• Journal of Korea Port Economic Association
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• v.34 no.3
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• pp.113-132
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• 2018

Mokpo port marked the $131^{st}$ anniversary of its opening in 2018. while the Mokpo has taken the new port development initiatives, it is limited by inefficient port functioning due to the lack of maritime port policy and government investment. Hence, port logistics has not been activated. Additionally, studies on Mokpo port have not been conducted, and knowledge available on the port is declarative in nature. On the other hand, research on port competitiveness focuses on how to analyze the factors that determine port competitiveness. Therefore, this study was intended to expand the existing research on Mokpo port and conduct an analysis of non-competitiveness factors and suggested improvements by considering the operational aspect of Mokpo port. In this regard the importance of non-competitiveness factors was assessed through an analytic hierarchy process(AHP) analysis and the influence of the non-competitiveness factors was analyzed through an fuzzy structural modeling(FSM) analysis. The result of the AHP analysis show ed the important non-competitiveness factors included the deactivation of industrial complexes around Mokpo port, the number of liner route, the cost of the pilot and tug. Accor ding to the FSM analysis, the top level included the non-competitive factors at Mokpo port; the intermediate level included the number of liner routes, cost of pilot and tug, enrance and clearance fee, costs of inland transportation, fee for port facilities, and loading and unloading costs; and the bottom level comprised the most non-competitive factors including the deactivation of industrial complexes around Mokpo port, hinterland connectivity, access to international port, incentives, and cost of transportation and storage. Based on the results of analysis, improvements were suggested for non-competitive factors of Mokpo.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.6
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• pp.47-61
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• 2016

The present study analyzed the railway transport characteristics of bulk cargo flowing in and out of trade ports in South Korea. Bulk cargo transport in freight stations located behind trade ports was examined using actual flow data, and new implications were drawn accordingly. The results showed that bulk cargo volume in freight stations located behind trade ports is gradually decreasing, and it is also failing to secure a competitive edge against road transport. This downfall can be mainly attributed to the decrease in competitiveness of railway transport as well as the emergence of new trade ports that do not have lead-in track for port. Therefore, greater effort is required to strengthen the connection between new trade ports and railway freight stations.

• Proceedings of the Korean Society of Coastal and Ocean Engineers Conference
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• 1997.10a
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• pp.1-9
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• 1997

우리나라는 세계 12위 무역국으로 수출입 물동량의 99.7%가 항만을 통해 처리되고 있어 항만물동량은 매년 12%이상 급증하고 있으나, 항만시설 확보율이 '80년대 이후 갈수록 떨어져 '96년도에는 65%에 불과하게 되어 시설부족이 매우 심각한 실정에 이르렀으며, 항만적체에 따른 수출입 상품의 적기수송 차질과 물류비의 증가로 인하여 가뜩이나 어려운 우리경제에 있어 경쟁력 약화의 주요 원인이 되고 있다. (중략)

• Journal of Korea Port Economic Association
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• v.26 no.1
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• pp.234-258
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• 2010

This research attempts to explore the competitive advantage of the Busan New Port based on the comparative analysis against the major ports. The competitive environment of the global shipping business poses a variety of challenges for the port authorities. Pursuing the hub position in the Northeast Asia, Busan new port needs an in-depth competitive analysis against the major ports in Singapore and China. This research proposes the strategies to exploit the locational advantage of the port while upgrading the operational efficiency. The recent development of the information technology suggests a viable solution for the Busan port.

• Proceedings of the Korea Information Processing Society Conference
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• 2019.10a
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• pp.872-875
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• 2019

우리나라의 수출입 화물 물량의 대부분은 항만을 통해 처리되고 있으며, 취급화물의 다양성과 선박의 대형화로 주변 국가들의 항만간 경쟁으로 심화되면서 항만 비용의 증가로 발생되고 있다. 이는 항만업무의 효율화와 생산성의 증가로 비용 감소효과를 바라볼 수 있는데, 4차 산업혁명의 주요 기술인 인공지능(OCR, AI알고리즘, 머신러닝, RPA등)의 기술 적용으로 개선할 수 있다. 본 연구에서는 이와 관련된 실질적 항만업무와 관련된 기술을 적용하여 업무의 효율화와 생산성 증가의 기술적 검증을 통해 항만의 경쟁력 강화와 국가 물류발전의 기술적 향상을 도모하고자 한다.

• Journal of Intelligence and Information Systems
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• v.5 no.1
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• pp.145-166
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• 1999

오늘날의 컨테이너 터미널의 실정은 예산 및 부지확보의 어려움, 그리고 환경문제 등에 부딪혀 시설 확충 및 신설이 거의 불가능하다. 따라서, 경쟁력이 있는 터미널이 되기 위해서는 터미널의 운영방법을 개선하고 자동화하여 컨테이너 트럭, 선박 등 운송수단의 대기시간과 취급장비의 사용을 줄여줌으로써 물류비용을 감소시키는 동시에 소비자에 대한 서비스 수준을 높이고, 결과적으로는 항만의 국제 경쟁력을 높일 수 있기 때문에 효율적인 운영방법에 대한 연구가 더욱 요구되고 있다. 본 논문에서는 터미널의 운영방법의 중요한 요소인 컨테이너 장치위치 결정법에 출고지역, 출고 날짜, 무게 등의 복합 결정요소를 적용하여 이를 자동화하는 계획(planning) 시스템을 구현하고자 하며, 계획자의 구현에 초점을 두고있다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2003.05a
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• pp.273-280
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• 2003

The purpose of this study is to identify and evaluate the competitiveness of ports in ASEAN(Association of Southeast Asian Nations), which plays a leading role in basing the hub of international logistics strategies as a countermeasure in changes of international logistics environments. This region represents most severe competition among Mega hub ports in the world in terms of container cargo throughput at the onset of the 21 st century. The research method in this study accounted for overlapping between attributes, and introduced the HFP method that can perform mathematical operations. The scope of this study was strictly confined to the ports of ASEAN. which cover the top 100 of 350 container ports that were presented in Containerization International Yearbook 2002 with reference to container throughput. The results of this study show Singapore in the number one position. Even compared with major ports in Korea (after getting comparative ratings and applying the same data and evaluation structure), the number one position still goes to Singapore and then Busan(2) and Manila(2), followed by Port Klang(4), Tanjugn Priok(5), Tanjung Perak(6), Bangkok(7), Inchon(8), Laem Chabang(9) and Penang(9). In terms of the main contributions of this study, it is the first empirical study to apply the combined attributes of detailed and representative attributes into the advanced HFP model which was enhanced by the KJ method to evaluate the port competitiveness in ASEAN. Up-to-now, none have comprehensively conducted researches with sophisticated port methodology that has discussed a variety of changes in port development and terminal transfers of major shipping lines. Moreover, through the comparative evaluation between major ports in Korea and ASEAN, the presentation of comparative competitiveness for Korea ports is a great achievement in this study. In order to reinforce this study, it needs further compensative research, including cost factors which could not be applied to modeling the subject ports by lack of consistently qualified in ASEAN.

• Journal of Navigation and Port Research
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• v.46 no.3
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• pp.216-226
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• 2022

The industry trends of major global shipping and ports in the world are changing rapidly because of the spread of COVID-19, resulting in the reorganization of GVCs by global companies, and strengthening of environmental regulations by IMO. Based on these environmental changes, Busan Port was ranked 5th in the global container port rankings in 2013. However, since the outbreak of COVID-19, Busan Port's global container port ranking in 2020 fell to 7th, behind Qingdao Port. In the post-Corona era, for Busan Port to compete with global container ports and gain a competitive edge in the port, it is necessary to accurately identify the competitive factors of Busan Port and establish a comprehensive policy. Thus, the purpose of this study was to analyze how the competitive factors of Busan Port have changed in the selection of ports by current global shipping companies, compared to the first study conducted in 2005. Additionally, a comprehensive policy plan was established by identifying factors impacting the frequency of future calls as well as the growth potential of Busan Port, through a stepwise multiple regression analysis. As a result of the analysis, it was found that the call preference and growth potential of Busan Port in the post-Corona era are most affected by 'port facilities'. And it was found that the calls frequency in the future is most impacted by 'the geopolitical location' factor.

• Journal of Navigation and Port Research
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• v.30 no.10 s.116
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• pp.801-808
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• 2006

To create the value-added in the field of the shipbuilding, we have to vitalize the marine equipment industry. However the competitiveness is inclined to its outward than inward in the field of the shipbuilding in our country. Especially the field of the marine equipment industry needs to acquire the competitiveness as soon as possible in comparison with an advanced country. Therefore, this paper analyzes the characteristics of the marine equipment, the present situation of the marine equipment industry, the present situation of the demand-supply, the localization of the marine equipment, so that it can raise the competitiveness of the marine equipment industry. Based on this paper, it is the purpose of this paper to derive the alternative for acquiring the competitiveness. This paper is trying to find the way to progress the marine equipment industry and suggest well-founded data for acquiring the competitiveness.

• Journal of Korea Port Economic Association
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• v.31 no.4
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• pp.189-207
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• 2015

The purpose of this study is to examine the relationship between the network characteristics of ports and their performance that is represented by port competitiveness for the port operators. The study employs Social Network Analysis (SNA) to evaluate network characteristics comprising four centrality indices. For this research, data from Containerization International Yearbooks for 2006-2011 is used to analyze the service networks of 20 major liner shipping companies. In SNA, nodes (vertices) in the network are the ports and links (edges) in the network are connections realized by vessel movements, such that the liner shipping network determines the port network. In addition, panel regression analysis has been employed to investigate the relationship between port network characteristics and their performance. The results suggest that the four centrality indices identify the roles of the world's major ports from 2006 to 2011 and that port performance is determined not only by macroeconomic variables and service capabilities but also by the eigenvector centrality of ports in networks.