• 한국항만경제학회지
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• 제17권2호
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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.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2018년도 춘계학술대회
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• pp.55-56
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• 2018

국내 주요항만도시의 효율적인 모니터링 시스템 구축을 위해서는 첫째, 관련 법 제도적 기반 구축 및 관리를 위한 담당기관, 지역항만청, 항만공사의 협력을 강화해야 한다. 둘째, 항만기인 대기 오염물질 배출의 관리를 위해서는 체계적인 배출원 목록(Inventory)과 실시간 감시체계 구축을 통해 관리체계를 확립해야 한다. 셋째, 선박, 항만하역장비, 트럭 등 배출원별 대기 오염물질 배출저감을 위한 적극적 대처방안을 수립해야 한다. 이를 통해 주요 항만도시의 대기질을 개선하고 청정항만도시로 나아갈 수 있다.

• 한국항해학회지
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• 제20권1호
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• pp.59-79
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• 1996

Waterfront redevelopment is an element in the process of inner-city regeneration now widespread in many ports of the world. Academic interest in the processes involved has yielded a literature biased towards specific locations rather than towards the analysis of processes and issues. The redevelopment of urban waterfronts does not, of course, occur exclusively in port cities but is found as a continuous process in most places where settlement and water are juxtaposed, whether or not commercial port activity is or was present. Port cities, however, as a result of the concentration and juxtaposition of urban and maritime influences, generally present the major issues involved in waterfront redevelopment most clearly. In this context, the general aim is to explore Korean dimensions of waterfront redevelopment in a range of port cities in a context of inner-urban renewal; and a specific objective is to examine the views of decision-makers in Korean port cities on the processes involved by a questionnaire method. The focus is on comparative strategies, and in particular upon the factors affecting the balance between social goals and commercial interests. To test the response of four categories of decision-makers in Korean port cities on a number of issues perceived as underpinning the processes involved in waterfront redevelopment, four catergories of respondents-port authority representatives(PO), urban planners(UP), port specialists(PS) and city-government official(GO)-were asked to fill in a questionnaire form. In three out of ten cases, the overall result broadly confirmed the a priori expectation; in six cases the confirmation was partial; and in one other the view of respondent was generally contrary to those anticipated. In many, but by no means all, cases there was substantial agreement between the four categories of respondents, but the range of scores was generally much wider than expected.

• Acta Via Serica
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• 제9권1호
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• pp.33-66
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• 2024

There is a lot of evidence of early port cities and small habitation sites along the Thai-Malay Peninsula's coastlines. These sites appeared on the trans-peninsular routes during the Maritime Silk Roads period, from 2,000 to 1,500 BP. The Thai-Malay Peninsula was mentioned in many documents as Suvarnabhumi (India), Aurea Chersonese (Greek), and Jin Lin (Chinese), meaning the Golden Land. Ptolemy's map displays that there were many port cities along this peninsula. It corresponds to the Milinda-panha, which depicts many port cities in Suvarnabhumi. Foreign documents primarily documented the presence of major port cities, while inland habitation sites received less recognition. This paper aims to reconstruct the trans-peninsular routes in order to understand their networks, connections, and roles. The second aim is to understand the hierarchy of each site. This paper will focus on two important settlements and high-value artifacts along three routes: the Kra Isthmus Route, the Pho Khao Thong and Tha Chana Route, and the Krabi to Surat Thani Route. I conducted an archaeological survey of these three routes and others during 2021-2023 under the Suvarnabhumi Studies Center, TASSHA Institute, and the Ministry of Higher Education, Science, Research, and Innovation.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2004년도 춘계학술대회 논문집
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• pp.161-166
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• 2004

Competitiveness to some countries or cities plays a important role as a determined factor in me recent age of international globalization. In view of tourism studies, the potential to develop some regions depends on its own abilities to use and maintain the economic advantages of cities in providing tourism products and services. In spite of this importance of competitiveness, a few research has been done in Korea. Therefore, the purpose of this study is to analyze the comparative competitiveness between coastal metropolitan cities in Korea- Busan, Ulsan, and Incheon, to develop the tourism index and find out urban differences. As a result, the findings of this study will contribute to implementing the promotion of tourism and the network between other cities and attracting the domestic and international tourists.

• 한국항만경제학회지
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• 제22권4호
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• pp.59-79
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• 2006

본 논문은 중국의 주요 물류거점도시들의 경쟁력을 공급측면의 기술적 효율성과 교통인프라의 암묵가격, 수요측면에서는 지역총생산 또는 수출입총액을 각각 가중치로 사용하여 비교 분석한다. 분석결과에 의하면 공급측면에서는 일반적으로 전통적인 대형도시이며 시장지향적인 도시들이 기술적 효율성이 높은 것으로 나타나며 반면에 교통인프라 투자의 기회비용은 높은 것으로 나타난다. 또한 청도, 영파는 기존의 물류도시임에도 불구하고 물류인프라의 측면에서는 상대적으로 저렴한 경제학적 비용으로 추가적인 물류인프라 건설이 가능하다는 점에서 향후의 발전가능성이 높다고 평가된다. 수요요인까지 동시에 고려하여 수요요인에 대한 가중치별 종합경쟁력을 측정한 결과 상해, 심천, 광주 등의 도시가 물류거점도시로서의 종합적인 경쟁력에 있어서 상당히 우위에 있는 것으로 파악된다.

• 한국항만경제학회지
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• 제29권2호
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• pp.113-136
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• 2013

최근 우리나라에 기항하는 국제해양크루즈가 급증하면서 크루즈관광 활성화에 대한 정부와 지자체의 관심이 고조되고 있으나, 우리나라의 크루즈관광 정책과 시설확충 계획은 부산, 인천, 제주 등 크루즈 기항실적이 많은 도시의 거점항 위주로 이루어지는 경향이 있다. 하지만 연근해를 대표하는 중소해양도시의 지역항도 크루즈관광 매력을 갖추고 크루즈 유치를 위해 노력하고 있으므로 이들 도시의 크루즈관광 활성화를 위한 지원도 필요하다. 본 연구는 우리나라 중소해양도시의 크루즈관광 여건을 살펴보고 중소해양도시의 크루즈관광 활성화 방안을 모색하였다. 그리고 이를 토대로 항만 서비스, 교통 접근성과 도시 편의성, 관광활동 지원 분야에 대한 개선방안과 이를 위한 공공과 민간 등의 역할을 제시하였다. 사례연구 지역으로 전라남도 여수시를 선정하여 중소해양도시의 여건과 개선방안, 그리고 거점항과의 차이를 분석하였다. 크루즈 기항항이 되기 위해서는 거점항과 지역항의 차이가 없이 크루즈관광과 관련된 전 분야에서 많은 개선 노력이 이루어져야 한다. 특히 중소해양도시에 속한 지역항은 모항으로 성장할 가능성이 낮기 때문에 기항항으로 선정되는데 초점을 둔 정책과 관광 프로그램 개발이 추진되어야 한다.

• 한국항만경제학회지
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• 제18권1호
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• pp.61-83
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• 2002

Korea has designated 28 trade ports and 22 coastal ports under the Ports Act. If fishery ports and small inlets are counted, the number amounts to hundreds of ports. However, untimely and inefficient maintenance and repair works face Korean ports with functional loss, decreasing efficiency, and even catastrophe. Thus, further examinations on the maintenance or redevelopment of forts in Korea are urgent. Since the Korean War and the higher economic growth period in the 1970s, Busan Port has developed in a variety of ways, according to the necessity of social conditions at any given time, without any development Philosophy or systematic long-term master plan. As a result, ports and coastal industrial facilities have rushed to gather around the present North Busan Port, which has taken on mixed functions between ports and cities, adversely affecting several of their interactions. To resolve these circumstances, several redevelopment schemes were suggested for centering the old zone in the Busan Port interim. However, comprehensive evaluation and redevelopment schemes combining functions of both ports and cities, and effectively utilizing coastal zones have never been presented. In this respect, this study sets the priority order of the extracted unit project. This study analyzes the existing functions and facilities of Busan Port, extracting facility zones through redevelopment which is certain to fail or to decrease in efficiency. furthermore, this study presents status and development directions of specified redevelopment unit projects of higher priority order, and pursues the integrated plan of efficiency for Busan Port.

• The Journal of Asian Finance, Economics and Business
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• 제8권5호
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• pp.345-354
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• 2021

With the evolution of containerization and globalization of supply chains, aspects of port functions have made the transition from the sea to the inland region that forms the dry port. To explore the relationship between dry ports and regional economic development, this study uses a gravity model and forecast model to analyze 1,040 observations in 104 cities (22 dry port cities) along the Yangtze River Economic Belt (YREB) from 2008 to 2017. The model includes economic variables, logistics variables, foreign relations variables, and human capital variables. It was found that the dry port is positively correlated with trade volume. Compared with a city without a dry port, the trade volume of a city with a dry port will increase 0.099 times. It can be concluded that a dry port is crucial for the economic development of the YREB. It was also found that per capita GDP as an economic variable, road area and rail number as logistics variables, and foreign relation variables are positively correlated with trade volume, while the human capital variable has no significant effect on trade volume. In addition, governmental policy implications are addressed from the aspects of dry port and industry cluster caused by foreign investment.

• 지역연구
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• 제31권1호
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• pp.83-101
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• 2015

유럽과 미국 등 선진국에서는 산업화시대에 조성되었던 항만들이 노후화되면서 1970년대 부터 항만재개발과 도시재생사업이 활발하게 추진되었다. 우리나라에서는 2000년대 들어서서 부산북항 재개발사업을 시작으로 인천내항의 시민개방과 함께 재개발사업이 추진되고 있다. 그러나, 이들 사업은 항만과 도시의 재개발이 통합적으로 추진되고 있지 못할 뿐 아니라, 역사성과 장소성의 훼손, 부동산시장 의존형 사업구조 등의 문제점을 안고 있다. 유럽, 미국 등의 성공적인 항만도시 재생사업을 살펴본 결과, 지자체가 중심이 되어 항만과 배후도시를 하나의 패캐지로 한 통합적인 접근이 이루어지고 있음을 알 수 있다. 또한, 항만도시 특유의 역사적 지역자산을 최대한 보전, 활용하고 정교한 디자인 가이드라인을 제시해서 수준 높은 수변도시를 만들어 나가고 있다. 안정적인 사업의 추진을 위해서 앵커시설의 유치, 장소 판촉, 재원조달을 위한 새로운 아이디어 도입 등이 정책적 시사점으로 도출되었다.