• Proceedings of the Korea Society of Environmental Biology Conference
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• 2002.11a
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• pp.61-71
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• 2002

광양만내 해양바이러스양은 2.0$\times$$10^{8}$ particles/ml로 매우 풍부했다. 각 계절별 바이러스의 밀도는 여름에 최대 9.0$\times$$10^{8}$ particles/ml에서 겨울에는 최소값인 0.7$\times$$10^{8}$ particles/ml을 기록했다. 광양만 내의 바이러스, 박테리아, 식물플랑크톤 생물량의 공간적 분포는 open ocean system에 해당하는 정점 28, 38, 42, 46, 51에서 보다 closed estuarine system에 해당하는 정점 2, 5, 10 ,12, 16, 20에서 많은 것으로 나타났다. 그리고, 다른 closed estuarine system에 해당하는 정점 22, 26, 32, 34는 높은 바이러스 밀도를 보였지만 상대적으로 open ocean system에 비해서 낮은 박테리아와 식물플랑크톤의 생물량을 나타냈다. 몇몇 정점의 수심 깊이에서는 박테리아의 밀도가 바이러스의 밀도를 100배정도 초과했다. 해양 바이러스와 그들의 host system의 계절별 밀도는 역동적으로 번화했으며, 그들의 계절별 변화는 밀집한 상호연관성을 가졌다. 여름에 바이러스와 박레리아의 밀도는 증가된 반면 식물플랑크톤의 엽록소-a 농도는 평균값을 유지하였다. 겨울에는 바이러스와 박테리아의 밀도가 급속하게 줄어들었고, 마찬가지로 엽록소-a 농도 역시 감소하다가, 곧 다시 증가했다. 바이러스의 밀도는 2001년 8월에 최고점에 도달했으며, 박테리아의 밀도는 2001년 8월과 2002년 6월에 최고값을 가졌다. 반면에 엽록소-a의 농도는 2002년 4월에 최대치에 도달했다. 전체 host와 바이러스 밀도로 볼 때, 그들의 pool은 바이러스에 의한 mortality에 의해서 steady-state 상태로 유지되고, 바이러스의 밀도 또한 steady-state를 유지하는 것으로 보였다. 이러한 시도는 우리 나라 광양만 내에 존재하는 해양 바이러스의 생태적 분포 연구를 다루는 첫 번째 실험으로 사료된다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.235-240
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• 2006

With the change of global production network, the establishment of new strategy in gwangyang port is required. Especially, the trade pattern has been concentrated to Northeast Asia region according to economic growth of the Asia including China, Japan, and Korea. Hence, Gwangyang port that have price and service competition have to meet of the need of Northeast port alliance and to compete against other countries in variable trade environment. Therefore, the objective of this study is to propose the port alliance strategy in order to promote the growth of Gwangyang port. For the purpose of the Logistics business model in Gwangyang port, we provided the direction of the Northeast port alliance and candidate ports in China and Japan.

• Journal of Korea Port Economic Association
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• v.26 no.1
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• pp.61-82
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• 2010

The purpose of this study is to examine the causuality among export and import trading volume of port of Busan, Kwangyang, Incheon and to induce policy implications. In order to test whether time series data is stationary and the model is fitness or not, we put in operation unit root test, cointegration test. And We apply Granger causality and impulse response and variance decomposition based on VECM. The results indicate that the trading volume of port of Busan is not largely influenced by that of port of Kawangyang and Incheon, but the trading volume of port of Kawangyang and Incheon is largely influenced by other ports including port of Busan. The result suggest that government has to focus on policy that the port of Kawangyang and Incheon can raise its own competitiveness in the world market.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.27 no.4
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• pp.434-444
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• 1994

Physical and acoustic properties of sediment core samples recovered from the Kwangyang Bay, the Yeosu Sound, and the inner shelf of central South Sea, Korea were investigated. Compressional wave velocity, density, porosity, and shear strength were measured at 10cm interval's along the core depth. Sediment texture(grain size, sand, silt, and clay contents) were also measured and correlated with the physical properties(density, porosity, and shear strength). The physical and acoustic properties of the sediment changed gradually from the Kwangyang Bay to the shelf area in accordance with the distance from the input source of the terrigenous sediment. The Yeosu Sound acted as a route of sediment transport from the estuary(the Seomjin River) to the shelf and vice versa. The physical and acoustic properties of the Yeosu Sound sediment conformed to an intermediate stage between river mouth and shelf areas. These results can be utilized to trace the influence of the Seomjin River on the so-called mud belt of Korea.

• Journal of Korea Port Economic Association
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• v.35 no.4
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• pp.169-186
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• 2019

This study suggests a development direction by comparing the cargo throughput of the port of Yeosu-Gwangyang during 2007-2015 with that of domestic ports. It derived a concentration index (HHI) of cargo throughput in domestic ports by Yeosu-Gwangyang port docks, shipping companies, and abroad regions. The main results were as follows. First, in terms of total cargo handled, the port of Yeosu-Gwangyang was second only to the port of Busan, and the HHIs for the past nine years were relatively low. Second, the port of Yeosu-Gwangyang ranked first for total import and export cargo throughput, showing relatively stable HHIs from 2007 to 2015. Third, the HHIs of container handling performance by national shipping companies showed stable levels below 1,800. Fourth, there were no regions where cargo volume was noticeably concentrated in the port of Yeosu-Gwangyang, and it showed cargo throughput across various abroad regions. While changes in national shipping companies are expected after the Hanjin Shipping Crisis, there should be no serious concern regarding the dependence of the port of Yeosu-Gwangyang. It is expected to develop further by realizing the full use of all its facilities, diversifying the tenants in the Yeosu-Gwangyang area, and improving the demurrage rate.

• Journal of Korea Port Economic Association
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• v.28 no.3
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• pp.111-125
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• 2012

This study investigates the behavioral characteristic difference of the container volumes of three ports-Gwangyang, Incheon, and Pyeongtaek-Dangjin. All series span the period January 2003 to December 2011. I first test whether the series are stationary or not. I can reject the null hypothesis of a unit root in each of the level variables and of a unit root for the residuals from the cointegration at the 5 percent significance level. I hitherto make use of error-correction model and find that Gwangyang port is the slowest in adjusting the short-run disequilibrium, whereas the adjustment speed of Incheon is much faster than that of Gwangyang. The impulse response functions indicate that container volumes increase only a little to the negative shocks in exchange rate, while they respond positively to the shocks in the business activity in a great magnitude and decay very slowly to its pre-shock level. meaning that the shocks last very long. The accumulative response to the exchange rate increase of 20 won per dollar and the 5 point industrial production increase is the smallest in Gwangyang, no more than a half of that of two ports. The intervention-ARIMA models also forecast that Gwangyang port will have much lower growth rate than Incheon and Pyeongtaek-Dangjin port in trading volumes.

• Journal of Korea Port Economic Association
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• v.25 no.1
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• pp.87-106
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• 2009

This paper is intended to suggest benchmarking ascension for the Gwangyang Port as a hub for international logistics. Most countries that seek to join. and lead, the global trading system as they work to develop production and logistics systems that establish a reputation for leadership in international logistics. Our focus in this research is on the Gwangyang Port and whether Gwangyang Port is capable of carving out a competitive niche as a hub of international logistics. Our analysis is based on comparison and analysis with benchmark port developments around the world. As proposals to promote and activate Gwangyang Port as a hub for international logistics, we recommended in this paper several benchmarks. First, Gwangyang Port FTZ must strengthen the incentive system for tenant companies and providing an inducement for new global companies. Second, Gwangyang Port needs to moderation of regulation on the investment tenant companies and strengthening one-stop service. Third, it is required to stabilize labor and management relationship and securing of flexibility of labor market. Lastly, Gwangyang Port must strengthen mutual interaction of Free Economic Zone (FEZ), Customs Free Zone(CFZ) and Free trade Zone(FTZ) in Korea.

• Journal of Environmental Science International
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• v.11 no.7
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• pp.637-650
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• 2002

This study presents an investigation of the changes of the currents in Kwangyang Bay due to the construction of harbor, reclamation and coastal developments. Currents were simulated by the numerical experiments with a diagnostic multi-level model and using the seasonal oceanographic data of temperature, salinity and ocean current. The values of kinetic and potential energies for the currents were calculated in cases of three topographical changes; before coastal developments, the existing state and after completion of the development project in Kwangyang Bay. The changes of currents due to the coastal developments are as follow; Kinetic energies of tide induced residual currents and wind driven currents decreased by 35~40 percent and 5 percent respectively, however those of density currents increased by 10 percent since the decrease of the coastal areas. Kinetic energy of residual currents including tide induced residual currents, density currents and wind driven currents reduced by 10 percent compared with before the coastal developments. Decrease of current velocity was greatest in summer. Therefore, in summer it was assumed that the Kwangyang Bay is more easily polluted by stratification and decrease of residual current than before the coastal developments carried out.

• Journal of Korea Port Economic Association
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• v.26 no.1
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• pp.105-130
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• 2010

Container terminals in Gwangyang Port are facing in domestically and internationally a lot of changes including opening of Busan New Port and China ports. Compared to new ports, container terminals in Gwangyang Port possess old equipment and facilities. Therefore, in order for Gwangyang Port to maintain its service level and remain competitive, it needs to undergo remodeling to enhance productivity economically. Remodeling activities should be implemented on a continual basis by developing and applying new technologies such as those for gate system, yard system, berth system. In order to review the alternative, we performed questionnaire survey and expert interview. From the results of analysis, we suggested remodeling technology alternatives, priority of remodeling and improvement effect by remodeling introduction stage.

• Journal of Korea Port Economic Association
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• v.24 no.3
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• pp.1-22
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• 2008

This paper deals with the waterfront development in Gwangyang Port (GP), Korea. This study aims to identify the waterfront development type and suggest its policy direction of international GP, Korea. It consists of three main sections: basic theory of port waterfront development, analysis of the experiences in port waterfront development, and the type and its policy directions of waterfront development in GP. This research is mainly based on a review of current reports / papers, an analysis of secondary data and a consultation with related experts. Port waterfront is an important area for increasing Gwangyang's attractiveness and strengthening its competitiveness. Considering port function in urban area, Gwangyang should thus implement the comprehensive plan for the port waterfront.