• Title/Summary/Keyword: Transshipment Throughput

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A Study on Estimating Container Throughput in Korean Ports using Time Series Data

  • Kim, A-Rom;Lu, Jing
    • Journal of Navigation and Port Research
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    • v.40 no.2
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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%.

Modeling and analysis the competition dynamics among container transshipment ports: in case of East-Asian ports

  • Abdulaziz, Ashurov;Park, Nam-Gi;Kim, Jae-Bong
    • Proceedings of the Korean Institute of Navigation and Port Research Conference
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    • 2016.05a
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    • pp.121-123
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    • 2016
  • This paper studies the competitiveness and complementary among the major container ports in East Asia by analyzing their extensive and intensive dynamics in recent 8 years (2008-2015). Time series data on container throughput dividing into O-D and transshipment for the ports of Hong Kong, Kaohsiung, Shanghai, Busan, Ningbo-Zhoushan, and Shenzhen are calculated based on VAR and VECM model.

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Effects of Macroeconomic Conditions and External Shocks for Port Business: Forecasting Cargo Throughput of Busan Port Using ARIMA and VEC Models

  • Nam, Hyung-Sik;D'agostini, Enrico;Kang, Dal-Won
    • Journal of Navigation and Port Research
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    • v.46 no.5
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    • pp.449-457
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    • 2022
  • The Port of Busan is currently ranked as the seventh largest container port worldwide in terms of cargo throughput. However, port competition in the Far-East region is fierce. The growth rate of container throughput handled by the port of Busan has recently slowed down. In this study, we analyzed how economic conditions and multiple external shocks could influence cargo throughput and identified potential implications for port business. The aim of this study was to build a model to accurately forecast port throughput using the ARIMA model, which could incorporate external socio-economic shocks, and the VEC model considering causal variables having long-term effects on transshipment cargo. Findings of this study suggest that there are three main areas affecting container throughput in the port of Busan, namely the Russia-Ukraine war, the increased competition for transshipment cargo of Chinese ports, and the weaker growth rate of the Korean economy. Based on the forecast, in order for the Port of the Port of Busan to continue to grow as a logistics hub in Northeast-Asia, policy intervention is necessary to diversify the demand for transshipment cargo and maximize benefits of planned infrastructural investments.

An Optimization Model for Assignment of Freight Trains to Transshipment Tracks and Allocation of Containers to Freight Trains (화물열차 작업선배정 및 열차조성을 위한 수리모형 및 해법)

  • Kim, Kyung-Min;Kim, Dong-Hee;Park, Bum-Hwan
    • Journal of the Korean Society for Railway
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    • v.13 no.5
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    • pp.535-540
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    • 2010
  • We present an optimization model for how to assign the freight trains to transshipment tracks and allocate the containers to the freight trains in a rail container terminal. We formulate this problem as a multi-criteria integer programming to minimize the makespan of job schedule and simultaneously to maximize the loading throughput, i.e. the number of containers to be disposed per day. We also apply our model to the instance obtained from the real-world data of the Uiwang Inner Container Depot. From the experiments, we can see an improvement of approximately 6% in makespan, which means that our model can contribute to the improvement of the disposal capacity of containers without additional expansion of facilities.

A Study on the Evaluation of Economic Benefit for Railway Transshipment System with Non-Powered Turntable (무동력 회전장치를 이용한 철도환적시스템의 경제성 평가에 관한 연구)

  • Kim, Kwanghee;Kim, Hyundeok
    • Journal of Korea Port Economic Association
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    • v.29 no.4
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    • pp.1-25
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    • 2013
  • The purpose of this paper is to estimate economic benefits for the investment of railway transshipment system with non-powered turntable. The freight transport by railway can have decided advantages over trucks in terms of energy efficiency, emissions and cost for certain freight movements, just as transportation in the metropolitan region can have great advantages over driving truck. But the freight transport by truck should gain significant mobility benefits from a freight railway system. Thus, the railway transshipment system with non-powered turntable which is coupled railway transport advantages with load transport advantages has been developed and used in the european countries. This research has conducted the empirical analysis, by calculating the investment of railway transshipment system with non-powered turntable. The key factor for the economic benefits for the non-powered turntable is the utilizing throughputs. This demand is influenced by the throughput in the railway transshipment system. The main results of this paper are as follows: railway transshipment system with non-powered turntable does not have economic benefit for investment. We recommend that the plan for investment has to be considered the modification.

An Empirical Study on Berth-Length Calculation of Container Terminal (컨테이너 터미널 선석길이 산정에 관한 실증 연구)

  • Song, Yong-Seok;Nam, Ki-Chan;Yeon, Jeong-Hum;Kim, Jeong-Eun
    • Journal of Navigation and Port Research
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    • v.27 no.2
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    • pp.179-184
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    • 2003
  • In order to mitigate the overcapacity of Busan port, Busan new port has been developed as transshipment port which is capable of handling 8,000 TEU containership. Generally, design of transshipment port has to reflect the capacity of feeder because both mother vessels and feeders enter the planned port at the same time. However, the existing plan of Busan new port capacity needs to be reexamined since the adopted capacity of each berth at new port, 300,000 TEU, does not seem to be enough to handle both mother vessels and feeders. Therefore, in this study we calculated the required number of berth and berth length by considering cargo handling capacity in terms of the ship size and this study makes some implications in relation with the terminal development plan.

A Study on the Activation Plan of Busan Port (Focused on northeast feeder network service cost, From LA to China and Japan)

  • Han, Yu-Nam;Yoon, Mi-Sun;Kang, Dal-Won;Kim, Hyun;Kwak, Kyu-Seok;Nam, Ki-Chan
    • Proceedings of the Korean Institute of Navigation and Port Research Conference
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    • 2006.10a
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    • pp.203-212
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    • 2006
  • The purpose of this research is to suggest the activation plan of Busan port. In the past years, Busan port enjoyed the golden days because of the China's rapid economic growth. But China's continuous development of ports, the trend of increasing container ship size and increasing direct call to China are coming threats to Busan port. So Korea needs to revise the 'Northeast Logistics Hub' strategy because it is considered that Korea ports continuously will handle China's transshipment cargoes. But now China's transshipment cargo share has decreased by direct call to China ports. It means that China has a lot of its local cargoes, so many ship companies change liner service route to handle China cargoes except Bussan ports although Busan port is included in the main trunk route. In the future, Bussan port will not be able to compete again about throughput with China ports if Busan port's transshipment cargo share decreases. So we must find out and develop Busan port's strength which is the competitive edge. By good luck, Busan port has a few opportunities such as the developed feeder network service and geographical advantages. Busan port has many feeder network service like spider's web in any northeast countries so we can suggest that if Japanese shippers use Busan port to distribute their cargoes to Japanese local areas, its transport costs are cheaper than when they use Japan's main ports. In this paper analyzed side of cost when they use Bussan port like hub to distribute their cargo to their local areas. Because most companies tried to reduce the total cost about logistics. Finally, this paper suggests when northeast shippers(China, Japan) use Bussan port which is more economical than their local main ports.

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The Evaluation of Backhaul Transport with ITT Platform - The Case of Busan New Port - (ITT Platform의 복화율 개선에 따른 효과 분석 - 부산항 신항을 대상으로 -)

  • PARK, Nam-Kyu;LEE, Jung-Hun
    • Journal of Fisheries and Marine Sciences Education
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    • v.29 no.2
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    • pp.354-364
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    • 2017
  • This study tries to evaluate the effect of ITT introduction in Busan New Port. The study used the estimation model of the number of vehicles required in accordance with the backhaul rate. The model used big data, COPINO e-document for one year in 2015. COPINO recorded the event such as truck ID, container ID, ATA, damage etc when truck arrived at gate. The study finds important information to estimate the required number of trucks for handling current ITT containers in Busan New Port: Daily throughput in Busan New Port is 1650 vans, especially night throughput recorded peak level in 1800 hours to 2400 hours, the throughput between adjacent terminals recorded high, i.e PNIT to HPNT. The transportation capability for 6 hours between terminals is from 4 vans to 7 vans. The required trucks are estimated 89 currently without considering peak level. If we change the back haul rate from current 20% to 40%, 60% and 80%, how much would the cost drop? It was discovered that, if it is raised to 40%, 60% and 80%, the number of vehicle required will be reduced from 89 (current) to 76, 65 and 59. It was also discovered that the total savings will reduce down to 12%, 25% and 34%.

The Data Envelopment Analysis of Container Terminals to Transshipment Cargo (환적화물의 컨테이너 터미널 효율성 분석)

  • Park, Hong-Gyun
    • Journal of Korea Port Economic Association
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    • v.26 no.1
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    • pp.1-19
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    • 2010
  • This paper focuses measuring the efficiency of container yards on container terminals in Busan (Gasungdae, Shinsundae, Gamman, New Gamman, Uam, Gamchon, PNC) and Gwangyang(GICT, KEC, Dongbu, KIT) using Data Envelopment Analysis(DEA) approach. Container terminals in Busan and Gwangyang play an important role in the region's economic development. The results show that Shinsundae was an efficient DMU during the period of 2007 to 2009, while Gamman, New Gamman and PNC were efficient terminals in 2009. The very inefficient terminals were shown to be GICT, KEC, Dongbu and KIT. GICT(2009), KEC(2009), Dongbu(2008-2009), KIT(2009) on Gwangyang Port were found to be relatively the inefficient terminals in terms of the returns to scale. This study also finds that the efficiency of Shinsundae terminal was so high as to be abel to keep its efficiency in spite of the additional increase of the inputs from 2007 to 2009. Gamman terminal was in the decreasing returns to scale in 2009, while the other terminals were in the increasing returns to scale. It means that we are able to improve the efficiency of the Gamman terminal with increasing returns to scale through enlarging the scale.

An Analysis of Logistics Costs for the Export & Import Containers in Japanese West Regional Port (일본 서안 항만의 수출입 컨테이너화물 물류비용 분석)

  • Song, Yong-Seo;Nam, Ki-Chan
    • Journal of Navigation and Port Research
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    • v.33 no.6
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    • pp.415-421
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    • 2009
  • Recently, the volume of transshipment containers in Busan Port has been declining significantly and domestic ports' throughput is shown far below the projected one. Accordingly, the national port development plan made to capture the sharply increasing demand in the past seems to be subject to an amendment, and inducing port container traffic becomes a key issue. In such situation this paper aims at analysing the effect of logistics cost saving when Japanese import and export containers are transshipped in Busan port. For this we developed 3 scenarios for the movement of containers through the major container ports in western cost of Japan, analysed logistics costs together with cost savings and finally derived some implication for inducing the containers to Busan Port.