• 한국항해학회지
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• 제11권1호
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• pp.1-38
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• 1987

The amount of cargoes by cargo vessels has increased tremendously during the last decade due to the great growth of korea economy. But in spite of this trend, there is rarely the substantial analyzed on the operational status of coastal shipping. In this paper, the characteristics of seaborne cargo and traffic flow of coastal shipping surveyed in detail through the statistical and the origintain and destination (O.D) analysis. Also, the basic ship's tonnage of coastal shipping representing the minimum tonnage which is capable of carrying the given seaborne cargo is suggested through the computer simulation using the data of 1985 year. The results are as follows; 1) the about 80% of total coastal traffic volume is going in/out to the port of Incheon, Busan, Pohang, Samil, Bukpyung, Mukho, Samchuk, and Jeju. 2) The main cargo items such as oil, iron material, cement, anthracite grain, fertilizer, other ore are reached to the about 70% of total amount of coastal trade. 3) ship's tonnage going in/out to the port of Bukpyiung, Busan, Pohang is increasing linearly year by year, and the amount of oil, iron material, cement, anthracite, grain, fertilizer, other ore are also increasing in linear pattern. 4) As a result of simulation, the optimum (basic) ship's tonnage.

• Acta Via Serica
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• 제9권1호
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• pp.1-32
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• 2024

The archaeological remnants of coastal ports and shipwrecks serve as invaluable heritage sites that provide profound insights into historical maritime activities conducted by humans. Cross-regional voyages occurred as early as the beginning of the first millennium, aided by the increasing knowledge of the monsoons. Along with expanding intra- and inter-sailing routes, the improved seaworthiness of vessels facilitated the movement of people and seaborne commodities. The names of the Indic, Kunlun, and Persian ships appear in various historical accounts written in the latter half of the first millennium, and the structural details and characteristics can be physically examined by looking at shipwrecks. Southeast and East Asian shipwrecks from the eighth to the fourteenth century provide a perspective on the dynamism of types of seagoing ships involved in long-distance trade. By examining the remnants of cargo being transported by these ships, we begin to understand how the system of cross-regional shipment of heavy and bulky items, metal objects, fragrant woods, glass, and ceramics sustained and impacted the religions, societies, culture, and regional economies. Furthermore, it helps define the Maritime Silk Route heritage to be managed and protected. As such, this paper gives the archaeological evidence of port ruins and wrecks and also introduces, as an example, a case from Central Vietnam.

• 한국항해항만학회지
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• 제30권9호
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• pp.749-754
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• 2006

The maritime logistics environment including seaborne trade, shipping and ports is changing rapidly and continuously. Large containerships, mega carriers and global terminal operators try to achieve economies of scale and economies of scope. As a result of the changing environment, the competition between ports to achieve competitiveness is intensive. Port competition among China, Japan and Korea is becoming fiercer, both directly and indirectly, resulting from the increased trade in northeast Asia. Port development projects within each country stimulate more intensive port competition. As a result, overcapacity, fierce price competition and overlapping hinterland problems will be caused in the future. Co-operation for survival is considered as a strategy in order to solve anticipated problems caused by port competition Busan port, for instance, could co-operate with China and Japan as well as with other ports in Korea Terminal operators' expansion through investments including joint-ventures will make connections between ports smoother. At the port authority level, continuous cooperative interchange between countries is indispensable.

• 한국항해항만학회지
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• 제40권5호
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• pp.317-328
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• 2016

The steady growth of seaborne trade has resulted in the further development of container ships, ports, and container terminals, and the operating efficiency of a container terminal is a decisive element for its competitive ability in international markets. The aim of this research is to evaluate the relative efficiency of Russian and South Korean container terminals. For this purpose, the output-oriented DEA was applied to 31 container terminals of Russian and South Korean seaports for the years from 2012 to 2014. The results indicate that Korean container terminals exhibited higher efficiency scores than their Russian counterparts.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2016년도 춘계학술대회
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• pp.143-144
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• 2016

Steady growth of seaborne trade has resulted in development of container ships, ports, and container terminals. Operating efficiency of a container terminal is a critical element for its competitiveness in the international market. The aim of this research is to evaluate the relative efficiency of Russian and South Korean largest container terminals. For this purpose.

• 한국항해학회지
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• 제10권2호
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• pp.31-55
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• 1986

Generally, the development of shipping is characterized by the amount of traffic flow (traffic volume) and seaborne cargo in the sea. Movement of ships is an essential element of constructing the traffic flow which is represented the dynamic movement of ships in the sea, but on the other band the numbers of arriving and departing the port is the basic factor consisting of the static movement of ships. The amount of cargoes by coastal vessels and ocean trade vessels have increased tremendously with the great growth of the Korean economy these days. This increase of the seaborne cargoes has made the Korean coastal traffic flow so congested that this can be a cause of large pollution as well as great marine casualities such as a loss of human lives and properties . And also the future coastal traffic is expected to increase considerably according to our economic development and high dependence upon foreign trade. Under the circumstance, to devise the safety of coastal traffic flow and to take a proper step of a efficient navigation, there is a necessity for analyzing and surveying the coastal traffic trend and the characteristics of cargo movement. In order to grasp the dynamic movement of ships in the Korean coast, O/D analysis is executed. This paper aims to secure the basic data necessary for a comprehensive plan and estimation of vessel traffic management system for the enhancement of safety, order and efficiency of vessel traffic in the Korean coast. The analyzed results of the traffic flow and seaborne cargoes of the Korean coast are summarized as follows : 1) The congestion by the vessels occurred around the ports such as-in proportion of ship's number (proportion of tonnage) -Incheon 18.5%(14.8%), Pohang 5.9% (9.9%), Samil 5.2%(8.3%), Mokpo 8.6%(0.8%), Pusan 13.5%(36.4%), Ulsan 9.1%(16.2%). 2) It is found that the area adjacent to Incheon, Pusan, Ulsan, Channel of Hanryu and South-western area are heavily congested. 3) It is confirmed thatthe area adjacent to Incheon, Pusan, Ulsan, Channel of Hanryu and South-western area are heavily congested. 3) It is confirmed that the coastal vessels are main elements constituting the coastal traffic and that there are much traffic flow among five ports as following through the precise O/D analysis of ship's coastal movement. Incheon-Samil, Ulsan, Pusan, Jeju Pusan -Samil, Ulsan, Incheon, Jeju Pohang -Samil, Inchoen, Jeju Pohang -Samil, Incheon, Jeju Ulsan -Samil, Incheon, Jeju Samil -Ulsan, Pusan, Incheon 4) The amount of cargoes to abroad are in proportion about 81% of total and the amount of coastal cargoes are about 19%. Of those, cargoes in and out to Japan are about 26% and to South-east Asia are about 27%. 5) The chief items of foreign cargoes are oil(38.33%), iron ore(13.98%), bituminoous coal(12.74%), grain(8.02%), lumber(6.45%) in the import cargoes and steel material(21.96%), cement(17.16%), oil(6.81%), fertilizer(3.80%) in the export cargoes. 6) The 80.5% of total export cargoes and 92.4% of total import cargoes are flowed in five main ports. 7) The chief items of coastal cargoes are oil (42.45%), cement(16.86%), steel material (6.49%), anthracite(6.31%), mineral product(4.3%), grain, and fertilizer. Almost 92.24% of total import and export oil cargoes in Korea is loaded and unloaded at the port of Samil & Ulsan.

• 무역학회지
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• 제44권1호
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• pp.75-86
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• 2019

This study performs a factor analysis that affects the bunker oil price using the Co-integration model and Vector Error Correction Model (VECM). For this purpose, we use data from Clarkson and the analysis results show 17.6% decrease in bunker oil price when the amount of crude oil production increases at 1.0%, 10.3% increase in bunker oil price when the seaborne trade volume increases at 1.0%, 1.0% decrease in bunker oil price when total volume of vessels increases at 1.0%, and 0.003% increase in bunker oil price when 1.0% increase in world GDP, respectively. This study is meaningful in that this study estimates the speed of convergence to long-term equilibrium and identifies the price adjust mechanism which naturally exists in bunker oil market. And it is expected that the future study can provide statistically more meaningful econometric results if it can obtain data during more long-periods and use more various kinds of explanatory variables.

• Acta Via Serica
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• 제8권2호
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• pp.155-174
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• 2023

Trade along the Silk Routes reached its zenith during the Pax Mongolica, a period of relative stability in Eurasia that was created by the Mongol empire in the 13th and 14th centuries. It is generally believed that the Silk Routes declined after the disintegration of the Mongol empire in the second half of the 14th century and that they fell into disuse after the 1453 Ottoman conquest of Constantinople as the Europeans sought alternative maritime routes to Asia. This paper examines the aftermath of the Mongol-era overland and maritime Silk Routes from a non-Eurocentric perspective. Seen from the standpoint of various successors to the Mongol empire, such as the Timurid empire, the Mughal empire, the Uzbek khanate, the Ottoman empire, Manchu Qing, and Russia, the overland and maritime Silk Routes did not really collapse or sharply decline during the post-Mongol period. These Mongol successor states maintained close and thriving overland trade relations with each other or some important maritime trade relations with Southeast Asia. It may be argued that the Silk Routes in the post-Mongol world functioned rather independently of European seaborne commerce.

• Asian Journal of Innovation and Policy
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• 제10권2호
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• pp.195-211
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• 2021

This paper measures the economic impacts of the U.S. port investment strategies coping with the Panama Canal expansion. Using secondary import data, negative and positive estimates of the impacts were presented in this study. Reduced port activities into the West Coast Customs Districts negatively affect transportation and warehousing industries, among other effects. Still, they have simultaneous positive effects in other states from increased imports resulting from modal shifts and changes in the entry port located in the South and East coasts. This study applied the supply-driven National Interstate Economic Model that measures all interstate trade among the U.S. states to divert foreign imports from 15 Pacific Rim countries. For this purpose, the following assumption was adopted: larger ships using the canal will lead to a redirection of seaborne trade among U.S. (and other) ports and result in secondary effects, e.g., using different freight modes and regional growth spillovers. This study also accounted for the entry point change and significant port investments for foreign trade under alternative scenarios. The choice of ports for international trade depends on decisions about how to minimize multimodal delivery costs. The total direct reduction of transportation and warehousing activities associated with foreign imports in the West Coast ports was estimated at $3.3 billion, leading to total negative effects of $5.8 billion. Total positive impacts from the shift of transportation modes with the choice of an entry port and new warehousing activities for foreign imports in the selected 12 states varied. As expected, states that involved an entry port had the most prominent benefits, but Texas, New York, and New Jersey may be benefited through all the port enhancement projects in the U.S. Also, except for Transportation and Postal, and Warehousing industries, Construction is another dominant positive affected industry of the Canal expansion in the U.S.

• 한국항해학회지
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• 제18권2호
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• pp.57-67
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• 1994

This paper treats the optimization analysis of tactical ship scheduling problems in the world seaborne bulk trade. The authors use the term 'tactial' to describe the ship scheduling problem where the owners should employ skillful tactics as an expedient toward gaining the higher profits per period in short term. Relevent research and related problems on ship scheduling problems are reviewed briefly and a model for the tactical ship scheduling problem formulated as Set Problem is introduced by modifying the previous work of Fisher(1989). The reality and practicability of the model is validated by some ship-ping statistics. Proper solution approaches are outlined in the context of computational tractability in tackling the Mixed Integer Propramming. Some underlying consideration for the computational experiment is also mentioned. The authors conclude the paper with the remarks on the need of user-friendly Decision Support System for ship scheduling under varying decision environment.