• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2000.11a
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• pp.43-51
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• 2000

Since 1996, the document exchange method by EDI has been introduced in port and logistics industries to enhance the declaration activities to the Pusan Port Authority and Customs. In spite of these efforts, users such as shipping companies, shipping agents, and freight forwarders have complained the inconvenience of using EDI systems. The major reasons can be summarized as too much transfer time, inconvenient EDI software, and problems on message receiving confirmation. To solve these problems, although we have developed an Internet based EDI system for Port-MIS users, we have failed its implementation practically for the short of Governments readiness, the complexity of systems and separation with in-house systems. So, the writers have changed the direction of research to applying the concept of SCM to logistics system by XML/EDI. In this Paper, the prototype systems to integrate processes of shipping company, Port Authority, Customs and stevedoring company will be suggested. The new method of EDI gives us advantages, which are the accuracy of cargo data and integration of processes among firms and keeping the service of cargo trace.

• Journal of Navigation and Port Research
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• v.47 no.3
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• pp.155-166
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• 2023

Trend analysis and time series analysis were conducted to predict the demand of manpower under the smartization of shipping and port logistics with transportation survey data of Statistic Korea during the period from 2000 to 2020 and Statistical Yearbook data of Korean Seafarers from 2004 to 2021. A linear regression model was adopted since the validity of the model was evaluated as the highest in forecasting manpower demand in the shipping and port logistics industry. As a result of forecasting the demand of manpower in autonomous ship, remote ship management, smart shipping business, smart port, smart warehouse, and port logistics service from 2021 to 2035, the demand for smart shipping and port logistics personnel was predicted to increase to 8,953 in 2023, 20,688 in 2030, and 26,557 in 2035. This study aimed to increase the predictability of manpower demand through objective estimation analysis, which has been rarely conducted in the smart shipping and port logistics industry. Finally, the result of this research may help establish future strategies for human resource development for professionals in smart shipping and port logistics by utilizing the demand forecasting model described in this paper.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.11a
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• pp.195-196
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• 2019

It It is not easy to reduce the operation costs at a time when it is hard to expect increase sales due to growing economic uncertainties. For logistics centers, which need to keeps their competitive advantage in the market by raising service levels at low cost, it is essential to drastically improve service levels at low cost. This study suggests that KPI (Key Performance Indicator) analysis should determine whether efficient logistics operation is being performed for the entire process of the logistics operation system. And also we suggests that each item should be set up, measured, and improved so that customer satisfaction can be increased based on performance indicators.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.251-259
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• 2006

The increase in international logistics market and various customer demands emphasize the importance of Multimodal Transportation, and that market is continuously keep growing. In order to ensure competitive superiority in a market of such infinite competition, service that can satisfy each individual customer by considering various customer characteristics, has become an issue. Thus, through the aspect of service, in order to improve customer satisfaction, growing factors of Multimodal Transportation Route on was studied in this research. For this research, first of all main service factors that affect the growth of Multimodal Transportation were seized by literature survey and positive research. The, by using these factors a methodology that enables individual customers to assess Multimodal Transportation Route was studied. Through this research, individual customers can acquire objective assessment data and Multimodal Transportation companies can seize what factors are considered as important by their customers.

• Journal of the Korean Institute of Navigation
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• v.24 no.4
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• pp.285-298
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• 2000

The purpose of this study is to shed some light on how market orientation, mediators such as employee satisfaction, service quality and commitment, and business performance are related and to offer important managerial implication for managements or marketing practioners in the International logistics service industry.

• Journal of Korea Port Economic Association
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• v.27 no.3
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• pp.273-288
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• 2011

Recently, the rankings of Korean container ports in terms of container handling cargo volume were plunged down due to the emerging Chinese ports. The efficient container ports strategies which increase container port competitiveness were requested. In this respect, it is urgently required to draw out constituent factors for Port Logistics, weigh these factors, and finally focus on improving the suggested factors. The aim of this paper is to evaluate weight and priority values for 'inner consisted factors' and 'outer requested factors' of port logistics by using the AHP(Analytic Hierarchy Process) method. As for the analysis regarding the inner consisted factors, the results were shown as follows: a storage and handling system (0.288) as the first rank; an information system of port logistics (0.210) as the second rank; an inland intermodal system (0.189) as the third rank; a ship's entering and departuring system (0.184) as the fourth rank, and a ship's berthing system (0.129) as the fifth rank. In terms of analysis regarding outer requested factors, the results came out as follows: a logistics cost (0.360) as the first rank; a port service (0.128) as the second rank; a connectivity (0.118) as the third rank; a hinterland condition (0.116) as the fourth rank; an convenience (0.106) as the fifth rank; a regional center (0.095) as the sixth rank, and an availability (0.077) as the seventh rank. For analyzing the priorities changes in constituent factors, the comparison of results between the year 2007 and the year 2011 was done. As the results, among inner consisted factors, 'information system of port logistics' was ranked first in the year 2007 while 'a storage and handling system' became the most important factor in the year 2011. Among the inner consisted factors, however, the logistics cost was the important factor in 2007 and 2011, respectively.

• Journal of Korea Port Economic Association
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• v.25 no.1
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• pp.87-106
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• 2009

This paper is intended to suggest benchmarking ascension for the Gwangyang Port as a hub for international logistics. Most countries that seek to join. and lead, the global trading system as they work to develop production and logistics systems that establish a reputation for leadership in international logistics. Our focus in this research is on the Gwangyang Port and whether Gwangyang Port is capable of carving out a competitive niche as a hub of international logistics. Our analysis is based on comparison and analysis with benchmark port developments around the world. As proposals to promote and activate Gwangyang Port as a hub for international logistics, we recommended in this paper several benchmarks. First, Gwangyang Port FTZ must strengthen the incentive system for tenant companies and providing an inducement for new global companies. Second, Gwangyang Port needs to moderation of regulation on the investment tenant companies and strengthening one-stop service. Third, it is required to stabilize labor and management relationship and securing of flexibility of labor market. Lastly, Gwangyang Port must strengthen mutual interaction of Free Economic Zone (FEZ), Customs Free Zone(CFZ) and Free trade Zone(FTZ) in Korea.

• Journal of Korea Port Economic Association
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• v.21 no.1
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• pp.45-58
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• 2005

The purpose of this study is to consider the problem on pursuit of logistics strategy by our international shipping company in international shipping business under the said circumstance due to the open international shipping market and to suggest the logistics strategy for the consideration of the logistics competition under new international shipping circumstances. The results of empirical analysis are mentioned as follows; First, it shall be considered to maintain the size of company bigger than a certain capability so that it may obtain the superior competition of logistics. Second, as there are the plus correlations between the competition of logistics and the logistic support, it is necessary to pursuit the upgrade service with using EDI system and making up the complex shipping and integrated logistics system in general. Third, with the rationalization of finance policy and the profitable management of shipping company the ratio of net worth can be raised and it can be achieved to make the sound financial structure as reducing the excessive debt ratio. Fourth, it can be effort continuously to perform the investment for the infrastructure of logistics support & the institutional supplement so that it may achieve to increase the efficiency of logistic support at pier and to reduce the cost of logistic support.

• Journal of Korea Port Economic Association
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• v.21 no.1
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• pp.111-132
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• 2005

With the globalization of economy, there is keen competition among countries to be a logistics hub and companies are striving to be first in establishing logistics system centering on advantageous sites, especially airport and seaports, to perform supply, production and distribution. Korea competing with Northeast Asia countries is also working out strategies in order to make Korea penninsula a logistics center of Northeast Asia taking advantage of its geographical strength. Gwangyang port has designated as Free Economic Zone together with Pusan and Jinhae, Incheon from October 24th, 2003. However, the introduction of Free Economic Zone in Korea lagged behind other major countries and it has a lot of operational problems. Approximately 600 areas worldwide are designated and operated as a Free Economic Zone and Gwangyang port and its surrounding area has several points to be settled as one of FEZ. First one is its limited functions and related laws on Gwangyang Bay. Next is imperfection on development, investment and management system of the FEZ. Lack of promotion activities could be one of the problems. If we want to activate the FEZ, we must induce investment at Gwangyang Bay. This paper analyzes the above problems and presents various measures to activate Gwangyang Free Economic Zone by inducing investment for innovation cluster as follows Benchmarking to promote Gwangyang Free Economic Zone as follows Benchmarking other countries' system, governmental support, introduction & logistics functions, early development of the hinterland, supply ofeffective one-stop service, investment attraction into the area and diversified promotion & marketing activities.

• Journal of Korea Port Economic Association
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• v.22 no.4
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• pp.19-38
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• 2006

When comparing the port management type between the both countries, there are some differences at some aspects. And also Korea is to move forward a hub port and logistics center in Northeast Asia while Japan is to pursue providing the port logistics service necessary for the Japanese economy. Major findings and implications are as follows. first, Port authority system should be extended to Gwangyang and Pyeongtaek port step by step. Second, any port which did not introducing a port authority system should enhance cooperating with its own local administration. Third, a port marketing strategy must be established and implemented by a port authority.