• Korea Trade Review
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• v.45 no.5
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• pp.141-159
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• 2020

Container terminals at Gwangyang Port are operated by three container operators: A, B and C. Ultimately, there is consensus that a single operator should operate all terminals so that economies of scale can be achieved even in the operation of the container terminal. Integration between operators has a positive effect on both operators and shipping companies. From the operator's point of view, overlapping fixed costs between operators can be unified, reducing overall costs and utilizing spare facilities. On the other hand, from the viewpoint of the shipping company, it is possible to ensure stable use of the port facilities and always allow berthing, reduce days on demurrage and ship waiting, and provide one-stop service for work. However, existing cases of operators' integration or relocation of terminals remained to estimate the expected effects of alternatives, emphasizing only the financial point of view. The port terminal is a large system, and it is important to consider that it is an aggregate of major logistics facilities and equipment. Moreover, if the estimation can be made by quantifying the expected effect, the justification of the terminals' relocation can be further emphasized. Therefore, it is very important to estimate the expected effect from the viewpoint of systemic operation. Moreover, the need for operators' integration can be further emphasized if it can be estimated through quantification of expected effects. Currently, three alternatives are considered as alternatives to the terminals' relocation, and in this study, the optimal plan was derived for the 3 alternatives by the linear planning model of the minimum shuttle transportation cost in the terminal. The optimal plan is alternative 2, which shows the most advantageous integration effect in terms of expected effects. Alternative 2 integrates the B terminal into the C terminal, and the A terminal operates independently as it is.

• Journal of Korea Port Economic Association
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• v.39 no.4
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• pp.285-294
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• 2023

This study addresses the unique nature of port security services, which encompass a blend of both public and private components, distinguishing it from conventional police services exclusively focused on public welfare. The primary objective of port security is to thwart potential terrorist threats and address criminal activities within the port environment. The services offered include security screening for personnel and vehicles, assistance for port entrants and exit procedures, pass issuance, and guidance for port users arriving by vehicle. Despite the critical role played by port security, there is a notable absence of prior research assessing customer responses to these services. This study aims to fill this gap by defining port security services based on existing research, identifying the factors influencing the quality of port security services, and proposing recommendations for enhancing overall port security operations.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2003.05a
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• pp.273-280
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• 2003

The purpose of this study is to identify and evaluate the competitiveness of ports in ASEAN(Association of Southeast Asian Nations), which plays a leading role in basing the hub of international logistics strategies as a countermeasure in changes of international logistics environments. This region represents most severe competition among Mega hub ports in the world in terms of container cargo throughput at the onset of the 21 st century. The research method in this study accounted for overlapping between attributes, and introduced the HFP method that can perform mathematical operations. The scope of this study was strictly confined to the ports of ASEAN. which cover the top 100 of 350 container ports that were presented in Containerization International Yearbook 2002 with reference to container throughput. The results of this study show Singapore in the number one position. Even compared with major ports in Korea (after getting comparative ratings and applying the same data and evaluation structure), the number one position still goes to Singapore and then Busan(2) and Manila(2), followed by Port Klang(4), Tanjugn Priok(5), Tanjung Perak(6), Bangkok(7), Inchon(8), Laem Chabang(9) and Penang(9). In terms of the main contributions of this study, it is the first empirical study to apply the combined attributes of detailed and representative attributes into the advanced HFP model which was enhanced by the KJ method to evaluate the port competitiveness in ASEAN. Up-to-now, none have comprehensively conducted researches with sophisticated port methodology that has discussed a variety of changes in port development and terminal transfers of major shipping lines. Moreover, through the comparative evaluation between major ports in Korea and ASEAN, the presentation of comparative competitiveness for Korea ports is a great achievement in this study. In order to reinforce this study, it needs further compensative research, including cost factors which could not be applied to modeling the subject ports by lack of consistently qualified in ASEAN.

• Journal of Korea Port Economic Association
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• v.38 no.3
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• pp.105-131
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• 2022

Even after the improvement in 2019, UNCTAD's Liner Shipping Connectivity Index (LSCI), which evaluates the performance of the global container port market, has limited use. In particular, since the liner shipping connectivity index evaluates the performance based only on the distance of the relationship, the performance index combining the port attractiveness of calling would be more efficient. This study used the modified Huff model, the hub-authority algorithm and the eigenvector centrality of social network analysis, and correlation analysis for 2007, 2017, and 2019 data of Ocean-Commerce, Japan. The findings are as follows: Firstly, the port attractiveness of calling and the overall performance of the port did not always match. However, according to the analysis of the attractiveness of a port calling, Busan remained within the top 10. Still, the attractiveness among other Korean ports improved slowly from the low level during the study period. Secondly, Global container ports are generally specialized for long-term specialized inbound and outbound ports by the route and grow while maintaining professionalism throughout the entire period. The Korean ports continue to change roles from analysis period to period. Lastly, the volume of cargo by period and the extended port connectivity index (EPCI) presented in this study showed a correlation from 0.77 to 0.85. Even though the Atlantic data is excluded from the analysis and the ship's operable capacity is used instead of the port throughput volume, it shows a high correlation. The study result would help evaluate and analyze global ports. According to the study, Korean ports need a long-term strategy to improve performance while maintaining professionalism. In order to maintain and develop the port's desirable role, it is necessary to utilize cooperation and partnerships with the complimentary port and attract shipping companies' services calling to the complementary port. Although this study carried out a complex analysis using a lot of data and methodologies for an extended period, it is necessary to conduct a study covering ports around the world, a long-term panel analysis, and a scientific parameter estimation study of the attractiveness analysis.

• Journal of Korea Port Economic Association
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• v.32 no.3
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• pp.95-108
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• 2016

China has recently advocated a national strategy called "One Belt One Road" and transferred to execution to refine it into detailed action plans and has continued to fix the complement. However, the Korean Peninsula, including the North Korea remains could not be included at all in the Chinese development policy and framework in terms of the International Logistics. Currently it is raised between Korea-China rail ferry system again and that is when we need to make effective policy development on international multimodal transport system in Northeast Asia. This paper introduces the K-LB (Korea LandBridge) as its execution plan and conducted a feasibility study on this. K-LB consists of a Korea-Russian train ferry system based in Pohang Yeongil New Port(light-wing) and a Korea-China train ferry system based in Saemangeum New Port(left-wing). These two wings are linked to the existing rail system in Korea. This study is convinced that the K-LB is an effective international logistics system in the current terms and conditions and also demonstrated that it is feasible to introduce th K-LB on the peninsula. More strictly speaking, through a linear programming under objective function that minimize the transport cost quantified prior to demonstrate the feasibility, the available ranges and conditions for the transportation costs that are ensured the effectiveness of the K-LB are presented as results. According to the results, if the transport cost of K-LB is cheaper about 34.5% than that of sea transport such as container transport, the object goods may be transported by K-LB on this route. It means that the K-LB system has a competitive advantage due to more rapid customs clearance as well as omitted loading and unloading procedures over container transportation system. It also noted that the threshold level may not be large. Therefore, K-LB has competitive enough to prove its introduction in the Northeast Asian logistics system.

• Journal of Korea Port Economic Association
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• v.38 no.3
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• pp.133-149
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• 2022

The Port logistics is a pivotal industry in strengthening competitiveness for countries and companies and plays an important role in accounting for the majority of Korea's import and export volume, so its importance among Korea's industries is truly enormous. The port, which plays such an important role, is simultaneously unloaded, transferred into the dock, and stored, and it can be said that it is composed of a very complex flow. In particular, port unloading is an environment in which port unloading workers cannot escape the risk of disasters as large cargoes and cranes for container transport move, and numerous disasters are hidden and lead to serious disasters. Through literature studies on the Serious Accident Penalty Act, this study investigated how the Serious Accident Penalty Act affected port unloading workers and whether there was a change in satisfaction with safety education according to the enforcement of the Serious Accident Penalty Act. Through this study, it was found that port unloading workers were more aware of safety than managers in cognitive, attitude, and experience factors. Since the port unloading manager is not put into the unloading work, the perception of safety was analyzed to be lower than that of workers. Since managers should educate workers on safe work and be alert to safety, it seems that port unloading managers will also need to change their perception of safety. The Act on the Punishment of Severe Disasters took effect on January 27, 22, and in the early stages of the enforcement of the law, many confusing and ambiguous parts are found for those in charge of performing practical tasks on the front line until the law is settled. It seems necessary to revise the Act on the Punishment of Severe Disasters for the purpose of clear standards for the law and no safety accidents in the field to prevent confusion in work. In addition, in order to derive more meaningful research results in the future, it is expected that research on the perception of disasters by workers and managers will be continuously needed by deepening literature research to find various factors and using investigation methods such as interviews.

• Journal of Korea Port Economic Association
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• v.34 no.1
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• pp.81-98
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• 2018

Port logistics is essential for Korea's economy which heavily rely on international trade. Vast amounts of capital and time are consumed for the operation and development of ports to improve their competitiveness. Therefore, it is important to forecast cargo volume in order to establish the optimum level of construction and development plan. Itemized forecasting is necessary for appropriate port planning, since disaggregate approach is able to provides more realistic solution than aggregate forecasting. We introduce a new time series model which is Two-way Seasonality Multiplied Regressive Model (TSMR) to forecast oil cargo volume, which accounts for a large portion of total cargo volume in Korea. The TSMR model is designed to take into account the characteristics of oil cargo volume which exhibits trends with short and long-term seasonality. To verify the TSMR model, existing forecasting models are also used for a comparison reason. The results shows that the TSMR excels the existing models in terms of forecasting accuracy whereas the TSMR displays weakness in short-term forecasting. In addition, it was shown that the TSMR can be applied to other cargoes that have trends with short- and long-term seasonality through testing applicability of the TSMR.

• Journal of Korea Port Economic Association
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• v.33 no.4
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• pp.1-16
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• 2017

The total container throughput of ASEAN is expected to increase continuously with economic development. However, ASEAN port infrastructure is insufficient to handle the increasing trade volume. According to the World Economic Forum, ASEAN ports except Singapore and Malaysia are ranked in low. Participation in ASEAN port development projects can lead an increase in trade efficiency with S. Korea by improving the port infrastructure of ASEAN countries. In addition, the S. Korean port-related industry can be energized through entering ASEAN port development projects. This study, which measures the efficiency of ASEAN ports, can be used as a basic guideline for the development and the planning of the ports. This study used Data Envelopment Analysis(DEA) and Shannon's Entropy model together to measure ASEAN ports' efficiency. After measuring each DEA (CCR, I-BCC, O-BCC, SBM) weight, the efficiency of ASEAN ports is measured as reflecting each DEA weight. As a result, the ports of Singapore and Malaysia, the major ports in the world, have the highest efficiency. Further, Vietnamese ports need to raise efficiency along with increasing container throughput. Leam Chabang (Thailand), Ho Chi Minh City (Vietnam), and Tanjung Priok (Indonesia) exhibit a negative correlation between container throughput and efficiency; therefore, the ports need to improve so as to maintain competitiveness. Lastly, Cambodia, Myanmar, and Brunei, which do not have active economic development, need to improve their ports for economic development.

• Journal of Korea Port Economic Association
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• v.30 no.4
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• pp.219-254
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• 2014

Due to the recent development of globalization and supply chain management, growth of international trade has led to increasing cargo volume around the world. Since maritime logistics environments have changed, increased container ship size, improvement of harbor equipment, global port operation and rapid technological development have had an significant effects on shipping and port industry, which is contributing to competitiveness of port. Since a larger volume of port throughputs are generally regarded as an indicator of the more competitive port, inefficient port operation could reduce its competitiveness. On the other hand, high efficient ports could increase their competitive power while increasing cargo volume. This study aims at comparing competitiveness of the ports in the Northeast Asia by investigating changes of container throughputs and evaluating efficiency performance of ports. Shift-Share analysis and Data Envelopment Analysis(DEA) have been conducted with 21 Northeast Asian ports and then separated them into 4 groups for comparative analysis to identify competitive position of each port. The results of this study show that Incheon and Gwangyang port have been decreased container cargo volume, while volume of Busan port would increase by means of active marketing, various route development and incentive policy for the port.

• Journal of Korea Port Economic Association
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• v.30 no.1
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• pp.73-96
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• 2014

Competitiveness of container ports has been traditionally evaluated by capability of individual ports to provide services to customers or their service quality. However, since container ports are connected by container shipping networks to varying degrees, the status of the ports in liner shipping service networks also determines competitiveness of the ports. Sometimes same ports may play different roles in different forms of shipping networks. Shipping network connections that formulate in container ports therefore have more significant impact on their performance than service capabilities they have. This study aims to explore how the shipping and port network has been structured and changed in the past and to examine the network characteristics of ports using Social Network Analysis(SNA). In this SNA study, nodes in the network are the ports-of-call of the liner shipping services and links in the network are connections realized by vessel movements, such that the liner shipping networks determine the port networks. This study, therefore, investigates the liner shipping networks and through its results demonstrates the network characteristics of the ports that are represented by the four centrality indices. This provides port authorities and terminal operating companies with managerial implications to enhance competitiveness from customers' perspectives.