• Journal of Korea Port Economic Association
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• v.28 no.1
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• pp.83-104
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• 2012

The main purpose of tramp ships in shipping markets is to produce operation profits by minimizing the running days in a contract of the voyage charterparty. It is an especially difficult task for the owners to earn operation profits in the present recessional shipping market. Tramp ships are moving towards globalization in order to look for a variety of cargoes, which are distinguished from the liners operating regularly as per the fixed time schedule. Tramp shipping, therefore, requires special attention every voyage to secure operation efficiency which comes from minimized sea and laytime in port. The laytime is allowed by owners but if the charterers use more laytime than that which is incorporated in the charterparty, then a compensation known as 'demurrage' must be paid to owners. Conversely if the time is shorter this is called 'despatch' and in this case the owners are paid. As the laytime issue in the voyage charter is somewhat delicate, it often causes much disputes between charterers and owners during the cargo handling in ports. This study focuses on the charterers' right and duty on the laytime which is usually applied for the benefit of the charterers. Reference is also made to English law cases to reinforce this study and the conclusion will make relevant suggestions for further research.

• Journal of Korea Port Economic Association
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• v.28 no.1
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• pp.229-261
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• 2012

Concerning the political situations of Korea, after the coming of MB Administration the blockades between South and North has been deepened. Because of stopping of the tourism of Diamond Mountain, the Cheonan ship accidents and the ** bombardment of Yeonpyung island, the situation of confrontation of South and North is enlarged. After the death of Kim Jong-il, on 17 Dec. 2011, the new situations are opened in North Korea(NK). On the basis of economic cooperation between South and North, various logistical cooperation of South and North has been progressed. On November of 2002, the 1st Shipping Cooperation Meeting of South and North, which may be a basis of Shipping Agreement has been discussed. And the railway between South and North has been connected. This study, screening the change of South and North conditions, analyzed the tasks and current conditions of South and North logistics based on economic cooperation, with the previous researches and data of South and North Korea. And it grouped and suggested future development directions and practical agenda, after considering the recent changes. Furthermore it proposed the medium-long term logistical system of Korea peninsula and future strategies and vision. To solve the confrontation situations the role of South Korea is more important.

• Journal of Korea Port Economic Association
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• v.26 no.4
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• pp.147-167
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• 2010

The purpose of this study is to analyze the components and verify the relationship among service quality, customer satisfaction and relationship quality in liner shipping company. In order to achieve the purpose of this study, literature survey related to service quality, customer satisfaction, relationship quality was carried out and took an empirical analysis by the use of questionnaire method for employees in international freight forwarders. The final results are as follows; First, correlations between service quality and customer satisfaction are found to be positive. But service quality component of tangibles and responsiveness with customer satisfaction are not to be positive. Second, as the other study on the similar logistics industries, the correlation between customer satisfaction and relationship quality is found to be positive in this study.

• Journal of Korea Port Economic Association
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• v.34 no.2
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• pp.1-16
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• 2018

Maritime industry is recognized as a new value-adding and growth engine industry. It provides high value by creating clusters centering on ports. Advanced international ports are also clashing ahead to create clusters, boost profits, and strengthen competitiveness. The Korean government enacted policies for the establishment and upbringing of maritime industrial clusters in 2015. It is very important to understand which maritime industry has a comparative advantage in each region and to establish an integration strategy through maritime industrial clusters. This study analyzes the structure of the maritime industry in the Chungnam province, which is expected to deal with raw materials(mainly oil products), container throughput, and opening of ferry route with China's port. The study analyzed the existing literature on the maritime industry and classified the industry into 5 major categories, 21 sub-categories, and 84 sub-categories in shipping and logistics, shipbuilding, fishery, marine tourism industry, and other industries. Based on the reclassified maritime industry, the structure of the maritime industry in the Chungnam province was analyzed by using location quotient(LQ) and Shift-Share analysis. The study found that the fisheries industry showed the highest value(1.718) in the analysis of LQ, followed by the marine tourism industry(1.092), shipbuilding industry(0.823) and shipping and logistics industry(0.789). The total effect of the maritime industry in Chungnam province was 36,315 and the net growth effect, excluding the national growth effect, was estimated to be 21,321. Based on these results, we classify the maritime industry in the Chungnam province as comparative advantage and comparative disadvantage. The results of this study can be used as basic data for formulating strategies for the construction of the maritime industry cluster in the Chungnam province in the future.

• Journal of Korea Port Economic Association
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• v.32 no.2
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• pp.105-122
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• 2016

Numerous studies have evaluated the status of seaports. However, the majority of the research has approached this topic from the view-point of port capabilities, including locational advantage, infrastructure, productivity, and competitiveness. The position and/or role of a port can be understood more precisely and comprehensively by considering the interconnectivity among ports making up enormous global transportation networks. The main objective of this study is to compare the status of 82 container ports on the trunk shipping routes between Asia and Europe by applying the concepts of structural equivalence and role equivalence proposed by the social network analysis method. Network similarities and differences among competing ports in the regions are assessed by analysing their structural equivalence. Furthermore, the hierarchical structures of the ports located on the trunks between Asia and Northwest Europe and between Asia and the Mediterranean are constructed by evaluating their role equivalence. The results of this empirical research shows that Singapore and Rotterdam possess the most significant positions on the ocean corridors between Asia and Northwest Europe. Singapore also holds a leading position on the Asia-Mediterranean shipping route. Lastly, no ports located in the Middle East or Mediterranean regions have an equivalent weight to those of Rotterdam, Hamburg, Antwerp on the Asia-Northwest Europe route.

• Journal of Korea Port Economic Association
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• v.32 no.2
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• pp.73-90
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• 2016

In Climate change is a global issue that requires global responses. As a key factor in climate change, greenhouse gas (GHG) emissions have attracted increasing attention the international community. One of the crucial global efforts to alleviate climate change is the establishment of an international climate change regime, comprising rules, norms, principles, procedures that are applicable to a wide range of activities. The International Maritime Organization (IMO) received a mandate from the Kyoto Protocol to regulate shipping GHG emissions. However, the IMO Convention and the UN Convention on the Law of the Sea also provide regulations on regarding GHG emissions. To execute its mandate, the IMO has developed various regulatory initiatives. In addition, the Chinese government has declared new regulations which designate parts of its coastal waters as emission control areas (ECA). Owing to the growing recognition of the benefits of ECA, ships, including ocean-going vessels that operate in areas near the Pearl River Delta, Yangtze River Delta, and the Bohai Sea will be obliged to use fuel containing less than 0.5% sulfur. China's shipping industry is playing a growing role in the international shipping market, and its response to these initiatives will have a substantial effect on the future application of these regulations. This study analyzed the GHG mandates of the IMO and the Chinese government, and then examines the main outcomes that have been achieved.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.4
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• pp.594-600
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• 2022

When a large liquefied natural gas (LNG) carrier is anchored at a coastal terminal, calculations on mooring forces of mooring cables induced by environmental loads such as strong winds and currents are needed to secure mooring safety. The advantages and disadvantages of several existing mooring force calculation methods are compared and analyzed with their application conditions. Resultingly, mooring equipment guidelines of the Oil Companies International Marine Forum (OCIMF) are chosen as the computational method for this study. In this paper, the mooring forces of a large LNG carrier with spectrum was calculated using the OCIMF mooring equipment guidelines. The calculation shows similar maximum forces resulted from the calculation using experiment data of a wind tunnel test. To verify the results, OPTIMOOR, a dedicated mooring force calculation software, is used to calculate the same mooring conditions. The results of both calculations show that the computational method recommended by OCIMF is safe and reliable. OPTIMOOR calculates more detailed tensile force of each mooring cable. Thus, the calculation on mooring forces of mooring cables of a large LNG carrier using OCIMF mooring equipment guidelines is verified as an applicable and safe method.

• Journal of Korea Port Economic Association
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• v.39 no.4
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• pp.107-125
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• 2023

The pace of sustainability transition within the maritime industry has been accelerating. This shift primarily necessitates changes in the industry's heavy reliance on fossil fuel-driven ecosystems. Additionally, numerous sustainability laws and regulations, such as the EU's CBAM and IMO's EEXI, have been implemented. This transition is poised to amplify the competitive edge of firms equipped with greater resources, as it introduces substantial operational burdens due to expensive eco-friendly fuel adoption and regulatory compliance. To diverge from the traditional competitive landscape, this paper aims to explore innovative maritime finance models enabling domestic firms to gain competitive advantages on a global scale. Employing analogical reasoning and modeling as a research method, this paper demonstrates that maritime firms can leverage the sustainability transition by aligning sustainable maritime operations with ETS (Emission Trading Schemes). Expanding on this novel approach, the paper delves into potential connections between CCM (Compliance Carbon Market), VCM (Voluntary Carbon Market), and digital asset exchanges. This newly proposed digital/net-zero maritime ecosystem holds the potential to significantly impact the shipping, shipbuilding, and ship finance industries, positioning Busan as a sustainable maritime finance hub. This study holds significance as pioneering research that may stimulate subsequent case-based studies and offer strategic guidance to market participants and policymakers as the maritime industry moves towards a net-zero transition

• Journal of Korea Port Economic Association
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• v.39 no.1
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• pp.131-147
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• 2023

Gwangyang Port Marine Industry Cluster is the only marine industry cluster in Korea that is currently in operation, but despite the implementation of various revitalization policies since its opening, the occupancy rate has been low so far. Accordingly, this study aims to identify the constraints of the current system that hinder the inducement of tenant companies and to suggest revitalization measures. For this purpose, this study analyzed the current status of research and development(R&D) projects in the port, shipping and logistics sector, which is a core industry of the Gwangyang Port Marine Industry Cluster. And a survey was conducted on companies with potential to move in. As a result, the proportion of R&D in the core industry sectors is lower than in other sectors, and most of R&D projects are being carried out mainly by small and medium-sized enterprises. In addition, the low need for port facilities and low accessibility to Gwangyang Port were derived as constraints. Considering the results, this study suggests four revitalization measures to induce tenant companies as follows. First, it is necessary to expand the scope of core industries from the current shipping, ports, and logistics to the entire maritime and fisheries, so that companies performing R&D in the industry can move in. Second, the industry code currently specified as a qualification need to be revised to include both the industry of the enterprise carrying out R&D projects and the core industry. Therefore, this study suggests an expanded industry code list that can replace current list. Third, a transition of tenant recruitment system from the regular system(once or twice a year) to the occasional system is proposed so that companies can move in flexibly when demand arises. Finally, in order to overcome geographically low accessibility, technology development support projects specialized in R&D that prospective tenant companies actually need are needed rather than financial support.

• Journal of Korea Port Economic Association
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• v.40 no.3
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• pp.97-114
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• 2024

With the advancement of Fourth Industrial Revolution technologies, the maritime sector is actively developing technologies and policies related to autonomous ships. This study aims to identify and prioritize various factors influencing the adoption of Maritime Autonomous Surface Ships (MASS) by conducting surveys among experts and professionals in the maritime industry. To achieve this, relevant factors related to the adoption of autonomous ships were examined through a review of previous research, and survey questions for pairwise comparison using the Analytic Hierarchy Process (AHP) were developed based on the insights of industry experts. The pairwise comparison items were categorized into four main factors at the highest level, with each factor further subdivided into sub-factors to establish their priorities. The survey results, which distinguish between shipowner and non-shipowner groups, reveal that, among the main factors-economic, legal and policy, safety and security, and technical-the shipowner group prioritized economic factors, though the difference from safety and security factors was relatively minor. In contrast, the non-shipowner group rated safety and security factors as the highest priority, with economic factors ranked lowest. Further analysis of the sub-factors across both groups indicated that, for economic factors, the increase in operational profit was most critical; for legal and policy factors, regulations related to structural equipment were paramount; for safety and security factors, the risk of equipment and machinery failure was key; and for technical factors, accident response technology was most significant. This study provides strategic insights for stakeholders by systematically analyzing decision factors for adopting MASS through AHP analysis. The findings enable companies to establish efficient resource allocation and investment strategies, while policymakers can utilize the results to guide policy and regulatory directions. Moreover, the study contributes to the existing body of knowledge by solidifying the framework of determinants for MASS adoption, incorporating commercial considerations alongside technical and legal factors. The results not only offer fundamental information for future research but also provide a rationale for informed decision-making in the shipbuilding and maritime industries regarding MASS adoption and operation.