• Journal of Korea Port Economic Association
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• v.28 no.3
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• pp.73-89
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• 2012

As the environment surrounding ports is rapidly changing and ports competition in Southeast Asia has become more severe to secure cargo volumes, ports strive to enhance their competitiveness by improving the efficiency of operations. The operational efficiency of ports, plays a crucial role to improve a nation's. This study aims to analyze the efficiency of container port and its determinants during over five year(2006 to 2010) period using DEA-O and Tobit regression respectively. The results show that firstly, Gamman is the most efficient container terminal, followed by New Gamman container terminal and Hutchison Busan container terminal. Secondly, it is notable that the efficiency of Busan Newport is dramatically increasing, and finally, the yard productivity of the container port is only influencing determinant of all.

• Journal of Korea Port Economic Association
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• v.29 no.2
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• pp.81-111
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• 2013

Along with a general growth in living standards there has been a corresponding increase in the demand for tourism. Cruise based tourism, in particular, has become one of the most dynamic and dramatic growth sectors in the tourism industry over the last 20 years, including in the Northeast Asian region. In line with the growth of passenger numbers, the number of cruise ships and their berth capacities has increased significantly since the late 1970s. Korea, as a peninsular nation, has also experienced a rapid growth in cruise passenger numbers. The national economy has greatly benefited from this as the industry acts as an income generator, creating new jobs and potential investments and in developing local tourism. Ports play an important role in the development of any national cruise industry, providing not only ship berths but supply and bunkering facilities and a gateway to local tourism opportunities. The selection of the optimal cruise port location is an important and complex problem because the decision makers have to consider a large number of criteria which have a significant effect on the economy, environment, human life, and society. This paper investigates those criteria that are significant in developing a successful cruise port by employing a questionnaire survey of major cruise port users - shipping companies and tourism companies. The ports, surveyed in this study are Busan, Incheon, Yeosu and Jeju. All have been identified as important potential cruise ports in the Korean Government's 'The 3rd Port Basic Plan (2011-2020)'.

• Journal of Korea Port Economic Association
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• v.38 no.4
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• pp.65-85
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• 2022

In this study, in order to derive the priority of indicators and sustainability areas of smart ports, which means ports in the digital era, previous studies and ESG, which have recently been indispensably introduced in all industries worldwide, were studied together. A hierarchical structure was established with upper evaluation items and 20 lower evaluation items in four areas (operational, environmental, social, and governance), and a relative evaluation method of weighting items among the AHP techniques was applied. The pairwise comparison questionnaire consisted of a 9-point scale proposed by Satty (1980). A survey was conducted targeting working-level workers who perform sustainability or ESG(Environmental, Social, Governance)-related work at four representative port authorities in Korea (Busan, Incheon, Ulsan, Yeosu Gwangyang). In order to increase the accuracy of the analysis results, AHP analysis was conducted on 17 questionnaires with a consistency ratio of 0.1 or less. As a result of the analysis, it was confirmed that among the four areas representing the sustainability of domestic smart ports, the operation area had the highest priority, followed by the environment area. In addition, looking at the overall priorities for the 20 detailed indicators, indicators such as operational efficiency, operational planning, energy management, and pollution measurement and management system were found to have high priority. On the other hand, it was confirmed that the social and the governance areas had relatively low importance compared to other areas.

• Journal of Navigation and Port Research
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• v.26 no.2
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• pp.177-182
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• 2002

In inner harbour of Incheon port, there are two lock gates (50KT, 10KT) which have two gates per lock gate in inner/outer sides except a gate in inner harbour side of 10KT. Due to the lack of the fore-mentioned gate, the use of 10KT lock gate is suspended in energy 3 years for regular maintenance. Now an additional gate is under construction in order to improve the efficiency of the 10KT lock gate. This paper will be aimed to evaluate the operational utilization levels of lock gates in present and future. The operational utilization levels of lock gates in 1998 are evaluated 0.2119 in 10KT lock gate, 0.2061 in 50KT lock gate which were considered the 46.5 closed days every 3 years for 10KT regular maintenance. The levels are estimated to 0.2246(10KT), 0.2539(50KT0 in 2006 and 0.2241(10KT), 0.2560(50KT) in 2011. The levels of 50KT lock gate in 2011 are evaluated to be more rapidly increased up to 24.5% from the levels in 1998.

• Journal of Korea Water Resources Association
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• v.30 no.6
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• pp.611-620
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• 1997

The history of Tidal Bench Mark(TBM) at four major tide observation stations on the the Korea West Coast is reviewed. The data concerned with the local mean sea level(LMSL), the datum level(DL), and TBM is collected and checked. The values of LMSL surveyed by Rural Development Corporation(RDC), Office of Hydrographic Affair(OHA), and Office of Port Affair(OPA) are compared so that their unbiased MSLs at four stations are determined. Kriging model is introduced to estimate the design levels for tide; DL, MSL, and high water spring tide(HWOST). The estimated design level is well fitted with the sample data. The value of the identified drifts increase with the latitude. The estimated semi-variograms ${\gamma}(h)$ show self similarity. The values of the ${\gamma}(h)$ for DL and HWOST are 0.005 times as much as the values of ${\gamma}(h)$ of MSL.

• Journal of Korean Society for Geospatial Information Science
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• v.22 no.3
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• pp.47-56
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• 2014

Recently, the velocity of sea-level rising has increased due to the global warming and the natural disasters have been occurred many times. Therefore, there are various demands for the integration of vertical reference datums for the ocean and land areas in order to develop a coastal area and prevent a natural disaster. Currently, the vertical datum for the ocean area refers to Local Mean Sea Level(LMSL) and the vertical datum for the land area is based on Incheon Mean Sea Level(IMSL). This study uses 31 points of Tidal Gauge Bench Mark (TGBM) in order to compares and analyzes the geometric heights referring LMSL, IMSL, and the nationally determined geoid surface. 11 points of comparable data are biased more than 10 cm when the geometric heights are compared. It seems to be caused by the inflow of river, the relocation of Tidal Gauge Station, and the topographic change by harbor construction. Also, this study analyze the inclination of sea surface which is the difference between IMSL and LMSL, and it shows the inclination of sea surface increases from the western to southern, and eastern seas. In this study, it is shown that TGBM can be used to integrate vertical datums for the ocean and land areas. In order to integrate the vertical datums, there need more surveying data connecting the ocean to the land area, also cooperation between Korea Hydrographic and Oceanographic Administration and National Geographic Information Institute. It is expected that the integrated vertical datum can be applied to the development of coastal area and the preventative of natural disaster.