• Journal of Navigation and Port Research
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• v.31 no.9
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• pp.801-806
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• 2007

The analytical hierarchy process (AHP) enables decision makers to represent the interaction of multiple factors in complex and unstructured situations. The process requires the decision maker to develop a hierarchical structure of the factors in the given problem and to provide judgments about the relative importance of each of these factors and ultimately to specify a preference for each decision alternative with respect to each factor. The research presented in this paper applies the AHP to identify key players in promoting port competitiveness. The literature survey revealed four major criteria and 15 sub-criteria. The four factors are cost, service quality, facility/capacity and economic-social variable. 150 questionnaires suitable for AHP analysis were made and 77 were returned. It is found that in terms of cost, the first key player is terminal operator and the second key player is shipping companies calling Busan port; in terms of service quality, the first key player is terminal operator, and the second key player is shipping companies calling Busan port; in terms of facility/capacity, the first key player is port authority and the second key player is terminal operator; in terms of economic-social variable, the first key player is terminal operator, and the second key player is shipping companies calling Busan port.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2007.12a
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• pp.245-246
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• 2007

This paper analyses calling patterns on trunk routes and presents the network shares by throughput and the changes of calling patterns. with using quantitative data Finally, This paper suggests the degree of port centralization in Far east Asian

• 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 Navigation and Port Research
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• v.31 no.5 s.121
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• pp.377-383
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• 2007

The number of calling ports has been decreased and the degree of inter- and intra-port competition has been increased, which is caused by the market trends that shipping liners have and operate their own terminals, strategic M & A frequency occurs among shipping liners, and container vessel size is increasing. The trends also cause shipping liners to change the evaluation factors for decision to call a particular port such as port preference, potential for growth, port competitiveness, etc. Since the decision of liners greatly influences the policies for port and terminal development, it is worth having interest in the evaluation factors. Therefore, this work intended to evaluate 8 major ports (Port of Singapore, Hong Kong, Shanghai, Busan, Rotterdam, Kaoshing, and Tokyo) with regard to liners' evaluation factors (calling port preference, potential for growth and port competitiveness) and to classify ports by similarity of evaluation factors with the methodologies of ANOVA analysis and Duncan test. The result shows implication for liners' viewpoint to evaluate major ports in the world.

• Journal of Korean Port Research
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• v.12 no.1
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• pp.25-33
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• 1998

The evaluation of port competition could be applied to determining the selection of a calling port. A few fundemental attributes of port competition were adapted by the 'brain storming' method. The criteria used for evaluating a port's competitiveness were as follows: efficiency of port operations, competitive power of each port's industry, economic activity of the hinderland associated with each port and capability of globalization. The weight of each criterion was 30%, 40%, 20% & 10%, respectively. And the most important factors that were considered in choosing each of the above criteria were profitability, port information system, cargo volume & inducement of foreign capital. The results of this study seemed to suggest that factors which influence port competition varied according to port circumstances, such as computer and communication systems and access to the global trade within the World Trade Organization

• Journal of Navigation and Port Research
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• v.38 no.2
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• pp.135-140
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• 2014

The actual observance of hours of rest became one of the main checking items of PSC after enter into force of Maritime Labour Convention in 20 August 2013. And the non-compliances of the rest hours stipulated in the provisions of Seafare's Act of Korea and MLC is occuring and this would be the great obstruction for the shuttle vessels operating between Korea and Japan. In this study, to find the method which could give solution for the observance of provisions of rest hours, the modified duty model, reduction of calling ports and substitute of port duty by shore assistance personnel were reviewed. To comply with the requirement of hours of rest by shuttle vessels operating between Korea and Japan, adoption of the method to reduce calling ports or substitution of port duty by shore personnel are recommended.

• Journal of Navigation and Port Research
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• v.32 no.4
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• pp.287-294
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• 2008

Recently, amount of cargoes from main ports in Northeast Asia have rapidly increased and as well surplus port development in same region corresponded with the boom in external trade that resulted from successful export-oriented economics strategy by China, Japan and South Korea. To cope with this business circumstances, a certain form of port alliance is desperately needed to provide a suitable service to customer and establish their countervailing power against the shipping alliance. Nevertheless, Incheon seaport has not made a definite port alliance system with main ports in Northern China yet. Thus, the purpose of this study is to identify the key success factors to form a port alliance through examining previous studies. We have benchmarked previous studies which are related to main ports in global region and the questionnaire on customers of ports. By studying this, we are able to suggest a few strategies for forming successful port alliance to enhance Incheon port's capabilities in the long term plan. As a policy proposal, this study suggests Incheon port and main ports in Northern China should construct a logistics infrastructure through mutual investment and provide an incentive system when the ocean carrier makes port call to both ports.

• Journal of Navigation and Port Research
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• v.35 no.8
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• pp.677-682
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• 2011

Masan port is a representative port of Kyungnam region, and proceeds to work port development for the future. However, Analytical research related to current competitiveness and strategies for the future of Masan port have been little studied since then. Thus, the aim of this paper is to analyze the current competitiveness level of Masan port. To achieve this abjective, evaluation model based on empirical data was established. And then FHP-based index model that calculate competitiveness level of port was adopted. To analysis competitiveness of Masan port, Data from shippers calling at Masan port were collected. The result of data analysis showed that current competitiveness level of Masan port was 63.

• Journal of Korea Port Economic Association
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• v.25 no.3
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• pp.183-206
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• 2009

The purpose of this study is to suggest the new strategies for strengthening the competi tiveness of Incheon port. To measure the calling factors and satisfaction of ports, this study developed a list of 24 items using a seven-point Likert scale through the previous literature reviews, pilot test and emerging factors. Factor analysis, regression analysis, one sample T-test, IPA and SPSS were conducted to verify the determinants choosing ports and customer satisfaction. The result of an empirical study revealed that the cargo volume and information system, etc. in Incheon port was evaluated as satisfied factors and berth availability and port charge, etc. as dissatisfied factors. Based on the outcomes of this study, to strengthen the competitiveness of Incheon port, several strategies were advised such as the inducement of North American and European cargo, port infrastructure, dedicated terminal and GTO inducement, hinterland construction, logistics companies inducement and cooperation with neighboring ports.

• Journal of the Korean Institute of Navigation
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• v.19 no.1
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• pp.33-48
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• 1995

In the process of containerization, the problem of regional maldistribution of container management plan arises seriously due to several factors like a number of unbalances of containers between loading and discharging ports. This study focus on the minimizing cost. This study is composed of two models which in effective management decision making show decision of the number of containers and transfer of empty containers. One is decision of the number of containers which carriers should possess by appropriate forecasting and the other is effective management decision making which includes the transfer of empty containers on calling ports. This study has suggested as follows, First, the Time Series analysis method, especially the "Exponential Smooting with Trend Adjustment" was used to forecast the trade volumes for the designated traffic route. Second, the Time Series analysis method in deciding the optimal number of owned container at the unbalances trade situation between East Bound and West Bound service, most important variables were found such as total traffic volume, the calling interval at a port, the number of days of voyage and the length of stay on shore of container for the optimal number of owned container. Third, effective management decision making model, which makes it possible to analyze the impacts of change in important matters such as lease and positioning policy, and actually influence decision making.on making.