Nguyen Tran - Academia.edu (original) (raw)
Uploads
Papers by Nguyen Tran
Transport, 2018
This article studies operational patterns in container liner shipping with the emphasis on End-To... more This article studies operational patterns in container liner shipping with the emphasis on End-To-End (ETE), Round-The-World (RTW), and pendulum patterns. The first research issue deals with their deployment on designing shipping routes on the East–West corridor. The second issue compares their operational characteristics to realize their strength and weakness. The empirical work is carried out using 2074 route records of the top 20 shipping lines from 1995 to 2011. During the period, ETE was the dominant pattern. From 81 to 93% of the surveyed routes operated under this pattern. Pendulum was in favour in the early 2000s, but its use later declined. Round the world had been expected as an innovation in the industry but it was employed limitedly. An important feature of RTW and pendulum patterns is to include multiple trades on a single route, which can bring about the advantages of traffic bundling and less fleet requirement. On the other hand, multiple trades result in more complex...
Maritime Economics & Logistics, 2016
As container shipping networks have become important components in global supply chains, route de... more As container shipping networks have become important components in global supply chains, route design should take both maritime and inland factors into consideration. In this article, a model is proposed to optimise container flows between two continents via an end-to-end service. The model is concerned not only with the design of an optimal shipping route but also with inland connections between hinterlands and ports. The objective is to minimise total costs, consisting of ship costs, port costs, inland/feeder transport costs, inventory costs and CO2 costs. The model is applied to the actual trade between Europe and the United States. Computational outcomes show that ship costs and port costs (port dues and terminal handling charges) represent less than one third of total costs. Therefore, the maritime network is only a part of a bigger system and piecemeal optimisation may not guarantee the optimisation of the whole network. Inland/feeder transport costs contribute the most to total costs, and they are influenced significantly by port choice. Although the use of a greater number of ports results in longer distances and higher shipping costs, this benefits in terms of lower distribution costs between hinterlands and ports. Inventory costs play a considerable part in total costs and they increase as vessel capacity goes up. In other words, these costs present a barrier to the introduction of bigger vessels. Optimal size is obviously a trade-offs between inventory and shipping costs.
Transport, 2018
This article studies operational patterns in container liner shipping with the emphasis on End-To... more This article studies operational patterns in container liner shipping with the emphasis on End-To-End (ETE), Round-The-World (RTW), and pendulum patterns. The first research issue deals with their deployment on designing shipping routes on the East–West corridor. The second issue compares their operational characteristics to realize their strength and weakness. The empirical work is carried out using 2074 route records of the top 20 shipping lines from 1995 to 2011. During the period, ETE was the dominant pattern. From 81 to 93% of the surveyed routes operated under this pattern. Pendulum was in favour in the early 2000s, but its use later declined. Round the world had been expected as an innovation in the industry but it was employed limitedly. An important feature of RTW and pendulum patterns is to include multiple trades on a single route, which can bring about the advantages of traffic bundling and less fleet requirement. On the other hand, multiple trades result in more complex...
Maritime Economics & Logistics, 2016
As container shipping networks have become important components in global supply chains, route de... more As container shipping networks have become important components in global supply chains, route design should take both maritime and inland factors into consideration. In this article, a model is proposed to optimise container flows between two continents via an end-to-end service. The model is concerned not only with the design of an optimal shipping route but also with inland connections between hinterlands and ports. The objective is to minimise total costs, consisting of ship costs, port costs, inland/feeder transport costs, inventory costs and CO2 costs. The model is applied to the actual trade between Europe and the United States. Computational outcomes show that ship costs and port costs (port dues and terminal handling charges) represent less than one third of total costs. Therefore, the maritime network is only a part of a bigger system and piecemeal optimisation may not guarantee the optimisation of the whole network. Inland/feeder transport costs contribute the most to total costs, and they are influenced significantly by port choice. Although the use of a greater number of ports results in longer distances and higher shipping costs, this benefits in terms of lower distribution costs between hinterlands and ports. Inventory costs play a considerable part in total costs and they increase as vessel capacity goes up. In other words, these costs present a barrier to the introduction of bigger vessels. Optimal size is obviously a trade-offs between inventory and shipping costs.