• Journal of Navigation and Port Research
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• v.44 no.1
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• pp.44-52
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• 2020

More accurate forecasting of port cargo in the global long-term recession is critical for the implementation of port policy. In this study, the Busan Port container volume (export cargo and transshipment cargo) was estimated using the Vector Autoregressive (VAR) model and the vector error correction (VEC) model considering the causal relationship between the economic scale (GDP) of Korea, China, and the U.S. as well as ARIMA, a single volume model. The measurement data was the monthly volume of container shipments at the Busan port J anuary 2014-August 2019. According to the analysis, the time series of import and export volume was estimated by VAR because it was relatively stable, and transshipment cargo was non-stationary, but it has cointegration relationship (long-term equilibrium) with economic scale, interest rate, and economic fluctuation, so estimated by the VEC model. The estimation results show that ARIMA is superior in the stationary time-series data (local cargo) and transshipment cargo with a trend are more predictable in estimating by the multivariate model, the VEC model. Import-export cargo, in particular, is closely related to the size of our country's economy, and transshipment cargo is closely related to the size of the Chinese and American economies. It also suggests a strategy to increase transshipment cargo as the size of China's economy appears to be closer than that of the U.S.

• 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.

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

• Journal of Korea Port Economic Association
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• v.26 no.3
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• pp.175-197
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• 2010

The purpose of this paper is to develop a new strategy from a different angle to become a preferred transshipment hub for sustainable growth. This study would derive new competitive factors through the case study on a global carrier 'A' who shows constant growth in transshipment via Busan and the questionnaire survey was conducted. As to analysis results by matrix, Busan Port needs to strengthen its competitiveness against North China ports due to less local import/export cargo volume and less government support while North China ports continue to be developed with incremental direct calling and government's flexible cabotage rule.

• Journal of Korea Port Economic Association
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• v.29 no.1
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• pp.23-45
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• 2013

This paper aims to identify the problems of incentives and find a solution to them by empirically analyzing the port incentives and the development of cargo volume. The current method of paying performance incentives and cargo-increase incentives makes it is possible for shipping companies to get the maximum incentives just by regulating cargo volumes without increasing them. Since the processing volume of transshipment cargo of the Busan port is over the volume eligible for the maximum incentive determined by the tie-up of shipping companies, the transshipment cargo can decrease. The incentive of the Busan port based on the cargo record and increase does not affect the increase of transshipment cargo, only to suffer a loss, and thus a new incentive system is needed that does not allow shipping companies to regulate cargo volumes. Based on the result of this study, We have to apply the even-handed incentive rule which pays the incentive for the cargo volume of the pertinent year with the unit price per 1 TEU to avoid the chicken game among the ports.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1998.10a
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• pp.241-253
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• 1998

By the rapid expansion of containerization and intermodel transportation in international shipping since the 1970's, the larger containerships have emerged and concentrated their calls at a limitted 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 invested 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 introduced, especially in Gamman Container Terminal and Kwangyang Container Terminal. Fourth, the cargo handling charges is decided by terminal operator.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.10a
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• pp.203-212
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• 2006

The purpose of this research is to suggest the activation plan of Busan port. In the past years, Busan port enjoyed the golden days because of the China's rapid economic growth. But China's continuous development of ports, the trend of increasing container ship size and increasing direct call to China are coming threats to Busan port. So Korea needs to revise the 'Northeast Logistics Hub' strategy because it is considered that Korea ports continuously will handle China's transshipment cargoes. But now China's transshipment cargo share has decreased by direct call to China ports. It means that China has a lot of its local cargoes, so many ship companies change liner service route to handle China cargoes except Bussan ports although Busan port is included in the main trunk route. In the future, Bussan port will not be able to compete again about throughput with China ports if Busan port's transshipment cargo share decreases. So we must find out and develop Busan port's strength which is the competitive edge. By good luck, Busan port has a few opportunities such as the developed feeder network service and geographical advantages. Busan port has many feeder network service like spider's web in any northeast countries so we can suggest that if Japanese shippers use Busan port to distribute their cargoes to Japanese local areas, its transport costs are cheaper than when they use Japan's main ports. In this paper analyzed side of cost when they use Bussan port like hub to distribute their cargo to their local areas. Because most companies tried to reduce the total cost about logistics. Finally, this paper suggests when northeast shippers(China, Japan) use Bussan port which is more economical than their local main ports.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.05a
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• pp.59-60
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• 2018

Busan New Port has continued to expand its capacity to handle transshipment cargos exceeding 50 percent of its total volume, but it is considered inefficient because of the work scheduling based on the worker experience. In particular, depending on the transshipment task situation, which often requires an external truck, excessive congestion caused by the vehicle's delay can lead to increased logistics costs and social costs. One way to resolve this issue is to minimize the single transport of the truck and to maximize dual-cycle transport by putting the finished truck into another task. Therefore, we would like to study how to efficiently schedule transportation transshipment cargos between terminals considering dual-cycle.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.309-314
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• 2006

The amount of transshipment cargoes had been increased in Korea ports due to the rapid Chinese economic growth and the lack of facilities in Chinese ports. Recently, this increasing rate of transshipment cargoes in Korean ports is declining because Shanghai port is developing and establishing direct calls and shipping lines to China. Therefore, it is considered a big obstacle for Busan port to be a hub port. Due to that fact, an innovative development of domestic ports is necessary in order to overcome this obstacle. This paper analyzes the cargo O/D between Busan port and Japanese ports, and logistics costs are analyzed when Japanese cargoes are transshipped in Busan port.

• Journal of Navigation and Port Research
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• v.28 no.4
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• pp.277-284
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• 2004

This paper tries to draw some implications for Korean seaports in terms of management and development of ports with respect to attracting more transshipment container cargoes. For this the results of the Origin-Destination(O-D) analysis between major Korean ports and top 20 Chinese ports were presented. They also contained the O-D analysis between Chinese major ports and their inland hinterlands.