• Journal of Korea Port Economic Association
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• v.20 no.2
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• pp.187-216
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• 2004

Northeast Asia logistics hub strategy was undertaken by Korean Government to gain a national competitive advantage in Northeast Asia. Current Government has Northeast Asian Economic Hub Strategy including construction of SOC in Northeast Asia for promoting peace, promotion of formation of Northeast Asia Community, logistics hub, Financial hub and national innovation for R&D Cluster. To realize Northeast Asian logistics hub, the Northeast Asia logistics hub road map has undertaken as follows: expansion of logistics infra in Incheon Airport, Busan Port and Gwangyang Port, systematic improvements such as adjustment of investment distribution, special logistics companies, transparent customs in logistics transactions, logistics manpower, improvement of system supporting global logistics and attraction of international logistics companies to the logistics center, construction of seamless and paperless logistics information network, Northeast Asia railway infra. The purpose of this paper is to study investment priority and improvements in the Northeast Asia Logistics Hub Road Map and to contribute to gain the national competitive advantage as logistics hub in Northeast Asia

• Journal of Korean Port Research
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• v.12 no.1
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• pp.1-8
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• 1998

If a system has a large boundary and complexity, forecast's accuracy will be very low when consider the system's substance as black box. Thus, it is necessary that analysis by structure model. To examine competition in Northeast Asia Ports, it has assumed that the form of structure model, For which the System Dynamics method is adapted in this paper. Northeast Asia Ports Model includes five ports - Pusan, Kobe, Yokohama, Kaoshiung, Keelung, - which are adjacent to each other by geographically and has a competition relation. The Northeast Asia Ports Model has several sub-systems which consists of each unit port models. And, each unit port model found by quantitive, qualititive factors and their feedback loops. All effects which components of one port have influence to components of the rest ports must be surveyed in order to construct Northeast Asia Ports Model, but it may be impossible currently. In this paper Northeast Asia Ports Model was simplified by HFP-Hierarchical Fuzzy Process Method-adapted to integration of level variables of unit port model. Container cargo volumes in Northeast Ports Model is distributed by results of HFP method. And distributed container cargo volumes effected to unit port model. Developed model can estimate change of container cargo volumes in competitive relation by alternation of simple parameter, and reflects dynamics characteristics which are included in model.

• Journal of Navigation and Port Research
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• v.39 no.5
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• pp.423-429
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• 2015

The expansion on the scale of international trade and rapid economic growth in Northeast Asia have caused intense competition among global companies for securing international logistics center in Northeast Asia. Analyzing location competitiveness for international logistics center in Northeast Asia, this paper aims to extract implications for enhancing locational competitiveness. Employing the relative importance among location selection factors extracted from AHP analysis in prior study, we evaluated the major five port-cities in Northeast Asia including Busan, Gwangyang, Shanghai, Qingdao and Tokyo. In the evaluations, Shanghai (3.926) ranked as the first, followed by Busan (3.859), Qingdao (3.555), Tokyo (3.013) and Gwangyang (2.915). Furthermore, the causal relationships between determinants for location choice decision (logistics factor, cost factor, market factor, service factor and environmental factor) and dependent variables (competitiveness of international logistics center, potentiality to growth, present intention to move into and future plan to move into) were analyzed to provide implications. Results provide useful insights for further improvements, and helps strategic agenda for future development of port-cities.

• Journal of Navigation and Port Research
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• v.28 no.9
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• pp.783-790
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• 2004

For a nearly decade Busan has been the pre-dominant force in Northeast Asian port community, but during the last couple of years, several competitors have looked to directly challenge Busan's regional dominance, most notably, northern Chinese ports. Faced with this challenging and formidable trend, Busan has had to respond appropriately to ensure that Busan remains a regional hub well into the 21st century. The aim of this paper is to make some considerations for a regional hub container port in Northeast Asia in response to changes in the shipping industry with particular reference to Korea.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.10a
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• pp.203-212
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• 2006

The purpose of this research is to suggest the activation plan of Busan port. In the past years, Busan port enjoyed the golden days because of the China's rapid economic growth. But China's continuous development of ports, the trend of increasing container ship size and increasing direct call to China are coming threats to Busan port. So Korea needs to revise the 'Northeast Logistics Hub' strategy because it is considered that Korea ports continuously will handle China's transshipment cargoes. But now China's transshipment cargo share has decreased by direct call to China ports. It means that China has a lot of its local cargoes, so many ship companies change liner service route to handle China cargoes except Bussan ports although Busan port is included in the main trunk route. In the future, Bussan port will not be able to compete again about throughput with China ports if Busan port's transshipment cargo share decreases. So we must find out and develop Busan port's strength which is the competitive edge. By good luck, Busan port has a few opportunities such as the developed feeder network service and geographical advantages. Busan port has many feeder network service like spider's web in any northeast countries so we can suggest that if Japanese shippers use Busan port to distribute their cargoes to Japanese local areas, its transport costs are cheaper than when they use Japan's main ports. In this paper analyzed side of cost when they use Bussan port like hub to distribute their cargo to their local areas. Because most companies tried to reduce the total cost about logistics. Finally, this paper suggests when northeast shippers(China, Japan) use Bussan port which is more economical than their local main ports.

• Journal of Korea Port Economic Association
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• v.31 no.2
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• pp.85-101
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• 2015

This study formulates a development strategy for Gwangyang port through the analysis of its competition with other major Northeast Asian ports. A revised BCG matrix is applied to estimate the change in competition between the major ports in Northeast Asia and the Lotka-Volterra model is used for the competitor analysis. The growing competitive power and influence of Chinese ports, continued competitive advantage of Busan port, diminishing competitiveness of Gwangyang and Incheon ports, and disappearing competitive position of Japanese ports in Northeast Asia are all confirmed. In addition, according to the relationship between Gwangyang port and other major Northeast Asian ports from 2007 to 2014, Gwangyang port has changed to a predatory from a win/win relation with Busan port and has maintained its predatory relationship with Hong Kong port in terms of transshipment cargoes. Moreover, Gwangyang port has formed predatory relationships with Shanghai and Ningbo ports, a pure competitive relation with Tianjin port, and a win/win relation with Qingdao and Dalian ports. Overall, predatory relationships between Gwangyang port and other Northeast Asia ports increased from 2007 to 2014. The counterstrategies for Gwangyang port to address this situation include establishing cooperative relations and continuing the win/win relationships with cooperative ports.

• Journal of Korea Port Economic Association
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• v.21 no.1
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• pp.73-91
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• 2005

The goal of the project on developing Korea as the logistics hub of Northeast Asia is to develop Busan Port and Gwangyang Port as international logistics centers by promoting and attracting more warehouses. As is well known, there is intense competition among ports located in major economic blocs to become the regional logistics hub. Gwangyang is second to none in terms of being favorably located at the center of Northeast Asia. Gwangyang Port, however, lacked in SOC construction and faced the poor government support politics hub of Northeast Asia. They are i) expanding the logistics infrastructuressuch as expressway and railroads between Yeosu Airport and Gwangyang Port, ii) Setting up new port hinterland and industrial complex in the vicinity of Gwangyang Port iii) securing high value-added fixed cargo traffic, and iv) improving laws and institutions.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.235-240
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• 2006

With the change of global production network, the establishment of new strategy in gwangyang port is required. Especially, the trade pattern has been concentrated to Northeast Asia region according to economic growth of the Asia including China, Japan, and Korea. Hence, Gwangyang port that have price and service competition have to meet of the need of Northeast port alliance and to compete against other countries in variable trade environment. Therefore, the objective of this study is to propose the port alliance strategy in order to promote the growth of Gwangyang port. For the purpose of the Logistics business model in Gwangyang port, we provided the direction of the Northeast port alliance and candidate ports in China and Japan.

• Journal of Korea Port Economic Association
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• v.17 no.2
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• pp.1-28
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• 2001

Korea has been at the forefront of efforts to enhance international cooperation in transport and communications within Northeast Asia. This effort is driven not only by the benefits that could accrue to the Korean Peninsula but also to all nations in the region. Mutual cooperation within Northeast Asia would reduce transport and communications costs and provide the basis for a regional transport and logistics network. Before progress can be made towards an integrated transport and communications system in Northeast Asia, however, there is a need to evaluate its prospects, outline a visionary plan, and detail a preferred strategy. The strategy to develop the Korean Peninsula as the gateway for Northeast Asia should harmonize with the region's common transport (and communications) policy The strategy adopted by South Korea is focused primarily on the development of an improved logistics infrastructure that would be extended to North Korea upon reunification. The seaport and airport developments In Korea will have to be supported by improved access to planned high-speed railways, expressways and freight distribution centers that, in turn, are to be integrated with new telecommunications and computer technologies. The benefits from these improvements will be lost unless existing government monopolies controlling seaport, airport, rail, road and expressway developments are commercialized to ensure that the price of transport reflects its actual cost. Technical harmonization between different modes should be promoted to facilitate efficient intermodal transport between the Korean Peninsula and the rest of Northeast Asia.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2014.06a
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• pp.225-226
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• 2014

The purpose of this study is to suggest a major strategy to become effective for each port in Northeast Asia by analyzing the relative efficiency of each port to determine the current level of efficiency, efficient harbors plan. Individual port of the major 16 ports in Northeast Asia was analysed targeting efficiency and relative efficiency. In this study, DEA technique was used ${\cdots}$(중략)${\cdots}$.