• Journal of the Korean Association of Geographic Information Studies
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• v.8 no.1
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• pp.23-39
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• 2005

As developing satellite communication, the tracking range of the moving objects which move in local area is expanded to the whole world. However previous logistics management system is able to monitor freight which transporting in local area using mobile communication system. In this paper, we propose the reefer container management system that manages the location information and other related information such as temperature, humidity of container using the satellite system. The proposed system consists of three parts; data collector, satellite communication manager, reefer container information manager. And the proposed system uses the moving object index for managing the trajectory of container and tracing the location of container or vessel that is transporting the container, and supports various services such as reefer container and vessel tracking, container control and container statistics to logistic companies like shipper and forwarding agent. And the system can be increasing the quality of container transportation service to the shipper, and it makes the efficient management of reefer container to the shipping company.

• Journal of Navigation and Port Research
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• v.34 no.5
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• pp.389-395
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• 2010

Recently, it becomes important for container ports to gain competitiveness through service differentiation strategies. These strategies require an objective evaluation on consumer needs. For that reason, this study aims at developing the scale and measurement methods for service quality. Container shipping companies calling at Busan are targeted for the empirical analyses. The measurement items are presented for the services that they are provided from entry into a port to departure from a port. Exploratory factor analysis and validity analysis are done to derive a service quality scale from entry to departure. The result of regression analysis implies that the service quality scale is useful to increase customer satisfaction and to establish managerial strategies.

• Journal of Korea Port Economic Association
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• v.21 no.1
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• pp.23-44
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• 2005

The port environment is rapidly changing in North-East Asia. Containerships are getting larger and faster and major shipping companies are converting to Hub & Spoke port networks on the transport systems. Therefore, the main ports in North-East Asia are intensively competing with each other for hub port. In terms of geopolitical position, locational conditions and external reputation of ports, Busan and Kwangyang ports have a comparative advantage in comparison with main ports in other countries. But in terms of weight of transshipment cargos in total container cargos, the quality of infrastructure in ports, the environment of logistics service and the cost of, using ports, Busan and Kwangyang ports have a comparative disadvantage. For the growth into hub port in North-East Asia, it is necessary that Busan and Kwangyang ports improve their weakness. Besides It is necessary to develope ports and hinterland quickly, offer uniformity of foreign investment laws and incentive systems.

• 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.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.41 no.11
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• pp.1446-1455
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• 2016

The recent increase of fresh farm products, hazardous cargos, and high-priced goods in marine transportation has caused an increased demand of cargo owners and shipping companies with regard to the monitoring of the location and state of cargo. To meet this increase, numerous technologies are being studied for the monitoring of the cargo state. Cargo containers on a ship are loaded on a ship's deck and in a ship's hold, which is located under the deck. However, Since the developed technologies mostly transfer the container status information that collected by mobile communication, it costs a lot to install communication infrastructure on ship. And the ship's hold is completely sealed with a cover, and communication with the reader positioned at the ship's bridge is difficult. Therefore, most existing studies on container monitoring on ships have focused on the monitoring of containers loaded on a ship's deck. Accordingly, this study suggested system configuration for the monitoring of containers in a ship's hold using IP-RFID technology. The suggested system configuration was tested on an actual ship under navigation, and the test results are given in this study. The test results verified that the monitoring of containers in a ship's hold using IP-RFID technology is effective.

• Journal of Navigation and Port Research
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• v.41 no.3
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• pp.137-148
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• 2017

Port service level is a metric of competitiveness among ports for the operating/managing bodies such as the terminal operation company (TOC), Port Authority, or the government, and is used as an important indicator for shipping companies and freight haulers when selecting a port. Considering the importance of metrics, we developed software to objectively define and manage six important service indicators exclusive to container and bulk terminals including: berth occupancy rate, ship's waiting ratio, berth throughput, number of berths, average number of vessels waiting, and average waiting time. We computed the six service indicators utilizing berth 1 through berth 5 in the container terminals and berth 1 through berth 4 in the bulk terminals. The software model allows easy computation of expected ship's waiting ratio over berth occupancy rate, berth throughput, counts of berth, average number of vessels waiting and average waiting time. Further, the software allows prediction of yearly throughput by utilizing a ship's waiting ratio and other productivity indicators and making calculations based on arrival patterns of ship traffic. As a result, a TOC is able to make strategic decisions on the trade-offs in the optimal operating level of the facility with better predictors of the service factors (ship's waiting ratio) and productivity factors (yearly throughput). Successful implementation of the software would attract more shipping companies and shippers and maximize TOC profits.

• Management & Information Systems Review
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• v.34 no.4
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• pp.1-13
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• 2015

This paper presents a mathematical formulation for container slot chartering model through strategic alliance between liner shipping companies. This paper develops a solution procedure to apply the model to real world problems and its applicability is demonstrated by a numerical example. The model presented in this paper has some important features which have never been considered in the previous researches. The model is linear model and pursuits profit maximization. And also it considers slot chartering capacity selection. This paper attempts to perform sensitivity analysis and compares slot chartering model with basic non-collaborating model in which there is no alliance and collaboration. As a result of sensitivity analysis, some interesting findings are obtained; Even though freight rate is more and more decreasing, the profit by slot chartering model is always higher than the basic model but the profit gaps become smaller. But The ratio of the profit gap to the profit of basic model is more increasing.

• Journal of Distribution Science
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• v.5 no.2
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• pp.55-78
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• 2007

Northeast Asia is one of the regions which have been developing so rapidly. Yellow sea, located between Korea and China, became a very important logistical zone because of its huge volume of cargo and big passenger traffic. These two countries continuously are enlarging their port facilities such as berths, container yards, storage capacity and their information system in this the Pan Yellow sea area. Two countries also introduce many new liner routes and car-ferry shipping services. Therefore there must be a severe competitions and conflicts among the countries and their companies and ports as well. Some experts worry about the over capacity of port and logistics facilities. This paper investigated the current conditions of Korea-China shipping route, container and car-ferry route, and found out the problems and tasks, with the support of many experts. There are so many alternatives and strategies to solve and rationalize the shipping route and the problems of ports of two countries. This paper suggest many strategies connecting with marketing 4Ps. As port service is also a kind of service product, we can categorize the strategies into 4Ps suggested by McCarthy. And this paper classify all these alternatives into 3 dimensions. There are competitive strategies, cooperative strategies and coopetition strategies. This paper propose some directions and ideas for adopting the strategy in the port and logistical topics between Korea and China, suggesting 3 dimensions of strategies. After this paper, many diagnoses and practical investigations should be executed to introduce optimal solutions and minimize the additional cost.

• Journal of Navigation and Port Research
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• v.30 no.6 s.112
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• pp.471-481
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• 2006

This paper aims to provide strategies to attract container cargoes for the Incheon port by analysing O/D of the container cargoes with the year-2004 export and import data from. The Korean customs service. O/D analysis was carried out with establishing optimal zones, which are defined as City, Gun, Gu(Korean administrative districts) to which the export-import service can be provided from a certain port with minimized freight(or transport) cost and stevedoring fee. For the Incheon port, 35 administrative districts including Seoul and Incheon in Kyunggi-Do and Kangwon-Do are recognized as the optimal zones, and approximately 25.50% of around 2.02-million-TEU per year of the cargoes from the zones are exported and imported through the port. The strategies to attract container cargoes was suggested by comparing the Incheon port to supposed-competitive ports. The Busan port(64.89%), Guangyang port(4.46%) and Pyeongtaeck port(3.35%) are supposed as the competitive ports which have a large proportion of handling the cargoes from the optimal zones. When comparing the Incheon port to these ports. The Incheon port requires a distinctive cost strategy, providing incentives to attract shipping companies and cargoes, improving efficiency related to loading-unloading at the port, and reinforcing Feeder-Network and advertisements about cost-saving to the shippers(the owners of goods) in the national capital region Consequently, the mentioned requirements are suggested as the strategies to attract cargoes for the Incheon port.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.06b
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• pp.289-299
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• 2006

This paper aims to provide strategies to attract container cargoes for the Incheon port by analysing O/D of the container cargoes with the year-2004 export and import data from. The Korean customs service. O/D analysis was carried out with establishing optimal zones, which are defined as City, Gun, Gu(Korean administrative districts) to which the export-import service can be provided from a certain port with minimized freight(or transport) cost and stevedoring fee. For the Incheon port, 35 administrative districts including Seoul and Incheon in Kyunggi-Do and Kangwon-Do are recognized as the optimal zones, and approximately 25.50% of around 2.02-million-TEU per year of the cargoes from the woes are exported and imported through the pan. The strategies to attract container cargoes was suggested by comparing the Incheon port to supposed-competitive pons. The Busan portn(64.89%), Guangyang port(4.46%) and Pyeongtaeck port(3.35%) are supposed as the competitive pons which have a large proportion of handling the cargoes from the optimal zones. When comparing the Incheon port to these ports, The Incheon pan requires a distinctive cost strategy, providing incentives to attract shipping companies and cargoes, improving efficiency related to loading-unloading at the port, and reinforcing Feeder-Network and advertisements about cost-saving to the shippers(the owners of goods) in the national capital region. Consequently, the mentioned requirements are suggested as the strategies to attract cargoes for the Incheon port.