• Journal of Korea Multimedia Society
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• v.17 no.12
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• pp.1503-1510
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• 2014

This study will examine the consolidation that is occurring in the shipping industry and its effects on Busan's status as a key transshipment hub in Southeast Asia as well as what measures the port must implement to attract transshipment traffic. With this in mind heading forward, trends in transshipment cargo, problems facing the port, as well as the current status of transshipment volumes at the Port of Busan must be fully understood so that thorough research can be done into appropriate measures to stimulate growth and attract cargo traffic. In this study, We analyze the current problems and status of transshipment cargo at Busan Port and factors affecting the competitiveness of transshipment cargo at Busan New Port, Korea's key import/export gateway, have been examined. We show the Strategies to Attract Transshipment Cargo at the Busan New Port which is to become a an optimal transshipment port, a port's internal environment including the scale and location of its hinterland, facilities and tariffs as well as the external environment including global networks and logistics IT management must be carefully considered as they are all key actors affecting cargo volumes.

• 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%.

• Journal of Fisheries and Marine Sciences Education
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• v.26 no.1
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• pp.49-58
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• 2014

Variability factors of transship cargo in the container transportation market analysis short term factors. In the past, studies on the factor of variability in container cargo volume have focused on long term volume forecast and increase in investment and competitiveness from strategic perspectives. Unlike previous studies, this paper analyzes factors of variability in transshipment volume rapidly varying in short term and seeks measures. Since it was identified that transshipment volume depends on vessel operation cost and port volume in long term but effectively on special strategies launched by port authorities in short term, the port authority experienced rapid drop in volume should continue to observe strategies of competition ports and to make use of strategies seeking appropriate countermeasures.

• Journal of Korea Port Economic Association
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• v.21 no.3
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• pp.61-81
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• 2005

China has increased 10 percent every year since 1978. In particular, development and growth of Chinese ports make a remarkable in that the marine and coastal transportation handles the 90 percent of export-import cargo. This growth is beginning to threaten Korea's ports which are striving to become the hub of Northeast Asia logistics. Furthermore, the hub strategy of Northeast Asia is closely related to transshipment cargo invitation. The results of documents research indicate Busan and Gwangyang ports play an important role as an intermediate stopover between China and America. The ways to achieve transshipment cargo invitation are the construction of transshipment system based on the supply chain between korea and china, the maximization of trading volumes creation, equipment of ports infrastructure, and the constructions of the rail, road, coastal transportation infrastructures.

• Journal of Korea Port Economic Association
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• v.27 no.2
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• pp.355-372
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• 2011

Various incentive policies for transshipment cargo have been enforced without any evaluation of the effectiveness. Therefore, the purpose of this study is to evaluate the effect of volume incentive on container transshipment cargo. To be different from previous studies, this study tries to quantitatively assess the incentive effects by using econometric techniques. The result derived from the ARIMA type models indicates that the total amount of the increased transshipment cargo during the last 7 years is about one million TEU. In the meanwhile, the multivariate long run equilibrium model implies that the increased transshipment cargo is less than 0.5 million TEU for the 7 years. Furthermore, the structural break tests indicate that the volume incentive does not change the model structures. It means that the effect of volume incentive is not statistically significant. Consequently, the test results conclude the effect of volume incentive on transshipment cargo is not significant although the volume of transshipment cargo is increased to some extent by volume incentive. Considering the magnitude of BPA's expenditure, we doubt the effectiveness of volume incentive. This study, therefore, encourages the port authority to research a more efficient way to induce transshipment cargo rather than focusing on only volume incentives.

• Journal of Navigation and Port Research
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• v.44 no.3
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• pp.235-243
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• 2020

Busan Port has a major function as the sixth largest port among the world container cargo standards and the second largest port among the world transshipment cargo standards. However, because of the lack of policy reflection on the port facility and carriers, overload control is a serious problem in freight transportation of transshipment cargo in Busan New Port and the port hinterland. In this regard, we reviewed the actual conditions of drivers, carriers, logistics managers, identified the problems, and suggest improvement plans.

• Journal of Korea Port Economic Association
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• v.21 no.3
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• pp.35-59
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• 2005

The Purpose of this study is to exmaine fundamental problems of Gwangyang Port and draw up plans of its Hub Port. Gwangyang Port has been gradually reduced container cargo increase rate. on account of large development of Chinese Port, undevelopment of Hinterland, Port facilities of Gwangyang Port. We should develop hinterland to be closely connected with Port Cluster, Business City, Free Economic Zone to increase cargo volume. and in order to increase transshipment cargo volume, We should prepare diverse plans that can induce Chinese and Japanese transshipment cargo. Gwangyang Port and Busan Port should be managed united one port system by a Port Authority to strengthen international competitiveness. Activation of new ports for the most part call for full support by Government at the beginning. Gwangyang Port's future it can be if Government has strong will.

• 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.

• Journal of Korea Port Economic Association
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• v.37 no.4
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• pp.1-11
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• 2021

Port hinterland has been experiencing difficulty in generating new cargo volume and high value-added activity. It will be able to contribute to create new cargo volume and high added-value if transshipment cargo can be switched to trusted processing and then attract to port hinterland. This paper estimates items and volume size that can be the appropriate to attract in port hinterland and also be able to switch to trusted processing based on the trade data and manifest of transshipment container. The 50 items were classified from the result of trusted processing trade and the 33 items of them were suggested as the appropriate to attract in the port hinterland. The result shows that the 3.2 times transshipment cargo volume which is large than the total volume of trusted processing trade in Korea is transshipped at Busan port. This study is the first research to compare trade data and manifest of transshipment container, and thus it contributes to attracting firms in the port hinterland for the port authorities and the government.

• International Commerce and Information Review
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• v.13 no.1
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• pp.97-120
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• 2011

Purpose of this study is to define competitiveness and attribution factors of Busan port on attracting high value added business such as transshipment cargo. Research finds condition to become optimal transshipment port comprises both internal and external circumstances. As for the internal circumstance, scale and location of the distripark as well as port facilities and the rates, for the external circumstance, international network and information technology on logistics managements are providing positive effects. Optimal plans to attract transshipment cargo should include, first, development of total logistics management system from port entry to unloading, transportation, processing, loading to departure. Second, assign port as free trade zone under customs law to attract foreign investment and goods traffic through tax exemption. Third, unless it is illegal, government needs to grant substantial freedom to shift capital for the foreign investors which will lead increase in cargo traffic and foreign investment.