• Journal of Korea Port Economic Association
• /
• v.27 no.4
• /
• pp.91-107
• /
• 2011

This paper is concerned about applying the Fuzzy-AHP(Analytic Hierarchy Process) for an analysis of logistics network between Gwangyang port and China ports. In this study, measurement areas were selected for hardware aspect, software aspect, and marketing aspect. As for the analysis regarding measurement area, the results were shown as follows: a marketing aspect(38.7%) as the first rank: a hardware aspect(35.3%) as the second rank: a software aspect(26.0%) as the third rank. The analysis result of hardware aspect reveals that the most important element is regular route addition between Gwangyang port and China ports(45.2%). The most important element of software and marketing aspect were a government support(46.4%) and a high value transshipment cargo inducement(36.4%). As for the whole priority which conversion weight was applied, the results were shown as follows: a regular route addition between Gwangyang port and China ports(15.9%) as the first rank: a high value transshipment cargo inducement(14.1%) as the second rank: a attracting import cargo from China(12.9%) as the third rank. The result of this study suggests some guidelines for deciding priority of logistics network between Gwangyang port and China ports.

• Journal of Korea Port Economic Association
• /
• v.34 no.4
• /
• pp.69-84
• /
• 2018

The purpose of this study is to provide a comparative evaluation of container port criteria at four major container ports in the Bay of Bengal, including Colombo Port in Sri Lanka, Chennai Port in India, Chittagong Port in Bangladesh and Yangon Port in Myanmar. Important container port selection criteria are identified and comparisons among container ports are made using previous studies, personal interviews and questionnaires, completed by top shipping companies, freight forwarders, logistics service providers, and experts in Myanmar. The AHP method is used to verify the research model and hypothesis. This study identified five main criteria and eleven sub-criteria when choosing potential regional hub ports among the four ports in the Bay of Bengal. The main findings from the five main criteria suggest that port efficiency is the highest priority criteria, and the second priority is port costs. The criteria of geographical location and available port facilities are the third and fourth most important, respectively, and the last priority is port's hinterland. Regarding the relative competition among these ports, Colombo Port obtained the highest priority among the four influential factors except for port hinterland. This study has certain limitations that will require future research. First, the sample group for the population size is relatively small. Second, interviewees had limited experience answering questionnaires using this methodology and a limited amount of time was available for respondents for the interviews.

• Journal of Korea Port Economic Association
• /
• v.34 no.3
• /
• pp.113-132
• /
• 2018

Mokpo port marked the $131^{st}$ anniversary of its opening in 2018. while the Mokpo has taken the new port development initiatives, it is limited by inefficient port functioning due to the lack of maritime port policy and government investment. Hence, port logistics has not been activated. Additionally, studies on Mokpo port have not been conducted, and knowledge available on the port is declarative in nature. On the other hand, research on port competitiveness focuses on how to analyze the factors that determine port competitiveness. Therefore, this study was intended to expand the existing research on Mokpo port and conduct an analysis of non-competitiveness factors and suggested improvements by considering the operational aspect of Mokpo port. In this regard the importance of non-competitiveness factors was assessed through an analytic hierarchy process(AHP) analysis and the influence of the non-competitiveness factors was analyzed through an fuzzy structural modeling(FSM) analysis. The result of the AHP analysis show ed the important non-competitiveness factors included the deactivation of industrial complexes around Mokpo port, the number of liner route, the cost of the pilot and tug. Accor ding to the FSM analysis, the top level included the non-competitive factors at Mokpo port; the intermediate level included the number of liner routes, cost of pilot and tug, enrance and clearance fee, costs of inland transportation, fee for port facilities, and loading and unloading costs; and the bottom level comprised the most non-competitive factors including the deactivation of industrial complexes around Mokpo port, hinterland connectivity, access to international port, incentives, and cost of transportation and storage. Based on the results of analysis, improvements were suggested for non-competitive factors of Mokpo.

• Journal of Korea Port Economic Association
• /
• v.32 no.1
• /
• pp.97-122
• /
• 2016

Incheon port attained two million TEU of container throughput between 2013 and 2014 as a third port in domestic container throughput. It opened a new port in Song-do, Incheon in June 2015 to prepare for the continuing increase in container throughput.Therefore, it has provided the platform for being the major container port domestically and internationally. As the role of the new port increases, the role and direction of the Incheon port liner service network attracts attention. This study analyzes the centrality of the Incheon port liner service network by using SNA (Social Network Analysis), which was introduced in the maritime economics area recently, focusing on the Incheon port liner service network. We recognize the degree centrality, closeness centrality, and betweenness centrality of each port and its effect on the Incheon port liner service network. The study showed that for Incheon port, the centrality of the Busan port in Korea, and the Hong Kong port, is high outside the country. This helps us determine that the hub of the Incheon port is neither Shanghai nor Singapore, which ranks first and second, respectively, on container throughput. It is also helps us to know that eastern China's ports have not played a role of the hub of the Incheon port until now because of the relatively low centrality of eastern China's ports.

• Journal of Korea Port Economic Association
• /
• v.37 no.2
• /
• pp.91-105
• /
• 2021

The current increasing size of container vessels affects the container port's situation. The containerization has changed the inter-modal handling process, which brought more flexibility and comfortableness in the shipping industry sector. Thus, it is very crucial to analyze the efficiency of container ports in the regional sphere. Such kind of efficiency analysis provide a powerful management tool for port operators and shipping managers in the Mediterranean market, and it also helps to form an information for planning new regional and national port operations. This paper aims to analyze the ports' technical efficiency of Mediterranean major container ports. It is conducted to establish the model of port performance and efficiency through the empirical test of the various factors. Regarding to the panel data collected from the 48 DMUs (decision making units), this study attempts to provide the empirical basis of the port efficiency relative to another factors in the total port performance. Due to the complexity of the various activities carried out at container ports, the study focuses only on the technical efficiency at the level of the Mediterranean container port. Unlike the practice of cross-sectional data analysis, originally established by Charnes et al. (1985), the panel data in DEA window analysis applications are used. The main focus of this study is the relative technical efficiency of 12 container ports from 7 countries in the Mediterranean market. The selection of ports under study is based on their high handling capability and rankings in World Top 100 (Containerization International, 2018).

• Journal of Navigation and Port Research
• /
• v.46 no.3
• /
• pp.289-296
• /
• 2022

The purpose of this study was to investigate the inter-correlation between crude oil prices and Dry Bulk Freight rates. Eco-friendly shipping fuels has being actively developed to reduce carbon emission. However, carbon neutrality will take longer than anticipated in terms of the present development process. Because of OVID-19 and the Russian invasion of Ukraine, crude oil price fluctuation has been exacerbated. So we must examine the impact on Dry Bulk Freight rates the oil prices have had, because oil prices play a major role in shipping fuels. By using the VAR (Vector Autoregressive) model with monthly data of crude oil prices (Brent, Dubai and WTI) and Dry Bulk Freight rates (BDI, BCI and (BP I) 2008.10~2022.02, the empirical analysis documents that the oil prices have an impact on Dry bulk Freight rates. From the analysis of the forecast error variance decomposition, WTI has the largest explanatory relationship with the BDI and Dubai ranks seoond, Brent ranks third. In conclusion, WTI and Dubai have the largest impact on the BDI, while there are some differences according to the ship-type.

• Journal of Korea Port Economic Association
• /
• v.37 no.4
• /
• pp.33-40
• /
• 2021

Currently, the shipping and port industries are implementing strategies to improve port processing capabilities through the expansion and efficient operation of port logistics resources to survive fierce competition with rapidly changing trends. The calculation of the port's processing capacity is determined by the loading and unloading equipment installed at the dock, and the port's processing capacity can be improved through various methods, such as additional deployment of logistics resources or efficient operation of resources in use. However, it is difficult to expect an improvement effect in a short period of time because the additional deployment of logistics resources is clearly limited in time is clear. Therefore, it is a feasible way to find an efficient operation method for resources being used to improve processing capacity. Domestic ports are also actively promoting informatization and digitalization with the development of the 4th industrial revolution technology. However, the calculation of the number of Y/T (Yard Tractor) assignments in the current unloading process depends on expert experience, and related previous studies also focus on the allocations of Y/T or Calculation of the total number of Y/T required. Therefore, this study analyzed the factors affecting the number of Y/T allocations using the loading and unloading information of incoming ships, and based on this, cluster analysis, regression analysis, and deep neural network(DNN) model were used.

• Journal of Korea Port Economic Association
• /
• v.36 no.4
• /
• pp.53-74
• /
• 2020

It is important to understand the current status and problems of the North Korean shipping industry to prepare for inter-Korean trade in the future era of peace in the Korean Peninsula. In this study, the status of vessels calling in North and South ports was analyzed by year, cargo type (vessel type), and North Korean port type using Port-MIS data. In particular, considering the three years (2006-2008) in which inter-Korean trade was the most active, the flow of maritime transport was analyzed by visualizing data on vessels' arrival and departure in the North and South ports. Findings revealed that sea transportation between Haeju-Incheon was the most frequent, while the Haeju-Mokpo and Nampo-Incheon routes in the west coast area, and the Najin-Busan route in the east coast area were active. With reference to general cargo vessels, ports located on the west coast of Korea tended to operate between those located on the North coast of North Korea and on the east coast of South Korea. These results are expected to serve as a basis for establishing research and policies related to coastal shipping between the two Koreas in the future.

• Journal of Korea Port Economic Association
• /
• v.39 no.2
• /
• pp.1-13
• /
• 2023

This study forecasted the manpower demand of eco-friendly smart shipbuilding, whose importance and weight are increasing according to the environmental regulations of the IMO and the spread of the 4th industrial revolution technology. It predicted the shipbuilding industry manpower by applying various models of trend analysis and time series analysis based on data from 2000 to 2020 of Statistics Korea. It was found that the prediction applying geometric mean had the smallest gap among the trend and time series analysis methods in comparing between forecast results and actual data for the past 5 years. Therefore, the demand for manpower in the shipbuilding industry was predicted by using the geometric mean method. In addition, the manpower demand of smart eco-friendly ships wast forecasted by using the 2018 and 2020 manpower survey results of the Ministry of Trade, Industry and Energy and reflecting the trend of manpower increase in the shipbuilding industry. The result of forecasting showed that 62,001 person in 2025 and 85,035 people in 2030. This study is expected to contribute to the adjustment of manpower supply and demand and the training professional manpower in the future by increasing the accuracy of forecasting for high value-added eco-friendly smart ships.

• Journal of Korea Port Economic Association
• /
• v.39 no.3
• /
• pp.155-178
• /
• 2023

The purpose of this study is to derive factors that affect the acceptance of digital transformation in ports and empirically analyze the impact of these factors on the acceptance of digital transformation through a survey of port workers. Additionally, we test whether acceptance attitude plays a mediating role in the relationship between these factors and digital transformation acceptance. The variables used in this study are as follows. First, knowledge, self-efficacy, and involvement were included as variables related to individual characteristics, relative advantages, complexity, observability were included as variables related to innovation characteristics, and government regulations and competitor pressure were included as variables relate to environmental characteristics, so that a total of eight latent variables were selected. The results of this study are summarized as follows. First, two variables among individual characteristics, self-efficacy and involvement, were able to confirm a positive(+) causal relationship with the attitude of accepting digital transformation, and knowledge initially expected a positive(+) causal relationship with the attitude of accepting digital transformation, but the result was a negative(-) causal relationship, so that the hypothesis was rejected. Second, among the characteristics of innovation, complexity has a negative(-) causal relationship with the attitude of accepting digital transformation, and relative advantages and technological innovation have a positive(+) causal relationship with the attitude of accepting digital transformation. Finally, among the environmental characteristics, government regulations and competitor pressure, confirmed a positive(+) causal relationship with the attitude of accepting digital transformation. In addition, it was found that the attitude of accepting digital transformation had a positive(+) causal relationship with personal acceptance and social acceptance of digital transformation.