• International Area Studies Review
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• v.15 no.2
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• pp.51-76
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• 2011

Since Japanese government took reformative measures of public investment in the period of 2000s, this paper investigates how the economic effects of public investments has improved in the period of 2000s. The empirical findings do not show that the output elasticity with respect to public capital has been higher in the 2000s than that of 1990s. Rather, some output elasticity estimates for 2000s has lowered after the advent of year 2000. In addition, the impact of public capital on the productivity of private capital has not improved in the 2000s compared with that of 1990s in Japan. Another major finding shows that the crowding-out effect of public investment has been stronger in the 2000s than before. Those findings imply that the reforms done by Japanese government in the 2000s regarding public investment do not spread out into the private aggregate production and investment.

• Journal of Korea Port Economic Association
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• v.32 no.4
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• pp.89-107
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• 2016

It is a critical problem of the Busan container cargo market that serious competition between the north port terminal and the new port terminal is weakening port of Busan's competitiveness. To avoid this serious competition, Busan Port Authority(BPA) has executed a cargo-rate approval system from last year. However if Busan's container terminal operators do not accept this system, the execution performance will be insufficient. Therefore, the purpose of this study is to test the effect of cargo-rate approval in the Busan container cargo market. To attain this research purpose, the current situation was analyzed and the existing papers were investigated. Therefore, cargo-stabilizing factors were extracted and the moderated effect between these factors and cargo-rate approval was tested. The results are as follows. First, three cargo stabilizing factors-(market structure, market behavior, and BPA)-appear to have a strong positive impact on the stabilizing effect; however, the factors that are handled by the operators can not influence the stabilizing effect. In particular, market behavior factors, such as cargo-rate dumping restriction, contributed to stabilizing cargo market. Second, The results appear to have a strong positive impact on the moderated effect as well as the cargo-rate approval. These research results show that the execution of cargo-rate approval is important in stabilizing the cargo market. Therefore, stabilizing the cargo market will contrubute to improving the image and bargaining power of the Port of Busan.

• 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.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.1D
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• pp.41-47
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• 2006

The construction of traffic facilities has generated a variety of problems in the equality and efficiency when it would be planed and evaluated. One of the reasons for these phenomena isn't the definition of an objective standard about benefit items. Thus, results of evaluation couldn't give a demonstration of confidence. But, the traffic facility construction and its operation costs are securely appeared. Therefor, it will be demonstrated to decide the benefit items in this study. Before deciding the items, user's satisfaction evaluation and economic analysis would be carried. We find out subway user's satisfaction higher than load traffic mode user in satisfaction evaluation, while subway's economic feasibility is lower than load facility, as a result of B/C analysis. In this inconsistent results, we found out that the benefit value is a little lower because of indefinite standard of it's items as comparing Busan Metropolitan City's population with subway's modal split ratio. Accordingly, we enumerate some benefit items in the case of feasibility evaluation as constructing traffic facility. And each of evaluation items' weight is estimated by using ANP. We found out that the weight value of accessibility has the highest one, that of punctuality has second, that of travel time has third, and benefit items according to improvement of user's traffic condition have much more important than those which were considered in the existence economic analysis.

• Journal of Digital Contents Society
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• v.8 no.2
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• pp.213-225
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• 2007

This study confirms Busan area medium and small enterprises' position and analyzed present condition and actual conditions of swing Korea measure and consumer's attitude about measure in general circumstance that our country medium and small enterprises is placed in information. According to result that analyze Busan area medium and small enterprises' information level, Busan was expose by whole country average low including the electron commercial transaction rate. When consider weight that Busan economy occupies in gross domestic product, information differential of medium and small enterprises of Busan area is subject that must improve urgently and seriousness point is true that information differential of manufacturing industry is main factor more. Therefore, urgent agenda should be the activation of manufacturing industry information assistance measure and extension of current manufacturing technique information assistance business for Busan economy. Also, at problem solution progress, Busan is thought that must come looking for seat role actively.

• 월간 기계설비
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• s.4
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• pp.84-100
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• 1990

한미통상마찰등에 가려 관심권 밖으로 밀려나 있던 GATT(관세 및 무역에 관한 일반 협정) 우루과이 라운드 협상이 올 연말 협상 타결이 시한으로 다가옴에 따라 자국에게 좀더 이익이 갈 수 있도록 하기 위해 부산한 움직임을 보이고 있다. UR협상은 동구권의 자유시장 경제체제로의 편입과 함께 세계 경제질서의 재편을 가져오는 가장 중요한 변화 요인으로서 대외에 개방적 운용이 불가피한 우리의 경제에 커다란 영향을 미칠 것으로 전망되고 있다. 건설부문도 예외는 아니여서 정부 및 관계자들이 우리쪽으로 유리한 타결을 위해 고심하고 있다.

• 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.

• Journal of Korea Port Economic Association
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• v.27 no.4
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• pp.187-205
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• 2011

In considering the size of container logistic flow of Korea, one-port as a hub port is desirable in Busan Port, but as development of Busan Port and Gwangyang Port began as two-ports, they are good as mega hub ports. In case when ports of other regions such as Incheon Port are additionally developed, it is very likely that they become feeder ports rather than mega hub ports. As capital area uses Incheon Port and Pyeongtaek Port for transportation, fierce competition arises due to excessive facilities of terminal companies and it is not easy to be profitable. Therefore, it is more profitable to develop regional hub ports centering on near-sea routes of Korea China Japan rather than local ports such as Incheon Port and Pyeongtaek Port for intensive trade and transportation in the capital area. To mitigate excessive competition between container terminal companies, we need administrative guidance to maintain adequacy through comparing tariffs between ports of Japan and China which are in competitive relations with Korean ports. This study analysed efficiency of container terminal companies in Gwangyang Port, Busan Port and Incheon Port using data for five years from 2006 to 2010. As analytical variables, length of quay, floor area of yard, the number of cranes and employees were analytical variables and a total freight volume was a productive factor.

• Journal of Korea Port Economic Association
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• v.37 no.2
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• pp.33-53
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• 2021

This study estimated the economic value of port redevelopment projects. The port redevelopment project consists of a combination of goods between market goods and non-market goods. The value of market goods can be measured at prices in the real market, but it is difficult to convert value estimates for non-market goods into currency values. Therefore, in this study, economic benefits of port redevelopment projects were estimated by the using the CVM. The estimated model used the Hanemann's model and the Bayesian approach to estimate the WTP of the sample group's using the single boundary model. Estimating the household's WTP, the Hanemann's model was estimated at KRW 10,038.33 and the Bayesian approach at KRW 12,217.1. As of the five-year period(discount benefits), the economic benefits of the port redevelopment project were estimated at 920.7 billion won for the Hanemann's model and 1.12 trillion won for the Bayesian model on a national basis. Meanwhile, as a result of estimating economic benefits(discount benefits) based on the administrative districts of Busan·Gyeongnam·Ulsan regions(five-year period), the Hanemann's model was estimated at KRW 140.4 billion and the Bayesian approach was estimated at KRW 170.8 billion.

• International Area Studies Review
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• v.12 no.2
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• pp.125-145
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• 2008

Japan is now facing an aging society with fewer children. According to the demographic change in Japan, its economic effect on the economic growth has gained public attention. This paper focuses on the effect of the demographic change on economic growth in Japan, too. The first part illustrates the process of demographic transition in Japan. Thanks to successful Meiji Revitalizing Reform, Japan had experienced demographic transition earlier than the other East Asia countries. The second part of this paper describes relations between demographic factors and economic growth theoretically. In addition, it analyzes demographic effects on economic growth empirically using time series data of Japan from 1952 to 2005. It is the main finding of analyses that there are positive relations between demographic factor, including employment population rate, population rate and TFR, and economic growth. Therefore, in the near future, a decreasing labor force will cause economic stagnation in Japan. To overcome this problems, it is required to make various policies.