• Journal of Korea Port Economic Association
• /
• v.28 no.4
• /
• pp.257-274
• /
• 2012

Since service competition among global supply chains became intensified, market-oriented system, instead of the existing cost-based system, for port service pricing has been strongly recommended in order to enhance their long-term viability and competitiveness. The Owen value of cooperative game frameworks allows us to apply a market-oriented pricing theory for the port pricing in the case of Gwangyang port to verify its usefulness. The analytical results of this paper suggested some solutions in the problem of berth-based cost allocation by a characteristic function and also showed the proper relative weights of factors to derive the quay use index by Budescu(1993). We also suggested a favorable port pricing system to major shipping firms as well as a discount port pricing system for their strategic alliance. To put it differently, the results of this study enable the port managers to make out some strategic port pricing system like the reasonable discount in port charge for the larger ship owners using the ports frequently.

• Journal of Korea Port Economic Association
• /
• v.27 no.2
• /
• pp.39-57
• /
• 2011

Recently Incheon Port and Pyeongtak·Dangjin Port called as Capital Region Ports have enjoyed ever-increasing cargo volumes. However, there is a lack of research on this region while plenty of outputs were suggested on mega hub and regional hub ports in terms of shipping companies and stakeholders' port choice criteria. To identify and evaluate the Capital Region Ports, this paper identifies the factors and sub-components influencing their port choice and presents a structure for evaluating them. Based on the literature related to port selection and competition, a regional survey employed Factor Analysis to reveal that 'port facility and link', 'cost and service', 'port hinterland' and 'information service and port operation policy' are the determining factors in these regions. From the overall evaluation using Fuzzy Theory, Port of Incheon Port obtained high score compare to that of Port of Pyeongtak Dangjin.

• Journal of Korea Port Economic Association
• /
• v.27 no.1
• /
• pp.213-234
• /
• 2011

The literature on efficiency of the maritime and shipping industry has typically focused on container ports and terminals. The study presented in this paper uses data envelopment analysis to evaluate ocean carriers based on financial and operational data from 2004 to 2007. A comparison is made up of the efficiency of global ocean carriers in efficiency of financial and operational performance respectively. A positive correlation is shown between the input and output data. In the static-efficiency analysis, we describe CCR, BCC and scale efficiency of Global Ocean Carriers in 2007. And we also provide about the stability and trend of their efficiency for four years (2004-2007) in the dynamic-efficiency analysis. The empirical results validate the necessity of restoring freight rates to facilitate the efficiency of the global ocean carriers supported by adjust of the supply of containership space. The study provides a basis for estimating the competitiveness of international shipping companies, for benchmarking best practice and for identifying the specific factors and causes of inefficiency.

• Proceedings of the Korean Operations and Management Science Society Conference
• /
• 2006.11a
• /
• pp.336-345
• /
• 2006

최근 컨테이너 선박의 대형화는 물동량을 크게 증가 시켰으며, 이로 인해 컨테이너 터미널에서는 규모의 경제를 달성하고, 선사의 요구를 만족시키기 위해 노력하고 있다. 이에 대한대안이 양현부두(Indented berth)의 등장이다. 양현부두에는 대형 컨테이너선의 물량을 신속히 처리하기 위해 선석에서 컨테이너를 취급하는 장비인 안벽크레인(Quay Crane : QC)의 작업 대수가 일반부두(Conventional berth)보다는 많이 할당될 수 있다. 본 연구에서는 일반부두와 양현부두의 작업 생산성을 비교하였다. 이를 위하여 탐색기법인 GRASP(Greedy Randomized Adaptive Search Procedure)를 적용한 안벽크레인 일정계획 알고리즘을 이용하였다. 또한 컨테이너 터미널의 실제 자료를 이용하여 두 가지 형태의 부두에서의 본선작업 완료시간을 비교 하였다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2019.05a
• /
• pp.45-47
• /
• 2019

과거 국내의 선사들의 주력선대는 8,000TEU급 이었으나, 현재 10,000TEU급 이상 선박의 대형화가 추세이다. 부산항 신항의 경우 2006년 1월 개항당시 4,000~7,000TEU급선박을 대상으로 수심 15m로 항만을 건설하였다. 10,000TEU급 이상의 선박이 안전하게 기항하려면 수심이 최소 16m 이상 확보되어야 하며, 이에 세계적인 컨테이너선 대형화에 발맞춰 수심 17m까지 증심준설 공사를 추진하고 있는 실정이다. 본 연구에서는 조류관측 자료를 토대로 부산항 신항 1-2단계 증심준설에 다른 부산신항만 해역의 하계조류 특성변화를 파악하였다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2005.10a
• /
• pp.263-268
• /
• 2005

Nowadays, the vessel size is tending to be bigger and bigger, so port facilities are following this trend, which has been shown inthe competition of Hub-Port among the main ports such as Port of Busan and Port of Shanghai. But there are limited numbers of large container vessels and $70\%$ of the call ships at Busan port are middle and small sized ships which are less than 20,000ton. So we need to consider the handling facilities for these sized ships, but it has disregarded. In this paper, we estimate the optimum level of crane and labor according to vessel's size by container handling cost value reflecting size of vessel; size and number of crane and labor structure.

• Journal of Korea Society of Industrial Information Systems
• /
• v.13 no.5
• /
• pp.29-43
• /
• 2008

As the containership has been large-sized, it is important to analyze the social feasibility for the dredging the water-depth of Busan port. We tries to do an exploratory study to analyze the needs of the core port user group by using the survey methodology. We did the survey for the ocean carriers, terminal operating companies, ship pilots respectively. Collected data was analyzed by frequency and cross tabulation method. Result suggests that the Busan North Port should be dredged to the 16 meter depth and Busan New Port should be dredged to the 17 meter depth. And the priority of the depth dredging is ranked as Gamman pier, Sinsundae pier, New Port and Jasungdae pier.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• v.1
• /
• pp.243-248
• /
• 2006

Recently, China opened Yangshan port and provides a variety of benefits for shipping companies. Japan plans to reduce logistics costs and improve efficiency through the established 'super major ports' project. According to the 'hub and spokes' system, the number of direct calls toward North-Chinese ports are increasing. This changing environment has negative effects on the amount of transshipment cargos in Korean ports. In order to make a hub port of a domestic port, it is necessary to develop northeast Asian Feeder networks. Therefore, this paper analyzes the structure of northeast Asian feeder networks through the case study of European feeder networks strategy. Finally, we suggests the plans to reinforce feeder networks, which are strategic terminal operation, strategic alliances between shipping companies and port co-operation, for win-win strategy in the competitive northeast Asian market.

• Journal of Korea Port Economic Association
• /
• v.25 no.3
• /
• pp.321-338
• /
• 2009

This study looks at the reasons behind the termination of container transportation between Busan and Incheon in terms of costs structure, the division of profit, and the economic limitation faced in the domestic shipping market. The operation costs have been examined in relation to the components of logistic system of container shipping and the cost function has been estimated. The distribution proportion of operation revenue has been also investigated, considering the different components of logistics activities. In addition, the average revenue of container vessels of 144TEU and 215TEU has been calculated. Economic limitation can be analysed through the optimisation behaviour of shipping companies which tries to maximize profit or minimize loss. In conclusion, domestic short sea shipping can get the economy of scale only by transporting vessels' maximum capacity. It is also vulnerable to trucking market's fluctuation. Without the subsidy for operation, the liner in domestic short sea shipping will stop the service in order to minimize the loss.

• Journal of Navigation and Port Research
• /
• v.30 no.1 s.107
• /
• pp.53-59
• /
• 2006

Recently, 8,000TEU class containerships has started operating the shipping service and the mega-containership of over 10,000TEU is on planning. A unit cost in relation to shipping service is decreased by the bigger ship based on the economy of scale. Most of the previous studies have been performed and focused on the total operation cost from mega port to mega port. However, the purpose of this paper is to estimate economic efficiency of selected hub ports from point of view of total cost such as service cost(or operation cost), port charge and feeder cost, etc. First, the service-network of mega containerships is based on data of a domestic shipping company operated main line and economic analysis of individual scenarios on the cost and traffic when 10,000TEU mega containerships offer the services. The three scenarios presented in this paper set up the hub ports which are the port of Busan, Shanghai and Yokohama The results show that port of Busan is economically the most efficient one among others.