E-Commerce

 

Mr. Postman

Please Mister Postman look and see 
Is there a letter oh yeah in your bag for me? 
You know it’s been so long 
Yes since I heard from this boyfriend of mine 

Is e-commerce freight, or just another postal delivery?

There has been considerable interest in the rise of e-commerce. It has prompted a discussion on whether e-commerce should be considered to be freight. It should be understood that what is called freight is only part of the transport of goods from a producer to a consumer.

Under a barter system, a producer trades goods directly with a consumer. If the producer and consumer are in the same place, there is no need to transport the goods. However in the event that the producer and the consumer are not in the same place, it might be the responsibility of the producer to carry the goods to a market where they are traded to the consumer. The movement of those goods to the market by a producer is not considered to be freight. The movement of those goods from the market under the control of the consumer is also not considered to be freight.

But if a third party, a carrier, was hired to transport the good by the producer or the consumer, it might be considered to be freight. In many cases the consumer makes a Home-Based Shopping, HBS, trip from their home to a market where goods may, or may not be, acquired. This HBS trip by the consumer is not considered to be freight, whether, or not, goods are transported. Additionally it is unlikely that goods are traded directly between a producer and a consumer. The producer will himself be a consumer, of raw material, and will only be a producer of finished goods. There may be several intermediate traders ( who are buyers from the producer and sellers to the consumer) involved before it reaches the ultimate consumer. It is this division of the supply chain into goods movement by the producer and transport within a Home-Based Shopping trip by the consumer that has led to the confusion concerning e-commerce. The movements are still the same but the handoffs and definitions of various pieces of the supply chain have changed.

If a consumer electronically contacts a producer and that producer uses a public service, e.g., the US Post Office, to transport the goods directly to the consumer’s home, there is no physical market. The market effectively becomes the consumer’s residence.

The transport of goods becomes freight when a carrier is paid to transport those goods. The movement of goods within the property of the producer is never considered to be freight but is instead considered to merely be a business transaction that is needed to produce the good. No one would consider the  transport of goods within a factory to be freight. Similarly if the producer moves a good from his own warehouse to his own factory, even if these locations are physically separated, this is typically considered to be a business transaction, not a freight movement.

If the producer or consumer has acquired a fleet of freight vehicles for other purposes, it may choose to transport the goods themselves rather than hire a carrier. The goods transported in these private vehicles, mostly trucks, are considered to be freight because if those vehicles were not available a carrier would have been used.

The reporting of information about freight will also be different depending on whether the information is obtained from the shipper/receiver, or the carrier(s). A producer may know the contents of a sealed container or a small package and may view the container or package as not relevant in their choice of carrier. However from the carrier’s perspective, they may not know or care about the contents of a container or package, and classify the goods by the package itself, e.g. Freight All Kind, rather than the contents.  Similarly a carrier may only know part of the supply chain, e.g. where his service is needed,  a warehouse, intermodal rail terminal, seaport, or airport, where goods are loaded and/or unloaded, not where they are produced and/or consumed. A shipper and/or receiver may be ignorant of these intermediate carrier stops. A shipper and/or receiver may distinguish individual shipments, but the carrier may consolidate shipments and the operation of their vehicles, not the operation of the shipments, might be optimized

Shown in the figure below is an example of a current supply chain with classifications as freight. That same figure shows the same movement reclassified as e-commerce. However in both instances the amount of goods movement is exactly the same. Whether the vehicles transporting those goods use more resources depend on whether the delivery is using existing resources ( e.g. US Postal delivery) or are using new trucks and the operation of those trucks requires more resources than the HBS trips they are replacing. E-commerce may be growing, but it may be merely reclassifying goods movement from non-freight or personal trips to freight. In other words, just because e-commerce is growing that doesn’t mean that freight is growing.

The reporting of freight and e-commerce data is highly dependent on the source of the data and the operations involved.  In the figure above, if the information is from the perspective of the shipper ( e.g. The Commodity Flow Survey, the Freight Analysis Framework, etc.), the carrier transfer point may not be identified; but if a carrier centric source had been used (e.g. Transearch, Carload Waybill, etc.) that carrier transfer location may be identified.  The first freight trip between the Producer and the Trader and the second freight trip between the Trader and the Retail Warehouse may not be linked.  If in-store pickup is used with e-commerce, no change from the current condition with an HBS trip may be expected. Otherwise e-commerce may replace the HBS trip.  If the e-commerce is directly with the producer, this e-commerce might be identified as an on-line direct-to-consumer purchase. If                    e-commerce is used it may only be a change in the warehouse, or might be directly from a trader.