• 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.

• Journal of Navigation and Port Research
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• v.28 no.3
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• pp.177-184
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• 2004

The purpose of this study is to identify and evaluate the competitiveness of container ports in ASEAN(Association of Southeast Asian Nations) and Korea, which plays a leading role in basing the hub of international logistics strategies at the onset of the 21st century. Its ultimate purpose is to consider the relevant policy-making by comparing the competitiveness of ASEAN and Korea's container ports. This paper adopted the HFP method, which is an empirical analysis that evaluated the port competitiveness by quantifying it a, a qualitative attribute in the aforementioned area, where both ASEAN and Korea vie with each other for increasing container throughput. The results of this study showed that Singapore ranked the first in the subject of study in view of the competitiveness, followed by Busan(2) and Manila(2) as a leading group of the relevant ports in international logistics strategies. This analytic evaluation contributes to the empirical approach applied to policy-making by the HFP method, which is the newest research technique in social science through the comparative study of port competitiveness between ASEAN and Korea.

• Journal of Navigation and Port Research
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• v.30 no.3 s.109
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• pp.227-233
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• 2006

As North-east Chinese parts including Shanghai port grow rapidly, competition among the Far-East parts to be a hub port is getting higher, somebody has even raised a crisis of Busan port. However there are same constraints an the North-east parts such as weather aggravation and long distance from main truck routes. When we consider the competitiveness of port, weather aggravation should be considered as one of the significant factors. But previous studies have rarely examined these kinds of external factors of port operation Therefore, this study analyze constraints an the North-east Chinese parts through a survey of same national flag shipping companies and agencies of foreign shipping companies. The result shows that the mast significant constraint in the North-east ports is weather aggravation which causes problems for regular schedules of shipping, operation cast and customer service qualities etc.

• Journal of Korea Port Economic Association
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• v.35 no.3
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• pp.93-108
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• 2019

This study aims to suggest a containerization plan for non-standardized cargo; it also reveals the significance of containerization in facilitating freight inducement and cargo creation for increasing the competitiveness of the Gwangyang port container terminal and checking excessive competition among terminal operators. Therefore, this study suggested a containerization plan and its significance by dividing 14 items, ones with low containerization ratios or undergoing containerization, bulk, and liquid cargoes. In the case of general cargo, it will be necessary to raise the utilization rate by remodeling a general container or improving cargo loading techniques. In the case of bulk cargo, it will be necessary to exploit the benefits of containerization in preventing product deterioration due to rain, facilitating the sale of small orders, ensuring clean cargo handling, and reducing logistics cost, among others. In the case of liquid cargo, it will be necessary to order and sell liquid cargo in small quantities by using superior quality, safe, and durable Flexitank or Flexibag products, which offer transportation convenience and reduce time and costs.

• Proceedings of the Korea Port Economic Association Conference
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• 2007.07a
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• pp.133-158
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• 2007

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.06a
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• pp.34-48
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• 2006

• Journal of Korea Port Economic Association
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• v.36 no.3
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• pp.75-98
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• 2020

This study explores the incentive system in Korean ports to become a global logistics hub in Asia or to be competitive among Korean ports as a regional hub. First, we identified the types of port incentives in Korea and in overseas ports. We selected potential incentives applicable to Korean ports and compared whether they were meaningful, efficient, and effective in the short and long term. We selected IPA (Importance-performance Analysis) as an analytical method and surveyed users and experts. The results show that it is necessary and effective to provide incentives for new shipping companies, both export and import shippers, while setting criteria for reasonable incentives. Factors needed for improvement included simplifying and calculating the incentive request process, incentives for terminal operators, and new incentives, in addition to existing incentives. Policy-making organizations will also need to collect feedback on institutional improvements and raise awareness among users. Key factors for improvement include providing incentives for existing shipping companies. In particular, in order to actively manage systematic and efficient policies, incentive criteria for existing shipping companies need to be reconsidered.

• Journal of Digital Convergence
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• v.19 no.2
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• pp.117-133
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• 2021

This study aimed to identify its research trends using social network analysis(SNA). The results of the analysis showed that, for degree centrality, Busan Port(0.223) was the keyword that had the highest centrality, followed by DEA(0.060), AHP(0.056), and container terminal and port competitiveness(0.049). Busan Port(0.245) also had the highest betweenness centrality, followed by DEA(0.048), container terminal(0.044), AHP(0.039), and Busan New Port(0.032). The trend analysis inferred that efficiency analysis(DEA), strategy selection, and competition analysis(AHP) were the keywords with a high centrality for Busan Port to gain a competitive edge with global ports. However, research on the Fourth Industrial Revolution, which is emerging as a key issue, was insufficient. In the future, research using social data, such as mass media and social networks, is necessary.

• Journal of Korea Port Economic Association
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• v.27 no.4
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• pp.165-185
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• 2011

Transshipment traffic has significant meanings because it gives positive effects on increasing the container handling volumes in seaports, and revitalizes the regional and national development. Korean container port's transshipment traffic volumes, however, will slowly decrease due to the direct ships' calling into Chinese ports, which recently has a huge development plan. There are a lot of stress on forecasting the transshipment traffic volumes because the Korean container port development plans are designed based on this container traffic which consists of import and export traffic, and transshipment traffic. The transshipment traffic volumes are assumed to occupy 40% of total container traffic volumes. Despite of the importance of forecasting the transshipment traffic, a little studies are suggested using the concepts of the port competitiveness. In this respect, this study aims to estimate the Port Competitiveness Index and Transshipment traffic Volumes using the System Dynamics methodology. As a result, transshipment traffic volumes are predicted as: 20 million TEUs in Korea under the 4% annual increasing rates, 90 million TEUs in China under the 6% annual increasing rates, and 2.5 million TEUs in Japan under the 1% annual increasing rates respectively. The suggested results can be used to enhance the container port competitiveness and produce more transshipment traffic volumes.

• Journal of Navigation and Port Research
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• v.26 no.2
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• pp.167-175
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• 2002

Busan Port which is the representative social overhead capital facilities for international trade of goods has need the driving force for economic development in Korea. Therefore, the central government should play the major role in building a rear road to Busan Port in order that it may function as a moor port of Northeastern Asia through the systemization of mutual assistance among connected facilities, completely equipped with port-related facilities befitting to the principal port of imports and exports. In this study, the validity of container tax is being examined, analyzing container tax which is considered as an obstacle to the development of Busan Port and its purpose, and grasping the present conditions by the realistic speculation on container tax issues and its abolition. First, the port rear road as a social overhead capital facilities, which connects port and expressway, should be considered as part of port, and port is social overhead capital invested by government. Second, the Busan City imposes taxes on container. As a result, a shipper and a shipping company are paying a double charge by paying container tax with port dues. Third, Empty container and Tranship container are the factor of Busan city traffic jam but their was excluded from container tax. This is deviate from equilibrium of the tax object. Forth, it has bad influence upon the competitiveness of Busan Port as Northeastern logistics base, as other ports who are competing with Busan Port like china, Taiwan, Japan's port make their competitiveness strong by decreasing the cost of port dues.