1. Transport
WFP Logistics, We Deliver

2. Lesson Plan: Transport
LEARNING OBJECTIVES:
By the end of the session, participants will be able to:
Describe the different types of transport and their advantages and disadvantages
Understand the key considerations per mode of transport
Understand stowage when applied to transport management
Structure
Timing
Activities
Introduction
5 minutes
Explain lesson objectives
Types of transport
Briefly outline the types of transport utilised in emergency logistics; their advantages and disadvantages. The rest of the presentation will cover all main type of transport (Air, Sea and Land).
Understanding transport markets and your own needs
10 minutes
Different transport markets; how they are affected by external environmental factors, internal operational factors and market factors
Cargo characteristics that affect transport planning
Outline the various characteristics of cargo and the considerations for mixed cargo
Air, Sea and Land Transport
15 minutes
Outline the key considerations per mode of transport
Exercise: Transport need planning
45 minutes
Each group is given a different cargo requirement. They must determine their transport needs overall based on the cargo they have been assigned.
Lesson End/Plenary
EVALUATION / RECAP QUESTIONS:
The facilitator should ask the questions below, or similar questions to the class to recap the lesson to ensure participants have understood the lesson content.
What are the different types of transport, their advantages and their disadvantages?
What are the key considerations for Air and Sea transport?
What is a stowage factor and how to calculate it?
Total Lesson Length
90 minutes
This slide is for the facilitators reference only.
This slide should be hidden from the workbook and from the class presentation
DO NOT PRINT IN WORKBOOK
DO NOT DISPLAY IN CLASS

3. Lesson Objectives
By the end of this lesson, you will be able to: 1
Describe the different types of transport, their advantages and their disadvantages 2
Understand the key considerations per mode of transport 3
Understand stowage when applied to transport management

4. Modes of Transport Air Sea Rail Road Other
Outline the different modes of transport listed.
Q&A with participants: what are the pros and cons of each? See slide 8 for examples.
Road
Other

5. Transport Mode Selection
Advantages
Disadvantages
Airline (passenger, all-cargo)
Quick/reliable for urgent items
Can reach far away places
Increase proximity to area of operations
High costs
Dependent on weather conditions
Landing requirements
Land in difficult areas
More versatile than planes
Limited cargo space
High cost
Dedicated fleet, TL or LTL Carrier
Highly flexible
Inexpensive
Readily available
Point to point
Dependent on passible roads
Travel dangers (landslides, floods etc.)
Container, Car, Unit Train
Large load capacity
Low cost
Awkward loading/offloading
Need additional transport to warehouse/end point
Container Tanker Barge
Large load capacity
Economical
Slow
Need additional transport to warehouse/end point
Low Cost
Access to areas unreachable by other transport
Small load capacity
Dependent on waterway characteristics
Low cost
Access difficult areas
Limited load capacity
slow

6. External Environmental Internal Operational Requirements
Transport Planning
Aspects to Consider
External Environmental
Internal Operational Requirements
Ask participants for examples of each of these constraining aspects, noting you will cover them in more detail:
External Environment:
Weather
Infrastructure
Seasonal limitations
Internal Operational
Budget
Operational scope
Transport Market
Availability of transporters
Market structure
Competition
Transport Market

7. External Environment Example: Indonesia
EXAMPLE TO GIVE OF HOW EXTERNAL ENVIRONMENTAL FACTORS AFFECT TRANSPORT PLANNING: (facilitator encouraged to replace this with his/her own examples as they see fit)
Example
In Indonesia, the rainy season during May and July hinders accessibility to the more remote regions, primarily due to the relatively poor road infrastructure, but also due to flooding of low-lying areas and landslides in the more mountainous regions. The Indonesia logistics units take measures by pre-positioning food during dry season.
As in many parts of southeast Asia, storage and handling of commodities requires specific and additional care due to the constant high levels of humidity. Ensuring a balance between the upstream and downstream pipeline in order not to have commodities in storage for too long a period, also requires LO calculating sufficient and timely transportation of commodities.
Indonesia is one of the largest Islamic populations in the world, as such each year the Haj presents a different kind of logistics problem. Tens of thousands of pilgrims fly-out to Saudi Arabia during this period and although additional aircraft are provided by the government to handle the pilgrimage, the sheer numbers involved in the movement create congestion on all major traffic routes across the country. The overflow of which is that all forms/modes of transport are affected and can lead to serious delays in the movement of cargoes in/out of the airports as well as internally across the road network.

8. Internal Operational Requirements
Identify Project Requirements and Destination Areas
Project Pipeline and Timeframe of Deliveries
Identify Supply Origins
Logistics officers need to be aware of all such elements/factors when preparing to enter into transport contracts, as all of the aforementioned can and do have an impact on the eventual means chosen to transport commodities. The country office deals with the problem by coordinating with programme unit; food is prepositioned to the distribution sites prior to the expected congestion time. To accommodate these operational factors, logistics officers should:
Identify Project Requirements and Destination areas:
Read Project Document and talk to Programme people. A detailed Map is required.
Project Pipeline and Timeframe of Deliveries:
Request programme unit to submit distribution/allocation plan in a timely manner. Set deadlines.
Identify Supply Origins:
International, regional or local procurement  Points of entry. Given that the Port of Djibouti may be congested during the May-August period, LO should consider and evaluate alternative points of entry.
Where takes WFP possession of the cargo (Incoterms)
Understand and/or set up supply chain network:
Network should include map with routes (primary/secondary, modes of transport), hubs, points of entry, distribution points etc.
Coordinate with programme/authorities/etc.
Coordinate with port authorities to ensure your organisation’s cargo is not delayed during periods of high congestion (May-August);
Make sure customs documentation is received/prepared in advance; and
Coordinate with programme people and other non-logistics units.
Understand or/and set up supply chain network
Identify and coordinate with internal and external stakeholders

9. Transport Market Degree impacted by emergency Market Structure
Day to day business processes
Impact of emergency:
e.g. nature of emergency, slow onset drought vs sudden onset earthquake / typhoon that destroys markets
Market structure:
e.g. Monopoly vs. competitive markets, other major customer and WFP’s relative importance
Day to day business processes:
e.g. Banking, insurance, payments, types of contracts
Companies:
e.g. Performance, losses, unionized employees, professionalism and reliability
Companies

10. Characteristics of General Cargo
Nature of Cargo
(Description)
Dangerous and Hazardous Goods
Type of packaging
Stacking/Stowage Requirements
Number of units
Shelf life
Value
Fragile / Special Handling
Weight, Volume, Dimensions
Temperature
control

11. Factors Affecting the Selection of an Aircraft
Runway
Ground Handling
Fuel
availability
Government
regulations
User
Requirements
Weather
Factors affecting the selection of an aircraft
Type of product to be moved/ or number of passenger
Function for which the aircraft is required: for airdrops, cargo movement, type of cargo, etc.
Fuel availability
Airstrips and airports - condition, length, access, etc.
Government regulations
Weather
Users requirements
Available resources.
Passengers
Cargo
Time and
Cost
Aircraft
Acceptability
Aircraft
Availability
Tasks

12. Weight and Balance Overloaded/improperly balanced aircraft:
Requires more power
Greater fuel consumption
Stability & controllability seriously affected
Performance & handling affected by:
Weight and balance
Aircraft performance and handling characteristics are affected by the gross weight and centre of gravity limits.
An overloaded or improperly balanced aircraft will require more power and greater fuel consumption and the stability and controllability will be seriously affected.
The total weight of baggage, cargo, and fuel load should be adjusted accordingly to provide an adequate margin of safety.
Gross Weight
Centre of Gravity Limits
Total weight of baggage/cargo and fuel load adjusted to provide adequate margin of safety.

13. Choice between Fixed Wing & Helicopter
Choice between Fixed Wing and Helicopter
Helicopters:
Only helicopters may be able to reach the beneficiaries in inaccessible areas
Helicopters are extremely practical for providing a short distance "door to door" service.
Fixed Wing:
Less costly
More reliable
Longer distances over land favour fixed wing aircraft due to their higher speed, increasing comfort, lowering operating costs

14. Requirements for Air Operations: Fuel & Weather
Fuel at the operations base
In regional operations, the availability of fuel is an important consideration when selecting the operations base. Where local authorities cannot guarantee an adequate fuel supply, consider cooperating with other humanitarian actors, such as the International Committee of the Red Cross or the International Federation of Red Cross and Red Crescent Societies, to establish or identify alternative fuel services.
Where the operations base is a military base, fuel may be readily available but administrative problems may arise when trying to buy the necessary quantities. Moreover, check whether the airbase has the technical capacity to refuel long-range aircraft (e.g., crafts with single-point refuelling) and the appropriate fuel (Jet A1). Also, clarify with tax and customs authorities that the purchase of fuel from the military does not conflict with local taxation laws.
Fuel at delivery airfields
Where the delivery airfield is a rarely-used airfield, refuelling may be a problem. The decision on whether or not to use these types of airfields is dependent on their distance from the operations base and the type of aircraft to be used for regional flights. In some cases, fuel can be stored locally but wherever possible, this should done in cooperation with professional operators.
Fuel at Helipads
Helicopters can operate from the operations base, provided it is within range of the affected area. The average flight range for a medium-sized helicopter carrying a maximum payload is 100 NM (185km). Where the distance from the operations base to the helipads is more than NM, consider either searching for a helipad in the crisis area with refuelling capacity, or selecting a cargo pick-up point accessible by trucks and from which further dispatching by helicopter is possible. Helicopter pick-up points should be equipped with refuelling services. If this is not the case, the report should recommend setting up a fuel farm.

15. Requirements for Air Operations: Security
BEFORE
Uncontrolled crowd
Uncontrolled boarding
AFTER
Before landing, the runway is secured
During the boarding the security perimeter is respected.
Before the flight arrives:
Crowd control – if you do not establish it from the start it will be very difficult to regain it once the flight arrives
Clear marking and designation of where people should be
If dealing with local staff, use a local authoritive figure to support you – elders, officials etc.
After the flight has arrived:
Maintain a secure perimeter throughout the time the aircraft is present
Ensure the instructions given prior to aircraft arrival are adhered to

16. Port Administrative Structure
Variations in port management & ownership structures
Public Ports
Privatized Ports
Other Ports
Public, Private, Mixed
Infrastructure Ownership
Superstructure/ Equipment Ownership
Dock Labor & Management
The session should begin by providing a definition of the port and reminding participants of the key role ports play in the humanitarian supply chain. Following, the facilitator should discuss the various types of port management and ownership alternatives presented as a range varying from public to privately owned, their respective strengths and weaknesses, and impact on port operations.
Ports can be described as facilities at the edge of an ocean/sea, lake or river where cargo and passengers are received and transferred. Dry Ports are often an inland extension of a sea, lake or river port; these are usually owned but not necessary managed by the same entity.
(Click) Port management and ownership structures range from those predominantly public in character to fully privatised.
In public ports (sometimes defined as “Service” or “Public Service” ports) the port is administered directly by a government entity (the port authority), which owns, maintains and operates all assets including labour contracting.
In fully privatised ports, the land is either sold or leased to private entities. Regulatory and management authority is also delegated to one or more service providers.
In other ports, a mixture of public and private administration may be found. An example may be a port where the public sector mainly acts as planner, facilitator and regulator, whereas the private sector acts as service provider, operator and developer.
(Click) The impact of port management & ownership structures on the operations of humanitarian organisations largely depends on the boundary between the public and private sectors.
Public ports have unity of command, inherently have less problem-solving capability and flexibility in case of labour problems, since the port administration also is the major employer of port labour.
While private ports are more flexible, the lack of government oversight may lead to monopolistic behaviour on part of service providers.
Operational impact of port management & ownership structures

17. Bodies, Agents & Representatives in Ports
CARGO INTEREST
FORWARDING AGENTS
CONSIGNEE
PORT
AUTHORITIES
CUSTOMS
SANITARY
AUTHORITIES
PRINT FULL PAGE IN WORKBOOK
STEVEDORES
VESSEL’S INTEREST
Facilitator should:
Use this slide to give a brief overview of the role of the different parties at port and how they affect the discharge process.
(2 x Click) S/he should not dwell upon details as they will be elaborated through the rest of the training. However, s/he should provide a general description/definition of the parties illustrated in the slide.
(Click) S/he should also emphasise that there are two different sets of interests, those of the shipper (cargo) and those of the ship owner (vessel). Sometimes these are aligned and sometimes they are not.
(Click) At ports these interests will come into contact with different elements such as Agents, Stevedores, Port Authorities, Customs, and Surveyors. Participants should be aware that when interacting with these bodies, the ship owner’s interests may not be aligned with the shipper’s interests.
CARRIER
SHIP’S AGENT
STATE MARITIME
AUTHORITIES –
PORT STATE CONTROL
REGISTERED OWNERS
BIMCO

18. Port Infrastructure
Bagging machines waiting to receive bulk sorghum from the grabs
Silo discharge with mobile vacuuvator
Shunting trucks alongside vessel
Different vessels and different cargo have different infrastructure requirements.
Outline to participants the equipment shown in each of the above photos.
Container crane
Container hi lifter
Vacuuvators
Grain grab
Well-developed ports have facilities and specialty equipment for loading and off-loading cargo.
Beach ports do not have any facilities and often rely on ship’s gear or manual handling.
Change text in relation to slide? Slide show on bagging machine & Videos?
Discharge of bagged rice

19. Types of Surface Transport

20. Factors Affecting Transport Network
Surface Transport
Primary Transport
Secondary Transport
When referring to the transport network, it is useful to consider the breakdown between primary and secondary / tertiary transport.
Ask participants:
What differences might we identify between primary and secondary transport?
Primary transport characterised by larger/heavier transport to achieve efficiency through economies of scale;
Secondary transport more likely to be limited by infrastructure, hence utilise smaller trucks / pack animals etc,
Secondary transport characterised by large number of small volume locations (potentially dispatching less than full truckloads to remote areas), vs primary transport bringing large quantities along a limited number of major corridors
Cost basis; a large portion of costs will be spent on secondary transport due the lower efficiency
Can you identify how this might affect your transport network?
Major hubs to be determined based on infrastructure and what can be served by primary transport
Costs and budget will see a larger portion spent on secondary transport due to the reduced efficiency and scale of secondary transport
Where possible, maximise use of primary transport for this reason
Factors Affecting Transport Network

21. Rail Transport Aspects to Consider: Railway Gauge Customs procedures
Container trains
Demand vs capacity
*tracks in yellow are under development

22. Road transport: The Fleet Management Costs
Medical Logistics
Road transport: The Fleet Management Costs
Purchase / lease cost
Management Overheads
Fuel
Staff costs
Maintenance
Start at the top and work around the circle clockwise. Can ask participants to clarify whether a cost is fixed or variable (i.e. one-off or increases in proportion with the operational scale); also whether it is an operational cost or an overhead cost.
Purchase / lease cost: likely to be the greatest single outlay
Fuel: largest variable cost
Maintenance and repairs, spare parts, tyres: for heavy vehicles these costs can be significant, will also increase in areas of poor roads.
Registration and Insurance: associated costs that must be incurred
Depreciation costs: may require some explanation, but road vehicles depreciate quite rapidly
Staff costs and management overheads: Managing a fleet is more labour intensive than contracting a transporter, therefore the required staff, office space, etc. etc. must be accounted for also
Depreciation Costs
Repairs
Registration and insurance fees
Spare parts
Tyres

23. Cargo Planning
One MT of rice
One MT of ICT equipment

24. A Vehicle’s Available Volume and Payload
Volume & Weight
Necessary to Consider:
Weight and Volume
A Vehicle’s Available Volume and Payload
Stowage Factor
Height
Width
Length
Weight

25. Exercise: Weight & Volume
In groups, determine the number of trucks required overall based on the cargo requirement.
15 minutes to prepare
10 minutes to present/discuss
DO NOT PRINT IN WORKBOOK

26. Exercise: Weight & Volume
Consider the following two consignments:
Rice
Volume = 4,000cbm
Weight = 2,000mt
Cargo Ratio 4,000/2,000 = 2/1
DO NOT PRINT IN WORKBOOK
ICT Equipment
Volume = 3,000cbm
Weight = 500mt
Cargo Ratio 3,000/500 = 6/1
Available
Available volume = 42cbm
Weight capacity = 14mt
Truck Ratio 42/14 = 3/1
How many truckloads do you need to carry these two consignments?

27. Answers: Weight & Volume
Using separate trucks:
For Rice: mt/14mt = 143 trucks
For ICT equipment: 3000cbm/42cbm= 72 trucks
Total truckloads required = = 215 trucks
DO NOT PRINT IN WORKBOOK
By combining and optimising each load, we can use fewer trucks:
The optimal load, which reaches both volume and weight capacity is:
10.5mt rice (21cbm) and 3.5mt ICT equipment (21cbm)
TOTAL: 14mt (42cbm)
At this rate, we send 143 trucks which moves all of the ICT equipment and mt of rice. The remaining rice, 498.5mt/14mt = 36 trucks.
TOTAL: 179 truckloads
By combining and optimising, we have saved 36 truckloads (16.7%).

28. Remote Access operation example: Nepal
Follow the link:
Especially with secondary transport, it is often necessary to send mixed consignments. Mixed in the sense that:
Small quantities of different types of cargo to be given together, e.g. rice and oil as part of a single food ration
Small quantities of different types of cargo for different programmes, e.g. sending some shelter and some food cargo on the same truck
Small quantities of cargo belonging to different owners

29. Lesson Recap 1 2 3 Questions:
What are the different types of transport, their advantages and their disadvantages? 2
What are the key considerations for Air and Sea transport? 3
What is a stowage factor and how to calculate it?

30. Questions
WFP Logistics, We Deliver