• Journal of Navigation and Port Research
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• v.28 no.7
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• pp.601-608
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• 2004

Recently, port development has been actively in progress through a private investment project. Incheon North Port functions as an auxiliary port for Incheon Port to solve its chronic demurral and freight congestion and to treat materials such as wood, iron material, feed materials. Service charges is one of important factors in the port choice to treat general goods. In general, service charges can be calculated by two methods such as cost accounting method and market price method. This study will review the characteristics of the Incheon North Port (berth 3), which is under the progress of the private investment project and estimate the reasonable service charges for general goods on the basis of market price. This will help a concessionaire to maximize the operation efficiency.

• Journal of the Korean Institute of Navigation
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• v.8 no.1
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• pp.103-125
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• 1984

All over the world, one finds different types of dues, charges and fees imposed for the use of port facilities. The positiion is further confused by the fact that different names are often used for the same charge in different ports and again the same name can be used for different types of charge. For instance, in some places "tonnage" dues can be dues on cargo tonnage and in others are dues on shipping tonnage. Charges made by port authorities can be of two kinds; charges on ships and charges on goods. One of the abiding complaints of all port tariffs is that they are too complicated. The plea is for simplicity and comprehension. The purpose of this study is to elucidate and to criticize principles for guiding port pricing policy.ng policy.

• Proceedings of the Safety Management and Science Conference
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• 2012.04a
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• pp.371-380
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• 2012

Although all costs concerned in transportation be separated by region and each terms and conditions of Incoterms that state cleary them who have to pay the charges. But, almost lcl exporters donot want to pay their charges the carriers at loading port eventhough they make the contracts with the importer as FOB and CFR of Incoterms. And the carrier have been do not bill the FOB charges to the shipper. Now, there are no more Incoterms in LCL transportation. So, the importer have been payed loading port charges twice, first, the contract with the shipper, secondly, through the destination charge. These problems make decreasing of trading volume and increasing of logistics costs. We suggest every traders and carriers separate the costs as per the price terms and conditions of incoterms and bill/receive the costs separated the trader who have to pay the charges as per their price terms. It will bring mutual success in the world and increasing trade.

• Journal of Korean Port Research
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• v.11 no.2
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• pp.145-156
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• 1997

The purpose in this study is development of model for the Container Terminals of Pusan Port, First of all, Quantitive and Qualititve factors are characterized which effects on Physical Distribution System in Container Terminals. The System Dynamics method is used to develope the model by using these factor. This model is able to present the timinig of investment in Container Terminals of Pusan Port. Six models are showed by change of parameters in System Dynamics, in this paper. In the model, Five feedback loop were found. Loop 1 : Number of Liners$\rightarrow$Number of Congested ships$\rightarrow$Port's Charges$\rightarrow$Export & Import Cargo Volumes$\rightarrow$Number of Liners$\rightarrow$The will to investment of government$\rightarrow$Length of berth→Number of Liners. Negative loop was acquired. Loop 2 : Port's Charge$\rightarrow$Economic of Port$\rightarrow$The will to Private management$\rightarrow$Efficiency for Port's Operation$\rightarrow$Port's Charges. Positive loop was acquired. Loop 3 : Number of Congested ships$\rightarrow$Planning for future development$\rightarrow$Information Service$\rightarrow$Support service for port's user$\rightarrow$Number of Congested ships. Negative loop was acquired. Loop 4 : Number of Congested ships$\rightarrow$Planning for future development$\rightarrow$Extent of stacking area$\rightarrow$Number of handling equipmint$\rightarrow$Number of Congested ships. Negative loop was acquired. Loop 5 : Export & Import Cargo Volumes$\rightarrow$Number of Liners$\rightarrow$Econmic of Port$\rightarrow$Support service for port's user$\rightarrow$Export & Import Cargo Volumes. Positive loop was acquired. System's level variables were selected as followings ; Number of Liners, Number of Congested ships, Export & Import Carge Volumes, Length of berth, and Port's Charges. As result of simmulation of model, fluctuation of respective year was found in level variables. This fluctuation can be used properly to present timing of investment.

• Journal of Korea Port Economic Association
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• v.32 no.3
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• pp.21-33
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• 2016

This paper examines the effect of strategic trade policy on port ownership structures (nationalization or privatization) when two firms compete with each other in reciprocal markets. Furthermore, we analyze firms profits, port charges, ports profits and social welfare when ports are privatized or nationalized under tariff regime and under free trade regime respectively. Thus, we find that (i) under tariff regime, port nationalization is a dominant strategy regardless of transport costs. (ii) the effect of high port charges brings higher port profits than the effect of high trade volume. (iii) irrespective of trade regime, when transport cost is relatively low, port nationalization increases social welfare, while two government prefer free trade agreement to tariff regime when transport cost is sufficiently high regardless of port ownership structures.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2003.05a
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• pp.242-248
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• 2003

In this paper, we propose a new heuristic solution for 3D container packing problem for the variable size and the variable kind of freights. First we consider the total cost of container charges, i.e., loading, transportation and handling charges, where the priority of each frights are dealt. By minimizing the total cost of container charges, the kinds of container and its number can be decided automatically. From these factors, we con determine the position in the container and the loading sequence into the container. Finally, by equivalence of freight's weight in container, we can prevent the freight's damage on the handling.

• Journal of Korean Port Research
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• v.14 no.2
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• pp.165-173
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• 2000

Major factors that are considered to determine lease charges of container terminals are, among others, construction cost of berth, discount rate, financing cost, and size of annual equivalent recovery. This paper aims to calculate construction costs at PECT and GCT and their annual equivalent recovery on the basis of historical data, and to identify whether or not the relationship of the above result and current lease charges at the two terminals are justifiable.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1999.10a
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• pp.11-18
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• 1999

Major factors that are considered to determine lease charges of container terminals are, among others, construction cost of berth, discount rate, financing cost, and size of annual equivalent recovery. This paper aims to calculate construction costs at PECT and GCT and their annual equivalent recovery on the basis of historical data, and to identify whether or not relationship of the above result and current lease charges at the two terminals are justifiable.

• Journal of Korean Port Research
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• v.3 no.1
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• pp.3-33
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• 1989

The amount of the Korean export & import in 1987 reached $88.3 billion which was 1.75% of the total world trade and the proportion of foreign dependence to G.N.P was 74.5%. From these facts, we can infer that the development of national economy is largely dependent upon trade. Therefore the role of transportation, especially Ocean transportation, as a basis of economic development through trade is one of the main factors that can not be passed over. Here, We can define that a port as a subsystem of transportation determines the efficiency of the total transportation system. Thus, the purpose of this paper is to contribute in improvement of the efficiency in port, reinforcement of the international competitiveness for exporting goods by the analysis of the cargo handling charges. In order to do this, this paper deals the case of B.C.T.O.C. Furthermore, this study gives some important informations related to the level of tariffs for establishing an autonomous port administration. The Summary of the conclusions of this paper is as follows ; 1) The object of port administration in Korea has been emphasized on the maximization of efficiency in using the port facilities. Nowadays, however, it should be moved to a direction that port is operated under the compound aims considering the public interests and economy. 2) For a criterian of tariff calculation, A tariff system based on the cost accounting is desirable. In general it is recommended that the cost for construction, management, and operation of port is compensated by the revenue from port operation. Therefore, it is necessary for the administration bodies of each port to establish a tariff system on the basis of the independent profit system. 3) For the investigation of actors of tariff adjustment by the Break-even point analysis, (1) When we conducted the B.E.P analysis using total cost as cost term, we got 3.8% discount in tariff at 12% of target profit rate and 1.5% discount at 15% of rate. when we set the target profit rate as 17% we could have the proper tariff level. (2) When using operating cost as cost term, we got 13.1% discount in tariff at 12% of target profit rate and 10.9% discount at 15% of rate. When setting the target profit rat as 28%, we could have the proper tariff level. 4) Comparing with the tariffs of foreign ports for the basic terminal rate, The tariff level of B.C.T.O.C showed 33% of stevedoring charge and 80% of marshalling charge incurred at Kobe port. The comparison with Singapore port gave 50% of transhipment charge and 17% - 20 % of stevedoring charge. 5) We found that the financial structure of B.C.T.O.C was better than those of other companies and the worth fixed assets ratio was too low. The fact of low worth fixed assets ratio implies that the cargo handling facilities should be increased. Moreover, The return of assets for B.T.T.O.C was good but non-operating expenses were still contained too much in. Therefore, we think that it is necessary for B.C.T.O.C. to rationalize business management. Although the present cargo handing charge for B.C.T.O.C is a proper level in terms of a public corporation, for the final recommendation in connection to the results, It is required to take the rationalization process for business management.

• Journal of Navigation and Port Research
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• v.29 no.5 s.101
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• pp.421-429
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• 2005

Traditionally, determination of the optimal containership size is the most important factor for competitiveness of shipping companies in the shipping market. Under this environment, many shipping companies and researchers have studied about it. The objective of this research is to determine the optimal containership size using a total shipping cost in the main trunk lines. Total shipping cost is calculated at the ground of capital costs, vessel operation costs, voyage costs, port charges and miscellaneous costs for 'Europe-Far East', 'Far East-North America' and 'Europe-Far East-North America' services. Analysis results showed that the 6,500TEU containership is an optimal size on the 'Europe-Far East' and 'Europe-Far East-North America' services. And the 8,200TEU containership is an optimal size on the 'Far East-North America' service. Moreover, if the larger containerships over 8,200TEU class start operation afterward, it would be less competitive in the analyzed 3services.