• Journal of Korea Port Economic Association
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• v.27 no.3
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• pp.273-288
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• 2011

Recently, the rankings of Korean container ports in terms of container handling cargo volume were plunged down due to the emerging Chinese ports. The efficient container ports strategies which increase container port competitiveness were requested. In this respect, it is urgently required to draw out constituent factors for Port Logistics, weigh these factors, and finally focus on improving the suggested factors. The aim of this paper is to evaluate weight and priority values for 'inner consisted factors' and 'outer requested factors' of port logistics by using the AHP(Analytic Hierarchy Process) method. As for the analysis regarding the inner consisted factors, the results were shown as follows: a storage and handling system (0.288) as the first rank; an information system of port logistics (0.210) as the second rank; an inland intermodal system (0.189) as the third rank; a ship's entering and departuring system (0.184) as the fourth rank, and a ship's berthing system (0.129) as the fifth rank. In terms of analysis regarding outer requested factors, the results came out as follows: a logistics cost (0.360) as the first rank; a port service (0.128) as the second rank; a connectivity (0.118) as the third rank; a hinterland condition (0.116) as the fourth rank; an convenience (0.106) as the fifth rank; a regional center (0.095) as the sixth rank, and an availability (0.077) as the seventh rank. For analyzing the priorities changes in constituent factors, the comparison of results between the year 2007 and the year 2011 was done. As the results, among inner consisted factors, 'information system of port logistics' was ranked first in the year 2007 while 'a storage and handling system' became the most important factor in the year 2011. Among the inner consisted factors, however, the logistics cost was the important factor in 2007 and 2011, respectively.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.27 no.5
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• pp.379-384
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• 2014

This article describes the dynamic behaviors of a rubber tired gantry crane(RTGC) under typical load conditions which are used in the design of gantry cranes. In order to investigate the dynamic characteristics of an RTGC, we developed a finite element crane model for its huge structure. The finite element model was validated with the modal test results, e.g., natural frequencies and normal modes. And other components of RTGC were converted into detailed 3D CAD models and finally transformed to rigid body models in a dynamic simulation program ADAMS. The load conditions considered in this paper were a normal operating condition(OP1) and container hanging condition with no external loads. As a result, we could find there was large influence of crane's vibration owing to its structural stiffness and deformation. And the vibration of crane could made the movements of RTGC, which occurs crash or malfunction of crane works.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2002.11a
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• pp.45-51
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• 2002

As the circumstances surrounding world ports have changed rapidly, Port competition to attract more cargoes is increasing fiercely. Especially, fierce competition to attract the increasing container cargoes has cause main container ports on only to invest enormous fund to modernize its port facilities but also to improve efficiency in port operation and management. But, it is hard to build differentiation strategy with general port operation according to investing continuously enormous fund into main ports. In this situation, port marketing like 4P mix is of the immediate necessity and in this point, this paper estimated Brand Equity that have risen the core ability of marketing strategy, to transshipment port using Conjoint Analysis. In this analysis result, this paper shows that the brand equity of port significantly devoted to selection of transshipment port. This means that brand of port can attract considerable transshipment cargo. Then it have to induce customer loyalty for this brand extension.

• 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.

• Journal of the Korean Society for Railway
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• v.16 no.2
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• pp.138-143
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• 2013

Recently, the demand for rail freight has gradually decreased. In particular, the demand in Korea for open freight cars, which classification includes gondola cars, hopper cars and gravel cars has been significantly reduced. The role of gondola cars in the rail transportation market shrank to 14.5% in 2010 from 23.3% in 2001. The transportation demand of gondola cars in the long term is expected to be reduced further. Because some gondola cars have been converted to container cars and various containers are being developed to transport bulk cargo by container cars. However, gondola cars still play an important role in rail freight transport. Therefore, the management planning of gondola cars is needed in order to prepare for the long-term declining demand. In this study, we propose a future direction for the management planning of gondola cars through the effectiveness analysis of gondola cars operation.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.2
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• pp.165-171
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• 2006

The appearance of over 10,000 TEU containerships (so called Mega-containerships) is determined. In order to operate these ships effectively, the number of these calling ports will diminish, and then feeder ships will transport cargoes from the hub-ports where mega-containerships call to the destination ports. In the hub-ports, handling containers for mega-containerships become huger, thus it is important for terminals to deal with cargo handling as soon as possible. However, the present terminal layout might have the limitation of maximum throughput per time unit. And then the transit time at the ports become longer. Therefore, we investigate the effect on some different terminal layouts with new alternatives. Actually, we discuss the ship-to-berth allocation at some adjacent berths for mega-containerships on three types of terminal layouts. First one is the conventional type consisted by some linear berths, most container terminals in the world are normally this type. Second one is the indented type consisted by linear berths and indented berths which we can handle from both sides of mega-containership simultaneously. Third one is the floating type consisted by linear berths and the floating berth. On this type, mega-containerships can moor between linear and floating berths. The merits of this type are that we can also handle from both sides of mega-containerships simultaneously, and ships can go through between linear berth and floating berths. Thus it is easier for ships to moor and leave berths. Under such assumptions, we examine the numerical experiments. In most cases, the total service times on the indented type are the longest among three types, these on the floating type are the next longer. Those reasons are that these layouts have the differences of berth occupancy obtained by the time and space axes, and whether the precedence constraints of ship service order needs or not.

• Journal of Korea Port Economic Association
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• v.37 no.1
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• pp.179-196
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• 2021

Port congestion rate at Busan Port has increased for three years. Port congestion causes container reconditioning, which increases the dockyard labor's work intensity and ship owner's waiting time. If congestion is prolonged, it can cause a drop in port service levels. Therefore, this study proposed an anomaly detection method using ARIMA(Autoregressive Integrated Moving Average) model with the daily volume data from 2013 to 2020. Most of the research that predicts port volume is mainly focusing on long-term forecasting. Furthermore, studies suggesting methods to utilize demand forecasting in terms of port operations are hard to find. Therefore, this study proposes a way to use daily demand forecasting for port anomaly detection to solve the congestion problem at Busan port.

• Journal of Korea Port Economic Association
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• v.34 no.4
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• pp.39-52
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• 2018

The Seosan-Daesan Port is a representative trade port in Chungnam, and has the sixth largest total cargo throughput and the third largest oil cargo throughput in Korea. However, research on this port's development is lacking relative to that for Busan Port, Incheon Port, and Gwangyang Port, and no study exists that suggests the direction of the development strategy for Seosan-Daesan Port. This study discusses the future role of Seosan-Daesan Port in preparation for a rapidly changing future and the development strategy that should be established. Using the AHP, a development strategy is provided for Seosan-Daesan Port from short/mid-term and long-term viewpoints for three aspects: operation activation, infrastructure construction, and policy support. Operation activation is chosen as the most significant factor from a short/mid-term viewpoint, whereas infrastructure construction is recognized as important from a long-term viewpoint. Specifically, from a short/mid-term viewpoint, sustainable container cargo attraction, multipurpose dock construction, management pier construction, and opening of international passenger ferry lines are important factors while from the long-term viewpoint, hinterland construction, petrochemical industry cluster construction, automobile industry cluster construction, and management improvement system are important. Establishing action plans for each strategy and a cooperative network for sharing goals and strengthening cooperation is necessary.

• Journal of Korean Port Research
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• v.13 no.1
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• pp.1-10
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• 1999

Port competition is generally classified into two type of inter-domestic ports and intermational ports and the latter is measured how to secure the function of intermediacy for foreign cargoes among competing parts. In the Northeast Asia top 20 world container ports such as Pusan, Kobe, Yokohama and Kaohsiung are struggling to induce transshipment containers generated in the North China region. This paper aims to analyze and evaluate the competitive factors of the said ports such as port site facilities expenses service level and flexibility of management and operations and suggest the feasible strategies that the Pusan Port to be viable transshipment center in the region. The evaluation is attempted twice. First attempt is evaluated by present conditions of each port and second attempt by upgraded conditions of evaluation value such as port service level and flexibility of port management and operations resulted from the implementation of the ON-DOCK service system. The results of evaluation are as follows; (1) Port competitiveness of first evaluation is ranked in Kobe=Kaohsiung >Pusan>Yokohama. (2) Second evaluation is resulted in Kobe> Pusan= Kaohsiung>Yokohama. According to this results the competitiveness edge of the Pusan Port is able to strengthen by implementation of the ON-DOCk system.

• Journal of the Korea Society of Computer and Information
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• v.6 no.2
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• pp.58-64
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• 2001

The quantity of container transportation of the world harbors is constantly increasing by 8.8％ per year until 2011. present port facilities will not satisfy it. So facility expansion is necessary. Because the processing cost in the harbor becomes to 30％ of total transportation expense, major ports in the world are making an effort in the automation facilities to solve the problems of higher labor costs and insufficient labor and to maximize the efficiency of the work and use of the land. Especially, the automation of the gate, which is the place of cargo's appearance and disappearance, the node which creates the information. is now rising as the important issue. In this study suggests more efficient design for port gate automation.