• Journal of Korea Port Economic Association
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• v.32 no.3
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• pp.47-66
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• 2016

Once it has been built, a container terminal is impossible to move to another location. It is hard to rectify wrong decisions in a container terminal. This highlights the importance of decision making for a container terminal. The port management about a container terminal has developed from a cargo interface location between sea and land transport, to the standardization of information and procedures due to globalization among global shipping and terminal operators. This research focuses on the current states of market and management for global container terminal operators by investigating up-to-date data for them. The current market states for global container terminal operators are analyzed by using by Herfindahl-Hirschman Index. The analyses of current management states for global container terminal operators are divided into profitability analysis, activity analysis, and bankruptcy risk analysis. Finally, global container terminal operators are clustered into three groups by the current management states.

• Journal of Korea Port Economic Association
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• v.36 no.1
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• pp.1-22
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• 2020

The global container terminal market is predicted to see continued future volume growth. According to Drewry, global container shipments rose by 6.3% year-on-year to 750 billion twenty-foot equivalent units (TEUs) in 2017 and are forecast to experience continued growth to 9.3 billion TEUs in 2022. According to IHS Markit, the global terminal operator (GTO) market is forecast to grow more than 10% annually, up from $2.4 billion in 2017, to exceed $3 billion by 2022. However, Hyundai Merchant Marine is the only real GTO in Korea. In particular, the shipping and port markets are facing drastic changes, both at home and abroad, including a slowdown in the growth of domestic export and import shipments, environmental changes in the container market caused by the trade frictions between the US and China, and increased changes in container shipments caused by the trade frictions between Korea and Japan. In this study, we propose ways for domestic companies to participate in the continuously growing GTO market. After analyzing the current status of the global GTO market, the government expressed a desire to explore ways to establish GTOs through the Port Authority and the Korea Ocean Business Corporation. Therefore, four types of establishment plans were proposed, along with a legal framework for the establishment of GTOs.

• Journal of Navigation and Port Research
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• v.29 no.6 s.102
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• pp.567-572
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• 2005

Trade between nations has been globalized since establishing the WTO(World Trade Organization). By lowering trading barriers under the WTO's system, trade in goods has been gradually increased It requires global logistic system that transports goods in between nations. To save cost of product, cargo of product is containerized and container ships to carry container cargo is going to be bigger: In the market, there are many vendors to provide artificial intelligent modules to operate container terminal. In order to integrate automated container terminal system easily and successfully, this thesis proposes high-level XML/ JMS( eXtensive Markup Language/Java Message Service) communication model and multi-agent based system architecture to share knowledges, solve problems, and active objectives by cooperating between autonomous and intelligent agents that are developed by 3rd party companies in the market. This thesis analyzed current situation of advanced automated container terminal with case studies on implemented systems and difficulties to develop automated container terminal system, reviewed technologies of intelligent agent, communication and automation that unmaned automated container terminal is required.

• Journal of Korea Port Economic Association
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• v.18 no.1
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• pp.43-60
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• 2002

Apart from the DEA method, the traditional measuring systems of container terminal productivities generally bring to light the partial productive efficiencies, because they evaluate only the productivity of each individual facility. However, these methods do not play roles of the reasonable productivity measures to compare and evaluate the efficiencies of terminals to meet the requirement of terminal customers like as shipping lines, shippers, etc. with the cutthroat competition in container handling market. As the suppliers of service, the terminals struggle to cope with the needs of buyers' markets due to the lack of suitable criteria to measure the efficiencies. Therefore, this paper uses the simulation approach to reveal which strategies enhance the productivities through the container terminal analysis. An additional intent of this paper is to build the active strategies to present what the experimental indexes like as norm-time exactness ratio, norm-time excess ratio, etc. compare between terminals to measure the total productivities for the age of global supply chain management. However, the experimental productivity indexes presented in this paper require a validation of the exact usefulness, by consideration from all angles in the future, and a development to more reasonable measuring method/indexes for the container terminal productivities.

• The Journal of Information Systems
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• v.15 no.3
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• pp.187-211
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• 2006

As port competitiveness is becoming more important in the global market environment RFID (Radio Frequency Identification) Is also becoming a crucial enabler In implement efficient visible, secure and productive ports. However there Is a lack of practical validated RFID technology acceptance cases in the port logistics industry until now, even though various related projects have been undertaken. In this study, we applied 13.56MHz passive RFID readers, tags, and their applications into existing bar-code based gate systems to improve the port logistics process, and we analyzed results of a pilot test in economic and non-economic perspectives. The main purpose of this study is to develop the RFID based automatic gate passing system in container terminals, and is to validate its economic and non-economic feasibility. In order to accomplish the purpose of this study, first, we examined previous researches on RFID technology acceptance in the port logistics industry, second, we Identified and analyzed the business process of existing gate systems in container terminals, third, we build RFID gate systems with 13.56Mhz tags, readers, and its middle-ware, finally we tested the system and its performance. The results were successful and showed the feasibility of the system in real container terminal gates. Economic and non-economic contribution was confirmed. Although the system has technological limitations with short range passive type, we clearly identified its potential capability and its economic validity in the field, which are the implications of this study.

• Journal of Korea Port Economic Association
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• v.17 no.1
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• pp.27-51
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• 2001

The purpose of this paper is to investigate the productive efficiency of world container ports by using the DEA (Data Envelopment Analysis) method and raw data from previous research in measuring the international competitiveness of world container ports. Ports have to cope with rapid changes in shipping environments. In order for a port to compete in the global market, it must provide port services promptly and accurately. Basically, there are two approaches to measuring the international competitiveness of a container port. First, there is the traditional productivity analysis method, which analyzes productivity based on the container port's facilities (efficiency, selectivity, land availability), and by its general capacity (handling ability, storage capacity, terminal productivity). Second there is multi-attribute utility analysis, which considers several elements including the reasons for selecting particular container ports and factors determining international competitiveness. This paper follows the first method (traditional productivity analysis) and extends the limitation of previous studies by using the DEA method newly, and suggesting: the relative productive efficiency of container ports. The main results of this paper are as follows: First, the results of the DEA analysis in terms of world container ports matches that of a previous study (Jun et al., 1993) at a level of 35%. The low ratio is due to the constrained set of input-output elements, the result of only twenty container ports being analyzed in this paper. Second, the result of the DEA analysis in terms of North-East Asia's container ports matches with that of a previous study (Ha, 1996) at a level of 100 percent. Therefore we can conclude that the DEA analysis is the best measurement method for international competitiveness. Policy implications for this study are as follows: First, when port authorities want to measure the international competition power of container ports and enhance their productive efficiency, they should consider the traditional method and newly introduce the DEA method. Second, according to the analysis results of the DEA method, pen authorities should recommend benchmarking ports as reference ports in order to enhance the productive efficiency of container ports that show an efficiency score of below 1.

• Journal of Navigation and Port Research
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• v.32 no.3
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• pp.173-178
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• 2008

Asian container market, expecially in the NEA(Northeast Asia) region, has been growing continuously according to international specialization of manufacturers. The circumstances surrounding port industry has also been changing rapidly. Global liner and GTO( Global Terminal Operators} have strengthen there market share with M&A and increased entry to Asia market. The competition in NEA have deepen with change of circumstance and the growth of Chinese ports while Busan port decreasing its growth rate and market share. Therefore, this study analysed the change of the port concentration in NEA and the positioning of Busan port by year. In the result, the competitive position of Busan port weakening continuously and loss much volume to competition port, and it suggests that a globalization strategy is essential for making sure of competitiveness based on the result of this paper.

• Journal of Korea Port Economic Association
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• v.36 no.1
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• pp.129-140
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• 2020

In the future, the global container handling market will be reorganized into larger ships and shipping alliances, and the bargaining power of shipping companies will be further strengthened. Therefore, the global terminal operator (GTO), which has a global network, vast experience, and operational know-how, is expected to strengthen its competitiveness. In Korea, the central government promoted the development of GTOs in the mid-2000s, but it failed, mainly due to disagreements between port stakeholders. In this study, the macroeconomic indicators that have the same effect in all regions were used to analyze GTO management performance. In the short term, it could be used to establish the business strategy of domestic terminal operators based on changes in macroeconomic indicators. In the long term, it would be used to establish a promotion strategy for GTOs in Korea. The results of analyzing the impact of macroeconomic indicators on the GTO's profit show that the GTO's profit is significantly affected by cargo handling capacity, the consumer price index of the United States, the Shanghai Composite Index, the Crude Oil Price, and the London Inter-bank Offered Rate (LIBOR). However, the scale of impact was not significantly different between public and private GTOs.

• Journal of the Korean Institute of Navigation
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• v.21 no.3
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• pp.1-18
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• 1997

From the beginning of 1990s , also in the shipping industry, especially liner shipping industry competition has been more intensive and difference of the service quality among shipping companies has been learned . On the other hand, a shipping company has some limitations to do its international mission for itself just by broadening service area. For this reason, the necessity for the global strategi alliance among the shipping companies, which is orginally aimed at sharing of facilities and organixation, has been developed. Through strategic alliance, liner shipping companies do not need to input the additional capitals to increase the material assets such as vessel capacity and spread the risk by the enlargement of the market. Also, they can secure the competitive edge through efficient utilizaton of assets. The purpose of strategic alliance of Hanjin Shipping Ltd., can be summarized as follows ; broadening of service area, cost reduction through vessel sharing, realization of rationalized shipping service by terminal and equipment or facilities sharing. Liner strategic alliances are agreement among liner companies to pol their equipment , andterminals for joint operations and services in which each alliance partner continues to serve its market using jointly operated or used inland feeders,inland terminals, port terminals, and mainline fleets of ship as well as joint pools of containers and equipment. Strategic alliances are generally more formal agreements than consortia and impose longer term and far reaching obligation on their members. It also acts as one in developing and advancing the strategic aims of the alliance members. The most important objective for liner strategic alliances is cost reduction and improvement in capital asset utilization. Main aims of strategic alliance drawn in this paper, can be enumerated follows : 1. improvements in service frequency and quality : 2. improvements in vessel and equipment utilization and thereby reductions in fixed and variable cost ; 3. improvements in market shares and high value cargo booking ; 4. reductions in intermodal storage and port terminal throughput costs ; 5. improvements in negotiating powers with ports and feeder transport providers ; 6. reduction in financial and other fixed costs such as insurance; 7. coordination and integration of MIS and EDI systems and service for greater efficiency and market penetration ; and, 8. improvements in logistic chain management and economic of scale by equipment depot, terminal, and vessel sharing.

• Journal of Navigation and Port Research
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• v.33 no.3
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• pp.199-206
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• 2009

Since Emma Maersk, which is a container vessel capable of holding a freight capacity of 11,000 TEU, was launched early last year, the appearance of the ULCS (Ultra Large Container Ship) will be expected in 5 years. That requires the high productivity, the high technology, the automation, and the high efficiency in port operations. GTO (Global Terminal Operator) and port equipment companies are striving for the prior occupation of the port market and the development of the port technology. Within the country, however, there has been few systematic, analytic, and detailed technology road map, and the effective execution of the development policy for the port technology and the activation of port industries has not been achieved. In this study, we deduces the development subject of the domestic port technology and analyzes the priority of them. In conclusion, we establishes the macro technology road map and the product-related road map for container ports in Korea.