• Journal of Fisheries and Marine Sciences Education
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• v.27 no.1
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• pp.262-272
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• 2015

The aim of this study is to analysis factors that determine the competitiveness of container ports using the KJ and AHP methods. For this, 54 detailed attributing factors were identified both by previous studies and port users. 24 attributing factors were identified by a group of port experts. also, These were grouped 18 detailed attributing factors into 6 attributing factors by a group of port experts using the KJ method. These were made into a model of hierarchical structure with 3 levels, taking 1 goal factor, 6 evaluation factors and 18 detailed evaluation factors. The collected date of questionnaires were analyzed by a group of port experts using the AHP method. The analysis result of the evaluation factors in container port shows that port cargo volume is the most important factor, followed by port location, port cost, port service, port facility and port management. The analysis results of detailed evaluation factors in container port shows that import and export cargo volume is the most important factor, followed by transshipment cargo volume, distance from main trunk, cargo handling cost, distance from the point of importing and exporting, speediness of cargo handling, stability of cargo handling, vessel/cargo cost in port entry and leaving, punctuality in port entry and leaving, number and length of berth, collateral service cost, terminal area, hinterland accessibility, ability of terminal operation company, front depth of berth, etc.

• Journal of Navigation and Port Research
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• v.33 no.6
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• pp.415-421
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• 2009

Recently, the volume of transshipment containers in Busan Port has been declining significantly and domestic ports' throughput is shown far below the projected one. Accordingly, the national port development plan made to capture the sharply increasing demand in the past seems to be subject to an amendment, and inducing port container traffic becomes a key issue. In such situation this paper aims at analysing the effect of logistics cost saving when Japanese import and export containers are transshipped in Busan port. For this we developed 3 scenarios for the movement of containers through the major container ports in western cost of Japan, analysed logistics costs together with cost savings and finally derived some implication for inducing the containers to Busan Port.

• Journal of Korea Port Economic Association
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• v.20 no.2
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• pp.131-149
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• 2004

With trend of container ships becoming larger and faster, the environment surrounding ports in North-East Asia is rapidly changing. Korea's largest port of Busan processed more than 10 million 20- feet equivalent containers in 2003, surpassing the 10-million TEU mark for the first time in its three decades of operation. However, the Port of Busan , the world's third-largest port in 2002, was eclipsed by Shanghai since July in 2003. The first massive strike of truckers crippled the Korea's logistics system in May and in September, the Port of Busan suffered from the second strike of truckers and damage by a powerful typhoon. By contrast, the port of Shenzhen in China increased its container-processing volume by 39.9 percent to 10.65 million TEU in 2003, and Shanghai, which passed Busan in terms of container volume in the middle of last year, further consolidated its position as the world's No. 3 port with an annual volume of 11.28 million TEU. After all, Busan recorded an annual container volume of 10.40 million TEU, slipping to fifth in rankings in 2003 and Busan's bid to become a Northeast Asian hub has suffered a further setback as these chinese ports overtook the port of Busan. But the port of Busan is located in the main trunk liking North America, Europe and South-East Asia. Once the project of Busan Newport is accomplished and the railway between South and North Korea is connected to TCR and TSR, the Port of Busan will have the most potential to become the international logistics center as the starting point of the land and sea routes encompassing all over the world.

• Korean Management Science Review
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• v.19 no.1
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• pp.13-28
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• 2002

This Paper discusses how to estimate the container yard space of a port container terminal as well as how much the Inventory level of containers Is affected by related factors such as allowable dwell time for containers, handling volume per containership, and loading/unloading productivity of a port container terminal. Under the assumption of static relations among the factors, a model for estimating the container yard space is suggested. In terms of arrival patterns of containers, sub-models for export, import, and transshipment containers are constructed separately. A numerical example and the sensitivity analysis for some parameters are provided to help intuitive understanding the characteristics of the suggested model. The experimental results show that the allowable dwell time for containers is the most critical one of the factors to influence on the maximum Inventory level of containers.

• Journal of Korean Institute of Industrial Engineers
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• v.29 no.3
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• pp.206-212
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• 2003

In this paper, we propose a mathematical optimization model with a suitable algorithm to determine delivery and backlogging quantities by minimizing the total cost including the penalty costs for delay. The system has fixed transshipment costs and demands are fulfilled by some delivery units that represent the volume of delivery amount to be shipped in a single time period. Since, backlogging is allowed, demands could be delivered later at the expense of some penalty costs. The model provides the optimal decisions on when and how much to he delivered while minimizing the total costs. To solve the problem, we propose an algorithm that uses the Lagrangian dual in conjunction with some primal heuristic techniques that exploit the special structure of the problem. Finally, we present some computational test results along with comments on the further study.

• KDI Journal of Economic Policy
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• v.42 no.4
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• pp.1-25
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• 2020

The international community's sanctions against North Korea, triggered by North Korea's nuclear tests and by missile development in the country, are considered the strongest sanctions in history, banning exports of North Korea's major items and limiting imports of machinery and oil products. Accordingly, North Korea's trade volume decreased to the level of collapse after the sanctions, meaning that the sanctions against North Korea were considered to be effective. However, according to this paper, which analyzed the price fluctuations of refined petroleum products in North Korea through the methodology of an event study, the market prices of oil products were only temporarily affected by the sanctions and remained stable over the long run despite the restrictions on the volumes of refined petroleum products introduced. This can be explained by evidence that North Korea has introduced refined oil supplies that are not much different from those before the sanctions through its use of illegal transshipments even after the sanctions. With regard to strategic materials such as refined oil, the North Korean authorities are believed to be desperately avoiding sanctions by, for instance, finding loopholes in the sanctions to meet the minimum level of demand.

• Journal of Navigation and Port Research
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• v.45 no.3
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• pp.117-129
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• 2021

This study intends to verify the effectiveness of incentive schemes at Busan Port' aimed at promoting transshipment cargo. The current incentive schemes of Busan port intended to increase the T/S cargo volume have been disputed constantly. It is imperative, therefore, to restructure the system in accordance with the planned strategy. In this study, in order to ensure objectivity of the incentive schemes, all the parties (carriers, terminal operators and Port Authority) with a direct interest are answered and analyzed using the AHP methodology. Effectiveness is the top priority in the analysis of beneficiary validity of incentive schemes, when incentives are provided to Global overseas carriers compared with Global national carriers, IntraAsia carriers and Terminal operators. In the analysis of incentive schemes, direct cash support corresponding to the quantity of the T/S cargo had the highest effectiveness compared with exemption of port dues, cost compensation, port infrastructure support and subsidy for the service opening. The study results, therefore, reference the Port Authority when restructuring the schemes. This study has been conducted only focusing on the Busan port; however, the findings may have significant implications for overseas Port Authorities intending to implement incentive systems to promote cargo volumes similar to those at Busan port.

• Journal of Korea Port Economic Association
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• v.25 no.1
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• pp.1-14
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• 2009

This study predicted Port trade volume by considering Korea's export to China and import Com China separately using ARIMA model (Multiplicative Seasonal ARIMA Model). We predicted monthly Port trade volumes for 27 months from October 2008 to December 2010 using monthly data from September 2008 to January 2001 using monthly data. As a result of prediction, we found that the export volume decreased in January, February, August and September while the import volume decreased in February, March, August and September. As the decrease period was clearly differentiated, it was possible to predict export and import volumes. Therefore, it is believed that the results of this study will generate useful basic data for policy makers or those working for export and import enterprises when they set up policies and management plans. And to improve competitive power of Port trade, this study suggests privatization of Port, improvement of information capability, improvement of competitive power of Port management companies, support for Port distribution companies, plans for active encouragement of transshipment, and management of added value creation policy.

• Journal of Distribution Science
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• v.11 no.8
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• pp.15-23
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• 2013

Purpose - This is a case study aimed at finding a solution for improving the pallet loading efficiency in the process of delivering products through a transshipment using the T-11 and T-12 pallet systems. The study proposes a solution by demonstrating the case of a certain manufacturer A, who aims to reduce the logistics cost by using packaging sizes that are commonly applicable and can improve the compatibility between the T-11 pallet system, designated as the standard pallet in Korea, and the T-12 pallet system, which is commonly used in other foreign countries. The use of common sizes increases compatibility among the two systems and reduces both logistics and environmental costs. Thus, this case study calculates the quantitative benefits of applying common packaging sizes to improve the compatibility between the T-11 and T-12 pallet systems. These systems are considered to be the most important and widely used transportation systems in the global logistics industry. Research design, data, and methodology - This study examined manufacturer A's representative product and delivery system and assessed how manufacturer A was affected by the use of incompatible packaging sizes in the T-11 (1100 mm×1100 mm) and T-12 (1200mm×1000 mm) pallet systems, which were specified in the KS T 1002 standard. In addition, this study analyzed the impact of these packaging sizes on A's logistics cost. The TOPS program (Total Packaging System) was used to simulate pallet loading efficiency,and the main parameter studied was volume, as calculated from length, width, and height. Results - When the sizes of secondary packaging were not compatible across the T-11 and T-12 pallet systems, a reduction in loading efficiency was observed, leading to an increase in logistics cost during transshipment. Such low loading efficiencies led to a further loss of efficiency in transportation, storage and unloading. This may have a possible environmental impact with high social expenses, such as increased CO₂ emissions. Hence, this study proposed that the KS T 1002 standard be amended to include 21 packaging sizes, including 7 sizes of the 600 mm×500 mm category, which are compatible with both the T-11 and T-12 pallet systems. Conclusions - This study found that the 69 standard sizes under the T-11 pallet system and the 40 standard sizes under the T-12 system in the KS T 1002 standard can be simplified and reduced to 21 mutually compatible packaging sizes, enabling logistics standardization and reducing national-level logistics costs. If the government pays attention to this study and considers the standardization of common sizes for the T-11 and T-12 pallet systems and amends the KS T 1002 standard, this study will deliver practical value to the global logistics industry, apart from being of academic significance.

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