• Journal of Navigation and Port Research
• /
• v.34 no.5
• /
• pp.397-404
• /
• 2010

The Currently, most cargos of container transshipment between Busan Port and New Port are transported over land, and the rest is transported by barge. This study estimated firstly the traffic between those ports through simulations in order to analyze the feasibility of container transshipment by barge. It forecasted annual profitability using determinants to affect on the barge business by the traffic, and then, discussed the feasibility. This study supposed the flexible scenarios with 50%, 60%, 80%, or 100% transshipment and the 25 monthly barge service numbers between two ports, and measured the influences of different factors according to the above various scenarios. And then the sales were evaluated by the different traffics and freights scenarios provided the business would be actually operated. Finally, Net incomes were simulated to analyze the feasibility of different scenarios by various traffics and freights. The net income should be positive to get the feasibility. To achieve this, the minimum traffic should be secured and the lowest freight per TEU should be determined. While all countries of the world is controlling CO2 emissions and emphasizes the green logistics, this study contributed to solve at the same time the problems about the pollution and the efficiency of transportation by reviewing positively the feasibility of barge transportation as an alternative to transportation overland.

• Proceedings of the Korean Operations and Management Science Society Conference
• /
• 2000.10a
• /
• pp.176-176
• /
• 2000

• IE interfaces
• /
• v.21 no.4
• /
• pp.354-364
• /
• 2008

This paper deals with a design problem of simulation for MIME (multi indenture and multi echelon) with lateral transshipment. Especially, we consider lateral transshipments in case that (S-1, S) ordering policy is used in multi echelon repair system. Some rules for ordering spare parts in lateral transshipments between the lowest-level units are studied and are implemented by an activity diagram in object-oriented method. By numerical examples, we compare regular (S-1, S) ordering policy and (S-1, S) policy with lateral transshipment.

• Journal of Korea Port Economic Association
• /
• v.21 no.4
• /
• pp.255-274
• /
• 2005

To acquire a port traffic, governments in North-East Asia have intensively invested port development. Furthermore, the major shipping company directly make a call at northern chinese ports like Qingdao, Dalian and Tianjin. Those changes of port environment will have a considerable effect on a port traffic in Korea. In order to prepare against those changes, it is necessary to estimate a port traffic in Korea A port traffic in Korea is estimated by the use of explanation variables like GDP of Korea, real effective exchange rate, world economic performances and the trade in China, et al. When GDP in Korea goes up 1%, it is estimated that container port traffic of all ports and Pusan Port is upward $1.0{\sim}1.2%$ and $0.8{\sim}0.9%$ respectively. When the trade in China goes up 1%, it is estimated that Container transshipment is upward $1.6{\sim}1.7%$ approximately.

• Proceedings of the KSR Conference
• /
• 2010.06a
• /
• pp.389-396
• /
• 2010

After analyzing network of the region of western sea, which is the center of Circle Yellow-Sea economic region, and Circle Bo-Hai and the delta of a long river economic region, which are belong to three major economic region of China, as an efficient strategy, rail & sea multi-transport system of Korea-China joint SOC strategy is suggested. Rail & Sea multi-transport system, which is the links of railroads and shipping transport, can be subdivided into train-ferry, which is the transport of loaded trains into a vessel, and transshipment, which is transshipment of containers from railroads to vessels. And, the way of railroads transport through a tunnel under the sea is also suggested.

• Proceedings of the Korean Operations and Management Science Society Conference
• /
• 2002.05a
• /
• pp.742-749
• /
• 2002

This paper deals with a continuous-review two-echelon inventory model with one-for-one replenishment and Poisson demand where transshipments among retailers are allowed. Two classes of inventory systems are considered by the number of distribution centers(DCs) which provide each retailor with inventory items. 1:N class inventory system and M:N class inventory system respectively. Two-phase model is constructed to find out the optimal inventory positions which minimize supply chain costs. Approximations for customer service levels of the system are evaluated in the first phase, and the optimal inventory positions are found subject to the constraints for service level in the second phase. Simulation tests are performed to assure the effectiveness of the proposed model. The effect of transshipment is evaluated.

• Journal of Korea Port Economic Association
• /
• v.21 no.1
• /
• pp.23-44
• /
• 2005

The port environment is rapidly changing in North-East Asia. Containerships are getting larger and faster and major shipping companies are converting to Hub & Spoke port networks on the transport systems. Therefore, the main ports in North-East Asia are intensively competing with each other for hub port. In terms of geopolitical position, locational conditions and external reputation of ports, Busan and Kwangyang ports have a comparative advantage in comparison with main ports in other countries. But in terms of weight of transshipment cargos in total container cargos, the quality of infrastructure in ports, the environment of logistics service and the cost of, using ports, Busan and Kwangyang ports have a comparative disadvantage. For the growth into hub port in North-East Asia, it is necessary that Busan and Kwangyang ports improve their weakness. Besides It is necessary to develope ports and hinterland quickly, offer uniformity of foreign investment laws and incentive systems.

• Journal of Korean Port Research
• /
• v.12 no.2
• /
• pp.195-206
• /
• 1998

By the rapid expansion of containerization and intermodal transportation in international shipping since the 1970's, the larger containerships have emerged and concentrated their calls at a limited number of ports. Moreover, large-scale container terminals have been built to accommodate the ever-larger containerships, and the mordernization of terminal facilities and many developments in information technology etc. have been brought out. Thus, unlimited competition has been imposed on every terminal with neighbouring ports in Japan, Singapore, Hongkong and Taiwan etc. The purpose of this study is to suggest how the container terminal operators cope with unlimited competition between local or foreign terminals. The results are suggested as follows: First, transshipment cargoes, which the added value is high, is to be induced. Second, the function of storage is given on On-Dock Yard. Third, Berth Pool Operation System is to be introduced, especially in Gamman Container Terminal and Kwangyang Container Terminal. Fourth, the cargo handling charges is to be decided by terminal operator.

• Proceedings of the Korean Radioactive Waste Society Conference
• /
• 2016.10a
• /
• pp.199-200
• /
• 2016

• Journal of Navigation and Port Research
• /
• v.31 no.6
• /
• pp.545-553
• /
• 2007

Due to the change of global production network, the establishment of new strategy in Korea ports is required Especially, the trade pattern has been mainly concentrated in Northeast Asia region according to economic growth of the Asia including China, Japan, and Korea. Hence, Korea major ports with the competition of price and service has to meet the need of Northeast port alliance and has to compete against other countries in variable trade environment. Therefore, the objective of this study is to propose a port alliance strategy in order to promote the transshipment of Korea major ports such as Pusan port and Gwangyang port. In order to establish the logistics business model in the ports, we provided the direction of the Northeast port alliance and candidate ports in China and Japan.