• Journal of Navigation and Port Research
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• v.28 no.8
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• pp.709-714
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• 2004

This paper first tries to analyze total sea transport costs for the transshipment in Busan Port in comparison with direct transport to 4 Chinese Ports, Dalian, Tinajin, Qingdao and Shanghai, based on vessel operation scenarios. The results found that the transshipment in Busan port for the 4 Chinese ports are more expensive than the direct calling to the 4 ports, which implies that Busan port needs to make compensation as an incentive to the carriers providing transshipment service to it in order to keep their royalty. For the compensation, it suggested a method of calculating the Container Terminal Facilities Leasing Fee to levy additional revenue by port authority.

• Journal of Korea Port Economic Association
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• v.31 no.2
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• pp.85-101
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• 2015

This study formulates a development strategy for Gwangyang port through the analysis of its competition with other major Northeast Asian ports. A revised BCG matrix is applied to estimate the change in competition between the major ports in Northeast Asia and the Lotka-Volterra model is used for the competitor analysis. The growing competitive power and influence of Chinese ports, continued competitive advantage of Busan port, diminishing competitiveness of Gwangyang and Incheon ports, and disappearing competitive position of Japanese ports in Northeast Asia are all confirmed. In addition, according to the relationship between Gwangyang port and other major Northeast Asian ports from 2007 to 2014, Gwangyang port has changed to a predatory from a win/win relation with Busan port and has maintained its predatory relationship with Hong Kong port in terms of transshipment cargoes. Moreover, Gwangyang port has formed predatory relationships with Shanghai and Ningbo ports, a pure competitive relation with Tianjin port, and a win/win relation with Qingdao and Dalian ports. Overall, predatory relationships between Gwangyang port and other Northeast Asia ports increased from 2007 to 2014. The counterstrategies for Gwangyang port to address this situation include establishing cooperative relations and continuing the win/win relationships with cooperative ports.

• Journal of the Korean Institute of Navigation
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• v.25 no.2
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• pp.183-193
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• 2001

Since its establishment in 1961, COSCO has developed to be one of the top ten shipping conglomerates in the world with its container fleet having grown to be number seven in terms of slot deployed. The purpose of this study is to examine COSCOs development strategy in the period of Chinese economic reform, and analyse its effects on COSCOs development.

• Journal of Navigation and Port Research
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• v.40 no.3
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• pp.139-146
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• 2016

Due to the continuous increasement of the container cargoes, each container port market has been growing as well. Moreover, the competition among container terminal operators located in the same port is also growing in order to attract more container cargoes. This paper looked into the market structures, market conducts and market performances of container ports in Busan and Shanghai. The index which has been most widely used to measure market structure, the Hirschman-Herfindahl Index (HHI), is computed by squaring each supplier's market share, then adding the squared shares. This paper estimated the market performance as profitability (PCM, ROA), growth (total TEU, rate of the increasement of TEU) and examined the effects of the HHI on the profitability and growth in a container terminal operators in Korea and China. The major findings of this study is that the market structure has effects on market performance in Busan port (total TEU) and Shanghai port (PCM, ROA and total TEU). As a result of analysing this study, market structure has an effect on market performance in Busan and Shanghai port, but the power of influence can be changed by market concentration index and various market conduct of companies.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.11a
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• pp.256-257
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• 2018

This paper deals with the path-following control for marine surface vehicles with underactuated characteristics. In consideration of practical limitations of actuators, an improved DVS(dynamic virtual ship) guidance algorithm is proposed with the multi-level DVS optionally selected to be tracked. To address the output-feedback control issue, an adaptive FLS(fuzzy logical systems) is devised to online approximate the kinematic states. Based on that observing framework, the path-following control law is thereafter derived. Simulations testify effectiveness of the proposed scheme

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.2
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• pp.27-31
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• 2006

With the fast developing pace, the Galileo system is entering the navigation stage with high profile. At the same time, U.S. is accelerating his GPS modernization schedule, and Russian also begins to resuscitate their GLONASS. Moreover, Chinese Beidou system has also joined the satellite navigation family with low profile already. And of course Japanese QZSS even moves forward. Along with the bitter competition in technology, finance, market and even military affairs, all these systems will firmly benefit each other and massively extend the role of civil satellite navigation industry in the future. The Global Navigation Satellite Systems (GNSS) would be almost certain to include above major satellite navigation systems. Thus how to utilize the navigation satellite resource for world peace and promote the progress of mankind should be the key issue of this century.

• Journal of Navigation and Port Research
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• v.37 no.2
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• pp.187-193
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• 2013

In this prolonged economic recession, the countries in Northeast Asia play a crucial role in the global market and the relationship between Korea and China gets more attention due to its significant achievement during the past 20 years after the establishment of diplomatic ties in 1992. In this regards, this study presents general overview of Korea-China Car Ferry Route and evaluates the efficiency level of each operating route using DEA model. Incheon-Yingkou, Incheon-Lianyungang, Pyeong Taek-Lianyungang are analyzed as efficent routes, while from the view point of passenger efficiency, 4 routes i.e, Incheon-Dalian, Incheon-Dandong, Pyeong Taek- Weihai, Gunsan-Shidao are also noted as efficient routes. Consequently, other inefficient routes can benchmark these efficient routes by increasing cargo volume and passengers.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.08a
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• pp.139-145
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• 2004

It is well known that human errors is involved in most of maritime accidents. For the purpose of reducing the influence of human elements on maritime activities, it is necessary to identify the human unsafe acts in those activities. The commonly used methods in identification of human unsafe acts are maritime accident statistics or case analysis. With the statistics data, people could roughly identify what kinds of unsafe acts or human errors have played active role in the accident, however, they often neglected some active unsafe acts while overestimated some mini-unsafe acts because of the inherent shortcoming of the methods. There should be some more accurate approaches for human error identification in maritime accidents. In this paper, the application of technique called grey relational analysis (GRA) into the identification of human unsafe acts is presented. GRA is used to examine the extent of connections between two digits by applying the, methodology of departing and scattering measurement to actual distance measurement. Based on the statistics data of maritime accidents occurred in Chinese waters in last 10years, the relationship between the happening times of maritime accidents and that of unsafe acts are established with GRA. In accordance with the value of grey relational grade, the identified main human unsafe acts involved in maritime accidents are ranked in following orders: improper lookout, improper use of radar and equivalent equipment, error of judgment, act not in time, improper communication, improper shiphandling, use of unsafe speed, violating the rule and ignorance of good seamanship. The result shows that GRA is an effective and practical technique in improving the accuracy of human unsafe acts identification.

• Journal of Navigation and Port Research
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• v.36 no.7
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• pp.553-559
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• 2012

It is extremely important to predict the logistics requirements in a scientific and rational way. However, in recent years, the improvement effect on the prediction method is not very significant and the traditional statistical prediction method has the defects of low precision and poor interpretation of the prediction model, which cannot only guarantee the generalization ability of the prediction model theoretically, but also cannot explain the models effectively. Therefore, in combination with the theories of the spatial economics, industrial economics, and neo-classical economics, taking city of Erdos as the research object, the study identifies the leading industry that can produce a large number of cargoes, and further predicts the static logistics generation of the Erdos and hinterlands. By integrating various factors that can affect the regional logistics requirements, this study established a logistics requirements potential model from the aspect of spatial economic principles, and expanded the way of logistics requirements prediction from the single statistical principles to an new area of special and regional economics.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1996.09a
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• pp.21-29
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• 1996

중국과 한반도와의 해상교통은 기나긴 역사의 물줄기의 흘러온다. 일찍이 서기 8-9세기 당과 신라간에 있었던 우호적인 린방항해는 역사상 전성기를 이루었다 이글은 중국 한반도와 일본의 상관 고대문헌을 고찰한 기초상에서 청해진(오늘의 한국완도) 장보고(Znang Bao-gao) 대사를 대표로한 신라인들이 당나라에 대한 항해활동 및 그활동이 남겨둔 역사의 자적을 연구함으로서 당시 당과 신라간의 주요한 해상교통선을 논증하였다 본 연구는 아래와 같이 지적하고 있다 1. 장보고는 서기 8-9세기 신라 항해역사상 아주 큰 영향력을 가진 대표인물로서 그는 이시기 동북아시아 항해활동에 역사적 공헌하였다 그가 오늘날 한국완도 및 중국 산동반도 등의 지역에 남긴 유적 들은 중국과 한국 및 전체 한반도 교통연구에 고귀한 문화재로 중시받을 가치를 지닌다. 2. 서기 8-9세기 신라와 당간 해상교통 노선을 쌍방 항해사들이 장기간의 왕래와 합작의 산물이며 이는 구체적으로 북항로 중항로와 남항로등 세갈래 중요 항로로 나누어진다 그가운데: --- 중국 요령 연해로부터 신라에 도달하는 북항로는 역사가 영구한 전통성 항로인데 항해가 안전하지만 항로가 비교적 길다 --- 중국 산동반도로부터 신라에 이르는 중하로는 당시 쌍방 해상 왕래에 매우 중요한 항로로써 장보고 등 신라 항해사들이 중국과 왕래하던 주요항로이다 ---중국 강소와 절강 연해로부터 신라에 이르는 남항로는 기본적으로 중항로가 남쪽으로서의 영신혹은 추동된 것으로서 그 왕래하던 시기는 당나라 이후 중국 송나라 시기인데 서기 10세기 이후이다.