• Journal of Korea Port Economic Association
• /
• v.32 no.4
• /
• pp.127-147
• /
• 2016

This study proposes the improvement scheme of the current lease rate assessment system (2003~2014), as a major problem solving area, for the Terminal Operating Company (TOC)'s wharf since the introduction of the TOC system in 1997. The study considers the reform system using three criteria: standardization, simplification, and fairness. The final alternative presented by the study adopts the lease rate assessment system, which newly reflects changes of facilities' property values for aprons, combining it with the related fees of the Korean seaport dues for open storage yards, warehouses (shed), passages, buildings and lands within leased facilities. The proposal anticipates that the new system will not only minimize stakeholders' confusion, but also resolve the main problems within the current system. The study, further, introduces the adjustment ratio, which will make the new lease rate of the apron equal to the current lease rate of a berth, for the individual TOC's wharf, in order to prevent a sharp increment in the lease rate of the apron. This is because the government or port authorities as lessors, need to give priority to lightening the burden of TOC's costs under the deteriorating business environment such as the slowdown in port throughputs' growth. This study makes a contribution by suggesting a new lease rate assessment system for the TOC's wharf, reflecting the value of property as well as leading to its simplification and standardization. Additionally, it may lead to the improvement of fairness by applying the same rate to all leased wharfs for the lease rates of open storage yards, warehouses (shed) and passages. However, it has a limitation that hinders the fairness: the lease rate for the apron cannot be imposed in proportion to the leased area, by applying the individual adjustment ratios. In the future, those adjustment ratios should be, gradually, rationalized to be the same target ratio (0.5) for each wharf, following an improvement in the terminal operating business environment.

• 해운
• /
• no.5 s.4
• /
• pp.34-39
• /
• 2004

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2006.06b
• /
• pp.147-152
• /
• 2006

Nowadays, the redevelopment of the conventional pier in Busan port has been one of top issues on Busan port. Busan Port Authority has already launched a research project on that and the Master Plan undergoing. However, the conventional pier is still booming one for small vessels providing feeder service to and from Busan port and both Japanese ports and Chinese ones. Accordingly, there are several terminal operation companies(TOC) and union workers which make might be a major obstacle for the redevelopment. Furthermore, it has been said that alternative pier is necessary before starting redevelopment. Under such circumstance this paper tries to review the major limitations and provide some thought for the solution.

• Journal of Navigation and Port Research
• /
• v.41 no.3
• /
• pp.137-148
• /
• 2017

Port service level is a metric of competitiveness among ports for the operating/managing bodies such as the terminal operation company (TOC), Port Authority, or the government, and is used as an important indicator for shipping companies and freight haulers when selecting a port. Considering the importance of metrics, we developed software to objectively define and manage six important service indicators exclusive to container and bulk terminals including: berth occupancy rate, ship's waiting ratio, berth throughput, number of berths, average number of vessels waiting, and average waiting time. We computed the six service indicators utilizing berth 1 through berth 5 in the container terminals and berth 1 through berth 4 in the bulk terminals. The software model allows easy computation of expected ship's waiting ratio over berth occupancy rate, berth throughput, counts of berth, average number of vessels waiting and average waiting time. Further, the software allows prediction of yearly throughput by utilizing a ship's waiting ratio and other productivity indicators and making calculations based on arrival patterns of ship traffic. As a result, a TOC is able to make strategic decisions on the trade-offs in the optimal operating level of the facility with better predictors of the service factors (ship's waiting ratio) and productivity factors (yearly throughput). Successful implementation of the software would attract more shipping companies and shippers and maximize TOC profits.

• Journal of Korea Port Economic Association
• /
• v.32 no.2
• /
• pp.137-156
• /
• 2016

This study analyzes the optimal service levels of exclusive container terminals in terms of the optimal berth occupancy rate and the ships' waiting ratios, based on the number of berths. We develop a simulation model using berth throughput data from pier P, Busan New Port, a representative port in Korea, and apply the simulation results to different numbers of berths. In addition to the above results, we analyze the financial data and costs of delayed ships and delayed cargoes for the past three years from the viewpoints of the terminal operation company (TOC), shipping companies, and shippers to identify the optimal service level for berth occupancy rates that generate the highest net profit. The results show that the optimal levels in the container terminal are a 63.4% berth occupancy rate and 10.6% ship waiting ratio in berth 4,66.0% and 9.6% in berth 5, and 69.0% and 8.5% in berth 6. However, the results of the 2013 study by the Ministry of Maritime Affairs and Fisheries showed significantly different optimal service levels: a 57.1% berth occupancy rate and 7.4% ship waiting ratio in berth 4; 63.4% and 6.6% in berth 5; and 66.6% and 5.6% in berth 6. This suggests that optimal service level could change depending on when the analysis is performed. In other words, factors affecting the optimal service levels include exchange rates, revenue, cost per TEU, inventory cost per TEU, and the oil price. Thus, optimal service levels can never be fixed. Therefore, the optimal service levels for container terminals need to be able to change relatively quickly, depending on factors such as fluctuations in the economy, the oil price, and exchange rates.

• Journal of Korean Port Research
• /
• v.13 no.2
• /
• pp.215-232
• /
• 1999

Privatisation has emerged within the past few decades as one of the most significant challenges to public ports and their governments throughout the world. More than forty countries have committed to some form of port privatisation thus far and they will quite likely be joined by dozens more by the turn of the century. A decision to privatise ports can be driven by a variety of forces. The most obvious is to relieve a financially strapped government by turning to the private sector for an infusion of capital required to modernise and sustain port operations, or to bolster the national treasury. Inefficient and costly port operations can seriously impair the competitiveness of a nation’s export industries and artificially raise the cost and thus constrain the availability of imported goods. Privatisation in certain circumstances therefore holds the promise of stimulating economic growth particularly for those whose livelihood depends directly upon port activity and trade. The main objective of this paper is first of all, to introduce a variety of methods of port privatisation after reviewing the reason why port facilities should be privatised. This paper also aims to make some proposals with which a port privatisation process in Korea can be improved after summarising the present Terminal Operating Company(TOC) system propelled by Ministry of Maritime Affairs and Fisheries.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.13 no.1 s.28
• /
• pp.9-20
• /
• 2007

PAHs(Polycyclic Aromatic Hydrocarbons) are widespread contaminants in the marine environment. They are of mainly anthropogenic origin from urban runoff, oil spill and combustion of fossil fuels. Some PAHs are potentially carcinogenic and mutagenic to aquatic organism The contamination of PAHs in the coastal environments has not been well known yet in Korea. This study was carried out to survey the contamination of PAHs in sediments around Gwangyang bay. The Yeosu petrochemical industrial complex, POSCO(Pohang steel company) and Gwangyang container harbor are located around the bay. PAHs in sediment samples were extracted in soxhlet extractor and were identified and quantified by GC-MS(Gas Chromatography-Mass Spectrometry) TOC(Total Organic carbon) and textural parameters in sediment samples were also analyzed 13 species of PAHs were detected at all of the surface sediments. Total PAHs concentrations in the surface sediments ranged from 171.40 to $1013.54{\mu}g/kg$ dry wt.. In most of the surface sediments, Naphthalene was the highest in the range of 14.08 to $691.39{\mu}g/kg$ dry wt. and Anthracene was the lowest in the range of 0.49 to $22.66{\mu}g/kg$ dry wt.. The correlation coefficients between individual PAHs and Total PAHs in the surface sediments were relatively higher in the low molecular compounds such as Naphthalene and Phenanthrene. In the relationship of the P/A(Phenanthrene/Anthracene) ratio and F/P(Fluoranthene/Pyrene) ratio, P/A ratio was generally above 10 and F/P ratio was shown to be above 1 in all sediment samples. These data indicate that PAHs in sediments around Gwangyang bay seem to be of both pyrolytic and petrogenic origin. Total PAHs in the surface sediments were correlated with TOC and textural parameters. The values of PAHs in the surface and core sediments were lower than the biological effect guidelines.