• Journal of Korean Port Research
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• v.3 no.1
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• pp.3-33
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• 1989

The amount of the Korean export & import in 1987 reached $88.3 billion which was 1.75% of the total world trade and the proportion of foreign dependence to G.N.P was 74.5%. From these facts, we can infer that the development of national economy is largely dependent upon trade. Therefore the role of transportation, especially Ocean transportation, as a basis of economic development through trade is one of the main factors that can not be passed over. Here, We can define that a port as a subsystem of transportation determines the efficiency of the total transportation system. Thus, the purpose of this paper is to contribute in improvement of the efficiency in port, reinforcement of the international competitiveness for exporting goods by the analysis of the cargo handling charges. In order to do this, this paper deals the case of B.C.T.O.C. Furthermore, this study gives some important informations related to the level of tariffs for establishing an autonomous port administration. The Summary of the conclusions of this paper is as follows ; 1) The object of port administration in Korea has been emphasized on the maximization of efficiency in using the port facilities. Nowadays, however, it should be moved to a direction that port is operated under the compound aims considering the public interests and economy. 2) For a criterian of tariff calculation, A tariff system based on the cost accounting is desirable. In general it is recommended that the cost for construction, management, and operation of port is compensated by the revenue from port operation. Therefore, it is necessary for the administration bodies of each port to establish a tariff system on the basis of the independent profit system. 3) For the investigation of actors of tariff adjustment by the Break-even point analysis, (1) When we conducted the B.E.P analysis using total cost as cost term, we got 3.8% discount in tariff at 12% of target profit rate and 1.5% discount at 15% of rate. when we set the target profit rate as 17% we could have the proper tariff level. (2) When using operating cost as cost term, we got 13.1% discount in tariff at 12% of target profit rate and 10.9% discount at 15% of rate. When setting the target profit rat as 28%, we could have the proper tariff level. 4) Comparing with the tariffs of foreign ports for the basic terminal rate, The tariff level of B.C.T.O.C showed 33% of stevedoring charge and 80% of marshalling charge incurred at Kobe port. The comparison with Singapore port gave 50% of transhipment charge and 17% - 20 % of stevedoring charge. 5) We found that the financial structure of B.C.T.O.C was better than those of other companies and the worth fixed assets ratio was too low. The fact of low worth fixed assets ratio implies that the cargo handling facilities should be increased. Moreover, The return of assets for B.T.T.O.C was good but non-operating expenses were still contained too much in. Therefore, we think that it is necessary for B.C.T.O.C. to rationalize business management. Although the present cargo handing charge for B.C.T.O.C is a proper level in terms of a public corporation, for the final recommendation in connection to the results, It is required to take the rationalization process for business management.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.06a
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• pp.327-328
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• 2022

The recent spread of the corona pandemic and a temporary surge in demand for consumer goods have resulted in an increase in port cargo volume, and the resulting port congestion is coupled with a shortage of labor in the port, exacerbating the global supply chain chaos. Supply chain disruptions will increase logistics costs and ultimately increase global inflationary pressures. In this situation, the role of the port, which is the nodal point between land and sea, is gradually becoming more important. And fully automated ports that are operated unmanned are evaluated as being able to respond stably and flexibly by reducing operational risks in situations such as COVID-19. Therefore, this study compared the operational performance of fully automated and non-fully automated terminals within the same port before and after the corona outbreak, and analyzed the fully automated terminal was stable in actual operation. As a result of the analysis, the fully automated terminal showed stable operating efficiency in all aspects of operational performance compared to the non-fully automated terminal even under severe port congestion due to COVID-19.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.23 no.1
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• pp.1-10
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• 2011

Recently harbor remodeling projects are seriously considered to enhance the loading and unloading capability of old container terminals and to make decrepit ports as eco-friendly harbor and waterfront spaces in many countries. In such a case, quantitative and qualitative evaluations on concrete harbor facilities are mandatory to determine the current structural integrity condition of aged materials. Once the remodeling project is determined to be carried out, the reusability of individual structural members and facilities including caissons, cell-blocks, and tetra-pods need to be decided based on the simple and economic visual inspection and/or nondestructive testing. In this study, the systematic quantitative evaluation procedure for determining the structural integrity condition and the reusability is studied based the nondestructive testing and evaluation methods. Conventional methods including Schmidt hammer test and ultrasonicpulse velocity methods and elastic wave based methods including impact echo test and surface wave test are applied to the old harbor facilities in five different sites. The compressive tests are also carried out to determine the elastic modulus and compressive strength of concrete materials.

• Journal of Korea Port Economic Association
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• v.36 no.1
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• pp.105-128
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• 2020

This study suggests a strategic direction for developing the Port of Busan based on evaluating and prioritizing the relative importance of competitiveness factors for ports using SWOT analysis and the analytic hierarchy process (AHP) method. The Port of Busan is the world's sixth largest container port and the largest port in South Korea. The Port of Busan constitutes a key industrial infrastructure for an exporting country. Despite the economic and industrial importance of the Port of Busan, little research has examined its strategic development. This study derives a SWOT matrix for evaluating the competitiveness of factors from previous studies and expert reviews, and it constructs a hierarchical analysis structure model based on the SWOT matrix. To deduce a strategic direction for developing the Port of Busan, a questionnaire based on SWOT·AHP was distributed to industrial and academic associations to prioritize competitive factors. This study presents four strategic tactics based on strengths (S), weaknesses (W), opportunities (O), and threats (T) (S/O, S/T, W/O, and W/T) as strategic directions for developing the Port of Busan. This study will contribute objectively to the overall effort by the government to improve the operation of the Port of Busan and establish development strategies.

• Journal of Ocean Engineering and Technology
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• v.32 no.4
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• pp.272-278
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• 2018

Recently, the use of hazardous chemicals has been continuously increasing. Therefore, the international trade volume is growing and chemical accidents have increased. Nowadays, the safety awareness of the public has increased. As a result, the management and supervision of hazardous chemicals have been strengthened. However, the port policy of Korea has focused on increasing the volume of cargo through facility development. Thus, the port management of hazardous chemicals has been relatively neglected. For national economic growth and society, the port management of hazardous chemicals should be considered to efficiently ensure safety and economic growth. Therefore, this study assumed scenarios where hazardous materials were moved in a dangerous container, not only on appropriate wharfs but also in ports that were close to a big city. The BTX substances were selected among the toxic chemicals with large import and export volumes, and the risk distance and damage effects were predicted using various risk assessment programs. It is expected that this could be used to improve a port safety management system and could be utilized to determine the safety distance in case of an accident.

• Journal of Navigation and Port Research
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• v.32 no.3
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• pp.159-165
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• 2008

The coastal shipping transport for containers had been serviced by Hanjin Transpotation Co., Ltd. and Korea Express Co., Ltd. from 1995. But Korea Express Co., Ltd. and Hanjin Transpotation Co., Ltd had stopped a coastal shipping transport service routed Busan-Incheon bemuse of getting worse of operation balance in 1999 and 2006 respectively. As a result of these situations, korean-flag and foreign-flag fleets are having difficulty in handling T/S cargos and in-time transport service among inter-ports in korea. As shippers also use lorry to transport their cargos than using costal shipping, it occurs increasing in national logistics' cost as well as time-consuming due to congestion on the road. Therefore, this paper identifies not anly current costal shipping transport systems but also those problems and analyses a economic effect in case of participation in the costal shipping transport service by foreign-flag vessel using monte carlo simulation.

• Journal of Navigation and Port Research
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• v.32 no.3
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• pp.173-178
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• 2008

Asian container market, expecially in the NEA(Northeast Asia) region, has been growing continuously according to international specialization of manufacturers. The circumstances surrounding port industry has also been changing rapidly. Global liner and GTO( Global Terminal Operators} have strengthen there market share with M&A and increased entry to Asia market. The competition in NEA have deepen with change of circumstance and the growth of Chinese ports while Busan port decreasing its growth rate and market share. Therefore, this study analysed the change of the port concentration in NEA and the positioning of Busan port by year. In the result, the competitive position of Busan port weakening continuously and loss much volume to competition port, and it suggests that a globalization strategy is essential for making sure of competitiveness based on the result of this paper.

• Journal of Korea Port Economic Association
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• v.27 no.3
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• pp.289-309
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• 2011

The ports have been confronted with rapid environmental changes. This means that it is imperative to enhance the competitiveness by resolving the chronic and difficult problems regarding Busan New Port. This paper, hence, suggests how to activate the hinterland of the New Port. The New Port was designed to become a leading logistics port in Northeast Asia and its economic ripple effect was expected to be much greater with the construction of New Port Hinterland. The government should also seek to supply the sufficient land as well as establish port clusters with various port-related industries, which enables the New Port to survive the forthcoming harsh environmental changes and meet the diverse demands. Those measures also enable the New Port to overcome the deterioration of the competitiveness and enjoy the economies of scale. The cluster-based hinterland policy framework is sure to be very efficient but should be complemented with infrastructure policies for the better policy-mix.

• Journal of Navigation and Port Research
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• v.33 no.7
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• pp.491-500
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• 2009

In order to attract more transshipment cargoes, Busan Port Authority (BPA) has, since 2003, adopted the volume incentive policy by which more than US$ 10 million annually have been paid back to shipping lines that were called at the port. However, having been a transshipment port for the Northeast region of China, the port of Busan has come under threat from bold Chinese port development projects, notably Shanghai, as northern Chinese regionnl ports place more emphasis on building facilities capable of handling growing trade volumes. Undoubtedly this would lead to a decline in transshipment container traffic moved via Busan. The purpose of this paper is to identify some core factors that have been affecting the increase of transshipment cargoes of Busan and further to recommend BPA an improved incentive scheme with which more T/S cargoes can be attracted into the port of Busan To clarity the reason why T/S cargoes have increased in the port of Busan, several steps are made as follows: The first step is to make a quantitative model for explaining the development of T/S cargoes during the last decade. The second step is to define the dependent and the independent variables for multiple regressions after testing variable significance. For this, data collection and the accuracy of validation have been done by the direct interview with the experienced staffs in shipping companies of both domestic and foreign country. After validating the model with collected data, the final step is to find variables which are explaining the model mostly. In conclusion, 2 variables were clearly identified as core factors that explain well the development of T/S cargoes in the port of Busan: 'Mohring effect' and total cost. It is strongly recommended, by an empirical study, that an incentive scheme be changed to a way which more feeder vessels rather than mother vessels can reduce their direct costs to call in the port of Busan.

• Journal of Korea Port Economic Association
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• v.30 no.1
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• pp.143-157
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• 2014

Most metropolitan shippers (MS) have used trans pacific route (TPR) or Asia-Europe route (AEP) through Busan port (BP). If Incheon new port (INP) sets up the deep water-depths under -16m, however, there might be a change in MS's port choice behavior (PCB). In this respect, the aim of this paper is to estimate an INP's allotment rate for metropolitan cargo using Logit Model (LM) considering changing global shipping and port environment. This paper reviews previous studies related to shippers' PCB then sets up the utility function (UF) including the dummied dependent variable which is comprised of BP and INP, and some independent variables such as the frequency of liner shipping route (TPR), inland transportation fare, and the rate of container terminal service. As a result of LM analysis, BP has 0.6618 and INP has 0,3382.