• Journal of Korea Port Economic Association
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• v.31 no.3
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• pp.155-166
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• 2015

This study selected container terminals of Gwangyang and Busan Ports to evaluate the influence of efficient container terminals. For the study, after data envelopment analysis (DEA) using the CCR and BCC models, the decision-making unit (DMU) system was used to define nodes; and with the use of a reference group in DEA (BCC model) and a lambda value, this study created a social network and analyzed the influences of efficient DMUs through a centrality analysis of eigenvectors. The results are presented as follows: First, as a result of the DEA, CCR efficiencies in PNC, HJNC, and HPNT container terminals of Busan Port were 1 and BCC efficiencies at Singamman Terminal, Wooam Terminal, PNC, HJNC, HPNT, and BNCT container terminals of Busan Port were 1. Second, as a result of undertaking social network analysis (SNA), according to an eigenvector centrality analysis, HJNC Terminal was referred to the most (influence score of 0.515), which indicates that it is the most influential as a container terminal. The influence of PNC Terminal was 0.512, while that of Wooam Terminal was 0.379. CJ Korea Express in Gwangyang Port was ranked fourth in influence, but its influence score of 0.256 indicates that it was the most influential of the container terminals at Gwangyang Port.

• Korea Trade Review
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• v.45 no.5
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• pp.141-159
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• 2020

Container terminals at Gwangyang Port are operated by three container operators: A, B and C. Ultimately, there is consensus that a single operator should operate all terminals so that economies of scale can be achieved even in the operation of the container terminal. Integration between operators has a positive effect on both operators and shipping companies. From the operator's point of view, overlapping fixed costs between operators can be unified, reducing overall costs and utilizing spare facilities. On the other hand, from the viewpoint of the shipping company, it is possible to ensure stable use of the port facilities and always allow berthing, reduce days on demurrage and ship waiting, and provide one-stop service for work. However, existing cases of operators' integration or relocation of terminals remained to estimate the expected effects of alternatives, emphasizing only the financial point of view. The port terminal is a large system, and it is important to consider that it is an aggregate of major logistics facilities and equipment. Moreover, if the estimation can be made by quantifying the expected effect, the justification of the terminals' relocation can be further emphasized. Therefore, it is very important to estimate the expected effect from the viewpoint of systemic operation. Moreover, the need for operators' integration can be further emphasized if it can be estimated through quantification of expected effects. Currently, three alternatives are considered as alternatives to the terminals' relocation, and in this study, the optimal plan was derived for the 3 alternatives by the linear planning model of the minimum shuttle transportation cost in the terminal. The optimal plan is alternative 2, which shows the most advantageous integration effect in terms of expected effects. Alternative 2 integrates the B terminal into the C terminal, and the A terminal operates independently as it is.

• Journal of Korea Port Economic Association
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• v.38 no.4
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• pp.171-185
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• 2022

This study conducted a comparative analysis by period and route through a variation allocation analysis with domestic container ports to analyze the change structure of container volume at Gwangyang Port. As a result of analysis of the absolute volume of container traffic at Gwangyang Port, the period and routes that showed the highest growth values by period and route were Europe, North America, Middle East, and South America in 2001-2007. It was followed by Southeast Asia, Oceania, Far East Asia, Europe, and Japan during the 2008-2012 period. Among the sections from 2018 to 2022, there are Oceania and Southwest Asia. In order to secure container shipments at Gwangyang Port in the future, it is essential to secure routes in Europe, the Americas, and Africa, and it is necessary to secure port competitiveness through improved management and service of container terminal operators

• Journal of Korea Port Economic Association
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• v.26 no.4
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• pp.168-187
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• 2010

The mutual risk management in port is really important for operating the enterprise between container terminals who provide port service and shipping liners who use the port service. This study is performed to contribute to obtain the competitive power of domestic shipping and harbor industry by getting solution of mutual risk management which can make Win-Win strategy on each other as an alternative idea. We suggested two kinds of management models to promote common benefits between container terminals and shipping liners. It is necessary to push positive support and cooperation from government and belonging related organizations for activating the Gwangyang port. In this study, we presented the efficient method to manage mutual risks between container terminals and shipping liners.

• Journal of Korea Port Economic Association
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• v.26 no.2
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• pp.139-149
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• 2010

This paper analyses the relative efficiency of 13 container terminals based on the data for the period 2003-8 to offer a fresh perspective. There has been abundant empirical research undertaken on the technical efficiency of Busan and Gwangyang port. Most studies have focused on the use of parametric and non-parametric techniques to analyse overall technical efficiency. Here, the framework assumes that terminals use two input to produce one output; the former includes container yard and container crane and the latter container volume. Jarque-Bera indicates that three variables are not normally distributed and the positive skewness shows that all the variables have long right tails. This means there are many small-scaled container terminals. This paper also employs heteroscedastic Tobit model to show the effect of the explanatory variables on the container terminal efficiencies. The Tobit model shows that both container yard and container cranes have positive effect on the container terminal efficiency, but container yard has a higher impact on the efficiency than the container crane.

• Journal of Korea Port Economic Association
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• v.26 no.1
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• pp.105-130
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• 2010

Container terminals in Gwangyang Port are facing in domestically and internationally a lot of changes including opening of Busan New Port and China ports. Compared to new ports, container terminals in Gwangyang Port possess old equipment and facilities. Therefore, in order for Gwangyang Port to maintain its service level and remain competitive, it needs to undergo remodeling to enhance productivity economically. Remodeling activities should be implemented on a continual basis by developing and applying new technologies such as those for gate system, yard system, berth system. In order to review the alternative, we performed questionnaire survey and expert interview. From the results of analysis, we suggested remodeling technology alternatives, priority of remodeling and improvement effect by remodeling introduction stage.

• Journal of Korea Port Economic Association
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• v.26 no.1
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• pp.1-19
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• 2010

This paper focuses measuring the efficiency of container yards on container terminals in Busan (Gasungdae, Shinsundae, Gamman, New Gamman, Uam, Gamchon, PNC) and Gwangyang(GICT, KEC, Dongbu, KIT) using Data Envelopment Analysis(DEA) approach. Container terminals in Busan and Gwangyang play an important role in the region's economic development. The results show that Shinsundae was an efficient DMU during the period of 2007 to 2009, while Gamman, New Gamman and PNC were efficient terminals in 2009. The very inefficient terminals were shown to be GICT, KEC, Dongbu and KIT. GICT(2009), KEC(2009), Dongbu(2008-2009), KIT(2009) on Gwangyang Port were found to be relatively the inefficient terminals in terms of the returns to scale. This study also finds that the efficiency of Shinsundae terminal was so high as to be abel to keep its efficiency in spite of the additional increase of the inputs from 2007 to 2009. Gamman terminal was in the decreasing returns to scale in 2009, while the other terminals were in the increasing returns to scale. It means that we are able to improve the efficiency of the Gamman terminal with increasing returns to scale through enlarging the scale.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2003.05a
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• pp.223-230
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• 2003

KCTA(Korea Container Terminal Authority) is going to introduce automated operating system in the port of Gwangyang container terminal to enhance the efficiency. Prior to developing the container terminal, defining the objective of container terminal operation is essential. This research used AHP technique to define the operation objective of automated container terminal objectively, and the questionnaire to collect the opinions of future customer, operator and research institution. The objectives mix of the automated container terminal are composed of the minimization of initial investments, the minimization of operational expenses, the performance of automation system, the raising of operation efficiency and productivity and the improvement of customer service. The result of the analysis revealed that most important factor among objectives mix was “the minimization of operation expense”. Especially, the user group preferred to select the factor of “the improvement of customer service”as objective rather than select other objectives. The result of this research will suggest some guidelines for deciding the level of investment of terminal construction. information system, automation equipment, terminal worker and etc., which are to be considered in terminal development and the system development hereafter.

• Journal of Korea Port Economic Association
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• v.27 no.4
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• pp.187-205
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• 2011

In considering the size of container logistic flow of Korea, one-port as a hub port is desirable in Busan Port, but as development of Busan Port and Gwangyang Port began as two-ports, they are good as mega hub ports. In case when ports of other regions such as Incheon Port are additionally developed, it is very likely that they become feeder ports rather than mega hub ports. As capital area uses Incheon Port and Pyeongtaek Port for transportation, fierce competition arises due to excessive facilities of terminal companies and it is not easy to be profitable. Therefore, it is more profitable to develop regional hub ports centering on near-sea routes of Korea China Japan rather than local ports such as Incheon Port and Pyeongtaek Port for intensive trade and transportation in the capital area. To mitigate excessive competition between container terminal companies, we need administrative guidance to maintain adequacy through comparing tariffs between ports of Japan and China which are in competitive relations with Korean ports. This study analysed efficiency of container terminal companies in Gwangyang Port, Busan Port and Incheon Port using data for five years from 2006 to 2010. As analytical variables, length of quay, floor area of yard, the number of cranes and employees were analytical variables and a total freight volume was a productive factor.

• Journal of Korea Port Economic Association
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• v.37 no.1
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• pp.121-142
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• 2021

The purpose of this study is to identify environmental factors affecting manpower utilization of container terminals. 300 questionnaires were distributed to employees working in terminal operators in Busan and Gwangyang port. Based on the results of multiple regression analysis, first, it is proved that technology development, organizational culture and social·external environment have a significant impact on manpower utilization of container terminals. Second, this study found that technology development and social·external environment have a significant impact on manpower utilization of container terminals system. Third, it is found that technology development, social·external environment, safety and security change the composition of the workforce between office and field employees. Forth, the number of workforce is expected to gradually decrease due to technology development. Finally, it is found that technology development, organizational culture, social·external environment and terminal operation have a impact on specialization and training system of human resoures.