• Journal of Navigation and Port Research
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• v.31 no.3 s.119
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• pp.197-204
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• 2007

Busan Port has been facing critical situation in terms of container handling volume, especially growth rate of transshipment(T/S) container of the year of 2006 was at a standstill. Annual average growth rate of T/S container during the period of 2003 to 2006 slowed down to 7.7% while it recorded over 34% to the period of 1999 to 2002. It has mainly resulted from the change of circumstance of Northeast Asian ports, that is, firstly mega carriers' increasing direct call to Northern Chinese ports such as Qingdao, Tianjin and Dairen effected to T/S container volume of Busan port, secondly start to operate deep-water port of Shanghai, thirdly Japanese super hub port project to handle their local containers at domestic ports. This paper aims to analyze the T/S type of inter-routes and hub and spoke and statistical status of Busan port. The purpose of the paper is to propose new concept which is to attract T/S container utilizing hub port function of Busan port in Northeast Asia It is that mega carriers are given dedicated terminals to use Busan port as T/S base in the region.

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

• Journal of Advanced Marine Engineering and Technology
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• v.41 no.1
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• pp.8-14
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• 2017

Due to the financial crisis in 2008, the world economy collapsed leading to an increase in oil prices and a decrease in freight by shipping. To overcome this crisis, major shipping companies ordered larger ships, changed their trading route and improved operating of ships to overcome deficits. In particular, low-speed navigation was much favored by many companies so that it can reduce fuel consumption. However, the long-term operation of high-speed optimized engines in low-speeds has affected the jacket cooling fresh water (J.C.F.W.) system as they fail to maintain the normal operational temperature. The temperature of J.C.F.W. system dropped leading to low temperature corrosion. As a result, when the engine is operating at minimal load the functioning of existing J.C.F.W cooler is decreased and the use of fresh water generator is substantially limited. Therefore, an improvement in the functioning of J.C.F.W. system is necessary. In this paper, in order to review the improvements required for the operation of J.C.F.W. of low-speed operating marine diesel, an experiment was conducted by comparing and analyzing the results of the main engine J.C.F.W. system of a Panamax class bulk carrier 82k and a Cape class bulk carrier 180k by installing and uninstalling the J.C.F.W. Cooler. Thus, this paper proposed an improved design of the J.C.F.W. system that is suitable for the present low-speed operation.

• Journal of Navigation and Port Research
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• v.27 no.5
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• pp.585-591
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• 2003

Recently, South korea is driving forward the strategy concerning of the logistics center of northeast asia aggressively on the purpose of promoting Busan port & Gwangyang port to the hub-port of northeast asia, In that situation, it is significant that the meaning, construction connecting between south and north railway. Namely, That is the reason why Busan port is satisfied with the combined transport system of not only marine transportation but also railway transportation completely, However, the research and policy is only focused on the connection of north-south railway so far. The ability of Buans railway equipment as the actual role of origin-destination point of TKR(Trans Korean Railway), was not reviewed. Therefore, this research is shown the problem and reality of the railway transport concerning the centralization of Busan port, and the capacity of Busan port railway facility regarding the increase of future container quantity is reviewed and analyzed Moreover, the object, shown the importance of facility expansion such as Gungbu Trans Express between Daegu and Busan and the improvement scheme for railway transportation activation through the analysis of society cost and the logistics cost of the ability of railway facility, is set up.

• Journal of Navigation and Port Research
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• v.41 no.1
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• pp.25-32
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• 2017

The purpose of this investigation is to analyze the synchronization between the representative global freight index, the Baltic Dry bulk Index (BDI) and the China Container Freight Index (CCFI) with monthly data from 2000 to 2016. Using the non-stationarity of the business cycle that is able to include common trends, we employ the Engle-Granger 2 stage co-integration test and found no synchronization. On the contrary, we additionally estimated the causality between the markets and revealed the causality, which implies that the Chinese economy has a significant effect on the global market. The results of this empirical analysis demonstrate that the CCFI of China is appropriate for analyzing the shipping industry. In practice, this means that it is more appropriate to include CCFI in the global market outlook than use it as a substitute for the global freight rate index, the BDI. This is a case study of the synchronization of the economic fluctuations of the shipping industry. It suggests that the economic fluctuations of China need to be considered in the unstable global market forecast. In particular, this case applies to the fluctuations in the shipping industry synchronism and provides important results in scientific terms.

• Journal of Korea Port Economic Association
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• v.28 no.2
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• pp.1-27
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• 2012

As more manufacturing and global businesses are being pulled into the port area, the idea of a Port Business Valley (PBV) is being pondered as it would create jobs and added value. The PBV would be centered around the harbor and be connected to the port, a logistics district, an industrial district, and the city. The resulting domestic and foreign investment in logistics, industry, business, tourism, living, etc. would vitalize the geographical characteristics of Incheon Port. It would also generate the largest amount of ripple effects between industries in the PBV. However, up until recently, the most frequently offered examples of planning that have helped logistics of a port to grow that have used a PBV have been those of Busan New Port and Gwangyang Port. However, this study is the result of the recent inception of the idea of creating a PBV centered around Incheon Port and the need for experts to develop a plan for such a PBV in Incheon by conducting a site specific study. The aim of this study is to set up the concept of PBV and establish PBV model of Incheon Port. In addition, this study identifies construct factors and their strategies for establish PBV of Incheon Port and then, shows the key factors and related-strategies on Fuzzy-AHP analysis from a survey of logistics experts with Incheon Port.

• Journal of Navigation and Port Research
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• v.34 no.6
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• pp.487-492
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• 2010

Ulsan Port is the biggest base port for liquid cargoes in Korea and is pushing in earnest for the development of the 'Ulsan New Port' and 'Northeast Asia Oil-Hub' to prepare for continuous shipment growth. However, Ulsan is in the situation which the harbour limit and anchorages are narrower than other trading ports and the occurrence probability of marine accidents is very high due to heavy marine traffic. We will find and suggest the plan to enlarge the harbour limit essentially needed to expand anchorages considering the geomorphological features of Ulsan and the volume of marine traffic in this research. For the enlargement of harbour limit needed to expand anchorages, the anchorage area needed for Ulsan New Port was calculated after the quantitative analysis of enlargement range through the mutual comparison of the area of harbour limit and anchorages with berths and the volume of marine traffic. The reasonable type of harbour limit, which is based on the survey by a group of experts, was also determined after the decision of the range of harbour limit to accommodate the relevant anchorages.

• Journal of Korea Port Economic Association
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• v.27 no.4
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• pp.91-107
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• 2011

This paper is concerned about applying the Fuzzy-AHP(Analytic Hierarchy Process) for an analysis of logistics network between Gwangyang port and China ports. In this study, measurement areas were selected for hardware aspect, software aspect, and marketing aspect. As for the analysis regarding measurement area, the results were shown as follows: a marketing aspect(38.7%) as the first rank: a hardware aspect(35.3%) as the second rank: a software aspect(26.0%) as the third rank. The analysis result of hardware aspect reveals that the most important element is regular route addition between Gwangyang port and China ports(45.2%). The most important element of software and marketing aspect were a government support(46.4%) and a high value transshipment cargo inducement(36.4%). As for the whole priority which conversion weight was applied, the results were shown as follows: a regular route addition between Gwangyang port and China ports(15.9%) as the first rank: a high value transshipment cargo inducement(14.1%) as the second rank: a attracting import cargo from China(12.9%) as the third rank. The result of this study suggests some guidelines for deciding priority of logistics network between Gwangyang port and China ports.

• Journal of Korea Port Economic Association
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• v.25 no.2
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• pp.73-94
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• 2009

In this paper the benefit was forecasted for traffic safety facilities to be constructed along the inland waterway between Phnom Penh and Chong Kneas(Siem Reap) port in Cambodia. First of all, the number of cruise ships passengers and cargo volumes were predicted. Second, the traffic volume of the cruise ships and cargo ships were calculated according to the prediction. Last, the safety benefit of traffic safety facilities was forecasted with the traffic after surveying the waterway accidents. The other benefit was also presented by converting the effect of relieving the emotional burden of navigators into currency value. Accordingly the entire benefit was estimated to be $14,990, $20,950 and $28,540 for pessimistic, moderate and optimistic prospects, in 2011. And then the entire benefits are calculated as $28,320, $63,060 and $95,230 for each prospect in the final estimation year 2020.

• Journal of Navigation and Port Research
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• v.44 no.6
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• pp.509-516
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• 2020

Korea has gradually been developing port distriparks in major domestic trade ports to diversify their function and create added-value. New tenant companies are needed to help achieve these goals, but no research has been done on selection criteria. To provide such criteria, this study conducted a comparative analysis of the productivity of tenant companies in Busan New Port Distripark based on their characteristics. SFP (single-factor productivity) was measured using the operational data of 67 companies in the distripark over the past - three years (2017-2019). The results indicate that the logistics business and the manufacturing business have strengths in cargo volume productivity and in sales productivity respectively. Also, Northern distripark, a relatively older facility, was found to be more productive than Ung-dong distripark. Finally, the effect of investment-both foreign and in FAC/EQ (facility and equipment)-on productivity showed an inverse relationship with productivity, with the companies with under-average investments being more productive than those whose investments were above average. Therefore, to enhance the productivity and competitiveness of port distriparks, tenant companies must be subject to supplemented system and law for increasing employment and cargo volume, and reestablished selection criteria.