• 수산해양교육연구
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• 제27권1호
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• pp.262-272
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• 2015

The aim of this study is to analysis factors that determine the competitiveness of container ports using the KJ and AHP methods. For this, 54 detailed attributing factors were identified both by previous studies and port users. 24 attributing factors were identified by a group of port experts. also, These were grouped 18 detailed attributing factors into 6 attributing factors by a group of port experts using the KJ method. These were made into a model of hierarchical structure with 3 levels, taking 1 goal factor, 6 evaluation factors and 18 detailed evaluation factors. The collected date of questionnaires were analyzed by a group of port experts using the AHP method. The analysis result of the evaluation factors in container port shows that port cargo volume is the most important factor, followed by port location, port cost, port service, port facility and port management. The analysis results of detailed evaluation factors in container port shows that import and export cargo volume is the most important factor, followed by transshipment cargo volume, distance from main trunk, cargo handling cost, distance from the point of importing and exporting, speediness of cargo handling, stability of cargo handling, vessel/cargo cost in port entry and leaving, punctuality in port entry and leaving, number and length of berth, collateral service cost, terminal area, hinterland accessibility, ability of terminal operation company, front depth of berth, etc.

• 한국항해항만학회지
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• 제40권2호
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• pp.57-65
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• 2016

The port throughput situation has changed since the 2008 financial crisis in the US. Therefore, we studied the situation, accurately estimating port traffic of Korean port after the 2008 financial crisis. We ensured the proper port facilities in response to changes in port traffic. In the results of regression analysis, Korean GDP and the real effective exchange rate of Korean Won were found to increase the container throughput in Korean and Busan port, as well as trade volume with China. Also, the real effective exchange rate of Korean Won was found to increase the port transshipment cargo volume. Based on the ARIMA models, we forecasted port throughput and port transshipment cargo volume for the next six years (72 months), from 2015 to 2020. As a result, port throughput of Korean and Busan ports was forecasted by increasing annual the average from about 3.5% to 3.9%, and transshipment cargo volume was forecasted by increasing the annual average about 4.5%.

• 무역학회지
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• 제47권4호
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• pp.197-213
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• 2022

This study aims to investigate the relationship between cargo volume and logistics performance index published by World Bank which indicate countries' logistics performance. In this study, the results were derived through panel regression analysis consisting of variables such as gross domestic product, geographical distance, population, and LPI using container export/import volume and bulk export/import volume as dependent variables. As a result of the empirical analysis, it was found that Korea's container volume was affected by the overall level of logistics, in particular, was deeply related to the logistics infrastructure, while bulk volume was not related to the logistics level or was less influential.

• 디지털융복합연구
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• 제15권3호
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• pp.157-163
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• 2017

항만 물동량 예측은 항만관리 기관의 투자계획에 매우 중요한 요소이다. 더불어 최근 항만은 물동량 유치를 위한 치열한 경쟁을 이어가고 있기 때문에 항만 정책수립에 있어 국내외 주요국의 물동량 예측은 중요한 의미를 갖는다. 항만 물동량 예측이 항만의 개발정책에 매우 중요하지만 최적의 물동량 예측 모델 개발에는 아직 어려움을 겪고 있다. 이러한 측면에서 본 연구는 중국 컨테이너 물동량 예측모델 제시를 연구의 목적으로 하였다. 중국 컨테이너 물동량 예측은 Clarkson's Shipping Intelligence Network를 통해 수집한 2004년 1월부터 2015년 12월까지 12년간의 월간 데이터를 System Dynamics를 사용하여 2004년부터 2020년까지 변화를 시뮬레이션 하였다. 실제 중국 컨테이너 물동량 데이터와 Stock-flow 다이어그램을 통해 도출된 예측값을 비교하여 모델의 정확도를 검증했다. 검증결과 수 출입 컨테이너 예측모델은 MAPE값이 각각 6.21 %, 7.68 %로 나타나 정확한 예측모델로 확인되었다.

• 수산해양교육연구
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• 제26권1호
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• pp.49-58
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• 2014

Variability factors of transship cargo in the container transportation market analysis short term factors. In the past, studies on the factor of variability in container cargo volume have focused on long term volume forecast and increase in investment and competitiveness from strategic perspectives. Unlike previous studies, this paper analyzes factors of variability in transshipment volume rapidly varying in short term and seeks measures. Since it was identified that transshipment volume depends on vessel operation cost and port volume in long term but effectively on special strategies launched by port authorities in short term, the port authority experienced rapid drop in volume should continue to observe strategies of competition ports and to make use of strategies seeking appropriate countermeasures.

• 한국항해항만학회지
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• 제32권6호
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• pp.425-431
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• 2008

본 연구에서는 광양항의 장래 컨테이너 물동량 및 교통량을 일변량 시계열모형을 통해 예측하고, 컨테이너 선박교통량을 산출하였다. 광양항의 물돌량과 입항 척당 물동량의 시계열 모형은 모두 추세와 계절적 변동이 있는 Winters 가법 모형으로 최적합 되었다. 광양항의 컨테이너 물동량은 2007년과 비교하여 2011년과 2015년에 각각 7.4%, 16.2% 가량 증가하여 약 2,756천TEU, 4,470천TEU가 될 것으로 예측되었다. 또한 2011년과 2015년의 컨테이너 입항 척당 평균 물동량은 2007년 대비 약 30.3%, 54.6% 증가하여 각각 675TEU, 801TEU가 될 것으로 예측되었다. 광양항에 대한 컨테이너 선박의 교통량은 2011년과 2015년에 각각 4,078척, 5,921척이 될 것으로 추정되었다.

• 한국항해항만학회지
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• 제39권4호
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• pp.371-376
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• 2015

항만은 우리나라와 같이 국가경제에서 수출입 의존도가 높은 국가에서는 중요기간시설이자 많은 부가가치를 창출하는 매우 중요한 역할을 맡고 있다. 중요한 시설임에도 불구하고 과거에는 항만에 대한 인식이 미흡했었으나 2000년대에 들어 세계 컨테이너 물동량이 증가하고 중국의 경제가 발전함에 따라 동북아 지역에 물동량이 많이 발생하게 되어 항만의 역할의 중요성과 인식도 변화하였다. 본 연구는 우리나라 항만 기본계획 및 항만 구분에 따른 항만 역할을 검토하여 항만 물동량에 영향을 미치는 결정요인을 연구하고자 한다. 연구의 대상으로는 부산항과 광양항 같이 글로벌 환적항만을 제외한 배후지역 물동량의 영향을 많이 받는 국내 중소형 컨테이너항만을 대상으로 정하였다. 분석결과 항만물동량에 영향을 미치는 요인으로는 접안능력, 활성화정도, 연결국가수, GRDP, 제조업체수로 나타났다.

• 한국항만학회지
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• 제15권1호
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• pp.27-35
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• 2001

In order to deal with the increase of container cargo traffic volume more effectively, the ministry of maritime affairs & fisheries has a long-term plan to develop Gaduk Island. According to the plan, the New Port will handle 4,600,00TEUs annually. The completion of the project will enable the port of Busan to perform as a hub port in the Asia Pacific era of the year 2000 with sufficient port facilities, and this will lead to a new era of oceanic Korea. With the advent of the Pacific Rim Era of the year 2000, Busan metropolis has set a strategic development plan to establish the area as the center of logistics in the noreast Asian region as well as to become the stronghold of economic activity in Korea's southeast region. To this end, industries that will open the doors to a marine era and a new industrial complex focused on logistics are planned in the West Busan area where Gimhae International Airport and the Busan New Port meet. This paper aims to find out the functional relation and complement between the Busan New Port Distri-Park handing container cargo traffic volume and the West Busan Logistics Pa가 handling an air cargo and railroad goods. Especially, paper aims to suggest the West Busan Logistics Park as the efficient management of the container cargo traffic volume due to the Development Plan of the Busan New Port.

• 한국항만학회지
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• 제4권1호
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• pp.3-20
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• 1990

The Port of Pusan, the largest port in Korea, handled 23% of total sea borne cargo movement, 14% of imported cargo, 58% of exported cargo and 95% of container cargo in 1989. Also the port of Pusan has been played a key role in handing container cargo throughout the last 10 years. The paper is aimed to survey the effect of sea borne cargo movement to urban transportation, that is, to find traffic volume arising by general/bulk cargoes through the port and to estimate vehicle rated of container tractor tailer on the roads between terminal including conventional piers and ODCY, and finally the following results are obtained. (1) AADV of truck to transport general/bulk cargoes are 6,322 units in 1989,and routes penetrate into the center of city and pass through the most of urban arterials. (2) In the container transport, if HVEF is adopted to 3 of tractor trailer, AVR in each transport freeway 13.7%. (3) IF HVEF is adopted to 6 of tractor trailer. AVR are as follows: BooDoo-Ro 44.1%, WooAm-Ro 39.3%, SooYoung-Ro 17.8%, Urban freeway 20.3%. Based upon these results, the following suggestions were drawn : o ODCY scattered around the city should be unified in a few groups to raise port productivity. o Rail service for inland container transportation should be escalated to relieve urban traffic congestion. o Coastal feeder service between terminal and hinterland should be studied to restrict the penetration of container tractor trailer into the central parts in the urban areas. o Exclusive freeway system for effective container transportation should be implemented to reduce urban traffic delay.

• 한국항만학회지
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• 제5권1호
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• pp.29-54
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• 1991

In this study, to identify the ineffectiveness of inter-connected system of cargo volume between the Pusan Port and inland areas and also to make more rational suggestions, the following conclusions were drawn by analyzing Container Cargo Traffic from BCTOC to Off-Dock CY: 1. There existed about 30% to 50% reduction in the container transport times when the container transport vehicles were operated during the off-peak period to alleviate the traffic congestion due to mixed traffic. 2. There appeared to be more economic when Off-Dock DY's scattered around the City of Pusan were unified in one ODCY Unit at YangSan, and the Exclusive Overpass Freeway System for the container transport vehicles were constructed and operated on the existing Urban Freeway from BCTOC ti this ODCY Unit (Expected to make about 230 billions Won in net present value by NPV method).