• Journal of Korean Society of Transportation
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• v.20 no.7
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• pp.51-58
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• 2002

The purpose of this paper is to find some implications for Korean seaports in terms of operation and development of ports, in particular for attracting more transshipment container cargoes into major Korean seaports. This was accomplished by the O-D analysis between major Korean seaports and top 20 Chinese ports.

• Journal of Navigation and Port Research
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• v.31 no.3 s.119
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• pp.197-204
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• 2007

Busan Port has been facing critical situation in terms of container handling volume, especially growth rate of transshipment(T/S) container of the year of 2006 was at a standstill. Annual average growth rate of T/S container during the period of 2003 to 2006 slowed down to 7.7% while it recorded over 34% to the period of 1999 to 2002. It has mainly resulted from the change of circumstance of Northeast Asian ports, that is, firstly mega carriers' increasing direct call to Northern Chinese ports such as Qingdao, Tianjin and Dairen effected to T/S container volume of Busan port, secondly start to operate deep-water port of Shanghai, thirdly Japanese super hub port project to handle their local containers at domestic ports. This paper aims to analyze the T/S type of inter-routes and hub and spoke and statistical status of Busan port. The purpose of the paper is to propose new concept which is to attract T/S container utilizing hub port function of Busan port in Northeast Asia It is that mega carriers are given dedicated terminals to use Busan port as T/S base in the region.

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

• Journal of Korea Port Economic Association
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• v.24 no.1
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• pp.41-60
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• 2008

Korea has been doing a two-port system as a main port development policy and developing the port of Busan and Gwangyang as the transshipment hubs in the northeast Asia. However, the growth rate of the transshipment container volume of the Gwangyang port in 2007 was sharply dropping more than 31.4%. The reasons why reduced the growth rate of transshipment cargo were from the port development in north China and the direct callings of ships. Therefore, it is time to evaluate the transshipment hub port policy of Korea. This study would recognize the decision criteria of shipping companies as customers for the transshipment hub in the northeast Asia by the AHP methodology based on Lirn et al. (2004). It has been known the costs of shipping companies and port location as the main first tier criteria for transshipment ports, and container handling charges, closeness to the main navigation route, carriers' strategy, and nearness to the feeder ports as the important second tier factors. Finally, the domestic terminal operating companies would focus on only a few attributes including the terminal cost factor, but the international shipping companies would be considering more several factors than they do. Therefore, the transshipment port strategy should be enriched in the near future.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.05a
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• pp.131-132
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• 2019

부산항 신항은 2018년도 기준으로 컨테이너 14,559천TEU를 처리하였으며, 환적은 58.89%을 점유하고 연평균 6.41% 증가되고 있다. KMI 2017년도 물동량예측량의 연평균 증가율을 적용하면 부산항 신항의 환적화물량은 2030년에는 12,326천TEU에 이를 것으로 전망된다. 아울러, 환적화물 중에서 타부두 환적물량은 2018년도 기준 26.3%이며 총 신항 물동량대비 15.51%에 이르고 있다. 이러한 증가추세를 고려하면 2030년 타부두 환적물량은 3,080천만 TEU에서 3,600천TEU에 이를 것으로 전망된다. 한편, 타부두 환적물량 증가에 따른 부두간 컨테이너 이송량이 증가되고 있으며, 이러한 화물 증가량은 배후 임항도로의 정체를 초래를 야기시키어 항만 경쟁력을 약화시키는 원인으로 작용된다. 본 연구에서는 부산항 신항에서 타부두 환적을 위한 전용시스템의 도입 평가요소 우선순위에 대하여 터미널 운영사, 선사, 항만공사 및 관련 전문가에 대하여 설문을 실시하여 도출하였다. ITT 도입 평가요소 항목으로서 생산성, 안정성, 투자효율성, 운영효율성, 정책부합성에 대하여 검토하였으며, 각 하위 평가요소로서는 각각 3개씩에 대하여 총 15개의 하위요소에 대하여 평가를 실시하였으며, 이를 통하여 항후 부산 신항의 ITT 도입시 평가 요소로 활용될 수 있을 것으로 기대한다.

• Journal of Korea Port Economic Association
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• v.32 no.4
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• pp.165-182
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• 2016

This study examines the competitiveness and cooperativeness among the container ports in East Asia by analyzing their monthly dynamics in eight years (2008-2015). Time series data on container throughput divided into origin and destination (O/D), such as the top six Chinese ports and the transshipment (T/S) ports such as Hong Kong, Busan, and Singapore, are computed with two methods based on the Vector Error Correction Model (VECM). The first Granger causality test results show that Busan T/S has significant bilateral relations with three Chinese O/D ports; and significant unidirectional relations with three other O/D ports. Shenzhen port has significant bilateral relations with Singapore, and has a significant unidirectional relation with Hong Kong port. Co-integrating test results showed that Busan holds negative co-integration with all Chinese O/D ports. Impulse response function (IRF) results show an opposite direction between paired ports. The ratios of the impulse from T/S ports are significantly high to one another in the short-run, but its power declines as time passes. The ratio of the impulse from the Chinese ports to T/S ports is less significant in the short-run period, however, it becomes more significant as time passes. The significance of most shocks was high in the second period, but was diluted after the sixth period.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2014.06a
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• pp.175-177
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• 2014

본 연구는 부산항에서 차지하는 환적물동량의 위상을 고려하여 환적화물에 대한 정확한 예측을 위한 모델을 수립하는데 그 목적이 있다. 환적물량을 결정짓는 요소로는 부산항의 경쟁력 뿐 아니라 중국 등의 수출입 물동량 증가량과 중국항만의 경쟁력도 중요요소이며, 이들 요소들이 상호간에 영향을 주고 받음에 따라 그러한 순환적 인과관계 분석에 적합한 시스템 다이내믹스(SD) 기법을 활용하여 환적화물에 대한 예측을 시도해 보고자 한다.

• Journal of Korean Society of Transportation
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• v.30 no.3
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• pp.17-30
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• 2012

This study analyzes the basic characteristics needed for motivating modal shift from truck to rail. The object of the study is to consider the resistance factor for container transported inland and the object point is the transfer node where modal shift occurs. The main contents of the study are as follows. First, the study looks at what shippers, engaged in inland transport of container, think of current transfer node environment. From this, the study analyzes what resistance factors are attributable to the lack of motivation in modal shift from truck to rail. Second, the study estimates mode choice models in which the resistance factors at transfer node are applied. Also by using this, the study draws out elasticities, and analyzes characteristics of resistantance factors in modal shift. Third, as its result, the study suggests methods to promote modal-shifting container transport from truck to rail.

• Journal of Korea Port Economic Association
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• v.27 no.2
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• pp.183-194
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• 2011

Countries in the world make a strategic effort to develop their own ports into hub ports and lure transshipment cargoes. Likewise, the Busan Port tries to become a container hub port in Northeast Asia, but there is lately a gradual decline in the number of transshipment cargoes. The purpose of this study was to examine the influential factors of port transshipment traffic in an effort to identify the determinants of transshipments in the Busan Port. In existing studies, harbor infrastructure, maritime transshipment cost, port cost and port service were primarily presented as the determinants of transshipment traffic after surveys were conducted by experts. In this study, the transshipment traffic in the Busan Port was selected as a dependent variable, and the container traffic and transshipment traffic of ports in adjacent countries and each country's amount of trade and economic growth rate were selected as explanatory variables to analyze what factors determined the transshipment traffic in the port.

• Journal of Navigation and Port Research
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• v.45 no.6
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• pp.314-324
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• 2021

Competition between ports around the world is intensifying to attract transshipment cargo. However, recently, there have been concerns about the departure of transshipment cargo volume at Busan Port, such as the lifting of the cabotage policy in China's shipping sector and the implementation of a safe fare system. In terms of operation, terminal congestion and vehicle waiting time are seriously occurring due to imbalance in the transshipment volume of each terminal and vehicles concentrated in a specific time period. In this paper, we propose a method of inter-terminal transportation (ITT) using buffer space to solve the problem caused by inefficient ITT systems and presented a mixed integer programming (MIP) for the problem. The effect of using the buffer space was analyzed for various work volumes and capacity fluctuation ranges by applying the terminal congestion pattern and ITT vehicle in/out pattern based on the Busan New Port data.