• 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.

• Journal of Digital Convergence
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• v.17 no.4
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• pp.95-105
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• 2019

The failure of company management that does not overcome the recession of shipping economy has negative impact on front-end and back-end industries in relation to shipping industry overall. This study aims to derive a measure of government policy support for win-win of ship owners and shippers by performing a survey with experts in ship owners, shippers, and port-related institutions. This study employed a consistent fuzzy preference relation (CFPR) method to provide the priority of government policies. The study results showed that out of all 14 policies, the policy perceived most important was "expansion of participation in share of shipping company or ships of shipper (0.102)" followed by "strengthening of national shipper-centered service quality (0.101)", and "providing a long-term transportation contract model of container cargo (0.085)". To recover the Korean shipping industry via win-win of ship owners and shipper, the policy enforcement is important through correct government policy establishment and priority selection. In this regard, this study contributed to proposing policies and priority of the policies. For the future study, detailed analysis on comparison of perception difference among stakeholders in the shipping industry is needed.

• Journal of Navigation and Port Research
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• v.44 no.6
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• pp.550-556
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• 2020

Over the past years, the role of ports in the global network of supply chains has becoming increasingly important, not merely as a physical location for loading and unloading goods, but also as an essential center of economic activity where additional value is added to cargo. Due to the overall growing importance of ports, each country has chosen to adopt hub growth as a primary economic strategy. Northeast Asia in particular, due to its high population density, experiences intense competition between its ports. Busan's port, as a result, has used the establishment of Distripark in order to attract high and stable trade volume, and compete more effectively with other ports in the region. This study estimates the unit cost of the logistic process for the all principal cargos handled at Busan New Port, with the findings revealing that unit cost increases gradually starting with chemical products, LME bulk goods, automobile parts, LME containers, general cargoes, and LME inland transportation goods coming in last. Future research will look more closely at all all categories of cargo handled in the Distrpark of Busan New Port, thereby enabling us to better understand the value created by the port, and how to best implement effective trade volume-attraction strategy.

• Journal of Korea Port Economic Association
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• v.39 no.3
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• pp.1-19
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• 2023

After being kept in bonded areas and bonded logistics warehouses, the level of information sharing and progress confirmation on the process until the cargo is released is insufficient, resulting in disputes and legal disputes related to unauthorized and illegal delivery of cargo. This study attempted to present the introduction of standard electronic documents as a way to solve problems such as delivery practices raised in the delivery of existing imported cargo and legal disputes related to unauthorized illegal delivery among import-related entities. The service provider who manages the bonded warehouse/logistics center in the hinterland of Busan New Port and the shipper service user who use the service were classified into two groups, and a survey was conducted to analyze the difference in perception between the two groups. As a result of the analysis, both groups judged that the introduction of standard electronic documents was necessary, and showed high expected effects in preventing and reducing erroneous shipments and preventing and improving unauthorized and illegal shipments. Discussions between related organizations, related parties, and subjects are needed first to introduce standard electronic documents of the entry and warehouse management system, and the actual participation of related entities such as service providers and service users will play a very important role in establishing the system.

• Korean Journal of Remote Sensing
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• v.39 no.5_4
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• pp.1173-1183
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• 2023

Over the past 20 years, Korea's overall import and export cargo volume has increased at an average annual rate of approximately 5.3%. About 99% of the cargo is still being transported by sea. Due to recent increases in maritime cargo volume, congestion in maritime logistics has become challenging due to factors such as the COVID-19 pandemic and conflicts. Continuous monitoring of ports has become crucial. Various ground observation systems and Automatic Identification System (AIS) data have been utilized for monitoring ports and conducting numerous preliminary studies for the efficient operation of container terminals and cargo volume prediction. However, small and developing countries' ports face difficulties in monitoring due to environmental issues and aging infrastructure compared to large ports. Recently, with the increasing utility of artificial satellites, preliminary studies have been conducted using satellite imagery for continuous maritime cargo data collection and establishing ocean monitoring systems in vast and hard-to-reach areas. This study aims to visually detect ships docked at berths in the Busan New Port using high-resolution satellite imagery and quantitatively evaluate berth utilization rates. By utilizing high-resolution satellite imagery from Compact Advanced Satellite 500-1 (CAS500-1), Korea Multi-Purpose satellite-3 (KOMPSAT-3), PlanetScope, and Sentinel-2A, ships docked within the port berths were visually detected. The berth utilization rate was calculated using the total number of ships that could be docked at the berths. The results showed variations in berth utilization rates on June 2, 2022, with values of 0.67, 0.7, and 0.59, indicating fluctuations based on the time of satellite image capture. On June 3, 2022, the value remained at 0.7, signifying a consistent berth utilization rate despite changes in ship types. A higher berth utilization rate indicates active operations at the berth. This information can assist in basic planning for new ship operation schedules, as congested berths can lead to longer waiting times for ships in anchorages, potentially resulting in increased freight rates. The duration of operations at berths can vary from several hours to several days. The results of calculating changes in ships at berths based on differences in satellite image capture times, even with a time difference of 4 minutes and 49 seconds, demonstrated variations in ship presence. With short observation intervals and the utilization of high-resolution satellite imagery, continuous monitoring within ports can be achieved. Additionally, utilizing satellite imagery to monitor changes in ships at berths in minute increments could prove useful for small and developing country ports where harbor management is not well-established, offering valuable insights and solutions.

• Journal of Korea Port Economic Association
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• v.34 no.1
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• pp.111-132
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• 2018

As China continues to evolve as a major economic power and the Free Trade Agreement (FTA) between the Republic of Korea and China was ratified on June 1, 2015, market volume between the two countries is expected to grow more rapidly. This study aims on improving the efficiency of car-ferry lines. We conducted two surveys- for shippers and forwarders of car-ferry companies, and container liners. The study analyzes the decision factors for delivery companies and their importance for shippers and forwarders of car-ferry companies and container liners. Based on analysis of prior studies on the competition for car-ferry companies and liners, three primary variables are selected-promptness, economics, and safety. The promptness variable consists of shipping time, loading/unloading time, and customs clearing time. The economic variable consists of marine transportation cost from a domestic harbor to China, loading/unloading cost in the harbor, and overland transport cost from the harbor to shippers inland. Finally, the safety variable consists of cargo damage rates, safety facilities, such as lashing and shoring, and punctuality of transportation time. The survey and AHP results show that the promptness, safety, and economics factors are 0.549, 0.309, and 0.142 in the shipper groups of car-ferry companies' category, respectively. It indicates that there is considerable difference in the importance of each factor. In contrast, the factors are 0.350, 0.348, and 0.302 in the forwarders category, which suggests that there is little difference in each factor's importance. As for shippers and forwarders of liners, the importance of each factor is found to be in the following order: economics, safety, and promptness.