Difference between revisions of "ANLY482 AY2017-18T2 Group27 : Project Findings"
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| − | Rate | + | Company X required 3 modules for their data visualisation: |
| − | + | 1. Rate per Kg (RPK) | |
| + | 2. Density | ||
| + | 3. Ship to Profile (STP) | ||
| − | + | ==== 8.1 RPK ==== | |
| − | + | The variables used in RPK: Chargeable weight (WGT) and Freight Charges (WTCHG). | |
| + | |||
| + | ====WGT==== | ||
| + | We first looked at the variable chargeable weight generally. Chargeable weight (WGT) has a wide range of values from 0.1kg to 270000kg. Despite bringing this up, it was flagged as normal data by Company X. The wide range of data can possibly be attributed to the size of the shipment or contractual terms. Blank WGT entries were deemed as incorrect entry by ground staff or cancelled entries. | ||
| + | |||
| + | Subsequently, we looked at WGT across the GE BUs. | ||
| + | |||
| + | The large range of data is also seen across the regular BUs (with contract) and other non regular BUs (without contract). | ||
| − | + | In general, the shortest interval for 50% of the data is ends at the median or below the median. Moreover, the histogram is skewed to the right. This can be due to the few large outliers, visible in our box chart graphs below. The similar distribution pattern, across all BUs may suggest that there are huge shipments made by all BUs sometimes. | |
| − | |||
| − | ==== | + | These huge range in chargeable weight of shipments may be due the nature of goods delivered. These BUs are from the manufacturing industry. Parts shipped may sometimes be as light as a small shipment of long term employment certificate or as heavy as a stack of legal documents, in the case of Corporate. |
| + | |||
| + | However, the chargeable weight for shipments by non-regular BUs seem to have a larger range of outliers than regular BUs. As non-regular shipment is generally costlier, this presents an opportunity for DHL CSI team to engage these non-regular BUs for a contract. This may interest the BUs as it is a cost-saving opportunity for them too. | ||
| + | |||
| + | ===WTCHG=== | ||
| + | WTCHG, total air freight for the shipment, appears to follow a similar distribution to WGT, where both regular and non-regular BUs’ mean is higher than its median. This means that their histogram is skewed to the right. This is as expected as air freight shares a positive relationship with chargeable weight. | ||
| + | |||
| + | Interesting to note, in WTCHG, Aviation is more than non-regular BUs, the opposite of the trend in WGT. This may be due to extra shipment during peak seasons or extra urgent shipment requested by Aviation. | ||
| + | |||
| + | ===RPK=== | ||
| + | In the overall summary statistic of RPK, those in the 0.05% percentile are between $404.33735/kg and $21986.66/kg. | ||
| + | |||
| + | Only 3 of the 180 transactions are dangerous goods. These dangerous goods are requested by Aviation, specifically Aircraft Engines. As they are from Aircraft Engines, these dangerous goods may be flammable. Their unusually high RPK can be attributed to the additional service or special aircraft provided by Company X to ship the dangerous goods. | ||
| + | |||
| + | The other 177 shipments are non dangerous goods. More investigation for details have to be conducted to reason this occurrence. | ||
Revision as of 13:29, 2 March 2018
8.0 Project Findings
Company X required 3 modules for their data visualisation: 1. Rate per Kg (RPK) 2. Density 3. Ship to Profile (STP)
8.1 RPK
The variables used in RPK: Chargeable weight (WGT) and Freight Charges (WTCHG).
WGT
We first looked at the variable chargeable weight generally. Chargeable weight (WGT) has a wide range of values from 0.1kg to 270000kg. Despite bringing this up, it was flagged as normal data by Company X. The wide range of data can possibly be attributed to the size of the shipment or contractual terms. Blank WGT entries were deemed as incorrect entry by ground staff or cancelled entries.
Subsequently, we looked at WGT across the GE BUs.
The large range of data is also seen across the regular BUs (with contract) and other non regular BUs (without contract).
In general, the shortest interval for 50% of the data is ends at the median or below the median. Moreover, the histogram is skewed to the right. This can be due to the few large outliers, visible in our box chart graphs below. The similar distribution pattern, across all BUs may suggest that there are huge shipments made by all BUs sometimes.
These huge range in chargeable weight of shipments may be due the nature of goods delivered. These BUs are from the manufacturing industry. Parts shipped may sometimes be as light as a small shipment of long term employment certificate or as heavy as a stack of legal documents, in the case of Corporate.
However, the chargeable weight for shipments by non-regular BUs seem to have a larger range of outliers than regular BUs. As non-regular shipment is generally costlier, this presents an opportunity for DHL CSI team to engage these non-regular BUs for a contract. This may interest the BUs as it is a cost-saving opportunity for them too.
WTCHG
WTCHG, total air freight for the shipment, appears to follow a similar distribution to WGT, where both regular and non-regular BUs’ mean is higher than its median. This means that their histogram is skewed to the right. This is as expected as air freight shares a positive relationship with chargeable weight.
Interesting to note, in WTCHG, Aviation is more than non-regular BUs, the opposite of the trend in WGT. This may be due to extra shipment during peak seasons or extra urgent shipment requested by Aviation.
RPK
In the overall summary statistic of RPK, those in the 0.05% percentile are between $404.33735/kg and $21986.66/kg.
Only 3 of the 180 transactions are dangerous goods. These dangerous goods are requested by Aviation, specifically Aircraft Engines. As they are from Aircraft Engines, these dangerous goods may be flammable. Their unusually high RPK can be attributed to the additional service or special aircraft provided by Company X to ship the dangerous goods.
The other 177 shipments are non dangerous goods. More investigation for details have to be conducted to reason this occurrence.
