• Proceedings of the Korea Information Processing Society Conference
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• 2023.11a
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• pp.1094-1095
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• 2023

우리나라는 지리적 여건 상 대외무역에 대한 의존도가 높기 때문에, 해상운송에서의 물동량을 예측하여 항만시설을 개발하는 것이 매우 중요하다. 한편 우리나라 컨테이너 운송의 75%는 부산항을 통해 운송되고 있기 때문에 경기 회복을 위해서는 부산항의 경쟁력 강화가 급선무이다. [1] 물동량은 경제적 수입 뿐만 아니라, 지속가능성을 예측하는 측면에서도 가치가 있다. 본 연구에서는 물동량, 경제지수, 기후정보 등 다양한 입력변수와 LSTM 모델을 이용하여 보다 정확한 부산항 컨테이너 물동량 딥러닝 예측모델을 구현하였다.

• Journal of Korean Society of Transportation
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• v.20 no.7
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• pp.51-58
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• 2002

The purpose of this paper is to find some implications for Korean seaports in terms of operation and development of ports, in particular for attracting more transshipment container cargoes into major Korean seaports. This was accomplished by the O-D analysis between major Korean seaports and top 20 Chinese ports.

• 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)

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.06a
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• pp.172-172
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• 2022

본 연구는 우리나라 제주도의 운송수단별 물동량을 중심으로 제주물류 현황을 분석하였으며 이로부터 제주 물류의 문제점을 식별하여 제주물류의 효율성을 개선하기 위한 기초자료로 활용하고자 한다.

• Journal of Korea Port Economic Association
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• v.26 no.4
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• pp.88-100
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• 2010

This paper investigates the influence of industrial activity volatility and exchange rate volatility on import container volume of the Korea during the 1999:1- 2010:9. Conditional variance from the GARCH(1, 1) model is applied as the volatility. The Johansen multivariate cointegration method and the error correction (general-to-specific) method are applied to study the relationship between import volume and its determinants. The empirical results show that volatility has statistically significant negative effect on import volume.

• 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.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2012.06a
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• pp.250-251
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• 2012

지난 15년간 한국경제는 두 번의 금융위기인 1997년의 아시아 금융위기와 2008년의 글로벌 금융위기로 인해 엄청난 경제손실을 입었다. 이와 같이 우리 경제의 고유한 문제이기 보다는 외부에서 발생한 일련의 사건들은 GDP와 같은 국내 거시경제지표들뿐만 아니라 국내 항만들의 컨테이너처리물동량에도 많은 영향을 주었다. 본 연구에서 두 번의 금융위기를 독립적이며 상이한 형태의 외부의 영향으로 가정한 뒤, 국내 항만들의 컨테이너처리물동량에 어떤 영향을 주었는지에 대한 개입분석을 수행한다. 그래서 각기 다른 충격들에 대한 컨테이너처리량을 변화와 함께 그 충격들 간의 특성규명을 통해 우리나라 항만산업에 다양한 시사점을 제공하고자 한다.

• Journal of Navigation and Port Research
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• v.30 no.6 s.112
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• pp.471-481
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• 2006

This paper aims to provide strategies to attract container cargoes for the Incheon port by analysing O/D of the container cargoes with the year-2004 export and import data from. The Korean customs service. O/D analysis was carried out with establishing optimal zones, which are defined as City, Gun, Gu(Korean administrative districts) to which the export-import service can be provided from a certain port with minimized freight(or transport) cost and stevedoring fee. For the Incheon port, 35 administrative districts including Seoul and Incheon in Kyunggi-Do and Kangwon-Do are recognized as the optimal zones, and approximately 25.50% of around 2.02-million-TEU per year of the cargoes from the zones are exported and imported through the port. The strategies to attract container cargoes was suggested by comparing the Incheon port to supposed-competitive ports. The Busan port(64.89%), Guangyang port(4.46%) and Pyeongtaeck port(3.35%) are supposed as the competitive ports which have a large proportion of handling the cargoes from the optimal zones. When comparing the Incheon port to these ports. The Incheon port requires a distinctive cost strategy, providing incentives to attract shipping companies and cargoes, improving efficiency related to loading-unloading at the port, and reinforcing Feeder-Network and advertisements about cost-saving to the shippers(the owners of goods) in the national capital region Consequently, the mentioned requirements are suggested as the strategies to attract cargoes for the Incheon port.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.06b
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• pp.289-299
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• 2006

This paper aims to provide strategies to attract container cargoes for the Incheon port by analysing O/D of the container cargoes with the year-2004 export and import data from. The Korean customs service. O/D analysis was carried out with establishing optimal zones, which are defined as City, Gun, Gu(Korean administrative districts) to which the export-import service can be provided from a certain port with minimized freight(or transport) cost and stevedoring fee. For the Incheon port, 35 administrative districts including Seoul and Incheon in Kyunggi-Do and Kangwon-Do are recognized as the optimal zones, and approximately 25.50% of around 2.02-million-TEU per year of the cargoes from the woes are exported and imported through the pan. The strategies to attract container cargoes was suggested by comparing the Incheon port to supposed-competitive pons. The Busan portn(64.89%), Guangyang port(4.46%) and Pyeongtaeck port(3.35%) are supposed as the competitive pons which have a large proportion of handling the cargoes from the optimal zones. When comparing the Incheon port to these ports, The Incheon pan requires a distinctive cost strategy, providing incentives to attract shipping companies and cargoes, improving efficiency related to loading-unloading at the port, and reinforcing Feeder-Network and advertisements about cost-saving to the shippers(the owners of goods) in the national capital region. Consequently, the mentioned requirements are suggested as the strategies to attract cargoes for the Incheon port.

• Journal of Korea Port Economic Association
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• v.25 no.3
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• pp.269-282
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• 2009

This study investigates the difference of behavioral patterns between the import container volume of all ports and that of Gwangyang port in Korea. All series span the period January 1999 to December 2008. I first test whether the series are stationary or not. I can reject the null hypothesis of a unit root in each of the level variables and of a unit root for the residuals from the cointegration at the 5 percent significance level. I hitherto make use of variance decompositions and impulse response functions, both of which have now been widely used to examine how much movement in one variable can be explained by innovations in different variables and how rapidly these fluctuations in one variable can be transmitted to another. The variance decompositions for the import container volume show that the proportions of the forecast error variance of import container volumes explained by themselves are 30 and 26 per cent after 12 months, respectively. As a result, innovations in exchange rate and business activity explain 70 and 74 per cent of the variance in the import container volume. All in all, innovation accounting indicates that import container volumes are not exogenous with respect to exchange rate and business activity. The impulse responses indicate that container volumes decrease sharply to the shocks in exchange rate and decay very slowly to its pre-shock level, while container volumes respond positively to the shocks in the business activity and disappear very slowly, showing that the shocks last very long. Furthermore Gwangyang port is more sensitive to the change of the exchange rate and the industrial production than all ports.