• Korean System Dynamics Review
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• v.5 no.1
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• pp.111-126
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• 2004

Many countries in the North East Asia are competing with each other in order to become a centre of international logistics activities. The competition to become a hub port in Far East region is now fierce. The anticipated investments on improving port facilities and attracting the mega carriers are immense for all the ports in the region and the extent of the effort could cripple the local ports and region's economy given the limited financial resources. It is, however, impossible to avoid the disastrous possibility that the massive investments could be channeled into the port, which will never become a hub port, as no port is ready to currently admit defeat and settle as a small regional port. In an attempt to minimise such disastrous waste of resources, ports need to verify the eligibility of their own. This paper tests a system dynamics model using the Port of Busan to understand and illustrate the principle guideline of investment decision making for ports.

• Journal of Korea Port Economic Association
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• v.27 no.2
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• pp.39-57
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• 2011

Recently Incheon Port and Pyeongtak·Dangjin Port called as Capital Region Ports have enjoyed ever-increasing cargo volumes. However, there is a lack of research on this region while plenty of outputs were suggested on mega hub and regional hub ports in terms of shipping companies and stakeholders' port choice criteria. To identify and evaluate the Capital Region Ports, this paper identifies the factors and sub-components influencing their port choice and presents a structure for evaluating them. Based on the literature related to port selection and competition, a regional survey employed Factor Analysis to reveal that 'port facility and link', 'cost and service', 'port hinterland' and 'information service and port operation policy' are the determining factors in these regions. From the overall evaluation using Fuzzy Theory, Port of Incheon Port obtained high score compare to that of Port of Pyeongtak Dangjin.

• 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.

• Journal of Korea Port Economic Association
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• v.24 no.4
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• pp.385-406
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• 2008

This study aims to contribute regional economic development by means of searching port logistics industry activation scheme of Gangwon province which has locational advantage around the East Sea Region. Thus, this thesis was provided the port logistics industry activation schemes of that region in the point of local and government view. In the local government level, this study was provided the selection of a key port and its intensive development, establishment of port networking among major port and e-port system of this region, and enlargement of the FTA etc. Also this study was required the relative industry invitation and upbringing, and intensive port logistics marketing activity. On the other hand, in the government level, it needs larger SOC investment for enlargement of direct accessibility and connection to the Gangwon-do ports, and required the intensive and efficient support. Finally, it was proposed the establishment of the total logistics expert education system.

• Proceedings of the Korea Port Economic Association Conference
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• 2007.07a
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• pp.515-536
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• 2007

The Korea's West Coast has been considered as the gateway to the economies of Southeast Asia and China. Thanks to geographical advantages, harbors located in this region have been playing a vital role despite the fact that most harbors in this region are the small and medium ones. The GunJangHang is such harbor. This paper aims to investigate the important role of this harbor, as well as to analyze the competitiveness of GunJangHang port with those of the luncheon phosphorus port, Pyongteak port, and Mokpo port regarding the rapid increasing cargo volume through this region recently.

• Journal of Korea Port Economic Association
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• v.22 no.2
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• pp.1-18
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• 2006

The purpose of this study is to consolidate the position of Kunsan Port as a Hub-port in Northeast asian region with the development of Kunsan port's hinterland. To accomplish the purpose, this paper firstly reviews the concept and function of port's hinterland literally. Next, We attempt to grasps the trends of port logistics service in this region, and to cope with this trends, study the previous researches of logistics platform(LP). Based upon the study, We find out the main factors of improving efficiency in port logistics, and build the model of logistics strategy with such factors as (1) Environment (2) Marketing (3) Logistics Chain and (4) Logistics community. And in order to applicate the model, we analyze the current situation of Kunsan port and port's hinterland. Finally, we provide the logistics strategies in Kunsan port's hinterland.

• Journal of Korea Port Economic Association
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• v.17 no.2
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• pp.61-87
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• 2001

The purpose of this paper is to analyze the location, population growth. and cargo concentration of Korean port-cities. In the location theory, Sommer (1976) and McGee (1967) models are newly introduced, as are the Rimmer (1967), Bird (1965), Hoyle (1981) models. which were already introduced in previous studies from Korea. Analysis of population growth in the Korean port-cities is conducted using data from 1966 to 1998. Rimmer and Hoyle's concentration models are used to measure cargo concentration from 1966 to 2000. The main results of this paper are as follows: First, Korean ports are concentrated on the East Sea, the Southern Sea, and the West Sea. Their locations are closely related with the hinterland. the inland city, and growth of port-cities. In considering the foreign countrys' cases, Korean port-cities are similar to the models of Bird and Hoyle. Second, the populations of Ulsan and Pohang grew at the fastest rate in 1966-1998, while the port cities in the Honam and Jeiu region grew at much lower ratios. Most port cities are located near large industrial complexes. Third the growth rates of Gwangyang, Daesan, Pohang, Pyungtaeg, and Samchunpo increased, while those of Busan. Mukho, Masan, Mogpo, Yeosu, and Sokcho declined. Of particular note, the growth rate of Busan remained negative after the late 1980s. Fourth. empirical results using the Rimmer (1967) model indicate that Gwangyang, Daesan, Pyungtag, and Pohang have shown the concentration. But the deconcentration was shown from the Busan, Mukho, Janghang, Gunsan, Mogpo, Yeosu, Masan, Sokcho. and Jeju. Fifth, the concentration of ports located in West coast region has shown the mixed results between concentration and deconcentration except the concentration of early 1970s and 1990s. The concentration of ports located in East coast region has shown the concentration before the middle of 1980s. And deconcentration after the middle of 1980s have appeared. The Southern coast region has shown the continuous deconcentration except the partial concentration of early 1986. and 1991. Planners of Korean ports should find out the factors of concentration and deconcentration of each ports and should determine factors such as investment priority level. size and scope in order to ensure the balanced development of regional ports and port-cities.

• Journal of the Korea Safety Management & Science
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• v.23 no.1
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• pp.31-38
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• 2021

port is the intersection of highway, railway, waterway and other transportation modes, and is the key to realizing integrated transportation. There are many excellent ports around the Tumen River Region. With the obvious location advantages, Tumen River Region is an important part of Tumen River regional cooperation and development, and is the key to realizing the "borrow port to sea", which is raised in "China Tumen River regional cooperation and development planning outline -- regard Changjitu area as the development and opening leading area" (referred to as "planning outline"). This paper focus on the main ports in the Tumen River region, taking them as the research object. Furthermore, the paper makes the strategic plan for the port cluster in the Tumen River region as well as puts a collaboration scheme is proposed by analyzing the research reviews of the Tumen River region and the present situations of the main ports.

• Journal of Navigation and Port Research
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• v.32 no.4
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• pp.287-294
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• 2008

Recently, amount of cargoes from main ports in Northeast Asia have rapidly increased and as well surplus port development in same region corresponded with the boom in external trade that resulted from successful export-oriented economics strategy by China, Japan and South Korea. To cope with this business circumstances, a certain form of port alliance is desperately needed to provide a suitable service to customer and establish their countervailing power against the shipping alliance. Nevertheless, Incheon seaport has not made a definite port alliance system with main ports in Northern China yet. Thus, the purpose of this study is to identify the key success factors to form a port alliance through examining previous studies. We have benchmarked previous studies which are related to main ports in global region and the questionnaire on customers of ports. By studying this, we are able to suggest a few strategies for forming successful port alliance to enhance Incheon port's capabilities in the long term plan. As a policy proposal, this study suggests Incheon port and main ports in Northern China should construct a logistics infrastructure through mutual investment and provide an incentive system when the ocean carrier makes port call to both ports.

• Journal of Korea Port Economic Association
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• v.18 no.2
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• pp.27-45
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• 2002

The continuing pace of technological change and the trend toward larger and faster ships is evident as shipping lines compete in seeking economies of scale in the global market and ports. become increasingly reliant on sophisticated equipment. Across the Asia and Pacific region some of the worlds most modern container ships are calling at an extensive network of mainline and feeder ports. This paper shows that during the period from 1999 to 2011, Asian container trade is expected to continue to increase more rapidly than the world average, i.e., 7.2 per cent per annum compared with the world average of 6.3 per cent. It is forecast that the total volumes of international containers handled at the ports in Asia and the Pacific will increase at an average growth rate of 7,2 per cent per annum. In order to handle the anticipated port container traffic in 2011, new container berths are required in nearly every country in the Asia and the Pacific region. This will entail very significant capital investment requirements. If countries in the UNESCAP region are to position their ports to meet the challenges of the next decade, there is an urgent need to implement more robust strategies to address important issues including prioritisation of port development projects, promotion of private sector participation in ports, emphasis on productivity and preparation for intermodal integration and logistics growth.