컨테이너터미널의 효율성 분석

Abstract

The increase of world trade volume caused by the phenomenon of regional integration and the development of containerization have been influencing the rapid growth of containerized cargoes.

This increase in the amount of volume plus the privatization policies in ports have motivated private enterprises to participate in the operation and development of container terminals.

Recently, global terminal operators are struggling to attract more cargoes into their ports through enlarging facilities and trying to be more efficient.

Many researches on container terminal efficiency have been conducted, but most of the traditional Studies are focused on the partial efficiency of the container terminal using quantitative questionnaires and basic statistical data.

In this paper, the Stochastic Frontier Model of the interaction among the variables was employed to execute numerical analysis on the efficiency of terminal.

The objective of this paper is to measure the level of efficiency in the container terminals every year and to assess the influence in container terminal's efficiency on domestic and foreign by changing the terminal scales and the level of input factors.

First of all, 12 domestic terminals and 20 oversea terminals are selected for the analysis. The average level of efficiency of these terminals has increased yearly from 0.67 in 1998 to 0.812 in 2002. The efficiency and throughput in Shenzhen(YICT), Gioia Tauro, Shanghai(SCT), Qingdao (QHCC), HIT, MTL and Singapore terminal are higher than the others. Relatively inefficient terminals with a surplus in facilities and equipment were found at Eurogate, Tokyo, Colombo, MICT.

Secondly, this paper used the dummy variables for identifying the correlation between terminal scales and operation. Accordingly, the terminal scale has high correlation with its efficiency. However, it displayed that operation mode is not related to the terminal efficiency level because the statistical results are not significant.

Thirdly, the berth occupation and vessel-waiting ratios were calculated with relatively high figure in the most efficient terminals. Considering the level of service, human resources and optimum capacity, the optimum efficiency should be preferred to the highest efficiency.

Lastly, in case of the integrated berth like Gwangyang and Gamman terminal, the efficiency in the integrated terminal is higher than in the independent terminal. The Hub port that will aim to more efficiency and goods transported should have a large scale of berth.