It is extremely important to predict the logistics requirements in a scientific and rational way. However, in recent years, the improvement effect on the prediction method is not very significant and the traditional statistical prediction method has the defects of low precision and poor interpretation of the prediction model, which cannot only guarantee the generalization ability of the prediction model theoretically, but also cannot explain the models effectively. Therefore, in combination with the theories of the spatial economics, industrial economics, and neo-classical economics, taking city of Erdos as the research object, the study identifies the leading industry that can produce a large number of cargoes, and further predicts the static logistics generation of the Erdos and hinterlands. By integrating various factors that can affect the regional logistics requirements, this study established a logistics requirements potential model from the aspect of spatial economic principles, and expanded the way of logistics requirements prediction from the single statistical principles to an new area of special and regional economics.

The aim of paper is to calculate the optimized size of Mobile Harbor(MH) which would be operated in South Korea coast area. MH is the combined entity which has the function of both ship and container port. In estimating the optimized size, the total cost concept is applied to the different size of MH. Trade-off factors for calculating total cost are MH cost and the over-capacity lost cost. The factors for MH cost estimation are the cargo demand, distance from origin to destination, voyage route and MH's fixed and variable cost in both sailing and port. The other cost is the over-capacity lost cost which is occurred from dead space in case of oversize compared with a voyage demand. The alternatives for the least cost are 250TEU, 500TEU, 750TEU and 1,000TEU sized vessel. The result of research is that 250TEU sized vessel is optimized in a South Korea costal service. If the coastal area be separated in terms of voyage distance or the specific area in considering trade, the optimized size is changed depending upon distance.

As the competition among the container terminals in Korea has become increasingly fierce, every terminal is striving to increase its investments constantly and lower its operational costs in order to maintain the competitive edge and provide satisfactory services to terminal users. The unreasoning behavior, however, has induced that substantial waste and inefficiency exists in container terminal production. Therefore, it is of great importance for the terminal to know whether it has fully used its existing infrastructures and that output has been maximized given the input. From this perspective, data envelopment analysis (DEA) provides a more appropriate benchmark. This study applies three models of DEA to acquire a variety of analytical results about the operational efficiency to the Korean container terminals. According to efficiency value analysis, this study first finds the reason of inefficiency. It is followed by identification of the potential areas of improvement for inefficient terminals by applying slack variable method and giving the projection results. Finally, return to scale approach is used to assess whether each terminal is in a state of increasing, decreasing, or constant return to scale. The results of this study can provide terminal managers with insight into resource allocation and optimization of the operating performance.

The container port industry has been variously studied by many researchers, because the contemporary container transportation and container port industries play a pivotal role in globalization of the world economy. For container terminals, the productivity, affected by many factors, is an important target in measuring container terminal performance. Under this background, finding the critical factors affecting the productivity is necessary. Regression analysis can be used to identify which independent variables are related to the dependent variable, and explore the relationships of them. The aim of paper is to evaluate the factors affecting the productivity of Chinese major terminals by using a regression statistical analysis modeling approach, which is to establish the variable preprocessing model (VPM) and regression analysis model (RAM), by means of collecting the major Chinese container terminals data in the year of 2008.

The aim of the paper is to solve the problem of customer reduction due to the difficulty of parts sourcing which impacts production delay and delivery delay in SC networks. Furthermore, this paper is to suggest the new inventory policy of MTS in order to solve the problem of current inventory policy. In order to compare two policies, a LCD maker is selected as a case study and the real data for 2007 years is used for simulation input. The maker uses MTO policy for parts sourcing which has the problem of lead time even if it has some advantage of inventory cost. Based on current process. The simulation program of AS-IS model and TO-BE model using ARENA 10 version is developed for evaluation. In a result, the order number of two policies shows that MTO is 52 and MTS is 53. However the quantity of order shows big difference such that MTO is 168,460 and MTS is 225,106. Particularly, the lead time of new inventory policy shows much shorter that that of MTO such that MTO 100 is days and MTS is 16 days. In spite of short lead time by MTS policy, new policy has to take burden of inventory cost per year. Total inventory cost per year by MTS policy is US 11,254 and each part inventory cost is that POL is US 1,807, LDI is US 2,166 and Panel is US 7,281. The implication of the research is that the company has to consider the cost and the service simultaneously in deciding the inventory policy. In the paper, even if the optimal point of deciding is put into tactical area, the ground of decision is suggested in order to improve the problem in SC networks.

In order to attract more transshipment cargoes, Busan Port Authority (BPA) has, since 2003, adopted the volume incentive policy by which more than US 10 million annually have been paid back to shipping lines that were called at the port. However, having been a transshipment port for the Northeast region of China, the port of Busan has come under threat from bold Chinese port development projects, notably Shanghai, as northern Chinese regionnl ports place more emphasis on building facilities capable of handling growing trade volumes. Undoubtedly this would lead to a decline in transshipment container traffic moved via Busan. The purpose of this paper is to identify some core factors that have been affecting the increase of transshipment cargoes of Busan and further to recommend BPA an improved incentive scheme with which more T/S cargoes can be attracted into the port of Busan To clarity the reason why T/S cargoes have increased in the port of Busan, several steps are made as follows: The first step is to make a quantitative model for explaining the development of T/S cargoes during the last decade. The second step is to define the dependent and the independent variables for multiple regressions after testing variable significance. For this, data collection and the accuracy of validation have been done by the direct interview with the experienced staffs in shipping companies of both domestic and foreign country. After validating the model with collected data, the final step is to find variables which are explaining the model mostly. In conclusion, 2 variables were clearly identified as core factors that explain well the development of T/S cargoes in the port of Busan: 'Mohring effect' and total cost. It is strongly recommended, by an empirical study, that an incentive scheme be changed to a way which more feeder vessels rather than mother vessels can reduce their direct costs to call in the port of Busan.

The awareness of the high-value industry for container terminal leads competitiveness of container terminals to keep high fiercely. In regards to competitive factors of container terminal, the most important point among several factors is seemed to be the speed of container loading and unloading on quayside. In container terminals in Korea, the productivity shows big difference even though its condition is similar to each terminal. The objective of this paper is to find the critical factors of container terminal productivity, which is dependant upon the capability, quantity of quay crane, transfer vehicle, and so on. For this purpose, we have researched related literatures, and collected data about container terminals in South Korea. Furthermore, we tested sensitive analysis to evaluate the extent of productivity by changing independent variable. And then we established the regression model to evaluate which factor has had the biggest impact on productivity. The results of this paper can give terminal operators guideline to improve productivity.

Soyasaponins A1 , DDMP-conjugated group B soyasaponins αg~;and~;βg , non-DDMP counterpart soyasaponin I, II+III, and DDMP moiety were quantified in the large-, midium-, and small-seed soybean varieties. Protein contents were ranged from 38.1% to 41.8%, and oil contents were ranged from 15.5% to 18.9%, respectively. Oil contents in the large-seed varieties were significantly higher than those of medium- and small-seed varieties. Among detected soyasaponin peaks, βg was a major soyasaponin in DDMP-conjugated group B soyasaponins followed by soyasaponin I, DDMP moiety and A1 . Soyasaponin concentration among different seed size soybean varieties. The soyasaponin concentration of mediumseed (4014.5~mug/g ) was slightly higher than those of largeseed (3755.0~mug/g ) and small-seed varieties (3620.3~mug/g ), however, the differences was statistically not significant. The composition rates of soyasaponins in the large-size seeds were 9.4% of soyasaponin A1 , 26.5% of DDMP-conjugated soyasaponins, 49.9% of non-DDMP counterpart soyasaponins, and 14.2% of DDMP moiety, respectively. Similar results were observed in the composition ratios of middle- and small-size seeds. Oil content and C:N ratio showed the significant positive correlations with total soyasaponin concentration, while the 100-seed weight, fiber, and ash contents showed the negative correlations with total soyasaponin but statistically not significant. It was noted that protein contents didn't have any relationship with group A, group B, DDMP moiety, and total soyasaponin. This fact suggested that protein contents are not affects the variation of soyasaponin concentration.

The 117 soybean cultivars were collected from nine provinces in Korea, and various seed quality traits along with isoflavone contents were evaluated to elucidate their relationship. The 100-seed weight of the black soybean (31.2 g) was significantly higher (p<0.05) than yellow soybeans (28.6 g). The composition of genistein, daidzein, and glycitein accounted for 75.8, 22.8, and 1.4 % of total isoflavone in yellow soybean cultivars, while their compositions in black soybeans were 58.5, 39.7, and 1.8%, respectively. The mean contents of total isoflavone in yellow and black soybean were l,561.6~mug~;g-1~;and~;l,018.3~mug~;g-1 . The isofalvone content showed significant variation among cultivars when classified by the seed size. In the yellow soybeans, total isoflavone content was higher in small size soybean cultivars (1,776.0~mug~;g-1) and medium size soybean cultivars (1,714.3~mug~;g-1) compared to large size ones (1,518.5~mug~;g-1) . Genistein content was proved as the major factor determining the relationship between isoflavone content and 100-seed weights (r =-0.206*). Daidzein and glycitein, however, showed no significant relationship with the 100-seed weights. Isoflavone content was not significantly correlated with color parameters L (lightness) and a (redness) values, but color parameter b (yellowness) was positively correlated with glycitein (r=0.264*) in the yellow soybeans, while its negative correlation between daidzein (r=-0.245*) and total isoflavone (r=-0.256*) were observed in black soybeans. However, these findings suggested that the seed color value may not serve as an effective parameter for estimating the isoflavone intensity of the soybeans. Variation of protein and lipid contents between yellow soybeans (n=58) and black soybeans (n=59) was relatively stable, however, protein and lipid contents have no significant relationship with isoflavone content.

This study intends to surveyrequirements for port and logistics supply chain management with RFID {Radio Frequency IDentification)technology. Port and logistics supply chain management has become a critical issue due to the necessity of efficiency, visibility, trace-ability, etc. Since the introduction of RFID technology, its performance, reliability, validity, and safety have been a concern in most industries. Particularly, in port and logistics supply chain management, RFID has the potential to track the movement of containers and to provide in-transit visibility toward customers. In thispaper we consider some critical issues related to port and logistics supply chain management, which previously adopted RFID technology. In order to successfully design and adopt RFID technology and utilize it as optimally as is possible in the port and logistics industry, it is necessary to understand the potential of shipping companies and their requirements in adopting RFID technology in port and logistics.

The productivity of container terminal is determined by its various operation methods. This paper aims at finding out the factors to enhance the productivity of container handling of quay crane, using simulation technique. Three levels of decision making in terminal operation, strategy, and tactics and operation are selected for defining parameters of simulation The result of the simulation and test shows that the significant factors to improve the productivity are the stack height of container, block dispersion and the distance in yard planning for shipment. Decision making in the operation level, however, is of significance in the mixed condition of strategic and tactical level. The result shows meaningful guidelines in decision making under strategic, tactical and operation level.