eds.), North-Holland,, 467–537, 2007
Goetschalckx M. “Distribution System Design”. Chap. 13 in Logistics Engineering Handbook, 2008

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Digital Internet:
Hubs and Routers
 Routing allows to insure Internet performance
through a very efficient orientation of the packets
towards the nodes of the network
 Routing exploits the ease of storing & transmitting
information
 A router's job is extremely simple:
• It moves packets to the next machine in the right direction
as quickly as possible.
 Because all routers do is move packets, they are able
to process millions of packets a minute
• Each router maintains a routing table, a set of rules that
tell the router which next machine to forward packets to,
based on the final destination of a packet
References: Zuckerman E. & McLaughlin A., “Introduction to Internet Architecture and Institutions” : August, 2003
Perlman R, “Interconnections - Bridges, Routers, Switches, and Internetworking Protocols”; (2nd Edition) 1999

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Physical Internet
2. Universal Interconnectivity
 The Physical Internet nodes are concurrently routing and
accumulation sites within the networks, as well as gateways
interfacing with the entities out of the Physical Internet
 As currently conceived, the activities of sorting, storage and
handling physical objects are brakes to interconnection
• Be it in train sorting yards or in crossdocking platforms
 However there exist exceptions:
• Such as some of the recently implemented container ports
 There is a need to generalize unloading, orientation, storage
and loading operations, widely applying them to -containers
in a smart automated and/or human-assisted way
 The objective is to make load breaking almost negligible
temporally and economically
• Intermodal less-than- truckload transport nearly at the same price,
speed & reliability as single-mode full truckload
References: Crainic, T.G. and Kim, K.H., Intermodal Transportation, Chap. 8, Transportation, Handbooks in Operations Research and Management Science, C. Barnhart and G. Laporte (Eds.), North-Holland, 467–537, 2007
Chopra & Meindl, Facility Decisions and Distribution Network - 2009_E4.5
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Physical Internet
3. Evolve from material to -container
handling & storage systems

-container handling and storage systems,
with innovative technologies and processes
exploiting the characteristics of -containers
to enable their fast, cheap, easy and reliable
input, storage, composing, decomposing,
monitoring, protection and output
through smart, sustainable and seamless
automation and human handling

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Physical Internet

Reference: Montreuil, B., R.D. Meller, E. Ballot (2010) Towards a physical internet: the impact on logistics facilities and material handling systems design and innovation,
International Material Handling Research Colloquium (IMHRC 2010), Milwaukee, États-Unis, 2010/06/21-24
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Physical Internet
 -container handling and storage systems:
• Enable fast and reliable input and output performance
• Have seamless interfacing with vehicles and systems
moving products in and out, as well as client software systems for
tracking and interfacing with the containers
• Monitor and protect the integrity of -containers
• Secure the containers to the desired level
• Provide an open live documentation of their specified performance
and capabilities and of their demonstrated performance and
capabilities, updated through ongoing operations
 This applies in currently-labeled distribution centers,
crossdocking centers, train stations, multimodal hubs,
seaports, airports, and so on

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Physical Internet
4. Exploit smart networked containers
embedding smart objects

Exploiting as best as possible
the capabilities of smart -containers
connected to the Digital Internet and the World Wide Web,
and of their embedded smart objects,
for improving performance as perceived by the clients
and overall performance of the Physical Internet

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Physical Internet and the Internet of Things

 The Internet of Things is about enabling
ubiquitous connection with physical
objects equipped with smart connective
technology, making the objects ever
smarter and enabling distributed self-
control of objects through networks
• It exploits technologies such as
Internet, Web, RFID and GPS
 The Physical Internet is to exploit as
best as possible the Internet of Things
to enable the ubiquitous connectivity
of its -containers and -systems
Image: http://www.globetracker.biz/GlobeTracker/News.asp

References: Johnson M. E., “Ubiquitous Communication: Tracking Technologies within the Supply Chain”, Chap.20 in Logistics Engineering Handbook, 2008
Scott D. M., “Electronic Connectivity and Soft ware” Chap.20 in Logistics Engineering Handbook, 2008
“Building a Smarter Container”, RFID Journal, http://www.rfidjournal.com/article/articleview/655/1/1/
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Physical Internet
5. Evolve from point-to-point hub-and-spoke transport
to distributed multi-segment intermodal transport

Distributed multi-segment travel
of -containers through the Physical Internet,
with distinct carriers and/or modes
taking charge of inter-node segments,
with transit nodes enabling synchronized
transfer of -containers and/or carriers between segments,
and with web software platform
enabling an open market
of transport requesters and transport providers

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Digital Internet
Distributed multi-segment transmission
 In the Digital Internet, the packets that constitute an
overall transmission, such as an e-mail, do not travel
directly from source node A to destination node B
 The packets travel through a series of routers and
cables (copper or optical), dynamically moved from
origin to destination in as best a way as possible
provided the routing algorithms and the congestion
through the networks
• An email from Québec to Lausanne may go through
tens of routers across the world, from New York to
Beijing
 Packets forming a message are not restricted to
travel together
• Each may end up traveling its distinct route
• The overall message is reconstituted upon packet
arrival at final destination
References: Zuckerman E. & McLaughlin A., “Introduction to Internet Architecture and Institutions” : August, 2003
Kurose J., Ross K. and Wesley A. “Computer Networking: A Top Down Approach Featuring the Internet”, 3rd edition., July 2004.

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Physical Internet
5. Evolve from point-to-point hub-and-spoke transport to
distributed multi-segment intermodal transport

 Currently, if a trailer fully loaded with
containers is requested to be transported
from Québec to Los Angeles,
there is high probability that:
• A driver and a truck will be assigned to the
multi-day trip,
• The driver sleeping in his truck and driving to
destination,
• Then moving to some as nearby as possible
location to pick up a trailer returning
toward as near as possible of Québec,
to avoid empty travel

References: Powell W. B. “Real-Time Dispatching for Truckload Motor Carriers“, Chapter 15 in Logistics Engineering Handbook, 2008
McKinnon A., “Road transport optimization “,Chap. 17 in Global Logistics New Directions in Supply Chain Management - eBook (2007) Fifth Ed. Edited by Donald Waters

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A typical cowboy haul from Québec to Los Angeles

One-way Distance travelled : 5030 km
Drivers: 1, Trucks: 1, Trailer: 1

One-way driving time: 48 hours
Return driving time: 48 hours

One-way trip time: 120 hours
Return trip time: 120+ hours
Driving time for driver: 96 hours
Trip time for driver: 240+ hours

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Physical Internet
5. Evolve from point-to-point hub-and-spoke transport to
distributed multi-segment intermodal transport

 In the Physical Internet, such a point-to-point experience
would be exceptional. Most probably:
• A first driver and truck would be assigned to transport it to a transit
point 3 to 6 hours away
• The trailer would be deposited to a slot in the transit point
• The first would then pick up another trailer required toward Québec
• Another driver and truck would rapidly afterward pick up the trailer
and move it another segment forward, or yet the containers could
be transferred to other trailers, trucks, trains, ships or planes as
pertinent given the opportunities
• Repeating the process all the way to Los Angeles
• The shipper or its representative would have a priori arranged
transportation on each segment and sojourn at each transit point,
in his best interest in terms of price, timing and risk; or yet the
routing decisions would be dynamic and/or distributed

Reference: “Warehousing And Cross-Docking”, http://www.3pd.com/Services/JobSiteWarehousing.aspx
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Multi-segment travel from Quebec to Los Angeles

Québec
20
Montréal
Alexandria
20-401 Bay, US border
81
90
Syracuse
90 Buffalo
71 Cleveland
70
Columbus
70
Indianapolis
44 St-Louis
44 Springfield Current Proposed
44 Tulsa
Distance travelled one-way: 5030 km 5030 km
40 Oklahoma City
Drivers: 1 17
40 Amarillo
Trucks: 1 17
40 Albuquerque
Trailer: 1 1
40 Flagstaff One-way driving time (h): 48 51+
40 Needles Return driving time (h): 48+ 51+
Barstow Total time at transit points (h): 0 9
15-10
Total trailer trip time from Quebec to LA (h): 120 60+
Los Angeles
Total trailer trip time from LA to Quebec (h): 120+ 60+
Total trailer round trip time (h): 240+ 120+
Average driving time per driver (h): 96+ 6
Average trip time per driver (h): 240+ 6,5

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V12 C8 B1
C1 B2
V8 C5 B3
C6 B4
V13 C9 B5
C7 B6
C3 B7
B8
C4 B9
-Transit sites
V6
C2 B10

allowing distributed
multi-segment transport : π-containers

through the Physical
: π-carrier
: π-vehicle
Internet
: π-bay
Status of ! -car r ier s cur rently in ! -tr ansit"
I ncoming deposit Outgoing pickup estimation
! -car r ier ! -bay
! -vehicle T ime ! -vehicle T ime (min, mode, max)
C1 B2 V1 04:35 V14 (06:04, 06:05, 06:15)
C2 B10 V3 05:15 V15 (06:05, 06:09, 06:12)
C3 B7 V4 05:20 V13 (06:04, 06:07, 06:10)
C4 B9 V6 05:35 V11 (06:02, 06:02, 06:02)
C5 B3 V8 05:45 V12 (06:01, 06:01, 06:01)
C6 B4 V9 05:48 V16 (06:10, 06:12, 06:18)
C7 B6 V11 05:55 V19 (06:15, 06:20, 06:30)
C8 B1 V12 05:58 V18 (06:10, 06:15, 06:20)
C9 B10 V13 06:00 V25 (06:20, 06:30, 06:45)

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Water

Road-Water -Hub
designed for enabling
distributed multi-segment
intermodal transport
of -containers through
the Physical Internet

Road
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Road-Rail Hub designed for enabling
multi-segment intermodal transport of -containers
through the Physical Internet

Reference: B. Montreuil, E. Ballot, C. Montreuil et D. Hakimi (2010), OpenFret Project Report, InnoFret Program, France
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Physical Internet

Intra-Center Inter-Processor Network

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Physical Internet

Intra-Facility Inter-Center Network

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Physical Internet

Intra-Site Inter-Facility Network
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Physical Internet

Intra-City
Inter-Site
Network
-transits & -hubs

Toward -enabled
sustainable
city logistics

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Physical Internet

Intra-State
Inter-City
Network

-transits & -hubs
Québec, Canada

North eastern states,
U.S.A.

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Physical Internet

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Physical Internet
7. Activate and exploit an Open Global Supply Web

An open web of product realization centers,
distribution centers, warehouses,
hubs and transit centers
enabling producers, distributors and retailers
to dynamically deploy their -container-embedded products
in multiple geographically dispersed centers,
producing, moving and storing them
for fast, efficient and reliable response delivery
to distributed stochastic demand
for their products, services and/or solutions
Enabling Physical Equivalents of
Intranets, Virtual Private Networks,
Cloud Computing and Cloud Storage
References: Montreuil B., Labarthe, O., Hakimi, D., Larcher, A., & Audet, M. Supply Web Mapper. Proceedings of Industrial Engineering and Systems Management, Conference, IESM, , Conference Montréal, Canada, May 13-15, 2009
Hakimi D., B. Montreuil, O. Labarthe, “Supply Web: Concept and Technology”, 7th Annual International Symposium on Supply Chain Management, Conference Toronto, Canada, October 28-30, 2009Montreuil, B.,
Hakimi, D. , B. Montreuil, O. Labarthe, ”Supply Web Agent-Based Simulation Platform” Proceedings of the 3rd International Conference on Information Systems, Logistics and Supply Chain Creating value through green
supply chains, ILS 2010 – Casablanca (Morocco), April 14-16<.

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Physical Internet
7. Activate and exploit an Open Global Supply Web
 As products and materials are moved and stored in
modular secured containers, it allows:
• Warehouses and DCs to accept handling and storing
containers from a wide variety of clients, embedding
an indeterminate and non-pertinent number of
distinct products, as long as they respect their
throughput, security, conditioning and dimensioning
capability specifications
• Significant improvement in capacity utilization
and facility profitability
• Significant reduction in asset requirements and
significant improvement in logistic costs and
delivery service performance
References: “Virtual warehousing”, Jeroen van den Berg Consulting , 2001
Chopra & Meindl, “Facility Decisions and Distribution Network “, 2009_E4.5
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1
Factories: 4 3
Firm dedicated DCs: 16
Mean lead time: 1,75
Max lead time: 3
2
4

Independent Factory: 1 Factory: 1 Factory: 1 Factory: 1
private Firm dedicated DCs: 4 Firm dedicated DCs: 4 Firm dedicated DCs: 4 Firm dedicated DCs: 4
Mean lead time: 1,73 Mean lead time: 1,78 Mean lead time: 1,75 Mean lead time: 1,73
supply networks Max lead time: 3 Max lead time: 3 Max lead time: 3 Max lead time: 3

Shared supply web Shared supply web
with independently with jointly
1 1
implemented DCs 3 3 implemented DCs
Factories: 4 Factories: 4
Firm dedicated DCs: 0 Firm dedicated DCs: 0
2 2
Group dedicated DCs: 16 Group dedicated DCs: 3
4 4
Mean lead time: 1,08 Mean lead time: 1,48
Max lead time: 3 Max lead time: 3

1 Factories: 4
3 Firm dedicated DCs: 0
Open supply web Group dedicated DCs: 0
with a high density of open DCs Open DCs used: 60+
available to many other clients 2 Mean lead time: 0
4 Max lead time: 0

* Lead times induced by transport from DC to client region
Contrasting Independent Supply Networks, an Open Supply Web and a Global Open Supply Web
in terms of number of distribution centers and of DC-to-client lead time
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From Private Supply Networks
to Open Supply Webs
Insuring one-day delivery by each company in its served markets

47 facilities 30 facilities
The private supply networks of 5 companies A shared supply networks among 5 companies
serving clients across Canada and the U.S.A. serving clients across Canada and the U.S.A.
under a one-day delivery service policy, under a one-day delivery service policy,
with 42 DC and 5 factories with 25 DC and 5 factories

Reference: Montreuil and Sohrabi, From Private Supply Networks to Open Supply Webs, IERC 2010
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Physical Internet
8. Design products fitting containers
with minimal space waste

Products designed and engineered
to minimize the load they generate on the Physical Internet,
with dimensions adapted to standard container dimensions,
with maximal volumetric and functional density
while containerized

Reference: Seliger G., “Sustainability in Manufacturing - Recovery of Resources in Product and Material Cycles” (Ed. by Günther Seliger, Sringer Verlag, 2007
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Physical Internet
8. Design products fitting containers
with minimal space waste
 Product dimensions adapted to the standard container dimensions
• So that the packaged product fits in a small footprint container
 In order to avoid moving and storing air, products should be
designed and engineered so as to have maximal volumetric
density while being in Physical Internet containers, extendable to
their usage dimensions when necessary
 Products should be designed so that only key components and
modules have to travel extensively through the Physical Internet:
• Easy to be completed near point of use using locally available
objects
 Products having to move through the Physical Internet should be
as functionally dense as possible when in the containers
• Functional density of an object can be expressed as the ratio of
its useful functionality over the product of its weight and volume

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Physical Internet
9. Minimize physical moves and storages
by digitally transmitting knowledge
and materializing products as locally as possible

In general,
it is much easier and much less expensive
to move and store digital objects
composed of information bits
rather than physical objects composed of matter

References: Waters D., “Trends in the supply chain”, Chap. 1 in Global Logistics New Directions in Supply Chain Management , 2007) Fifth Ed., Ed. by Donald Waters
Duncan R., “Internet traders can increase profitability by reshaping their supply chains” Chap. 19 in Global Logistics New Directions in Supply Chain Management , 2007 5th Ed. by D. Waters
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Physical Internet

Exploiting extensively
the knowledge-based dematerialization of products
and their materialization in physical objects at point of use

As it will gain maturity,
the Physical Internet is expected to be connected to
ever more open distributed flexible production centers capable of
locally realizing (make, assemble, finish) for clients
a wide variety of products
from digitally transmitted specifications,
local physical objects and, if needed,
critical physical objects brought in from faraway sources

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Physical Internet

Third-party production is to take an ever growing share
of the overall production market,
internal production ever more limited
to highly sensitive core objects
Product realization knowledge should be protected,
and authenticity of the materialized products
should be legally acknowledged

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1
3
Factories: 4
D2C max: 3 mean: 1,75
F2D max: 9 mean: 3,92 2
4

Independent Factory: 1 Factory: 1 Factory: 1 Factory: 1
private Firm dedicated DCs: 4 Firm dedicated DCs: 4 Firm dedicated DCs: 4 Firm dedicated DCs: 4
D2C max: 3 mean: 1,73 D2C max: 3 mean: 1,78 D2C max: 3 mean: 1,75 D2C max: 3 mean: 1,73
supply networks F2D max: 8 mean: 4,11 F2D max: 7 mean: 3,00 F2D max: 7 mean: 3,69 F2D max: 9 mean: 4,88

with independently with jointly
1 1
implemented DCs 3 3 implemented DCs
Firm dedicated factories: 4 Firm dedicated factories: 4
2 2
Group shared DCs: 16 Group shared DCs: 3
D2C max: 3 mean: 1,08 4 4 D2C max: 3 mean: 1,48
F2D max: 9 mean: 4,36 F2D max: 10 mean: 4,39

Open supply web 1
Firm dedicated factories: 4
with a high density of open DCs Firm dedicated DCs: 0
3
Group shared DCs: 0
available to many other clients Open DCs used: 60+
2
Inter-region transport induced lead times 4
D2C max: 0 mean: 0,00
F2D: Factory to DC lead time F2D max: 12 mean: 4,75
D2C: DC to client region lead time
Contrasting Supply Networks, an Open Supply Web and a Global Open Supply Web
in terms of factory-to-DC lead times Internet Manifesto
Physical with no shared or open production centers
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with shared factories with shared factories
and independently implemented shared DCs and jointly implemented shared DCs
Firm dedicated factories: 0 Firm dedicated factories: 0
Group shared factories: 4 Group shared factories: 4
Group shared DCs: 16 Group shared DCs: 3
Mean DC-to-region lead time: 1,08 Mean DC-to-region lead time: 1,48
Max DC-to-region lead time: 3 Max DC-to-region lead time: 3
Mean factory-to-DC lead time: 1,11 Mean factory-to-DC lead time: 0,83
Max factory-to-DC lead time: 3 Max factory-to-DC lead time: 3

Group shared factories: 4
Open supply web Group shared DCs: 0
with a high density of open DCs Open DCs used: 60+
available to many other clients Mean DC-to-region lead time: 0
Max DC-to-region lead time: 0
and shared factories among the four firms Mean factory-to-DC lead time: 2
Max factory-to-DC lead time: 4

Group shared factories: 0
Open supply web Open factories used: 64+
with a high density of Firm dedicated DCs: 0
Group dedicated DCs: 0
open distribution and production centers Open DCs used: 64+
available to many other clients Mean DC-to-region lead time: 0
Max DC-to-region lead time: 0
Mean factory-to-DC lead time: 0
* Inter-region transport induced lead times Max factory-to-DC lead time: 0
Contrasting Supply Networks, an Open Supply Web and a Global Open Supply Web
in terms of factory-to-DCPhysical Internet Manifesto production centers
lead times with shared or open
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Physical Internet
10. Deploy capability certifications and
open performance monitoring

Multi-level Physical Internet capability certification
of containers, handling systems, vehicles,
information systems
ports, distribution centers,
roads, cities and regions,
protocols and processes,
and so on

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Physical Internet
10. Deploy capability certifications and
open performance monitoring

Live open monitoring of really achieved performance
of all -certified actors and entities,
focusing on key performance indices of critical facets
such as speed, service level, reliability, safety and security

Such live performance tracking is openly available worldwide
to enable fact-based decision making
and stimulate continuous improvement

Open information is to be provided while respecting
confidentiality of specific transactions

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Physical Internet
11. Prioritize webbed reliability
and resilience of networks

The overall Physical Internet network of networks
should warrant its own reliability
and that of its containers and shipments.

The webbing of the networks and the multiplication of nodes
should allow the Physical Internet to insure its own
robustness and resilience to unforeseen events.

For example, if a node or a part of a network fails,
the traffic of containers should be easily reroutable,
as automatically as possible

Reference: Peck H., “Supply chain vulnerability, risk and resilience”, Chap. 14 in Global Logistics New Directions in Supply Chain Management, 2007
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Physical Internet
11. Prioritize webbed reliability
and resilience of networks
 The Digital Internet is to transport information flows in a
reliable manner by its intrinsic nature, its protocols and its
structure.
 It not only transmits information from any one point to any
other point within the network, it also insures its coherence
and avoids its corruption by external elements, notably
through its data encapsulation in packets.
 The Physical Internet’s actors, movers, routes, nodes and
flowing containers should interact in synergy to guarantee:
• The integrity of physical objects encapsulated in -containers
• The physical and informational integrity of -containers, -movers,
-routes and -nodes
• The informational integrity of -actors (humans, software agents)
• The robustness of client-focused performance in delivering and
storing -containers.
Ref.: Shi X. and Chan S., “Information systems and information technologies for supply chain management”, Chap. 11 in Global Logistics New Directions in Supply Chain Management, 2007

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Physical Internet
Multiple actors with innovative business models
commercializing novel offers
enabled by and adapted to the Physical Internet,
with innovative revenue models for the various stakeholders

What are to be the -enabled equivalents of
Amazon, eBay and Google?
How are to evolve the manufacturers, distributers, retailers,
transporters and logistics providers
so as to best exploit the Physical Internet?
How are to evolve the material handling and transportation
solution and technology providers
so as to best thrive from the emerging Physical Internet?

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Physical Internet
Remunerating the Players
 In the Digital Internet, the transmission of information
is remunerated mostly through bundled flat fees
due to the quasi nil marginal costs
 In the Physical Internet, the transmission of a container
generates non negligible costs for each of the operators
having taken charge of some part of the transmission
 It is thus necessary to define business models for
commercializing offers as well as operator revenue models
• There currently exist examples paving the way to realize
this, notably in the airline industry

Reference: Crainic, T.G. and Kim, K.H., “Intermodal Transportation”, Chap. 8 in Transportation, Handbooks in Operations Research and Management Science, Barnhart C. and Laporte G.
(Eds.), North-Holland, Amsterdam, 467–537, 2007
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