• Journal of Korea Port Economic Association
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• v.23 no.4
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• pp.244-265
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• 2007

This study suggested the following several possible ways to develop Busan New Port as a comprehensive port area which comprises logistics functions, water front(for relaxation and leisure of citizens) and living zone (for dealing with daily works and chores): First, install extra facilities(e.g. plaza or landscape architecture facilities) for environmental cleanup of fishery port in the vicinity of logistic and housing complex. Second, develop water front for better benefits of users. Third, build a water land in leisure facilities for foreign tourists. Fourth, build a landmark in Port Hinterland. Finally, develop appropriate esthetic area for Port Logistics Hinterland.

• Journal of Navigation and Port Research
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• v.44 no.6
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• pp.550-556
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• 2020

Over the past years, the role of ports in the global network of supply chains has becoming increasingly important, not merely as a physical location for loading and unloading goods, but also as an essential center of economic activity where additional value is added to cargo. Due to the overall growing importance of ports, each country has chosen to adopt hub growth as a primary economic strategy. Northeast Asia in particular, due to its high population density, experiences intense competition between its ports. Busan's port, as a result, has used the establishment of Distripark in order to attract high and stable trade volume, and compete more effectively with other ports in the region. This study estimates the unit cost of the logistic process for the all principal cargos handled at Busan New Port, with the findings revealing that unit cost increases gradually starting with chemical products, LME bulk goods, automobile parts, LME containers, general cargoes, and LME inland transportation goods coming in last. Future research will look more closely at all all categories of cargo handled in the Distrpark of Busan New Port, thereby enabling us to better understand the value created by the port, and how to best implement effective trade volume-attraction strategy.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2014.06a
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• pp.117-119
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• 2014

항로표지의 효율적인 설치를 위하여 항로표지 배치 대상 해역에 대한 사전 조사가 필요하며, 항로, 배후지역, 배후광 등을 고려하여 설치된 항로표지의 적절성을 검토하게 된다. 이러한 과정에서 항로표지 주변 환경을 재현한 항로표지 시뮬레이터를 이용하여 항로표지 배치를 위한 의사결정을 지원할 수 있다. 본 연구에서는 항로표지 시뮬레이터의 중요한 요소인 해역DB의 주간 모델과 야간 모델 구축시 고려될 요소를 고찰하고 항로표지 시뮬레이터용 해역 DB 구축을 위한 최적 방안을 도출하였다.

• 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)

• Journal of Korea Port Economic Association
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• v.28 no.3
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• pp.215-234
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• 2012

Since ports play a role of gateway to the sea and hinterlands, it is essential to analyse the networks of shipping and inland when evaluating the function and development of a port. The container port of Gwangyang, starting to operate its facilities in 1998, has developed itself as a hub port. Using the data of shipping schedules of Korean ports and the measurement of centrality in sociology, this study analyses the process of world-wide shipping network expansion in Gwangyang and concludes some implications including earlier development of shipping networks due to incentives to shipping companies. Although Gwangyang port also has been expanding its inland network through developing trucking, railway transport, and coastal shipping, it has weakness in inland network as in the cases of interruption in 2004, resumption in 2009 and re-interruption in 2012 at coastal shipping. In 2000s the expansion of shipping and inland networks at the newly built container ports such as Pyungtaek, Ulsan, and Gunsan has enticed the competition among Korean ports at each hinterland. Nevertheless, the operation of Gwangyang container port is considered to affect indirectly the relocation of some manufacturers including Samsung Electronics. Studies on interrelation between development of container port and geographical demography of manufacturers are needed to assess the effects of container port on regional economy.

• Journal of Korea Port Economic Association
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• v.24 no.2
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• pp.175-192
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• 2008

Today's individual firms no longer compete as solely autonomous entities, but rather as supply chain. As such the competitive position of a port is not only determined by its internal strengths but also it is also affected by its links in a global supply chin. In other words, port competitiveness is becoming increasingly dependent on external coordination and control of the whole supply chain. The main purpose of this paper is to examine how a port embeds itself into supply chain in order to strengthen its competitive position by focusing on Dubai port case. This paper found that Dubai port used three phases-insertion, integration and dominance-as a strategies for how it can embedded into global supply chain successfully. Dubai's global supply chain strategies give some implications for the further development of the Port of Gwangyang. First, the Port of Gwangyang should fully utilize symbiotic relationship with Gwangyang free Economic Zone. Second, the integration between Korea Container Terminal Authority and GYFEZ can be recommended for fast decision-making and providing a one-stop-service. Finally, Gwangyang should pursue an aggressive supply chain strategy, aims at dominance in the regional port network through port alliance with small and medium ports in neighboring area.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.1
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• pp.169-180
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• 2016

The spaces of port and urban in a Port City have different space characteristics substantially, but those are required to be developed interdependently. Degradation and loss of the sense of place in the existing spaces caused by decline of natural function have an adverse effect on the revival of local economy as well as make worse image of the entire city. In some developed countries, therefore, many researches on the port spaces lagging behind the times due to changes of the characteristics and function of port spaces have been conducted continuously for a long time. This study aims at seeking a device how the domestic hinterland could be utilized as efficient spaces having the characteristics of outskirts space and port city interface through the application of characteristics of the interface space of port city, capable of playing a role as buffer zone between the port space and the city space.

• Journal of Korea Port Economic Association
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• v.30 no.1
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• pp.119-142
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• 2014

This study aims to evaluate the factors which affect the competitiveness of Gwangyang port, and to suggest strategies for the enhancement of its competitiveness by priority. This study inquires both 5 key rating factors: port location, port operations management, port costs, port facilities, and hinterland conditions and the priority of 14 detailed assessments through AHP method. First, the importances of main evaluation items for port competitiveness are analysed in the following orders: port location, port facilities, port costs, port operations, hinterland conditions. Second, the comprehensive importances based on the detailed evaluation properties complex weighting are identified in the following orders: connectivity with hinterland, accessibility of international harbor, incentives, the area of terminal, expertise and skills of port operations personnel, container throughput, and scale berths. Third, the strategies referring to the port location like centrality, transit, and merit on use should be actively conducted for the promotions of Gwangyang port's competitiveness, according to its international port competitiveness analysis. This study will provide both academic and policy implications with its related scholars, government, and research institutions. In addition, this will be contributed to formulating a basic theory for port competitiveness evaluation and providing a basic framework of evaluation analysis.

• Journal of the Korean Geographical Society
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• v.45 no.6
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• pp.766-787
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• 2010

This study seeks to clarify the process of development and the change of freight flows in the influence areas of Pyeongtaek and Dangjin Port, which opened lately. The results of analysis are as follows: from development period to growth period, the relation between the development of the port and the change of the hinterland and foreland shows no great change and the freight concentration rates of the first hinterland and foreland decreased, but those of periphery region increased. While the composition rate of import and export freight of vehicle, fuel and energy decreased, the rate of imported freights (iron or steel, other textile articles, rag and organic compounds) and exported freight (manufacture of basic metals) increased. The reasons for such changes in influence areas of port were the increase of export to China and the U.S.A. in the development period, the increase of import from China in the growth period and the diversification of nations from which fuel and energy were imported.

• Journal of the Korean association of regional geographers
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• v.19 no.3
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• pp.416-435
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• 2013

Pyeongtaek port, opened in 1986, has played a role as an international trading port. Pyeongtaek city which is a hinterland with Pyeongtaek port has both landscape of city and rural area. Aims of this study is investigating the regional change of Pyeongtaek city according to the opening of Pyeongtaek port: the change in population and land value by the average distance(27.3km) between Pyeongtaek port and each region and the change in industry and regional industry with location quotient of region. The increasing rate of population and people who work for industry showed an aspect of rising as a place locates near Pyeongtaek port, yet the increasing rate of land value showed little differences. In short, as the area is closer to Pyeongtaek port, the number of population and employees are higher. Yet, the increasing rate of the land value showed little difference. The study showed that manufacturing industry is specialized in rural region(eup myeon region), and tertiary industry is specialized in urban region(dong region) of Pyeongtaek city according to location quotient.