• 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 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.

• Journal of Korea Port Economic Association
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• v.35 no.4
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• pp.1-16
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• 2019

The purpose of this study is to Analyze the problems that container shipping companies exist through the commercialization of container shipping for Non-Arctic countries and the opportunity factors for the transport of the Arctic shipping to improve cooperation cross-border relation Arctic policy and the use of transport. In order to design a hierarchy analysis method study model, four high and 17 low factors were extracted by designing a hierarchy analysis method study model based on results by prior study and in-depth interview. The first of the higher factors is the internal strength of assessing the value of the Arctic, the will and capabilities of the shipping companies in creating new markets with the vision and goals of the shipping companies. Second, the internal constraints associated with the shipping companies advance to the NSR mean the negative factors for the entry into the NSR and the internal weaknesses that cause the shipping companies capacity limitations. Third, the economic benefits from the use of NSR are external factor for shipping companies in cooperation with the future economic value of the Arctic and with respect to Arctic sea and Arctic advance and development from Arctic coastal countries. Finally, external pre-emptive tasks means to respond to use NSR by external restrictions on transport to prepare the possibility of severe weather conditions, the customs policy change of coastal countries.

• Journal of Korea Port Economic Association
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• v.27 no.1
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• pp.185-212
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• 2011

The purpose of this paper is to show the empirical analysis way for measuring the seaport efficiency by using the previous radial model and the newly modified non-radial models( panel additive model, panel RAM model, and panel SBM model)with Spearman rank order correlation coefficient(SROCC) for 20 Korean ports during 11 years(1997-2007) for 1 inputs(port investment amount) and 4 outputs(Number of Ship Calls, Port Revenue, Customer Satisfaction Score for Port Service and Container Cargo Throughput). The main empirical results of this paper are as follows. First, consistency ratio of SROCC in terms of efficiency scores between radial and panel Additive model was over about 76% and overall consistency ratio was about 71.6%. Second, an efficiency of panel RAM model was higher than that of radial model with similarity. However, panel SBM model shows the very similar efficiency scores with panel radial model. Third, the slack size of radial model is smaller compared to non-radial model. Models' ranking orders in terms of efficiency scores, number of efficient ports are panel RAM model, panel SBM model, and radial model. The order from the minimum efficiency scores was the same order like just before. The policy implication to the Korean seaports and planner is that Korean seaports should introduce the new methods like non-radial models(panel additive model, panel RAM model, and panel SBM model) for measuring the port performance.

• Journal of Navigation and Port Research
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• v.48 no.3
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• pp.232-238
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• 2024

This study examines the effectiveness of Gamcheon Port's leading lights in reflecting the characteristics of ship traffic entering the port. The leading light of Gamcheon Port was proposed and installed in 1996 during the basic design process of supplementing the port's route signs for the entry and exit of 4,000 TEU container ships. Since then, it has been improved to accommodate the entry of 50,000 DWT general cargo ships and to reflect the crane height of Hanjin Pier, as a result of a review study conducted by the Busan Regional Maritime Affairs and Fisheries Administration to improve the still temperature of Gamcheon Port by relocating existing outer facilities. However, an analysis of the current characteristics of maritime traffic at Gamcheon Port reveals that maritime traffic congestion is smooth and the proportion of small and medium-sized ships under 10,000 tons is higher than that of large ships, resulting in decreased efficiency of the leading lights to respond to the entry of large ships. Nevertheless, considering the increasing CAGR of the entry ratio of ships of 30,000 tons or more by 8.45%, preparations for the anticipated increase in the proportion of large ships entering the port in the future are necessary, and it is preferable to maintain the function of the leading lights rather than demolishing the entrance to Gamcheon Port. The narrow nature of the Gamcheon Port route poses a higher risk of collision when ships entering and exiting encounter each other, which can burden the navigator. Therefore, instead of maintaining the function of the leading lights, it is possible to relocate the conduction light to reduce maintenance burden and install a direction light in its place. When installing the direction light, it is worth considering using Double Sector Lights instead of the currently installed Single Sector Lights at nearby Busan Bukhang Port, as the former can improve user satisfaction by providing a clearer middle line and reducing difficulties in distinguishing between points.