• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.06b
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• pp.265-271
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• 2006

According to globalization of world economy by extension of production, sales and distribution all around the world and international transportation system changed into a transport system that puts great importance on speediness and value-added services, international transport system is changing into a Multimodal Transport Routing centered system that systematically connects marine, air and rail transports. Due to such changes production, sales and distribution must be provided in time and Multimodal Transport Routing, which can provide multi-dimensional logistics services to customers of global network, is needed but information connection for international transport and connection system between transport modes are insufficient and can not be activated. Especially in Korea, selection standard of 3rd party logistics companies and transport companies is presented, but logistics exclusive companies, which plan and execute the transportation, can't present a systematic evaluation standard for international Multimodal Transport Routing, selection. Thus, this research surveys important previous studies about Multimodal Transport Routing, selection, derives an evaluation standard for Multimodal Transport Routing, selection through interview with company officials, and presents a theoretical basis for Multimodal Transport Routing, selection through systematic analysis of Multimodal Transport Routing, selection using Analytical Hierarchy Process (AHP).

• The KIPS Transactions:PartD
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• v.19D no.3
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• pp.257-262
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• 2012

The aim of this study is to present the importance of Risk Management and Risk Classification System in Supply Chain to cope with the rapidly changing distribution environment flexibly through the cooperation between a shipper and a distribution company. First of all, we considered existing studies related to the risks of Supply Chain Risk and analyzed 47 different risk factors by 18 kinds of risk causing factors. Second, we collected opinions of corporation specialist group based on the analyzed risk factors and then classified the risk factors into three categories and ten sub-categories. Third, we conducted a survey targeting shipping companies and distribution companies about classified risk and then verified the validity of Supply Chain Risk Classification using verification techniques such as Confirmatory Factor Analysis, Concentration Validity and Distinction Validity. Finally, we suggest some implications based on the verification results.

• Journal of Fisheries and Marine Sciences Education
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• v.25 no.5
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• pp.1214-1223
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• 2013

The purpose of this work is to analyze the factors, criteria and importance that shippers in the international logistics industry take into account in choosing third-party logistics, and thereby to propose the directions of the areas and functions that third-party logistics will need to enhance on the basis of Analytic Hierarchy Process (AHP) methodology. To do that, this work collected and analyzed materials about changing environments of logistic industry and previous studies, and especially conducted a questionnaire survey on the factors to choose third-party logistics with the study subjects of shippers in the international logistics industry. To draw attribute factors, this work repeatedly chose and classified candidate factors through Delphi technique on the basis of the data of previous studies. The analysis results are presented as follows: regarding pairwise comparison between logistic cost and logistic service in relation of conflict, logistic service was recognized to be more important than logistic cost; regarding pairwise comparison between corporate capability and logistic cost, logistic cost was recognized to be more important; and regarding comprehensive evaluation, logistic service factors, including accuracy of order handling, service reliability, freight damage and compensation, a degree of fulfillment of promise, quality of transportation, and problem-solving ability, were found to be in high position.

• International Commerce and Information Review
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• v.11 no.3
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• pp.75-100
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• 2009

With the change of various business environments, needs for the third party logistics(3PL) service are strategically considered for securing core competitiveness of manufacturers in China. Thus, manufacturers not only have worked with 3PL service providers for cutting costs of logistics, but also they are willing to have Win-Win relationship with the 3PL service provider. In this paper, comparing situation and characteristics of both China and developed-countries, especially in the particularity of manufacturing companies in China. The most important thing is that 3PL service providers must be able to manage supply chain of manufacturers with logistic planning abilities and to operate logistics services with logistic infrastructures and IT systems. In the view of long-term development, incubating logistics specialists is also the influencing fact that makes 3PL service providers more competitive with high quality logistics service and infrastructures.

• Information Systems Review
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• v.10 no.1
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• pp.115-133
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• 2008

The third-party logistics industry mainly delivers goods from a place to an arrival place on behalf of the freight owner. To handle the work, they need a transportation route including transportation equipment between the starting place and the arrival place, schedule information for departure/arrival and transportation cost. Actually, automatic searching for an optimal transportation route, which considers arrival and departure points for intermodal transportation, is not a simple problem. To search efficiently transportation route, the collection of schedule information for intermodal transportation and transportation route generation have become critical and vital issues for logistics companies. Usually, they manually make a plan for a transportation route by their experience. Because of this, they are limited in their ability if there is too much cargo volume and a great many transactions. Furthermore, their dependence on the conventional way in doing business causes an inefficient selection of transporters or transportation routes. Also, it fails to provide diverse alternatives for transportation routes to the customers, and as a result, increases logistics costs. In an effort to solve these problems, this study aims to develop a route planning system based on agent, which can collect scattered schedule information on the Web. The route planning system also has an algorithm for transportation route generation in intermodal transportation.

• Journal of Distribution Science
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• v.7 no.4
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• pp.47-56
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• 2009

The purpose of this study is to present an alternative improving the efficient and reasonable of the physical distribution system management is influenced by many factors. Therefore, the study depends on the documentary method and survey method to achieve the purpose of this study. The major components of a physical distribution system are refers to as elements, include warehouse·storage system, transportation system, inventory system, physical distribution information system. The factors used in this study are ① factor of product(quality·A/S·added value of product·adaption of product·technical competitive power to other enterprises), ② factor of market(market channel·kinds of customer·physical distribution share), ③ factor of warehouse·storage(warehouse design·size·direction·storage ability·warehouse quality), ④ factor of transportation(promptness·reliability·responsibility·kinds of transportation·cooperation united transportation system·national transportation network), ⑤ factor of packaging (packaging design·material·educating program·pollution degree measure program), ⑥ factor of inventory(ordinary inventory criterion·consistence for inventories record), ⑦ factor of unloaded(unloaded machine·having machine ratio), ⑧ factor of information system (physical distribution quantity analysis·usable computer part), ⑨ factor of physical distribution cost(sales ratio to product) ⑩ factor of physical distribution system(physical distribution center etc). The implication of this study can be summarized as follows: ① In firms that have not adopted a systems integrative approach, physical distribution is a fragmented and often uncoordinated set of activities spread throughout various functions with function having its own set of priorities and measurements. ② The physical distribution is recognized as more an important strategic factor than a simple cost reduction factor, ③ It can be used a strategic competition tool to enterprise.

• Journal of the Economic Geographical Society of Korea
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• v.11 no.2
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• pp.192-202
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• 2008

Typical activity-based travel analysis has been focused on passenger travel using household survey data. The current research focuses on freight transport using one-day travel survey data. Passenger travel can be seen as the outcome of traveller's subjective decision-making, whereas freight transport is the outcome of shipper or transport company's optimized scheduling. The research conducts an activity-based analysis of freight-vehicle trip chains. In particular, the research focuses on the difference in travel pattern between shipper-oriented private vehicle and transport company-oriented business vehicle. The research analyzed the travel diary of freight vehicles collected as part of the third national logistic survey in 2005. The diary is freight driver's one-day travel record including the information of loading capacity, item transported, destination, arrival time, etc. The analysis results show the difference between private and business vehicles in the travel pattern regarding the sequences of destination, destination type and item transported and the multi-dimensional information of the three sequences.

• Journal of Intelligence and Information Systems
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• v.12 no.1
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• pp.75-93
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• 2006

The ship selection by consignors has two steps to carry their cargo. The first step is to select according to time schedule of ships and amount of cargo, and the second one is re-selection by concentrating different consignors' cargo into a unit that can be carried by single ship. Up to now, these steps are usually done by hands leading to inefficiency. The purpose of our paper is to form a logistics chain to minimize the overall sum of logistics cost by selecting ships for consignors' cargo using negotiation methodology between agents. Through concentration and distribution of cargo, maximization of global profit derived from searching optimal point in trade-off between inventory cost and freight rate cost. It is settled by the negotiation between consignors. In the experiments, two methods of the first-step of ship selection: EPDS(Earliest Possible Departure-Date Scheduling) and LPDS(Latest Possible Departure-Date Scheduling) coupled with the second-step ship concentration method using the negotiation were shown. From this, we deduced inventory cost, freight rates and logistics cost according SBF(Scheduling Bundle Factor) and analyzed the result. We found it will minimize the total logistics cost if we use negotiation method with EPDS.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2022.05a
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• pp.219-221
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• 2022

Seoul Metropolitan City, the world's top 10 cities and Metro City, has traditional urban manufacturing industries such as printing, sewing, and mechanical metals. These manufacturing industries have developed in the form of mutual assistance by forming small business clusters according to detailed industries and processes. Due to the nature of the cluster, logistics between companies for each process in the cluster are being carried out quickly, but it is difficult for relatively small small business owners to prepare order processing services for consumers of finished products. Therefore, it is urgent to introduce an integrated order fulfillment service platform for collective business owners for smooth order and delivery processing. In this paper, we collect and analyze the existing Fulfillment Service data of small business owners in the printing industry among traditional urban industries, and design an artificial intelligence Fulfillment Service Platform system applying CRNN, k-NN, and ID3 Decision Tree algorithm. Through this study, it is expected to greatly contribute to the increase in sales and capacity of small business owners by enabling the use of individual orders and customized delivery services that can be used by any small business owner in the cluster.

• Journal of Korea Port Economic Association
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• v.37 no.3
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• pp.117-128
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• 2021

In order for the users (shipping firms and shippers) and suppliers (stevedoring firms) in the container terminal industry to win-win, it is necessary to have some appropriate diverse market conditions for the industry. This study analyses the basic conditions and demand and supply characteristics of the industry and investigates the market performance of Busan container ports. First, this article analyses the basic characteristics of demand and supply. As the demand characteristics, there are five ones such as 1) exogeneity of demand, 2) function as export/import transportation and hub for transshipment, 3) increase of users' bargaining power, 4) high substituting elasticity, 5) reduction of volume growth. As the supply characteristics, there are seven ones such as 1) inelasticity of supply, 2) homogeneity of stevedoring services, 3) over-supply, 4) adoption of cutting-edge stevedoring technology, 5) scale economy and impossibility of storage, 6) labor market rigidity, 7) enhancing port's role in SCM. In addition, this study conducts the so-called structure-conduct-performance analysis. For the structure analysis, 1) lacks of scale economy in stevedoring companies, 2) high entry barrier, 3) strengthening of shipping firms' bargaining power, 4) transitory permission scheme for tariff are analyzed. For the conduct analysis, 1) price discrimination between export/import and transshipment, 2) mid-term length of terminal use contract, 3) continuous investment in equipment, 4) low level of cooperation among terminal operating firms are derived. For the performance analysis, 1) inequality in profitability, 2) reduction of export/import cost, 3) delay in adopting cutting-edge technology, 4) idle equipment are analyzed. Following this logical flow, the hypothesis that the market structure influences the market conduct is tested based on the actual dataset. As a future agenda in the conclusion, this article recommends the so-called port industrial policy.