• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2017.11a
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• pp.27-29
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• 2017

Container terminals in Northern Vietnam have recorded an impressive development in recent years. This development, however, also raises a fierce competition among local container terminals to attract customers. Beside the handling charges, the vessels' waiting cost is also an important factor that drive the opinion of users in choosing appropriate terminal. This research plans to estimate the waiting cost in different container terminals in Northern Vietnam by building regression equation that describe the relationship between the rate of throughput/capacity and waiting cost/TEU. Queuing theory with the application of Poisson distibution is used to estimate the waiting time of arrival vessels and uncertainty theory is applied to estimate the vessel's daily expenses. Previous studies suggested two different formation of the equation and according to the research results, cubic equation is more suitable in the given case. The research results are also useful for further research which require calculation of waiting cost per TEU in each container terminal in Northern Vietnam.

• Korean Management Science Review
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• v.22 no.2
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• pp.77-97
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• 2005

The traditional measures of a container port (or terminal) efficiency such as crane productivity, cargo throughput, etc. were generally presenting the partial efficiency since they evaluated only each individual factor and based on cross-sectional data. To overcome this problem, and in an effort to help port authorities develop a winning strategy in the increasingly competitive container transportation market, this Paper develops a meaningful set of benchmarks that will set the standard for best practices. In particular, this paper proposed a combined method to merge the DEA and simulation technique over time. To illustrate the usefulness of the proposed combined DEA/simulation model, this paper used the panel data of the four Gwangyang container terminals and seven Busan container terminals in Korea over the four-year period of 1999 through 2002.

• Journal of Korea Society of Industrial Information Systems
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• v.11 no.3
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• pp.40-46
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• 2006

Automatic recognition of container identifier is one of key factor to implement port automation and increase distribution throughput. In this paper, I propose a method of container identifier recognition on various input images using color based edge detection and character verification algorithm, I tested the proposed method on 350 container images and it showed good results.

• Proceedings of the Korean Society of Computer Information Conference
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• 2020.07a
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• pp.617-618
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• 2020

우리나라의 지리적인 여건상 대륙과 연결되지 않기 때문에 해상운송에 절대적으로 의존하고 있다. 해상운송에 있어 항만시설의 확보가 필요하며 대외무역의존도가 높은 우리나라의 경우 더욱 중요한 역할을 한다. 항만시설은 장기적인 항만수요예측을 통해 대규모 인프라투자를 결정하며 단기적인 예측은 항만운영의 효율성을 개선하고 항만의 경쟁력을 제고하는데 기여하므로 예측의 정확성을 높이기 위해 많은 노력이 필요하다. 본 논문에서는 딥러닝 모델 중에 하나인 LSTM(Long Short Term Memory)을 적용하여 우리나라 주요항만의 컨테이너 물동량 단기예측을 수행하여 선행연구들에서 주류를 이뤘던 ARIMA류의 시계열모델과 비교하여 예측성능을 평가할 것이다. 본 논문은 학문적으로 항만수요예측에 관한 새로운 예측모델을 제시하였다는 측면에서 의미가 있으며 실무적으로 항만수요예측에 대한 정확성을 개선하여 항만투자의사결정에 과학적인 근거로서 활용이 가능할 것으로 기대된다.

• Journal of Korea Port Economic Association
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• v.24 no.3
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• pp.57-77
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• 2008

The aim of this paper is to make projection of the demand for export loaded container throughput originating at Incheon port in Korea over the period in question. Systematic analysis is used as a forecasting method instead of quantitative analysis. First of all, the method explores coincident indicators which may reflect the square measure of neighboring industrial complexes which originate/destinate general cargo in export traffic trends. It is noted that in terms of the export loaded container throughput, per unit production scale is intermediated transforming from square measure of production facilities to freight weight in Korea. Consequently, the future progress of the volume can be anticipated relying on the development schemes for developing square measure out of the total square of the industrial complexes. Thus, moving-into percentage of the industrial complexes, percentage of business categories, percentage of capacity and percentage of passing through via Incheon port are adopted and the future traffic demand is projected taking advantage of them.

• Journal of Navigation and Port Research
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• v.33 no.5
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• pp.353-359
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• 2009

Most domestic container terminals are lack of container storage capacity compared to the throughput of container. The main reason is the difference between the theoretical capacity applied to the development of terminals and the real capacity of a berth Another reason seems to be the increase of the container crane in number per berth to match the need for the getting larger vessel, which is resulted from the increase of the berth capacity from the start. This study, therefore, aims to suggest the economic size of container yard by comparing the existing one. For this the berth capacity was recalculated, the required yard size derived considering up to 10,000TEU vessel and then cost comparison done.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2015.07a
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• pp.165-166
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• 2015

Sea-ports in Northern Vietnam have experienced a rapid growth of container throughput volume in recent years. To accompany with such development, huge investments also have been performed to enhance local ports capacity. It becomes a crucial task for the port authorities or the port stevedoring industry to improve the ports efficiency in order to customize national resources. In this paper, Data Envelopment Analysis (DEA) is employed to evaluate the relative efficiency of container terminals in Northern Vietnam by collecting data from terminals since 2005 up to now. The development progress of the given terminals will be presented before providing a relative comparison among those year by year. The DEA result is then analyzed and suggestions with regard to changes in local economic environment in near future are contributed.

• Journal of Navigation and Port Research
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• v.43 no.2
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• pp.101-109
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• 2019

Seaports play a vital role in the economic development of countries, especially for countries having long coastlines such as Vietnam Seaport industry in Vietnam has witnessed an impressive development in recent years. The national cargo throughput in the period 2013-2017 achieved a compounded annual growth rate (CAGR) of 11.8%/year, higher than that of the world (5.1%). However, the differences in planning policies and infrastructure systems has led to the differences in port performance efficiency of regional ports. Therefore, it is necessary to have a general and accurate view of the picture of Vietnam's seaport. The objective of this study was to analyze the relative efficiencies of 26 Vietnam container terminals using traditional output-oriented CCR and BCC DEA model. Malmquist P roductivity Index (MP I) was also applied to evaluate changes in container terminals productivity over time.

• Industrial Engineering and Management Systems
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• v.12 no.4
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• pp.359-367
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• 2013

The amount of international trade is rapidly increasing as a result of globalization. It is well known that as the size of a vessel becomes larger, the transportation cost per container decreases. That is, the economy-of-scale holds even in maritime container transportation. As a result, the sizes of containerships have been steadily increased for reducing transportation costs. In addition, various handling technologies and handling equipment have been introduced to increase the throughput capacities of container terminals. Quay crane (QC) that carries out load/unload operations plays the most important role among various handling equipment in terminals. Two typical examples of advanced QC concepts proposed so far are double trolley QC and supertainer QC. This paper suggests a method of estimating the expected value and the standard deviation of the container handling cycle time of the advanced QCs that involve several handling components which move at the same time. Numerical results obtained by the proposed estimation procedure are compared with those obtained by simulation studies. In order to demonstrate the advantage of advanced QCs, we compared their expected cycle times with those of a conventional QC.

• Journal of Korean Port Research
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• v.2 no.1
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• pp.29-73
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• 1988

Since the middle of 1950's when sea transportation service by container ship was established, containerization has been rapidly spread over the world with realization of intermodalism, and becomes an index of economy growth of a country. Our country has established Pusan Container Terminal at Pusan harbour in 1978 in step with worldwide trend of containerization, and is constructing New Container Terminal at Pusan outharbour which will be completed in 1990. This paper aims to make a quantitative analysis of the Pusan Container Terminal system through the computer simulation, especially focusing on its subsystems such as ship stevedoring system, storage system and transfer system. First, the capacity of various subsystems are evaluated and it is checked whether the current operation is being performed effectively through the computer simulation. Secondly, the suggestion is presented to improve the operation by considering the throughput that Pusan Container Terminal will have to accept until 1990, when New Container Terminal will be completed. The results are as follows ; 1) As the inefficiency is due to the imbalance between various subsystems at Pusan Container Terminal on the basis of about 1.2 million TEU of container traffic, transfer equipment level must be up to 33% for transfer crane, and free period must be reduced into 4/5 days for export/import. 2) On the basis of about 1.4 million TEU of container traffic, transfer equipment level must be up to $12\%$ for gantry crane, $11\%$ for straddle carrier and $66\%$ for transfer crane, and free period must be reduced into 3/4 days for export/import. 3) On the basis of about 1.7 million TEU of container traffic, transfer equipment level must be up to $25\%$ for gantry crane, $28\%$ for straddle carrier and $100\%$ for transfer crane, and free period must be reduced into 3/4 days for export/import. 4) On the basis of about 2 million TEU of container traffic, transfer equipment level must be up to $25\%$ for gantry crane, $30\%$ for straddle carrier and $110\%$ for transfer crane, and free period must be reduced into 2/3 days for export/import, and it is necessary to enlarge storage yard.