• Journal of Korea Port Economic Association
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• v.27 no.2
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• pp.39-57
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• 2011

Recently Incheon Port and Pyeongtak·Dangjin Port called as Capital Region Ports have enjoyed ever-increasing cargo volumes. However, there is a lack of research on this region while plenty of outputs were suggested on mega hub and regional hub ports in terms of shipping companies and stakeholders' port choice criteria. To identify and evaluate the Capital Region Ports, this paper identifies the factors and sub-components influencing their port choice and presents a structure for evaluating them. Based on the literature related to port selection and competition, a regional survey employed Factor Analysis to reveal that 'port facility and link', 'cost and service', 'port hinterland' and 'information service and port operation policy' are the determining factors in these regions. From the overall evaluation using Fuzzy Theory, Port of Incheon Port obtained high score compare to that of Port of Pyeongtak Dangjin.

• Proceedings of the Korea Society for Simulation Conference
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• 1998.03a
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• pp.37-37
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• 1998

현재 정부는 우리나라 물동량 증가에 따른 수도권 항만의 기능 재정립 및 신항만 입지를 선정하기 위한 조사·연구를 진행중이다. 본 연구에서는 현행 인천항의 항만 시스템과 신규항만 시스템에 대한 컴퓨터 시뮬레이션 모형을 개발하여 신항만 개발로 인한 선박대기시간의 감소 및 항만 체류 시간의 감소 등을 예측하였다. 이 결과는 신항만 개발의 경제적 타당성 분석에서 사용자 편익으로 활용될 수 있다. 시뮬레이션 모형은 ARENA를 이용하여 개발하였다. 수도권 항만 즉 인천항에서 처리되는 화물은 양곡을 비롯한 12개 품목이며, 각각의 화물은 5단계의 규모별로 나누어 선박의 도착간격 및 재항시간 분포 등을 1995년 인천항의 실제 자료를 토대로 추정하였다. 선박의 도착간격은 지수 분포로 나타났으며, 서비스시간은 삼각분포(Triangular Distribution)로 근사되었다. 화물량 예측치가 1996, 2001, 2006, 2011, 2020년으로 되어 있고, 이에 따른 신항만 입지 및 규모가 결정됨에 따라 각 연도별로 신항만을 개발할 경우와 개발하지 않은 경우의 각각에 대한 연간 화물별 선박대기 시간 및 재항시간 등을 추정하였다.

• Journal of Korea Port Economic Association
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• v.23 no.2
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• pp.87-107
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• 2007

A rapid growth of interregional trade between China and Korea requires new development and expansion of ports. Currently, there is no rail-ferry system between China and Korea, however, a rapid growth of car-ferry industry shows possibilities. Several candidate cities and regions in East part of China and West part of Korea are selected. We identified times in clearance and station-to-station services as major benefits. We compared three transport modes including candidate cities and regions: container ships, car-ferry and rail-ferry. We used AHP (Analytic Hierarchy Process) as an evaluation method to select most competitive rail-ferry routes between two countries. We also used 7-point Likert scales to find out bottlenecks and factors to introduce rail-ferry services as other questionnaires. As a result, Rail Ferry System(RFS) is a little expensive due to wagon loading efficiency in cargo hold of the ship compared to Car Ferry System or Liner Shipping System. But RFS is recommendable in case of Block Train transport between Korea and EU area by may of TCR and TSR comparing Car Ferry System, because it can reduce total transport cost and connecting procedure at border lines of passing countries.

• Journal of Korea Port Economic Association
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• v.24 no.4
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• pp.237-255
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• 2008

This paper aims to clarify if clustering effects among industries exist and if port-industry clustering effects exist. A knock-down approach was used in a survey and 16 industries were categorized. We defined which industry is more competitive in industry clusters and port-industry clusters. Another survey to experts was carried out to identify which industry is more appropriate to one of the three ports in Sudokwon (Seoul Metropolitan Areas): Incheon port, Pyungtaik port and Dangjin port. Five manufacturing industries are selected considering port-industry clustering relationships in this area and Analytic Hierarch Process was used for a pairwise comparison. Locational, social and economic factors are selected for 1st level. A result shows that Incheon port is more competitive in petroleum manufacturing, primary metal manufacturing and rubber and plastic manufacturing and Pyeontaik port is more competitive in metal assembly manufacturing and automobile and trailer manufacturing. However, sensitivity analysis shows a turnover of ranking in some industries. As there exist slight differences among three ports, cooperation is necessary when the government and Port Authorities make plans.

• Proceedings of the Safety Management and Science Conference
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• 2002.11a
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• pp.133-138
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• 2002

인천항은 동북아 경제권의 중심항만으로 경인공업지대 및 수도권지역에 각종 원자재를 공급하며 수도권 일대에서 필요로 하는 소비물자의 적기공급등 국가경제발전에 중추적 역할을 담당하고 있다. 또한 인천항은 대 중국화물, 장래 남북화물을 유치하는데 아주 유리한 여건에 있어 인천지역의 물동량은 해마다 더욱 증가할 것으로 예상된다. 하지만 인천항의 처리능력의 한계를 이미 넘어섰고 이로 인해 만성적인 체선 · 체화현상이 발생하고 있다. 이러한 항만시설의 부족은 항만시설의 신규건설을 통한 항만공급 능력의 확대가 장기적으로 바람직하나 현실적으로는 항만시설의 기능재배치를 통한 운영효율화로 시설능력을 증대해야 한다. 본 연구에서는 시뮬레이션을 이용하여 시설소요 화물량과 하역능력을 비교하여 하역능력이 절대적으로 낮은 화물과 하역능력이 높은 화물을 부두별로 재배치함으로써 시설능력의 증대를 도모하고자 한다. 특히 인천항의 기능재배치의 시뮬레이션을 위한 본 시스템은 화물의 이동이나 화물량의 변화, 선석의 배정규칙을 변경하여 여러 가지의 시나리오를 설정할 수 있고, 이에 대한 결과를 하역사, 화물군, 부두별로 분석하여 영향을 검토함으로써 항만운영계획에 대한 의사결정을 지원할 수 있을 것이다.

• Journal of Korea Port Economic Association
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• v.27 no.4
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• pp.291-311
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• 2011

The modern ports have become multi-functionalized and network-centralized over time. Recently the development of industry in the land behind the port area has become very important for port itself. Furthermore, the port functions as a finance center and an integrated function of the main bank of the world. It will be necessary for Inchon port to pursue the policy for building itself as a hub center for logistics integration and building network in the region of Northern-East Asia and Seoul Capital City area in order for Inchon port to support and develop various industries through utilizing each aspect of the industrial complex in these areas. By doing this, it will act as a policy for strengthening competiveness for Inchon port. The sharp increase of cargo movement from rapidly developing Industries in China will become a good opportunity for strengthening the competitiveness of Inchon port. However, considering the characteristics of the ports competitiveness, this policy must quickly overcome the difficulties of Inchon port.

• Journal of Korea Port Economic Association
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• v.30 no.1
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• pp.143-157
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• 2014

Most metropolitan shippers (MS) have used trans pacific route (TPR) or Asia-Europe route (AEP) through Busan port (BP). If Incheon new port (INP) sets up the deep water-depths under -16m, however, there might be a change in MS's port choice behavior (PCB). In this respect, the aim of this paper is to estimate an INP's allotment rate for metropolitan cargo using Logit Model (LM) considering changing global shipping and port environment. This paper reviews previous studies related to shippers' PCB then sets up the utility function (UF) including the dummied dependent variable which is comprised of BP and INP, and some independent variables such as the frequency of liner shipping route (TPR), inland transportation fare, and the rate of container terminal service. As a result of LM analysis, BP has 0.6618 and INP has 0,3382.

• Proceedings of the Korean Society of Coastal and Ocean Engineers Conference
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• 1997.10a
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• pp.16-18
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• 1997

아산항은 초기에는 인천항의 보조항으로써 수도권 공단을 지원하는 공업항으로 개발하고, 최종적으로는 수도권의 제 2 관문항으로써, 서해 중부를 대상으로 중추 항만의 기능을 가질 수 있도록 개발 방향이 설정되어 있다. 아산항 배후의 세력권은 아산만으로부터 반경 30 - 40km 내 지역인 경기 남부의 충남ㆍ북부 일부와 수도권이 포함되어 있다. (중략)

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2012.10a
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• pp.345-347
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• 2012

2012년 4월 28 ~ 5.13일 까지 서해안 인천항 부근 및 수도권 서북지역에서 발생한 GNSS 재밍에 대한 전파측정 및 신호분석 결과입니다.

• Journal of Korea Port Economic Association
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• v.34 no.1
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• pp.111-132
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• 2018

As China continues to evolve as a major economic power and the Free Trade Agreement (FTA) between the Republic of Korea and China was ratified on June 1, 2015, market volume between the two countries is expected to grow more rapidly. This study aims on improving the efficiency of car-ferry lines. We conducted two surveys- for shippers and forwarders of car-ferry companies, and container liners. The study analyzes the decision factors for delivery companies and their importance for shippers and forwarders of car-ferry companies and container liners. Based on analysis of prior studies on the competition for car-ferry companies and liners, three primary variables are selected-promptness, economics, and safety. The promptness variable consists of shipping time, loading/unloading time, and customs clearing time. The economic variable consists of marine transportation cost from a domestic harbor to China, loading/unloading cost in the harbor, and overland transport cost from the harbor to shippers inland. Finally, the safety variable consists of cargo damage rates, safety facilities, such as lashing and shoring, and punctuality of transportation time. The survey and AHP results show that the promptness, safety, and economics factors are 0.549, 0.309, and 0.142 in the shipper groups of car-ferry companies' category, respectively. It indicates that there is considerable difference in the importance of each factor. In contrast, the factors are 0.350, 0.348, and 0.302 in the forwarders category, which suggests that there is little difference in each factor's importance. As for shippers and forwarders of liners, the importance of each factor is found to be in the following order: economics, safety, and promptness.