What does it mean port time vs. sea time in container liner operation?

Depend on the scale of container liner, it could be separated the responsible teams who were focusing port time and sea time, in specifically, vessel operation and terminal operation.

One of the side effects in approaching two different operations is the
possibility of misleading is the importance of two different operation sectors.

If considering the duration of the voyage at sea, the port time could be deemed as a small period. However, in accordance with liners’ required efforts for cost reductions, the dispatch from a port to provide more time at sea is one of an important targeted performance.

Before, approaching the targets in vessel operation and
terminal operation would like to propose to have the holistic
understanding in order to have better decision making.

This is not only for an operational KPI but also to secure optimum network design which is the product generated and provided by container liner.

Usually, a proforma product is designed based on ‘constraint, requirement’ which came from the result of two different operations, i.e. vessel voyage operation and port operation. Consequently, the performance of each operation is monitored based on the separated target.

If it is possible to provide a method of ‘Omni-Operation
Management’ which covers vessel operation and terminal operation
with single window of management, more optimized operation
in terms of holistic evaluation, and consequent optimum product
design will be available.

Moreover, through the ‘Omni-Operation Management’, integrated measuring performance, total cost management, cost-based product simulation, real-time optimization, and activity-based costing will be enhanced.

As a tool for the ‘Omni-Operation Management’, introduced the approaches in my articles, and overall concept would be ‘understanding total cost as well as service visually’. Please refer to the articles ‘Just Mouse Drag for Adjusting Ship’s Schedule‘, and ‘How Can We Make It Easy? (Visualizing Container Ship’s Schedule)‘.

By the result of adaping ‘Omni-Operation Management’,
dynamic approaches to the optimum products from
cost as well as service perspective.

Lastly, I would like to highlight the meaning of the optimum product which should cover the sea and port operation in container liner business. It is not a static product target, but the dynamic result adjusted by continuous approaches depends on real operational circumstance with consideration cost as well as service.

Edited by Kwang-Yong Jung, Business Consultant, CyberLogitec