Distribution facilities managed by private companies are located in urban areas. Not only for the private company but also for the public sector, it is important to establish the optimal location planning of distribution centers for realizing the efficient distribution and for maintaining the urban environment.
In this paper, we propose a method to calculate the optimal number and the optimal site of distribution centers. And, we also discuss a planning method of the land use planning based on the characteristics of logistics.

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[in Japanese]

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I tried to compare the logistics costs ratio (ratio to sales and composition ratio) on an international base in these big countries, Japan, U.S.A. and U.K. I compared this, due to the fact that the price difference between Japan and foreign countries have become serious social problem in recent years.
In Japan, the questionnaire-surveys have been made as Micro survey by the sponsorship of the Ministry of International Trade and Industry since 1965, and occasionally as Macro survey, through Inter-industry Relations Table.
In U.S.A., consulting corporation, H.W. Davis has been publishing the survey results on logistics costs on annual base since 1977. Then in U.K., the Center of Physical Distribution Management of the British Institute of Management (the name was changed to the Institute of Physical Distribution Management in 1986, and then again changed to the Institute of Logistics and Distribution Management in 1987), published the survey results on logistics costs annually from 1984 to 1992. I collected the above mentioned survey reports from each country and analyzed their annual trends. I should avoid to jump my conclusion on the degree of logistics costs level in each country by the degree of logistics costs to sales as the covered corporation, scope of logistics costs and dispersion of replied corporations are widely different. However, despite that, I shall be able to detect the level of logistics innovation and/or logistics effectiveness in each country by their trend.

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The purpose of this paper is to propose a development model of business logistics purposes, to verify whether or not the proposed model is reasonable based on questionnaires and to judge a current lelel of development lelels of logistic department purposes in Japan in line with a proposed development model. Questionnaires were mailed out to about 400 members of the former Japanese Corcncil of Physical Distribution Management and the former Japan Physical Distribution Association in 1991. Development stages of our model consist of 5 stages ; stage of fundamentals, stage of service lelel up, stage of competitive power level up, stage of customer service level up, stage of social contribution and stage of ergonomic orientation.
This research is of great signification in terms of the first academic survey made by Japan Logistics Society, justifying the proposed state of art model based on the questionnaires and making clear a position level among development stages by comparing a development stage in 1991 with that in 1995. As a conclusion, a development stage in our country was between phase 2 stage (stage of service level up) and phase 3 stage (stage of competitive power level up) and gradually shifting toward phase 4 stage (stage of customer service level up) and phase 5 stage (stage of social contribution).
In order to make further study, we should take considerations into enhancement of sampling numbers and application of multi variance analysis, but our first purposes for this research have been realized.

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It is wellknown that tradeoff among several transportation services is governed by the transport capacity of each mode as well as its freight rates. The problem authors deal with is that of preparing a minimum cost transportation plan for rather sophisticated logistics network.
In this paper, we present a solution method for this problem using a mixed integer programming medel with linear objective functions subject to all feasible traffic flows and all the combinations of constructing different candidate links. In order to illustrate the model, results are presented and discussed for case studies such as carrier selection in transportation services, and modalshift with multiple mode of transport.

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There has been a growing interest in how to find the optimal delivery route for efficient usage of corporate delivery vehicles. Contrary to this, little attention has been paid to generalized link costs between delivery points. The costs should be given as travel times in finding the optimal route, because distributions are considered with time constraints especially in urban areas where heavy traffic is encountered.
How to estimate the travel time becomes the important issue. Most of existing studies on travel time estimation are based on data from vehicle monitoring equipment. This kind of estimation, however, seems restrictive for urban deliveries because some areas may not be monitored.
In this study we first built an estimation model based on actual travel data obtained from a delivery of machine tools. By using this model, we gained insights for factors which influence on the estimation of travel time. For example the following factors mostly affect the time estimation : the numbers of right and the distance of the main street in the evening rush hour.
Our model is well built, however has an issue that estimation parameters produced greater error for long distance travel.

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In this paper, we have studied the floor layout design of a CFS (Container Freight Station) as logistics terminal to improve the working efficiency and safety. Simulations using multistage queuing network model are carried out to evaluate the layout design. Quantitative comparisons of the direction of stowing direction (longitudinal and lateral), the side of entering to the storing area (one-side-in and both-side-in) and the stowing method (first-in first-out and first-in last-out) are carried out.
1. Both-side-in layout pattern can reduce the working hour comparing with the one-side in.
2. On the floor efficiency, the one-side-in is superior to the both-side-in.
3. Lateral layout pattern can reduce the traffic concentration comparing with the longitudinal.
4. As far as the range of our study, lateral, both-side-in and first-in last-out layout pattern is generally the best for CFS. The first-in first-out is better but is not the best.

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The strategics for dealing with the many challenges involved with the trade-offs that must be overcome by diversifield logistics activities are a means for promoting corporate unity. I Have analyzed 10 cases in four different categories-vertical integration, supply chain development, horizontal integration, and network integration-to determine the primary factors for these logistics activities.
The analyses were performed from the perspective of identifying the basic objectives of corporate unity, organizational relationships, and the primary factors involved with the logistics activities that are required to enhance and expand unification. These analyses resulted in showing that the main capabilities are management resources, the capability of the systems expected to integrate these resources, and the capability of management to improve and enhance the system. I term the corporate logistics capacity that integarates these three factors the logistics capability.
The structure of this logistics capability corresponds to typical Japanese management behavior. It is not limited to applications for corporate unity-it can be used to enhance logistics activities in each company. Logistic resources, one aspect of logstics capability, are comprised of both quantitative and qualitative resources. Qualitative resources include informational resources and non-informational resources derived from the corporate culture and other sources. These other resources are both apparent and latent, and can be widely sought ourside the company as well as inside the company.
The capacity for establishing system objectives cannot be overlooked when clarifying the strategies for dealing with the challenges inherent in trade-offs. Further, the capacity to establish a system based on these objectives required individual and organizational capabilities for promoting unification, standardization, and modularization. Fianlly, management capabilities derived from evaluation abilities and other factors are indispensable for further improving and enhancing this system.
The important elements for improving the three aforementioned factors that enhance the logistics activities capable of immediately responding to an environment in which drastic change is a constant include the establishment of a corporate-wide structure that supports the extensive sharing of information and the development of operational capability in the field.

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