• Journal of Korea Port Economic Association
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• v.25 no.1
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• pp.271-292
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• 2009

Opening and regional economic integration are characteristic of global economic trends that have been made since the 1990s. Accordingly, all economic blocs of the world are largely reorganized into three poles, European Economic Bloc, American Economic Bloc and Northeast Asian Economic Block which are respectively led by EU, the United States and the rapidly emerging economic power, China. Considering this direction of global economy, the current status of Northeast Asia, China's unprecedentedly enormous port development project and Japan's introduction of an epoch-making port policy towards the restoration of its port competitiveness, Korea is urgently need to take its own initiatives and positive actions that can cope with the above situations. The purpose of this study is to propose ways of strategic cooperation for Korea-Japan joint development. For the purpose, this researcher provides the concept and preconditions of hub-port, investigates hub-port development strategies of rival companies in Northeast Asia and discusses the potential of the development of the Korea-Japan Strait Economic Zone which is located between Busan port and Japan's Honshu(Simonoseki port) and Kyushu(Kitakyushu port).

• Journal of the Korean Society of Marine Environment & Safety
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• v.14 no.3
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• pp.197-203
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• 2008

This study analyzed the characteristics of sea water transport between Busan New-port and the Nakdong River estuary. Numerical modeling was used to evaluate the characteristics of the tidal current. Numerical simulations of three different topographies were conducted. The results are summarized as follows: 1) The volume of sea water transport was reduced by $0.7{\sim}18.4%$ when water depth was decreased at Busan New-port (10 m); 2) The volume of sea water transport was increased by $3.5{\sim}21.9%$ when a channel (depth 5 m) was constructed in the direction of the Nakdong River estuary.

• The Journal of the Korea Contents Association
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• v.16 no.8
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• pp.10-19
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• 2016

In this paper, I evaluate national and regional policies for financial centers and Busan Fiancial Center and find the way of the future development of Busan Financial Center. And I found that national policies for financial centers was focused on general improvements of financial industry, so a little tasks for Busan Financial Centers were listed. Therefore I suggest that central government should have more national policies for enhancing Busan Financial Center and promoting participation of private financial firms. And I propose the broader incentive schemes for financial firms moving to Busan, and expect that combining national deregulation policies like Regulation-Free Zone and Regulatory Sandbox and Moonhyun-North Port financial free zone and FinTech cluster plans of Busan will make a big progress of Busan Financial Center.

• Journal of Korea Port Economic Association
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• v.40 no.1
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• pp.1-14
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• 2024

The port industry has been actively adopting Fourth Industrial Revolution technologies, leading to transformations in port infrastructure, such as automated and smart ports. While these changes have improved port efficiency, they have also increased the potential for Cyber Security incidents, including data leaks and disruptions in terminal operations due to ransomware attacks. Recognizing the need to prioritize Cyber Security measures, a study was conducted, focusing on Busan Port's rapidly automating container terminal in South Korea. The results of the Eisenhower Matrix analysis identified legal and regulatory factors as a top priority in the first quadrant, with educational systems, workforce development, network infrastructure, and policy support in the third quadrant. Subsequently, a Borich Needs Analysis revealed that the highest priority was given to legal improvements in security management systems, while the development of Cyber Security professionals ranked lowest. This study provides foundational research for enhancing Cyber Security in domestic container terminals and offers valuable insights into their future direction.

• Journal of Korean Society of Transportation
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• v.21 no.5
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• pp.7-18
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• 2003

Due to the changes of shipping and logistic environment, Asian ports today face severe competition. To be a mega-hub port, Asian ports have achieved a big scale development. For these reasons, it has been widely recognized as an important study to analyze and evaluate characteristics of Asian ports, from the standpoint of Korea where Busan Port is located. Although some previous studies have been reported, most of them have been beyond the scope of Asian ports and analyzed the world's major ports; moreover, the studied ports have been about the ports which are well known from the previous research and reports. So, most studies is unlikely to be used as substantial indicators from the perspective of Busan Port. In addition. most of the existing studies have used hierarchical evaluation algorithm for port ranking, such as AHP (analytical hierarchy process) and clustering analysis. However, these two methods have fundamental weaknesses from the algorithm perspective. The aim of this study is to classify major Asian ports based on competitiveness level. Especially. in order to overcome serious problem of the existing studies, major Asian ports were analyzed by using objective indicators. and Fuzzy C-Means algorithm, which alleviates the weakness of the clustering method. It was found that 10 ports of 16 major Asian ports have their own phases and were classified into 4 port groups. This result implies that some ports have higher potential as ports to lead some zones in Asia. Based on those results. present status and future direction of Busan port were discussed as well.

• Journal of the Korea Convergence Society
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• v.10 no.1
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• pp.177-186
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• 2019

The purpose of this study is to examine the trend of export growth rate and rate of change by each port/airport in Korea. And to analyze which each port/airport are showing a high growth rate. To this end, Incheon Airport, Busan, Incheon, Ulsan, Gwangyang and Pyeongtaek were selected in order of export value. The analysis period for each port/airport was 200 monthly data from September 2001 to April 2018. Pyeongtaek, Incheon and Gwangyang are relatively larger than Busan and Ulsan in the rate of increase and change. This is because export to China and Southeast Asia has increased more than in the US and Japan. As a result of the analysis, exports from Busan, Incheon Airport and Ulsan have recently been shifted to Incheon Airport, Incheon, Gwangyang and Pyeongtaek. In addition, the export portion of Incheon International Airport, which is an aviation logistics service, is growing more and more. In the west coast era, interest and investment in Incheon, Pyeongtaek and Gwangyang seem to be more needed in preparation for import and export to China, Southeast Asia and North Korea.

• Journal of Korea Port Economic Association
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• v.34 no.4
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• pp.39-52
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• 2018

The Seosan-Daesan Port is a representative trade port in Chungnam, and has the sixth largest total cargo throughput and the third largest oil cargo throughput in Korea. However, research on this port's development is lacking relative to that for Busan Port, Incheon Port, and Gwangyang Port, and no study exists that suggests the direction of the development strategy for Seosan-Daesan Port. This study discusses the future role of Seosan-Daesan Port in preparation for a rapidly changing future and the development strategy that should be established. Using the AHP, a development strategy is provided for Seosan-Daesan Port from short/mid-term and long-term viewpoints for three aspects: operation activation, infrastructure construction, and policy support. Operation activation is chosen as the most significant factor from a short/mid-term viewpoint, whereas infrastructure construction is recognized as important from a long-term viewpoint. Specifically, from a short/mid-term viewpoint, sustainable container cargo attraction, multipurpose dock construction, management pier construction, and opening of international passenger ferry lines are important factors while from the long-term viewpoint, hinterland construction, petrochemical industry cluster construction, automobile industry cluster construction, and management improvement system are important. Establishing action plans for each strategy and a cooperative network for sharing goals and strengthening cooperation is necessary.

• Proceedings of KOSOMES biannual meeting
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• 2008.05a
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• pp.61-67
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• 2008

This study analyzes the characteristics of material transportation between Busan new-port and Nakdong river estuary. Measurements of water temperate, salinity, turbidity, and tide is also analyzed to determine the characteristics of sea water and described the tidal current between two regions. For the purpose of indicating characteristics of tidal current numerical modeling is used. From the observed results, the total volume transport of sea water calculations revealed $184.71m^3/sec$ and residual volume transport was $(+)59.74m^3/sec$ during the 1st field measurement, and the total volume transport was $331.15m^3/sec$ and residual volume transport was $(-)28.88m^3/sec$ during the 2nd. The numerical simulation for three different topography cases are calculated. The results are summarized as follows: 1) The volume of material transportation about $0.7\sim18.4%$ is decreased as the depth of Busan new-port decrease (10 m). 2) The volume of material transportation about $3.5\sim21.9%$ is increased, as channel(water depth is 5 m) constructed to the Nakdong river estuary direction.

• Journal of Korea Port Economic Association
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• v.35 no.4
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• pp.169-186
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• 2019

This study suggests a development direction by comparing the cargo throughput of the port of Yeosu-Gwangyang during 2007-2015 with that of domestic ports. It derived a concentration index (HHI) of cargo throughput in domestic ports by Yeosu-Gwangyang port docks, shipping companies, and abroad regions. The main results were as follows. First, in terms of total cargo handled, the port of Yeosu-Gwangyang was second only to the port of Busan, and the HHIs for the past nine years were relatively low. Second, the port of Yeosu-Gwangyang ranked first for total import and export cargo throughput, showing relatively stable HHIs from 2007 to 2015. Third, the HHIs of container handling performance by national shipping companies showed stable levels below 1,800. Fourth, there were no regions where cargo volume was noticeably concentrated in the port of Yeosu-Gwangyang, and it showed cargo throughput across various abroad regions. While changes in national shipping companies are expected after the Hanjin Shipping Crisis, there should be no serious concern regarding the dependence of the port of Yeosu-Gwangyang. It is expected to develop further by realizing the full use of all its facilities, diversifying the tenants in the Yeosu-Gwangyang area, and improving the demurrage rate.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2010.04a
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• pp.521-523
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• 2010

Reseatch and Analysis on the DGPS radiobeacon propagation measurement of Domestic ferry lines Starting with maritime DGPS Base stations of Palmido, Ochongdo which have been operated since 1999, truly our nation has become the most powerful country possessed with total of 17 DGNSS base stations in the field of DGNSS operation infrastructure. This paper intents to consider the development direction of the country's DGNSS services as identifying the services range of the maritime DGPS base stations in the south coast domestic ferry lines which sections are Busan$\rightarrow$Jeju, Jeju$\rightarrow$Nokdong.