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9E
TRANSPORTATIONA GLOBAL SUPPLY CHAIN PERSPECTIVE
NOVACK/GIBSON/SUZUKI/COYLE
NOVACK/GIBSON/SUZUKI/COYLE
Australia • Brazil • Mexico • Singapore • United Kingdom • United States
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Chain Perspective, Ninth Edition
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Printed in the United States of America

Print Number: 01 Print Year: 2018
A very special note of thanks and appreciation is due to our families. Bob Novack would like
to thank his wife Judith and their children Tom and his wife Meghan, Elizabeth and her
husband Paul, and Alex. Brian Gibson would like to recognize his wife Marcia
and son Andy. Yoshi Suzuki would like to thank his wife Kazuko and their
children Takeshi and Mia. John Coyle would like to thank his wife Barbara,
their children John and Susan, and their grandchildren Lauren, Matthew,
Elizabeth Kate, Emily, Ben, Cathryn, and Zachary. Special mention
should be made in reference to Dr. Edward J. Bardi to express
our deep appreciation of his many contributions not only
to the continuing development of this text but also
to the supply chain management text.
Brief Contents
Preface xv
About the Authors xviii
Part I
Chapter 1 lobal Supply Chains: The Role and Importance of
G
Transportation 3
Chapter 2 Transportation and the Economy 32
Chapter 3 Transportation Technology and Systems 55
Chapter 4 Costing and Pricing for Transportation 83
Suggested Readings for Part I 151
Part II
Chapter 5 Motor Carriers 154
Chapter 6 Railroads 199
Chapter 7 Airlines 229
Chapter 8 Water Carriers and Pipelines 253
Suggested Readings for Part II 284
Part III
Chapter 9 Third Party Logistics 287
Chapter 10 Transportation Risk Management 331
Chapter 11 Global Transportation Management 357
Chapter 12 Governmental Roles in Transportation 397
Chapter 13 Issues and Challenges for Global Supply Chains 433
Suggested Readings for Part III 459
Glossary 461
Name Index 473
Subject Index 476
Appendix A Selected Transportation Publications A-1 (available on

book companion website cengagebrain.com)
Appendix B Transportation-Related Associations B-1 (available on
iv Copyright 2019 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. WCN 02-200-202
Contents
Preface xv
About the Authors xviii
Part I
Chapter 1 lobal Supply Chains: The Role and Importance of
G
Transportation 3
TRANSPORTATION PROFILE: Critical Role of Transportation in Global
Economy 4
Introduction 5
Global Supply Chain Flows 5
The Economic Basis and Logic of Improved Global Trade 10
Absolute and Comparative Advantage 11
Contributing Factors for Global Flows and Trade 12
Population Size and Distribution 12
Urbanization 16
Land and Resources 16
Technology and Information 17
Globalization 18
Supply Chain Concept 19
Development of the Concept 19
GLOBAL PROFILE: EU: Be a Player, Not a Follower 19
ON THE LINE: Port Tracker Calls for Strong Annual Growth in First Half
of 2017 24
Summary 26
Study Questions 27
Case 1-1: Clearfield Cheese Company Case: A Sequel 28
Case 1-2: TEA Logistics Services, Inc. 30
Notes 31
Chapter 2 Transportation and the Economy 32
Introduction 33
Up and Down with the Big Muddy 33
Historical Significance 34
Economics of Transportation 35
Demand for Transportation 35
Passenger Demand 36
Transport Measurement Units 37
ON THE LINE: Cass Freight Index Paints Optimistic Future 37
v
vi CONTENTS
Demand Elasticity 39
Freight Transportation Demand 40
Service Components of Freight Demand 42
TRANSPORTATION PROFILE: Uber Freight Makes Official Entrance into Trucking
Market 44
Value of Goods 45
Gross Domestic Product (GDP) 48
Environmental Significance 49
The Environment 49
Safety 50
Social Significance 50
Political Significance 51
Summary 51
Study Questions 52
Notes 52
Case 2-1: Highways Galore 53
Case 2-2: Transportation and Economic Activity 54
Chapter 3 Transportation Technology and Systems 55

TRANSPORTATION PROFILE: Cold Chain Pharma Logistics Is Heating Up 56
Introduction 57
Information Requirements 58
Quality Standards 58
Multidirectional Flow 59
ON THE LINE: Maersk Makes Bold Bid at Differentiation by Teaming
with CRM Giant 60
Decision Support 61
Transportation Software 61
Transportation Management Systems 62
Additional Applications 66
Transportation Software Selection and Implementation 66
Needs Assessment 66
Software Selection 67
Implementation Issues 68
Transportation Equipment Technology 69
Sustainability Initiatives 70
TRANSPORTATION TECHNOLOGY: The Electric Truck Race 71
Safety Efforts 72
Cargo Security Innovations 72
Emerging Technologies 73
Autonomous Transportation 74
Blockchain for Freight 75
GLOBAL PERSPECTIVES: Shipping Without Sailors 75
Next Generation TMS 76
Summary 77
CONTENTS vii
Study Questions 78
Notes 78
Case 3-1: myIoT Inc. 81
Case 3-2: Vital-E Nutrition 82
Chapter 4 Costing and Pricing for Transportation 83
TRANSPORTATION PROFILE: Disintermediation to Hit Freight Brokerage 84
Introduction 85
Market Considerations 86
Market Structure Models 86
Theory of Contestable Markets 87
Relevant Market Areas 88
Cost-of-Service Pricing 89
Value-of-Service Pricing 93
Rate Making in Practice 99
General Rates 99
Rate Systems Under Deregulation 105
Special Rates 106
Character-of-Shipment Rates 107
ON THE LINE: Werner CEO: Truckload Rates Getting Back to “Equilibrium”
After Slump 108
Area, Location, or Route Rates 109
Time/Service Rate Structures 110
Other Rate Structures 111
TRANSPORTATION TECHNOLOGY: Freight Payment Versus Freight
Settlement 113
Pricing in Transportation Management 114
Factors Affecting Pricing Decisions 114
Major Pricing Decisions 115
Establishing the Pricing Objective 116
Estimating Demand 117
Estimating Costs 118
Price Levels and Price Adjustments 119
Most Common Mistakes in Pricing 121
Summary 122
Study Questions 122
Notes 122
Case 4-1: Mid-West Trucking 124
Case 4-2: Hardee Transportation 125
Appendix 4A: Cost Concepts 127
Accounting Cost 127
Economic Cost 127
Social Cost 128
Analysis of Cost Structures 128
Rail Cost Structure 133
Motor Carrier Cost Structure 133
viii CONTENTS
Other Carriers’ Cost Structures 134

Notes 134
Appendix 4B: LTL and TL Costing Models 136
Operational Activities 136
Cost/Service Elements 136
TL Costing 136
Equipment Cost Data 137
LTL Costing 140
Equipment Cost Data 140
Conclusion 145
Appendix 4C: Yield Management Pricing 146
Seat Allocation 146
Overbooking 148
Suggested Readings for Part I 151
Part II
Chapter 5 Motor Carriers 154
TRANSPORTATION PROFILE: Increasing Complexity in Parcel 155
Introduction 156
Industry Overview 156
Significance 156
Types of Carriers 156
Number of Carriers 159
Market Structure 161
Competition 161
Operating and Service Characteristics 162
General Service Characteristics 162
Equipment 163
Types of Vehicles 164
Terminals 165
Terminal Management Decisions 169
Fuel Management 170
Cost Structure 178
Fixed Versus Variable Cost Components 178
ON THE LINE: The Never-Ending Truck Driver Shortage 179
Economies of Scale 181
Private Trucking 184
What Is Private Trucking? 184
Current Issues 186
Safety 186
Technology 187
Driver Turnover 188
Green and Sustainable Operations 189
CONTENTS ix
TRANSPORTATION TECHNOLOGY: Truckers Prepare for Era of Driverless

Trucks—Coming Sooner Rather than Later 190
Financial Stability 191
Summary 191
Study Questions 193
Notes 193
Case 5-1: Hardee Transportation 196
Case 5-2: Cyclone Transportation 197
Chapter 6 Railroads 199
TRANSPORTATION PROFILE: Capturing Inventory In-Transit on Rail 200
Introduction 201
Competition 203
GLOBAL PERSPECTIVES: Florida East Coast Railway to Be Acquired
by Grupo Mexico 205
General Service Characteristics 206
Constraints 208
Strengths 208
Equipment 209
Service Innovations 210
ON THE LINE: Schneider and CSX Ink New Rail Service Contract 213
Cost Structure 214
Fixed Costs 214
Semivariable Costs 215
Variable Costs 215
Economies of Scale 216
Financial Plight 217
Legislation Reform 218
Improved Service to Customers 219
Current Issues 219
Alcohol and Drug Abuse 219
Energy 220
Technology 221
TRANSPORTATION TECHNOLOGY: GAO Report Calls on Congress to Extend
Positive Train Control Deadline 221
Future Role of Smaller Railroads 222
Customer Service 223
Drayage for Intermodal Service 223
Summary 224
Study Questions 224
Notes 225
Case 6-1: CBN Railway Company 227
Case 6-2: Rail Versus Pipeline Investment 228
x CONTENTS
Chapter 7 Airlines 229

TRANSPORTATION PROFILE: Air: Ending on a High Note 230
Introduction 230
Industry Overview and Significance 231
Private Carriers 231
For-Hire Carriers 231
Market Structure 232
Competition 233
Intermodal 233
Intramodal 234
Service Competition 234
Cargo Competition 234
General 235
GLOBAL PERSPECTIVES: Air Cargo Link to Trade Growth 235
Speed of Service 236
Length of Haul and Capacity 236
Accessibility and Dependability 238
Equipment 238
Types of Vehicles 238
Terminals 239
ON THE LINE: USPS and FedEx Express Re-up on Air Transportation
Partnership 239
Cost Structure 240
Fixed- Versus Variable-Cost Components 240
Fuel 241
Labor 242
Equipment 242
Economies of Scale/Economies of Density 243
Rates 245
Pricing 245
Operating Efficiency 245
Current Issues 246
Safety 246
Security 247
Technology 248
Summary 248
Study Questions 249
Notes 250
Case 7-1: NextGen Technology 251
Case 7-2: Airline Consolidations 252
CONTENTS xi
Chapter 8 Water Carriers and Pipelines 253

TRANSPORTATION PROFILE: Inland Waterways Realize Volume Increase 254
Introduction 254
Brief History of Water Transportation 254
Water Transport Industry Overview 255
Significance of Water Transport 255
TRANSPORTATION TECHNOLOGY: Federal Maritime Commission Hosts
Blockchain Discussion 258
Number and Categories of Carriers 259
Competition 259
Equipment 262
Cost Structure 266
Current Issues 267
Brief History of Pipelines 268
Pipeline Industry Overview 269
Significance of Pipelines 269
Ownership 270
Relative Advantages 272
Relative Disadvantages 273
Competition 273
Equipment 274
Commodity Movement 275
Cost Structure 276
ON THE LINE: OPEC’s Production Cuts Are Greatly Overrated 277
Summary 278
Study Questions 279
Case 8-1: Great Lakes Carriers: A Sequel 281
Case 8-2: The Keystone Pipeline 283
Suggested Readings for Part II 284
Part III
Chapter 9 Third Party Logistics 287
TRANSPORTATION PROFILE: Key Criteria for Evaluating Potential 3PL Providers 288
Introduction 288
Types of 3PL Providers 290
ON THE LINE: Uber Freight Makes Official Entrance into Trucking Market 294
3PL Services and Integration 295
xii CONTENTS
GLOBAL PERSPECTIVES: Global 3PL Management: Factors to Keep at

Top of Mind 299
3PL User Overview 300
Reasons for Outsourcing 300
Primary Activities Outsourced 302
Results Achieved 303
Establishing and Managing 3PL Relationships 303
Strategic Needs of 3PL Users 307
TRANSPORTATION TECHNOLOGY: The Payoffs of 3PL Investment in IT
Capabilities 309
3PL Versus Private Carrier 311
Operating Cost 311
Summary 317
Study Questions 318
Notes 319
Case 9-1: Closet Concepts Ltd. 321
Case 9-2: C.H. Robinson Worldwide, Inc. 323
Appendix 9A: Third Party Logistics and TL Auction 326
TL Auction: The Traditional Procedure 326
Limitation with Traditional Procedure 327
A New Recent Approach 328
Future Direction 329
Chapter 10 Transportation Risk Management 331
TRANSPORTATION PROFILE: The New Transportation Risk 332
Introduction 332
Risk Concepts 333
Transportation Risks 334
Product Loss 335
Product Damage 335
Product Contamination 336
Delivery Delay 336
Supply Chain Interruption 337
Security Breach 337
Transportation Risk Management Process 338
Step 1—Risk Identification 339
GLOBAL PERSPECTIVES: Transportation Risk—Who or What Is to Blame? 340
Step 2—Risk Assessment 341
Step 3—Risk Management Strategy Development 342
ON THE LINE: Hedging Those Transportation Bets 344
TRANSPORTATION TECHNOLOGY: Those Things Can Reduce Your Risk 347
Step 4—Risk Review and Monitoring 349
Summary 349
Study Questions 350
Notes 351
CONTENTS xiii
Case 10-1: Young Again Pharmaceuticals 353

Case 10-2: RIoT Athletic 355
Chapter 11 Global Transportation Management 357
TRANSPORTATION PROFILE: F4—Fast Flowing Fast-Fashion 358
Introduction 358
Transaction Processes 359
Terms of Trade 359
Cargo Insurance 362
ON THE LINE: Cargo Theft—A Global Epidemic 364
Terms of Payment 365
Distribution Processes 366
Mode Selection 366
International Air 371
Intermodal Transportation 373
GLOBAL PERSPECTIVES: Are Bigger Ships Better? 377
Carrier Selection 377
Route Selection 378
Delivery Execution 379
Communication Processes 382
TRANSPORTATION TECHNOLOGY: Paperless Global Transportation—Slow but
Steady Progress 387
Summary 391
Study Questions 392
Notes 392
Case 11-1: 3D Printers for the Masses 395
Case 11-2: As the Blade Turns 396
Chapter 12 Governmental Roles in Transportation 397
TRANSPORTATION PROFILE: Late Push to Extend ELD Implementation Date
Nixed by House Vote 398
Introduction 399
Transportation Policy 400
Why Do We Need a Transportation Policy? 401
Who Establishes Policy? 402
ON THE LINE: The Fight Over Five Feet 405
Transportation Regulation 406
Basis of Regulation 407
Responsibility for Regulation 407
Focus of Regulation 410
GLOBAL PERSPECTIVES: State of Ocean Cargo: Carriers Cope with Regulatory
Restrictions 413
A Concise Chronology of Transportation Regulation 418
Transportation Planning, Promotion, and Programs 419
Transportation Planning and the Public Sector 420
TRANSPORTATION TECHNOLOGY: A Unique and Clean Approach to Shore Power 420
xiv CONTENTS
An Approach to Public Project Planning Analysis 421

Modal Promotion Activities 423
Paying for Transportation Programs 427
Summary 428
Study Questions 429
Notes 430
Case 12-1: Who Pays the Price? 431
Case 12-2: Federal Highway Infrastructure Funding 432
Chapter 13 Issues and Challenges for Global Supply Chains 433
TRANSPORTATION PROFILE: It’s “Beyond Time” to Modernize U.S. Infrastructure,
U.S. Chamber of Commerce Urges 434
Introduction 435
Transportation Infrastructure 436
Highway Traffic and Infrastructure 437
Railroad Traffic and Infrastructure 438
Waterway Traffic and Infrastructure 439
Talent Management 441
Sustainability: Going Green with Transportation 444
ON THE LINE: Wal-mart’s “Project Gigaton” Focuses on Major Supply Chain
Greenhouse Gas Emissions Reduction Effort 448
Fuel Cost and Consumption 448
Motor Carriers 449
Air Carriers 450
Water Carriers 450
Rail Carriers 451
Pipeline Carriers 451
Carriers’ Responses 451
Summary 453
Study Questions 454
Notes 454
Case 13-1: Sustainability and Night Delivery 456
Case 13-2: Bald Eagle Valley Trucking 458
Suggested Readings for Part III 459
Glossary 461
Name Index 473
Subject Index 476
Appendix A Selected Transportation Publications A-1 (available on

Appendix B Transportation-Related Associations B-1 (available on
Preface
Transportation is the c ritical link in successful supply chains. It is a key facilitator of global
economic development, quality of life improvement, and enterprise success. Effective trans-
portation processes ensure the rapid flow of essential goods across complex global supply This textbook is recommended
chains. Efficient transportation operations keep delivery costs in check to ensure that prod- by APICS® as a valuable study
ucts are affordable in multiple markets. resource for the Certified in
Logistics, Transportation,
Transportation professionals are tasked with balancing these effectiveness and effi- and Distribution professional
ciency goals. They must also manage complex transportation networks and minimize certification program. For
disruptions of cross-border product flows to meet the ever-increasing service demands of details go to http://www.apics
.org/credentials-education/
the 21st century customer. While these are not easy tasks, high-quality work by dedicated credentials/cltd.
transportation professionals is essential for global trade to thrive.
In this book, Transportation: A Global Supply Chain Perspective, Ninth Edition, we
continue to focus on the widespread impact of commercial transportation on worldwide
commerce. We believe that the contents of this book will help future transportation pro-
fessionals prepare for successful careers in this dynamic field. Our text follows the format
of the previous edition with three sections and thirteen chapters. Substantive additions
and revisions have been made to enhance the content and organization. In particular, the
critical role of technology in global transportation receives special attention in this edition.
Part I provides the foundation for the overall text. Chapter 1 explores the nature, impor-
tance, and critical issues in the global economy, which are important to understand for the
current and future transportation systems. Chapter 2 provides the economic foundation
and rationale for the role of transportation as well as its political and social importance.
Chapter 3 highlights the expanding role of technology in transportation, addressing both
software and equipment innovations that drive greater service and lower costs. Chapter 4
offers a discussion of transportation costing and pricing in a market-based economy.
Part II provides an overview of the major transportation alternatives available to
individual and organizational users. Chapters 5 through 8 discuss and examine the key
features and issues of the five basic modes of transportation, namely, motor (5), rail (6),
airline (7), water and pipeline (8). Each of the basic modes offers inherent advantages for
shippers of particular commodities or locations that need to be appreciated and under-
stood to gain the economic benefits they offer. The dynamic market environment that
exists in many economies demands continuous improvement of modal capabilities if they
are to remain relevant.
The chapters in Part III cover a variety of important issues related to the successful
management of transportation flows. Each of the five chapters in this section have been
updated and revised to further improve their value to the readers. Chapter 9 supplements
the information provided in Part II with a detailed discussion of logistics service provid-
ers that support the transportation industry. These organizations improve the efficiency,
effectiveness, and execution of global supply chain flows. Chapter 10 discusses the topic of
risk management, a key concern for many organizations because of the increasing threat
of supply chain disruptions in the global economy. Strategies, methods, and outcomes
for risk management are explored as well as overall security enhancement. Chapter 11
provides an in-depth discussion of the planning and execution of global transportation
with emphasis on trade facilitation, product flows, and information sharing. Chapter 12
xv
xvi PREFACE
covers the all-important role of government policy, regulation, and promotion in fos-
tering a strong transportation network. Finally, Chapter 13 explores some of the major
challenges for transportation in the 21st century, namely, infrastructure funding needs,
talent management gaps, environmental sustainability, and fuel management. Each issue
threatens to disrupt transportation flows, reduce competitiveness, and increase costs if
not managed proactively.
Overall, we are convinced that transportation is a critical engine for business growth
and societal advancement, but is often taken for granted until a crisis arises. As stated pre-
viously, it may be the most important industry for all economies regardless of their stage
of development. Such recognition needs to be accorded to transportation in the future.
Features
1. Learning objectives in the beginning of each chapter provide students with an over-
all perspective of chapter material and serve to establish a baseline for a working
knowledge of the topics that follow.
2. Transportation Profile boxes are the opening vignettes at the beginning of each
chapter that introduce students to the chapter’s topics through familiar, real-world
examples.
3. On the Line features are applied, concrete examples that provide students with
hands-on managerial experience of the chapter topics.
4. Transportation Technology boxes help students relate technological developments
to transportation management concepts.
5. Global Perspectives boxes highlight the activities and importance of transportation
outside of the United States.
6. End-of-chapter Summaries and Study Questions reinforce material presented in
each chapter.
7. Short cases at the end of each chapter build on what students have learned.
Questions that follow the cases sharpen critical thinking skills.
Ancillaries
1. The Instructor’s Manual includes chapter outlines, answers to end-of-chapter study
questions, commentary on end-of-chapter short cases, and teaching tips.
2. A convenient Test Bank offers a variety of multiple-choice, short-answer, and essay
questions for each chapter.
3. PowerPoint slides cover the main chapter topics and contain figures from the main
text.
4. The book companion site (www.cengagebrain.com) provides additional resources
for students and instructors. Appendix A, Selected Transportation Publications,
and Appendix B, Transportation-Related Associations, can be found on the com-
panion site. The Instructor’s Manual and PowerPoint files are downloadable from
the site for instructors.
PREFACE xvii
Acknowledgments
The authors are indebted to many individuals at our respective academic institutions as
well as other individuals with whom we have had contact in a variety of venues. Our uni-
versity students and our executive program students have provided an important sounding
board for the many concepts, techniques, metrics, and strategies presented in the book.
Our faculty and corporate colleagues have provided invaluable insights and appropri-
ate criticism of our ideas. Some individuals deserve special consideration: Ryan Wilson
(Penn State), Ms. Tracie Shannon (Penn State), and Kusumal Ruamsook (Penn State). The
authors would also like to thank the following fellow faculty members for their insightful
contributions to several chapters in this text: John C. Spychalski, Professor Emeritus of
Supply Chain Management (Penn State); and Joe Hanna, Associate Dean and Professor
of Supply Chain Management (Auburn). Finally, we would like to thank Michael Levans,
Group Editorial Director of Logistics Management magazine for his support in allowing
us to use material from his publication in this text.
About the Authors
Robert A. Novack is currently an Associate Professor of Supply Chain Management and
Associate Director in the Center for Supply Chain Research at Penn State. Dr. Novack
worked in operations management and planning for the Yellow Freight Corporation and
in planning and operations for the Drackett Company. He received his bachelor’s and
MBA degrees from Penn State and a PhD from the University of Tennessee in Knoxville.
Dr. Novack has numerous articles published in the Journal of Business Logistics, the Trans-
portation Journal, and the International Journal of Physical Distribution and Logistics
Management. He is also the coauthor of three textbooks: Creating Logistics Value: Themes
for the Future, Supply Chain Management: A Logistics Perspective (8e), and Transportation.
He is on the editorial review board for the Journal of Business Logistics and is an area editor
for the Journal of Supply Chain Management. Dr. Novack is very active in the Council for
Supply Chain Management Professionals, having served as overall program chair for the
annual conference, as a track chair, and as a session speaker. In addition, he has served
on numerous committees with this organization. Dr. Novack holds the CTL designation
from the American Society of Transportation and Logistics. His current research interest
is on the development and use of metrics in managing supply chains. In 2009, he received
the Atherton Teaching Award from Penn State, the highest award given for teaching at
that university.
Brian J. Gibson is the Wilson Family Professor of Supply Chain Management and
Executive Director of the Center for Supply Chain Innovation at Auburn University. Pre-
viously, he served on the faculty of Georgia Southern University and as director of the
Southern Center for Logistics and Intermodal Transportation. Dr. Gibson also served as a
logistics manager for two major retailers. He is an accomplished faculty member who has
received multiple awards for outstanding teaching, research, and outreach. Dr. Gibson has
coauthored numerous articles in the Journal of Business Logistics, Supply Chain Manage-
ment Review, International Journal of Logistics Management, and other leading industry
publications. He is also the coauthor of three textbooks: Supply Chain Management: A
Logistics Perspective (10e), The Definitive Guide to Integrated Supply Chain Management,
and Transportation. He is actively engaged in executive education, seminar development,
and consulting with leading organizations. Dr. Gibson currently serves as Secretary and
Treasurer for the Council for Supply Chain Management Professionals, Education Advisor
for the National Shippers Strategic Transportation Council, and Supply Chain Steering
Committee Member for the Retail Industry Leaders Association. Dr. Gibson earned a
BSBA from Central Michigan University, an MBA from Wayne State University, and a
PhD in logistics and transportation from the University of Tennessee.
Yoshinori Suzuki is Dean’s Professor of Supply Chain Management and associate
chair of the Department of Supply Chain and Information Systems at the College of
Business, Iowa State University. He holds a BS degree in Business and Economics from
Sophia University (Tokyo Japan), an MBA degree in Marketing from New York University
Stern School of Business, and a PhD degree in Business Logistics from The Pennsylvania
State University Smeal College of Business. His research interest is in mathematical mod-
eling of logistics and transportation problems. During his 20-year academic career, he
has conducted numerous research projects with both private and public organizations,
which include Ruan Transportation Management Systems, GROWMARK Inc.,
C.H. Robinson, Renewable Energy Group (REG), Des Moines International Airport, and
xviii Copyright 2019 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. WCN 02-200-202
ABOUT THE AUTHORS xix
National Aeronautics and Space Administration (NASA). His recent research work has
appeared in journals such as Computers & Industrial Engineering, Transportation Research
(various parts), Journal of Transportation Engineering, Naval Research Logistics, Decision
Sciences, Decision Support Systems, Journal of Business Logistics, International Journal of
Production Economics, Transportation Journal, Journal of the Transportation Research
Forum, and International Journal of Physical Distribution and Logistics Management. He
has several years of industry experience. His work experience includes sales, logistics
management, and transportation management duties. Dr. Suzuki is currently serving as
the co-editor-in-chief of Transportation Journal.
John J. Coyle is director of corporate relations for the Center for Supply Chain
Research (CSCR) and professor emeritus of Logistics and Supply Chain Management in
the Smeal College of Business at Penn State University. He holds a BS and an MS from
Penn State and earned his doctorate from Indiana University in Bloomington, Indiana,
where he was a U.S. Steel Fellow. He joined the Penn State faculty in 1961 and attained
the rank of full professor in 1967. In addition to his teaching responsibilities, he served in
a number of administrative positions, including chairman of the Department of Business
Logistics, faculty director and assistant dean for Undergraduate Programs, senior associate
dean, and executive director of the CSCR. He also played a major role in the development
of Smeal’s Executive Education Programs. At the university level, he served as chairman
of the Faculty Senate, Special Assistant for Strategic Planning to two university presidents
(Jordan and Thomas). He also served as Penn State’s faculty representative to the NCAA
for 30 years and to the Big Ten for 10 years.
Dr. Coyle was the editor of the Journal of Business Logistics from 1990 to 1996. He has
authored or coauthored 23 books or monographs and 38 articles in reputable professional
journals. He has received 14 awards at Penn State for teaching excellence and/or advising.
Former students and friends have endowed a scholarship fund and two Smeal Profes-
sorships in his honor. He received the Council of Logistics Management’s Distinguished
Service Award in 1991; Penn State’s Continuing/Distance Education Award for Academic
Excellence in 1994; the Eccles Medal for his contributions to the U.S. Department of
Defense and the Lion’s Paw Medal from Penn State for Distinguished Service, both in 2004.
Dr. Coyle currently serves on the board of three logistics and supply chain companies.
PA R T
I
The major driving forces of change for supply chains during the first two decades
of the 21st century have been globalization and technology. That is not to say
that there are not additional exogenous factors impacting supply chains and
necessitating changes in managerial tactics and/or strategies because there have
been. However, none have been of the magnitude of globalization and technol-
ogy. Interestingly, they were major forces in the last two decades of the 20th
century as was cited in previous editions of this text. The fact that they continue
to have such an impact is certainly worth noting, but one must also appreciate
the depth and scope of these two external forces not only on supply chains but
also upon consumer and organizational behavior.
Transportation is an important part of supply chain management that has
been described figuratively previously as the “glue” that holds the supply chain
together and is a key enabler for important customer-oriented strategies such
as overnight or same-day delivery. Transportation is often the final phase or pro-
cess to touch the customer and may have a lasting impact on the success of the
transaction. This is the micro dimension, but on a macro level transportation
can be viewed as the “life blood” of global supply chains, and it has been argued
that efficient and effective transportation is the most important business for a
country or region and the cornerstone of a modern economy.
Global transportation systems have been seriously challenged in the 21st
century by high fuel costs, changing capacity, and regulation. In addition, the
transportation infrastructure, namely seaports, airports, highways, and so on, is
not sufficient to accommodate the flow of global commerce in many countries
thus stymying the economic progress of the region. Many parts of the infrastruc-
ture require government or public funding because of the different users. The
public coffers are frequently financially strained because of the many alternative
demands for these somewhat limited resources. Transportation infrastructure
has to “compete” for an allocation of public funds, and the benefits, while real,
are more long run in terms of outcome and value. Consequently, such needed
resources might not be allocated in a timely manner. This is the dilemma of the
21st century. Transportation and the related logistics systems are a necessary
requirement for all economies, developed and underdeveloped, but the public
investment in social capital necessary to not only improve but also sustain the
infrastructure has not been forthcoming in many countries. Hopefully, one of
the outcomes of this text will be a better understanding and appreciation for the
criticality of efficient and effective transportation systems for economic devel-
opment and social welfare.
Part I will provide an overview and foundation for the role and importance
of improved transportation from a micro and macro perspective in global sup-
ply chains. The discussion will cover economic and managerial dimensions of
1
2 CHAPTER
PART I
transportation in the global economy. Part I is designed to provide the frame-

work for the analysis and discussion in the following sections of the book.
Chapter 1 examines the nature, importance, and critical issues in the global
economy, which are important to understand for the current and future transpor-
tation systems, that will provide the needed service for the diverse requirements
of the various regions and countries. This chapter will also discuss the special
nature of transportation demand and how transportation adds value to prod-
ucts. There is also an overview of the concept of supply chain management and
the important role of transportation in supply chains of various organizations.
Chapter 2 examines the role of transportation from a macro and micro per-
spective. The chapter adds to the discussion in Chapter 1 but explores more
broadly the special significance of improved transportation systems. The analysis
includes not only the economic impact but also the political and social impact
of transportation. Current and historical perspectives are provided in the dis-
cussion to help the reader appreciate and better understand the contribution
of improved transportation in an economy. The discussion also examines the
impact of improved transportation upon land values and prices of products and
services.
Chapter 3 is new and provides an overview of the technology and s ystems
currently in use and planned for execution in the transportation sector. Special
attention is given to the technology used in the various modes, including
On-Board Recorders (OBRs) and driverless vehicles in the motor carrier indus-
try and Positive Train Control (PTC) in the railroad industry. The discussion also
emphasizes the impact the various technologies have had on transportation
efficiency.
Chapter 4 extends the discussion of costing and pricing introduced in Chap-
ters 1 and 2. Given the importance of transportation on a micro and macro level
to the cost and value of products and services, costing and pricing deserves a
more detailed examination. There are unique dimensions to transportation ser-
vices in general and between the basic modes that need to be understood by
managers and public officials. Chapter 4 provides an analysis of the differences
and unique dimensions of transportation services.
CHAPTER
1
GLOBAL SUPPLY
CHAINS: THE ROLE
AND IMPORTANCE
OF TRANSPORTATION
Learning Objectives
After reading this chapter, you should be able to do the following:
❯❯ Appreciate why efficient transportation systems are so critical to

advance the growth and development of regions and countries,
and how they contribute to social and political systems as well as
national defense
❯❯ Discuss the importance of transportation to globalization and
how it contributes to the effective flow of commerce among close
and distant regions
❯❯ Understand how global supply chains can contribute to the
competitive position of countries and allow them to penetrate
global markets
❯❯ Appreciate the dynamic nature of the global economy, which
can impact and change the competitive position of a region or
country in a relatively short period of time
❯❯ Explain the underlying economic basis for international exchange
of goods and services for the overall benefit of two or more coun-
tries or regions and gain some perspective on the volume and
overall importance of the more advanced countries of the world
❯❯ Discuss the size and age distribution of the population and the
growth rate of the major countries of the world and understand
how the size of the population can impact a country positively or
negatively
❯❯ Understand the challenges and opportunities associated with the
worldwide growth in urbanization and why there has been such a
major shift from rural to urban areas
3
4 CHAPTER 1
❯❯ Appreciate the importance and impact of land and resources

to the economic advancement and development of the various
countries of the world and how they can be exploited to their
advantage
❯❯ Explain why technology has become such an important ingredient
for the economic progress of companies and countries in today’s
global economy and understand the need for and types of
technology
❯❯ Discuss the overall characteristics and importance of globalization
and supply chains in the highly competitive world economies of the
21st century
TRANSPORTATION PROFILE
Critical Role of Transportation in Global Economy
Transportation is one of the most important tools or methods that developing soci-
eties or countries use to advance economically, politically, and socially. It impacts
every phase and facet of our existence. Transportation is probably the most important
industry in any country or in the global economy. Without it, we could not operate a
grocery store or run a factory. The more complex or developed a country is, the more
indispensable an efficient and effective transportation system is for continued survival
and growth.
In advanced societies, transportation systems are so well developed that most citizens
do not think about or realize the many benefits that accrue from good transportation sys-
tems. They use transportation everyday directly or indirectly. It provides the thoroughfare
for commerce, the means of travel locally or for longer distances, and the assistance for
many other important aspects of their lives. People seldom stop to think how restricted
their lives would be without good transportation. However, if one travels to an underdevel-
oped country, it is obvious that the lack of good transportation is inhibiting their economic
prosperity and personal convenience. The current physical decay of the highway infrastruc-
ture in the United States and the lack of investment for improvement is a critical concern to
many private and public organizations because of its importance to continued economic
growth and global expansion.
The development of the global economy has increased the criticality of trans-
portation for economic, political, and national defense purposes. Globalization has
brought many benefits to countries throughout the world, but we are much more inter-
dependent and at risk when some calamity occurs in another part of the world that
can interrupt supply of raw materials or finished products and/or shut down a market
for domestic products. Efficient and effective transportation can help to mitigate the
impact, for example, of a natural disaster such as a hurricane, typhoon, or flood by pro-
viding products and services from alternate sources and access to other markets quickly
and efficiently.
The importance of transportation cannot be overemphasized. It is a necessary ingredi-
ent for the progress and well-being of all citizens. An appreciation and understanding of its
historical and economic role and significance, as well its political and social significance, is
a requisite for managers in any organization and other interested parties. An appreciation
of this tenet will be an important part of the discussion in this text.
Global Supply Chains: The Role and Importance of Transportation 5
Introduction
In previous editions of this text, transportation was referred to as the “glue” that holds the
supply chain together and an enabler of the underlying tactics and strategies that have cat-
apulted supply chain management to the level of acceptance, which it now enjoys in many
organizations, both private and public. For example, transportation management systems
technology along with complimentary software is used by many organizations to improve
logistics and supply chain efficiency, effectiveness, and execution. Transportation has moved
from playing a reactive or supporting role to a role that is more proactive and enabling. In
other words, transportation has become much more strategic for organizations in determin-
ing their ability to compete in the growing and complex global marketplace.
The global marketplace is also changing on a continuing basis, that is, it has become
very dynamic, and is buffeted by economic, political, social, and natural forces, which can
impact a country or region negatively or positively in the short or long run. For example,
the high cost of fuel has impacted the rates charged by transportation service providers,
which in turn impacts the distance that it is economically feasible to transport goods.
The cost of labor can change over time to the disadvantage of some geographic areas and
benefit others. For example, the labor cost advantage that China enjoyed, along with low
rates for ocean carrier movement, had a positive impact on their ability to sell products
on a global basis. These advantages have diminished somewhat allowing other countries
to develop an improved competitive position because of market proximity, labor costs,
or other factors. These changes in turn impact global supply chains and their associated
flow of goods.
In this chapter, the initial focus will be upon developing an overview of the flow of global
commerce and trade overtime on a worldwide basis not only to understand the importance
and magnitude of global supply chain flows but also to gain some perspective on important
changes that have occurred. A variety of economic data will be used to illustrate the impact
of the overall changes that have occurred. The next section will examine the underlying
rationale and economics of global flows of goods and services. In other words, the “why” of
global flows will be discussed to understand the advantages of international trade to coun-
tries and consumers in contrast to the “what” of the first section of this chapter. The third
section will provide additional insights into the factors that can contribute to the economic
advancement and development of countries. The final section of the chapter will provide
an overview of the supply chain concept including its development, key characteristics, and
major activities.
Global Supply Chain Flows

Early in the 21st century, frequent reference was made to acronyms such as the BRIC
(Brazil, Russia, India, and China) or VISTA (Vietnam, Indonesia, South Africa, Turkey,
and Argentina) countries. The former were identified as the top emerging economies and
the latter as those developing at a fast pace. The development of the BRIC and VISTA
countries was seen an indication of opportunities for “sourcing” of materials, products, and
services and the identification of potential markets for the more developed economies such
as the United States, the European Union (EU), and Japan. Also, they were a sign of a more
economic balance in the world and continued growth. Consequently, one noted author 1
declared that the world was really flat because of the developing economies. Interestingly,
there have been some economic shifts already with respect to these countries, and the future
importance of some of the VISTA countries is not clear. For example, South Africa has
6 CHAPTER 1
been added to the first group, BRICS, by some economic pundits. Nevertheless, all of this
supports the observation made earlier about the dynamic and competitive nature of world
markets. An important caveat is the potential for disruption caused by political instability,
associated acts of terrorism, and military actions, which can cause a major disruption in
global trade flows.
Figure 1-1 and Table 1-1 indicate export trade flows of merchandise from various coun-
try or region origins. In Figure 1-1, the size of the circle indicates the importance and vol-
ume of exports on a worldwide basis. It is interesting to note the large number of exporting
countries and the big differences in the volume. Table 1-1 shows the value of world exports
in U.S. dollars. China is clearly number one for exports of merchandise and the United States
is second, but what may be surprising is Germany being third. They are relatively close to
the United States in terms of the value of their exports. If we added up the value of exports
for all the EU countries, it would by far exceed the United States (about double). The EU
also compares favorably to the Asian block of countries in terms of exports.
Figure 1-2 and Table 1-2 show the import trade flows of merchandise into various
countries and regions. Figure 1-2 is interesting because it is a visual representation of the
magnitude of the value of imports and provides some perspective of the differences in the
world markets. In terms of regions, Exhibit 1-2 indicates that Asia is the largest importing
region and is followed by the EU. North America is third in terms of the value of imports.
Among individual countries, the United States is the largest importer, followed by China
and then Germany.
A comparison of relative shares of imports and exports provides some additional per-
spectives. China’s share of global exports in terms of value is 13.8 percent and their share of
imports is 10.1 percent making them a net exporter, whereas the United States by compari-
son is a net importer with 9.1 percent of merchandise exports and 13.8 percent of the global
imports. Germany is also a net exporter with exports representing 8.1 percent of the global
FIGURE 1-1 Export–Trade Flows of Merchandise
Economy Million US
Dollars
China 2,209,626.00
Germany United States 1,578,971.70
Germany 1,452,795.40
Japan 715,097.20
United States European Japan Netherlands 663,524.30
Union (28)
France 579,646.90
China
Korea, 559,632.00
Republic of
United 541,348.00
Kingdom
Hong Kong, 535,546.00
China
Russian 523,327.00
Federation
Italy 517,673.30
Belgium 468,817.80
Reporting country
FIGURE 1-2 Import–Trade Flows of Merchandise
Economy Million US
Dollars
United States 2,329,059.80
Germany
China 1,949,992.00
United Germany 1,188,883.80
Kingdom Japan 833,166.10
United States European France 681,016.00
Union (28)
China United 655,318.60
Kingdom
Hong Kong, 622,276.40
China
Netherlands 589,768.10
Korea, 515,586.00
Republic of
Italy 477,391.50
Canada 474,270.00
India 466,042.10
Reporting country Belgium 450,706.00
total with imports of 6.3 percent of the total. There are economic implications associated
with these differences, but the merchandise flows do not provide a complete economic
picture because the value of services imported and exported are also important for the bal-
ance of payments of individual countries. However, the focus of this text is obviously upon
merchandise flows.
The importance of the so-called developed countries/economies is evident from the
information presented earlier, but additional insight can be gained by summarizing the
impact of the top countries in each category (see Tables 1-1 and 1-2). In 2015, the top 30
exporting countries accounted for 84 percent of the world’s exports, but the top three (China,
United States, and Germany) accounted for about 31 percent of the total exports. The top
30 importing countries accounted for 82.1 percent of the total imports, but the top three
(United States, China, and Germany) accounted for 30.1 percent of the total imports. The
data presented in Tables 1-1 and 1-2 substantiate the observation about the important role
of developed economies made earlier.
Additional insight can be gained by examining the growth in the volume of global trade
over the course of the last 47 years (see Table 1-3). The 30-year growth from 1970 to 1999
was steady. In recent years, especially the period from 2000 to the present, the growth has
been spectacular, except for a decline in export growth in 2001 and the global recession in
2009. The total volume of trade more than doubled, led by China, Japan, the United States,
and the EU. A number of factors came into play to explain the increased growth rate includ-
ing trade agreements among countries along with a reduction in tariffs, which promoted
global trade and its associated benefits. There was also greater acceptance of importing
finished products that were manufactured in foreign countries.
Traditionally, many countries imported raw materials that were scarce or not available
in the importing country, and they then produced finished products mostly for domes-
tic consumption. The raw materials were much lower in value than the finished products
that contributed to the imbalance of trade among developing and developed economies.
8 CHAPTER 1
Table 1-1 Top 30 Exporters, 2015

RANK EXPORTERS VALUE SHARE ANNUAL % CHANGE
1 China 2,275 13.8 −3

2 United States 1,505 9.1 −7
3 Germany 1,329 8.1 −11
4 Japan 625 3.8 −9
5 Netherlands 567 3.4 −16
6 Korea, Republic of 527 3.2 −8
7 Hong Kong, China 511 3.1 −3
8 France 506 3.1 −13
9 United Kingdom 460 2.8 −9
10 Italy 459 2.8 −13
11 Canada 408 2.5 −14
12 Belgium 398 2.4 −16
13 Mexico 381 2.3 −4
14 Singapore 351 2.1 −14
15 Russian Federation 340 2.1 −32
16 Switzerland 290 1.8 −7
17 Chinese Taipei 285 1.7 −11
18 Spain 282 1.7 −13
19 India 267 1.6 −17
20 United Arab Emirates 265 1.6 −29
21 Thailand 214 1.3 −6
22 Saudi Arabia, Kingdom of 202 1.2 −41
23 Malaysia 200 1.2 −15
24 Poland 198 1.2 −10
25 Brazil 191 1.2 −15
26 Australia 188 1.1 −22
27 Vietnam 162 1.0 8
28 Czech Republic 158 1.0 −10
29 Austria 152 0.9 −15
30 Indonesia 150 0.9 −15
World 16,482 100.0 –
Source: World Trade Organization.
However, that situation has changed, countries that previously imported materials for
domestic production and consumption are exporting more finished products while so-called
underdeveloped countries are participating more in manufacturing, especially of parts of a
finished product. A very good example is the automobile industry. The typical automobile
of today has over 10,000 parts, which can be manufactured in many different countries. Fur-
thermore, the individual parts may be exported and put together into subassemblies that are
frequently shipped to an assembly plant in another location. So a Ford assembled in Detroit
Table 1-2 Top 30 Importers, 2015

RANK IMPORTERS VALUE SHARE ANNUAL % CHANGE
1 United States 2,308 13.8 −4

2 China 1,682 10.1 −14
3 Germany 1,050 6.3 −13
4 Japan 648 3.9 −20
5 United Kingdom 626 3.7 −9
6 France 573 3.4 −15
7 Hong Kong, China 559 3.3 −7
8 Netherlands 506 3.0 −14
9 Korea, Republic of 436 2.6 −17
10 Canada 436 2.6 −9
11 Italy 409 2.4 −14
12 Mexico 405 2.4 −2
13 India 392 2.3 −15
14 Belgium 375 2.2 −17
15 Spain 309 1.8 −14
16 Singapore 297 1.8 −19
17 Switzerland 252 1.5 −9
18 Chinese Taipei 238 1.4 −16
19 United Arab Emirates 230 1.4 −8
20 Australia 208 1.2 −12
21 Turkey 207 1.2 −14
22 Thailand 203 1.2 −11
23 Russian Federation 194 1.2 −37
24 Poland 193 1.2 −14
25 Brazil 179 1.1 −25
26 Malaysia 176 1.1 −16
27 Saudi Arabia, Kingdom of 172 1.0 −1
28 Vietnam 166 1.0 12
29 Austria 155 0.9 −15
30 Indonesia 143 0.9 −20
World 16,725 100.0 –
may have less U.S.-made parts than a Toyota assembled in Mexico. The efficiency of global
supply chains and especially the transportation systems afford these more complex opera-
tions as compared to an earlier era when the auto parts were produced in locations which
were more contiguous to the assembly plants. This is also an excellent example of com-
panies using logistics systems analysis to evaluate the trade-offs among production costs,
transportation services, and inventory carrying costs to arrive at the overall best location
for efficiency and effectiveness.
10 CHAPTER 1
TABLE 1-3 Volume of World Merchandise Exports and Gross Domestic Product, 1950–2010 (Annual Percentage Change)
16
Year Exports GDP
14 1970-79 6.02 4.34
1980-89 3.82 3.16
12 1990-99 5.75 2.66
10 2000-05 5.95 3.13

2006 8.7 4.1
8 2007 6.5 4.0
2008 2.1 1.5
6
2009 -12.1 -2.1
4 2010 14.1 4.1
2011 5.5 2.9
2
2012 2.3 2.3
0 2013 2.7 2.2
2014 2.7 2.5
–2 2015 3 2.4
–4
–6
–8
–10
–12
–14
9
06
07
08
09
10
11
12
13
14
15
–7
–8
–9
–0
20
20
20
20
20
20
20
20
20
20
70
80
90
00
19
19
19
20
Exports GDP
As indicated earlier, the global supply chains of today allow production of products with
parts being produced in several countries before the final finished product is assembled. A
major contributing factor to the global supply chains and the economics of production is the
efficiency and effectiveness of global transportation and associated services. The improved
global supply chains with faster transit times and lower rates help to promote global trade.
Consumers received not only lower prices but also in many instances better quality food
and manufactured products. In the next section, we will examine the economic basis and
complimentary logic for global trade.
The Economic Basis and Logic of Improved

Global Trade
International trade is not a post–World War II phenomenon. During the Middle Ages, it was
not uncommon for “traders” to cross regional and country borders by land or sea to buy,
sell, or trade selected commodities. The Bible even references traders from other regions.
The exploits of European explorers studied in high school and college history books were
often rationalized upon finding high value or exotic products to bring back to their home
country in exchange for their domestic products or valued items. The discovery of for-
eign lands for future settlement was also a motive but with the recognition of the potential
trade opportunities. Obviously, the trading was inefficient and slow because of the bartering
required and the transportation.
Absolute and Comparative Advantage

As the European countries advanced economically in the 18th century, there was a growing
recognition of the value and potential of international trade. Adam Smith in his 1776 book, The
Wealth of Nations,2 not only provided a rational basis for a market economy based upon open or
free competition, but also advanced the so-called Theory of Absolute Advantage that provided
an economic basis for “free trade” among countries. Essentially, he stated that if two regions or
countries produced and consumed the same two products—for example, eggs and butter—but
had different costs of production, trade could be beneficial. For example, if Country A had an
advantage with producing eggs (50 cents versus $1 per dozen) and Country B had the advantage
with butter (75 cents versus $1.25 per pound), Smith concluded that A should produce eggs and
buy butter from B, while B should produce butter and buy eggs from A. Both would benefit by
being able to buy more of each product at lower prices than if they each continued to produce
both products. This example is somewhat simplistic because it does not consider transportation
costs for delivery or other costs that could be incurred. If the additional costs were added to
the production costs, the subsequent “landed cost” would have to be lower than the importing
country’s cost of production. In other words, in the example earlier, the eggs produced in A
would have to have a landed cost in B (50 cents plus transportation costs) less than $1.00.
This same logic was used by Smith to advance the rationale for specialization or divi-
sion of labor that supported the concept of mass or assembly line production, which will
be discussed more fully in the next chapter. The important point is that global or regional
trade could be based upon the lack of certain materials or products in an area, but also upon
differences in the cost of producing two or more products in two or more different countries.
The Theory of Comparative Advantage was advanced about 40 years after the publica-
tion of Smith’s Wealth of Nations by several economists.3 They maintained that even if two
countries produced and consumed the same two products and one country could produce
both products at a lower cost (absolute advantage in both products) than the other country,
it could possibly be beneficial for both countries to specialize and trade. It would require the
country with the advantages to specialize in the product that it had the greatest comparative
advantage over the other country. For example, if Country A could produce butter for 75
cents less than Country B and Country B could produce eggs for 25 cents more than Country
A, A should produce butter while B should produce eggs. Again, transportation cost and
other costs would have to be considered to develop a landed cost.
The concepts of absolute and comparative advantage are logical but relatively simple for
the more complex economic environment of the 21st century. As one would expect, there have
been economists who have enhanced or modified these earlier concepts. For example, one such
enhancement is the so-called Factor Endowment Theory advanced by Heckscher and Ohlin
that enhances Ricardo’s Theory of Comparative Advantage.4 Ricardo’s theory was based upon
a difference in efficiency associated with better technology, whereas the Factor Endowment
Theory postulates that when a country has more of one of the four factors of production (land,
labor, capital, or entrepreneurship), they can have a comparative advantage in producing one
or more products. Therefore, a country with an abundance of capital and an educated work-
force can produce high-tech products and import agriculture products from other countries.
12 CHAPTER 1
In today’s more complex, global economy, there are more variables than the traditional
factors of production (land, labor, capital, and entrepreneurship) that can give advantages
to countries and provide a basis for global trade flows. Some of these factors help to explain
the development of the so-called BRIC and VISTA countries that were previously discussed.
For example, two of the BRIC countries, India and China, have developed and prospered
during the last 20 years because of factors such as improved global transportation, faster
communication with lower costs, population growth, and technology advancement. China,
for example, has taken advantage of their low labor costs, including skilled workers, ample
raw materials, and capital to invest in production facilities. India’s expanding population
and growth in technology expertise contributed to their economic advancement. In a later
section of this chapter, China and India’s advancing economies and leadership positions in
the world economy will be discussed in more detail.
Contributing Factors for Global Flows

and Trade
Important factors that are frequently cited for greater economic development may include
population growth and age distribution, urbanization, land and resources, economic inte-
gration, knowledge dissemination, labor mobility, financial flows, and investment in infra-
structure by public and/or private agencies to promote improved transportation, faster
communication systems, improved financial services, and increased flow of goods and
services. These same factors also become the driving forces for overall globalization. At this
juncture, it would be worthwhile to examine some of these factors in terms of the global
economic growth and development of selected countries.5
Population Size and Distribution

Table 1-4 shows the population of the 10 largest countries and the total world population,
which can be used as a basis for understanding current and future economic growth and
development potential. The table includes totals for 2000, 2010, and 2017 and a projection
for 2050. The top 10 countries account for about 58 percent of the total world population
and China plus India account for over 36 percent of the total. Additionally, China has over
a billion more people than the United States. By 2050, it is projected that India will have
over a billion more people than the United States, and India will have a larger population
than China unless there is some change in their respective birth rates. The sheer size of their
respective populations is an important advantage in terms of one of the previously noted
factors of production, that is, labor. The size of their labor forces along with their education
and skills will continue to be a strategic advantage, especially in light of the “aging” popula-
tions of other countries, which will be discussed later in this chapter.
Table 1-5 depicts the total world population and indicates a decrease in the birth rate
percentage from 1950 to 2100. Experts point out that the worldwide rate of population
growth has already peaked and is now declining, which is important in terms of global
resource base.6 Additionally, the population growth rate is greatest in some areas that
can probably least afford it. Unless there is some change in their economic development,
the population explosion in certain underdeveloped economies could lead to dire levels of
poverty and other health-related problems and potential political unrest.
While the total population of a country is an indicator of economic growth potential in
terms of workforce and consumers, it has some limits. We need additional information about
the population to draw meaningful conclusions such as age distribution and education levels.
TABLE 1-4 Top Ten Countries with the Highest Population

2000 2010 2017 2050 EXPECTED
COUNTRY POPULATION POPULATION POPULATION POPULATION
1 China 1,268,301,605 1,330,141,295 1,388,232,693 1,301,627,048

2 India 1,006,300,297 1,173,108,018 1,342,512,706 1,656,553,632
3 United States 282,162,411 310,232,863 326,474,013 398,328,349
4 Indonesia 214,090,575 242,968,342 263,510,146 300,183,166
5 Brazil 174,315,386 201,103,330 211,243,220 232,304,177
6 Pakistan 152,429,036 184,404,791 196,744,376 290,847,790
7 Nigeria 123,945,463 152,217,341 191,835,936 391,296,754
8 Bangladesh 128,734,672 156,118,464 164,827,718 193,092,763
9 Russia 147,053,966 139,390,205 143,375,006 129,908,086
10 Mexico 99,775,434 118,600,000 130,222,815 150,567,503
Top Ten 3,597,108,845 4,008,284,649 4,176,380,247 4,950,140,178
Rest of the world 2,487,798,751 2,829,120,878 3,005,478,372 4,329,774,957
Total 6,084,484,918 6,837,405,527 7,181,858,619 9,374,484,225
Source: Internet World Stats, Usage and Population Statistics, Miniwatts Marketing Group.
TABLE 1-5 Population by Major Age Group and Percentage Distribution by Age Group for the World and the
Development Groups, 1950, 1980, 2005, 2050, and 2100
POPULATION (MILLIONS) PERCENTAGE
AGE GROUP 1950 1980 2005 2050 2100 1950 1980 2005 2050 2100
WORLD
0–14 867 1,572 1,828 2,073 1,985 34.3 35.4 28.0 21.3 17.7
15–64 1,529 2,609 4,217 6,093 6,680 60.6 58.8 64.7 62.7 59.6
65+ 129 259 475 1,559 2,548 5.1 5.8 7.3 16.0 22.7
Total 2,525 4,440 6,520 9,725 11,213 100.0 100.0 100.0 100.0 100.0
MORE DEVELOPED REGIONS
0–14 223 243 204 202 197 27.4 22.5 16.9 15.7 15.4
15–64 527 712 819 744 710 64.8 65.8 67.8 57.8 55.6
65+ 63 126 185 341 371 7.7 11.7 15.3 26.5 29.0
Total 813 1,081 1,208 1,287 1,278 100.0 100.0 100.0 100.0 100.0
(continued)
14 CHAPTER 1
TABLE 1-5 Continued

POPULATION (MILLIONS) PERCENTAGE
AGE GROUP 1950 1980 2005 2050 2100 1950 1980 2005 2050 2100
LESS DEVELOPED REGIONS
0–14 644 1,329 1,624 1,871 1,789 37.6 33.8 30.6 22.2 18.0
15–64 1,002 2,474 3,397 5,349 5,970 58.5 62.9 64.0 63.4 60.1
65+ 66 133 290 1,218 2,178 3.9 3.3 5.4 14.4 21.9
Total 1,712 3,936 5,311 8,438 9,937 100.0 100.0 100.0 100.0 100.0
Source: World Population Prospects: The 2015 Revision, Volume I, United Nations, 2016.
If we examine population age distribution on a macro level, the young-age balance is shifting
throughout the world. In the more developed regions in 2005, the proportion of older people
(over age 65) is almost the same as children (under age 15), 15.3 percent versus 16.9 percent,
but by 2050, the numbers are predicted to be 29 percent versus 15.4 percent, respectively.
Europe will have the greatest disparity followed by North America. The longer life spans in
developed countries is exacerbating the young-age disparity ratio and has important impli-
cations for the labor force in various countries and the needs of consumers for food, housing,
and medical care. Figure 1-3 shows the number of persons aged 65 or older per 100 children
under age 15 for 2000 and a projection for 2050. The difference between 2000 and 2050 is
quite evident. Figure 1-4 shows the median ages for 1950 and 2000 and the projection for
2050—the total world, less developed, more developed, and least developed regions. The
median age has and will change for all four regions, but the differences among the regions
are important, especially between the more developed and the least developed.
FIGURE 1-3 Number of Persons 65 or Over per Hundred Children Under 15: World and Development Regions, 1950–2050
250
200
150
100
50
0
1950 1975 2000 2025 2050
World More developed regions

Less developed regions Least developed countries
Source: United Nations, Department of Economic and Social Affairs, Population Division, World Ageing Population: 1950–2050, Chapter 3.
FIGURE 1-4 Median Age of the Population: World and Development Regions, 1950–2050
50
46.4
40 37.4 36.2 35.0
30 28.6
26.5 26.5
23.6 24.3
21.4
20 19.5
18.2
10
0
1950 2000 2050
World More developed regions

Less developed regions Least developed countries
Source: United Nations, Department of Economic and Social Affairs, Population Division, World Ageing Population: 1950–2050, Chapter 3.
The private sector and the public sector will be challenged by these changes in terms of
the size of the workforce, medical care, and even retirement benefits, but some opportunities
are likely for certain types of businesses including health care, housing, transportation, food
products, and so on. Much depends upon immigration policies, technology, retirement ages,
and educational opportunities. However, there could be benefits but challenges also will
persist. An interesting opportunity could occur with more mobile migration among coun-
tries. The European countries with their “graying” populations could probably benefit with
a migration of younger individuals from less developed countries not only to help care for
TABLE 1-6 Breakdown of the United States by Age, 2000–10

2000 2010 CHANGE
NUMBER PERCENT NUMBER PERCENT NUMBER PERCENT

Total population 281,421,906 100 308,745,538 100 27,323,632 9.7
Sex
Male 138,053,563 49.1 151,781,326 49.2 13,727,763 9.9
Female 143,368,343 50.9 156,964,212 50.8 13,595,869 9.5
Selected Age Groups
<18 Years 72,293,812 25.7 74,181,467 24 1,887,655 2.6
18 to 24 Years 27,143,454 9.6 30,672,088 9.9 3,528,634 13
25 to 44 Years 85,040,251 30.2 82,134,554 26.6 -2,905,697 -3.4
45 to 64 Years 61,952,636 22 81,489,445 26.4 19,536,809 31.5
> = 65 Years 34,991,753 12.4 40,267,984 13 5,276,231 15.1
Sources: U.S. Census Bureau, Census 2000 Summary File 1 and 2010 Census Summary File 1.
16 CHAPTER 1
the older citizens but also to provide a younger workforce for the developed economies. Even
in the United States, this could be a possible benefit. Table 1-6 compares selected age groups
in the United States for 2000 and 2010, and an interesting group is the 25–44-age bracket
showing that in 2010, there was a decline of almost 3 million people in this group compared
to 2000. Furthermore, it was the only age group where that was the case. The ripple effect
in future years may turn out to be important for population growth and workforce produc-
tivity. We could join Japan and Russia with an overall decline in population at some point.
Urbanization
There has been a noticeable demographic shift in a number of countries with the migration
from rural to urban areas. In 2000, 47 percent of the world’s population lived in urban areas.
By 2030, it is estimated that the number will increase to 60 percent, and the change will be
most rapid in underdeveloped countries. This will cause additional challenges for those
countries to provide the housing, infrastructure, health care, and security necessary for
effective and prosperous expansion. The rural areas will also face challenges with smaller
and likely older populations. There will be opportunities for business to help alleviate the
burdens for the public sector and develop new business opportunities for domestic and
global economic expansion. The challenges will be daunting in some cases. A relatively new
term is the megacity (more than 10 million people). It has been estimated that Asia will have
18 megacities, the United States will have five, but there will be none in Europe.7 This will
be an interesting demographic change with important implications for global trade. The
megacities in some countries, especially Africa, will be faced with inadequate infrastructure,
especially transportation and utilities, to support the population growth.
One of the interesting megacities or a so-called metropolis is Lagos in West Africa,
which is being referred to as Africa’s Big Apple by some economists and demographers.
Lagos has new tech hubs, a new wealthy class, and an exploding population, but with many
in poverty status. The estimated population based on UN data is 15 million although local
officials claim a population of 18 million. In the 1970s, the population was estimated to be
about 2 million. Lagos has developed into a powerful economic engine based upon an oil
boom and a growing economy. The average Nigerian woman gives birth to more than five
children in her lifetime, and the population of Lagos expands by about 600,000 a year. The
growth has pluses and minuses and has many challenges with its limited infrastructure.
However, there are those who maintain that Lagos is Africa’s future, which you can interpret
in different ways, good or bad. One of the critical ingredients needed for improvement is
local and inter-regional transportation systems. As pointed out previously, the lack of ade-
quate transportation will hinder and restrain economic development.
Land and Resources

The availability of land and critical resources such as energy, food, and water are of para-
mount importance for economic viability and future development. Technology will play a
critical role in mitigating the scarcity of key resources from desalinization of ocean water,
to fracking for increased oil and gas production, to biotechnology for improving crop yield
and food production. Fracking for oil and gas has already changed the global dynamics for
energy with the United States likely to become a net exporter and the changes in transpor-
tation requirements, which will be discussed in later chapters. All three are keys to stable
economic growth and development, but the geographic disparity among areas of the world
could be daunting and lead to political conflicts. The public and private sectors can both
be instrumental in alleviating the challenges and potential crises. Our success in this area
will be of immeasurable importance for peace and prosperity. Transportation can play an
important role in resolving the disparity by moving these resources efficiently and effectively
among regions and countries, but governments and businesses have to provide the stable and
economic basis for this to happen. The expansion of oil and gas pipelines in recent years and
improvements in rail tank cars and water vessels are based upon such growth.
Technology and Information

Technology has two important dimensions. It can be viewed as an internal change agent that
can enhance the efficiency and effectiveness of an organization and its ability to compete
in the global marketplace. However, technology can also be viewed as an external driver of
change similar to globalization. In many organizations, the rapid development of new tech-
nology by technology companies whether it was hardware or software changed the “rules
of engagement” and enabled new forms of competition or new business models. The new
technology and new companies changed the nature of the competition, which meant that
existing companies had to change or perish. There are many examples of established organi-
zations that were blindsided by the technology. The Internet alone was the biggest “culprit”
or agent of change because it made information available in real time to large segments of
the population via their personal computers, telephones, or other devices.
The development and sharing of so much information is a major force for changing
business models and for the obsolescence of some businesses. Travel agents, for example,
became passé. Amazon without stores can compete with Walmart’s store network, as can
Zappos with more traditional shoe sales organizations. Technology and transportation ser-
vices have been major factors supporting these changes. For example, companies have been
able to outsource selected internal functions like customer service centers or personnel
services. One of the most significant impacts has probably been more efficient and effective
supply chains and related services such as high-tech warehousing and overnight delivery via
Federal Express or UPS. From the specially designed supply chains of Amazon and Zappos
to the realigned supply chains of companies like Macy’s or Kimberly Clark, supply chains
have become a critical ingredient for profitability and customer service. In other words,
supply chains are a staple for the success of overall corporate strategy, and transportation is
an integral part of these new supply chains.
While information technology has become an important dynamic for external and
internal change, there is another important dimension of technology, especially for supply
chains, and that is industrial robotics. They have been around for over 50 years and do not
resemble R2D2, as depicted in the Star Wars film. The first generation of industrial robots
was “one-armed” and installed in a permanent position to carry out simple and routine
tasks usually on an assembly line. It has been estimated by the International Federation of
Robotics that there are over 1.1 million working robots around the world.8 The largest users
are in the automotive industry, and they operate about 80 percent of the total. There is a
new wave of less expensive and more flexible robots becoming available for a wider array of
manufacturing and distribution tasks. In distribution, these robots will store, retrieve, and
pack goods for efficient and effective delivery.
As businesses and other logistics organizations invest in robotic development, the
robots will have a positive impact on global trade flows. The newer robots will be used in
an environment where humans will be working with them side by side combining the skills
of humans with the precision and efficiency of robots. This may allow for smaller-scale
operations not only for manufacturing but also for distribution, for example, warehouses
18 CHAPTER 1
and transportation terminals with logistics and supply chain networks being changed
accordingly.9
Another technology with the potential of having a major impact upon supply chains,
logistics, and transportation systems is digitization of manufacturing with facilities being
run with smarter software using inputs from product development, historical production
data, and advanced computational methods to model and change the entire manufacturing
process for individual orders quickly and efficiently. This will also reduce the required scale
of operations and allow faster responses to change in the short run as well as the long run.
A related technology is additive manufacturing or so-called 3-D printing, which has
been creating a real buzz in business circles, and even President Obama mentioned it in
one of his speeches as being a potential force for positive change in the future to make the
United States more competitive on a global basis. Essentially, a 3-D printer would allow
organizations to make a physical 3-D copy of a product or a part. Despite the buzz, 3-D
printing is a long way from producing a car or making assembly lines obsolete. Material
costs are extremely high for a number of reasons including higher purity standards and the
“middlemen” in the material supply chains. However, 3-D printing is already being used
to produce some customized, smaller products such as the covers for iPhones and some
specialized parts for automobiles. The latter use will probably continue to be the leader for
3-D printing in the short run, but the long-run development of more, smaller, and better
machines will have a major impact on logistics and supply chains. For example, if repair
technicians who travel about in vans with inventory can have a 3-D printer in the van with
one of each part, they could reduce inventory costs and never be out of stock. Many smaller-
scale operations could also benefit with major implications as indicated earlier for supply
chains including producers of products. It would probably be comparable to the impact
that the improved printers for personal and business computers and related software have
had upon commercial printing operations. Some organizations or parts of supply chains
will become obsolete or redundant. Like globalization, to be discussed next, technology
will continue to be an agent for change up and down supply chains making them and the
transportation system more efficient.10
Globalization
Globalization has become a very frequently used term or concept not only in business-
related conversations but also in more casual settings. Individuals probably have many
interpretations and use the word differently in different settings. However, in this par-
ticular context, globalization can be used synonymously with economic integration and
development across country and regional borders. The integration will increase the flow
of goods and services globally based upon the logic of comparative advantage discussed
previously. Also the efforts to eliminate and/or reduce tariff and non tariff barriers will
promote greater interregional flows. However, military and terroristic interruption pose a
real threat to increased global economic progress as demonstrated in the Middle East and
the Gaza Strip in 2014.
The global interdependence can be good or bad news. On the good side, the lower
prices, wider availability of goods and services, land and resource development, and new
employment opportunities have benefited many countries and regions of the world, both
developed and developing areas. However, the benefits and advantages have not been equal
for all, that is, some have benefited more than others, but on a macro level, and one could
argue that the wins have outnumbered the losses. The BRIC and VISTA countries mentioned
previously are an indication of some positive outcomes of globalization. On the negative
side, the interdependence can lead to global recessions as was the case in 2009 with serious
repercussions felt throughout the world. The economic recovery has been very painful and
has required government intervention. There are still lingering economic problems from this
recession in some areas of the world. However, there have been strong recoveries in other
regions such as North America and some countries in Europe.
On a micro level, the global interdependence has increased the level of complexity
and competition with shorter product life cycles, new forms of competition, and new busi-
ness models. Outsourcing, offshoring, and insourcing have become part of the lexicon of
businesses. The information technology previously discussed has allowed supply chains to be
reexamined and redesigned for more efficiency and effectiveness and even better execution.
The fast or even real-time information flows globally have allowed companies to connect in
sharing information and to collaborate much more expeditiously than in the past. This has
placed a premium on flexibility of planning and operations to respond and adjust to changes
in the competitive environment. Also, visibility of inventory and other assets has become
an important dimension for efficiency and effectiveness. Successful and well-established
business enterprises have felt the impact of the new competitive environment and changing
consumer tastes and needs. Again, it is important to recognize the importance and need for
good transportation for the success of global supply chains—their efficiency and effective-
ness depend on good transportation.
Supply Chain Concept

References to supply chain management can be traced to the 1980s, but it was not until
the 1990s that supply chains captured the attention of senior level management in many
organizations. They began to recognize the potential of effective supply chain management
to improve global competitiveness and to increase market share with consequent improve-
ment in shareholder value.
Development of the Concept

Supply chain management is not a new concept. Rather, supply chain management rep-
resents the third phase of an evolution that started in the 1960s with the development of the
physical distribution concept, which focused on finished goods or the outbound side of a
firm’s logistics system—in other words, the distribution-related activities that occurred after
a product was produced. In the 1980s, the concept of business logistics or integrated logistics
was developed and added the inbound side to the outbound side. Logistics management was
the second phase of development for the supply chain concept. As indicated previously, the
supply chain management concept was developed primarily in the 1990s and represented
the third phase of development.
GLOBAL PROFILE
EU: Be a Player, Not a Follower
According to Dr. Riamund Klinker, president and chairman of BVL in Germany, Europe’s
largest logistics association, foreign trade and the international division of labor are just as
important for American economic development as they are for Europe.
20 CHAPTER 1
Klinker is convinced that, as an experienced entrepreneur, Donald Trump is aware that

pure protectionism cannot be the road to economic success. “Realism and sound judgment
are required if Trump is to deliver what he promised the people during his campaign: jobs
and prosperity,” says Klinker, who added that he’s optimistic that Europe will once again
build on its strengths and get back to being an active player instead of a “follower” of the
United States.
“To achieve that, European unity is more important than ever, in economic policy as
well as in questions of security,” says Klinker. “Of course, it’s harder to take proactive, coop-
erative action than to play the role of follower—but it offers more potential for success.”
Klinker’s American colleague Moe Ergin, BVL’s representative in Chicago, fears that
a breakdown in U.S./EU trade could have other effects than just the free flow of clients’
goods. “Our biggest fear as a German company in the United States that strives to have a
multinational workflow is the proposed restriction on migrant workers wishing to work in
the country and concentrating on giving jobs to Americans,” he said.
German businesses, including many logistics service companies, provide many jobs
in the United States and contribute to the country’s growth. According to statistics from
the U.S. Department of State, U.S. affiliates of German companies employed over 670,000
American workers in 2015. Deutsche Post DHL is one of them and has been strongly com-
mitted to the U.S. market for many years.
For example, DHL Express recently announced that it would be opening up around 900
new positions as it completes the latest $108 million expansion of its Americas Hub at the
Cincinnati/Northern Kentucky Airport. Additional sorting capacity and projected growth
in shipments are expected to boost the hub’s workforce to more than 3,300 employees.
Source: Adapted from Dagmar Trepins, “The Glass Is Half Full,” Logistics Management, April 2017, pp. 39–40.
Reprinted with permission of Peerless Media, LLC.
The focus of physical distribution management was on system costs and analyzing
trade-off scenarios to arrive at the best or lowest physical distribution system cost. The
system relationships that exist among transportation, inventory levels, warehousing, protec-
tive packaging, materials handling, and customer service were analyzed and evaluated. For
example, rail and motor carrier service impact inventory, warehousing, packaging, customer
service, and materials handling costs, but motor carriers would have a different impact on
the same cost centers. Rail service would usually have the lowest transportation rate, but
there could be higher costs for inventory, warehousing, and packaging that would result in
higher total costs than motor carrier service. The type of product, volume, distance, and
other factors would influence which mode of transportation would have the lower total
cost. Managers in certain industries, such as consumer package or grocery products, high-
tech companies, and other consumer product companies, as well as some academicians,
became very interested in physical distribution management. A national organization called
the National Council of Physical Distribution Management (NCPDM) was organized to
focus the leadership, education, research, and interest in the area of physical distribution
management.
The 1980s were a decade of change with the deregulation of transportation, financial
institutions, and the communication industry. The technology revolution was also under-
way. During the 1980s, the business logistics or integrated logistics management concept
developed in a growing number of organizations (see Figures 1-5 and 1-6). The deregula-
tion of transportation provided an opportunity to coordinate the inbound and outbound
FIGURE 1-5 Typical Logistics Network—Physical Distribution
Raw Materials Raw Materials Manufacturing Finished Goods Markets

Supply Points Storage Storage
Movement/ Movement/ Movement/ Movement/

Transportation Transportation Transportation Transportation
Plant A
Storage Warehouse
1
Storage Plant Warehouse B

2
Storage Plant Warehouse C

3
Physical Supply Physical Distribution

Materials Management Marketing Logistics
FIGURE 1-6 Typical Logistics Network—Materials Management
Raw Materials Plants Distribution Customers

Sources Centers
Source: Center for Supply Chain Research, Penn State University, 2004.
22 CHAPTER 1
transportation movements of large shippers, which could impact a carrier’s outbound costs
by minimizing empty backhauls, and lead to lower rates for the shipper. Also, international
or global sourcing of materials and supplies was growing in importance. As will be dis-
cussed subsequently in more detail, global transportation presents some special challenges
for production and scheduling. Therefore, it became increasingly apparent that coordination
between the outbound and the inbound sides of logistics systems provided an opportunity
for the increased efficiency and also better levels of customer service.
The underlying logic of the systems concept was also the rationale for the development
of the logistics management concept, because in addition to analyzing trade-offs for total
cost it could also include the value of demand aspects of customer service effectiveness.
Also, procurement was usually included as an element in a logistics system because of the
opportunity for a trade-off analysis between procurement quantity discounts, transpor-
tation discounts, inventory, and warehousing costs, and other related costs to obtain the
lowest cost.
Supply chain management came into vogue during the 1990s and continues to be a
focal point for making organizations more competitive in the global marketplace. Supply
chain management can be viewed as a pipeline or a conduit for the efficient and effective
flow of products and materials, services, information, and financials (usually cash) from
the supplier’s supplier through the various intermediate organizations out to the customer’s
customer (see Figure 1-7). In essence, it is a system of connected networks between the
original vendor and the ultimate final consumer. The extended enterprise or boundary
spanning perspective of supply chain management represents a logical extension of the
logistics concept, providing an opportunity to view the total system of interrelated com-
panies and their impact on the final product in the marketplace in terms of its price–value
relationship.
At this point, a more detailed discussion of the supply chain is appropriate. Figure 1-7
presents a simplified, linear example of a hypothetical supply chain. A real-world supply
chain would usually be more complex than this example because supply chains are often
FIGURE 1-7 Integrated Supply Chain
SCM is the art and science of integrating the flows of products, information, and financials through
the entire supply pipeline from the supplier’s supplier to the customer’s customer.
Retailers/
Suppliers Distributors Manufacturers Wholesalers
Customers
Product/services
Information
Finances
Source: Center for Supply Chain Research, Penn State University.
nonlinear and have more supply chain participants. Also, Figure 1-7 does not adequately
portray the importance of transportation in the supply chain. As indicated previously, trans-
portation can be viewed as the glue that holds the supply chain together to allow the member
organizations to operate efficiently and effectively as a system. It should be noted that some
companies may be a part of several supply chains. For example, chemical companies may
provide ingredients for manufacturers of different products that will be distributed by many
different retail and wholesale establishments.
Figure 1-7 does illustrate the basic characteristics of a supply chain that are import-
ant to this discussion. The definition, which is a part of the illustration, indicates several
important points. A supply chain is an extended enterprise that crosses the boundaries
of the individual firms to span their related activities involved in the supply chain. This
extended enterprise should attempt to execute a coordinated or integrated two-way flow of
goods, information, and financials (especially cash). The three flows illustrated in the figure
are very important to the competitive success of the organizations. Integration across the
boundaries of the several organizations in the essence means that the supply chain needs to
function like one organization in satisfying the ultimate customer by delivering an appro-
priate price–value relationship for products in the marketplace.
The top flow, products and related services, has traditionally been an important focus
of logistics and transportation and is an important element in supply chain management.
This particular flow is directly dependent upon effective transportation, which is the focus of
this text. Customers expect their orders to be delivered in a timely, reliable, and damage-free
manner, and transportation is critical to this outcome. Figure 1-7 also indicates that product
flow is a two-way flow in the environment of the 21st century because a growing number
of organizations are involved in reverse logistics systems for returning products that were
unacceptable to the buyer for some reason—damage, maintenance, obsolescence, and so
forth. Note also that networks for reverse systems usually have to be designed somewhat
differently than for forward systems. The location, size, and layout of facilities are frequently
different. The transportation carriers that need to be utilized may be different. Consequently,
there are a growing number of logistics companies (including transportation companies)
that specialize in managing reverse flow systems for retailers and manufacturers. They can
provide a valuable service in appropriate situations.
The second flow indicated is the information flow, which has become a very important
factor for success in supply chain management. Figuratively, information is the trigger or
signal for the logistics or supply chain system to respond to a customer order. Traditionally,
we have viewed information as flowing back from the marketplace as customers purchased
products and wholesalers and retailers replenished their inventory. The information was
primarily demand or sales data, which triggered replenishment and was also the basis for
forecasting future sales or orders. Note that in addition to the retailer or final seller, the
other members of the supply chain traditionally reacted to replenishment orders. If there
were long time intervals between orders, the members of the supply chain were faced with
uncertainty about the level and the potential pattern of demand, which usually resulted in
higher inventory (safety stock) or stock out costs. The uncertainty contributed to a phe-
nomenon known as the bull whip effect in the supply chain. One of the objectives of supply
chain management is to mitigate the bull whip effect by reducing the level of uncertainty. In
traditional supply chains with independent organizations, the level or magnitude of uncer-
tainty increased with the “distance” from the market or customer. Therefore, the level of
safety stock increased to cover the degree of uncertainty as you moved back through the
supply chain.
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Äkkiä, kuten magneettisen voiman vaikutuksesta, käänsin
katseeni sivulle ja näin kaksi tummaa silmää, jotka tutkivina ja
osaaottaen katsoivat minuun. Uusi ystävämme oli hiljaa istuutunut
viereeni. Siinä hetkessä selveni minulle, minkätähden olin tuntenut
itseni niin onnelliseksi: minä rakastin! Rahel sanoo: »Rakkaus on
vakaumusta!» Minä olin vakuutettu. Hän oli mielestäni täydellinen
ihminen. Ei siinä kyllin, että hän omasi hengen, joka ei milloinkaan
sammunut, henkisen joustavuuden, joka aina viehättää — hänellä oli
myöskin sopusointuinen ja hieno käytös, joka on kauniiden sielujen
heijastusta. Minä olin vielä aivan lapsen näköinen, olinhan niin paljon
häntä nuorempi, ja tunsin hänen läheisyydessään voittamatonta
ujoutta, joka on tärvellyt niin monta hyvää hetkeä elämässäni. Siitä
huolimatta tunsin hänenkin suhtautuvan minuun tavallista
suuremmalla mielenkiinnolla ja etsivän seuraani. Kun hän ei voinut
paljon kävellä, teimme hänen ehdotuksestaan usein pieniä
ratsastusmatkoja aasin selässä viehättävään ympäristöön ja näiden
retkien ainoat osanottajat olivat sisareni, minä, pieni, raisu Katarina
ja hän. Kiertelimme näin kaunista seutua ja pysähdyimme vihreille
kukkuloille, joilta oli kaunis näköala, tai kukoistaviin laaksoihin, jotka
olivat viehättäviä yksinäisessä rauhallisuudessaan. Lepäilimme
nurmella ja hän puheli meille historiasta, runoudesta ja matkoistaan.
Kuuntelin koko sielullani ja nautin täysin siemauksin tällaisen
keskustelun viehätyksestä, joka oli minulle aivan uutta. Mutta
tuskallinen ujouteni esti minua vapaasti sanomasta, mitä tunsin ja
ajattelin. Arvasiko hän, mitä liikkui hänen vieressään istuvan mykän
nuoren tytön sydämessä, joka kadehti raisun nuoren venakon
kursailematonta suoruutta tämän ujostelematta lasketellessa kaikkia
mahdollisia järjettömyyksiä. En tiedä, mutta hän kohteli minua
hellävaroin ja rakastettavasti. Onnettomuudeksi saapui sinne
myöhemmin hänen vanhempia tuttaviaan, jotka melkein kokonaan
riistivät hänen seuransa, niin että näin hänet paljon harvemmin.
Sillävälin oli tuttaviemme lukumäärä yhä lisääntynyt ja me

jouduimme todelliseen juhlien pyörteeseen. Tutustuimme toiseenkin
ylhäiseen venakkoon, joka oli leski ja kolmen lapsen äiti. Hän oli
saapunut tänne hoitamaan terveyttään ja huvittelemaan. Sattumalta
osui hänkin siihen hotelliin, jossa venäläinen kreivitär, ystävämme ja
me asuimme. Ystävämme, joka oli tuntenut hänet jo Pietarissa,
tutustutti nyt meidät toisiimme ja pian kävi nuori leski yhtä usein
luonamme kuin kreivittären raisu tytär. Hän oli muutamia vuosia yli
kolmenkymmenen eikä vähääkään kaunis, mutta siitä huolimatta oli
hänen elämäntehtävänään miellyttäminen. Hän sanoi itse
puhuessaan pietarilaisista naisista: »Meidät kasvatetaan
miellyttämään.» Hän oli sydämellinen ja herttainen ja kaikesta
huolimatta täytyi hänelle olla hyvä. Hän oli puolestaan yhtä
ystävällinen äitiäni ja meitä sisaria kohtaan ja pian tiesimme hänen
kaikki asiansa ja salaisen murheensa. Hän rakasti intohimoisesti
erästä kylpypaikkamme leijonaa, nuorta puolalaista, joka oli
harvinaisen kaunis, mutta täydellinen tyhjäntoimittaja. Tämä
veltostunut, turhamainen ja pintapuolinen ihminen, joka kaiken
lisäksi oli peluri, osasi herättää hurjia intohimoja, joita käytti
hyväkseen niin kauan kuin lemmentarinaa kesti. Säälittävin tämän
miehen uhreista oli kuitenkin hänen oma rouvansa; hän oli nimittäin
naimisissa ja hänellä oli pieni poika. Rouva oli aikoinaan ollut suuri
kaunotar ja uhrannut paljon miehensä takia, joka oli joutunut
valtiollisesti huonoon valoon. Surut olivat lakastuttaneet hänet ennen
aikojaan. Mies oli tuhlannut hänen suuren omaisuutensa ja he olivat
usein suuressa köyhyydessä. Hän petti lakkaamatta rouvaansa,
mutta hänen sydämellään ei ollut siinä mitään osaa, sillä hän ei
rakastanut ketään. Hän piteli pahoin rouvaansa kostaen tälle
pelitappionsa ja lapsikin sai joskus kärsiä hänen
pahatuulisuudestaan. Tuo poloinen, pieni, heikko olento herätti mitä
syvintä sääliä. Ja kuitenkin rakasti rouva miestään niin
intohimoisesti, että keksi aina syitä, millä häntä puolusti, eli
ainoastaan hänen katseistaan ja säteili onnesta, kun mies joskus
osoitti hänelle huomaavaisuutta jonkun kilpailijattaren nähden. Oliko
tuo ihailtavaa vai inhottavaa? Minä puolestani olin taipuvainen
väittämään jälkimäistä, kun näin hänen iltaisin kylpylaitoksen
salongissa vanhassa haalistuneessa loistopuvussaan, joka sai
hänen viheliäisyytensä esiintymään kahta räikeämpänä. Itkusta
punaisin silmin seurasi hän miestään, joka julkisesti loukkasi häntä
liehakoimalla muita naisia. Ruhtinatar — ennen mainitsemani nuori
leski — oli ollut hänen mielestään otollinen valloittaa — nähtävästi
senvuoksi, että oli rikas. Miehen onnistuikin lyhyessä ajassa herättää
hänessä eloon kiihkeä intohimo. Molemmat naiset, tämän näytelmän
kilpailijattaret, saapuivat nyt usein äitini luo etsimään apua ja
lohdutusta, ja niin jouduin ensi kerran näkemään tuollaisen surullisen
lystikkään draaman, jonka näyttämönä on n.s. »suuri maailma».
Eräänä iltana olimme ajaneet ruhtinattaren kanssa tanssiaisiin
kylpylaitokselle. Puolalainen kiusasi häntä koko illan teeskennellen
mustasukkaisuutta. Hän pani toimeen kohtauksia, joiden täytyi
herättää yleistä huomiota. Tämä olikin hänen tarkoituksensa: hän
tahtoi saattaa ruhtinattaren huonoon valoon saadakseen hänet
valtaansa. Ruhtinatar horjui; toisella puolella oli hänen intohimonsa,
toisella pelko saada osakseen yleistä paheksumista. Vihdoin hän,
äärimmäisyyteen saakka kiusaantuneena, päätti poistua. Lupasin
lähteä hänen mukanaan ja viettää lopun iltaa hänen luonaan.
Vaunumme olivat tuskin lähteneet liikkeelle, kun ne pysäytettiin ja ovi
tempaistiin auki. Puolalainen hyppäsi vaununastuimelle, syleili
ruhtinattaren polvia ja vannoi intohimoisin purkauksin, ettei nouse
tästä asennosta, ennenkuin he ovat sopineet keskenään ja ruhtinatar
on hyvittänyt häntä kohtaan tekemänsä vääryyden. Ruhtinatar huusi
ääneen pelosta. Olin suunniltani suuttumuksesta ja käskin kuskin
ajamaan täyttä neliä. Puolalaisen täytyi hypätä alas voimatta meitä
seurata. Ruhtinatar oli epätoivoissaan. Saavuttuamme kotiin, erosin
hänestä jäähyväisittä ja selitin, ettei mikään mahti maailmassa saa
minua enää lähtemään ulos hänen kanssaan.
Asia tuli luonnollisesti tiedoksi. Venäläinen ystävämme tuli

luoksemme kysymään yksityiskohtia. Hän halveksi puolalaista ja
hymyili hyväntahtoisesti suuttumukselleni. Sitten lähti hän puhumaan
muutamia vakavia sanoja ruhtinattaren kanssa, sillä tämä kunnioitti
häntä suuresti. En moneen päivään käynyt häntä tervehtimässä,
mutta hän tuli ja pyysi niin sydämellisesti meitä luokseen pieniin
kutsuihin, joihin puolalainen ei tullut, että emme voineet kieltäytyä.
Tämä seikkailu hälvensi lopullisesti liialliset kuvitteluni »suuren
maailman» eduista. — »Tuollainen on siis seurapiiri, josta toivoin
saavani niin paljon ainesta henkiselle kehitykselleni!» ajattelin.
Pakenin senjälkeen entistä useammin vakavan venäläisen ystäväni,
pikku hurjimuksen äidin luo. Sain olla varma, että siellä oli keskustelu
aina viehättävää ja siellä tapasin myös joskus hänet, joka yksinään
toteutti ylhäisestä seurapiiristä muodostamani ihannekuvan.
Hän jätti meidät lähteäkseen useamman viikon kestävälle matkalle

etelä-Saksaan ja koetellakseen, olivatko hänen voimansa siinä
määrin palanneet, että hän voi pitää terveysmatkaansa päättyneenä.
Hänen lähdettyään menetti seuraelämä viimeisenkin viehätyksensä
ja tanssiaisissa oli minulla ikävä. Minulla oli vain yksi kaihoisa
toivomus: nähdä hänet vielä kerran. Eräänä päivänä tuli tuo
toivomus niin voimakkaaksi, että rukoilin palavasti Jumalalta sen
täyttymistä. Rukous oli oikeastaan ainoa uskonnollinen tapa, jonka
olin säilyttänyt ja senkin turviin pakenin vain voimakkaan sisäisen
liikutuksen pakottamana. Omituinen sattuma toikin hänet juuri sinä
päivänä takaisin hotelliimme ja samaan, meidän yläpuolellamme
sijaitsevaan huoneeseen, jossa hän oli jo aikaisemminkin asunut. En
kuullut siitä mitään, mutta kun illalla istuimme muiden tuttaviemme
kanssa appelsiinipuiden alla kylpylaitoksen edustalla, ilmestyi hän
äkkiä, tuli luoksemme ja istuutui viereeni. Häneltä kysyttiin
matkakuulumisia ja oliko hänellä sama asunto kuin ennenkin. Hän
vastasi myöntävästi jälkimäiseen lisäten niin hiljaa, että vain minä
saatoin kuulla: »Jos en olisi päässyt asumaan sinne, en olisi
ollenkaan tullut takaisin.»
Muutamia viikkoja tämän jälkeen lähti hän lopullisesti pois saaden

lähettilään toimen eräässä kaukaisessa maassa. Iltaa ennen hänen
matkaansa olimme kaikki koolla ruhtinattaren salongissa. Hän istui
koko illan vieressäni ja ensi kerran tunsin itseni täysin vapaaksi
hänen seurassaan. Vaaran hetkellä olen aina tuntenut itseni
rohkeaksi; niinpä nytkin, eron kynnyksellä, oli tavallinen arkuuteni
poissa. Tahdoin omistaa nämä viimeiset silmänräpäykset ja ne
olivatkin täydellisesti minun. Poistuimme yhdessä ruhtinattaren
salongista. Ovellamme otti hän sydämellisesti jäähyväiset äidiltäni ja
sisareltani, sitten ojensi hän minulle kätensä, piti sitä
silmänräpäyksen omassaan ja loi minuun katseen, josta kuvastui
syvä tunne; sitten hän sanaakaan sanomatta poistui.
En nukkunut koko yönä. Ennen päivänkoittoa kuulin hänen

askeleensa yläpuolellamme ja kuulin hänen tulevan alas portaita.
Hiivin hiljaa vuoteestani, etten herättäisi äitiä ja sisarta, heitin viitan
ylleni ja riensin asuinhuoneen ikkunaan. Näin hänen kulkevan
pihamaan yli portille, jonka edustalla vaunut odottivat. Äkkiä hän
kääntyi ja katsoi ikkunoihimme. Vetäydyin salamannopeudella
ikkunan äärestä. Katsoessani jälleen ulos oli hän kadonnut.
Minkätähden oli hän katsahtanut taakseen? Niin, hän kai tiesi
jättävänsä syvän tuskan jälkeensä.
Hänen lähdettyään puhui venäläinen kreivitär, meidän yhteinen

ystävämme, hänestä minulle sanomattomalla ihailulla ja
kunnioituksella. Hän lisäsi aivankuin tahallaan, ettei ystävämme
asema sallinut hänen mennä naimisiin kuin hyvin rikkaan naisen
kanssa, vaan että hän oli liian kunniallinen solmiakseen avioliiton
yksinomaan rahan tähden. Muutamia päiviä myöhemmin näin äitini
pöydällä avonaisen kirjeen, jonka hän oli saanut isältäni. Kun äitini
tavallisesti salli minun ne lukea, otin myöskin tämän ja katseeni osui
erääseen kohtaan, jossa puhuttiin minusta. Isäni kirjoitti: »Niin on siis
lapsiparka oppinut tuntemaan tuon suuren tuskan — suokoon
Jumala hänelle lohdutusta!»
Äitini oli siis aavistanut tunteeni ja kirjoittanut siitä isälleni. Minulle

ei hän kuitenkaan puhunut sanaakaan, koska minäkin vaikenin. Me
emme koskaan senjälkeen maininneet ystävämme nimeä. Olin
kiitollinen äidille tästä hienotunteisuudesta. Tällaisia sydämen
salaisuuksia voi tuskin koskettaa loukkaamatta niitä ja särkemättä
niiden runoutta, joka on lohduttavana voimana tuskassakin. Tämä
kesäyön unelma on säilynyt puhtaana ja koskemattomana
muistossani ja tällaisten muistojen herättämä lempeä liikutus, joka
vielä haudan partaallakin saa sydämen oudosti väräjämään, on kuin
panttina jostakin, joka ei kuole eikä häviä ajassa.
12. TAIDE.
Seuraavan talven vietimme isäni kanssa Frankfurt am Mainissa.

Elämämme oli hiljaista, sillä isäni vältti kaikkia suurempia seuroja ja
torjui kutsut paitsi parin kolmen perheen luo, jotka olivat vanhoja
tuttaviamme. Tämä elämä ei minua tyydyttänyt. Taloudessamme ei
ollut kyllin paljon velvollisuuksia täytettävänä, voidakseni käyttää
siihen kaikki voimani. Isä puuhasi päivät omissa askareissaan.
Iltaisin luki hän meille ääneen hyviä ja hauskoja asioita, mutta ei
mitään, mikä olisi liikuttanut sieluani ja avannut sille uusia näköaloja.
»Pyhä levottomuus» valtasi minut uudelleen, tavoitin korkeita
päämääriä, ihanteen tietä, täydellisentymistä. Uskonto ei ollut
ratkaissut minulle arvoitusta; »suuri maailma», jossa olin toivonut
tapaavani sivistyksen ja elämän huiput, oli osoittautunut pikkumaisen
turhamielisyyden ja turmeluksen tyyssijaksi. Käännyin nyt toiseen
suuntaan.
Kaikista taiteista oli maalaaminen aina ollut mielityötäni, koska

minulla oli siihen ehdottomasti taipumuksia. Sieluni tarvitsi musiikkia;
olin aikaisimmasta lapsuudestani saakka kuullut vanhempieni
kodissa mitä oivallisinta musiikkia, join sitä täysin siemauksin kuten
elämänvoimaa, mutta kuuntelin mieluummin kuin soitin itse, sillä
sormeni olivat taitamattomat ja minun olisi täytynyt harjoittaa
väsyttäviä ja pitkällisiä opintoja, ennenkuin olisin kyennyt esittämään
sitä niin kuin sen sielussani tunsin. Piirustaminen sitävastoin kävi
minulta odottamattoman hyvin, ja jo ennenkuin varsinaisesti olin
saanut opetustakaan, oli se ollut mielityötäni. Muinaissaksalainen
kristillinen taide oli pitkät ajat ollut minulle kaikkein korkeinta.
Kadehdin keskiajan yhdyskuntien elämää, jotka olivat luoneet
teoksia sellaisia kuin Kölnin tuomiokirkko, Strassburger Münster tai
vanhojen saksalaisten mestarien sielukkaat kuvat ja joiden nöyryys
oli niin suuri, että heidän nimensä ovat unohtuneet, vaikkakin heidän
sielunsa yhä elävät pyhien neitsyeiden kirkastetuissa haahmoissa,
hurskasten uskonsankarien olemuksessa ja jumalallisissa lapsissa.
Siihen aikaan, josta nyt puhun, osuin näkemään saksalaisen

maisemamaalarin Carl Morgensternin tauluja. Hän oli oleskellut
vuosikausia Italiassa ja maalasi etelän luontoa runoilijan tunteella
kuten Claude Lorrain oli tehnyt. Hän ei ainoastaan jäljitellyt luontoa,
hän — kuten tämäkin — kirkasti sen ihanteellisimpaan muotoonsa
luoden siihen tuon kauneuden sanoin kuvaamattoman sopusoinnun,
joka lumoaa ihmissielun. Nähdessäni näitä kuvia tapahtui mielessäni
suuri mullistus. Tajusin ensi kerran, että valot, värit ja muodot antavat
meille oman itsensä kautta, sopusointuisina ja yhtyneinä,
aavistuksen kauneuden käsitteestä ja suovat meidän tuntea onnea,
joka säteilee niistä.
Tästä lähtien oli minulla vain yksi ainoa toivomus: päästä tuon
maalarin oppilaaksi, jonka taulut olivat tehneet minuun niin syvän
vaikutuksen ja pyhittää koko elämäni taiteelle, joka nyt tuntui minusta
siveellisen täydellisentymisen tieltä.
Mutta miten oli tämä toivomus toteutettavissa? Suuri mestari ei

ottanut oppilaita ja vanhempani olisivat pitäneet asiaa
mahdottomana. Olin tästä huolimatta päättänyt tehdä kaikkeni
saavuttaakseni päämääräni. Meillä oli vanha ystävä, perin omituinen
ihminen, jota me kaikki rakastimme hänen hyvyytensä ja
onnettomuutensa takia. Hänen tarinansa oli kuin romaani. Hän
kuului ylhäiseen sukuun ja oli ollut harvinaisen kaunis mies. Hän oli
oleskellut useampia vuosia Napolissa englantilaisessa sotajoukossa,
n.s. muukalaislegionan upseerina. Siellä oli hän solminut avioliiton
sangen kauniin ja ylhäisen italialaisen naisen kanssa, jonka sukunimi
on vain liiankin kuuluisa Napolin aikakirjoissa. Kun hänet kutsuttiin
legionan mukana takaisin Englantiin, kieltäytyi rouva kolmen
lapsensa kanssa seuraamasta häntä. Papit olivat yllyttäneet häntä
käännyttämään miestään katolisten yksinvallan kannattajien puolelle.
Huomattuaan hänen rehellisen, avoimen luonteensa
taipumattomuuden, houkuttelivat he rouvan luopumaan
velvollisuuksistaan. Mies koetti järjen ja rakkauden voimalla saada
hänet takaisin, mutta kun lähdön päivä koitti, oli rouva lapsineen
kadonnut. Virkavelvollisuudet pakottivat miehen jättämään Napolin
ilman että hän sai vihiä vaimonsa olinpaikasta. Pitkien, turhien
etsiskelyjen ja kuulustelujen jälkeen, joihin myöskin hänen ystävänsä
olivat ottaneet osaa, pääsi mies vihdoin puolisonsa jäljille. Hän oli
piiloutunut erääseen sisilialaiseen luostariin. Pappien yllyttämä,
uskonkiihkoinen rouva kieltäytyi palaamasta kerettiläisen luo. Hän ei
onnistunut riistämään lapsiaan pappien vallasta, jotka nauttivat
korkean esivallan suojelusta ja kasvattivat lapsia omia
tarkoitusperiään varten. Heitä opetettiin luonnollisesti vihaamaan
jaloa isäänsä, mutta hän rakasti heitä yhä, joskaan hän ei
milloinkaan puhunut heistä eikä onnettomuudestaan. Hän oli aikoja
sitten ottanut eron virastaan, ja vietti yksinäisen filosofin elämää.
Hänessä vallitsi vain yksi intohimo: syvä, hirmuinen viha katolilaisia
pappeja kohtaan, joita hän nimitti ihmiskunnan vihollisiksi.
Hän oli meille joka suhteessa uskollinen, kelpo ystävä. Minä
uskoin hänelle toivomukseni päästä yllämainitun mestarin oppilaaksi.
Hän lupasi rohkaista mielensä ja puhua asiasta taiteilijan kanssa.
Eräänä päivänä lähtikin hän tämän atelieriin, katseli tauluja ja puheli
mestarin kanssa Italiasta italiankielellä, jota täysin hallitsi.
Voitettuaan miellyttävällä keskustelullaan taiteilijan suosion, ilmoitti
hän äkkiä saksankielellä tulleensa hänen luokseen erään nuoren
ystävättärensä takia, joka halusi häneltä tunteja. Hän osasi niin hyvin
puhua puolestani, että taiteilija, jota asian erikoisuus huvitti, lupasi
tulla ottamaan selvää, olivatko taipumukseni sen arvoiset, että hänen
niiden vuoksi kannatti tuhlata aikaansa. Hän saapuikin todella, ja
suostui antamaan minulle tunteja nähtyään piirustuksiani; vieläpä
hän tahtoi, että heti rupeaisin maalaamaan öljyväreillä.
Olin suunniltani onnesta. Kaikenlaisten tarpeitten hankkimiseen

tarvitsin kuitenkin heti paljon rahaa. En tahtonut pyytää isältäni, kun
hän jo, vaikkakin vastenmielisesti, oli antanut minulle luvan ottaa
noita muutenkin kalliita tunteja. Möin salaa kauniin, kultaisen ketjun
ja muutamia muita koristeitani ja tunsin sydämellistä tyydytystä
voidessani itse puolestani uhrata jotakin tämän jalon tarkoituksen
hyväksi ja tarvitsematta rasittaa muita.
Aloin sitten maalata, ja tuskinpa ovat suurimmatkaan mestarit

tunteneet korkeampaa onnea kuin minä saadessani suuren mestarin
johdolla antautua työhön, joka vihdoinkin osoittaisi minulle tien
ihanteeseen.
Maalasin kaiken päivää ja kun iltaisin siirsin telineeni syrjään,

tunsin tulleeni paremmaksi. Sielussani ei ollut sijaa ainoallekaan
hyljättävälle ajatukselle tai matalalle pikkuseikalle. Elämäni
päämääräksi oli tullut loihtia esiin kauneuden salaisuus tekniikan
täydellisentymisen kautta. Elin omassa maailmassani, joka tuntui
minusta ainoalta todelliselta. En kuitenkaan laiminlyönyt muita
velvollisuuksiani ja olin ehkä entistä lempeämpi ja ystävällisempi
ympäristölleni nyt, kun olin niin sydämellisen tyytyväinen elämääni.
Mutta he tunsivat, että ajatukseni, varsinainen olemukseni, olivat
muualla, ja vaikkakaan en tieteni tahtonut heitä loukata, olivat he
kuitenkin hiukan nyrpeillään. Ystäväni alkoivat kiusoitella minua, sillä
he eivät voineet uskoa, että nuori tyttö kykenisi keskittämään itseään
siinä määrin muista syistä kuin persoonallisesta kiintymyksestä.
Minulle kerrottiin, että useat nuoret naiset, jotka myöskin olivat
halunneet tunteja kuuluisalta taiteilijalta, mutta turhaan, kadehtivat
minua. Tästä en suuria välittänyt: rakastin opettajaani opettajana, en
muuten. Sydämeni syvyydessä eli vielä arkana ja hiljaisena muisto,
joka ei niin pian olisi voinut väistyä toisen tunteen tieltä. Olin siksi
syvästi kiintynyt opintoihini, että en pystynyt vähääkään seuraamaan
keskustelua, joka kosketteli jokapäiväisiä tapahtumia niinkuin olisivat
ne olleet elämän päätarkoitus. Keskustelun liikkuessa tavallisessa
aihepiirissään, istuin minä telineeni ääressä jäljentäen opettajani
tauluja, joissa syvänsininen taivas kuvastui vielä sinisempään
mereen kaunisviivaisten kukkuloiden, palmujen ja öljypuulehtojen
lomassa. Tyynessä vedenkalvossa liukui kepeitä venheitä, ja tuli
väkisinkin ajatelleeksi, että kalastajien, jotka niitä ohjasivat, täytyi
laulaa loputonta ylistyshymniä kauneudelle ja onnelle. Maalatessani
tajusin yhä paremmin, että kristillinen askeesi on väärässä —
etteivät aistit ole hengen vihollisia, vaan pikemmin sen
välikappaleita.
13. NUORI APOSTOLI.
Keväällä piti meidän palata pieneen pohjoiseen pääkaupunkiimme.

Tuskani oli sanoin kuvaamaton, kun minun täytyi jättää tunnit, jotka
olivat antaneet minulle niin paljon onnea. Minusta tuntui kuin olisin
luopunut sieluni autuudesta. Sitäpaitsi oli nykyisessä
asuinpaikassamme, eristetystä elämästämme huolimatta, tarjona
henkisiä apulähteitä, joita aloin yhä enemmän kaivata. Elämä
pienessä pääkaupungissamme, jota olin niin rakastanut, tuntui
minusta nyt ahtaine yhteiskunnallisine oloineen kuin maanpaolta.
Tästä huolimatta oli minun pakko lähteä. Ainoa lohdutukseni oli se,
että opettajani, joka myöskin sydämellisesti valitti lähtöäni, oli
luvannut ruveta kanssani taiteelliseen kirjevaihtoon. Palattuamme
pieneen kotiin, laitoin ensi työkseni kuntoon atelierin itselleni, jossa
yksinäni ja taiteeseen vaipuneena vietin onnen ja uutteran työn
hetkiä. Yritin myöskin piirtää luonnon mukaan, mutta silmieni edessä
lepäävä maisema ei enää miellyttänyt minua senjälkeen kun
mestarini oli tauluissaan opettanut minulle etelän luonnon
sanomattoman viehätyksen. Poikkeuksena olivat kuitenkin puut ja
metsäsikermät salaperäisine hämärineen ja auringonsäteineen, jotka
siivilöityvät lehvien lomitse ja leikkivät sammaleisella maalla. Tämä
on pohjois-Saksan maisemien runoutta ja ehkä juuri tämän vuoksi
pitivät näiden seutujen kansat lapsuusaikanaan metsiä ja puita
pyhinä ja palvelivat Wodaniaan pyhässä tammilehdossa. Mutta
varsinaisten maisemien yksinomainen vihreä väri ei ollut mielestäni
maalauksellista. Sininen, violetti, keltainen ja punainen ovat etelän
hiveleviä värivivahduksia. Kenties onkin perimmäinen pohjola, jossa
alastomat kalliot, lumi ja syvänsininen meri hallitsevat,
maalauksellisesti kauniimpi kuin keskellä sijaitsevat siunatut maat
vihreine päävärityksineen.
Sitäpaitsi ei minulla tässä pikku kaupungissa myöskään ollut

apukeinoja, millä tukea kehitystäni, sillä siellä ei ollut ainoatakaan
taulugalleriaa, ei edes kunnollista taulua, ei taiteilijaa, ja tuskin
ainoatakaan henkilöä, joka käsitti, mitä maalaaminen on. Ikuisesti
etsivä henkeni pyrki jälleen toisille teille. Vanhat, uskonnolliset
kysymykset heräsivät uudella tavalla. Arvostelu ei enää pelottanut
minua; kävin aniharvoin kirkossa, koska en saanut sieltä ainoaakaan
uutta ajatusta, en minkäänlaista valistusta. Eräänä päivänä kerrottiin
minulle, että uskonnonopettajani vanhin poika, joka parastaikaa vietti
loma-aikaansa kotona, saarnaisi seuraavana sunnuntaina kirkossa,
hän kun oli teoloogi kuten isäkin. Lähdin kirkkoon nähdäkseni, mitä
oli tullut hiljaisesta, kalpeasta pojasta, jonka joskus olin tavannut
työskentelemässä äitinsä huoneessa. Saarnavirren jälkeen astui
mustaan kauhtanaan puettu nuori mies saarnatuoliin, kumartui
hiljaiseen rukoukseen ja viipyi siinä asennossa muutamia minuutteja.
Minulla oli aikaa katsella häntä. Hän oli suurikasvuinen kuten
isänsäkin, mutta pään muoto poikkesi niillä seuduin tavallisesti
esiintyvästä tyypistä. Hänen kalpeiden kasvojensa piirteet olivat
terävät ja jalot kuten etelämaisilla roduilla. Pitkät, tuuheat, mustat
hiukset ulottuivat hartioille asti; hänellä oli ajattelijan, marttyyrin otsa.
Kun hän alkoi puhua, vaikutti hänen syvän, soinnukkaan äänensä
sävy minuun miellyttävästi. Mutta saarnan sisällys sai minun pian
unohtamaan kaiken muun. Se ei ollut isän saarnojen hentomielistä
siveysoppia eikä protestanttisen oikeauskoisuuden jäykkää, kylmää
epämääräisyyttä. Se oli kuin raikas, kuohuva vuoripuro, josta
kumpusi runoutta ja elähyttäviä ajatuksia. Siinä ihanteellisen sielun
kirkas liekki ja mahtavan älyn voima yhtyivät arkailematta
ankarintakaan arvostelua. Siinä oli nuori Herder, joka saarnatessaan
evankeliumia, kehitti ihmiskunnan historian korkeimpia filosofisia
aatteita. Minut valtasi syvä liikutus ja onni. Kotiin palattuani kerroin
äidille kuulemastani ja sanoin hänelle syttyneenä: »Jos tuo nuori
mies jää tänne, odottaa tätä pientä maata suuri tulevaisuus.»
Muutamia päiviä myöhemmin lähti äitini iltaseuraan; minä jäin

kotiin. Entinen opettajani oli esittänyt hänelle poikansa, ja äiti oli yhtä
ihastunut kotiin tullessaan kuin minä kirkosta palatessani. »Hän on
nuoren miehen ihanne», vakuutti hän. Olin pahoillani, etten ollut
lähtenyt mukaan, ja kuitenkin melkein toivoin, etten kohtaisi nuorta
apostoliani puolueettomalla alueella. Hän oli jo saanut sijan
mielikuvituksessani uuden totuuden intomielisenä profeettana. En
enää sinä vuonna nähnyt häntä, sillä hän palasi takaisin yliopistoon.
Mutta minä tunsin, että minun täytyi luopua yksinomaan

mietiskelevästä elämästäni päästäkseni käsiksi toimintaan. Pyhä
iloni, jota tunsin maalatessani, oli mielestäni liian itsekästä, jos ei
minulta riittänyt sääliä sitä kärsimystä kohtaan, jota näin kaikkialla
ympärilläni ja jos ei tuo sääli, jossa nähdäkseni piili kristillisyyden
sisin olemus, puhjennut teoiksi. Päätin koettaa saada aikaan
jonkinlaisen työ-yhdistyksen köyhille. Puhuin tästä tuttavapiirini
nuorille naisille. Sain osakseni olkapään kohauksia, epäiltiin
yritykseni onnistumista. Sain kuitenkin pienen joukon innostumaan
asiasta, ja me panimme alulle sangen yksinkertaisen yhdistyksen.
Kokoonnuimme muutamia kertoja viikossa toistemme luona ja
luovutimme aina tällöin yhdistyksen rahastoon niin pienen erän, ettei
se kenestäkään tuntunut rasittavalta. Rahoilla ostimme työaineita.
Saimme niiden lisäksi vapaaehtoisiakin lahjoja. Koolla ollessamme
ompelimme kaiken vuotta vaatekappaleita köyhille ja jaoimme ne
jouluiltana. Lapsuudestani asti olin pitänyt tätä sydämellisimmälle
koti-ilolle pyhitettyä päivää, kuten sitä niin kauniisti Saksanmaassa
vietetään, juhlana, jolloin on myöskin koetettava ilahuttaa köyhiä.
Pieni yrityksemme onnistui yhä paremmin. Pian tahtoivat kaikki
nuoret tytöt päästä seuraamme. Niukkoihin varoihin nähden eivät
työn tulokset suinkaan olleet vähäpätöiset. Yhdistykseemme kuului
myöskin nuoren apostolin kaksi sisarta. Tunsin vanhemman; hän oli
kaunis ja hyvä, mutta ei ollut koskaan erityisesti kiinnittänyt mieltäni.
Toinen sisar oli vasta äskettäin päässyt täysikasvuisten joukkoon.
Hän oli minua paljon nuorempi ja olin tuntenut hänet vain lapsena.
Selittämätön vetovoima, joka ratkaisee ihmiskohtalot, lähensi meidät
heti alussa toisiimme ja koko seuran hämmästykseksi virisi
välillemme sydämellinen ystävyys. Nuori ystävättäreni ei ollut
nimittäin niin suosittu kuin hänen sisarensa, joka oli sangen
miellyttävä olento. Nuorempaa pidettiin teeskentelijänä ja
liioittelevana, kun hän, vaikka oli vasta seitsentoistavuotias, piti
enemmän vakavista keskusteluista kuin tyhjänpäiväisestä
lavertelusta ja oli vapaa ja välitön vain silloin, kun keskustelu kiinnitti
hänen mieltään. Tavallisessa seurustelussa oli hän sitävastoin ujo,
hiljainen ja saamaton. Ymmärsin häntä tässä kohden vain liiankin
hyvin ja näin ihastuksella, miten rikas hänen sielunsa oli. Lyhyen
ajan kuluttua oli hän minulle paljon läheisempi kuin vanhempi sisar.
Hän puhui usein veljestään, jota intohimoisesti rakasti. Veli oli hänen
kaikkensa ja sisaren rakkaus oli todellista palvomista. Olin mitä
hartain kuulija ja nuoren apostolin kuva kävi minulle yhä
kalliimmaksi. Häntä odotettiin yliopistosta kotiin keväällä. Sisar värisi
onnesta tätä ajatellessaan, sillä veljen piti viipyä kauan. Hän aikoi
valmistua teologiankandidaattitutkintoa varten.
Minäkin odotin häntä ilolla. Tiesin että hän toisi minulle uutta valoa;
sitäpaitsi oli hän parhaan ystäväni jumaloitu veli.
Kun hän vihdoin oli saapunut, kutsuivat hänen sisarensa sisareni

ja minut viettämään iltaa heidän luokseen. Olimme tuskin saapuneet
sinne, kun ovi avautui ja veli astui sisään. Hän istahti viereeni ja
keskustelu oli heti täydessä vauhdissa. Oli ihmeellistä, kuinka
mielipiteemme kaikissa tärkeissä kohdissa olivat samanlaiset.
Katselimme toisiamme kummastuneina, sillä toisen sanat näyttivät
puhkeavan suoraan toisen ajatuksista. Lähtiessämme jäi hän
seisomaan keskelle huonetta, ja hyvästi saneessani katseli hän
minua kuin unessa.
Muutamia päiviä tämän jälkeen kutsuttiin hänet sisarineen meille

minun pyynnöstäni. Silloin olin taas tuon sisällisen pakon vallassa,
joka on pilannut minulta niin monta hetkeä elämässäni ja jolloin
minun on mahdotonta olla välitön niin hartaasti kuin sitä haluaisinkin.
Lopuksi keskustelimme kuitenkin lyhyen hetken kahden kesken ja
keskustelumme esineenä oli hänen nuorempi sisarensa, jota hän
nimitti vain Pienokaiseksi. Kiintymys, jota me molemmat tunsimme
häntä kohtaan, teki minut kaunopuheiseksi. Puhuessani lämpimästä
ystävyydestäni tunsin samalla, että veli tulisi kolmanneksi tähän
liittoon, joka jo muodosti osan elämästäni.
Äitini ja sisareni päättivät mennä Herran ehtoolliselle. Tämä oli

tapahtunut vain pari kolme kertaa tuon minulle niin tuskallisen päivän
jälkeen, enkä vieläkään tuntenut itseäni rauhalliseksi tässä kohden.
Tällä kertaa päätin saada asian ratkaistuksi. Käännyin entisen
opettajani puoleen, jota olin tullut taas lähemmäksi hänen
nuoremman tyttärensä ystävänä. Kirjoitin hänelle kirjeen, jossa tein
peittelemättä selvää epäilyistäni ja arveluistani. Tunnustin, etten
koskaan ollut ehtoollisessa tuntenut armon salaisuutta ja että lopuksi
olin päässyt melkein siihen, että tätä juhlallista tapaa oli kai vain
pidettävä sen suuren veljesseurakunnan vertauskuvana, johon
Kristus tahtoi johtaa kaikki ihmiset ja jonka toteuttamiseksi hän kärsi
ristinkuoleman. Pyysin häntä määräämään ajan, jolloin voisimme
suullisesti puhella tästä asiasta. Hän suostuikin tähän, oli
rakastettava kuten aina ennenkin, ei sanallakaan minua moittinut
epäilyistäni, mutta ei myöskään antanut minulle varmaa mielipidettä
asiasta. Aloin uskoa, ettei hänellä itselläkään sitä ollut. Vihdoin johti
hän puheen toisiin seikkoihin ja kertoi minulle m.m., että hänen
poikansa oli melkein aina kotona, hän kun ei viihtynyt entisten
koulutoveriensa seurassa, jotka viettivät puolet ajastaan iltaseurassa
biljardi- ja korttipelin ääressä.
»Hän on täysin oikeassa», sanoin minä.
»Kenties», arveli isä, »mutta tällä tavalla joutuu hän pian

kokonaan eristetyksi muista. He alkavat vihata häntä, kun hän tahtoo
olla muita parempi.»
»Entä sitten. Tässä tapauksessa on parempi olla yksinään ja

vihattu.»
Muutamia päiviä tämän jälkeen tuli äiti luokseni kirje kädessään ja

sanoi: »Nyt saat kuulla jotakin oikein hauskaa.» Kirje oli isältä, joka
ilmoitti minulle, että vanhimman veljeni vaimon täytyisi terveytensä
vuoksi viettää talvea etelässä, ja kun veljeni ei voinut lähteä hänen
mukaansa sinne, toivoi hän minua matkaseurakseen. Isäni oli
suostunut tähän. Olin intohimoisesti kiintynyt tähän kälyyni, ja vaikka
veljeni ja hän enimmäkseen elivät kaukana meistä, piti hänkin
erityisen paljon minusta. Hän aikoi viettää talvea Provencessa ja
palata pohjois-Italian kautta kotiin. Minä siis saisin matkustaa
etelään, Italiaan! Lapsuudesta saakka oli Italia ollut unelmieni maa,
ihmemaa, rohkeimpien toiveitteni päämaali. Olin vielä aivan pieni,
kun muuan rakas ystävämme, henkevä taiteilija, joka oli kauan
asunut Italiassa, sanoin ja kuvin esitti meille tämän maan ihmeitä; se
oli kokonaan täyttänyt mielikuvitukseni. Samoihin aikoihin olin
äidiltäni kuullut Goethestä ja oppinut pitämään häntä
kunnioitettavimpana ihmisenä aikalaistensa joukossa. Tästä oli
lapselliseen mielikuvitukseeni kutoutunut unikuva, joka säilyi koko
lapsuuteni ilman että kerroin siitä kenellekään. Olin ajatellut jonkun
onnellisen sattuman oikusta pääseväni Italiaan ja matkustavan!
takaisin Weimarin kautta, jossa voisin istua Goethen jalkain
juuressa; kuvittelin häntä jonkun itämaan viisaan näköiseksi.
Kuullessani Goethen kuolemasta, tunsin sydämessäni katkeraa
tuskaa; en pitkään aikaan voinut suostua ajatukseen, että niinkin
suuren ihmisen täytyi kuolla ja että unelmani ei nyt voinut täyttyä. Nyt
kuitenkin toteutuisi lapsellinen unelma puolittain. Sieluni saisi levittää
siipensä ja lentää kaipauksen tuntemattomaan maahan, joka tuntui
minusta oikealta isänmaaltani. Se oli liian ihanaa ollakseen totta, ja
kuitenkin se oli totta. Olin hiljaa kuten aina elämäni valtavimpina
hetkinä. Mutta minusta tuntui kuin se ihanne, jota kohden elämäni oli
ollut ainaista pyhiinvaellusta, odottaisi minua siellä, tuossa
kaukaisessa maassa, ja ojentaisi minulle kruunua pilvissä.
Ainoa tuskallinen seikka oli ilmoittaa tästä onnesta sisarelleni,

elämäni tähänastiselle uskolliselle toverille, jonka kanssa olin jakanut
kaiken, hyvän ja pahan. Hän otti kuitenkin uutisen vastaan herttaisen
iloisesti ja alistuvasti, luonteensa mukaan, ja auttoi minua auliisti
matkavalmistuksissa. Näissä puuhissa tunsin suuren onneni rinnalla,
myöskin syvää haikeutta. Näin taas niin selvästi, kuinka suuresti
minua perheessäni ja koko ystäväpiirissäni rakastettiin. Matkani
herätti yleistä myötätuntoa. Kaksi päivää ennen lähtöäni viettivät
Pienokainen ja hänen veljensä iltaa luonamme. He iloitsivat
puolestani, mutta surivat lähtöäni ja olisivat tahtoneet seurata minua.
Vihdoin koitti eron hetki. Minun täytyi lähteä hyvin aikaisin aamulla
postivaunuissa, sillä rautateitä ei niillä seuduin silloin vielä ollut. Äitini
nukkui; en tahtonut häntä herättää säästääkseni hänet
jäähyväishetken tuskalta, sillä hän erosi minusta kuitenkin raskaalla
sydämellä, kun lähdin niin pitkälle. Italian matka oli siihen aikaan
vielä vaarallinen. Hiivin hänen vuoteensa ääreen ja otin häneltä
äänettömät jäähyväiset rukoillen palavasti, että Jumala siunaisi
häntä. Sitten lähdin postitalolle, jonne uskollinen sisareni saattoi
minua. Siellä tapasimme Pienokaisen ja hänen veljensä. Syleilin
vielä kerran ystävääni, kättelin vielä kerran veljeä. Hän antoi minulle
kukkavihon, johon oli sidottu kirje; osoitteen sijasta oli siinä
seuraavat Tasson sanat: »I suoi pensieri in lui dormir non ponno.»
(Hänen ajatuksensa eivät voi nukkua.)
Nousin vaunuihin kukkavihko ja kirje kädessäni ja minulla oli se

tunne, että jokin hyvä jumal'olento siunasi minua. Muutaman tunnin
kuluttua pysähtyivät postivaunut pienelle posti-asemalle, jossa
matkustajat söivät päivällistä. Minä sen sijaan menin postitalon
puutarhaan ja avasin kirjeeni. Se sisälsi runoja: jäähyväissonetin ja
pitemmän runoelman, jonka hän oli sepittänyt erään keskustelumme
ja sitä seuraavan, loistavassa auringonlaskussa tekemämme
kävelymatkan jälkeen. Hänen henkensä silmien ohi olivat vaeltaneet
pohjolan ankarat ajattelijat kuten näyssä — nuo miehet, jotka kovien
taisteluittensa keskeltä aina olivat ikävöineet etelään, joka oli heille
sopusoinnun ja täydellisen kauneuden vertauskuva, ikävöineet
varsinkin Saksanmaassa, missä tämä kaipaus toistui jokaisessa
syvässä, pyrkivässä luonteessa. Heidän vaeltaessaan etelää kohti
antoi hän heidän ensin tervehtiä alppeja, joiden huiput hehkuivat
auringonpaisteessa:
»Ihr Alpen seid gegrüsst, ihr ew'gen Mauern,

Die unsrer Erde Paradies beschützen;
Ihr Niegeseh'nen füllt mit heil'gen Schauern
Ein Herz, das Schnee und Wolken möchte fragen
Und Antwort lesen möcht' im Sturm und Blitzen.»
[Terve, alpit, se ikuiset muurit,

jotka suojelette maista paratiisiamme.
Te näkemättä jääneet, täytätte pyhällä väristyksellä
sydämen, joka tahtoisi kysellä lumelta ja pilviltä
ja vastauksen lukea myrskyssä ja salamoissa.]
Lopussa puhui hän siitä, kuinka hänenkin parhaat tähtensä olivat

viitanneet hänelle tietä etelään, viimeinenkin, joka tuskin oli ehtinyt
nousta ja nyt jo riensi etelään loistaakseen siellä.
»Doch flüstert sie mir zu: Ich ziehe gern.

Ja, du hast recht, den Winter lass' dem Norden,
Mich lass mit Wort und Tat den Süd verdienen.»
[Kuitenkin kuiskaa tyttö minulle: Lähden mielelläni.

Niin olet oikeassa, talvi jätä Pohjolalle
ja minun salli sanoin ja teoin ansaita etelä.]
On mahdotonta sanoin kuvata suunnatonta, hiljaista

onnentunnetta, joka valtasi minut tämän kirjeen luettuani. Se oli
rauhaa kesken kiihtymyksenkin, kirkasta iloa ilman kiihkeitä

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Transportation: a global supply chain

perspective 9e Edition Coyle

Transportation: A Global Supply Chain Perspective 9th

Supply Chain Management: A Global Perspective, 2nd

Supply Chain Management: A Logistics Perspective 10th

eTextbook 978-1305859975 Supply Chain Management: A

Purchasing and Supply Chain Management 6th Edition

Air Transportation: A Management Perspective – Ebook

Air Cargo Management: Air Freight and the Global Supply

Intermodal Maritime Security: Supply Chain Risk

TRANSPORTATIONA GLOBAL SUPPLY CHAIN PERSPECTIVE

Australia • Brazil • Mexico • Singapore • United Kingdom • United States

Manufacturing Planner: Ron Montgomery Library of Congress Control Number: 2017962612

Senior Art Director: Michelle Kunkler

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Printed in the United States of America

Appendix A Selected Transportation Publications A-1 (available on

Chapter 3 Transportation Technology and Systems 55

Other Carriers’ Cost Structures 134

TRANSPORTATION TECHNOLOGY: Truckers Prepare for Era of Driverless

Chapter 7 Airlines 229

Chapter 8 Water Carriers and Pipelines 253

GLOBAL PERSPECTIVES: Global 3PL Management: Factors to Keep at

Case 10-1: Young Again Pharmaceuticals 353

An Approach to Public Project Planning Analysis 421

Appendix A Selected Transportation Publications A-1 (available on

transportation in the global economy. Part I is designed to provide the frame-

❯❯ Appreciate why efficient transportation systems are so critical to

❯❯ Appreciate the importance and impact of land and resources

Global Supply Chain Flows

FIGURE 1-1 Export–Trade Flows of Merchandise

FIGURE 1-2 Import–Trade Flows of Merchandise

Table 1-1 Top 30 Exporters, 2015

1 China 2,275 13.8 −3

Table 1-2 Top 30 Importers, 2015

1 United States 2,308 13.8 −4

10 2000-05 5.95 3.13

Source: World Trade Organization.

The Economic Basis and Logic of Improved

Absolute and Comparative Advantage

Contributing Factors for Global Flows

Population Size and Distribution

TABLE 1-4 Top Ten Countries with the Highest Population

1 China 1,268,301,605 1,330,141,295 1,388,232,693 1,301,627,048

TABLE 1-5 Continued

World More developed regions

40 37.4 36.2 35.0

World More developed regions

TABLE 1-6 Breakdown of the United States by Age, 2000–10

NUMBER PERCENT NUMBER PERCENT NUMBER PERCENT

Land and Resources

Technology and Information

Supply Chain Concept

Development of the Concept

Klinker is convinced that, as an experienced entrepreneur, Donald Trump is aware that

FIGURE 1-5 Typical Logistics Network—Physical Distribution

Raw Materials Raw Materials Manufacturing Finished Goods Markets

Appendix A Selected Transportation Publications A-1 (available on

Appendix A Selected Transportation Publications A-1 (available on