To investigate the optimal retail price and service level in a supply chain under consumer returns, a consumer returns model under the retailer＇s service provision is built. The optimal decision results and optimal p...To investigate the optimal retail price and service level in a supply chain under consumer returns, a consumer returns model under the retailer＇s service provision is built. The optimal decision results and optimal profits are obtained in the vertical integration game and the manufacturer Stackelberg game, respectively. Through comparing the optimal profits with service provision with those of no service provision, the boundary conditions that the retailer＇s service should be provided are derived. The results show that in the manufacturer Stackelberg game, the optimal profit of the retailer and the manufacturer with service is always superior to that of a no service provision. However, in the vertical integration game, the supply chain can only benefit from the service under certain conditions. Finally, through numerical examples, the impacts of the cost for providing services and the consumer return rate on the optimal decisions are analyzed.展开更多
The mega-size containership viability was analyzed by considering different service networks for different ship sizes:hub-and-spoke and multi-port-calling (MPC) networks for mega-size containerships and conventional s...The mega-size containership viability was analyzed by considering different service networks for different ship sizes:hub-and-spoke and multi-port-calling (MPC) networks for mega-size containerships and conventional ships.A model was proposed,which quantifies the economies of scale in operating large con- tainerships and constructs models for ship routing under different service networks.A sensitivity analysis was conducted to test the effect of feeder costs and the results analyzed to determine optimal containership size with respect to different operational scenarios.Throughout model applications for Asia-Europe and Asia-North America trades,the mega-size containership is competitive in all scenarios for Asia-Europe,while it is viable for Asia-North America only when the feeder costs are low.展开更多
The EWTC （East-West Transport Corridor） in the Southem part of the Baltic Sea Region includes more effective testing area of new business models for collaborative logistics flows. Since the EWTC is a corridor requir...The EWTC （East-West Transport Corridor） in the Southem part of the Baltic Sea Region includes more effective testing area of new business models for collaborative logistics flows. Since the EWTC is a corridor requiring transport mode interchanges due to crossing the Baltic Sea, development of intermodal transport solutions making different transport modes fully integrated along the corridor is a key issue for the EWTC. To meet an increased global transport demand, ports and intermodal terminals need to make sure that their facilities are prepared for growth. Thus, for ports in the EWTC it is important to offer the services necessary for handling the maritime freight services （container ships, RoRo ships, railway ferries） demanded by transporters and transport buyers. IT services are needed to support transportation activities along the corridor. This is especially important for the EWTC due to its physical nature, interchange points, multi-language and cross boarder interaction. Information on a constantly updated traffic situation and interchange status, tracking of goods, booking and confirmation services, intelligent truck parking and services opening faster border crossing routes would ensure more efficient transportation and handling thereofi It is expected that the outcomes of the recently completed eMAR project will help to develop a modem Klaipeda Seaport community system as well as effective management architecture along the EWTC based on the CSW （Corridor Single Window） approach.展开更多
Containerization with its increasing share in seaborne trade highlights the importance of assessing container terminals performance indicators. The world economical situation and the global container market have impro...Containerization with its increasing share in seaborne trade highlights the importance of assessing container terminals performance indicators. The world economical situation and the global container market have improved slightly after the 2008 world economical crises. Egyptian container terminals are important to serve the world liner services in particular the main east-west routes. Egypt is considered the leading country in Africa and the 18th worldwide in serving the liner markets. Alexandria container terminal as a medium size terminal shows an acceptable super/infra structure facilities and throughput. The analysis of Alexandria container terminal performance indicators from 2007 to 2011 shows a slightly progressive trend. Selected indicators, reflecting production, productivity, utilization and service measures, were used according to the available data. Terminal production shows a slight increasing demand concerning number of vessels and TEUs （Twenty Equivalent Units）. Furthermore, productivity indicators proved remarkable development in moves per working hours rather than moves per hours in port, deducing lack of port services accompanying cargo handling. Moreover, Utilization measurements show the terminal occupancy ratio fluctuating from 45% to 67% with slight development. Finally, Service measures show progress in vessels turnaround time, while long wasted time consumed in processes rather than operation was observed.展开更多
基金The National Natural Science Foundation of China(No.71171049)the Scientific Innovation Research of College Graduates in Jiangsu Province(No.CXLX_0122)
文摘To investigate the optimal retail price and service level in a supply chain under consumer returns, a consumer returns model under the retailer＇s service provision is built. The optimal decision results and optimal profits are obtained in the vertical integration game and the manufacturer Stackelberg game, respectively. Through comparing the optimal profits with service provision with those of no service provision, the boundary conditions that the retailer＇s service should be provided are derived. The results show that in the manufacturer Stackelberg game, the optimal profit of the retailer and the manufacturer with service is always superior to that of a no service provision. However, in the vertical integration game, the supply chain can only benefit from the service under certain conditions. Finally, through numerical examples, the impacts of the cost for providing services and the consumer return rate on the optimal decisions are analyzed.
文摘The mega-size containership viability was analyzed by considering different service networks for different ship sizes:hub-and-spoke and multi-port-calling (MPC) networks for mega-size containerships and conventional ships.A model was proposed,which quantifies the economies of scale in operating large con- tainerships and constructs models for ship routing under different service networks.A sensitivity analysis was conducted to test the effect of feeder costs and the results analyzed to determine optimal containership size with respect to different operational scenarios.Throughout model applications for Asia-Europe and Asia-North America trades,the mega-size containership is competitive in all scenarios for Asia-Europe,while it is viable for Asia-North America only when the feeder costs are low.
文摘The EWTC （East-West Transport Corridor） in the Southem part of the Baltic Sea Region includes more effective testing area of new business models for collaborative logistics flows. Since the EWTC is a corridor requiring transport mode interchanges due to crossing the Baltic Sea, development of intermodal transport solutions making different transport modes fully integrated along the corridor is a key issue for the EWTC. To meet an increased global transport demand, ports and intermodal terminals need to make sure that their facilities are prepared for growth. Thus, for ports in the EWTC it is important to offer the services necessary for handling the maritime freight services （container ships, RoRo ships, railway ferries） demanded by transporters and transport buyers. IT services are needed to support transportation activities along the corridor. This is especially important for the EWTC due to its physical nature, interchange points, multi-language and cross boarder interaction. Information on a constantly updated traffic situation and interchange status, tracking of goods, booking and confirmation services, intelligent truck parking and services opening faster border crossing routes would ensure more efficient transportation and handling thereofi It is expected that the outcomes of the recently completed eMAR project will help to develop a modem Klaipeda Seaport community system as well as effective management architecture along the EWTC based on the CSW （Corridor Single Window） approach.
文摘Containerization with its increasing share in seaborne trade highlights the importance of assessing container terminals performance indicators. The world economical situation and the global container market have improved slightly after the 2008 world economical crises. Egyptian container terminals are important to serve the world liner services in particular the main east-west routes. Egypt is considered the leading country in Africa and the 18th worldwide in serving the liner markets. Alexandria container terminal as a medium size terminal shows an acceptable super/infra structure facilities and throughput. The analysis of Alexandria container terminal performance indicators from 2007 to 2011 shows a slightly progressive trend. Selected indicators, reflecting production, productivity, utilization and service measures, were used according to the available data. Terminal production shows a slight increasing demand concerning number of vessels and TEUs （Twenty Equivalent Units）. Furthermore, productivity indicators proved remarkable development in moves per working hours rather than moves per hours in port, deducing lack of port services accompanying cargo handling. Moreover, Utilization measurements show the terminal occupancy ratio fluctuating from 45% to 67% with slight development. Finally, Service measures show progress in vessels turnaround time, while long wasted time consumed in processes rather than operation was observed.
