• 한국항해학회지
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• 제7권1호
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• pp.1-32
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• 1983

The delay due to congestion has recently attracted widespread attention with the analysis of over-all operation at the port. But, the complexity of the situation is evident in view of the large number of factors which impinge on the considerable end. Queueing theory is applicable to a large scale transportation system which is associated with arrivals of vessels in a large port. The attempt of this paper is to make an extensive analysis of the port transport system and its economic implications from the viewpoint that port is one of the physical distribution facilities and a kind of queueing system which includes ships and cargoes as port customer. By analyzing the real data on the Port of Pusan, it is known that this port can be represented as a set of multi-channel with identical setof Poisson arrival and Erlang service time, and also it is confirmed that the following formula is suitable to calculate the mean delay in this port, namely, $W_4={\frac{\rho}{\lambda(1-\rho)} {\frac{e_N(\rho{\cdot}N)}{D_{N-1}(\rho{\cdot}N)}$ where, ${\lambda}$: mean arrival rate $\mu$: mean servicing rate; N: number of servicing channel; ${\rho}$: utillization rate (${\lambda}/N{\mu}$) $e_N$: the Poisson function Coming to grips with the essentials of the cost of delay due to congestion, a simple ship journey cost model is adopted and the operating profit sensitivity to variation in port time is examined, and for purpose of a future development for port princing service the marginal cost is approximately calculated on the basis of queueing theory.

• 한국항해항만학회지
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• 제31권9호
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• pp.801-806
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• 2007

The analytical hierarchy process (AHP) enables decision makers to represent the interaction of multiple factors in complex and unstructured situations. The process requires the decision maker to develop a hierarchical structure of the factors in the given problem and to provide judgments about the relative importance of each of these factors and ultimately to specify a preference for each decision alternative with respect to each factor. The research presented in this paper applies the AHP to identify key players in promoting port competitiveness. The literature survey revealed four major criteria and 15 sub-criteria. The four factors are cost, service quality, facility/capacity and economic-social variable. 150 questionnaires suitable for AHP analysis were made and 77 were returned. It is found that in terms of cost, the first key player is terminal operator and the second key player is shipping companies calling Busan port; in terms of service quality, the first key player is terminal operator, and the second key player is shipping companies calling Busan port; in terms of facility/capacity, the first key player is port authority and the second key player is terminal operator; in terms of economic-social variable, the first key player is terminal operator, and the second key player is shipping companies calling Busan port.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2004년도 추계학술대회
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• pp.245-251
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• 2004

적정 규모의 컨테이너선박을 선택하여 노선에 투입시키는 것은 선사의 경쟁력 측면에서 큰 부분을 차지하고 있다. 따라서 본 연구는 대형 정기선사 운영노선에서의 최적 선형을 도출하고자 한다. 이에 본 연구에서는 먼저 선사들의 주 간선노선인 '유럽-극동', '극동 북미', '유럽 극동 북-미' 노선을 대상으로 선박 운항시 발생되는 자본비, 운영비, 항해비, 항만비, 기타비용에 의한 총 운항비용을 산출하며, 산출된 총 운항 비용과 선형별 Slot수 및 평균 처리물동량을 이용하여 노선별 최적선형을 도출한다.

• 수산경영론집
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• 제39권1호
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• pp.63-85
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• 2008

The objective of this study is to review the methodology of economic analysis of fishing ports by examining the economical feasibilities of a national fishing port (Jeongja Port) in Ulsan. This study utilized market value evaluation method to measure the benefits and costs related to the development of ports. The benefit variables are income effects resulting from the developments while the cost variables are sum of construction costs and maintenance costs. The income effects are measured in two ways: (1) income from individual project resulting from the developments, (2) the income effects by utilizing investment multipliers. The results shows that the BC ratio (Benefits/Costs) of Jeongja port by using (1) income from individual project resulting from the developments was 1.07 while the BC ratio by using (2) the income effects by utilizing investment multipliers was 1.10 due to a relative short period of useful life for investment multipliers. However, the income variable utilizing investment multipliers is more sensitive to the period of duration than the income variable from individual project.

• 한국항만경제학회지
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• 제28권4호
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• pp.257-274
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• 2012

글로벌공급사슬간 경쟁이 격화됨에 따라 항만서비스도 항만의 존속과 경쟁력제고를 위한 시장지향적인 가격산정이 크게 필요하다. 협조적 게임이론의 오웬밸류는 선사주체의 시장지향적 항만서비스가격 산정에 활용될 수 있다. 이를 우리나라 광양항의 사례에 적용하여 그 유용성을 확인해보았다. 본 연구결과 부두용 특성함수를 사용하여 선석별 비용배분 문제를 해결하고, Budescu(1993)방법을 통해 안벽사용지수를 구하기 위한 관련요인의 상대적 가중치를 합리적으로 산정하였다. 또한 주요 선사에 대한 사용료 우대방안과 선사간 전략적 제휴에 의한 항만서비스 가격할인방안을 구축하였다. 본 연구를 결과를 활용하여 대형선박을 자주 운항하는 주요 선사에 대한 체계적인 요금할인을 통해 항만서비스요금을 전략적으로 책정 할 수 있을 것이다.

• 한국항만학회지
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• 제3권1호
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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.

• 한국항해항만학회지
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• 제27권3호
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• pp.297-306
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• 2003

As the competition in the liner shipping industry is becoming fiercer, the shipping company is trying to find the way to keep the best competitive position by reducing the cost level as low as possible and offering the best quality of service to their customer. In order to achieve this goal, the selection of port and terminal that have the best quality of service and cost effective structure is essential for the shipping line, where they can only have a chance to save the money. In this context, the paper compares three European container terminals in order to understand the factors that have to be considered in the decision making process for the selection of terminal. And its advantages and disadvantages of each type of container terminal operation system were analyzed from the liner shipping company's point of view in terms of cost, time, flexibility, stability, hinterland connection, geographical position and terminal productivity. It is obvious that the cost factors are very important for liner shipping company to select their terminal. However, there might be even more important factors than the cost factors, such as quality of port and terminal service, mutual trust, and possibility of future development.

• 한국BIM학회 논문집
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• 제8권4호
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• pp.60-71
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• 2018

The port BIM technology has many problems such as lack of relevant system, high cost of BIM infrastructure construction, and process difference of existing domestic inter-industry. Since the port facilities as national key industries are managed and operated by public organizations, it is necessary to integrate IT resources and have a system that needs collective construction and joint utilization management. In this paper, we proposed the convergence of cloud computing technology and BIM as a way to reduce the infrastructure cost required for port BIM operation and to provide various BIM services for domestic process. To do this, we collected system requirements based on demand surveys of port staff and designed a BIM browser that provides IFC-based BIM server and customized services to reduce infrastructure cost in cloud computing environment. In terms of infrastructure, we designed cloud-based IaaS to support cost reduction, which is an essential component, and designed SaaS to support customized services in terms of services. We will perform performance verification with focus on whether port BIM servers and browsers have reached a level where they can manage four BIM models with different types and capacities.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2006년도 Asia Navigation Conference
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• pp.203-212
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• 2006

The purpose of this research is to suggest the activation plan of Busan port. In the past years, Busan port enjoyed the golden days because of the China's rapid economic growth. But China's continuous development of ports, the trend of increasing container ship size and increasing direct call to China are coming threats to Busan port. So Korea needs to revise the 'Northeast Logistics Hub' strategy because it is considered that Korea ports continuously will handle China's transshipment cargoes. But now China's transshipment cargo share has decreased by direct call to China ports. It means that China has a lot of its local cargoes, so many ship companies change liner service route to handle China cargoes except Bussan ports although Busan port is included in the main trunk route. In the future, Bussan port will not be able to compete again about throughput with China ports if Busan port's transshipment cargo share decreases. So we must find out and develop Busan port's strength which is the competitive edge. By good luck, Busan port has a few opportunities such as the developed feeder network service and geographical advantages. Busan port has many feeder network service like spider's web in any northeast countries so we can suggest that if Japanese shippers use Busan port to distribute their cargoes to Japanese local areas, its transport costs are cheaper than when they use Japan's main ports. In this paper analyzed side of cost when they use Bussan port like hub to distribute their cargo to their local areas. Because most companies tried to reduce the total cost about logistics. Finally, this paper suggests when northeast shippers(China, Japan) use Bussan port which is more economical than their local main ports.

• 한국항해항만학회지
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• 제28권7호
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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.