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새로운 槪念의 컨테이너터미널 出現과 中樞港灣-釜山新港의 建設과 聯關하여-
문성혁(Seong-Hyeok Moon) 한국항만경제학회 1999 韓國港灣經濟學會誌 Vol.15 No.-
Two main influences on recent port development are (1) the ever-changing technology of maritime and cargo handling and (2) the reorganisation of overall transport system - intermodalism.<br/> In particular, the ever-changing maritime technology characterised by bigger and faster vessels has brought about changes in the functions of ports. This has triggered ports to introduce the new concept of container terminal development.<br/> All ports wishing to maintain their market share will have to upgrade their facilities. This is especially true for those ports competing for the "hub port" role in their region. Successful ports will have as their goals, dramatic increases in container throughput and decreased cost per unit handled.<br/> The future of containerised cargo transportation depends on the adoption of new methodologies and techniques for loading and unloading the ships of the future. SPEEDPORT represents a quantum leap forward in container handling. By employing existing technology in a whole new process for the intennodal transfer of containers, SPEEDPORT enables new economies of scale that will change world trade.<br/> The aim of this paper is to suggest the introduction of new port development concept in relation to the Pusan New Port Development Project after briefing the bigger and faster vessel trend by taking an example of SPEEDPORT development.
Mega Hub Port 로서의 부산항 발전 방안 - 부산 신항만을 중심으로 -
문성혁(Seong-Hyeok Moon) 한국해양대학교 해사산업연구소 1998 海事産業硏究所論文集 Vol.7 No.-
Two main influences on recent port development have been identified - the changing technology of maritime transport and cargo handling, and the reorganisation of overall transport systems. This has facilitated the emergence of hub - and spoke patterns in shipping services. In particular, technological and conceptual changes in maritime transport have introduced new dimensions into port system development. With the idea of intermodalism, ports are now in a position to take a more active and initiatory role-ie. to be pro-active where once they were only re-active. As containers move quickly through the port the traditional warehousing function has been reduced, but to benefit from their strategic position in the transport chain ports have increased their involvement in logistics and physical distribution systems. Ports therefore recognised that in order to maintain its competitive status it had to adopt a new marketing strategy, which was based not only on its favourable accessability to inland transport networks, significant as that was, but also on providing logistical services. In this paper, the modern concept of strategic planning was suggested in order for the Port of Pusan to respond the fast-changing shipping environment. Strategic planning is a systematic and continuing process by which an organisation determines its mission, direction and activities. The process involves the preparation of a formal document which identifies the organisation's long - term outlook, formulates its medium-term objectives and strategies and guide the implementation of these strategies through its business planning activities. The mission is contained in a broad qualitative statement of what the organisation wants to be in 15 to 20 years. The objectives are presented as series of targets, quantitative where possible, established by the organisation in order to move towards the goals set out in the mission statement.
문성혁(Moon Seong-Hyeok) 한국항만경제학회 1995 韓國港灣經濟學會誌 Vol.11 No.-
Around the world, the broad pattern of port activities has changed radically since 1960s. International trade has become a major vehicle for accelerating economic growth in many countries. Trade has linked up all national economies into a single world economic system. This vital link has been ensured through the world trade transportation system. Great changes have taken place in the volume and variety of trade and in the speed of movement of traded goods. Transport, especially maritime transport, by which even today more than 90 % of the world trade volume is moved, has also changed greatly in organisation and technique, to meet ever growing requirements of trade. This is the new situation the world's ports are facing today.<br/> Ports certainly cannot remain unchanged. They, in fact, have a new role to play. The new trade and transport requirements are providing the ports both opportunities and risks. Their response to this new situation will determine the success or failure of each port. In particular, ports have been trying to. be a major port as a service centre under the severe competitive market in terms of port traffic.<br/> In this paper, some questions are raised and attempts are made to answer them: why should ports be engaged in this new role: and how can ports play this new role, etc. These are analysed both by an examination of different kinds of port competitions and by a description of port marketing activities and techniques.
항만관련문제의 시스템적 고찰 <I> 부산항 물류시스템의 실태분석
이철영,문성혁,Lee Cheol-Yeong,Moon Seong-Hyeok 한국항해항만학회 1988 韓國港灣學會誌 Vol.2 No.1
From the viewpoint of physical distribution, the port transport process can be regarded as a system which consists of various subsystems such as navigational aids, quay handling, transfer, storage, information If management, and co-ordination with inland transport. The handling productivity of this system is determined by the production level of the least productive subsystem. So, a productivity analysis on the flow of cargoes through each subsystem should be made in order to achieve efficient port operation. The purpose of this paper is to analyze the productivity of each subsystem in Pusan port, and to bring forward problems and finally to draw up plans for their betterment. Analyzed results on the productivity of each subsystem are as follows, i) It is known that the number of tugs with low HP should be increased by a few, the number of tugs with medium HP is appropriate, and the number of tugs with high HP is in excess of that necessary. ii ) In the case of container cargoes, it is found that the transfer and storage systems in BCTOC have the lowest handling capability, with a rate of $115\%$, leading to bottle-necks in the port transport system, while the handling rate of the storage and quay handling systems in general piers is in excess of the inherent capability. iii) In the case of the principal seaborne cargoes passing through general piers, there is found to be a remarkable bottle-neck in the storage system. In the light of these findings, both the extension of storage capability and the extension of handling productivity are urgently required to meet the needs of port users. Therefore, iv) As a short-term plan, it is proposed that many measures such as the reduction of free time, the efficient application of ODCY, etc must be brought in and v) In the long-trun, even though the handling capability will accommodate an additional 960,000 TEU in 1991, the scheduled completion date of the third development plan of Pusan port, insufficiency of handling facilities in the container terminal is still expected and concrete countermeasures will ultimately have to be taken for the port's harmonious operation. In particular, the problem of co-ordination with inland transport and urban traffic should be seriously examined together in the establishment of the Pusan port development. As a method of solving this, vi) It is suggested that Pusan port (North port) should be converted into an exclusive container ternimal and overall distribution systems to the other ports for treating general cargoes must be established. vii) And finally, it is also proposed that the arrival time (cut-off time) of influx cargoes for exports such as general merchandise and steel product should be limited, with a view to securing cargoes suitable for the operational capability of BCTOC.