• Journal of Korea Port Economic Association
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• v.26 no.1
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• pp.131-143
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• 2010

This study aims to analyse efficiencies of international main container ports. For the purpose, it selected twenty main ports based on the volume of cargo of ports recorded in Containerisation International Yearbook and conducted BCC(efficiency analysis) on them. The variables which may influence efficiency of ports were selected based on previous studies. Berth, Depth, Crane and Total area were input variables and Total TEU was an output variables. The results are summarized as follows: First, DEA-CCR efficiency of Shenchen Port(China) was 1.0, which was the most efficient poor analysed. Second, DEA-BCC efficiency of Port of Singapore, Shenchen Port(China), Ningbo Port (China), Port of Tanjung Pelepas (Malaysia) was 1.0, which was the most efficient analysed. Third, efficient scale of Shenchen Port(China) has been 1.0 for four subsequent years from 2004 to 2007, which was the most efficient analysed.

• Journal of Navigation and Port Research
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• v.33 no.6
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• pp.415-421
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• 2009

Recently, the volume of transshipment containers in Busan Port has been declining significantly and domestic ports' throughput is shown far below the projected one. Accordingly, the national port development plan made to capture the sharply increasing demand in the past seems to be subject to an amendment, and inducing port container traffic becomes a key issue. In such situation this paper aims at analysing the effect of logistics cost saving when Japanese import and export containers are transshipped in Busan port. For this we developed 3 scenarios for the movement of containers through the major container ports in western cost of Japan, analysed logistics costs together with cost savings and finally derived some implication for inducing the containers to Busan Port.

• Journal of Korea Port Economic Association
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• v.39 no.2
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• pp.41-57
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• 2023

The drybulk shipping market has high freight rate volatility in the chartering market and various and complex factors affecting the market. In the unstable economic situation caused by the COVID-19 pandemic in 2020, the BDI plunged due to a decrease in trade volume, but turned from the end of 2020 and maintained a booming period until the end of 2022. The main reason for the market change is the decrease in the available fleet that can actually be operated for cargo transport due to port congestion by the COVID-19 pandemic, regardless of the fleet and trade volume volatility that have affected the drybulk shipping market in the past. A decrease in the actual usable fleet due to vessel waiting at port by congestion led to freight increase, and the freight increase in charting market led to an increase in second-hand ship and new-building ship price in long-term equilibrium relationship. In the past, the drybulk shipping market was determined by the volatility of fleet and trade volume. but, in the future, available fleet volume volatility by pandemics, environmental regulations and climate will be the important factors affecting BDI. To response to the IMO carbon emission reduction in 2023, it is expected that ship speed will be slowed down and more ships are expected to be needed to transport the same trade volume. This slowdown is expected to have an impact on drybulk shipping market, such as a increase in freight and second-hand ship and new-building ship price due to a decrease in available fleet volume.

• The Journal of the Korea institute of electronic communication sciences
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• v.18 no.1
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• pp.143-148
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• 2023

Currently, pilots and tugs perform the function of minimizing or eliminating property damage by preventing accidents on ships, ports, and human life by supporting docking/unloading and access and departure of ships. The piloting/tuging system is an essential function for the smooth functioning of the port, and it is the system that has the greatest influence on the cargo volume of the port. In this study, we developed an pilot and tugs information system analysis and operating system that can improve port operation efficiency, reduce the waiting time of ships, optimize the operation of ships, and allocate optimal pilots and tugs by utilizing the operation information of the tugbosts.

• Journal of the Korean Institute of Navigation
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• v.15 no.2
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• pp.39-47
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• 1991

As per the rapid development of world economics the marine traffic volume was increased accordingly and caused frequent disasters in human lives and natural environment in the consequence of accidents. As the result of the above they started to establish Vessel Traffic System(VTS) and separation scheme in waterway from 1960' to prevent the marin traffic accident but the problem of safety at sea appears now as neither fully defined nor sufficiently analysed. At the present, the dominant factor in establishing the strategy of marine traffic has been safety of navigation concerning only with the ship, but the risk of society derives almost wholly from the nature of cargo. To measure the degree of danger for each ship there is suggested concept of safety factor numbers denoting the level of latent danger in connection with ship and her cargo. In this paper, where the strategy of VTS is put on controlling density of safety factor for control area. it suggested algorithms how to assign the vessels and also to get optimal sequence of vessels located to a sector in the sense of minimizing the passage delay. For the formulation of problem, min max and 0-1 programming methods are applied and developed heuristic algorithm is presented with numerical example to improve the efficiency of calculation.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.06b
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• pp.273-278
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• 2006

In this study, it is purpose that value-added-logistics strategy plan for cooperation and coexistence in northeast asia.. Because of the change of domestic industrial structure, Japan's super hub port plan, Yangshan Deepwater port open of china and domestic port logistics industries are faced with competition among northeast asia countries. Decreasing export volume of changed domestic industrial structure and two countries: japan, china, make a new port policy and build new ports will affect domestic port logistics industries because these industries depend on container throughput at Busan port. Now, we cannot get a lot of profit from container throughput more than before and in the future China has more ports most ships direct calling in china's port to handle china's cargo volume to get more profit at that time our plans to become a hub port in northeast need revision. Finally, we need a new strategy which is value-added-logistics strategy. But it considers cooperation and coexistence among northeast countries. So this paper suggests that value-added-logistics strategy plan for cooperation and coexistence to live in affluence together in the future.

• Journal of Korea Port Economic Association
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• v.32 no.2
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• pp.91-103
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• 2016

The purpose of this study is to analyze the efficiency and productivity of domestic trucking transportation companies using DEA-CCR, BCC, and Malmquist indexes. Here, we analyze the top 14 domestic trucking transportation companies, based on cargo volume. The number of freight agents, trucks, and assets are used as input variables, and cargo volumes and sales are used as output variables. The efficiency of trucking transportation companies is examined using a DEA approach, and Malmquist indexes are applied to analyze productivity. According to the DEA results, the efficiency levels of the CCR, BCC, and scales for three companies (DMU 4, 5, and 10) are 1, indicating that these companies are operated efficiently. At the same time, the Malmquist indexes show that all companies have values smaller than 1, except for the period 2012-2013, indicating that their productivity decreased. Furthermore, the TECI indexes were all larger than 1, except for the period 2012-2013, indicating that the companies are efficient. Lastly, all TCI indexes are smaller than 1, except for the period 2012-2013, indicating regressing trends.

• Journal of Korea Port Economic Association
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• v.23 no.2
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• pp.25-40
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• 2007

The sea/air intermodal transport is a time-saving and cost-saving transport for cargo shipments. In reaction to a recent growth of high value-added products in China, the volume of sea/air intermodal transport in Korean airport has been increasing continuously. This paper treats the situation, the system, and the possibility of sea/air intermodal transport, which are emerging as an alternative to solve the logistics problem related to the increase of international air cargo demand in China. Also, several strategies are considered to develope Korea into intermodal transport hub including the value added logistics activity which will secure the demand of sea/air intermodal transport.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.06a
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• pp.389-390
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• 2022

Recently, Recently, the increase in international trade volume and the explosive increase in cargo volume due to the non-face-to-face society are leading to an increase in risk exposure and safety accidents in the port industry. In addition, as the Serious Disaster Punishment Act came into effect on January 27, 2021, various guidelines and laws to protect safety and life in port terminals are being enacted. However, despite these efforts, medium-to-large safety accidents in the port terminal industry continue to occur. According to the Korea Occupational Safety and Health Agency, from 2016 to 2019, the number of casualties in the port handling industry increased by 4.2%. For effective follow-up management of port accidents or the preparation of related safety laws/systems, a risk analysis in consideration of the cause and damage of the accident must be conducted first, so that realistic accident reduction and prevention measures can be established. Therefore, in this study, major risk factors and preventive measures were derived by conducting risk assessment based on 1,039 cases of port terminal accidents collected by the Korea Occupational Safety and Health Agency for 5 years from 2016 to 2022. After that, the priorities for preventive measures were determined through IPA analysis, Borich needs analysis, and The Locus For Focus analysis.

• Journal of Korea Port Economic Association
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• v.31 no.4
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• pp.75-89
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• 2015

This study examines 31 import and export cargo items handled in each port to investigate which items face the most competition among the ports and how many of them are transited to other ports. The study aims to suggest implications for the future port policy of Incheon Port. It was found that the volume concentration in the Western Coast region from 2005 to 2014 became increasingly decentralized. The decentralization began in earnest in 2009 in particular, and the value was 0.448 in 2014, indicating fierce competition among the regions. According to the static and dynamic positioning analyses results for Incheon Port, Pyeongtaek and Dangjin Port, and Gunsan Port, using BCG Matrix, the static positioning analysis showed that Incheon Port belongs to the 3rd quadrant (Cash Cows), Pyeongtaek and Dangjin Port belongs to the 2nd quadrant (Question Marks), and Gunsan Port belongs to the (Dogs) group. This implies that Incheon Port has maintained its position with large shares compared to those of other ports, despite its low growth rate. However, the market position and growth rate of Incheon Port decreased according to the dynamic positioning analysis results. The shift-share analysis results indicated that the volumes of Incheon Port and Gunsan Port were shifting to Pyeongtaek and Dangjin Port. Moreover, the ratio of absolute growth to potential growth of Incheon Port and Gunsan Port turned out to be significantly lower than that of Pyeongtaek and Dangjin Port, implying that Incheon Port and Gunsan Port are declining as compared to Pyeongtaek Port and Dangjin Port. According to the LQ index analysis results, specialized items from Incheon Port that do not overlap with other ports included the following ten items: meat, fish and crustaceans, bituminous coals, crude oil and petroleum, petroleum-refined products, plastic rubber and products, textiles, nonferrous metal and products, electric machinery, and aircrafts and ships. In particular, it was confirmed that the bulk cargo of Incheon Port was actually shifting to Pyeongtaek and Dangjin Port following the policy of re-establishing port functions.