• Journal of Korea Port Economic Association
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• v.32 no.1
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• pp.97-122
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• 2016

Incheon port attained two million TEU of container throughput between 2013 and 2014 as a third port in domestic container throughput. It opened a new port in Song-do, Incheon in June 2015 to prepare for the continuing increase in container throughput.Therefore, it has provided the platform for being the major container port domestically and internationally. As the role of the new port increases, the role and direction of the Incheon port liner service network attracts attention. This study analyzes the centrality of the Incheon port liner service network by using SNA (Social Network Analysis), which was introduced in the maritime economics area recently, focusing on the Incheon port liner service network. We recognize the degree centrality, closeness centrality, and betweenness centrality of each port and its effect on the Incheon port liner service network. The study showed that for Incheon port, the centrality of the Busan port in Korea, and the Hong Kong port, is high outside the country. This helps us determine that the hub of the Incheon port is neither Shanghai nor Singapore, which ranks first and second, respectively, on container throughput. It is also helps us to know that eastern China's ports have not played a role of the hub of the Incheon port until now because of the relatively low centrality of eastern China's ports.

• Journal of Digital Convergence
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• v.17 no.9
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• pp.61-70
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• 2019

This study was intended to analyze the effect of port decentralization on port management and port development, analyze whether port site centrality has mediated effect in relation between port decentralization and port management and port development. This study surveyed public officials and researchers who plan and execute port policies, and analyzed the influence relationship of variables and the mediating effect using multiple regression analysis. Results are as follows, First, it was analyzed that the port authority decentralization and regional-centered port policy have a positive influence on the port site centrality, and the port authority decentralization has a positive influence on port management and port development. Second, the port site centrality was confirmed to have a positive influence on port management and port development. Third, port site centrality was shown to mediate the relationship between port decentralization and port management and port development. This study suggested the positive effect of port decentralization to local government on efficient port management and port development, and the need to draw up port site-oriented policies.

• Journal of Korea Port Economic Association
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• v.31 no.4
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• pp.189-207
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• 2015

The purpose of this study is to examine the relationship between the network characteristics of ports and their performance that is represented by port competitiveness for the port operators. The study employs Social Network Analysis (SNA) to evaluate network characteristics comprising four centrality indices. For this research, data from Containerization International Yearbooks for 2006-2011 is used to analyze the service networks of 20 major liner shipping companies. In SNA, nodes (vertices) in the network are the ports and links (edges) in the network are connections realized by vessel movements, such that the liner shipping network determines the port network. In addition, panel regression analysis has been employed to investigate the relationship between port network characteristics and their performance. The results suggest that the four centrality indices identify the roles of the world's major ports from 2006 to 2011 and that port performance is determined not only by macroeconomic variables and service capabilities but also by the eigenvector centrality of ports in networks.

• Journal of Digital Convergence
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• v.19 no.2
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• pp.117-133
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• 2021

This study aimed to identify its research trends using social network analysis(SNA). The results of the analysis showed that, for degree centrality, Busan Port(0.223) was the keyword that had the highest centrality, followed by DEA(0.060), AHP(0.056), and container terminal and port competitiveness(0.049). Busan Port(0.245) also had the highest betweenness centrality, followed by DEA(0.048), container terminal(0.044), AHP(0.039), and Busan New Port(0.032). The trend analysis inferred that efficiency analysis(DEA), strategy selection, and competition analysis(AHP) were the keywords with a high centrality for Busan Port to gain a competitive edge with global ports. However, research on the Fourth Industrial Revolution, which is emerging as a key issue, was insufficient. In the future, research using social data, such as mass media and social networks, is necessary.

• Journal of Navigation and Port Research
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• v.44 no.2
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• pp.73-78
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• 2020

The cruise industry in the Mediterranean region increased from 2000-2018, being the second most important region after the Caribbean. The purpose of this study was to analyze the networks and hub ports of the Mediterranean. This paper used the SNA (Social Network Analysis) methodology, which includes Hub and Authority Combined Centrality (HACC) that has been used to analyze cruise port centrality, as well as degree centrality such as In-Degree, Out-Degree, and Betweenness. This empirical study suggests that the top three ports of the Mediterranean ports' network in terms of hub index are Barcelona, Civitavecchia, and Palma de Mallorca. The academic implications are the suggestion for data integration based on real itineraries and numbers of POC (Port of Calls), as well as the selection of the hubs of the targeted areas. The practical implications are suggested such as a clear requirement for cruise industry, as a way to widen the scope for the Mediterranean region and a valuable reference for cruise ship companies to select the best fit home ports.

• Journal of Korean Port Research
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• v.13 no.1
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• pp.41-50
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• 1999

The main purpose of this study is to design the port marketing strategies for strengthening the competitive power of container terminal. So far many attempts have been made to analyze the international competitiveness of the terminal. Six factors hypothesized by this study come from previous research analyses about customers preference for port selection. Those are Cost Centrality and Intermediacy Free trade port Inland transportation connections Political and Economic institution and Port facilities. this study analyzes the most important factors about hob port and transhipment port separately through questionnaire analysis about users(shipper shipping company and freight forwarder) influencing on port selection. The results of this study were found as follows:

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1998.10a
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• pp.331-351
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• 1998

The main purpose of this study is to design the port maketing strategies for strengthening the competitive power of container terminal. So far many attempts have been to analyze the international competitiveness of the terminal. As a results, Six factors hypothesized by this study come from previous research analysis about customers preference for port selection. Those are Cost, Centrality, and Intermediacy, Free trade port, Inland transportation connections, Political and Economic institution, and Port facilities. This study analyze the most important factor about hub port, and transhipment port separately, though questionnaire analysis about users(shipper, shipping company, and freight forwarder) influenced on port selection. The results of this study were found as follows : Equations See Full-text

• Journal of Korea Port Economic Association
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• v.38 no.4
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• pp.25-43
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• 2022

Unlike the past, efforts must be made to interpret physical distribution from a network perspective as the service area expands spatially. In addition, logistics networks are undergoing rapid changes due to various changes in the environment. Therefore, the purpose of this study is to analyze the changes in the structure of maritime cargo and the centrality of ports using social network analysis. Using the trade data of domestic maritime at five-year intervals, we investigated changes in the network structure and identified the main factors that affect the centrality of domestic ports. Ports with the highest centrality, which is seen as a port that plays the role of an intermediary, emerged in the order of Busan and Ulsan. This study predicts patterns of domestic cargo trade over the next 20 years based on changes in port centrality and understanding of maritime cargo network, and can be used as reference materials for risk preparation.

• Korea Trade Review
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• v.44 no.6
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• pp.267-283
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• 2019

This study analyzes how the port connectivity network has changed with the restructuring of the liner shipping alliance and explores the impact of these changes on network characteristics using social network analysis (SNA). While due to economies of scale, the scale of ports and liner shipping has expanded, the goal of shipping companies has changed to achieve cost-effectiveness due to the diseconomies of scale. Such changes in the environment have greatly affected ports according to the strategies of major liner alliances, and port centrality has shifted in response to restructuring in strategic alliances. This research confirmed that port centrality has continuously changed, and the reason for this phenomenon was analyzed through the derived main network centrality indices. This finding provides significant implications for port authorities and terminal operators to consider different perspectives when planning for sustainable growth and management.

• 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.