• Journal of Korea Port Economic Association
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• v.24 no.3
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• pp.125-146
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• 2008

Port marketing using websites in the e-business environment is essential in response to the competition to become hub ports, especially since shipping companies, ports' major customers, are being pressed by shippers to reduce logistics costs and introduce large ships to realize economies of scale, thereby reducing the number of ports of call. In this sense, this study intends to approach the port industry from the perspective of e-business and suggest vitalization methods using Gwangyang Port websites(6C; contents, community, communication, connection, commerce, customization) as one of the ways to turn it into Northeast Asia's hub port of logistics.

• Journal of Distribution Science
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• v.19 no.7
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• pp.29-39
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• 2021

Purpose: As China experienced a crisis due to Covid-19, the global supply chain collapsed and affected the world. Therefore, it is time for a change in port operational efficiency, increasing in importance with changes in the global supply chain. This study analyzed Shanghai Port's efficiency, the world's largest port and representative hub port in Northeast Asia, by looking at the relationship between facility factors and cargo throughput to present hub port development's timely implications. Research design, data and methodology: This study applied the Charnes, Cooper, and Rhodes (CCR) and Banker, Chames, and Cooper (BCC) models of the data development analysis (DEA) to construct an analysis from the input-oriented and output-oriented perspectives. Results: As a result, Yidong Container Terminal can be considered the most optimized in facilities and operation processes. Yidong and Shengdong Container Terminal should maintain current operating levels, while Pudong Container Terminal should review facility investments. Also, Zhendong, Huong, Mingdong, and Guandong Container Terminal should be reviewed to increase cargo throughput or to adjust current input variables in the current state. Conclusions: Therefore, the utilization of the container terminal input variables should be reviewed, and the factors of inefficiency should be improved. Moreover, the strategic focus of container terminal operations should be on increasing annual cargo throughput.

• Journal of Navigation and Port Research
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• v.27 no.5
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• pp.585-591
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• 2003

Recently, South korea is driving forward the strategy concerning of the logistics center of northeast asia aggressively on the purpose of promoting Busan port & Gwangyang port to the hub-port of northeast asia, In that situation, it is significant that the meaning, construction connecting between south and north railway. Namely, That is the reason why Busan port is satisfied with the combined transport system of not only marine transportation but also railway transportation completely, However, the research and policy is only focused on the connection of north-south railway so far. The ability of Buans railway equipment as the actual role of origin-destination point of TKR(Trans Korean Railway), was not reviewed. Therefore, this research is shown the problem and reality of the railway transport concerning the centralization of Busan port, and the capacity of Busan port railway facility regarding the increase of future container quantity is reviewed and analyzed Moreover, the object, shown the importance of facility expansion such as Gungbu Trans Express between Daegu and Busan and the improvement scheme for railway transportation activation through the analysis of society cost and the logistics cost of the ability of railway facility, is set up.

• Journal of Navigation and Port Research
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• v.46 no.5
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• pp.449-457
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• 2022

The Port of Busan is currently ranked as the seventh largest container port worldwide in terms of cargo throughput. However, port competition in the Far-East region is fierce. The growth rate of container throughput handled by the port of Busan has recently slowed down. In this study, we analyzed how economic conditions and multiple external shocks could influence cargo throughput and identified potential implications for port business. The aim of this study was to build a model to accurately forecast port throughput using the ARIMA model, which could incorporate external socio-economic shocks, and the VEC model considering causal variables having long-term effects on transshipment cargo. Findings of this study suggest that there are three main areas affecting container throughput in the port of Busan, namely the Russia-Ukraine war, the increased competition for transshipment cargo of Chinese ports, and the weaker growth rate of the Korean economy. Based on the forecast, in order for the Port of the Port of Busan to continue to grow as a logistics hub in Northeast-Asia, policy intervention is necessary to diversify the demand for transshipment cargo and maximize benefits of planned infrastructural investments.

• Journal of Navigation and Port Research
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• v.26 no.4
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• pp.363-372
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• 2002

Recently, mutual economy cooperation in Northeast Asia has leaded steady growth among main countries of it and rather promoted a single economy circle. In this region, Busan container port competes with min container ports in China, Taiwan and Japan in it for attracting transshipment container traffic of north-Shanghai in China and for-east Russia. Therefore, this paper aims to suggest competitive strategies for Busan container port to attract container traffic in Northeast Asia To do so, it evaluates the preference of important ports in the competitive situation and competitiveness edgy of important ports in Northeast Asia, and finally proposes the relative order of important factors. Based on the evaluation of it, first, the Busan ports hue tn strengthen port facilities to attract more traffic and in detail, reinforce the number of berth, yard areas and handling equipment Second, they also have to provide high quality of services to deliver cargos in time, not being damaged and swiftly response to shipowner and shipper's claim, Third, they need to review the strategy to adopt flexible tariff policy and to invest the profit from tariff in port service and facilities, as providing higher port tariff level by a regular rate.

• Journal of Korea Port Economic Association
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• v.20 no.2
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• pp.131-149
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• 2004

With trend of container ships becoming larger and faster, the environment surrounding ports in North-East Asia is rapidly changing. Korea's largest port of Busan processed more than 10 million 20- feet equivalent containers in 2003, surpassing the 10-million TEU mark for the first time in its three decades of operation. However, the Port of Busan , the world's third-largest port in 2002, was eclipsed by Shanghai since July in 2003. The first massive strike of truckers crippled the Korea's logistics system in May and in September, the Port of Busan suffered from the second strike of truckers and damage by a powerful typhoon. By contrast, the port of Shenzhen in China increased its container-processing volume by 39.9 percent to 10.65 million TEU in 2003, and Shanghai, which passed Busan in terms of container volume in the middle of last year, further consolidated its position as the world's No. 3 port with an annual volume of 11.28 million TEU. After all, Busan recorded an annual container volume of 10.40 million TEU, slipping to fifth in rankings in 2003 and Busan's bid to become a Northeast Asian hub has suffered a further setback as these chinese ports overtook the port of Busan. But the port of Busan is located in the main trunk liking North America, Europe and South-East Asia. Once the project of Busan Newport is accomplished and the railway between South and North Korea is connected to TCR and TSR, the Port of Busan will have the most potential to become the international logistics center as the starting point of the land and sea routes encompassing all over the world.

• Journal of the Korean Institute of Intelligent Systems
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• v.22 no.2
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• pp.261-266
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• 2012

Due to rapid growth of East Asian economy, some changes are being made in trade volume and shipping market of this area. Busan port in Korea and Shanghai port in China are continually increasing their investment in port development and competitiveness in order to become the logistics hub of Northeast Asia. Especially the competition for transshipment containers becomes more and more fierce. So in this study, we set a goal of increasing the port competitiveness on transshipment cargo by an analysis of competition strategies. We choose the Busan port and the Shanghai port as the research objects, game competition model and real data is used to analyze the two ports' price strategies and market share. According to the results, some advices will be put forward to enhance competitiveness of the two ports.

• Journal of Korea Port Economic Association
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• v.22 no.3
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• pp.189-207
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• 2006

As the development of Northeast Asian logistics hub becomes one of the national agenda for further development, the sea&Air transport around the Yellow Sea regions has drawn attention of many scholars and government officials. The Sea&air transport is a mode of transportation combining the advantage of high-speed in air transport with the advantage of low-price in sea transport. Hence the sea&air aims at a niche market between air and sea. This paper reviews the possibility of development of the sea&air transport in the aspects of competitiveness over other modes, future demand condition, and the change of the technology and transport environment. The result is that the sea&air is competitive in the aspect of time as well as cost, and sustainable in the aspect of future demand condition. But, it is not stable in the aspect of the conditions of technology or transport demand. Especially, the progress of air transport technology which is aiming at the door-to-door transport among mid- and small- cities, and the rapidly increasing strategic alliances of international airlines with Chinese airlines for the market of China will undermine the stability of the sea&air transport seriously As alternatives, this paper proposes the 3-stage development strategy of sea&air transport. First, at the stage of transshipement, the development of high speed vessels to reduce the time crossing the Yellow Sea and the proactive marketing strategy to induce Chinese-owned products should be emphasized. Second, the value added logistics activity which will secure the demand of the sea&air transport should be developed. Third, demand creation by developing the SCM hub in Incheon is final goal for the logistics hub strategy as well as the sea&air transport.

• Journal of the Korea Safety Management & Science
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• v.6 no.3
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• pp.1-14
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• 2004

Port, one of nation's key infrastructures, is a point of road and sea transports meeting. As a key base of inter-modal transportation systems, the port is of ever increasing importance for realizing nation's vision of making Korea as an economic and logistics hub in the Northeast Asia. At present, Korean ports handle 99.7% of gross trade volumes in Korea, which requires considerable attention on its safety issues. However, due to the critical characteristics of the port and insufficient attention paid to it, the port industry meets more disasters compared to other industries. Therefore, this paper tries to analyze the disasters happened at the port to have better understanding on its reasons, further to use as learned lessons to prevent from potential disasters that may arise at the port.

• Journal of Korea Port Economic Association
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• v.23 no.1
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• pp.115-148
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• 2007

Under the influence of ever-globalized world economy, Yangsan Port of Shanghai, a central hub of Chinese economy, was opened up on Dec. 1, 2005 in the expectation of heart of northeast Asian harbor logistics. It has triggered severer competitions among northeast Asian ports. In an effort to keep robust standing as a central port of northeast Asia, Korea has still built additional new ports and opened up 3 docks in Nov. 2005. Amid these changing port environments, it is foremost to take the competitive edges of new ports in advance of major rival ports in the interest of preoccupying the standing of those new ports as the central hub of northeast logistics. According to the developmental strategies of new ports can be summed up as follows: First, it is required to separate port development from marketing as a part of separating developmental entity from management/maintenance entity. Second, it is required to develop dedicated port for feeder vessels along with new ports to save more time and cost spent by shipping companies. Third, the attraction of jumbo shipping companies to port development needs differentiated countermeasures for each shipping company, and those measures should be taken in advance before jumbo shippers decide their own shipping strategies in future. Fourth, in terms of incentives for attracting jumbo shipping companies, it is required to offer the incentives to them in using new ports in connection with Busan ports. Fifth, it is critical to set up a benchmark of competitors(ports) for establishing one-stop automatic administration process system upon developing ports. Finally, it is required to prepare a plan for using rearward lands in connection with ports for more efficient use of development complex behind port.