• Journal of Navigation and Port Research
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• v.44 no.2
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• pp.79-87
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• 2020

In the field of logistics, the maritime shipping industry plays a critical role as the backbone of global trade activities. Nevertheless, previous studies on the commercialization and benefits of blockchain technology are limited in the field of marine logistics. Thus, the purpose of this study was to predict the benefit for each group involved in marine logistics when blockchain technology is applied. As such, 21 factors of benefits were selected for seven major logistics groups (financial institutions, freight forwarders, inland transportation, ocean carriers, port operators, port-related government authorities, and shippers) to study the benefit expected for each through the commercialization of blockchain technology. Based on the results, a different benefit level is expected for each group when blockchain technology is used. In order, ocean carriers (0.155), inland transportation (0.150), financial institutions (0.153), port operators (0.145), freight forwarders (0.142), port-related government authorities (0.129), and shippers (0.126) were found to benefit most from the use of blockchain technology. This study has industrial implications in that it presents the benefits expected when blockchain technology is realized and used in marine logistics by groups involved in logistics transactions.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.06a
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• pp.91-92
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• 2013

With development of port industry, inland transportation was also the developed. Connecting port with inland becomes more and more important. So studies about cargo flow from ports to regions are actively in progress. But freight statistics from regional to national has a problem that do not comprehend exactly with freight flow. Also these statistics don't reflect characteristics of multimodal transportation system. The objective of this paper is to analyze freight flow of container with the introduction of P/C and rebuilding freight statistics from regional to national scale.

• Journal of Navigation and Port Research
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• v.40 no.3
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• pp.121-128
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• 2016

The present study aimed to derive decision factors for residency in the hinterland of Incheon New Port that is undergoing the development of port hinterlands and changes in leasing methods considered from the perspective of companies and analyze the priorities of determinants for residency through Fuzzy-AHP in order to present a direction to activate companies entries into the hinterland of Incheon New Port. When the comprehensive rankings of determinants for residency in the hinterland of Incheon New Port, rent levels among cost factors took the highest ranking with a value of 10.2% followed by the throughput of the port among market factors with a value of 8.2%, the scale of the market on the background with a value of 7.3%,, reduction in inland transport costs among cost factors with a value of 7.1%, connectivity to inland transportation networks among locational factors with a value of 6.7%, and designation as a free trade zone and the scale with a value of 6.4%. When seen from the viewpoint of companies to determine whether to move into the hinterland of Incheon New Port, the rent level should be provided to be more attractive compared to the hinterlands of ports in other regions. In addition, inland transportation costs which are a matter of the most serious concern of shippers in the capital region should be reduced and sea routes that can directly connect Incheon New Port to US ports and European ports should be opened.

• Journal of the Korea institute for structural maintenance and inspection
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• v.27 no.6
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• pp.13-21
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• 2023

In this study, the coastal airborne chlorides were investigated in the Incheon Port, South Korea. Monthly measurements of coastal airborne chlorides were taken for a total of 2 years from September 2021 to August 2023 at 15 locations in North, South, and New Port. We analyzed the distribution characteristics of airborne chloride based on port facilities and measurement environments, as well as the reduction characteristics of the airborne chloride with respect to coastal distance. As a result, the monthly distribution range of the airborne chloride in the North, South, and New Port varied similarly, ranging from 0.4 to 3.3 mdd. Due to the influence of seasonal winds considering the direction of the coastline, both the North Port and South Port had higher the airborne chloride in winter, while the New Port had higher content in summer. The airborne chlorides were higher at locations inside an inland sea compared to those outside an inland sea. This is because the wind coming from the sea passed through the inland sea. Even in the same region with identical coastal distances, there were variations in airborne chloride levels depending on the height above the ground. In tidal zone, the monthly airborne chlorides were significantly higher in the lower part than in the upper part. The rate of decrease equation of airborne chlorides for each port based on the distance from the coastline was derived, and the results showed that as the distance from the coastline increased, the rate of decrease in airborne chlorides was the highest for New Port and the lowest for South Port.

• Journal of Navigation and Port Research
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• v.32 no.5
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• pp.387-394
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• 2008

The cost of domestic container transportation is higher than international sea transportation and it cannot meet the needs of customers either. However, domestic carriers try hardly nothing to improve the carriage system. Especially, the inland transportation connecting Busan port is not receiving a careful study in spite of the importance and urgency now. This paper reviews intention of forwarders, shipping companies, and transport companies conducting a questionnaire and analyse the preferences of transportation modes amongst existing highway, railway, coastal shipping and inland waterway. Its aim is to analyse which factors affect freight agents to choose particular mode.

• Journal of Korea Port Economic Association
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• v.25 no.4
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• pp.165-182
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• 2009

This study analyzed the economic analysis on the Cambodian inland waterway from Phnom Penh to Chong Kneas. The social discount rate of 3.5% was applied for the cost and benefit of projects and converted to the current values in 2009. The benefits were supposed as the triangle distribution with minimum, mode, and maximum value corresponding to pessimistic, moderate and optimistic prospect separately. And the distributions of costs were the normal. As the result of probabilistic simulations, the average of B/C for scenario A showed relatively the highest with 0.25 and its 90% confidence interval 0.16~0.35. The average B/C of scenario B is 0.10 with the 90% confidence interval 0.06~0.13 and the one of scenario C is 0.15 with 90% confidence interval 0.12~0.19. Therefore it was concluded as low economic feasibility to install inland waterway aids to navigation along the surveyed waterway. However, the performance of the project should be determined by its political analysis as well as the economic.

• Journal of Navigation and Port Research
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• v.35 no.7
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• pp.581-588
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• 2011

Globalization of production, changing technology in ocean shipping sector, shifting bargaining power from port service provider to port users, changing distribution patterns of the containerization and new implementation for the environment and safety concerns introduced new ways of administration in port sector. In these days, port industries cannot survive alone. Port operation and management has to be proactive to cooperate and integrate with other port operators or other industries. In the 21st century, cooperation in maritime sector is more common than that in the past with several different reasons in a mixture of forms of cooperation. Cooperation among port authorities, port operators, shipping line, inland transport service providers and/or related organizations themselves becomes to exist to overcome the challenges and development of the global transport chain. This paper investigates the concept of port cooperation and the case analysis of the cooperation in the port industry.

• Journal of Korea Port Economic Association
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• v.19 no.1
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• pp.43-68
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• 2003

With development of Asia's economy, the ports in trunk route have increased its handling capacity According to previous studies, main determinants to become hub-port are referred to location, connection inland transport with hinterland, port service availability and efficiency, cost of port handling, socio-economic stability and port information system etc. This study aims to investigate the changes in factors determine port's competitiveness particularly in Asian neighbor ports such as Hong Kong port and Shenzen port, and Singapore port and the Port of Tanjung Pelapas in Malaysia by comparing and analyzing main indicators relating to those ports. In conclusion, main reasons which gained competitiveness by newly developed ports such as Shenzen port and the Port of Tanjung Pelapas were port price and massive hinterland space offered.

• Journal of Korean Port Research
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• v.13 no.1
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• pp.41-50
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• 1999

The main purpose of this study is to design the port marketing strategies for strengthening the competitive power of container terminal. So far many attempts have been made to analyze the international competitiveness of the terminal. Six factors hypothesized by this study come from previous research analyses about customers preference for port selection. Those are Cost Centrality and Intermediacy Free trade port Inland transportation connections Political and Economic institution and Port facilities. this study analyzes the most important factors about hob port and transhipment port separately through questionnaire analysis about users(shipper shipping company and freight forwarder) influencing on port selection. The results of this study were found as follows:

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1998.10a
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• pp.331-351
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• 1998

The main purpose of this study is to design the port maketing strategies for strengthening the competitive power of container terminal. So far many attempts have been to analyze the international competitiveness of the terminal. As a results, Six factors hypothesized by this study come from previous research analysis about customers preference for port selection. Those are Cost, Centrality, and Intermediacy, Free trade port, Inland transportation connections, Political and Economic institution, and Port facilities. This study analyze the most important factor about hub port, and transhipment port separately, though questionnaire analysis about users(shipper, shipping company, and freight forwarder) influenced on port selection. The results of this study were found as follows : Equations See Full-text