• Journal of Korea Port Economic Association
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• v.22 no.4
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• pp.59-79
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• 2006

In this paper, we analyse the comparative competitiveness of the 10 major logistic hub cities in China. First, using the input distance function, we calculated the technical efficiencies and the opportunity costs of the transport infra structure investments. Then, based on not only these supply side factors but also demand side, the overall comparative competitiveness by cities are analyzed. Our main findings are as follows: early developed, larger cities such as Shanghai, Guangzhou, Shenzhen are technically efficient but their opportunity costs of the additional transport investments are higher than the other cities. We also found that overall competitiveness of these larger and leading logistic hub cities are dominant over the small and newly developed logistic cities.

• Journal of Korea Port Economic Association
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• v.28 no.3
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• pp.215-234
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• 2012

Since ports play a role of gateway to the sea and hinterlands, it is essential to analyse the networks of shipping and inland when evaluating the function and development of a port. The container port of Gwangyang, starting to operate its facilities in 1998, has developed itself as a hub port. Using the data of shipping schedules of Korean ports and the measurement of centrality in sociology, this study analyses the process of world-wide shipping network expansion in Gwangyang and concludes some implications including earlier development of shipping networks due to incentives to shipping companies. Although Gwangyang port also has been expanding its inland network through developing trucking, railway transport, and coastal shipping, it has weakness in inland network as in the cases of interruption in 2004, resumption in 2009 and re-interruption in 2012 at coastal shipping. In 2000s the expansion of shipping and inland networks at the newly built container ports such as Pyungtaek, Ulsan, and Gunsan has enticed the competition among Korean ports at each hinterland. Nevertheless, the operation of Gwangyang container port is considered to affect indirectly the relocation of some manufacturers including Samsung Electronics. Studies on interrelation between development of container port and geographical demography of manufacturers are needed to assess the effects of container port on regional economy.

• Journal of Korea Port Economic Association
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• v.26 no.3
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• pp.240-258
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• 2010

The purpose of this paper is to quantify the regional economic effects of the development in Incheon New Port(Stage I) using a regional I/O table and to provide implications for making policies to support the development of the port logistics industry. According to the results of this study, production inducing effect 6,064.5 billion won on Incheon local economy from the development of port facilities at the Incheon New Port (Stage I) occupies 15.0% of 40,398.5 billion won the total production of the Incheon area in 2005, added value inducing effect 2,821.3 billion won occupies 7.7% of 36,508.0 billion won the total added value of the Incheon area in 2005, and induced new employment 72,424 workers occupies 9.0% of 808,248 workers the total number of employees in the Incheon area in 2005. As presented above, the development in the Incheon New Port(Stage I) was expected to have huge spillover effects on Incheon local economy. Accordingly, the development in Incheon New Port must be promoted in a timely manner on national.

• The Journal of the Korea institute of electronic communication sciences
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• v.16 no.4
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• pp.755-762
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• 2021

This study is a study for the utilization of marine information and communication technology of Masan port in order to play a pivotal role in the economy of Masan port as a base port for entering the southern coast area. It aims to examine the utilization of marine information technology to be pursued in the mid- to long-term based on the current status of Masan port and the ICT being applied.

• Journal of Korea Port Economic Association
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• v.35 no.4
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• pp.147-168
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• 2019

This paper explores strategies for building an automobile logistics cluster in PyeongtaekDangjin Port, which needs to be developed and operated for automobile related value-added logistics services. The future of Korean automobile exports seems gloomy, but many domestic ports, including PyeongtaekDangjin Port, are struggling to secure a position as automobile ports by expanding port facilities to attract exports and transshipment vehicles. PyeongtaekDangjin Port is currently the best automobile port as it is under good conditions for building an automobile logistics cluster. Ssangyong Motor Co., Kia Motors Corp., Samsung Electronics Co., and LG Electronics Inc., which are located nearby, can secure enough land to build an automobile logistics cluster by developing a port distribution complex in the future. This will promote the sustainable development of PyeongtaekDangjin Port by creating a logistics hub, specifically an automobile logistics hub, which would allow diverse cultures and experiences to respond appropriately to future mobility development.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.05a
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• pp.53-55
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• 2019

부산항 북항재개발사업은 신항 조성에 따른 국내 외 해운물류환경의 변화와 해양레저관광수요의 증가로 재래항만의 재정비 필요성이 대두됨에 따라 2004년 부산항 재래부두 재개발방안 연구용역을 시작으로, 2007년 시민설명회 등을 거쳐 수립된 북항재개발 마스터플랜과 "항만 및 그 주변 지역의 개발 및 이용에 관한 법률"의 제정으로 본격적으로 시행된 우리나라 최초의 항만재개발사업이다. 이에 따라 북항재개발사업을 통하여 국제해양 관광거점으로 육성하여 지역경제 활성화를 도모하고, 세계적인 워터프런트를 조성하여 바다의 주인인 시민들에게 여가 및 휴식공간을 제공함으로써 우리나라 고유의 차별화된 항만재개발 모델이 될 것으로 기대된다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.06a
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• pp.336-338
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• 2022

항만의 지속적인 성장으로 인해 야기된 문제 해결과 도시의 회복을 위해 주요 항만도시들은 수변공간을 중심으로 항만재개발을 시도하였다. 국내 대표 항만도시인 부산광역시에서는 원도심 활성화와 해양관광 거점 조성, 도시경쟁력 강화 등을 위해 북항재개발 사업을 추진하고 있다. 이러한 상황 속에 북항과 원도심에 접해있는 남항재개발의 필요성도 대두되고 있다. 이에 본 연구는 부산남항의 수변공간을 대상으로 기초조사, 현황조사를 진행하여 현황 및 문제점과 개선방안을 도출하고 항만의 지속가능한 요소를 분석하여 이를 토대로 지속 가능한 수변공간 계획안을 제시하였다.

• Journal of Korea Port Economic Association
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• v.26 no.1
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• pp.259-276
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• 2010

This study shows how Incheon will advance into roadmap as multi-transport hub in Northeast Asia hereafter and be proposed an urgent tasks and roles to construct a multi-transportation system for Incheon, which has both an international airport and port. The multi-transportation point of view of inter-major cities competitiveness of total scores was proposed 1. Shanghai(64.8 points), 2 in Hongkong(64.5), 3 in Incheon(62.9), and 4 in Busan(60.4) and Incheon was estimated to have enough competitiveness to be the international multi-transport hub in Northeast Asia. Sea & Air transportation revealed the most important multi-transportation in the Incheon region. In conclusion, this research suggests a development plan for multi-transportation in Incheon. Firstly, it proposes construction of sea & air transportation distribution center and agreement that simplifies logistic process between Incheon and Tianjin, secondly, suggests to activate project for the purpose of creating a better sea-land transportation system between Incheon and Shanghai.

• Journal of the Korean Institute of Navigation
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• v.25 no.4
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• pp.393-406
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• 2001

최근 국제물류관리는 세계화기업의 초국가적 글로벌 경영활동과 고객욕구의 다양화로 인해 기업경영에 있어 중요한 요인으로 대두되고 있다. 특히 물류관리에 있어서 항만은 주요 지역거점 물류체계의 구축과 국제물류관리의 집중화 및 통합화로 인해 공급사슬체인 상에서의 기능 및 역할의 변화가 요구되어 지고 있다. 이러한 맥락에서, 본 연구는 지속적인 국제물류환경 변화와 해운환경 변화로 인해 새로이 요구되는 중심항만의 기능과 역할을 분석하고, 항만경영환경 변화에 성공적으로 대처하고 있는 싱가폴항만의 대응전략을 연구·분석하고자 한다. 또한 부산항과 싱가폴항의 비교분석을 토대로 부산항이 21세기 항만경영환경변화에 대한 대응전략을 제시하고자 한다.

• Journal of Korea Port Economic Association
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• v.27 no.1
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• pp.13-30
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• 2011

It's vital to establish the competitive comparative advantage as the competitions among global logistics companies have become fierce. The global companies, hence, must innovate their Port Hinterland to hub and spoke in a view of SCM. The Port Hinterland significantly affects its local economy and value added. The task of the Port Hinterland nowadays is to improve its efficiencies by utilizing logistics operations and services. The Korean government has planned to reduce the scale of the Port. The CCR and BCC matrices show that there are nine efficient companies: two companies in Gwangyang Hinterland and five companies in Busan Hinterland, though Masan FTZ was only ranked on the 24th, on the rank of world FTZ. This paper aims at finding the cargo volume necessary for achieving the maximum efficiency. This research proposes an appropriate strategy to keep a certain amount of cargo volume stable and presents the Port Hinterland differentiation strategies of Gwangyang and Busan.