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This is to certify that the

thesis entitled

REORGANIZATION OF A SMALL PACKAGE HANDLING
SYSTEM AT A UNITED PARCEL SERVICE
DISTRIBUTION FACILITY

presented by
James Ellsworth MacDonald IV

has been accepted towards fulfillment
of the requirements for

M. S . degree in Packaging

 

 

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MSU is An Affirmative Action/Equal Opportunity Institution
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REORGANIZATION OF A SMALL PACKAGE HANDLING SYSTEM AT A
UNITED PARCEL SERVICE DISTRIBUTION FACILITY

By

James Ellsworth MacDonald IV

A THESIS

Submitted to
Michigan State University
in partial fulfillment of the requirements
for the degree of

MASTER OF SCIENCE

School of Packaging

1991

6.?7 ' //7X

ABSTRACT

REORGANIZATION OF A SMALL PACKAGE HANDLING SYSTEM AT
A UNITED PARCEL SERVICE DISTRIBUTION FACILITY

By

James E. MacDonald

This thesis presents a case study of the reorganization of a package handling
system for the United Parcel Service distribution center serving Aurora, Ohio and
the northern territory of Akron. The explosive growth in small package volume
during the 1980’s had strained the effectiveness of the package sorting, handling,
and distribution system. These problems associated with patch and mend fixes over
a thirteen year period are analyzed. An area trace is deveIOped using zip code
boundaries in the town of Aurora. This area trace is used as a dispatching tool for
management in orderto minimize package sorting and handling, while maximizing
the efficiency in the routing of drivers. The packages scheduled to be delivered
within Aurora are dispatched to three drivers with daily variances in package

volume.

Advisor: Dr. Gary Burgess

DEDICATION

This thesis is dedicated to my wife Laura, my son James V, my family and
friends.

TABLE OF CONTENTS

Pa ge

LIST OF TABLES ......................................................................................................... V
LIST OF FIGURES ..................................................................................................... VI
CHAPTER 1: INTRODUCTION ................................................................................... 1
Review ................................................................................................................ 3
Existing System and Problems .......................................................................... 5

Sort System ........................................................................................................ 7
Preload .............................................................................................................. 1 1
Drivers .............................................................................................................. 13
Tracing .............................................................................................................. 15
Facility .............................................................................................................. 18
CHAPTER 2: SYSTEM REORGANIZATION ............................................................ 19
Posting Volume to Zip Code ............................................................................. 22
Developing the Area Trace .............................................................................. 30
Dispatching ...................................................................................................... 40

“A” Driver ......................................................................................................... 45

“B” Driver ......................................................................................................... 46

“C" Driver ........................................................................................................ 47
Training ............................................................................................................ 50
CHAPTER 3: CONCLUSION ..................................................................................... 59
APPENDICES .............................................................................................................. 62
BIBLIOGRAPHY ......................................................................................................... 76

LIST OF TABLES

TABLE PAGE
1 Alphabetical Listing of Aurora's Streets ................................. APPENDIX 62 - 66
2 Top Signature Streets ........................................................................................... 26
3 Delivery Order Listing ............................................................. APPENDIX 67 - 72
4 Unit Volume .......................................................................................................... 37
5 Sequence Number Training .................................................................................. 53
6 Alphabetical Street Listing ...................................................... APPENDIX 73 - 75
7 Sequence Number Location with Average Package Volume ............................. 56
8 Package Shifting When Package Volume is Low ................................................ 57
9 Package Shifting When Package Volume is High ............................................... 58

LIST OF FIGURES

FIGURE PAGE
1 Akron Facility and Package Flow ........................................................................... 8
2 Boxline Cage Color ................................................................................................... 9
3 Delivery Delivery Record ....................................................................................... 16
4 Package Volume Variations From Mean .............................................................. 24
5 Map - Aurora's Business Streets ........................................................................... 27
6 Map - Driver's Start and Finishing Points, Business only .................................. 32
7 Map - Residential Stops ......................................................................................... 34
8 Map - General Area Trace ..................................................................................... 35
9 Map - Final Map Including Units ......................................................................... 38
10 Daily Package Volume, January through October ............................................... 43
1 1 Dispatching Extra Stops Between Adjacent Loops .............................................. 49
12 Shelf Sections of Package Car ............................................................................... 51
13 Car Load Diagrams ........................................................................................ 54 - 55

CHAPTER 1: INTRODUCTION

The susceptibility to damage of a given package is directly related to the
logistical environment the package is placed in. The design of a package should
protect the product from any physical damage experienced whenever the
package is in transit, warehoused, or handled. A company that integrates its
own distribution of goods will have more control over the physical environment
and would require less packaging as compared to the extra packaging required
when shipping through a private or common carrier such as United Parcel
Service. Packages which are designed to be palletized may not be sufficient for
shipment by a small package carrier. Shippers who understand the movement
of goods within U.P.S. should package accordingly. Claims are expensive for
U.P.S. as they directly cut into profits. Claims are expensive for the shipper in
that they do not provide their customer with a usable product.

United Parcel Service has two options to reduce claims: convince the
shipper to spend more on packaging, or make the conveyors, vehicles, and
package handling less hostile. UPS is actively pursuing both options but larger
gains in claim reduction is possible by improving its internal system.

The purpose of this paper is to document a case study of the
reorganization of a United Parcel Service distribution center. Predetermined
package placement in the brown U.P.S. delivery vehicle based on daily
fluctuations in volume is a key to minimizing package handling. This is
performed by the “preload” function during the early morning hours before the
drivers start.

Excessive package handling during the preload hours prior to

1

2
reorganizing resulted in high Operating cost, inefficient dispatching of the

drivers, and a decline in communication with the claims department. These
problems are analyzed in detail.

Prior to reorganization, individual delivery areas were divided by
geographical boundaries such as lakes, rivers, valleys, railroad tracks, etc. This
provided an efficient means of package delivery but created the confusion in the
“preload” Operation that sorts the packages and loads the vehicle. Reorganizing
the center involved using zip codes rather than geographical boundaries to
separate delivery areas.

Once the zip code boundaries were used, developing the “area trace” and
subsequent diSpatching of drivers is analyzed. The study concludes by
describing the process of training the “preloaders” to put a package for
delivery in a designated spot in the drivers vehicle, based on efficient routing.

It is hoped that information resulting from this study may be used by any
firm that is involved with dispatching of drivers or a sales force that may exhibit

daily variances due to a rapidly changing work load.

Review

Packaging requirements are directly related to the.product’s logistic
system. The package should be designed to protect the product through the
warehousing and distribution system. The objective of logistics is to deliver
finished inventory, work-in-process inventory, and material assortments, when
required, in usable condition, to the location where needed, at the lowest total
cost. (Bowersox, 1986). The lowest total cost will depend upon management’s
goals concerning the percentage of end users it will be able to service at the time
and place of need. Servicing 100% of the company’s customers all of the time
would require inventory levels far in excess of sound business practice. The
integration of purchasing, manufacturing, and distribution will ultimately
reduce the total cost of any product (Hall, 1983). However, tradeoffs are
required. High inventories with lower transportation costs, low inventories
using premium transportation, expensive packaging with no damage, and
minimal packaging with tolerable damages are all tradeoffs that management
must weigh and consider.

Since the early 1980’s, many manufacturing and distribution systems have
changed. J ust-In-Time (J IT), Material Requirement Planning (MRP), and
Economic Order Quantities (EOQ) are just a few of the integrated systems that
are being used in today’s manufacturing environment. These are a direct result
of three major changes within the early part of this decade; transportation
deregulation, the introduction of microprocessors, and the communication
revolution (Williamson, 1982).

United Parcel Service (U .P.S.) is just one of many companies that has

been able to take advantage of the changing manufacturing climate. Small
3

4

package volume within U.P.S. has more than tripled since 1980. This is
indicative of the industry trend towards lower inventory and faster trans-
portation. This explosive growth led to many operational changes at UPS,
most of which have been “quick fixes” in order to solve an immediate problem.
After a decade of patch and mend solutions, the efficiency of the distribution
system was strained, resulting in service failures such as delayed deliveries and
product damage. Both contribute to higher cost to the shipper as well as less
profit to United Parcel Service.

The UPS. facility in Akron, Ohio was badly in need of reorganization. No
one knew this more than the division manager. He assigned a colleague and
myself to a one year position to analyze and correct the problems within Akron's
facilities and give the operators a dispatching tool to work with until the year
2000. The goal was to completely reorganize the operation without interruption,
since every package that arrives at the facility is to be delivered the same day.
Such a reorganization required considerable input from all other functions, as

well as ample planning and training, in order to prevent any interruption of

service.

Existing System and Problems

Many different departments contribute to the package delivery system at
UPS. The system operates around the clock. When a package is picked up from
a customer to be delivered it proceeds through several manual sorts in the
various hubs through-out the country depending upon the package's zip code.
The Akron facility is not considered a hub because there are no packages
arriving to it that are destined for other U.P.S. facilities. The nearest hub is in
Cleveland, which consolidates packages going to Akron from the various hubs
around the country and ships via tractor trailer. Columbus, Ohio also
consolidates packages for delivery in Akron. These packages are unloaded from
forty foot trailers and manually sorted to the proper brown delivery vehicle.

Under optimum conditions, each package should be physically handled
once by five people, each having a generic name. The “unloader” simply empties
the packages from the trailer onto a conveyor belt, never looking at the address.
This is a physical job with little skill required. The conveyor belt passes by a
“sorter" who visually scans the package zip code and places the package on one
of the two conveyors that go to the slide that feeds the boxline. This person only
needs to know whether the package is to be delivered on the north or the south
side of Akron. The slide is a package accumulator in which the “charger” scans
the package and determines in what color cage the package belongs. This person
needs to know only the northern or the southern side of Akron, but he needs to
know it well.The package is then removed from the boxline by the “preloader”
who visually scans the zip code,the street name and the street number. The
preloader puts the package onto a Specific shelf in one of three to five package
cars (the brown delivery vehicle) depending upon personal experience. Only a

5

6

single handling is needed at this point, from the “driver” to the consignee.

The driver records the package identification number on a delivery
record. This delivery record is legal proof that the package was delivered to the
consignee, if the shipper requests such verification. The tracing department is
responsible for providing a shipper with proof of delivery. If such proof cannot be
provided, a claim must be paid reimbursing the shipper for replacement costs.

The following five sections describe the Operation Of the UPS. distribution

system in detail.

Sort System
Packages arriving in Akron are unloaded out of the tractor trailers and are
manually loaded onto one of the two conveyor belts which lead to Opposite sides
of the building (Figure 1). The packages are manually sorted via zip codes. At
the end of each belt is a slide where the packages accumulate and are further
sorted into a boxline.

A boxline is a continually revolving series of three compartment cages
that run on a track almost the entire length of the building. The cage runs along
the track for a length of twenty-four vehicles before it pivots and runs the
distance of another twenty-four vehicles. The packages are unloaded into the
vehicles before the cages again turn to be loaded back at the sorting area. Each
Of the cages is color coded with one of five colors.The cages each have three
compartments; top, middle, and bottom (Figure 2). Each cage is approximately
three feet in height and width and four feet deep, for a volume of thirty six cubic
feet. Since there are five different colors of cages and three compartments in
each, there are a total of fifteen different compartments that a package could be
designated to.

When the packages come down the slide, they are manually sorted into a
specific compartment depending on the address on the package. There are four
to five part-time workers simultaneously feeding the packages into the boxline.
Prior to the reorganization, this position was held by only the most experienced
peOple that knew the Akron area well. None of the compartments were sorted
purely by zip code so each individual needed to know all the street names and

number breaks within the geographic area. The problems associated with

extensive training, absenteeism, and turnover in the parttime work force made

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BOXLINE

10
it difficult to motivate or discipline employees filling the sort position. This

position was not prestigious within the company, yet a good sorter was very
difficult to replace.

Due to these problems, there were many packages that were “missorted”
or put in the wrong compartments. This creates an additional handling, thereby

increasing the probability of product damage.

Preload

The preload function within U.P.S. involves transferring the packages
from the boxline to the brown delivery truck, or “package car” most Of us are
familiar with. The “preloader” position is another part time position. Employees
filling this position work a four hour shift from 4:00 am. to 8:00 am. Within
this time, a preloader loads three to five package cars, depending upon
experience, from a single compartment (top red for example). He places the
packages on the shelves and the floor Of the package car in the order that they
will be delivered throughout the day. The preloader also counts the daily stops a
driver will make and thus accounts for the length of the driver’s planned day.

Excessive stOps for a single driver could be dispatched to another who
does not have enough stOps in order to make up an eight hour day. Deciding
exactly which driver should take these excess stops became a problem that only
the supervisor could solve. There was no predetermined method to rearrange
these stops. Over the years, this patch and mend solution added to the Center’s
total mileage.

Custom loading was another problem. Since the preloader and the driver
talked on a regular basis, the driver usually had the preloader load the vehicle
in a way that he preferred. Whenever there was a substitute driver on the route
due to vacations or absenteeism the substitute driver did not know how to
deliver the packages in the usual order. Conversely, if the regular preloader
was absent, the regular driver had a difficult time delivering the packages
because the substitute preloader did not know the prOper locations to place the

packages. If a delivery driver discovers a package in the wrong place in the

11

12
package car, he usually has to travel extra miles in order to deliver it. This

results in decreased efficiency, increased cost, and a longer work day for the

driver.

Driver

The delivery driver and his package car incur the highest cost within all
UPS. operations. Since the driver’s hourly salary doubles that of any part time
employee, the system must cater to the driver to make his task the most
efficient. The driver knows best how his run should be routed, suggesting that
most of the input on routing should come from him. In the past, drivers were not
asked for advice because of UPS. tOp-down management style in 1978, the last
time there was a massive system and routing change. This turned out to be a
costly mistake for UPS. since the drivers were able to W production
excuses and display discontent that ultimately resulted in confrontation with
management. Over the course Of ten years, management changed certain routes,
made small patch jobs to appease the drivers, and made concessions based on
tradeoffs between certain drivers. Some of these changes were necessary based
on package volume and population growth within certain areas.

Ultimately, the routing procedure was piecemeal.There were routes that
had more than One driver delivering to the same business, routes that had
drivers jumping across vast geographical areas, routes that delivered only to
business stOps, and some that had only residential stOps.

Certain package cars were also over or under utilized. Large vehicles
were Often half empty when delivering to rural routes while small vehicles were
“cubed out” while delivering to condensed areas. This would Obviously damage
packages and create unnecessary wear and tear on the vehicles. In an
overloaded vehicle, the compression strength Of a package is compromised,
whereas in an under loaded vehicle, the package is subject to
excessive shock and vibration due to the stiff springs on the larger package cars.

13

14
These Observations and concerns over fuel conservation dictate that a small gas

efficient package car should be used on rural routes.

Tracing

Any package that is given to UPS. for delivery must be properly recorded.
The burden for proof of delivery falls on the tracing department. Every package
that goes through the system has a six digit number assigned to it that is
unique to a specific shipper. This is called a shipper number and anyone within
U.P.S. can enter this six digit number into the computer and Obtain the name
and address of the shipper that turned that package over to
U.P.S. This shipper number is always recorded on a delivery record when the
package is delivered (Figure 3). Additional information is also written on the
same line of the delivery record; such as who signed for the package
or, in the case of a residential delivery, where the package was delivered (i.e.,
the back door, garage, front porch, etc).If the tracing department cannot prove
delivery upon request, a claim will be paid to the company that shipped the
package.

U.P.S. delivers eleven million packages daily. (U.P.S. Annual Report,
1991). The facility in Akron delivers approximately 25,000 packages daily. The
geographical area that is served by the Akron facility covers predetermined zip
codes that are divided into loops and within each loop, into several units. It is
the driver’s responsibility to record the shipper number next to the address
where the package was delivered, in the prOper unit. If the address and shipper
number are recorded in an improper unit, the tracing department will not be
able to locate the package and show proof Of delivery, thus generating a claim.
As the loops and units changed due to these 'patch and mend solutions.

communication between the Operating centers and the tracing department

diminished. The drivers were not recording package deliveries in the area that

15

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17
the tracing department would have looked for them. Therefore, when a shipper

requested proof Of delivery to one of their customers, it become more difficult to
Obtain a signature from the records. This would obviously result in a higher

number of claims, and decreased profits for the company.

Facility

There are two boxlines in the Akron facility. The Akron East and Akron
West Operating centers are served by one boxline. These two centers experi-
enced the greatest growth during the past decade and thus created the most
operating problems. This boxline was targeted for improvement because it
served the largest geographic area experiencing the growth.

An operating center is run by a single manager and three supervisors.
Each center has approximately forty drivers. Past history has shown the best
supervisor/driver ratio to be between 1:12 and 1:18. Work started with the
center that needed improvement the most—Akron East.

Dispatching using geographical landmarks such as valleys, rivers,
expressways, and main roads was general practice in the past. Dispatching this
way has some advantages. Driver’s mileage may be kept to a minimum,
and a driver may be routed to avoid crossing busy intersections, railroad tracks
and other minor delays. However, dispatching by geographical boundaries
creates the problems that the sort, preload, and tracing Operations had

experienced.

18

CHAPTER 2: SYSTEM REORGANIZATION

The system was reorganized to dispatch according to zip codes. Since all
addresses are assigned by the post office, zip code boundaries are usually
political in nature, based on tax allocation rather than geographical boundaries.

The major advantage Of dispatching by zip code is that it provides the
long term planning and flexibility that management requires when installing
new services. Furthermore, zip codes are easily identifiable by an inexperienced
sorter. Additional facilities, when built, will have package volume diverted to
them by zip code. A zip code designation can easily be shifted between buildings
without major personnel, equipment or dispatch changes. Failure to dispatch by
Zip Code would create a plan that has only a limited life. Although trans-
portation efficiencies will be sacrificed, sort productivity and better package
handling will Offset increased delivery costs. After consulting with the division
manager of the Akron facility, it was decided to use zip code boundaries rather
than geographical boundaries in distribution routing.

Akron East and Akron West shared four zip codes. The two centers
traded apprOpriate package volume to the center that had the major portion Of
the zip codes. Akron East now contains the following zip codes (which are two

less than they had before reorganization).

19

20
AKRON EAST

44136 Hudson 44202 Aurora
44124 Stow 44155 Mantua
44140 Kent 44166 Ravenna

44142 Streetsboro

Individual maps of the above towns were Obtained from the local
Chamber of Commerce. In addition, the post Office had complete listings of the
streets and roads within each zip code. It was thus possible to plot an average
day’s package volume to each street within a zip code by analyzing all Of the
delivery records from the drivers in the area.

U.P.S. Operations uses time study methods to accurately determine the
length Of time it takes to perform a certain task. When delivering eleven million
packages a day, the time study results are very reliable. For example,
delivering to a residential house generally takes less time than that for a
business, all other things being equal. A residential delivery usually does not
require a signature and thus the time allotted will generally be less. Each
delivery area has its own “on stop allowance” that takes into consideration all
the tasks needed in order to deliver the package. For example, developments
where the houses sit further from the street are allotted more time than houses
with very short sidewalks. The task of package placement is the same for both
types of stOps but the walk distance will vary. From this information, the
number of drivers required to deliver the packages for that day per zip code can
be determined. Time study measurements also reflect the concentration of

deliveries, which will influence vehicle size (highly concentrated areas need

21
larger vehicles) and determine the number of cages in the boxline the sorter

will need to transfer the packages from the slide to the preloader.

Posting Volume to Zip Code

For a fee, the Post Office provides an alphabetical listing of all the streets
along with the address ranges for each street, within each zip code. The
information is more current than any map available. For illustration purposes,
dispatch of the 44202 zip code, one of the seven zip codes in the Akron East
center, will be described in this section.

The town of Aurora is located north of Akron and south east of Cleveland.
This zip code was illustrated because Of the many variables found within it.
These include two amusement parks, (Sea World and Geauga Lake), a factory
outlet store, a manufacturing complex, a very fast developing residential area,
and some rural country side. Discussing the process for the remaining zip codes
within the center would be repetitive, as the methodology used was basically the
same for each zip code.

Lotus 1.2.3. software was used. The spreadsheets provide easy
manipulation Of data. A simple spreadsheet was developed which allowed data
sorting capabilities superior to most widely available software programs. Once
the data was sorted, this information was keyed into the UPS. program that is
integrated throughout the various functions. The UPS. program will not be
elaborated on as it is copyrighted and proprietary. The list Of street names and
number breaks were key entered directly from the purchased post Office listing
mentioned earlier (Table 1). This list serves as the basic building block in the
methodology, from which all addresses within the zip code are covered when
developing the “area trace”. Next to each street, each stop and the number of
packages was tallied. This information was Obtained directly from the driver’s
delivery records. A single day’s records were used. This day had average volume,

22

23

good weather, and minimal diSpatching problems. Using more than one day’s
records would be more accurate but would be more time consuming.

TO determine which day to choose for “average volume”, daily volume was
tallied on a weekly average from January through October. N ovember’s and
December’s package volume did not represent normal or average delivery
patterns due to the holiday season and would heavily skew the mean weekly
delivery volume. The average daily volume for these ten months was 6747
packages. Subtracting 6747 from the weeks’ average daily volume will show
the volume variations throughout the year. Using Lotus graph capabilities these
variations were plotted from the mean as shown in Figure 4. From this
information, the first Tuesday in March delivery records were used as they best
resemble “average volume”.

There are two types Of stops: signature required stOps (businesses) or
driver release stOps (residential). When delivering a package, the driver must
get a signature on the delivery record or he can place the package in a safe
location and leave the customer a notice. All businesses require a signature as
well as any residential areas that have a past record Of a high ratio Of claims per
packages delivered. The reason for separation when tallying will become
apparent later. After totaling all stOps, the driver requirements to deliver all
packages in the area for a single day were estimated. TO minimize the amount
of package shifting between drivers in the morning during the preload
Operation, it is important to have only three or four drivers per loop. If the zip
code contains enough stops for more than four drivers, the area should be split
into two loops or more. This reasoning will become more apparent during the

final dispatching later in the paper.

24

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25
After entering this information and totaling it, this zip code yields 318 stOps:

101 signature required stops, 217 driver release stops, and a total of 756
packages that were to be delivered that day. Knowing that the drivers in the
area average 100 delivery stOps per day, it was estimated that three drivers
would be required to deliver all packages in the zip code.

With the information entered into the spreadsheet, simple Lotus
commands can sort the data. First, the most frequent signature-required roads
are sorted. Once identified, it is evident that the fifteen top ten streets contain
83 Of the total 318 stops in the zip code (Table 2). These stops total 336 packages
or 44% of the packages delivered that day. These streets where the businesses
are located are dotted on the map shown in Figure 5. Each of these stOps
averages 3.5 packages per stop. These streets should be delivered to as soon as
possible in the morning for several reasons. This will empty a large portion of
the package car thus allowing for easier maneuvering within the vehicle. Also
most commercial customers prefer morning delivery so they can replenish stock,
finish work in process, or turn merchandise around for further distribution the
same day. This continues to be increasingly important for J ust-In-Time
philosophies.

Delivering to residential stOps in the morning may leave packages
susceptible to damage from inclement weather for the remainder Of the day, and
to theft, especially if the house is occupied by working couples that do not get
home until later in the day.

To minimize fluctuations with morning delivery times for businesses, it is
desirable to keep delivery paths constant. Each individual driver’s route should

be set up to keep the same morning work on a daily basis regardless Of the total

TOP SIGNATURE STOPS

26

 

 

 

 

SEQ LOW HIGH

1 I I S'I'III'IE'I' NAME IRANUEI RASUEII SIGN-\TUREI RELEASE II PACKAGES II
1 2 .16 :(‘hillicothe Rd South I 519 {ONLY 1: 10 2 :i 1.11
2 I 84 ICIiilIicothe Rd South I l I349X I: 10 I 10 I: .53
3 1.303 :carrield Rd West : 251 {ONLY :: 9 : :: 22
4 £316 :Garfield Rd East. I l I 339 I: 8 2 I: 26
5 I294 IAurora Rd South I l : 999 I: 5 I II 6
6 l 20 :Lena Dr I 1 I 999 II 4 I II I“
7 z 24 :Danner Dr : 1200 i 1500 II 4 I II 13
8 1328 {Aurora Rd North I 800 I 999 :I 4 I II 4
9 1940 :Aurora Huson Rd I 1 I 500 II 4 I II 5
10 I976 IAurora Huson Rd I 501 I 1599 I: 4 I II 7
11 I 4 IChillicoLhe Rd South I 1372 I1799X I: 3 I II 18
12 I 12 IChiIlicothe Rd South I 1250 :1370X :: 3 f I: 10
13 1700 :Bissell Rd South I 1 I 799 I: 2 I 4 I: 1‘1
14 2296 :Garfield Rd West I l I 200 I: 2 I II 10

AI TOTAL ABOVE 15 STOPS TOTAL 72 14 .115

B) TOTAL 1N ENTIRE LOOP 101 217 456

CI PERCENTAGE A/B‘I‘IOO 71 X 42

Table 2: Top signature streets.

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28
amount of packages and stops that are dispatched that day. Shifting of work

between drivers should be done with residential deliveries. These stOps would,
in general, be afternoon work. Most residential stops require delivery of a single
package. To balance work loads, it is easier for the preloader to move one st0p of
one package from one driver to another rather than one stop of three to four
packages. This will be expanded upon later in the study. As shown in Figure 5,
there are only a few streets in Aurora that carry the majority of the businesses.
These streets need to be divided between the three drivers expected to be
delivering in this zip code. After consulting with the drivers, it was determined
where the basic “a.m.” areas covered by each driver would be split.

One driver starts at Aurora Commons shopping center, on Garfield Road
West. He then delivers the business and residential stOps going up Aurora Road
to Seaworld and Geauga Lake Amusement parks. These two stops are fairly
heavy as shown on the spreadsheet. He arrives at these stOps shortly before
noon, after the initial traffic rush of visitors entering the theme parks.

Another driver starts at the Factory Outlet Mall on Chillicothe Rd.
South. He arrives approximately 9:30 am. just as the stores are Opening and
before any crowds or heavy traffic begin to arrive. He then proceeds north
delivering to Chillocothe Road up to the center of town. This gets him off the
busiest road in Aurora by noon.

The third driver starts delivering at the zip code boundary on Chillicothe
Road South and proceeds north to Lena Drive. Lena Drive, Danner Drive, and
Frances D. Kenneth Drive are where most of the heavy industry in Aurora is

located. There is one very heavy shipper called Little Tykes, a children toy

manufacturer that produces large light weight plastic toys. Their large packages

29
fill a good portion of the vehicle. This should be one of the first stops in order to

clear the drivers walkway in his vehicle.

It is evident that all three drivers have one thing in common, they all
wish to go to the heaviest delivery stOps first. This clears out the back of the
vehicle so they can see exactly how many packages are left for the rest of the
day. It provides for easy maneuvering within the back of the vehicle and avoids
damage to the remaining packages. Furthermore, delivering heavy stOps in the
morning allows easier access to dock space and the personnel
to assist the driver when a signature is required. A smart driver will have the
pe0ple at the dock assist in the unloading of his vehicle whenever possible,
thereby increasing his efficiency.

Delivering businesses in the morning will get the driver away from the
heaviest traffic flow before the lunch time rush. Morning deliveries also will be
fairly constant stops on a daily basis as compared with the residential
deliveries.

The next task is how to most efficiently dispatch unpredictable afternoon
work. It is this work that is dispatched to any of the drivers in the zip code
based on total package volume entering that area on a daily basis. This work
must be easily transferred before the drivers leave the building in the morning.
The preloader must be able to make the transfers without first being instructed
to do so by a supervisor. This is commonly referred to as using the “100p

concept”.

Developing the Area Trace

The loop concept takes into consideration a hypothetical situation where
there is a package to be delivered at every possible address within the zip code
on a single day. In addition, it assumes that a single driver will deliver to each
possible address within the 44202 zip code. Finally, it uses a prescribed route to
minimize mileage. This is called an “area trace”. As the area trace deve10ps, a
number is assigned to each street, road,or segment thereof. This is called a
sequence number. Sequence numbers progress through a logical flow within the
loop.The loop layout is usually deve10ped on a trial and error basis. With an
Open mind and the cooperation and input from the drivers, a pattern emerges
and a successful layout is designed.

The initial stages of the area trace evolved by taking into consideration
the business stops. This is the foundation of the zip code layout. The closest road
to the building within the zip code is the first sequence number. On Aurora’s
map, Chillicothe Road South is the first sequence number. From this point, a
line is drawn connecting all business stops as if a single driver was delivering a
single package to every business. The line should be kept as short as possible
coinciding with the required concept of minimizing mileage (Figure 5).

The drivers themselves suggested which businesses each should deliver
to. The starting (3) and finishing (0 points for each driver’s business deliveries
should be marked. The driver who delivers furthest away from the starting
point is called the “A” driver, the next furthest, the “B” driver, and the closest
driver is called the “C” driver (Figure 6).If package volume requires an
additional driver, as there would be during the busy holiday season, he would be
considered the “D” driver. This driver was considered first when developing the

30

31
loop by deciding what area should first be given to this “D” driver when the

volume is heavy. It is not advisable to give this driver business stops, for this
will change the normal business delivery times for the remaining businesses in
the loop. In addition, it is more difficult to deliver business packages as Opposed
to residential packages when the driver does not know the dock or delivery point
required. Therefore, the residential deliveries closest to the starting point
should be the last sequence numbers in the loop and are the first stops the “D”
driver will help deliver when easing the workload for the other three drivers.
This is why it is called a loop. This package volume is what the three bid drivers
in the 44202 zip code will release when volume dictates. This is how the drivers
keep an eight to nine hour dispatch time.

On the Aurora map, the area by Lake Walden and to the east Of Hudson
Road would appear to be the area to release to this “D” driver. However, it
should first be determined how many packages are in this area. All residential
(driver release) volume to each subdivision, development or logical break is
plotted. Figure 7 shows the area near Old Mill Rd contains six stOps, the area
just North of W. Mennonite Rd to contain seventeen stops, and Chatam and
Chelmsford Roads contain twelve stops. These thirty-five stops are Obtained
from delivery records showing average volume. When volume is heavier, there
would be a significant increase in package volume for this area and it would
account for three to four hours Of work. Additional stops could come from the

Walden Lake complex if so desired.

 
 

 

 

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Figure 6: Driver’s start and finishing points for business only.

33
Both the beginning and ending sequence numbers in the area trace have

been established. Several common sense rules for finishing the area trace are

adhered to, as follows:

1. Right hand turns shape the trace. It requires extra time to make left
hand turns cutting across oncoming traffic, as well as taking into
consideration the safety aspect. Making right hand turns gave the
loop a counter clock wise layout.

2. The trace was routed to avoid delays such as school closings, factory
shift changes, or other peculiarities specific to an area.

3. On busy roads, delivery of one side of the road was completed before
turning around once and completing the other side. This prevents
the driver from walking across busy roads, especially if there are
more than two lanes of traffic.

4. The area is to be delivered in quadrants. Defined units for proper
recording are easier to establish.

The general area trace for Aurora is shown in Figure 8. The drivers input
is used to trace each area. Each street was assigned a number as the drivers
progressed through the zip code. This number was posted on the alphabetical
listing of street names. This procedure was continued through the entire zip
code. Any streets that had been skipped did not have a number in the first
column, and therefore were assigned one.

Once all streets had been assigned a temporary number, the sort
capabilities of the Lotus program were used to rearrange the streets by the
numerical flow (Table 4). This completed the area trace.

The trace's numeric flow, i.e., 1,2,3. . . will be permanent until the next
reorganization. Changing these numbers would confuse the preloaders.

However, growth must be planned for, and as new streets are built they must

 

Number of residential stops in each development.

Figure 7: Map - Residence stops.

 

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36
be included in the area trace. Inserting gaps between these sequence numbers

allowed for such growth without changing all the subsequent sequence
numbers. Any new streets can then be easily added.

The loop is divided into units. Units are required to increase the
communication between the driver and the tracing and claims departments.
Without these units a person would have to search through the entire 7 56
packages on the driver’s delivery records to locate a package being sent to
Aurora on a single day. Before a claim is paid for a lost package, the delivery
records are visually scanned one day before the expected delivery day and ten
days following that day. Without dividing the loop into units, this would require
scanning over nine thousand packages on the delivery records. Dividing the loop
into six to eight units would reduce the number of packages to be scanned to
eleven to fifteen hundred. Aurora’s package volume dictated the need for six
units. Unit nomenclature is standard across the country within U.P.S. Odd
numbers signify morning work, and even numbers signify afternoon work.
Under ideal conditions, the “C” driver will have units one and two, the “B”
driver will have units three and four, and the “A” driver will have units five and
six. The first three digits of the zip code (442) are common to all the zip codes in
the area. The last two digits become more specific to each area. We used these
two digits to name the new loops within the center. For example, the 44236 zip
code was called the 3600 loop and the 44224 zip code was called the 2400 100p.
The units are caled 2001, 2003, 2005, 2006, 2004, and 2002.

The map of Aurora was geographically subdivided to reflect the unit
numbers. This was done on a trial and error basis. Using the area trace

to follow the map usually provides logical geographical breaks where unit

37

 

 

 

 

 

 

 

 

 

 

TABLE4
sncNATURE RELEASE

UNrr :: STOPS STOPS : PACKAGES H

- 2003 n 31 --_ 67 : 287—“
— 2005 n “_37 __ 12 : __ 168 fi
”3663-5 —————— ‘3 63 : 32
3004 ll -——— 4 39 : 67 ii
"ma-5557: 9 32 : 55
“TOTAL :: 101 217 : "£87;

ZIP CODE 44202

Table 4: Unit volume

38

AUROIA

LAIS

 

Aurora

Zip Code 44202

Figure 9: Final map including units.

39
numbers can be inserted. This allows the regular driver as well as any

substitute drivers to record the packages in the proper unit by simply looking at
the map. The 2000100p map is shown in Figure 9.

The unit numbers are inserted in the Delivery Order Listing (DOL)
spreadsheet in the column before the sequence number. Unit package volume
and delivery stops are totaled (Table 4). The odd numbered units contained the
majority of signature stops while the even numbered units contained more

release stops.

Dispatching

Controlling the dispatch provides the framework for an organized and
uniform method of Operational changes based on the daily fluctuations in
package volume. Each local area has certain peculiarities and conditions that
must be recognized. Each driver also has certain abilities and specific personal
needs that will vary on a daily basis. Finally, the Company has the right to be
flexible in order to remain competitive by offering new services and continuing
to provide profit for it’s shareholders. The dispatching system using the area
trace is basically a commitment on everyone’s part to develop a realistic and
workable system in the face of the numerous changes in the delivery Operation.
These commitments also imply accoutability. U.P.S.’ commitment to the timely,
dependable pickup and delivery of small packages is the basis for its growth.
When the U.P.S. sales force tells a customer that a package will take so many
days to deliver, there must be a total commitment within all functions to
provide for this. If package volume is high, such as is exhibited during the
Christmas holiday season, the timeliness of delivery must remain the same as
that in the summer months when volume does not fill up the tractor trailers.
Dispatching using the developed area trace provide flexibility while insuring
accountability.

Every hourly person involved in the actual physical movement of
packages is a member of the International Brotherhood of Teamsters.
Bargaining procedures throughout the history of U.P.S. and the Teamsters have
created certain guidelines outlined in the contract that provides individual
security yet gives the company the flexibility it needs to run the business.

One of the driver’s rights is a guaranteed eight hours of pay. The driver

40

gets paid for at least eight hours or the entire time he is on the clock whichever
is greater. In addition, if the driver completes dispatched work in less time, he
will still get paid for that entire dispatched number of hours. For example, if a
driver completes a nine hour dispatched day in seven hours, he will still receive
nine hours pay. One hour of the day’s pay would be overtime which is considered
“time and one half". If he is dispatched a seven hour day and completes it in
seven hours, he will be paid his guaranteed eight hours. Finally, if a driver is
dispatched for a nine hour day and completes it in ten hours he would get ten
hours pay with two hours overtime pay. However, this driver would be
considered “overallowed”, or in other words, he worked an hour longer than he
should have. “Overallow” and “underallow” are based on actual time to plan
time. These overallowed hours are excess cost, the bottom line in monitoring the
efficiency of an individual, a supervisor, and an operating center such as Akron
East.

Controlling the dispatch will enable the center to efficiently put the
desired amount of work to a driver in a manner that will best serve the
customer while minimizing excess cost.

Package volume during the course of the year varies on a daily basis. As
seen in Figure 10 the ten month low of six thousand packages around the
Fourth of July is almost one third less packages than are delivered in late
October. Obviously, staffing the operation for Octobers’ requirements
would result in excess cost during the slow periods in the summer months.
Staffing only for summer months would mean increasing the work day an
additional 30% for each driver during October. Some drivers would like to work
this much overtime but the majority of drivers would like their work day

41

42
dispatched as close to eight hours as possible on a consistent basis. On the other

hand, the company would like to dispatch the driver with a minimum of eight
and one half hours providing a half hour margin from the guaranteed eight hour
day required by the Union. Dispatching less than an eight hour day always
results in excess cost. With this in mind, each center’s management team must
decide on the number of drivers to put on the payroll. Drivers can be laid off on
a daily basis if the package volume warrants it. These drivers would have the
least seniority. Over staffing the center is not only abusive to the least senior
drivers but is costly to the company since full benefits are still being paid to the
laid off drivers.

Staffing for the Akron East center is based on a daily volume of seven
thousand packages. This is higher than the actual average of 6747 packages a
day. Most vacation time is taken during the summer months and it is desirable
to have extra drivers to compensate for those on vacation. Akron East employs
thirty-seven drivers.

As mentioned earlier, Aurora’s zip code averages 7 56 packages to be
delivered on a daily basis. This package volume warrants approximately three
drivers.

In addition to delivering packages, the driver also has a “pickup”
schedule. The pickup stops that a driver is responsible for will require
additional time that is fairly constant. The variables of the pickup route are
minimal compared to that of the delivery route. The stops are known and a
routine is easily established since the travel path is well laid out. The pickup
portion of the day is from 3:00 to 5:00 and the length of time it takes to complete

the pickup from shippers varies only plus or minus fifteen minutes. This

'I‘olal Packages for Daily Delivery

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Figure 10: Daily package volume, January through October.

 

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44
provides the customer the opportunity to make their Operational plans coincide

with U.P.S. pickup times. The customer can then plan a deadline for order
acceptance and fulfillment of that order to meet their customer’s needs by
utilizing U.P.S.’s time-in-transit Options. Varying the planned day Of a driver by
changing the pickup accounts on a daily basis is unacceptable. Since making
public the accounts in Aurora and how they are routed may prove valuable for
competitors, I must limit the scope Of this paper to the delivery portion Of the

planned day.

“A” Driver

The first driver in each loop to be dispatched is the driver that is the
farthest away from the center. This is the “A" driver. His morning deliveries
start at sequence number 280 and proceeds through sequence number 384
where there are 168 packages to be delivered in 49 stOps.He is at the furthest
point within the zip code and ready tO start the afternoon portion Of his day. By
this time most all Of the business stops are completed and the remainder of the
day will be residential deliveries followed by his pickup route. Following the
progression Of the loop’s area trace, he continues delivering to stOps in the
northern portion Of the zip code. The route will take him closer to the center’s
building from this point on. Counting the stOps posted from the Delivery Order
Listing he will have 116 stops and 250 packages to deliver. Considering the total
mileage and stOps previous to reorganization, this should provide the driver
with an eight and one half hour planned day. However, this driver
prefers the overtime pay and so would like more planned time. This was
accomplished by extending his day to deliver to a few stops in the 2004 unit.
This gives him a total of 264 packages to deliver.

When package volume increases, he will not be able to extend his
delivery area as far south as initially planned. A nine hour planned day may
require only the stOps up until sequence number 568 which is Nautilus Trail.
During the summer months when package volume is low, he may have to
deliver up to higher sequence numbers in order to maintain a nine hour planned
dispatch. If a substitute driver is running the route, the delivery load can be
lightened by easing back on the last sequence numbers dispatched. This will
give that substitute driver more time to deliver the packages due to lack Of area

knowledge as compared to the regular driver.
45

“B” Driver

Once the “A” driver has the desired amount Of stOps and packages
dispatched, the start Of the residential deliveries the “B” driver is dispatched
with is fixed. The morning deliveries have already been assigned. Counting the
stops Off the Delivery Order Listing show that the “B” driver’s morning
deliveries start at Aurora Farms Factory Outlet and continue until the “A”
driver’s morning delivery begins. This contains sequence numbers 40 to 246.
There are 287 packages and 98 stOps. This is a heavier a.m. load than the “A”
driver. Therefore his p.m. load should be lighter in comparison. His p.m.
delivery starts at the sequence number where the “A” driver leaves Off and will
change on a daily basis dependent on the “A” drivers dispatch. On heavier
package volume days, he will start delivering his p.m. packages farther North.
The morning deliveries consistently end near the Route 82 and Route 43
intersection. Mileage from this point to anywhere the “A” driver stops delivering
should not exceed much over a mile. It is desirable tO have the morning area
trace finish near such an “add-pull” area in the p.m. portion Of the loop.This will
minimize mileage between delivery stops. The “add-pull” areas are adjustment
stOps that are directly adjacent to the next driver’s area.This area can be
dispatched to either driver at the preloader’s discretion. If package volume
warrants package shifting beyond this “add-pull” sequence number range, the
preloader will need to contact the supervisor for advise in doing so. The “B”
driver has two Of these “add-pull” ranges. He shares with the “A” driver the

front side Of his p.m. work and at the tail end Of his p.m. work, the delivery area

is shared with the “C” driver.

“C” Driver

The “C” driver is dispatched much like the “B” driver. When both the “A”
driver and “B” driver are set with the desired planned work day, the “C” driver
delivers the remaining package volume left in the zip code. If the package
volume is still too much for the three drivers, the excess work can be dispatched
to any other “C” driver in the center. If the volume does not warrant three
drivers, the “C” driver will be dispatched with remaining package volume in
another loop or zip code. The morning deliveries in the southern portion Of the
lOOps contain packages with considerable weight. Presently, there is no
consideration within U.P.S. time studies to allow more time for heavier
packages. Therefore, the twenty stOps with the 97 packages that the “C” driver
delivers in the morning may seem less difficult than the other two drivers’
morning deliveries but these 97 packages are just as time consuming to deliver
in comparison. The p.m. portion Of the day starts at the last sequence number Of
the “B” driver which is sequence number 820. He proceeds through the 100p and
finishes at the last sequence number, 980. On an average day Of 6747 packages
arriving at the center there will not be enough packages in Aurora’s zip code to
efficiently dispatch three drivers. From the day of posted delivery volume, the
“C” driver had 79 stops and 174 packages.

The “C” driver should not have any assigned pickup stops within Aurora.
This would require the extra deliery stops tO be in close vicinity in order tO
return to make these pickup stops. It is best if the “C” driver delivers all day. He
can call the center and make any pickups that requires an additional pickup
stop after the initial driver has already stopped. This is especially needed for

large shippers who frequently give U.P.S. enough packages to fill a vehicle. The
47

43
“C” driver or the lowest driver in the lOOp requires the most flexibility and

giving him a pickup route would limit his responsiveness.

The packages the “C” driver will get to fill out the day depends upon the
volume Of the nearby zip codes. It is the supervisor’s job to determine where
these packages will come from in the case Of low volume. In contrast, the excess
packages in Aurora will require a driver in another zip code to deliver them. The

supervisor needs to make these decisions at the end Of the preload shift before

drivers leave the building. Figure 11 illustrates how the areas may tie together.

49

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

189 loop 289 lggp 399 100p 433 loop
p.m. a.m. p.m. an. P.I. a.m. p.m. a m
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888 loop 798 loop 683 loop 588 loop

Figure 1 1: Dispatching extra stops between adjacent loops.

 

 

 

 

 

 

 

 

 

49

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

188 loop 388 loop 488 loc-
p.m. a. p.m. a.m p.m. a.m
F' a a H
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mm. p.m. am. p.m. a.m. p.m. a.m. p...
888 loop 788 loop 688 loop 588 loop

Figure 1 1: Dispatching extra stops between adjacent loops.

Training

The preloader dispatches the drivers on a daily basis. The supervisor will
give the projected package volume estimates in a preOperation meeting. The
preloader then estimates what sequence numbers the “A” and “B” drivers will
conclude their p.m. deliveries. During the preload Operation, if the preloader
determines either Of these drivers package volume needs adjusting, he can
automatically change the beginning or ending sequence numbers as long as the
numbers are in the “add-pull” range.

The packages are loaded in the vehicle in a “stop-for-stop” order. There
are two shelves on each side of the package car. These shelves are divided into
sections (Figure 12). Section one is delivered first. Sections two through four are
delivered next. When all the packages in these four sections have been
delivered, the driver will pull sections five through eight to the front Of the
vehicle. This method Of package placement on the shelves shortens the walk
distance from the driver’s seat to the package and after picking the package up
the walk distance exiting the vehicle. The floor is used only for large packages
that would not fit on the shelf or for delivery stops containing many packages
that are removed from the rear Of the vehicle.

The “A” driver will deliver an average Of 264 packages daily. Sea World
Amusement Park has 43 of these packages and Geauga Lake Amusement Park
has another 15 packages. These packages are placed on the rear end Of the
vehicle by the back overhead door. This allows easy access for removal when
backing up tO a dock. The remaining 206 packages are distributed on the
shelves. Logical sequence number breaks are used to separate the packages by
keeping subdivisions on the same shelf so a driver can remain confident that

50

51

 

 

 

 

 

 

 

 

 

 

 

 

 

Shelf sections of package car.

Figure 12

52
all the deliveries for that area are completed. This will minimize back tracking

in case a package is misplaced.

The “B” and “C” drivers’ shelves are arranged SO packages are accessible
for rear door and dock deliveries. Packages for residential deliveries are loaded
on the front shelves.

The Delivery Order Listing was sorted by package volume, signature and
residential stops. Table 5 was used to help the preloader memorize sequence
numbers. This table, a copy Of the car load diagrams (Figure 13), the delivery
order listing, and an alphabetical street listing (Table 6) was given tO the
preloader at least one week before implementation began. Sufficient time was
allowed after sort time for study Of the changes.

Loop implementation progressed at the rate Of one zip code every three
weeks. This required a continuing process Of training. Changes to the delivery
Order listing after implementation were expected, and keeping the preloader
informed during this process was critical. Most changes tO the Delivery Order
Listing and car load diagrams were finalized two weeks after lOOp
implementation. When the loop was completed, a second preloader was cross

trained in the zip code, providing coverage for vacations. (Tables 7, 8, and 9)

IS)
2‘.)

Zti

------- -----—--_-------_--—------—--_ -—----_-—-—---_-- -
; a s

H)

Slla’l- Pl \k‘ll‘.‘

l'liillii‘nlhi' Hrl Houlll
('lilllu'ollw Rd boulli
"lullivmhe- Rd Swill!
l‘l‘fllli‘lfi kenneth Dr
lmnzi Dr

banner Dr
('hillii‘otlie Rd South
(‘hillic'othe Rd South
l'lmmhel'laill Rd
Winchell Rd
Edwards Lane
Circle-wood In-
hiza'leslon Rd
(iarl‘it-ld Rd l-‘usl
l'innm‘i' 'l‘i'ml lV-‘sl
Aurora Rd South
Garfield Rd heal.
(kn-field Rd West
Garfield Rd East
Chnhcothe Rd North
Aurora Rd North
SEA WORLD PARK
iiFIllAiiA LAKF‘. PARK
Llovd lid

Rpurilln 'l’i'nil
Siii'l'sidv Cil't'li‘
Risqpll Rd South
Chatam llr
Chelmsford Dr
Uree-nhriar l)r
qurora IHISOH in!
Aurora Huson Rd

53

Ill-\I‘JIME H l'lll- FlH

l.()\~

”lull

in not: is wow:

~---—-—---—- -——-----_---—-—---_- --u-—---—-------—-----—--

1200
549

l

l 1 Hi
1
9900
500
l
340

l

l

l

251

l

l
800

1 100

800
2mm
1000

1
Sol

I'H'I'AI. .IN AHUVI-I .lZ S'l’Rl-Zl'I'IS
'l'Ul‘Al. lN l-fN'l'lh’E LUOP

l’l-Il\’l'l'fl\ | Al Gl-I ‘\/ll* l ”U

HNIA
l.l F()\
999
999
li-llX)
UM."
(H9\
ON I.)
3299
lUU99
999
lU99
#499
IS?)
999
2”“
ON I .\
.llm
1099
999
“00

1299
Iowa
3999
799
499
law
3149
500
1599

Sli’iVA l‘l'h'l‘jl

.l:
l!
3’
ll
l

U|——

x251;

----_-—-—----—-—----_-------—-—--—-—---—------—-~—

O.

4
-l
rm
[01
HR

32 ABOVE Sl-TQI EINl‘E NUMBERS ,/ 2-l5 'l'll’l -\l. SFQI'EN‘CF

Table 5: Sequence number training.

213:“;-

Slice—.—

Ti;
21?
.123 '31.

‘v’ L'MHERS

lLl

RHJ.‘ \Sl': ff l‘\| la-Uil-fS

—-_——-—————_-_--—---——.—-———-————-——-—-——-—---—---—-———-——————_———-—--—--——-_-————-———
__.-_ -.___ .——_..--——_--———_-————————-——--_———-—--—————-—————_—.—--—---..-_—---—_—_————-——

“i “Q,"— ‘l :41"..-

~IUIUi 3:

 

3l6

Shelue

3

 

316

 

 

"all

Driuer

l_()aacj I) iii!9!“£3tn

 

328
Shelve

4

 

384

 

 

 

388

Shelue

2

 

 

 

516

7

 

636

3l2

288

Shelve

l

 

 

296

 

 

 

 

 

 

648

Shelve

8
788

 

 

 

 

452

Shelve

6

 

 

5l2

388

Shelve

5

 

 

448

 

 

 

 

[r

ear door left
Geauga Lake Pa

 

 

I48

Shelue

232

 

«l

 

rear door right,
Sea Hbrld Park

 

Driver

l_caalc5 [3 ii!!3t“iitfl

 

 

 

236

Shelve

4
276

 

 

 

 

 

 

48‘

Shelue

7
48

Sheloe

2

 

Shelve

l
84

 

 

 

144

 

 

 

 

rear door left
aurora Farms

48

Shelve

8
4a

 

 

 

 

 

 

Figure 13: Car load diagrams.

48

Shelve

6
4a

 

784

She l we

5
816

 

 

 

 

 

J

rear door right
aurora Farms

 

 

 

 

I. U"

U!" I oer

l—‘35'C5 [3 i53538“i3mn

 

 

 

 

 

 

 

 

896

Shelue

2
928

 

828

She l we

I
892

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Shelfzsizz E:)(1lf~£!
E; Shelue
4
988
20 12
Shfifve Shelve
16 ‘3
4
[rear door le#f l
8 only

 

Figure 13: Continued.

32

Shelve

6
24

 

Extra

Shelue

5

 

 

 

 

 

8 only

rear door right]

 

 

 

56

SEQUENCE NUMBERS AND PACKAGE TOTALS PER VEHICLE SHELF

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

"A" DRIVER "B" DRIVER 'c" DRIVER

VFHH‘IE SEQUENCE it TOTAL SEQUENCE ll TOTAL SEQUENCE at TOTAL

SHELVES :: RANGE : PACKAGES” RANGE : PACEAGESH RANGE : PACKAGEsz:
3::3T:33;:-===2=8:0=-=—=2:9:6:===:=:=:3==30‘;=:===8:0:::8=4====::=======;:=:=:===-820-:-89-2"-: ________ 2;]-
---- 2 :2 300--312 : 22 H 88—-144 : 34 H 896--928 : 27 fl
--‘—-—3 H 316 : ---_-26 3 148--232 l 51 H 932--980 I 28 H
---- 4 i: 320--384 : 32 :: 236--276 : 37 :: EXTRA : KATE—ll—
——--—-6 ----- :l 388-—448 : 21 3 704--816 : 31 3: EXTTLA 2 XXX R-
------ 6--- :: 452—-512 : --_-—-20 l: 40 --- I 30 2: 24--32 ! 17 R—
--- 7 H 516--636 1 38 H 40“. i 30 H 16--20 : 27 H
------ E"- :: -- 640--700 : “ii :: 4o : 30 :: MAE-“Tun“???
REAR-POOR R:: SEAWORLD 344: -407: 40 '- 20 :: 8 ONLY : "-1.21:-
REAR D8OR LH GEAUGA LK 368: —_l5:l 40 : 21:! 8 ONLY : 13 3
"WEEK"? """""""" f """ £53181:

PACKAGES

Table 7: Sequence number location with average volume.

57

SEQUENCE t SHlFTlNG WHEN TOTAL PACKAGE VOLUME IS LESS THAN AVERAGE

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

"A" DRIVER "B" DRIVER r." DRIVER
VEHICLE SEQUENCE} : TOTAL SEQUENCE a: TOTAL SEQL'ENc-E 6 TOTAL
SHELVES :: RANGE : PAGEAGESE RANGE : PACKAGESI: RANGE : PAPEAGESE
333:3:===i===-.2;3.()::.2;_(5.--_:_-_- 36 :: 80::8:-“:—----.::::::::=-=-;=22=(:i:3:92===l====“322:8:
2 :: 300--312 : 22 :: 88--l44 : 34 :: 896--928 : 27 ::-
3 :: 316 : 26 :: 148--232 : 51 :: 932--980 : 28?:-
4 :: 320--384 : 32 :: 236—-276 : 37 :: EXTRA : xxx ::
5 ;; age--448 : '------------704--816(E?---i 31 ll EXTRA l xxx ii
6 :: 452--512 : 20 :: 4o :7, 30 :: 24--32 : 17 ::
7 :: 516--636 : 38 :: 4o : 30 :: 16--20 : 27 ::
8 :: 640--700¢§§-w 17 :: 4o : 3o :: 4--12 : 28 ::-
REAR DOOR R:: SEAwORLD 3447 43 :: 4o : 20 :: 8 ONLY : 127:-
REAR DOOR L:: GEAUGA L1: 368: 15 :: 40 : 21 :: 8 ONLY : 13 ::-

 

Table 8: Package shifting when package volume is low.

58

SEQUENCE #SHHFTWNG WHEN TOTAL PACKAGE VOLUME HSPUGHER THAN AVERAGE

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

"A” DRIVER "B" DRIVER "C" DRIVER
VEHICLE SEQUENCE A TOTAL SEQUENCE # TOTAL SEQUENCE # TOTAL
SHELVES :: RANGE : PACKAGESH RANGE : PACKAGES” RANGE : PACKAGEs::
anal-""71? 280--296 : 3o :: 80-—84 : 1'-----::3:820--892 : — E23:
2 :: 300--312 : 22 :: 88--144 : 34 :: 896--928 : 27 ::
3 :: 316 : 26 :: 148--232 : 51 :: 932--980 : 38.1.:-
4 :: 320--384 : 32 :: 236--276 : 37 :: EXTRA : xxx ::
:: 388_-448 : “nutty.704--815.......1I 31 :: EXTRA : xxx ::
S :: 452--512 : 20 :: 40 : 30 :: 24--32 : 17?:—
-_-__-; ------ :: 516--636 : 38 z: 40 : 30 :: l6--20 : 27 __
------ S :: 640--700-------41 17 :: 4o : 30 :: 4--12 : 28 ::
REAR DOOR R:: SEAwORLD 344: 43 :: 40 : 20 :: 8 ONLY : 12 ::
15 :: ~10 : 21 1: 8 ONLY : 13 ::

REAR DOOR l: GEAUGA LK 368:

 

Table 9: Package shifting when package volume is high.

CHAPTER 3: CONCLUSION

The United Parcel Service distribution center of Akron, Ohio was
reorganized in an effort to increase production efficiencies and reduce customer
claims. The zip code encompassing the town of Aurora, Ohio was used to
illustrate how an area trace is developed. This area trace will be used as a
dispatching tool for the various supervisors that will manage the center for the
next ten years. Dispatching using zip code boundaries rather than
geographical boundaries provides the stability required in preload operations
while offering long term flexibility involved in new facility projections.
Transportation economies may be sacrificed using zip code boundaries.
However, reducing claims by minimizing package handling coupled with easier
package tracing should offset any costs associated with dispatching by zip code.

“Overallowed” hours are considered excess cost within the operating
center. Before reorganizing, Akron East was averaging .55 overallowed hours
per driver on a daily basis. One month after the completion of the organization
the overallowed hours decreased to .42 hours per driver. This .13 hour difference
times the hourly rate of $16.7 8 accounts for a savings of $2.18 per driver each
day. Extrapolating this savings for 28 drivers over a one year period amounts to
$15,880.

One year after reorganization, the center is averaging .09 overallowed
hours. This .48 hours difference extrapolates to a savings of. $58,636 per year.
A change in management personnel within this year may have played a part in
reducing the excess hours. However, the new management found the use of the
charts and diagrams essential when making the transition into the center.

Even though these tangible benefits were realized, other intangible
59

60
benefits were obtained. Perhaps the most important benefit was the ability to

better service business customers. The drivers that had exclusively residential
deliveries acquired business deliveries from the drivers who did not have any
residential deliveries. This allows for most business stOps to be delivered before
noon. This provides those businesses who Operate within time constraints to
turn merchandise around for shipping the same day. This is important for just-
in-time philOSOphies and inventory reduction.

The preload management enjoyed another intangible benefit: easier cross
training thus minimizing job specialties. Before reorganization, the sorters were
Skilled employees who were required to know all individual streets within the
Akron area. Using zip codes to sort requires less reading of the address and
allows for less skilled peOple to fill this position, contributing to higher
production rates. Sorting by zip code decreases the likelihood of a “missorted”
package, i.e., one that is not placed in the right color cage within the boxline or
in the prOper delivery vehicle. This minimizes handling, which decreases the
chance of product damage.

Finally, the driver’s confidence in the preloader’s ability to properly place
the package for delivery in the vehicle increased. The driver will not need tO
search through his package car in the morning looking for those miSplaced
packages that will require backtracking to deliver. Substitute drivers can follow
the package flow in the vehicle in determining which delivery stOp is next.
Proper recording of packages in the unit that the tracing department will be
searching, upon shipper’s request, will reduce claims.

Use of the “loop concept” of dispatching is not limited to small package

delivery. Any business that experiences rapid volume fluctuations and requires

61
dispatching of personnel on a daily basis can use this methodology. It can be

applied to a sales force or the dispatching of a service fleet. The principle is not

restricted to zip codes but can include territories such as metrOpOlitan areas,

counties, or states.

APPENDICES

62

ZIP CODE 44202
DELIVER STOPS

LOW IHGH

: STREET NAME :RANGE:RANGE:: SIGNATURE: RELEASE PACKAGES ::

 

 

500
500
600
10100
1

1
600
900
1
7000
1

1
3300
1

1
2600
300

999
699
799
10299
599
10000
799
1299
1599
7399
1099
999
3499
999
999
2900
499
699
9999
399

:Acadia Point : :
:Acadia Point East 1 :
{Acadia Point West : :
:Ancorage Cove 1 :
:Antler Point : :
:Appoloosa Run : :
:Arbor Way Dr : :
:Aurora Hill Dr : :
:Aurora Huson Rd : :
:Aurora Rd : :
:Aurora Rd North : 1
:Aurora Rd South : :
:Beaver Trafl : 1
:Beech Ct : :
:Ben Shaw Rd : :
{Benning Dr 1 l
:Bent Tree : :
:BentCreek Oval : :
:Birch Bark Dr : :
{Bissell Rd North : :
:Bissell Rd South : : 799
:Bounty Rd : l 699
:Bramble Ln : 400 : 499
:Brandon Circle : l 999
:Brewster Rd : :19999
:Briarcliff Dr : : 799
: Brookfield Rd : : 19999
:Brice Ave : l 1299
:Buck Crossing : 5 599
3 California St : 1 10699
:Cambridge Dr : i 399
:Carriage Square 1 : 99
{Cascade Ct : l
: Castaway Cove 1 3
:Cedarlfidge : :
:Chamberlain Rd : 3
: Chandler Dr : :
:Chandler Lane 1 :
:Chandler Path : :
:Chatam Dr : l
:Chelmsford Dr 1 :
:Cherrypark Oval 1 l
{Chillicothe Rd North : :
:Chillicothe Rd South : {
:Chillicothe Rd South 54 :

19200
10999
499
11443
499
899
499
499
499
9999
1099
1799
549

._-------------------------------------- .--------------------------—-----—---
.-----------------------------------------------------------------------------------
--------------------------------------------------------------------------
.—--——------------_———-—-—----—-_--—-—-—----—--—---—-—---—--——----—----——------————
.-----------—---------------------_---------------¢.-—----------------—--—-_-

Table 1: Alphabtical listing of Aurora's streets.

{ STREET NAME
{Circlewood Dr
{Claridge Lane

{ Clipper Cove
{Club House Drive
{Cobblestone Rd
{Cochran Rd

{ Colony Dr

{Commodore Cove East
{Commodore Cove West

{Concord Downs Ln
{Concord Downs Path
{Connecticut St
{Crackle Rd
{Creekside Dr
{Cross Creek Ln
{Crows Nest Cove
{Danner Dr
{Deep Woods Dr
{Deer Island Dr
{Deer Path

{Deer Run

{ Delaware Trail

{ Depot Dr
{Devorah Dr
{Dogwood Trail
{Dolphin Dr
{Dora Lane

{ Driftwood Cove

{ East Blvd

{ Edwards Lane
{Eggleston Rd

{ Eldridge Rd

{ Elizabeth Dr

{ Ensign Cove

{ Fairington Dr
{Fairington Lane
{ Fairington Oval

{ Fairview Dr

{ Florida St

{Fox Run Trail
{Francis Kenneth Dr
{Garfield Rd East
{Garfield Rd West
{Georgia St

{Glen Eden Dr

Table 1: Continued.

63

ZIP CODE 44202
DELIVER STOPS

LOW HIGH
{ RANGE{ RANGE{{ SIGNATURE:

: 500 : 999 u :
: 600 : 799 H :
:10100 :10399 n :
: 1 : 9999 u :
: 1 : 699 :: :
: 1 : 600 :: :
: 800 : 1099 n :
: 3700 : 3899 n :
: 3700 : 3899 n :
: 300 : 599 u :
: 300 : 599 u :
:10400 {10699 n :
: 1 :10099 n :
: 400 : 799 n :
: 500 : 599 u :
: 9900 :10299 n :
: 1200 : 1500 u :
: 1 : 89.9 :: :
: 1 : 599 :: :
: 1 : 599 :: :
: 1 : 599 :: :
: 1 : 599 :: :
: 1 : 9999 u :
: 1 : 299 :: :
: 100 : 299 n :
: 1 : 9999 u :
: 600 : 999 u :
: 9900 :10099 n :
l 1 l 3899 {l l
: 9900 :10099 n :
1 1 3 1099 ll {
l 1 l 499 H :
{18800 :19999 n :
: 3400 : 3499 n :
: 600 : 799 n :
: 600 : 1399 n :
: 600 : 899 u :
: 600 : 1099 n :
:10400 {10699 n :
: 1 : 599 H :
: 1 : 999 n :
: 1 : 3090 u :
: 1 : 1299 n :
:10400 {10699 n :
: 600 : 799 u :

RELEASE

PACKAGES H

64

ZIP CODE 44202
DELIVER STOPS

LOW HIGH
{ STREET NAME 1RANGE1RANGE11 SIGNATURE1 RELEASE

PACKAGES 1

 

{Glenview Dr 1 1 1 599 11 1 11
1Glenwood Blvd 1 3300 110599 11 1 {1
{Greenbriar Dr 1 1 1 399 {1 1 {1
{Hampton Circle 1 1 1 9999 {1 1 {1
{Hanes Lane 1 1 1 199 11 1 11
{Harmon Rd 1 1 1 299 {1 1 {1
{Hawthorn Dr 1 100 1 499 11 1 11
{Heather Lane 1 400 1 499 {1 1 {1
1Hedgecliff Dr 1 100 1 299 11 1 11
{Heritage Rd 1 300 1 499 {1 1 11
{Hideaway Cove { 9900 110999 11 1 11
111111 Dr 1 300 1 499 11 1 11
{Honeysuckle Path { 300 1 499 11 { 11
{Hurd Rd 1 1 1 299 11 1 11
1Illinois St 1 10400 110699 11 1 11
1Inlet Point 1 10000 1 10699 11 1 11
{Ironwood Circle 1 1 1 9999 {1 1 11
{Jackson Dr 1 200 1 599 11 1 11
{Kimberly Dr { 400 1 699 {1 1 11
{Knollwood Dr 1 300 1 499 11 1 11
{Lake Ave 1 900 1 3699 11 1 11
{Laural Circle 1 200 1 299 11 1 11
{Lena Dr 1 1 1 999 {1 1 {1
{Lloyd Rd 1 800 1 1299 11 1 11
{Lori Ln 1 7700 1 7899 11 1 11
{Loris Ave 1 11000 1 11399 11 1 11
{Maple St 1 1 1 99 11 1 11
{Martin Lane 1 400 1 899 {1 1 11
1Maryland Ave 1 10400 1 10699 11 1 11
1McRoberts 1 600 1 899 11 1 11
{Meadowview 1 400 1 499 11 1 11
{Mennonite Rd East 1 1 1 1299 11 1 11
{Mennonite Rd West 1 1 1 299 11 1 11
1Michigan Ave 1 800 1 1199 11 1 11
{Mill Pond Rd 1 l 1 499 11 1 11
1Mohawk Trail 1 1 1 599 11 1 11
{Moneta Ave 1 800 1 1299 11 1 11
{Munn Rd 1 18900 1 19199 11 1 11
{Mustang Pass 1 800 1 899 11 1 11
{Nautilus Trail 1 500 1 3899 11 1 11
{New Hudson Rd 1 1 1 499 11 1 11
{Nicola Dr 1 400 { 1299 11 1 11
1North Pine Dr 1 1 1 9899 11 1 11
108k Hollow Dr 1 300 1 599 11 1 11
101110 Ave 1 800 1 1199 11 1 11
{Old Barn Dr 1 900 {10099 11 1 11

Table 1: Continued.

-----‘-------—-—------- —--- -----‘-----_---- .——--------——-—-——--—---—------——----—-—

-----.-.—------------‘C-----------------------------------------------.M.--

65

ZIP CODE 44202
DELIVER STOPS

LOW HIGH
1 STREET NAME {RANGE1RANGE11 SIGNATURE1 RELEASE

1 Old Mill Rd
{Orchard Ave
{Outriggers Cove
{Overlook Dr
{Oxford Dr

{Page Rd

{ Palomino Trail
{Park Dr North
{Park Dr South
{Parker Rd

1 Parkview Dr
{Parkview Dr South
{Pebble Beach Cove
1 Pennsylvania St
{Pioneer Trail East
{Pioneer Trail West
1 Pirates Cove

1 Pirates Trail
{Pond Run

{Red Fawn Path
{Regatta Trail 9800 10299
1 Ridgeway Dr 400 999

: :
= z
1 :
1 1
: :
s a
z a
: :
: :
: :
: :
1 1
1 1
1 1
I I
1 1
I I
1 1
I I
{Riley Rd 1 100 1 1399
I I
1 1
I I
1 1
1 1
1 1
I I
1 1
1 1
E E
1 1
= a
1 :

PACKAGES 11

 

700
800
9900
300
200
500
300

1

1
400
1
400
9800
800
1

1

1
9900
300

1099
1299
10999
699
299
999
599
399
399
1099
399
999
10099
1199
3099
699
9999
10999
699
599

{Riverside Dr 5900 8100
{Robinwood Dr 400 899
{Russett Woods Ct 500 999
{Russett Woods Ln 500 999
{Sea Bay Cove 3600 3799
{Sea World Dr 900 1099
{Sea World Park 1100 1100
1 Seneca Dr 599
{Shagbark Rd 9999
1 Shawnee Trail 299
{Sherwood Dr 899
{Skipper Cove 3799
{Smugglers Cove 10399
{South Pine Ct 9999
{Spinnaker Run 10599
1State Rt 82 3090
1 Sue Ct 1399
{Summitt Rd 18999
1 Surfside Circle 3999
{Surfside Circle North 10299
{Timberlane Dr 199
{Town Line Rd 799

.---—-—-———---—-_-—---—-—-—-———-----—-—-—-—------—-—-—-——---.

.------------------—---—-----------------------------‘C-----

400
3700
10200

10000
900

1 100
18900
1000
10000

Table 1: Continued.

{ STREET NAME

ZIP CODE 44202
DELIVER STOPS

SIGNATURE1

RELEASE

 

PACKAGES

 

 

{Tradewinds Dr
{Trails End
{Treat Rd
{Waldon Dr
{Wheatfield Dr
{White Tail Dr
{Willow Circle
{Willyard dr
{Winchell Rd
{Windjammer Cove
{Windjammer Trail
{Windward Circle
1Windward Dr
{Windward Ln

Table 1: Continued.

LOW IHGH
{RANGE1RANGEH
9900 110999

1 1 499
100 1 499
1 1 9999
300 1 899
1 1 599
400 1 599
1 1 699

1 1 3299
3500 1 3799
9900 111099
1 1 9999
300 1 899
1 1 9999

l'NlT SEQ

2001
3001
2001
2001
2001
21K)!
2001
2001
20113
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
2003
.2003
2003
22111121
2003
2003
2003
2003
2003
2003
2003
2003
2003

1

H
I2
16
20
24
28
32
40
10A
408
40C
JOU
405
40b

1 STREET NAME

{(‘hillirolhe Rd South
{(‘hillirothe Rd South
{Chillicothe Rd South
{Francis Kenneth Dr
1 Lena Dr

{Danner Dr
{Mennonite Rd E1151.
{Chillicothe Rd South
{Chillicothe Rd South
{WALLET WORKS
{CARTERS CHILDRENS
1RIRBON OUTLET
{AILEENS

{SALEM CHINA
{FARKAS MEATS

‘1AURORA FURNATURE

{WAYSIDE WORKSHOP
{VAN HEUSEN
{CURNING WEAR
{(ZhHHcothe Rd South
{Chillicothe Rd South
{Pioneer Trail East
{Page Rd

{Willyard dr

{Ben Shaw Rd
{Heritage Rd

{Fox Run Trafl

{Mill Pond Rd
{Bounty Rd
{Cobblostone Rd
{New Hudson Rd
{Pioneer Trail East

1 Loris Ave
{Chamberlain Rd
{Chamberlain Rd
{PARLUN PRODUCTS
{Chamberlain Rd
{Garfield Rd East
{State Rt 82

{Town LJne Rd
{Benning Dr

{Nicola Dr

{Deep Woods Dr
{Winchell Rd
{Chamberlain Rd

Table 3: Delivery order listing.

67

DELIVER ORDER LISTING

LUW

llllill

1 1372 11799K
1 1371 :(NIA
1 1250 11370x
1 1 1 999
1 1 1 900
1 1200 1 1500
1 1 1 1299
1 550 {1249K
1 5491ONLY
1 549 {ONLY
1 549 {ONLY
1 549 {ONLY
1 549 {ONLY
1 549 {ONLY
1 549 1()N1,Y
1 549 {ONLY
1 549 {ONLY
1 519 {ONLY
1 549 {ONLY
1 350 1548x
1 1 1349K
1 1 1 799
1 500 1 999
1 1 1 699
1 1 1 999
: 300 1 199
1 l 1 599
1 l 1 409
1 500 1 699
1 1 1 699
1 350 1 499
1 800 1 3099
{11000 111399
111100 111443
111444 {ONLY
111144 {UNIA'
111445 112499
1 900 1 3090
1 900 1 3090
1 l 1 799
1 2600 1 2900
1 400 1 1299
1 1 1 899
1 1 1 3299
112500 {13099

1RANGE1RANGE11 SIGNATI‘RI'H

_———_-—-———————-_-———-—--—_--——--——_--—---————-—_—__--————-—-----_--——----—-—--—--——
_-——_-—_—__——__-—-—---—_—_-———--—--—————-———-———-——__-——-—-———_——--—-——-—-——-—--——_-_

.--_---_------_---------_----__-_--------_-_..--------------------------_----—-_---_-_-.

RELEASE

CON

—_--—---- .—-----—---n-----------—_-—-—---_———-_—---—--_----o-----_

PACKAGES "

lfN IT SICQ

———--—_—-—-___—-———-----------—---—----——-—~-—-—----—_——--—--——————----—-—_—-——-—-—.
——_—__-_—-—__-————————-—--——-———_----—--—---—---—_-_-—_—--——————_-_-————----——————-—

8 1 s
200:1 154-1
2003 188

2003 196
2003 200
2003 1204
2003 1208
2003 {212
2003 1216
2003 1220
2003 1224
2003 {228
2003 {232
2003 1236
2003 1240
2003 1244
2003 1248
2003 1252
2003 {256
2003 1260
2003 1264
2003 1268
2003 1272
2003 1276
2005 1280
2005 1284
2005 1288
2005 1292
2005 {296
2005 {300
2005 {304
2005 {308
2005 {312
2005 {316
2005 1320
2005 1324
2005 {328
2(X)5 1:132
2005 1336
2005 1340
2005 1344
2005 {348
2005 1352
2005 1356
2005 1360

2003 1192

1 STREET NAME
{Munn Rd
{Edwards Lane
{Crackle Rd
{Brookfield Rd

I

1 Palomino Trail
{Mustang Pass
{Appoloosa Run
{Circlewood Dr
{Eagleston Rd
{Jackson Dr
{Hanes Lane
{Sue Ct
{Garfield Rd East
{Glenview Dr
{Seneca Dr
{Mohawk Trail
{Delaware Trail
{New Hudson Rd
{Trails End
{Rurd Rd
{Harmon Rd
{Shawnee Trail
{Eldridge Rd

{Pioneer Trail West

{Aurora Rd South
1 Maple St

{Aurora Rd North
{Garfield Rd West

{NEW MALL NOT OPEN

{Garfield Rd West
{Garfield Rd West
{AURORA COMMONS
{Garfield Rd East

{Chillicothe Rd North

{Treat Rd
{Aurora Rd North
1 McRoberts
{Fairview Dr
{Sea World Dr
{Sea World Park
{Elizabeth Dr
{Cascade Ct
{Riverside Dr
{Lori Ln

Table 3: Continued.

68

DELIVER ORDER LISTING CONTINUED

LOW

HIGH

{RANGE1RANGEHEHGNATURE1

18900
9900
1
19000
400
300
800

1

500

201

{ 19199
1 10099
1 10099
1 19999
1099
599

1099
1100
19999
19200
8100
7899

I
1
1
1
E
I
1
1
I
E
1 999
1
1
1
I
E
I
1
1
I
1
I
I

g

#N

RELEASE

u—ov—UIO)

y—o

4.1—me

#

UN” 8160
I

8

2005

2005

1:005 .

2005
2005
2005

2000 .

2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2000
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2000

1420
1424
1428
1-132
1436
1440
1444
{448
1452
1456
1460
1-164
{468
1472
1-176
{480
{484
{488
1492
1496
1500
{504
1508
1512
{ 516
1520
1524
1528
{532
{536
{540

{ S'I‘REET NAME

Brewster Rd
Gl-IlMGA LAKE PARK
{Depot Dr
Summit Rd
Aurora Rd
.Aurora Rd North
{Lake Ave

1 East Blvd

1 Brice Ave
{leyd Rd
{Orchard Ave

1 Moneta Ave
{California St
{Pennsylvania St
{bfichigan Ave
{Ohio Ave

{Dora Lane

1 Florida St
{Maryland Ave
{Connecticut St
{Georgia St

1 Illinois St
{Glenwood Blvd

1 Ensign Cove
{Beaver Tran
{Spinnaker Run
{Nautilus Trail

I

Pirates 'l'rail

Pirates Cove
{Castaway Cove
{Outriggers Cove
{Hideaway Cove
{Tradewinds Dr
{Dolphin Dr
{Driftwood Cove
{Smugglers Cove
1 Regatta Trail
1 Windjammer Cove
{Windjammer Trail
{Sea Bay Cove
{Crows Nest Cove
1 Inlet Point

{Surfside Circle North

1Surfsnde Circle
{Pebble Beach Cove

Table 3: Continued.

69

DELIVER ORDER LISTING CONTINUED

LOW

”Hill

1 RANGE1 RANGE11 SIGNATURE1

18800

I
18900
7000
1000
900

l

800
800
800
800
10000
800
800
800
600
10400
10400
10400
10400
10400
3300
3400
3300
10000
3400
9900
2900
9900
9900
9900
9900
l
9900
10200
9800
3500
9900
3600
9900
10000
10000
1000
9800

v-ONI‘J

.c------------------------—--——u---anon-c----gun-----c-—---------------—---¢——---«--~o—o-

RELEASE

how—05H

N

(Jé-NN

------------_----------------
-o----—----—---—--n-----------—---—

c-‘J-DI-‘HD-‘U

PACKAGES 1'

_ _.__--_--_-___....._--___.._—__..--_--_-..____-_—-_-—-——_-.—-——_-—-_-_---_--_--_-__
‘-::_:::=___._________-____--_—__--___.-_..-..__..__----__-______—-—_—-_-..---—-—-_---—_-.

~‘ah—o‘lO-d

C»; UJ-NN

- ——-—-..—————-—---____———
..___--------———-——-—__-—----——-—---—------—-~~—-—-—~—--—-—- _
— _-.—-.c.—-—_—--———-_—.--——_-..__————.--—-———.—-—-_—-—-—-.——-——-—-——-—-—.--—-—_-————

21 )1 )1;
2000
2006
2006
2000
2000
2006
11006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2006
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004

1 3 1 STREET NAME
I {I'llppwl‘ 1'0“.

8 {Anew-age (‘ove

.3 {Nautilus [rail

6 {Commodore (‘ove West
0 {Skipper Cove

50-1 {Commodore ('ove East
568 {Nautilus Trail

572 {(‘lierrypurk ()vnl
576 {Hawthorne Blvd
580 {Hawthorne Trail
584 {Old Hickory Trail
588 {Plumcreek rd

592 {Owlesroost Cove
596 {Oakleaf Oval

600 {Dearhaven Trail
604 {Glen Oak Dr

608 {Bramblebush Ln
612 {Rock Creek Dr
616 {Stone Hill Oval
620 {Falling Leaves Dr
624 {Walnut Ridge Trail
628 {Bissell Rd North
632 {Robinwood Dr

636 {Sherwood Dr

640 {Martin Lane

644 {Garfield Rd West
1148 {Cochran Rd

652 {Colony Dr

656 {Cambridge Dr

660 {Riley Rd

664 {Aurora Hill Dr

668 {Oxford Dr

672 {Hedgecliff Dr

676 {Pioneer Trail West
680 {Birch Bark Dr
688 {North Pine Dr

692 {Ironwood Circle
696 {Beech Ct

700 {Bissell Rd South
704 {Waldon Dr

708 {Brandon Circle
712 {Claridge Lane

716 {Creekside Dr

720 {Acadia Point

724 {Acadia Point East

--------------—-----------------—_---------------—----—-----O---—----------—‘-a--.

Table 3: Continued.

70

DELIVER ORDER LISTING ('UNl‘lNlIl-l)

Lilla

1111311

1 RAI\1,3E1 RANGE” Sl(.iN.-\'I'I'Rl“.1

1 10100
1 10100
3651
3700
3700
3700
500

I-‘b-‘p-ou—it—np—ny—no—tu—ou-nl—op—tp—a—

p...

”Dd—“H

800
600
400
500
500

E
I
:
1
I
z
I
1
1
I
o
1 «100
l
I
:
I
1
1
1
I
1
E
1

10.199
10299
.3899
3899
3799
3899
899
9999
9999
9999
9999

H

.-------------------_--------_-----_------_----_-__-__.--_-----__---_-__----____--_---_.

RELEASE

.—

I’At'KAI 11:8

LNlT

300!
2004
200!
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2004
2006
2006
2006

SEQ
: a

7'4;

')
l.
6

~| \I ‘3 ~|

3

3

40
44
748
752
706
760
764
768
772
776
780
784
. 788
{ 792
{ 796
{ 800
: 804
{ 808
1 812
{ 816
{ 820
1 824
{ 828
1 832
{ 836
{ 840
1 844
{ 848
{ 852
1 856
{ 860
{ 864
{ 868
{ 872
{ 876
{ 880
{ 884
{ 888
{ 892
1 896
{ 900
{ 904

{ STREET NAME

{Acadia Point West
{Glen Eden Dr
{Cross Creek Oval
{Cross Creek Ln
{Russett Woods Ln
{Russett Woods Ct
{Arbor Way Dr
{Fairington Dr
{Fairington Lane

{ Fairinqton Oval
{Deer Island Dr
{Buck Crossing
{Deer Run

{Antler Point
{Deer Path

{White Tail Dr
{Red Fawn Path
{Club House Drive
{Chandler Path
{Chandler Lane
{Chandler Dr
{Windward Ln
{Windward Dr
{Windward Circle
{Hawthorn Dr

{ Laural Circle
{Dogwood Trail
{Honeysuckle Path
{BentCreek Oval
{Ridgeway Dr
{Bramble Ln

{ Meadowview
{Cedar Ridge
{Heather Lane
{Concord Downs Ln
{Willow Circle
{Concord Downs Path
{Pond Run
{Concord Downs Circle
{Hill Dr
{Knonood Dr
{Overlook Dr
{Chatam Dr
{Chelmsford Dr
{Greenbriar Dr

Table 3: Continued.

1 RANGE

__--_—_-—--—-—————_-_-—-——-—--—-—-—--—-—-—-—-—-—-—-----————-——---——----—_——-——--——_--
—.— -_—-_——-.—_—--.—---—__—--———————-——--—-------——_——-—-————-—---—-——-—-—-—---—-----.
- -

71

DELIVER ORDER LISTING CONTINUED

LOW

400

300

HIGH

{RANGE11 SiiiNA'i‘iIRE!

----—--_—-———-——--—----—---_----—-—----—-_-----—----—------—-_—--———--—--—------_—

RELEASE

gummy—n...—

PACKAGES

~INN~

U103

72

DELIVER ()RIIER LISTING (‘UNTINIIED

liNI'I' SM) LUW HIGH
8 { t { STREET NAME {HANGEHIANGEH SIGNAIIIRI‘X RELEASE {{ PACKAGES
{3006 {908 {BI-larcliff Dr { 600 { 799 {{ { {{
20011 {9l2 {Parkview Dr 1 I 1 399 11 1 2 11 2
2006 {916 {Carriage Square { l { 99 11 1 1 11 l
2006 {920 {l’7ll'k\'IGW Dr South { 400 { 999 {{ 1 3 11 i
2000 {112 {lh'lmrnli Dr { l { 29‘.) {{ { l {{ l
2006 {928 { limberlane Dr { I { I99 {1 1 l {1 I
2006 {9112 {Park Dr South { l { 399 {{ { {{
2006 {934 {South Pine Ct { 1 { 9999 {{ { {1
2006 {936 {Park Dr North { l { 399 {{ { 1 {{ 8
2006 {940 {Aurora Huson Rd { I { 500 {{ 4 { 11 5
2006 {944 {Mennonite Rd West { 1 { 299 {{ { 11
2006 {948 {Hampton Circle { I { 9999 {{ { {1
2006 {952 {Bent Tree { 300 { 499 {{ { {{
2006 {956 {Oak Hollow Dr { 300 { 599 {{ { {1
2006 {960 {Wheatfield Dr { 300 { 899 {{ I { 2 {{ 3
2006 {964 {Old Barn Dr { 900 {10099 {{ { 2 {{ 2
2006 {968 {Old Mill Rd { 700 { 1099 {{ { 2 {{ 3
2006 {972 {Shagbark Rd { I { 9999 {{ { {{
2006 {976 {Aurora Huson Rd { 501 { 1599 {1 4 { {{ 7
2006 {980 {Kimberly Dr { 400 { 699 {{ { {{
TOTAL 101 217 756

Table 3: Continued.

73

ALPHABETICAL LISTING
LOW HIGH SEQUEN LOW HIGH SEQUEN
1 STREET NAME 1 RANGE1RANGE11 NUMBER1 1 STREET NAME 1 RANGE1RANGE1 NUMBER1

-_—---———--_—-——--—————_—--_
a——-———-—-----------------¢---—--------- - I I _ - -

.AAAAAAAAAAAAAAAAAAAAA ccccccccccccccccccccc

 

{Angina Point 1 500 1 999 {1 720 {1 1 California St {10000 110699 1 412 11
{Acadia Pomt East 1 500 1 699 {1 724 11 1 Cambridge Dr 1 100 1 399 { 656 {1
{Acadia Point West 1 600 1 799 11 728 11 1 CARLON PRODUCTS 111444 {ONLY { I44 {1
{AILEENS 1 549 {ONLY {1 40E 11 1 Carriage Square 1 l { 99 1 916 {1
1Ancorage Cove 110100 110299 11 548 11 1 CARTERS CHILDRENS 1 549 {ONLY 1 40C {I
1Antler Point 1 l 1 599 {1 780 11 1 Cascade Ct {19100 {19200 1 352 11
{Appoloosa Run 1 I 110000 11 212 11 1 Castaway Cove 1 9900 {10999 1 480 {1
1Arbor Way Dr 1 600 { 799 {1 752 11 1 Cedar Ridge 1 400 { 499 { 856 {{
{AURORA COMMONS 1 251 {ONLY 11 312 11 1 Chamberlain Rd {11100 {11443 1 136 {1
{AI'RORA FL'RN.A'I'I.'RE 1 549 {ONLY 11 40H 11 1 Chamberlain Rd {11444 {ONLY { 140 {1
{Aurora Hill Dr 1 900 1 1299 {1 664 11 1 Chamberlain Rd {11445 {12499 1 148 {1
{Aurora Huson Rd { I 1 500 11 940 {1 1 Chamberlain Rd 112500 {13099 { 180 {1
{Aurora Huson Rd { 501 { 1599 {1 976 11 1 Chandler Dr 1 400 1 499 1 803 {I
1 Aurora Rd 1 7000 1 7399 11 380 {1 1 Chandler Lane { 600 { 899 { 804 11
{Aurora Rd North 1 1 1 799 11 292 11 1 Chandler Path 1 400 1 499 1 800 {1
{Aurora Rd North 1 800 { 999 11 328 11 1 Chatam Dr 1 l 1 499 1 896 11
{Aurora Rd North 1 1000 1 1099 11 .384 11 1 Chelmsford Dr 1 1 1 499 1 900 11
{Aurora Rd South { l { 999 11 284 11 1 Cherrypark Oval 1 l { 9999 { 572 11
BBBBBBBBBBBBBBBBBBBBB11 1ChillicotheRdNorth1 1110991 3201'
1Beaver Trail { 3300 1 3499 {1 460 11 1 Chillicothe Rd South { 1 {349K { 84 {1
{Beech Ct 1 1 1 999 11 696 11 1 Chillicothe Rd South 1 350 {548.\' 1 80 1
{Ben Shaw Rd 1 1 1 999 {1 100 {1 { Chillicothe Rd South 1 549 {ONLY 1 4O 11
{Benning Dr 1 2600 1 2900 {1 164 11 1 Chillicothe Rd South 1 550 11249X { 32 11
{Bent Tree 1 300 1 499 11 952 11 1 Chillicothe Rd South 1 1250 11370X 1 12 11
{BentCreek Oval 1 1 1 699 {1 840 11 1 Chillicothe Rd South 1 1371 {ONLY 1 8 11
1chh Bark Dr 1 1 1 9999 {1 680 11 1 Chillicothe Rd South 1 1372 {1799.\' { 4 '1
{Bissell Rd North 1 1 1 399 11 628 11 1 Circlewood Dr 1 500 1 999 1 216 1.
{Bissell Rd South 1 I 1 799 {1 700 {1 1 Claridge Lane 1 600 { 799 1 712 11
{Bountv Rd 1 500 1 699 11 116 {1 1 Clipper Cove {10100 110399 1 544 1'
{Bramble Ln 1 400 1 499 {1 848 {1 1 Club House Drive 1 l 1 9999 1 796 {1
{Bramblebush Ln 1 l 1 9999 11 608 11 1 Cobblestone Rd 1 1 1 699 1 120 11
{Brandon Circle 1 800 1 999 {1 708 {1 1 Cochran Rd 1 1 1 600 1 648 11
{Brewster Rd {18800 119999 11 364 {1 1 Colony Dr 1 800 1 1099 1 652 '1
{Briarcliff Dr { 600 1 799 {1 908 {1 1 Commodore Cove East{ 3700 1 3899 1 564 {1
{Brice Ave { 800 1 1299 {1 396 11 1 Commodore Cove West1 3700 { 3899 1 556 {1
{Brookfield Rd {19000 119999 {1 196 {1 1 Concord Downs CircIe1 300 1 599 1 880 11
{Buck Crossing 1 1 1 599 11 772 11 1 Concord Downs Ln 1 300 1 599 1 864 11

1 Concord Downs Path { 300 1 599 1 872 11

1 Connecticut St {10400 {10699 1 440 {1

1 CORNING WEAR 1 549 1ONLY 1 40K 11

1 Crackle Rd 1 1 110099 1 192 11

1 Creekside Dr 1 400 1 799 1 716 11

1 Cross Creek Ln 1 500 1 599 1 740 {1

1 Cross Creek Oval { 600 1 799 1 736 {1

1 Crows Nest Cove 1 9900 110299 { 524 {1

Table 6: Alphabetical street listing.

74

ALPHABETICAL LISTING

 

 

 

 

LOW HIGH SEQUEN LOW HIGH SEQUEN
1 STREET NAME 1 HANGE1 RANGE11 NIIMBER1 1 STREET NAME 1 RANGE1RANGE1 NIFMHHH
:::::::==:===:::=::: ------------- - ------- /;x/ _=-_-—-__=:::=:::
DDDDDDDDDDDDDDDDDDDDD11 HHHHHHHHH HHHHHHHHH11
{Danner Dr 1 1200 1 1500 {1 24 {1 1 Hawthorn Dr 1 100 1 499 1 824 11
{Dearhaven Trail 1 l 1 9999 {1 600 {1 1 Hawthorne Blvd 1 1 1 9999 1 576 11
{Deborah Dr 1 I 1 299 {1 925 {1 1 Hawthorne Trail 1 1 1 9999 1 580 {1
{Deep Woods Dr 1 l 1 899 11 172 11 1 Heather Lane 1 400 1 499 1 860 :1
{Deer Island Dr 1 l 1 599 {1 768 11 1 Hedge-cliff Dr 1 100 1 299 { 672 {1
{Deer Path 1 l { 599 {1 784 11 1 Heritage Rd 1 300 1 499 1 104 11
{D r R 1 1 1 599 11 776 11 1 Hideawa Cove 1 9900 {10999 1 488 11
{DZFawa1-13n Trail 1 l 1 599 11 252 11 1 Hill Dr Y 1 300 1 499 1 884 {1
{Depot Dr 1 1 1 9999 11 372 11 1 Honeysuckle Path 1 300 1 499 1 8.16 11
{Dogwood Trail 1 100 1 299 {1 832 {1 1 Hurd Rd 1 1 1 29.9 1 264 11
{DolphinDr 1 11999911 49611 IIIIIIIIIIIIIIIIIIIIIlllll11
{Dora Lane { 600 1 999 {1 428 11 1 Illinois St {10400 {10699 1 448 {1
{Driftwood Cove 1 9900 {10099 {1 500 11 1 Inlet Point {10000 {10699 1 528 {1
EEEEEEEEEEEEEEEEEEEEE11 {IronwoodCircle 1 1199991 69211
{HastBlvd 1 11389911 39211 JJJJJJJJJJJJJJJJJJJJJJJ11
{Edwlards Lane 1 9900 110099 {1 188 11 1 Jackson Dr 1 200 1 599 1 224 {1
{ER estoan 1 1.109911 22011 K KKKKKKKKK ""'k11
{Eldgridge Rd 1 l 1 499 {1 276 {1 1 gimberly Dr {K4100K1K 69:1h k I980 11
{Elizabeth Dr {18800 119999 11 348 11 1 Knollwood Dr 1 300 1 499 1 888 {1
{EnsignCove 134001349911 45611 LLLLLLLLLLLLLLLLLLLLL11
FFFFFFFFFFFFFFFFFFFFF1' 1Lake\ve 1900'36991 388::
{Fairington Dr 1 600 1 799 {1 756 {1 { Laural Circle 1 200 1 299 1 828 {1
{Fairington Lane 1 600 1 1399 {1 760 11 1 Lena Dr 1 I 1 999 1 20 {1
{Fairington Oval 1 600 1 899 {1 764 {1 1 Lloyd Rd 1 800 1 1299 1 4m) 11
{Fairview Dr { 600 ‘ 1099 1' 336 '1 1 Lori Ln 1 7700 ' 7899 1 360 :1
{Falling Leaves Dr 1 l 1 9999 {1 620 11 1 Loris Ave 111000 {11399 1 132 11
{FARKASMEATS 1 5491ONLY11 4OG11 MMMMMMMMMMMMMMMMMMM11
{Florida St {10400 {10699 {1 432 {1 { Maple St { 1 1 99 1 2834 :1
{Fox Run Trail { 1 1 599 {1 108 11 1 Martin Lane 1 400 { 899 1 640 11
{Francis Kenneth Dr 1 l 1 999 {1 16 {1 { Maryland Ave {10400 110699 1 4:16 :1
GGGGGGGGGGGGGGGGGGGGG11 {MCRoberts 160018991 3.1211
{Garfield Rd East 1 1 1 339 {1 316 11 1 Meadowview 1 400 1 499 1 852 {1
{Garfield Rd East { 340 1 899 {1 236 {1 1 Mennonite Rd East 1 l 1 1299 1 28 11
{Garfield Rd East 1 900 1 3090 {1 152 11 1 Mennonite Rd West 1 1 1 299 1 944 {1
{Garfield Rd West 1 l { 200 11 296 {1 1 Michigan Ave 1 800 { 1199 1 420 {1
{Garfield Rd West : 201 : 250 :: 304 :: : Mill Pond Rd : 1 : 499 : 112 ::
{Garfield Rd West 1 251 {ONLY {1 308 {1 1 Mohawk Trail 1 l 1 599 1 248 11
{Garfield Rd West 1 252 1 1299 {1 644 {1 1 Moneta Ave { 800 1 1299 1 408 11
:Georgia St 1 10400 110699 {1 444 11 1 Munn Rd {18900 {19199 1 184 11
{GEUAGA LAKE PARK 1 1 11 368 11 1 M sta P . { 800 { 899 1 208 11
{Glen Eden Dr 1 600 1 799 11 732 {1 N NuN NnN NBIHQN N N N N N N N N N N N N N {1
{Glen Oak Dr 1 l 1 9999 {1 604 {1 1 Nautilus Trail 1 500 1 899 1 5118 {1
{Glenview Dr 1 I { 599 {1 240 11 1 Nautilus Trail 1 3400 1 3650 1 4'8 {1
{Glenwood Blvd 1 3300 {10599 {1 452 {1 1 Nautilus Trail 1 3651 1 3899 1 552 11
{Greenbriar Dr 1 l 1 399 11 904 11 1 New Hudson Rd 1 1 1 349 { 256 11
1 New Hudson Rd 1 350 1 499 1 124 {1
1 NEW MALL NOT OPEN 1 201 { 250 1 300 11
1 Nicola Dr 1 400 { 1299 1 168 11
1 North Pine Dr 1 1 1 9699 1 688 {1

Tablel 6: Continued.

75

ALPHABETH'AL LISTING
LOW HIGH SEQl‘EN LOW HIGH SFQIFEN
{ STREET NAME {RANGE RAMSEH NUMBER{ { STREET NAME {RANGE{ RANCH NllMllFlH

 

OOOOOOOOOOOOOOOOOOOOOH . SSSSSSSSSSSSSSSSSSSSH

{Unk Hollow Dr { 300 { 599 H 956 H { SALEM CHINA { S-l‘.) {ONLY { (llll' H
{(,):ikleaf ()val { 1 { 9999 H 596 H { Sea Bay Cove { 3600 { 3799 { 520 H
{Ohio Aw : 800 : 1199 :: 42-: l: 2 Sea World Dr : 900 : 1099 : 340 ::
{Old Barn Dr { 900 {10099 H 964 H { Sea World Park { 1100 { 1100 { 3M 1:
{Old Hickory Trail { l { 9999 H 584 H { Seneca Dr { 1 { 599 { 214 H
{Old Mill Rd { 700 { 1099 H 968 H { Shagbark Rd { l { 9999 { 972 H
{Orchard Ave : 800 : 1299 :: 404 :: : Shawnee Trail : 1 : 299 : 272 ::
{Outriggers (‘ove { 9900 {10999 H 484 H { Sherwood Dr { 400 { 899 { 636 H
{Overlook Dr { 300 { 699 H 892 H { Skipper Cove { 3700 { 3799 { 560 H
{Owlesroost Cove { l { 9999 H 592 H { Smugglers Cove {10200 {10399 { 504 H
{Oxford Dr { 200 { 299 H 668 H { South Pine Ct { l. { 9999 { 640 H
PPPPPPPPPPPPPPPPPPPPPH {SpinnakerRun {10000{10599{ 464{{
{Page Rd { 500 { 999 H 92 H { State Rt 82 { 900 { 3090 { 156 H
{Palokmino Trai:i E 300 l 599 H 204 H { Stone Hill Oval { l { 9999 { 616 H
.Par Dr Nort . 1 . 399 H 936 H { Sue Ct { 1100 { 1399 { 232 H
{Park Dr South { 1 { 399 H 932 H { Summit Rd {19900 {18999 { 376 H
{Parker Rd { 400 { 1099 H 200 H { Surfside Circle { 1000 { 3999 { 536 H
{Parkview Dr { 1 { 399 H 912 H { Surfside Circle North{ 10000 {10299 2 532 H
{Parkview Dr South { 400: 999 H 920 H TTTTTTTTTTTTTTTTTTTT'l' H
{Pebble Beach Cove { 9800 {10099 H 540 H { Timberlane Dr { 1 { 199 { 928 H
{Pennsylvania St { 800 { 1199 H 416 H { Town Line Rd { 1 { 799 { H30 H
{Pioneer Trail East { 1 { 799 H 88 H { Tradewinds Dr { 9900 {10999 { 492 H
{Pioneer Trail East { 800 { 3099 H 128 H { Trails End { l { 499 { 260 H
{l’ionenr Trail West { l { 125 H 290 H { Treat Rd { 100 { 499 { 31” H
{Pioneer 'l‘rail West : 126 : 699 :: 676 :: v v v v v v v v v v v v v v v v v v v v v ::
{Pirates Cove { 2900 { 3099 H 476 H { VAN HEUSEN { 549 {ONLY { 40.) H
{Pirates 'l‘rail { 9900 {10999 H 472 H W W W W W W W W W W W W W W W W W w w H
{Plumcreek rd { l { 9999 H 588 H { Waldon Dr { l { 9999 { 704 H
{Pond Run { 300 { 699 H 876 H { WALLET WORKS { 549 {ONLY { 408 H
RRRRRRRRRRRRRRRRRRRRRH {WalnutRidgeTrail{ l{9999{ 6251::
{Red Fawn Path { l { 599 H 792 H l WAYSIDE WORKSHOP { 549 {ONLY { 401 H
{Regatta Tsail E 9800 {10299 H 508 H { Whentl'ield Dr { 300 { 899 { mm H
. BON 0 TLET . 549 .ONLY H 40D H { White Tail Dr { l { 599 { 788 H
{Riiinzewajy Dr { 400 { 999 H 844 H { Willow Circle { 400 { 599 { 868 H
{Ri ey R ' 100 { 1399 {' 660 " { Will ard dr { 1 { 699 { 96‘ H
{Riverside Dr { 5900 { 8100 H 356 H { Winzhell Rd { l { 3299 { 17?: H
{Robinwood Dr { 400 { 899 H 632 H { Windjammer Cove { 3500 { 3799 { 512 {I
{Rock Creek Dr { 1 { 9999 H 612 H { Windjammer Trail { 9900 {11099 { 516 H
{Russett Woods Ct { 500 { 999 H 748 H { Windward Circle { l { 9999 { 920 H
{Russett Woods Ln { 500 { 999 H 744 H { Windward Dr { 300 { 899 { 816 H

: Windward Ln { l { 9999 : 912 H

Table 6: Continued.

BIBLIOGRAPHY

Bowersox, Donald J ., Class, D., and Helferich, 0.,
I . . l I I l S I . E

El l D | 1 I. l I E | . S l
Wm. MacMillan Publishing Co.,
New York, New York. 1986

Hall, Robert W., W. American Production and
Inventory Control Society. Dow J ones-Irwin,
Homewood, Illinois. 1983

Hanlon. Joseph F.. W
2nd Edition. McGraw Hill Book Company, New York,
New York. 1984

United Parcel Service, 1W. Greenwich

Connecticut

Williamson. John 3. WWW
Harper and Row, New York, New York. 1985

76

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