• Journal of Korea Port Economic Association
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• v.31 no.2
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• pp.1-21
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• 2015

This study verifies the change in market conditions in the Korea-China and Korea-Japan car ferry routes. Variation in historical development has led to differences in the lifecycle stages of these two car ferry shipping markets. However, previous studies have focused on individual car ferry routes rather than offering a more general understanding of this market. Based on the foregoing, we investigate the international car ferry market conditions from/to Korean ports, assess the management performances of car ferry companies, analyze the lifecycle stages of each car ferry route, and offer insights into the future of these markets. We show that the competitive market conditions and demands of passengers and cargoes differ between these routes. As for the market stage, we conclude that the Korea-China route is entering a mature market, whereas the Korea-Japan route is entering a declining stage.

• Journal of Navigation and Port Research
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• v.42 no.6
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• pp.529-538
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• 2018

The port industry is an important national industry which significantly affects Korea's imports and exports which are centered on economic structure. For instance, the Port of Busan, which handles 75% of domestic container freight volume, is expected to become increasingly critical for container liner routes. For this reason, there have been continued efforts to expand freight service to attract international freight volume. This study analyzes the structural characteristics of the port network connected to the Port of Busan by analyzing the pattern of the container liner route from 2012 to 2016 by using social network analysis. According to the Port of Busan's liner route network, the port with the highest degree of centrality, closeness centrality, and betweenness centrality was found to be the Port of Singapore. The comparison of Busan's annual container handling rank by countries and the port center network analysis of Port of Busan rank was found to be different. As a result, it was established that China's East Port, which occupies a high percentage of the volume of cargo handled by Port of Busan, is not a hub port of Busan when viewed on the Busan's container terminal liner network. In addition, even if the number of Port of Busan container liner service increases, it is estimated that the vessels to be added to the fleet will be limited to small to medium sized, or that Busan port has characteristic of a feeder port for the Port of Singapore, according to the network.

• Journal of Korea Port Economic Association
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• v.22 no.3
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• pp.161-188
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• 2006

The purpose of this study is to analyze traffic volume between the Korean container ports located at the west coast and northern Chinese ports and then the distribution trend of container between Korea and China. The findings of the study are as follows. First, Container traffic between western Korean ports and northern Chinese ports has been increasing due to an increasing trade volume between both countries and geographical accessibility. Second, Seoul and neighboring area tend to use the trade route between the western ports and northern Chinese because of lower logistics costs and time-saved advantage compared to another ports. Third, the growth of the western ports did depend mainly on the northern China oriented growth. Such a fact could leads to the overlapping investment in port development in Korea and another intense competition among national ports to attract cargoes and liners. Therefore, port development policy considering the characteristics and function of national ports have to be established. and also alternatives and strategies for improving the competitive edge of small and medium sized shipping lines against the opening of shipping market have to be worked out.

• Proceedings of the Korea Port Economic Association Conference
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• 2007.07a
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• pp.255-270
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• 2007

In North-East Asia, Port traffic in Asia-North America sea route has been rapidly increasing due to economic growth in China and ASEAN. Furthermore, the major shipping companies directly call at northern chinese ports like Qingdao, Dalian and Tianjin without passing through Korean ports on Asia-North America sea route. To acquire a port traffic and develop a hub port, governments in North-East Asia have intensively invested in the development of port. Therefore, Busan new port and Gwangyang port have been developed in Korea. According to the medium-long term development planning, the port should give a enormous budget investment for the port facilities construction. So the inaccurate estimation may lead to the unreasonable port development policy. Firstly, based on the estimation of Chiang Bong-Gyu & Yang Hang Jin(2005), this study gave a comparison with the estimation of Ministry of Maritime Affairs and Fisheries(2001) and OSC/Glori(2005). Secondly, taking into account the influence factors for port traffic, this study made an estimation of port traffic for Busan new port. On the basis of this estimation, this study is compared with the estimation of Ministry of Maritime Affairs and Fisheries(2001) and OSC/Glori(2005). In conclusion, in case of the development of Busan new port, based on the estimation of Ministry of Maritime Affairs and Fisheries(2001), this study should the high possibility that the Busan new port will be serious lack of the port facilities in the year of 2011. And according to the OSC/Glori(2005)'s estimation result, there is a lack of the port facilities, though we have modified the port investment plan.

• Journal of Korea Port Economic Association
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• v.24 no.1
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• pp.41-60
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• 2008

Korea has been doing a two-port system as a main port development policy and developing the port of Busan and Gwangyang as the transshipment hubs in the northeast Asia. However, the growth rate of the transshipment container volume of the Gwangyang port in 2007 was sharply dropping more than 31.4%. The reasons why reduced the growth rate of transshipment cargo were from the port development in north China and the direct callings of ships. Therefore, it is time to evaluate the transshipment hub port policy of Korea. This study would recognize the decision criteria of shipping companies as customers for the transshipment hub in the northeast Asia by the AHP methodology based on Lirn et al. (2004). It has been known the costs of shipping companies and port location as the main first tier criteria for transshipment ports, and container handling charges, closeness to the main navigation route, carriers' strategy, and nearness to the feeder ports as the important second tier factors. Finally, the domestic terminal operating companies would focus on only a few attributes including the terminal cost factor, but the international shipping companies would be considering more several factors than they do. Therefore, the transshipment port strategy should be enriched in the near future.

• Journal of Korea Port Economic Association
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• v.34 no.2
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• pp.1-16
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• 2018

Maritime industry is recognized as a new value-adding and growth engine industry. It provides high value by creating clusters centering on ports. Advanced international ports are also clashing ahead to create clusters, boost profits, and strengthen competitiveness. The Korean government enacted policies for the establishment and upbringing of maritime industrial clusters in 2015. It is very important to understand which maritime industry has a comparative advantage in each region and to establish an integration strategy through maritime industrial clusters. This study analyzes the structure of the maritime industry in the Chungnam province, which is expected to deal with raw materials(mainly oil products), container throughput, and opening of ferry route with China's port. The study analyzed the existing literature on the maritime industry and classified the industry into 5 major categories, 21 sub-categories, and 84 sub-categories in shipping and logistics, shipbuilding, fishery, marine tourism industry, and other industries. Based on the reclassified maritime industry, the structure of the maritime industry in the Chungnam province was analyzed by using location quotient(LQ) and Shift-Share analysis. The study found that the fisheries industry showed the highest value(1.718) in the analysis of LQ, followed by the marine tourism industry(1.092), shipbuilding industry(0.823) and shipping and logistics industry(0.789). The total effect of the maritime industry in Chungnam province was 36,315 and the net growth effect, excluding the national growth effect, was estimated to be 21,321. Based on these results, we classify the maritime industry in the Chungnam province as comparative advantage and comparative disadvantage. The results of this study can be used as basic data for formulating strategies for the construction of the maritime industry cluster in the Chungnam province in the future.

• Journal of Korea Port Economic Association
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• v.30 no.4
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• pp.219-254
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• 2014

Due to the recent development of globalization and supply chain management, growth of international trade has led to increasing cargo volume around the world. Since maritime logistics environments have changed, increased container ship size, improvement of harbor equipment, global port operation and rapid technological development have had an significant effects on shipping and port industry, which is contributing to competitiveness of port. Since a larger volume of port throughputs are generally regarded as an indicator of the more competitive port, inefficient port operation could reduce its competitiveness. On the other hand, high efficient ports could increase their competitive power while increasing cargo volume. This study aims at comparing competitiveness of the ports in the Northeast Asia by investigating changes of container throughputs and evaluating efficiency performance of ports. Shift-Share analysis and Data Envelopment Analysis(DEA) have been conducted with 21 Northeast Asian ports and then separated them into 4 groups for comparative analysis to identify competitive position of each port. The results of this study show that Incheon and Gwangyang port have been decreased container cargo volume, while volume of Busan port would increase by means of active marketing, various route development and incentive policy for the port.

• Journal of Korea Port Economic Association
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• v.23 no.4
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• pp.71-90
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• 2007

To induce container cargos to Gunsan port, we should struggle on securing the quantity of goods transported from the competitive Jeonbuk and Chungcheong areas by reducing transportation expenses by land, and make an activating plan for the international exchange between Gunsan port and nearby ports in China. As a result, if the plan to induce container cargos to Gunsan port is activated, the regular liners will stop at Gusan port. So the new sea route will be opened so that consignors can ship cargos in the proper time. The consignors will use Gunsan port frequently because of the reduction of distribution expenses. To do so, for the first, many incentives should be implemented to attract container cargos. In addition, various facilities should be fully equipped and improved. This paper is to improve the problems for which consignors, the shipping lines and forwarders may feel uncomfortable when they use Gunsan port. According to the research on the actual condition, the biggest problem in Gunsan port is the depth of water. The management, relation system, infrastructure and information system of Gunsan port are also insufficient. Therefore, this paper will make an alternative plan to improve these problems and help the container cargos induce to Gunsan port.