• The KIPS Transactions:PartD
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• v.18D no.5
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• pp.371-384
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• 2011

This paper considers logistics decision support system which deals with transportation mode selection considering transportation and carbon emission cost. Transportation and carbon emission costs vary with the choice of transportation modes and to become competitive companies need to find proper transportation modes for their logistics services. However, due to the restricted capacity of transportation modes, it is difficult to balance transportation and carbon emission costs when designing logistics network including transportation mode choice for each service. Therefore this paper aims to analyze the trade-off relationship between transportation and carbon emission cost in mode selection of intermodal transportation and to provide optimal green logistics strategy. In this paper, the logistics decision support system is designed based on mixed integer programming model. To understand the trade-off relationship of transportation and carbon emission cost, the system is tested with various scenarios including transportation of containers between Seoul and Busan. The analysis results show that, even though sea transportation combined with trucking is competitive in carbon emission per unit distance travelled, the total cost of carbon emission and transportation for the sea transportation may not have competitive advantage over other transportation modes including rail and truck transportation modes. The sea-based intermodal logistics service may induce detours which have negative impacts on the overall carbon emission. The proposed logistics decision support system is expected to play key role in green logistics and supply chain management.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.5
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• pp.29-38
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• 2018

This study aims to propose a method for the estimation of operational delay cost using transportation card data in bus accidents. Average operational delay time from bus accidents was surveyed among 12 bus companies through an interview method. Then, the operational delay cost was estimated using actual traffic accident data and transportation card data. Results showed that average loss time per bus accident was found to be 45 minutes. In addition, total occupancy of 659 was estimated for the accidents investigated using transportation card data, resulting a total loss time of 494.25 hours. An estimated operational delay cost was 186.9 thousand won per accident, which was 6.37% of social agency cost. The magnitude of this number implied that operational delay cost may have a significant impact on traffic accident cost if included.

• Journal of Korean Society of Transportation
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• v.14 no.1
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• pp.69-80
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• 1996

In most cities, travel demand is distributed along long corridors and its destinations tend to concentrate in a central business district. For this kind of many-to-one or one-to-many travel demand pattern, a zonal operation of buses can be an efficient bus operation technique in which a long bus-demand corridor is divided into service zones and each service zone is provided with its own bus route connecting the service zone and single destination separately. This paper develops models of the total transportation costs for a single-zone operation and 2-zonal operation of buses for a long demand corridor with single destination in terms of various cost parameters, demand density, bus operation speeds, and location of the boundary between two service zones. In this study the total transportation cost is assumed to consist of the bus operation cost, passenger waiting cost and passenger travel time cost. It was proved that a zonal operation of buses can be more efficient than a single-zone operation for certain circumstances of the system and an boundary condition between two operation techniques was obtained. Also, several case studies were performed for various values of the cost parameters.

• Journal of the Korea Safety Management & Science
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• v.14 no.4
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• pp.177-184
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• 2012

Logistics cost of domestic company has been improved continuously and annually, it is still higher than other main comparative countries. So, in this study, as optimizing the logistic network of distribution, it was trying to find methods decreasing logistics cost and storage cost, which occupies 86% of logistics cost of companies. through the efficiency of transportation and delivery routing, it could be also possible to decrease the logistics cost. And, it is also checked to find the logistics cost could be decreased by 10% by optimizing the routes of transportation and delivery, improving the transportation mode, etc.

• Korea Trade Review
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• v.44 no.6
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• pp.303-325
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• 2019

The purpose of this study is to determine optimal transportation routes through the comparison of Korean - European transportation routes of automotive parts and to suggest information that can be utilized in Korea - Europe trade activities or trade route selection by establishing multipath. This study analyzed the direct transportation cost, inventory cost, and warehouse inventory cost of the sea and TSR / TCR railroad transport based on characteristics of automotive parts logistics and multimodal transportation. Also, this study identifies the most effective transportation route from the viewpoint of total logistics cost. In addition to the economic factors, we conducted an in-depth analysis through interviews with corporate executives to identify the importance of the factors with the behavioral factors, and the reliability was further secured through interviews. Through this study, it is possible to understand various aspects of international logistics by analyzing the factors of transportation choice in terms of economic and behavioral perspectives concurrently by differentiating from existing research.

• Journal of the military operations research society of Korea
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• v.11 no.1
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• pp.8-32
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• 1985

The objective of this study is to develop the Transportation Model of Linear Programming in which optimal transportation pattern by regions (origins and destinations) to minimize the total transportation costs can be obtained for handling government-held grains. As a result of computing the Transportation Model, the total transportation costs of transporting 1,058,507 metric tons from origins to destinations are 7,234 million won. So, the transporation cost is 6,834 won per ton in this model. But actual transportation cost in 1983 is 11,498 won per ton. Therefore when we distribute and transport the government-held grains from production factories to consumption warehouses, using this Transportation Model of Linear Programming is benefitable. Especially excluding the cost of computer, we could save more than two billion won of Government budget per year.

• Industrial Engineering and Management Systems
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• v.11 no.2
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• pp.183-187
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• 2012

In this paper, we study the fixed charge transportation problem with uncertain variables. The fixed charge transportation problem has two kinds of costs: direct cost and fixed charge. The direct cost is the cost associated with each source-destination pair, and the fixed charge occurs when the transportation activity takes place in the corresponding source-destination pair. The uncertain fixed charge transportation problem is modeled on the basis of uncertainty theory. According to inverse uncertainty distribution, the model can be transformed into a deterministic form. Finally, in order to solve the uncertain fixed charge transportation problem, a numerical example is given to show the application of the model and algorithm.

• Journal of Korean Institute of Industrial Engineers
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• v.24 no.1
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• pp.157-165
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• 1998

This paper considers the single-product production and transportation problem with discrete time, dynamic demand and finite time horizon, an extension of classical dynamic lot-sizing model. In the model, multiple freight container types are allowed as the transportation mode and each order (product) placed in a period is shipped immediately by containers in the period. Moreover, each container has type-dependent carrying capacity restriction and at most one container type is allowed in each shipping period. The unit freight cost for each container type depends on the size of its carrying capacity. The total freight cost is proportional to the number of each container type employed. Such a freight cost is considered as another set-up cost. Also, it is assumed in the model that production and inventory cost functions are dynamically concave and backlogging is not allowed. The objective of this study is to determine the optimal production policy and the optimal transportation policy simultaneously that minimizes the total system cost (including production cost, inventory holding cost, and freight cost) to satisfy dynamic demands over a finite time horizon. In the analysis, the optimal solution properties are characterized, based on which a dynamic programming algorithm is derived. The solution algorithm is then illustrated with a numerical example.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.2463-2466
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• 2008

The public transportation in operation or to be planned domestically includes subway, LRT, bimodal tram and bus, which are independently characterized in their passenger capacity and cost. High quality service is generally accompanied by high cost of construction and operation. Thus, ITS, BIS/BMS and BRT system are recently introduced to provide high quality service to the passengers with the cost as low as possible. The bimodal tram is under development to achieve such goals in public transportation. The passenger capacity is approximately expected to be 10,000$\sim$17,000 persons/hour and the construction cost to be 10$\sim$30 million dollars/km. It is possible to construct the infrastructure gradually depending on the demand of transportation in the planned route, which can effectively reduce the initial cost to launch the service. The bimodal tram is developed to provide the advantages of subway and bus to the passengers with respect to the scheduled operation and flexibility of the lines.

• Journal of Radiation Protection and Research
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• v.34 no.1
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• pp.1-7
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• 2009

It is expected that a substantial amount of spent fuels will be transported from the four nuclear power plant (NPP) sites in Korea to a hypothetical centralized interim storage facility or a final repository in the near future. The cost for the transportation is proportional to the amount of spent fuels. In this paper, a cost estimation program is developed based on the conceptual design of a transportation system and a logistics analysis. Using the developed computer program, named as CASK, the minimum capacity of a centralized interim storage facility (CISF) and the transportation cost for PWR spent fuels are calculated. The PWR spent fuels are transported from 4 NPP sites to a final repository (FR) via the CISF. Since NPP sites and the CISF are located along the coast, a sea-transportation is considered and a road-transportation is considered between the CISF and the FR. The result shows that the minimum capacity of the interim storage facility is 15,000 MTU.