• Journal of Navigation and Port Research
• /
• v.44 no.6
• /
• pp.509-516
• /
• 2020

Korea has gradually been developing port distriparks in major domestic trade ports to diversify their function and create added-value. New tenant companies are needed to help achieve these goals, but no research has been done on selection criteria. To provide such criteria, this study conducted a comparative analysis of the productivity of tenant companies in Busan New Port Distripark based on their characteristics. SFP (single-factor productivity) was measured using the operational data of 67 companies in the distripark over the past - three years (2017-2019). The results indicate that the logistics business and the manufacturing business have strengths in cargo volume productivity and in sales productivity respectively. Also, Northern distripark, a relatively older facility, was found to be more productive than Ung-dong distripark. Finally, the effect of investment-both foreign and in FAC/EQ (facility and equipment)-on productivity showed an inverse relationship with productivity, with the companies with under-average investments being more productive than those whose investments were above average. Therefore, to enhance the productivity and competitiveness of port distriparks, tenant companies must be subject to supplemented system and law for increasing employment and cargo volume, and reestablished selection criteria.

• Journal of Korea Port Economic Association
• /
• v.24 no.1
• /
• pp.41-60
• /
• 2008

Korea has been doing a two-port system as a main port development policy and developing the port of Busan and Gwangyang as the transshipment hubs in the northeast Asia. However, the growth rate of the transshipment container volume of the Gwangyang port in 2007 was sharply dropping more than 31.4%. The reasons why reduced the growth rate of transshipment cargo were from the port development in north China and the direct callings of ships. Therefore, it is time to evaluate the transshipment hub port policy of Korea. This study would recognize the decision criteria of shipping companies as customers for the transshipment hub in the northeast Asia by the AHP methodology based on Lirn et al. (2004). It has been known the costs of shipping companies and port location as the main first tier criteria for transshipment ports, and container handling charges, closeness to the main navigation route, carriers' strategy, and nearness to the feeder ports as the important second tier factors. Finally, the domestic terminal operating companies would focus on only a few attributes including the terminal cost factor, but the international shipping companies would be considering more several factors than they do. Therefore, the transshipment port strategy should be enriched in the near future.

• Proceedings of the Korea Port Economic Association Conference
• /
• 2006.08a
• /
• pp.277-290
• /
• 2006

A shipping operation broadly breaks down into: the acquisition of the ship, securing income from the ships, operating the ships, and running the business. For all ships these functions have to be performed. But most important thing is whether it is a better option for some or all these activities to be undertaken by a third party manager rather than resource them in-house or not. However, the size of ship management market has been increasing continuously over the last decades to achieve cost-savings. The ship management is considered as creating high added value and contributing to national economic growth. This paper will analyzes development trends of ship management and market, and carry out comparative studies with Korean ship management companies and an empirical studies on selection criteria of ship management firms. In doing so, some implications and alternatives will be suggested in order for Korean ship management companies to create high added value and gain international competitive edge.

• Journal of Korea Port Economic Association
• /
• v.29 no.2
• /
• pp.81-111
• /
• 2013

Along with a general growth in living standards there has been a corresponding increase in the demand for tourism. Cruise based tourism, in particular, has become one of the most dynamic and dramatic growth sectors in the tourism industry over the last 20 years, including in the Northeast Asian region. In line with the growth of passenger numbers, the number of cruise ships and their berth capacities has increased significantly since the late 1970s. Korea, as a peninsular nation, has also experienced a rapid growth in cruise passenger numbers. The national economy has greatly benefited from this as the industry acts as an income generator, creating new jobs and potential investments and in developing local tourism. Ports play an important role in the development of any national cruise industry, providing not only ship berths but supply and bunkering facilities and a gateway to local tourism opportunities. The selection of the optimal cruise port location is an important and complex problem because the decision makers have to consider a large number of criteria which have a significant effect on the economy, environment, human life, and society. This paper investigates those criteria that are significant in developing a successful cruise port by employing a questionnaire survey of major cruise port users - shipping companies and tourism companies. The ports, surveyed in this study are Busan, Incheon, Yeosu and Jeju. All have been identified as important potential cruise ports in the Korean Government's 'The 3rd Port Basic Plan (2011-2020)'.

• Journal of Korea Port Economic Association
• /
• v.27 no.3
• /
• pp.231-245
• /
• 2011

Pyeongtaek Port is becoming a specialized for importing or exporting cars. In 2010, Pyeongtaek Port became the major port, out of the 31 ports in Korea, for import and export of cars. Usage of this port was especially high for imported cars. In 2011, more than 1 million cars are expected to be imported or exported via Pyeongtaek Port. This research analyses the factors for selecting Pyeongtaek Port for imported cars and recommendations required to improve Pyeongtaek Port. To do this, questionnaires were given to 14 imported car companies that currently, July 2011, use Pyeongtaek Port and used AHP criteria to asses the importances of each factors. According to this research, the most important determinant for the use of Pyeongtaek Port is 'Port Location' followed by 'Port Cost', 'Port Facility', 'Port Service', 'Port Marketing' and 'Port Cargo Volume', in the order of importance. Also, imported car companies say that the factor in need for the most urgent improvement is 'Port Facilities' in Pyeongtaek Port.

• Journal of Navigation and Port Research
• /
• v.40 no.1
• /
• pp.35-41
• /
• 2016

Port congestion has been recognized as one of the critical factors for port service competitiveness and port selection criteria. However, congestion ratio, the congestion index currently used by Korea, plays a very limited role in shipping companies' and shippers' selection of port and port authorities' decision making regarding port management and development. This is mainly due to the fact that this ratio is only calculated as the ratio of the number of vessels by each port. Therefore, this study aims to measure service level related to vessel entry and departure in Korea ports by evaluating waiting ratio(WR) according to terminals and vessel types. The results demonstrate that the waiting ratio of containerships and non-containerships is less than 4% and 15% respectively, which satisfies the reasonable level suggested by the UNCTAD and OECD. Port of Pohang is revealed to have the highest WR of 57% and among the terminals, No. 1 Terminal of the Shinhang area has the highest WR. In terms of ship types, WR of Steel Product Carrier is highest, followed by General Cargo Ship and Bulk Carrier at the Pohang Shinhang area. In addition to WR, berth occupancy ratio as well as the number and time of waiting vessels can be utilized to evaluate service level by ports and terminals from port users' perspective, and furthermore, to improve the port management and development policy for port managers or authorities.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2006.06b
• /
• pp.265-271
• /
• 2006

According to globalization of world economy by extension of production, sales and distribution all around the world and international transportation system changed into a transport system that puts great importance on speediness and value-added services, international transport system is changing into a Multimodal Transport Routing centered system that systematically connects marine, air and rail transports. Due to such changes production, sales and distribution must be provided in time and Multimodal Transport Routing, which can provide multi-dimensional logistics services to customers of global network, is needed but information connection for international transport and connection system between transport modes are insufficient and can not be activated. Especially in Korea, selection standard of 3rd party logistics companies and transport companies is presented, but logistics exclusive companies, which plan and execute the transportation, can't present a systematic evaluation standard for international Multimodal Transport Routing, selection. Thus, this research surveys important previous studies about Multimodal Transport Routing, selection, derives an evaluation standard for Multimodal Transport Routing, selection through interview with company officials, and presents a theoretical basis for Multimodal Transport Routing, selection through systematic analysis of Multimodal Transport Routing, selection using Analytical Hierarchy Process (AHP).

• Journal of Navigation and Port Research
• /
• v.42 no.5
• /
• pp.365-370
• /
• 2018

Currently, container transport services play a substantial role in global cargo transportation, by serving as an intermodal between exporter and importer. Container shipping has become increasingly important over the past few decades, due to obvious advantages. However, Vietnam's container market has shown severely ongoing competition among numerous domestic and foreign shipping lines, resulting in serious consequences occurring such as freight rates substantially decreasing within the last 10 years. Vietnam's sea lanes have become more defensive, to cover losses of shipping companies. Selection of criteria for competitive evaluation of container transport companies is necessary, to facilitate addressing the problems within the enterprise, especially relating to its position in the market and from here, business management can implement strategic plans and reasonable policy, to survive and grow.

• Journal of Korea Port Economic Association
• /
• v.28 no.3
• /
• pp.27-44
• /
• 2012

The offshore wind farm is increasingly attractive as one of future energy sources all over the world. In addition, the capacity of an offshore wind turbine gets larger and its physical characteristics are big and heavy. In this regard, a special port is necessary to assemble, store, and transport the offshore wind systems, supporting to form the offshore wind farms. Thus, this study aims to provide a policy maker which evaluation factors can significantly affect to the optimal site selection of a offshore wind port. For this, Fuzzy-AHP method is applied to capture the relative weights. The results of this study can be summarized as follows. Five criteria in level I was defined such as the accumulation factor, the regional factor, the economic factor, the location factor, and the consortium factor. Of these, the accumulation factor(37.4%), the location factor(34.2%), and the economic factor( 24.5%) were analyzed by major factors. In level II, three assessment items of each factor were selected so that total fifteen items were formed. To sum up, the site selection of offshore wind port should consider the density of the wind industry, cargo volume of securing the economic operation of terminals, the development degree of offshore wind related industry, and the proximity to the offshore wind farms. In other words, the construction of offshore wind port should be paid attention to considering not only the proximity to offshore wind farms but also the preference of turbine manufacturing companies.

• Journal of Navigation and Port Research
• /
• v.44 no.1
• /
• pp.20-31
• /
• 2020

The purpose of this study was to provide planning criteria for the thalassotherapy facility. Among the various contents of the planning criteria, the crucial parts of the thalassotherapy facility planning are the location, facility environment, and room space. To do this, we first examined the characteristics of the thalassotherapy facility and inquired about the thalassotherapy resources and treatments that are the basis of the thalassotherapy facility planning. And then, the overseas qualification criteria related to thalassotherapy facility were analyzed. Based on the above research results, the criteria for the thalassotherapy facility planning on location, facility environment, and spaces of rooms are presented. The location is within 1km of the coastline, where there is no pollutant emission facility, and the climate conditions are maintained more than 80% throughout the year below 'caution' level of the thermal sensation index and sensory temperature. The water quality of the facility environment meets the stricter criteria among the domestic standards or ISO 17680 standards, and the air quality is 60% of the atmospheric environment standard of the 「Framework Act on Environmental Policy」 and SO₂, NO₂, O₃ and PM10 concentration shall ensure that the annual number of exceeding standards meets the EU standard, and noise is less than 50dB per daytime, 40dB per night. Therapy spaces have to meet the standards of the 「Building Act」, the working standards of architectural planning and international standards according to their function and use.