• Journal of Navigation and Port Research
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• v.33 no.2
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• pp.127-134
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• 2009

If the research on double cycle is revitalized, crane productivity will be rapidly improved bemuse double cycle is an operational technique that can maximize equipments efficiency (Quay crane, RMG/RTG, Yard tractor). Unfortunately, it is very difficult for terminal operators to find out the starting point of double cycle bemuse the loading & unloading pattern and conditions are various. Therefore, terminal operators are apt to fail to find out the optimal starting point of double cycle to maximize its frequency. Experiencing the same mistakes in the process we made efforts to find out the optimal starting point, finally we found out the formula for it. And we verified its precision is perfect through a lot of testing. This paper on double cycling focused on making the formula to find out optimal starting point of double cycle to maximize its frequency. And it can be applied to various ships' stowages in common.

• Journal of the Korean Institute of Navigation
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• v.4 no.1
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• pp.63-84
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• 1980

Since 1972 the growth of container services in Korea has been explosive and many shipping lines have heavily committed themselves to containerization as a means of lowering their operational costs by introducing capital-intensive methods to the traditionally labour-intensive field of general cargoes. However, by the lack of comprehensive long-range planning for the reception of containerization there has been bottle-neck at some of the stages along which import-export cargo may pass through a berth to shippers' premises. The aim of this article is to examine the present status of containerization in Korea and assess the implications of containerization for the location of the various distributive facilities: ports, inland container transport, inland clearance depots, groupage terminals, distribution depots at the national level.

• Journal of Korea Port Economic Association
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• v.33 no.2
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• pp.53-82
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• 2017

The purpose of this study is to show the clustering trend and compare empirical results, as well as to choose the clustering ports for 3 Korean ports (Busan, Incheon, and Gwangyang) by using meta-frontier DEA (Data Envelopment Analysis) and integer models on 38 Asian container ports over the period 2005-2014. The models consider 4 input variables (birth length, depth, total area, and number of cranes) and 1 output variable (container TEU). The main empirical results of the study are as follows. First, the meta-frontier DEA for Chinese seaports identifies as most efficient ports (in decreasing order) Shanghai, Hongkong, Ningbo, Qingdao, and Guangzhou, while efficient Korean seaports are Busan, Incheon, and Gwangyang. Second, the clustering results of the integer model show that the Busan port should cluster with Dubai, Hongkong, Shanghai, Guangzhou, Ningbo, Qingdao, Singapore, and Kaosiung, while Incheon and Gwangyang should cluster with Shahid Rajaee, Haifa, Khor Fakkan, Tanjung Perak, Osaka, Keelong, and Bangkok ports. Third, clustering through the integer model sharply increases the group efficiency of Incheon (401.84%) and Gwangyang (354.25%), but not that of the Busan port. Fourth, the efficiency ranking comparison between the two models before and after the clustering using the Wilcoxon signed-rank test is matched with the average level of group efficiency (57.88 %) and the technology gap ratio (80.93%). The policy implication of this study is that Korean port policy planners should employ meta-frontier DEA, as well as integer models when clustering is needed among Asian container ports for enhancing the efficiency. In addition Korean seaport managers and port authorities should introduce port development and management plans accounting for the reference and clustered seaports after careful analysis.

• Journal of Navigation and Port Research
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• v.30 no.10 s.116
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• pp.809-817
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• 2006

Shipping and ports have important roles as the nodes and links in maritime logistics. The environment between shipping and ports is interrelated and has been changing' together. Recently, the changes of shipping and ports are rapidly in progress and it is expected to be developed complementarily. Especially, mega carriers reduce the number of ports of calls because the size of ships is becoming bigger and bigger and the 'hub and spokes' strategy is appeared. Therefore, the position of a hub port by the region has questioned This paper aims to research the competitive ports by the region on the basis of the patterns when mega carriers call at ports. Six regions, Far East, Southeast Asia, Northwest America, Northeast America, West Europe and Mediterranean, are organized for this research. According to the volume of cargoes, the top five ports of each region are analyzed. As a result, the competitive ports by the region are Shanghai, Hong Kong, Los Angeles, New York New Jersey, Rotterdam and Gioia Tauro.

• Journal of the Korea Society for Simulation
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• v.11 no.4
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• pp.81-89
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• 2002

Several full mission simulators have been installed since about 10 years ago in Korea. The newly established Marine Simulation Training and Research Center at Korea Maritime University has played a key role for education and training of both cadets and in-service officers trainees, and for research on Korea ports such as Jeju international cruise port, Ulsan SBM and Kwangyang container port and many others. This study mainly focuses maritime education and training on the ship handling simulation and the bridge resource management conducted by Korea Maritime University.

• Journal of Distribution Science
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• v.5 no.2
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• pp.55-78
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• 2007

Northeast Asia is one of the regions which have been developing so rapidly. Yellow sea, located between Korea and China, became a very important logistical zone because of its huge volume of cargo and big passenger traffic. These two countries continuously are enlarging their port facilities such as berths, container yards, storage capacity and their information system in this the Pan Yellow sea area. Two countries also introduce many new liner routes and car-ferry shipping services. Therefore there must be a severe competitions and conflicts among the countries and their companies and ports as well. Some experts worry about the over capacity of port and logistics facilities. This paper investigated the current conditions of Korea-China shipping route, container and car-ferry route, and found out the problems and tasks, with the support of many experts. There are so many alternatives and strategies to solve and rationalize the shipping route and the problems of ports of two countries. This paper suggest many strategies connecting with marketing 4Ps. As port service is also a kind of service product, we can categorize the strategies into 4Ps suggested by McCarthy. And this paper classify all these alternatives into 3 dimensions. There are competitive strategies, cooperative strategies and coopetition strategies. This paper propose some directions and ideas for adopting the strategy in the port and logistical topics between Korea and China, suggesting 3 dimensions of strategies. After this paper, many diagnoses and practical investigations should be executed to introduce optimal solutions and minimize the additional cost.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2007.12a
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• pp.259-260
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• 2007

The forecast of a container traffic has been very important for port plan and development Generally, statistic methods, such as regression analysis, ARIMA, have been much used for traffic forecasting. Recent research activities in forecasting with artificial neural networks(ANNs) suggest tint ANNs am be a promising alternative to the traditional linear methods. In this paper, a hybrid methodology that combines both ARIMA and ANN models is proposed to take advantage of the unique strength of ARIMA and ANN models in linear and nonlinear modeling. The results with port traffic data indicate tint effectiveness can differ according to the ch1racteristics of ports.

• Asian Journal of Atmospheric Environment
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• v.9 no.1
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• pp.39-47
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• 2015

The emissions of ozone precursors, NOx and VOCs from a biogenic source and port-related sources (ship, shipping container truck, and cargo handling equipment) were estimated in Busan during 2013. Total biogenic isoprene emission in Busan during 2013 was estimated to be $4,434ton\;yr^{-1}$ with the highest emission (e.g., $28ton\;day^{-1}$) in summer using a BEIS method. Seasonal ozone production rates by isoprene ranged from 0.15 (winter) to 2.08 (summer) $ppb\;hr^{-1}$, contributing the predominant portion to ambient ozone levels. Total emissions of NOx and VOCs from ship traversing Busan ports were estimated to be 29,537 and $814ton\;yr^{-1}$, respectively, showing the significant contribution to total NOx emission in Busan. The emissions of ozone precursors were significantly different depending on ship tonnage and port location. Compared to the ship emission, the emissions of NOx and VOCs from the shipping container trucks in Busan were insignificant (2.9% for NOx and 3.9% for VOCs). Total NOx and VOCs emissions from the cargo handling equipment were estimated to be 1,440 and $133ton\;yr^{-1}$, respectively with the predominance of yard tractors.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.08a
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• pp.87-95
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• 2004

Economic development is remarkable in Asia and progress of industrialization of NIES, ASEAN, and China in East Asia has increased the international physical distribution in this area. However, an imbalance of trade becomes severe in these areas. The imbalance is especially big in the Asia-North America route and the Japan-China route. The imbalance in the Asia -North America liner route is 5.04 million TEUS in 2002.The transportation ratio of loaded containers between China and Japan route is approximately 3:1 in 2000. In other words, it means that the transportation of loaded containers from China to Japan is 3, the transportation of loaded containers from Japan to China is I. The imbalance at a port is generally obtained by subtracting export loaded container cargo volume from import container cargo volume. However, the imbalance and the empty containers at the port are not always same. Then, in order to evaluate rationalization and efficiency of maritime container transportation, we introduce the amount of empty containers at a port as an evaluation index. However, the past data of the amount of handling empty containers have a lot of lacking portions. Then, it is necessary to estimate the past amount of empty containers in order to grasp the amount of empty containers historically. So, we construct the model that estimates the amount of empty containers using the imbalance of main port statistics in Japan.

• International Commerce and Information Review
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• v.10 no.1
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• pp.217-236
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• 2008

The purpose of this paper is to discuss the impact of the New Container Security Initiatives of U.S., CSI(Container Security Initiative) and C-TPAT(Customs-Trade Partnership against Terrorism). The CSI which aims to pre-screen high-risk containers in ports of loading. It is a unilateral effort that seeks to develop bi-lateral agreements between the United States and foreign countries with significant container trade volumes into the U.S. C-TPAT is a voluntary initiative to develop cooperative security relationships between the U.S. government and U.S. firms in the global supply chain. Government and Industry have already responded with proposals to create more confidence in supply chain security. These proposals call for heightened inspection and scrutiny of the goods flowing through a supply chain, increased information exchange among participants of supply chain. While government and the private sector are working together to launch new initiative to create more secure and reliable supply chains, industry is rapidly exploring the potential of new technologies such as RFID. The security recommendations will eventually become the requirements to be complied with by importers and their supplier extending to the carriers. It is needed that Korean shippers involved in US importer's supply chain should pay attention to the requirements and start implementing the security measures.