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<blockquote data-quote="Ricochet1a" data-source="post: 868376" data-attributes="member: 22880"><p>The only way you are going to understand how your logic is flawed is to do a time-motion study of the package. </p><p></p><p>Step one- Ground guy picks up package and takes back to Ground terminal - STOP.</p><p></p><p>First off, Ground can't load Express cans, they can unload them, but can't load them. There are FAA requirements for security requirements for cargo containers prior to loading on aircraft, training requirements for the handlers loading the cans, there has to be qualified DG Agents at the location to spot and process any DG (declared or hidden). Once a can comes off an aircraft, the FAA doesn't care who unloads it, they only care if the processing takes place in a secured location, then the only requirement is that the employees be security cleared for the level of access they have to the aircraft. </p><p></p><p>"... or if too far away taken to Express station where it goes to ramp on Express truck". </p><p></p><p>Here I know you don't understand AGFS, so no point in going any further. Are the CTV bound for the ramps in the afternoon supposed to wait for freight coming in from Ground terminals? You're kidding, right??? The reload operations are already timed to the point where returning routes have just enough time to all get in, get their freight unloaded, get it sorted into the correct outbound cans and the CTVs loaded and departed to the ramps. </p><p></p><p>You've introduced a myriad of extra handling exceptions in your scheme which can't possibly be done on either a time basis or efficient cost basis. This is why the movement of freight through the AGFS system will be unaffected - it is already time optimized to the limit - there is no room for additional fidgeting with packages.</p></blockquote><p></p>
[QUOTE="Ricochet1a, post: 868376, member: 22880"] The only way you are going to understand how your logic is flawed is to do a time-motion study of the package. Step one- Ground guy picks up package and takes back to Ground terminal - STOP. First off, Ground can't load Express cans, they can unload them, but can't load them. There are FAA requirements for security requirements for cargo containers prior to loading on aircraft, training requirements for the handlers loading the cans, there has to be qualified DG Agents at the location to spot and process any DG (declared or hidden). Once a can comes off an aircraft, the FAA doesn't care who unloads it, they only care if the processing takes place in a secured location, then the only requirement is that the employees be security cleared for the level of access they have to the aircraft. "... or if too far away taken to Express station where it goes to ramp on Express truck". Here I know you don't understand AGFS, so no point in going any further. Are the CTV bound for the ramps in the afternoon supposed to wait for freight coming in from Ground terminals? You're kidding, right??? The reload operations are already timed to the point where returning routes have just enough time to all get in, get their freight unloaded, get it sorted into the correct outbound cans and the CTVs loaded and departed to the ramps. You've introduced a myriad of extra handling exceptions in your scheme which can't possibly be done on either a time basis or efficient cost basis. This is why the movement of freight through the AGFS system will be unaffected - it is already time optimized to the limit - there is no room for additional fidgeting with packages. [/QUOTE]
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