• Journal of Korea Port Economic Association
• /
• v.24 no.2
• /
• pp.317-334
• /
• 2008

Port industry has achieved a remarkable growth with a help from increase in container shipment and above all, transshipment that reflects international competitive power of Port industry amounts to 36% of the national harbor shipment. Therefore, this study speculates the impact of Port industry on national economy using the inter-industry relation table. As it considers the reason why international competitive power in Port facilities decreased as absence of investment, it is to present an effective investment plan for Port industry. Though Port industry as one of main national key industries play an important role in production of national economy, it has been evaluated as having relatively less importance. And when Port industry is managed independently, relying on foreign countries without improvement, price increase due to improper agreement of foreign enterprises and problems relating to securing safe transportational vehicles will have tremendous impact on national economy. And they should try to create added-value and support re-export of the exported and imported shipment through their processing and packaging by making Port zones bonded area. production of national economy, it has been evaluated as having relatively less importance. And when Port industry is managed independently, relying on foreign countries without improvement, price increase due to improper agreement of foreign enterprises and problems relating to securing safe transportational vehicles will have tremendous impact on national economy. And they should try to create added-value and support re-export of the exported and imported shipment through their processing and packaging by making Port zones bonded area.

• IE interfaces
• /
• v.20 no.4
• /
• pp.469-478
• /
• 2007

Rail transportation terminals play an important role in inland transportation systems, because the operation productivity in the terminals significantly influences the efficiency of the whole transportation systems. This paper addresses a design method of a real rail terminal that satisfies a pre-specified throughput capacity. In order to construct high performance rail terminal, it is shown how design parameters can be estimated systematically. Examples of the design parameters are the number of transshipment tracks, the number of rail cranes, and the number of internal trucks. These design parameters are estimated by using simple equations and the validity of the values of these parameters are tested by using simulation. Furthermore, some iterative correction procedure, which uses the simulation technique and the equations alternately, are proposed.

• Journal of Korea Port Economic Association
• /
• v.29 no.2
• /
• pp.39-61
• /
• 2013

China, a leader of regional economies in North-East Asia, helps to integrate a single shipping market and affects diversely main ports in the region through affecting the flows of container transshipment, strategies of shipping companies for port calling and shipping networks. This study examines competition and cooperation among the hub ports in the region through studying examples of the three Chinese hub ports -Hong Kong, Shanghai, and Tianjin- and concludes some implications of status change of hub ports in the region after scrutinising development process of the Chinese main hub ports and the historic interaction of port development among these ports. The characteristics of growth pattern of three ports are as follows. The port of Hong Kong constructs step by step the container facilities in accordance with demand growth and prefers stabilisation of operation and management through scale enlargement of port facilities. Even though demand grows continually, the port of Shanghai continued its defensive attitude towards facility expansion till the 1990s and has tried to get economies of scale in enlargement of port facilities. The port of Tianjin, similarly as the two other ports, expands serially its facilities and utilizes the capacity concentration and functional specialisation of facilities. The analysis of panel data and panel regression of three hub ports implicates that each port has its own specific demand and shows that the interaction of container handling among three ports was weak in 1980s and has become stricter and stronger since 1990.

• Journal of Navigation and Port Research
• /
• v.40 no.6
• /
• pp.485-494
• /
• 2016

The primary purpose of this study is to analyze the impact and determinants of bilateral Free Trade Agreements on international total bulk shipment trade volume at the port of Korea using the Panel Gravity Model. The model estimates the aggregated panel data of exports and imports (excluding transshipment) as a dependent variable during the period from 1996 to 2015. GDP, GDP per capita, distances between bilateral countries, and FTA dummies are included as independent variables. And the economic integration of FTAs including ASEAN+3 and NAFTA3 countries were used as dummy variables. Study results show that GDP and GDP per capita have positive impacts on bulk shipment trade volume at the port of Korea. In addition, Korea's bilateral FTAs with Singapore, India and the United States have positive effects on total bulk trade volume in Korea. This is the so called trade creation effect. On the other hand, ASEAN+3 and NAFTA have negative effects on the total bulk trade. This is the so called trade diversion effect. Also, the distance between Korea and its trade partners has a negative impact. These findings provide insights for: further academic research, site operators who work in related trade and maritime sectors, and policy makers engaged in port and maritime operations. The results can be used to develop strategies for maximizing bulk port throughput.

• Journal of Korea Port Economic Association
• /
• v.24 no.3
• /
• pp.79-99
• /
• 2008

All the major ports around the world as well as those in Korea have been exploring their own strategies to survive rapidly changing marine transport environment worldwide. In particular, Busan New Port under development still fails to meet expected logistical traffic, although it operates 6 berths. That is why it is necessary to point out current challenges in logistical strategy of Busan New Port for fully dealing with logistical traffic. Therefore, this study can propose the following ways to facilitate logistical traffic of Busan New Port. First, it is necessary to apply equal tariff to incentives given to shipping agent under the associations between existing harbors and Busan New Port. Second, it is required to increase governmental subsidy for truck freight transport. Third, it is demanded to seek possible ways to transport export and import freight and thereby create independent logistical traffic. Fourth, it is necessary to contact shipping agents residing in new ports and establish a logistical program for shipping freights via Europe, Middle East and Russia as well as those by way of North America, Japan, Korea and China, ultimately making sustainable marketing strategy to create a series of continuous transshipment freight, not temporary one. Finally, it is advisable to operate networked logistical programs with small- or medium-sized overseas shipping agents in business association with large-scale overseas shipping agents.

• Journal of Korea Port Economic Association
• /
• v.27 no.4
• /
• pp.271-289
• /
• 2011

Mongolia as a land-locked country, has tried to diversify its foreign trade with European and Asian countries. Recently continual price rise of mineral resources also helps Mongolia have chances to gain her trading partners. Nevertheless, regulations and barriers to exports of Mongolian mineral resources in China and Russia, which are transit countries, are complex and complicated in border crossing and transshipment procedures for transit transport. This paper discusses problems and barriers to economic and efficient logistics systems and transit transport of Mongolian mineral resources, and addresses a proposal of international intermodal transport corridors for improving transit transport, and suggests international cooperation, by applying transit rights of land-locked country. Specifically, it is necessary for Mongolia to search for other international intermodal corridors besides the corridor through the port of Tianjin. It is needed to build an international organization for discussion of affirmation of logistics equipments and improvement of transit procedure in border crossing, and to raise financial feasibility in building a new intermodal corridor.

• Journal of Navigation and Port Research
• /
• v.37 no.6
• /
• pp.647-653
• /
• 2013

Energy acquisition due to the increase of oil price is one of the most important issues and policy for most countries. Various tankers have been built in the world and sent to the trade market. It is necessary to build the port infrastructure and facilities to give them proper services such as mooring, packing, storing, and transshipment, etc. However, the domestic guidelines or standards for design and construction for the dolphin berth among these facilities are out of date and do not meet the recent trend of tanker types. Therefore, it requires amendment on the guidelines or standards. In this study, a detailed analysis of the tanker fleet, covering 8,000 ships under operation and order to build, is made to estimate the proper PBL(Parallel Body Length) of each tanker class. After discussion and comparison on the dolphin berth design and construction codes of various countries, those are the leading countries of tanker operation and management, suggestion was made to amend on the design code. The referred codes are of Korea, Japan, UK, USA, and Canada. The analysis of tanker fleet shows the PBL as 0.45L under the normal ballast condition. In order to verify the deduced amendment on the domestic design code for dolphin berth, it was selected one of the domestic dolphin berth, located at the Yeosu oil terminal, which is almost completed to construct. The design criteria and expected tankers to moor in that terminal were analyzed and the appropriateness and countermeasure for deficiency were summarized.

• Journal of Korea Port Economic Association
• /
• v.36 no.4
• /
• pp.1-16
• /
• 2020

Since Korea has excellent port infrastructure and competitive petrochemical complexes, there is plenty of potential for creating an oil hub in Northeast Asia. In particular, Ship-to-Ship (STS), which creates high added values, contributes greatly to the national economy. In this study, the liquid cargo volumes of chemical industrial products, refined petroleum products, and crude oil were analyzed at the national and regional (Busan, Ulsan, and Yeosu/Gwangyang) levels. Additionally, a Granger causality analysis was performed between imports, exports, and transshipments, in pairs. ADF, PP, and KPSS were analyzed for the unit root test. In addition, the VAR model and expanded VAR model suggested by Toda and Yamamoto were used for further analyses. Findings revealed a difference in Granger causality depending on the region or cargo type. These findings suggest that policies and incentive schemes for ports need to be differentiated according to the region and cargo types. In addition, the different patterns in the relationship between transshipments and import-export petrochemical cargoes should be considered.

• Journal of Korea Port Economic Association
• /
• v.37 no.3
• /
• pp.117-128
• /
• 2021

In order for the users (shipping firms and shippers) and suppliers (stevedoring firms) in the container terminal industry to win-win, it is necessary to have some appropriate diverse market conditions for the industry. This study analyses the basic conditions and demand and supply characteristics of the industry and investigates the market performance of Busan container ports. First, this article analyses the basic characteristics of demand and supply. As the demand characteristics, there are five ones such as 1) exogeneity of demand, 2) function as export/import transportation and hub for transshipment, 3) increase of users' bargaining power, 4) high substituting elasticity, 5) reduction of volume growth. As the supply characteristics, there are seven ones such as 1) inelasticity of supply, 2) homogeneity of stevedoring services, 3) over-supply, 4) adoption of cutting-edge stevedoring technology, 5) scale economy and impossibility of storage, 6) labor market rigidity, 7) enhancing port's role in SCM. In addition, this study conducts the so-called structure-conduct-performance analysis. For the structure analysis, 1) lacks of scale economy in stevedoring companies, 2) high entry barrier, 3) strengthening of shipping firms' bargaining power, 4) transitory permission scheme for tariff are analyzed. For the conduct analysis, 1) price discrimination between export/import and transshipment, 2) mid-term length of terminal use contract, 3) continuous investment in equipment, 4) low level of cooperation among terminal operating firms are derived. For the performance analysis, 1) inequality in profitability, 2) reduction of export/import cost, 3) delay in adopting cutting-edge technology, 4) idle equipment are analyzed. Following this logical flow, the hypothesis that the market structure influences the market conduct is tested based on the actual dataset. As a future agenda in the conclusion, this article recommends the so-called port industrial policy.

• Journal of Navigation and Port Research
• /
• v.40 no.6
• /
• pp.421-430
• /
• 2016

In this study, a gate simulation model was developed to reduce the truck waiting time for trucking companies servicing container terminals. To verify the developed model, 4 weeks of truck gate-in/gate-out data was collected in December 2014 at the Port of Busan New Port. Also, the existing gate system was compared to the proposed gate system using the developed simulation model. The result showed that based on East gate-in, a maximum number of 50 waiting trucks with a maximum waiting time of 120 minutes. With the proposed system the maximum number of waiting trucks was 10 with a maximum waiting time of 5.3 minutes. Based on West gate-in, the maximum number of waiting trucks was 17 and the maximum waiting time was 34 minutes in the existing gate system. With the proposed system the maximum number of waiting trucks was 10 with a maximum waiting time of 5.3 minutes. Based on West gate-out, the maximum number of waiting trucks was 11 with a maximum waiting time of 5.5 minutes. With the proposed system the maximum number of waiting trucks was 9 with a maximum waiting time of 4.4 minutes. This developed model shows how many waiting trucks there are, depending on the gate-in/gate-out time of each truck. This system can be used to find optimal gate system operating standards by assuming and adjusting the gate-in/gate-out time of each truck in different situations.