• Journal of Korea Port Economic Association
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• v.21 no.3
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• pp.61-81
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• 2005

China has increased 10 percent every year since 1978. In particular, development and growth of Chinese ports make a remarkable in that the marine and coastal transportation handles the 90 percent of export-import cargo. This growth is beginning to threaten Korea's ports which are striving to become the hub of Northeast Asia logistics. Furthermore, the hub strategy of Northeast Asia is closely related to transshipment cargo invitation. The results of documents research indicate Busan and Gwangyang ports play an important role as an intermediate stopover between China and America. The ways to achieve transshipment cargo invitation are the construction of transshipment system based on the supply chain between korea and china, the maximization of trading volumes creation, equipment of ports infrastructure, and the constructions of the rail, road, coastal transportation infrastructures.

• Journal of Korea Port Economic Association
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• v.26 no.1
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• pp.20-42
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• 2010

This study is aimed at evaluating transshipment competitiveness of Incheon New Port which will open in 2013. For this reason, we used Conjoint Analysis(CA) for a methodology of this research as CA had been frequently adopted for empirical analysis of new container terminal in previous studies. We have provided the questionnaires to the stake holders of the port such as experts in Port Authority(PA), logistics companies, and terminal operators. The result showed that transshipment competitiveness of Incheon New Port was subordinate to transshipment costs and port costs of Busan and Shanghai. Overall, we hope this study could help draw up the policies on a New Port that will attract transshipment cargoes and set up marketing plan for an early settlement.

• Journal of Korea Port Economic Association
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• v.37 no.4
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• pp.1-11
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• 2021

Port hinterland has been experiencing difficulty in generating new cargo volume and high value-added activity. It will be able to contribute to create new cargo volume and high added-value if transshipment cargo can be switched to trusted processing and then attract to port hinterland. This paper estimates items and volume size that can be the appropriate to attract in port hinterland and also be able to switch to trusted processing based on the trade data and manifest of transshipment container. The 50 items were classified from the result of trusted processing trade and the 33 items of them were suggested as the appropriate to attract in the port hinterland. The result shows that the 3.2 times transshipment cargo volume which is large than the total volume of trusted processing trade in Korea is transshipped at Busan port. This study is the first research to compare trade data and manifest of transshipment container, and thus it contributes to attracting firms in the port hinterland for the port authorities and the government.

• Journal of Korea Port Economic Association
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• v.27 no.2
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• pp.355-372
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• 2011

Various incentive policies for transshipment cargo have been enforced without any evaluation of the effectiveness. Therefore, the purpose of this study is to evaluate the effect of volume incentive on container transshipment cargo. To be different from previous studies, this study tries to quantitatively assess the incentive effects by using econometric techniques. The result derived from the ARIMA type models indicates that the total amount of the increased transshipment cargo during the last 7 years is about one million TEU. In the meanwhile, the multivariate long run equilibrium model implies that the increased transshipment cargo is less than 0.5 million TEU for the 7 years. Furthermore, the structural break tests indicate that the volume incentive does not change the model structures. It means that the effect of volume incentive is not statistically significant. Consequently, the test results conclude the effect of volume incentive on transshipment cargo is not significant although the volume of transshipment cargo is increased to some extent by volume incentive. Considering the magnitude of BPA's expenditure, we doubt the effectiveness of volume incentive. This study, therefore, encourages the port authority to research a more efficient way to induce transshipment cargo rather than focusing on only volume incentives.

• Journal of Korea Port Economic Association
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• v.29 no.4
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• pp.1-25
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• 2013

The purpose of this paper is to estimate economic benefits for the investment of railway transshipment system with non-powered turntable. The freight transport by railway can have decided advantages over trucks in terms of energy efficiency, emissions and cost for certain freight movements, just as transportation in the metropolitan region can have great advantages over driving truck. But the freight transport by truck should gain significant mobility benefits from a freight railway system. Thus, the railway transshipment system with non-powered turntable which is coupled railway transport advantages with load transport advantages has been developed and used in the european countries. This research has conducted the empirical analysis, by calculating the investment of railway transshipment system with non-powered turntable. The key factor for the economic benefits for the non-powered turntable is the utilizing throughputs. This demand is influenced by the throughput in the railway transshipment system. The main results of this paper are as follows: railway transshipment system with non-powered turntable does not have economic benefit for investment. We recommend that the plan for investment has to be considered the modification.

• Journal of Korean Port Research
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• v.13 no.1
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• pp.1-10
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• 1999

Port competition is generally classified into two type of inter-domestic ports and intermational ports and the latter is measured how to secure the function of intermediacy for foreign cargoes among competing parts. In the Northeast Asia top 20 world container ports such as Pusan, Kobe, Yokohama and Kaohsiung are struggling to induce transshipment containers generated in the North China region. This paper aims to analyze and evaluate the competitive factors of the said ports such as port site facilities expenses service level and flexibility of management and operations and suggest the feasible strategies that the Pusan Port to be viable transshipment center in the region. The evaluation is attempted twice. First attempt is evaluated by present conditions of each port and second attempt by upgraded conditions of evaluation value such as port service level and flexibility of port management and operations resulted from the implementation of the ON-DOCK service system. The results of evaluation are as follows; (1) Port competitiveness of first evaluation is ranked in Kobe=Kaohsiung >Pusan>Yokohama. (2) Second evaluation is resulted in Kobe> Pusan= Kaohsiung>Yokohama. According to this results the competitiveness edge of the Pusan Port is able to strengthen by implementation of the ON-DOCk system.

• Journal of Navigation and Port Research
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• v.28 no.8
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• pp.709-714
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• 2004

This paper first tries to analyze total sea transport costs for the transshipment in Busan Port in comparison with direct transport to 4 Chinese Ports, Dalian, Tinajin, Qingdao and Shanghai, based on vessel operation scenarios. The results found that the transshipment in Busan port for the 4 Chinese ports are more expensive than the direct calling to the 4 ports, which implies that Busan port needs to make compensation as an incentive to the carriers providing transshipment service to it in order to keep their royalty. For the compensation, it suggested a method of calculating the Container Terminal Facilities Leasing Fee to levy additional revenue by port authority.

• Journal of Navigation and Port Research
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• v.44 no.3
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• pp.235-243
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• 2020

Busan Port has a major function as the sixth largest port among the world container cargo standards and the second largest port among the world transshipment cargo standards. However, because of the lack of policy reflection on the port facility and carriers, overload control is a serious problem in freight transportation of transshipment cargo in Busan New Port and the port hinterland. In this regard, we reviewed the actual conditions of drivers, carriers, logistics managers, identified the problems, and suggest improvement plans.

• International Commerce and Information Review
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• v.13 no.1
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• pp.97-120
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• 2011

Purpose of this study is to define competitiveness and attribution factors of Busan port on attracting high value added business such as transshipment cargo. Research finds condition to become optimal transshipment port comprises both internal and external circumstances. As for the internal circumstance, scale and location of the distripark as well as port facilities and the rates, for the external circumstance, international network and information technology on logistics managements are providing positive effects. Optimal plans to attract transshipment cargo should include, first, development of total logistics management system from port entry to unloading, transportation, processing, loading to departure. Second, assign port as free trade zone under customs law to attract foreign investment and goods traffic through tax exemption. Third, unless it is illegal, government needs to grant substantial freedom to shift capital for the foreign investors which will lead increase in cargo traffic and foreign investment.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2011.06a
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• pp.408-409
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• 2011

Transshipment cargo volume in 2010 compared to 1st quarter 2011 increased 8.43 percent of busan port for transshipment of cargo. thus transshipment of cargo is growing among, south east container terminals and Horando area of new port is planing to develop using small dock for the operations in order to enable. therefore, this study is to deduce implications for operating activation about 6 berths of feeder port in pusan new port that is planing to develop with dock that could be docked very large container ships and feeder dock that could be handled transshipment of cargo.