• Journal of Korea Port Economic Association
• /
• v.27 no.2
• /
• pp.85-110
• /
• 2011

The purpose of this study is to evaluate the social costs of inland trucking and maritime transport between Kwangyang Port in Korea and the Great Lakes in US. Also, this study compares these social costs each other, and finds the way how to internalize them for the efficiencies of national logistics policies. This study uses the Contingent Valuation Method to evaluate the social costs for the two transport modes in each country. The final result is that the social cost difference between inland trucking and maritime transport around US Great Lakes area is not so significant that there are not many chances to enhance the maritime transport in the region. However, in case of Korea, there is significant difference in social costs between the two transport modes, so that Korea government may have a lot of chances to improve the seaborne trade by way of various internalization policies.

• Journal of Korea Port Economic Association
• /
• v.28 no.4
• /
• pp.59-77
• /
• 2012

Inland transportation system has been improving inefficiencies and structural problems due to excess of supply. Therefore, inland transportation market needs to reform its regional logistics structure in order to increase its competitiveness. To improve the solution, the research studied efficiencies and productivity of inland transportation systems in regions. In order to obtain specific facts, each cities' five years of (2005-2009) balanced panel data on inland transportation system has been studied. According to CCR and BCC analysis, Ul-San has been evaluated as the most efficient DMU during 2005-2008. In addition, in 2009, Seoul was the most efficient DMU. Also, according to Window analysis, Gwan-Ju and Gwangwon-do scored 0.062. Therefore, they were estimated as stable DMUs. According to Malmquist productivity analysis, average productivity indexes of four terms of Chungcheongnam-do and Chungcheongbuk-do haves been increased to 6.6% and 7.3%. I hope this study contributes to the improvement of regional inland transportation system.

• Journal of Digital Convergence
• /
• v.15 no.10
• /
• pp.123-132
• /
• 2017

In order to identify the factor and effect of shippers' inland transportation decision in North China and the Republic of Korea, the determinants of shipping liners, shippers and forwarders when selecting ports were extracted through previous studies and then analyzed using factor analysis and Fuzzy-AHP. As a result of analyzing the importance between groups, it can be found that while logistics costs at port and accessibility to hinterland are the most important factors for shipping liners, shippers and forwarders. Transportation cost by feeder is the most important sub factors for shipping liners. Inland transportation cost is the most important sub factors for shippers and forwarders. Through this study, it was recognized that one of the biggest concerns of shippers was reduction of inland transportation cost In addition, it was confirmed that the main factor of shifting the decision of the port selection from the shipping liners to the shipper is the reduction of inland transportation cost.

• Journal of Korea Port Economic Association
• /
• v.22 no.2
• /
• pp.35-60
• /
• 2006

This paper uses input-output techniques to analyze the impacts of the coastal and inland water transportation (CIWT) upon the Korean economy between 1990 and 2000. The impacts were identified by means of backward and forward linkages effects, production inducing and import-inducing effects, and commodity prices repercussion effects of the coastal and inland water transportation. The data of this study come from The Bank of Korea databases for Input-Output Structure of the Korean economy. The major findings in this study can, among others, be summarized: that the power of dispersion(=backward linkage effect) and the degree of sensitivity (=forward linkage effect) of CIWT are higher than those of the deep sea transportation sector and that it has higher production-inducing effect than the average of total industries, while it has lower import-inducing effect than the average of total industries.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2009.10a
• /
• pp.185-186
• /
• 2009

According to increase of container transportation, demands of empty container handling has been increasing, so research of empty container has been studied steadily. However, the handling of containers and empty containers is not handled simultaneously. Moreover, as Korean ICD(Inland Container Depot) and ODCY(Off-Dock Container Yard), the inland depot in many environments, relocation research due to demand of empty container has not been studied sufficiently. This paper formulates and analyzes logical mathematical relocation model according to demands of empty container which are required in container terminal, ICD, and ODCY as cargo depots. This paper also aims to help reduce cost by improving q current empty container relocation as same as the past procedure.

• Journal of Korea Port Economic Association
• /
• v.27 no.3
• /
• pp.311-329
• /
• 2011

This study examined economic ripple effect of marine transport and port industry using Input-Output Tables. The results of the study are summarized as follows: first, in 2005 production inducement coefficients of harbour facilities was the highest(1.958), followed by coast and inland water transportation(1.857), load and unload(1.842), other transportation services(1.768), storage and warehouse(1.676), water transportation assistant services(1.422), and outport transportation (1.283). Second, value added inducement coefficient of water transportation assistant services was the highest(0.924), followed by load and unload, storage and warehouse(0.902), other transportation services(0.885), harbor facilities(0.832), coast and inland water transportation (0.752), and outport transportation(0.258). Third, import inducement coefficient of outport transportation was the highest(0.742), followed by coast and inland water transportation, harbor facilities, other transportation services, load and unload, storage and warehouse, and water transportation assistance services. Fourth, indexes of the sensitivity of dispersion of other transportation services and load and unload were 1.125 and 0.882 respectively while those of harbor facilities and outport transportation were 0.514. Indexes of power of dispersion of harbor facilities, coast and inland water transportation, load and unload, and other transportation services were the highest, respectively 1.006, 0.954, 0.946, and 0.908 while that of outport transportation was low, 0.659.

• Journal of Korea Port Economic Association
• /
• v.38 no.3
• /
• pp.53-68
• /
• 2022

In this study, the economic value and economic ripple effect of the Jeju Inland Port redevelopment project were estimated. The economic value was estimated from the viewpoint of amenity, the value of non-market goods such as landscape improvement, environmental improvement, and recreation effects. As a result of the estimation, the population was divided into Jeju Island and other regions and the individual's willingness to pay was estimated to be 2,952.9 won in Jeju Island and 4,722.8 won in other regions. On the other hand, the economic ripple effect of the Jeju Inland Port redevelopment project was estimated during the project period and after the completion of the economic ripple effect was estimated. As a result of the estimation, the production inducement value was KRW 84,387 million, the value-added inducement effect was KRW 37,292 million, and the employment inducement value was 5,846 employment when the (direct employment + indirect employment) effect was combined. After the end of the project period, as of 2022, there were 518,000 foreign tourists, and the value-added inducing effect was estimated to be about 149,885 million won.

• Journal of Fisheries and Marine Sciences Education
• /
• v.23 no.2
• /
• pp.210-220
• /
• 2011

The Keyongin Inland waterway will connect with Han-River and the Northen part of the Incheon-seaway and this way will be opened at the early of October this year. In this regard, the Incheon container terminal is under constructing for 1,000 TEU & 550 TEU container vessels at the place of leftside of the Seohae lockgate. However the terminal length is not still fixed due to at a great expenses of construction and dosposal matter of the dredged soil. So this paper will suggest the optimum berth length by using the full mission shiphandling simulator for berthing and unberthing shipmaneuvering. And also evaluates the design standard of harbor construction rules and analysis optimum berth length against ship's length for safe shiphandling at terminals in accordance with the customary practices of the major ports in Korea.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• v.1
• /
• pp.211-216
• /
• 2006

Within the frame of the MERCOSUR (South Common Market), one of the most important goals to achieve by its member states is a better cost effective international cargo transportation system. For this purpose the project of developing a commercial waterway linking the east region of Uruguay with the south of Brazil has been under study for a number of years now. Because of the high costs involved on the development of such waterway, the project has been indefinitely delayed. It is our intention to show an alternative way to reduce the present obstacles by using a budget oriented approach in order to determine the vessel best suited to use on the proposed waterway. So far, every study related to the project has been focused on the amount of work needed to modify the environment in order to accommodate the hardware already available in the region. The conclusions show that the cost of opening and maintaining the required navigation channel is high enough to discourage investment; the added responsibility to take care of any environmental damage incurred during the building and/or operation of the waterway makes searching for a less costly and hazardous option an interesting challenge. The proposed terminal on the Cebollat? River would be located at the heart of the Uruguayan rice growing region. Uruguay exports 90% of its rice production, being Brazil its biggest buyer. Wood chips and clinker are the other types of cargo considered to use the proposed waterway in route to either Brazil or to overseas destinations through the deep water port of Rio Grande. Through the analysis of local data by a Geographical Information System, international regulations regarding inland waterways and shallow draught vessel characteristics, we seek to propose a cost efficient alternative to apply on this particular scenario.

• Journal of Korean Port Research
• /
• v.11 no.2
• /
• pp.321-337
• /
• 1997

Rapid change in the technological environment of marine transportation and the development of the ocean shipping industry have fostered a revolution in the port system. This in turn has caused major changes in the function and use of port in Korea. Aside from this. Mokpo Port, however continues to decline, because the existing port facilities and related subsystem are already obsolete with no chance of regaining operational effectiveness and treatment for proper implementation. Although a few studies have been done on the Mokpo Port, has not been found, any reseach for the analytical approach to the transportation system of it. This paper aims to make an extensive analysis of the physical distribution system in Mokpo Port focusing on the coordination of subsystems such as navigational aids system, quay handling and transfer system, storage system and inland transport system. The base of introduced simulation tool here is the queueing theory. The overall findings are as follows; 1. Among those vessels called at Mokpo Port in 1994, the average size of oceangoing vessels is 4,922.1 G/T, and the domestic is 317.8 G/T. The average arrival interval and service time of the domestic vessels are 6.0 hours and 24.1 hours respectively marking the berth occupation rate over 100%. Those for oceangoing vessels are 34.5 hours, 120.0 hours and 37.2%. In order to maintainin the berth occupation rate to 70% the capacity considering the 1994 of domestic piers must be extended to 145% and oceangoing vessels must be increased to 165% year called. 2. The capacity of approaching channel is enough to handle the total traffic volume. 3. Tugs are sufficiently being provided to handle all ships requiring their services 4. The capacity of storage and inland transportation systems are sufficient to handle the throughput and the yard stroage utilization rate of No.1 $\cdots$ No.5 is 4.5% and No.6 1S 30% of 1993's. 5. The utilization rate of LLc(Level Looping Crane) and PNT(PNeumaTic) are 2.7% and 18.8%, respectively. Practical solution and proposal for improvement of Transportation System in Mokpo Port are as follows; 1. To avoid the congestion in domestic pier introduction of a new port operation system is necessary allowing the domestic vessel to use the oceangoing pier. 2. To establish the port management information system to improve the efficiency of port operation. 3. To build a new storage system for high valued cargos including modernization of the present storage and handling system. 4. To insure the safety of navigation in approaching channel, The Vessel Traffic System including separation scheme is introduced. 5. To interest enormously on public relation to ship owner's association, shippers and consignees by showing that they can save cost and ship turnaround time in order to promote the call to Mokpo Port. At last, to be strategically change the function of Mokpo Port to the Leisure, Fishing & Ferry as well as Maritime port.