Method, apparatus and program for pricing, transferring, buying, selling and exercising of freight cargo options on the World Wide Web6990467Abstract An apparatus, method and program for determining the price of an option to pay for or sell cargo freight facility on the Internet and for facilitating the sale and exercise of those options including the underlying contract which is made transferable. By purchasing an option, a customer can lock in a specified freight cost without tying up his money and without risking the higher cost fee if there is a rise later. Pricing of these options may be based on several criterion including, date of departure, type of cargo and so on. By selling such option, the carriers will have extra cash flow and reliability. Claims I, the inventor claims: Description REFERENCE TO A MICROFICHE APPENDIX
The system is also able to process the option price for the freight services and rank results on its desirability. Stored all inputted data and maintain a database for all actions taken during its process and those instructed by the users, for example purchasing the option or selling it later. In line with the database concept, it can also do search, match, rank as well any secondary functions within its program. The present invention means the possibility of a new way to manage freight costs, to lock in the cost of freight for clients, valuing the services using options and a means to execute using an external communicating devices such as a terminal. It will also provide carriers an opportunity to seek "risk adjusted" self-financing by reaching their potential clients at a reduced cost. For these clients, an opportunity to minimise but not eliminate the risk of freight services availability as well. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1. Depicts the overall system block diagram of a preferred embodiment of the present invention. FIG. 2. Depicts the block diagram of the central controller FIG. 3. Depicts the block diagram of the agent terminal and Internet connections. FIG. 4. Depicts the flow chart depicting initiations of a transaction in the agent terminal or through an Internet connection. FIG. 5. Depicts the flow chart depicting the operation of controller and the final phase of operation of agent terminal. FIG. 6. Depicts a flow chart depicting the operation of the when an option is exercised. FIG. 7. Depicts a flow chart depicting the operation of an option being sold, marketed to be sold or match to be sold. FIG. 8. Depicts the WWW page interface format. DESCRIPTION IN DETAIL OF THE PREFERRED EMBODIMENTS The present invention is directed to a system to determining an appropriate price for options to purchase freight services and facilitating the sale and the exercising of the options. The traditional methods of determining prices for options on stocks and traditional commodities are not suited in the freight services market. To begin with (1) the services is only supplied by a limited of companies; (2) the product is not completely fungible because certain potential users may prefer certain carriers because of loyalty programs or simple because the destination is not accessible by other carriers and (3) the supply of the product is small because only a limited number of placement/space are available on any given time (4) in examples such as space and air, such services is certainly limited by weight as well as by size. FIG. 1 is an overall system block diagram of a preferred embodiment of the present invention. In this embodiment, central controller 20 is linked up to at least one freight agent ('agent') terminal 30 or registered user 30. This linked up can also be through the Internet through the Internet Service Provider (ISP) Gateway 6 or a network system whichever is preferable by the seller/provider at that time depending on economic costs of the system. Two terminals depicted in FIG. 1 but any number of agent/users terminals can be used including those linked via the Internet 5. The link between the terminal 30 and the central controller 20 does not have to be a physical link, it can, for example be a link via a modem, as described in the subsequent description, or any other telecommunication link including wireless systems. An option transaction can be initiated from any one of the agent/users terminals 30. The information required to implement the transaction is passed until the transaction is complete. The central controller 20 keeps track of all transactions including transactions in the system. Upon receiving a request, it will query all the participating carriers' cargo system in 10 for their interest, which may be automatic or manually controlled. This system is designed mainly for air cargo facilities which is dependent on passengers loading as well hence it will also query the Flight Reservation System "A" at 11. "A" refers to an unique system for different carriers. It must be understood for periods such as one year in advance, both systems at 11 and 10 will probably not able to response hence greater dependence will be placed on other variables such as forecasting results from historical data which are found in both systems. The system depicted in FIG. 1 may be embodied in hardware specially provided to implement the present invention. Alternatively, the system may be implemented using the infrastructure that already in existence such as using the ISP Gateway 6 interface. FIG. 2 is a block diagram of a preferred central controller 20. The central controller includes a CPU 21 which performs the processing functions of the controller. It is also includes a read only memory 22 (ROM) and a random access memory 23 (RAM). The ROM 22 is used to store at least some of the program instructions that are executed by the CPU 21 such as portions of the operating system or BIOS and the RAM 23 is used for temporary storage of data. A clock circuit 24 provides a clock signal. The use of a CPU 21 is in conjunction with ROM and RAM and a clock circuit. The central controller 20 also includes a communication port 25 which enables the CPU 21 to communicate and query with devices external to the central controller 20. In particular the communication port 25 facilitates communication between the modem 26 and the CPU 21, so that information arriving from the modem 26 can be processed by the CPU 21 and the CPU 21 can send information to remote location via the modem 26. Modem 26 is mainly use to connect to the Internet to reach the Cargo system 10 and agents/users' terminals 30. The CPU 21 can also store information to and read information from, the data storage device 27. This data storage device 27 includes an option database 27a and a customer database 27b, which are described below. In addition, it includes transaction processor instruction 27c which can be read by and executed by the CPU 21, thereby enabling the CPU 21 to process transactions. While FIG. 2 depicts separate option and customer databases, a single database that incorporates both of those functions may be used. This is described as mainly a Server environment. FIG. 3 is a block diagram of a preferred agent terminal or in recognition to the above, a client environment, which can be located at the freight agency or even at a private home, or any establishment having the authority to lend itself to this network. As discussed there can be a number of agent terminals 30 linked to the one central controller 20 with each having the proper but different access authorities. Like the central controller describe above, the agent terminal 30 includes a CPU 31, ROM 32, RAM 33 and a clock circuit 34. The agent terminal 30 also include a communication port which interfaces with a modem 36 that facilitates communication between the agent terminal 30 and the central controller 20. Of course instead of a modem 36 other communication devices can be used as shown above for the central controller 20. A standard computer such as an IBM PC, Apple Macintosh, running appropriate custom designed software may be used as the agent terminal. The agent terminal 30 also includes an input device 40 to receive input from an operator. Any of a wide variety of input devices would be suitable including touch screen, mouse 41, keyboard 40. The input device 40 may interface directly with the CPU 31 as shown in the figure. Alternatively an appropriate interface circuit may be placed between the CPU 31 and the input device 40. The agent terminal 30 also includes a video monitor 39 for conveying information to the operator/user. The most preferred video monitor 39 is a LCD, LED and thin film transistor panels. A video driver 38 interfaces the CPU 31 to the video monitor 39 (or to any other type of video display device). The agent terminal 30 also includes a data storage device 37 in which transaction processor instructions 37a are stored. These instructions can be read by and executed by the CPU 31 thereby enabling the CPU 31 to process transactions. FIG. 4 is a flow chart depicting the initiation of a transaction-using agent terminal 30. The steps of the process shown in FIG. 4 may be implemented in a computer program that may be installed at the agent terminal alternatively as said, the terminal at the user level is merely a "dummy" console having access to the server at Central Controller 20. In fact, the computer program which is basically an query interface between User 30 and Cargo system 10 be installed at the Central Controller 20 from a computer readable medium and then stored therein in one or more of the ROM memory 22, RAM memory 23 and data storage device 27 for access and use by agent terminals with authority as required. The program described here is to enable an option price to be calculated. It is important to consider that the significance here is not just in presenting an option price to the user but to allow this price which is attached to a air-cargo facility to be freely traded in an exchange environment. In short, the user may purchase this option and do nothing, purchase and again offer it for sale in the same system to others, purchase and exercise it later. The process starts when a customer contacts a carrier provider such as the Singapore Airlines or its agent in step S1. Alternatively, a registered user can access it through the ISP Gateway 6 by using browser program by applying the command http://www.optionsys.com which will get connected to the central controller 20 (provided at that time the central controller 20 is connected to the ISP Gateway 6 as well) and where possible mirror sites are available for faster access. The customer selects the course information in step S2. This information comprises mainly of two components: the date of departure and route criteria. The date of departure criteria defines the time when the route is scheduled to begin. The route criteria refers to the actual route the customer is seeking to reach say from Sydney to Singapore, non-stop, plane type, size and weight, time of arrival, urgency, once a day etc. Such requirements may be different from carriers to carriers and indeed from customers to customers. The route information is entered by either the customer or by an agent, into the agent terminal 30 in step S3. Customer data such as the customer's name, address, and telephone number, handle if any, may also be entered into the agent terminal 30 in step S3. The route information and the customer data are then transmitted to the central controller 20 in step S4. The Central Controller 20 upon receiving this information will sent a simultaneous request to Cargo System 10. S4 also includes the step where corresponding information matching the criterion by customer/user data are requested from Cargo System 10 and are received. Returning to FIG. 3, each of the steps S1-S4 described above are executed by the CPU 31 which is executing transaction processor instructions 37a stored in data storage device 37. The communication with the central controller 20 takes place via the communication port 35 and modem 36 or as the case may be, with Internet 5 through ISP Gateway Interface 6. FIG. 5 is a flow chart of the operation of the central controller 20 after receiving of route information from the agent/user terminal 30 and corresponding information from carrier cargo system 10. The steps of the process shown in FIG. 5 may be implemented in a computer program that may be installed in the central controller 20 from a computer readable medium and then stored therein in one or more of the ROM 22, the RAM 23 and the data storage device 27 (shown in FIG. 2). The central controller 20 calculates the price of an option in step S10 based on the route information received from the agent terminal together with information from the option database 27a and data received from the Carrier cargo systems 10 including those linked to the Flight Reservation System 11. The point "A" refers to a particular Flight Reservation System. When the route information includes similar routes being offered by the various carriers, the price of the option may be simply the lowest price from a set of individual options unless the customer specifically ask for the unique carrier. As the case may be, prior entities including users who have purchased options having indicated their willingness to sell a similar option at a price of their choice, this options and the selling price will be submitted and displayed to the user at the same time. All options offered should be covered. Expanding the case for air cargo, the calculation of the option price may be determined by multiplying a series of factors as refined from time to time which will affect the value of the options. The main deciding factor is the loading capacity (LC) of the chosen carrier, which may be a fraction of the price for which the option is being purchased for example 18 percent. Generally the fraction will decrease as the service-route fees for which the option was purchased approaches the full price or near the expiring date. There are according to this invention many ways of calculating the value and as such these methods are only for demonstration purposes. In the final product, a combination of a few of the methods will be applied. In the final analysis, those most responsive will be adopted and refine while those which are not will be abandoned. The following includes the main variables used. LC A base factor relating to loading capacity from passengers booking/reservation list for the scheduled flight. If the scheduled flight is more than a year, then check old records to compare with minimum based rate of 0.13 Adopt which ever is higher.
For LC more than ¾, D will be 1.0 D A factor relating to the number of weeks before departure. In this example D increases as the number of days increased
For LC more than ¾, D will be 1.0 L A factor related to the expected cargo space on the subject route. In this example, L increases as the expected demand increases, typically we assume that route such as from London to New York has a higher demand than others.
C A factor relating to the loyalty of the customer. For example, a customer who has shown a track record in the past following some loyalty programs will be regarded as excellent, a customer who has no record of any dealings with this carrier at all will be considered a low status.
R A factor related to the flexibility of the customer's route plans. For example, a customer who is willing to consider other routes or a later flight is considered as flexible.
V A factor relating to the historical volatility of freight cost/fees. In this example, V increases as price volatility increase as measure in standard deviation terms or SD increases. This takes into account the seasonal high-lows.
W As per our space cargo example, launching of a space shuttle or rocket can only be done during good weather and hence this plays into the equation as well. Hence the same way for any time of cargo schedule, weather is an important since flight cancellation means income lost.
T T signifies the timing. That is whether it is within school holiday or not. This is because if the period is during holiday, then in our air cargo example, more people will be flying hence less space available in the cargo for non-passenger cargo. This however is a question of management policy and may be different with each carrier. Some may elect to put more flights knowing that there is greater demand and hence compensate the space availability.
Q signifies the type of cargo being carried such as whether it is perishable or otherwise.
A signifies the plane type. For example, in a large aircraft such as a Jumbo, there is more room for cargo
CO refers to the number of competition on the same route within the same time frame of 48 hours.
Using these variables, a suitable algorithm for calculating an appropriate option price is as follows: Option Price=LC*D*L*C*R*V*W*T*Q*A*CO It should be mentioned that conditions and changes may be made to the above formula from time to time to reflect changes in the environment. Similarly, option pricing for space, land and sea cargo options will also be different since for example in space cargo, there is really no "passengers" yet so the factor T which refers to holiday or non-holiday period has no meaning. The above is only an example for demonstration purposely. More sophisticated and refined formula shall be used to arrive at a suitable option pricing model. Once the option price information has been calculated as shown above, it is transmitted to the customer in step S11 as per FIG. 5. As an example, assume a customer wants to purchase an option for route Sydney to London base fee at USD 10,000 for 100 Kg (this standardisation should be the same for all contracts). Further assume that the particular flight as queried has passenger capacity (LC) of less than ⅓ hence (0.18) with departure date is 5 weeks from now (1.8), the route has a medium demand (L) of 1.0, he is a loyal customer (C) 0.7, he is not flexible (R) 1.1, the service fees standard deviation is stable (V) 0.8, weather is forecast to be normal (W) 1.0 and timing is not within the holiday session (T) 0.95. The cargo is non-perishable (0.95), the type of plane is a Jumbo (0.9) and there is no competition (0.92). The base option price is USD 10,000*0.18=USD 1800 and the final option price from one particular carrier is USD calculated as follows 1800*1.8*1.0*0.7*1.1*0.8*1*0.95*0.95*0.9*0.92=USD 1491.43 After the price information is transmitted to the customer in step S11, the customer decides whether to purchase the option in step S12. If he decides to purchase the option, the system can process the sale by billing the customer's credit card/account in step S13. Of course, alternate methods of payment may be used instead of a credit card, including payment by cash, credit, check, debit card and the like each consistent with monetary value equivalent to the above, as long as it is before the departure date or expiring date of the option. If the customer decided not to purchase an option during step S12, the customer is given a chance to revise the route information in step S15 or exit or input his own bid S17 or scan other bid/offers S16. It is important to recognise that this is an option exchange where there are options being sold by other entities other than the carriers. However what is more important is to recognise that carriers being members of this exchange when called or queried to make market, these carriers shall oblige and hence only then an exchange can exist. Entities other than carrier members create liquidity in the exchange by taking varies open positions. They are required to deposit a certain amount of margin before allowing to operate in this electronic exchange. Options are made transferable so to ensure these values are properly priced. All information pertaining to the particular option is shown so other interested parties should be aware if there is any special peculiarity. By default all options contract should be standardised within the meaning that they are exchangeable within all participating carriers. However, the business reality is that it can never be exactly the same. Carriers often try to distinguish this point in their service, for example. For the purpose of this exchange, the meaning shall take the form of a higher degree of tradability. Furthermore, by manipulating the plans, the customer may be able to find an option that is suitably priced. He may also wish to put in his own bid S17 and let carriers that may be interested to make an offer or other options buyer may be interested to sell to him based on the above requirements S16. The system is designed to be flexible so that there is liquidity in the market to allow transactions to take place. He may also scan/search other offers by covered or non-covered option writers who are willing to sell a similar option if he is still not satisfied with what is available to him by the central controller 20. The credit card transaction may be carried out by the central controller 20 or by the agent terminal 30 with all records updated instantly. Transactions processed through the agent terminal 30 may be carried out using the same modem 36 that is used to communicate with the central controller 20. Alternatively an additional modem (not shown here) may be included in the agent terminal 30 to process the credit card transactions. Alternative the normal credit merchant account may be used to facilitate the transaction. After the sale is completed, the option database (27a in FIG. 2) is updated in step S14 to reflect the fact that a particular option has been sold. The number of cargo options sold for a particular carrier including or excluding passengers seats may be used by the system as a factor in determining the option price to be sold in the future, for example LC. More specifically, when the number of options outstanding for a given route rises, the price for subsequent purchase of similar options may be raised to compensate the carrier for the additional risk up to the point of the maximum capacity it can hold. In oversold position, carriers may have to purchase back these options to avoid adding another flight. Alternatively, clients may wish to purchase from another carriers or market sellers. In undersold positions, carriers may wish to purchase put options written by external parties. This is effectively a position where such parties are willing to pay only up to a certain price for such a service. For example a put position means selling a position to use a carrier services upon exercised by the carrier. Upon exercise of these put options, the writers/sellers have to purchase these contracts equivalent to the amount of KGs. For example, say the current rate is $10,000 and the put seller is willing to sell one contract for 100 kg at $2,000. The carrier upon buying it pays $2000 to the put seller and upon exercise, the put seller will need to pay the remainder $8000 instead of $10,000 so effectively a discount of $2000 was given. The customer database (27b in FIG. 2) may also be updated to indicate that a particular customer has purchased or sold a given option. This customer database may be used for various purposes including billing, messaging and marketing particularly using Internet based technology such as electronic mails subject to authorisation by the customer. FIG. 6 is a block diagram depicting operation of the system when a customer exercises an option. The steps of this process may be stored on a computer readable medium, which in this case would be the data storage devices 27 and 37 (shown in FIGS. 2 and 3). First, in step S20, the customer contacts the freight cargo agent and indicates that he wishes to exercise a previously purchase option. Alternatively, the registered user may try to access through the ISP Gateway 6 into the Internet 5 to link into the central controller 20. After the operator of the agent terminal 30 enters the information describing the option and customer details, the agent terminal 30 transmits the option exercise information to central controller 20 in step S21. The central controller 20 then confirms that the option contract does in fact exist and is current (not expired) as shown in step S22. The central controller 20 also informs the cargo system 10 that this option is to be exercised and as such it is crystallised to a contractual facility and hence obliged to complete its part of the contract by taking delivery of the cargo at the previously negotiated price. The customer's credit card is then billed for the facility specified by the option being exercised in step S23. The specifics of charging the customer for the route are similar to the specifics of charging the original purchase of the option. The option database 27a in the central controller 20 (shown in FIG. 2) is subsequently updated to show that the option has been exercised as shown in step S24. FIG. 7 is a block diagram depicting operation of the system when a customer wishes to sell an option. The steps of this process may be stored on a computer readable medium, which in this case would be the data storage devices 27 and 37 (shown in FIGS. 2 and 3). First, in step S25, the customer contacts the freight agent and indicates that he wishes to sell a previously purchase option for the particular route. After the operator of the agent terminal 30 enters the information describing the option and customer details, the agent terminal 30 transmits the option information to central controller 20 in step S26. The central controller 20 then confirms that the option contract does in fact exist and is current (not expired) as shown in step S27. The information pertaining to the sell is displayed for all to see S28. The central controller 20 will search the database 27a and match any ready bid for the option S29. If there is a match, then it is sold and the seller be credited and buyer be billed S30. Option database will be modified to show the change of ownership and obligation S31 otherwise unsold option will be stored until sold or expired whichever come first S30. FIG. 8 depicts the format of the World Wide Web interface format. With this availability, any qualified person may access the central controller 20 through the Internet 5 by using ISP Gateway 6. While it is freely available to the public, as shown here, functional access is still very much controlled by central controller 20. While the above description contemplates the creation, buy, sale, transfer of an option with a fixed expiration date at a particular price, alternative pricing configurations may also be used. After the respective carriers issue an option, they can reserve space in the route covered by the option, and cancel the reservation when the option expires without being exercised. For air-cargo, the options shall expire 6 hours before the schedule departure so it gives time for the carriers to make final adjustments. Alternatively, they can do nothing until the option is exercised, and at that point reserve the customer's requirements as per the contract made. If this result in overbooking, then the carriers will need to re-arrange some of its schedule to accommodate the contracted air cargo. The control is always with the provider of these services since they are the sellers of these options. That is to say, they can limit the remaining space for a particular route when it is near capacity by raising the price of options. What is more satisfying here is to recognise the option facility here is an hedge against rising cost of freight fees for users, provide some market forces to determine its pricing, help to secure profits for these providers and to plan for resources allocation. INDUSTRIAL APPLICATION This system according to the invention possesses several advantages over existing arrangements in reducing the cost of funding and improves the cargo intake in targeting the right users. It also attracts more audience by providing incentives such as discounts (discount here refers to the cost of money over time) or at least by locking in the cost of freight services. This may not be so significant now but as the technology evolved, there will be opportunities for would be users to tailor all their requirements with the carriers' systems to give a complete service cycle. The increased network economy means such design will enhance knowledge gathering including transparency and decision making for the carriers and their customer reducing any wastage and inefficient. Unlike traditional method of income for carriers which uses a deferred billing system, guesswork and inputs from sales dept, the up-front premium is an easier and less intrusive means of securing funds. It will also allow they to make a more informed decision about the potential clients' interest and plan for their coming. Furthermore, this structure is much more cheaper and less administratively consuming. As this is an interactive and automated system with minimal human intervention, the users will always have control and can determine when they can buy/sell, how much to take and when to stop. There will be some form of control within the system design to prevent abuse such as those found in the stock market. This invention is designed to be scaleable and without much mechanical moving parts will be robust. While the present invention has been described above in terms of specific embodiments, it is to be understood that the invention is not limited to the disclosed embodiments. The present invention is intended as an actionable framework for various modifications and equivalent structures included within the spirit and scope of the appended claims. In particular, similar design is noted for ship cargo, space cargo and rail cargo.
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