• Journal of Fisheries and Marine Sciences Education
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• v.23 no.3
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• pp.433-444
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• 2011

The purpose of this study is to examine the task of the policy on the collecting cargoes of the Japanese container ports. Although the ports of Asia countries such as China, South Korea have increased the amount of cargoes dramatically since the latter half of 1990s, the amount of cargoes Japanese container ports deal with have increased within narrow limits. As a result of this trend, the position of Japanese ports as hub-ports has been falling down. The times of main liners linked with North America and Europe stopping at Japanese ports have continued to decrease. So Japan container ports need the policy to increase the amount of cargoes in order to avoid becoming feeder ports. This policy is to collect domestic cargoes which are transshipped in Asia ports such as Busan port from Japanese regional ports to core ports. By collecting domestic cargoes to Japanese core ports intensively, the times of international main liners stopping at Japanese core ports will increase. It's important to support the domestic liners linking between Japanese regional ports and core ports in order to collecting domestic cargoes to Japanese core ports effectively. In addition the role of Japanese government to achieve the coordination between Japanese regional ports and core ports is indispensable.

• Journal of Korea Port Economic Association
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• v.20 no.1
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• pp.1-20
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• 2004

The purpose of this paper is to analyze the degree of cargo concentration at Korean ports using Theil's Entropy and to compare the results with those of Gini coefficient, Hoyle(1983), and Hirshmann-Herfindahl models. The entropy indices were compared with other models after measuring the cargo concentration for the period of 1981-2000 among the 18 Korean ports. The core results of empirical analysis are as follows: first, the empirical results of entropy indices show the following trends: all the ports(concentration except 1996's slight deconcentration), ports in Western area(deconcentration in 1990s and slight concentration in 2000), ports in Southern area(deconcentration in 1980s and 1990s except concentration in 2000), and ports in Eastern area(continuous trends of concentration). However, competition power will be decreased if concentration is increased, because of the character of entropy index. The empirical results of 4 indices except Hoyle model show the comparatively same directions in terms of trends. This study found out the similar results among the following models: All the ports(entropy index & Gini coefficient & H-H model), ports in Western area(Entropy index &Hoyle model), ports in Southern area(Entropy index & Gini coefficient), and ports in Eastern area(Entropy index & H-H index).The policy planner of Korean ports should find out the determination factors of concentration and deconcentration of each ports and decide the investment priority, size and scope for balancing the development of regional ports.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.08a
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• pp.22-26
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• 2004

In the light of necessary analysis on the cooperation and development between ports and shipping line, and the characteristic of cooperation between international ports and shipping lines, the article analyses the operating strategies in actual shipping lines benefits to the cooperation between ports and shipping lines. After all-round analysis on the cooperation and development between ports and shipping lines, the author presents the running model of ports and shipping lines in Far East, which is the integration of operation between ports and shipping lines (namely integration of logistics service network). (omitted)

• Journal of Navigation and Port Research
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• v.42 no.2
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• pp.143-152
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• 2018

Currently, there are very few papers that have examined the efficiency of Vietnamese ports. Of those that have, some of them take into account only a few container ports in Northern Vietnam. Others focus on comparing all types of ports in Vietnam with regard to the differences in efficiency scores when applying different methods to evaluate efficiency. However, there is no paper that specifically analyzes the efficiency of Vietnamese container ports throughout the country or that compares Vietnamese container ports with those of other countries in terms of efficiency. In order to provide more accurate and interesting information for container port authorities, in this study, 21 major Vietnamese container ports and seven major Korean container ports are selected and examined with regard to their levels of efficiency in 2016 using data envelopment analysis (DEA). This paper applies both constant return to scale (CRS) and variable return to scale (VRS) to explore the differences among overall technical efficiency, pure technical efficiency, and scale efficiency of the selected container ports. This study also indicate slacks and sets projections for inefficient ports.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.48
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• pp.27-56
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• 2010

Pollution emissions from international shipping and port activities have a significant impact on public health and global climate changes. The purpose of this paper is to review the status of pollution mitigation measures implemented to date in port industry and find out some implications for Korean ports. For this aim, the clean air strategies of the world major ports including six USA ports (Los Angeles/Long Beach, Now York/New Jersey, and Seattle and Tacoma), two European ports (Rotterdam and Gothenburg) and Busan Port were considered. Various measures to reduce emission from ports are evaluated by sectors-ocean going vessels, cargo handling equipments, truck and rail-, on the basis of categories such as reduction control technologies, operational changes and market-based measures. The policy implications of this paper are as follows. First, Clean Air Act Plans of Korean ports are required as soon as possible. Second, integrated approach is required to reduce emission effectively. Finally, the effect of port-related emission reduction can be maximized when various measures are conducted on a regional basis including neighboring ports. Furthermore, regional or global-based approach is useful to guarantee the level playing field among ports.

• Journal of Korea Port Economic Association
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• v.21 no.1
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• pp.23-44
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• 2005

The port environment is rapidly changing in North-East Asia. Containerships are getting larger and faster and major shipping companies are converting to Hub & Spoke port networks on the transport systems. Therefore, the main ports in North-East Asia are intensively competing with each other for hub port. In terms of geopolitical position, locational conditions and external reputation of ports, Busan and Kwangyang ports have a comparative advantage in comparison with main ports in other countries. But in terms of weight of transshipment cargos in total container cargos, the quality of infrastructure in ports, the environment of logistics service and the cost of, using ports, Busan and Kwangyang ports have a comparative disadvantage. For the growth into hub port in North-East Asia, it is necessary that Busan and Kwangyang ports improve their weakness. Besides It is necessary to develope ports and hinterland quickly, offer uniformity of foreign investment laws and incentive systems.

• Proceedings of the Korea Port Economic Association Conference
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• 2006.08a
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• pp.211-233
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• 2006

The purpose of this study is to analyze traffic volume between the Korean container ports located at the west coast and northern Chinese ports and then the distribution trend of container between Korea and China. The findings of the study are as follows. First, Container traffic between western Korean ports and northern Chinese ports has been increasing due to an increasing trade volume between both countries and geographical accessibility. Second, Seoul and neighboring area tend to use the trade route between the western ports and northern Chinese because of lower logistics costs and time-saved advantage compared to another ports. Third, the growth of the western ports did depend mainly on the northern China oriented growth. Such a fact could leads to the overlapping investment in port development in Korea and another intense competition among national ports to attract cargoes and liners. Therefore, port development policy considering the characteristics and function of national ports have to be established. and also alternatives and strategies for improving the competitive edge of small and medium sized shipping lines against the opening of shipping market have to be worked out.

• Journal of Korea Port Economic Association
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• v.36 no.1
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• pp.77-90
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• 2020

Recent studies have offered ambiguous definitions of smart ports. These include smart ports being the only way that fully integrated ports can survive (Deloitte 2017) or ports that have a design based on Internet-of-Things technology to minimize waste of urban space and resources (Port Technology 2016). In addition, many port authorities are creating smart port strategies and have held research seminars focused on smart ports. This study sheds light on the following questions: Why do we need smart ports? Why should all ports be smart ports? Why are overseas advanced ports promoting smartization as soon as possible? What does the future look like for smart ports? Therefore, in this study, we explored the concept of smart ports based on previous research and examined the trends in smart port policies in the Netherlands, Germany, the UK, Italy, and Singapore. Finally, this study proposes useful policies for smart ports and also discusses policy directions that could make our ports truly smart ports.

• Journal of Korea Port Economic Association
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• v.18 no.1
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• pp.3-26
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• 2002

The purpose of this paper is to Investigate the productive efficiency and competitive strength of world container ports using the DEA, Super-efficiency, and FDH methods with the raw data from previous research by Jun et al.(1993). The super-efficiency measure examines the maximal radial change In input, outputs for an observation to remain efficient. Therefore, it provides a means of distinguishing between efficient observations, which would otherwise seem identical. FDH provides a good test mechanism for examining the practical implications of the choice available among alternative efficiency measures and orientations, because of the lack of convexity of its production possibility set. Both methods are complementary to DEA. This paper follows the traditional productivity analysis method overcoming the limitation of previous studies by using the DEA, FDH and Super-efficiency methods, and proposing in measure the relative competitive strength of worldwide container ports. The main empirical results of this paper are as follows: Firstly the ports of Singapore, Hongkong, Kilrung, Busan, Tokyo. and Longbeach were found to be efficient In the CCR model. The ports of Felixstowe, Bangkok, Singapore, Hongkong, Kilung, Busan, Tokyo, and Longbeach were found to be efficient in the BCC model. Secondly, super. efficiency rankings under CRS and input-oriented model are as follows: Longbeach, Keelung, Singapore, Busan, Tokyo, and Honkong. However, it was difficult In differenciate the rankings under the VRS and input-oriented model. due to major difficulties posed by the ports of Singapore, Hongkong, and Longbeach. Thirdly, the FDH method shows that the inefficient ports are Bremerhaven, Antwerp, Le Havre, Kobe, Seattle, New York The policy Implications of this study are as follows: Firstly, when port authorities want to measure the international competitive strength of container ports and enhance their productive efficiency, they should consider the traditional method as well as introducing the Super-efficiency and FDH methods. Secondly, according to the analysis results of the super-efficiency and FDH methods, poll authorities should recommend benchmarks ports and dominated ports as reference ports in order to enhance the productive efficiency of their container ports that have an efficiency rating of less than 1. Efficient ports whose efficiency ratings are over 1 in the Input-oriented Super-efficiency model should also consider the usage of input and output elements used by more efficient ports.

• Journal of Korea Port Economic Association
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• v.17 no.1
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• pp.27-51
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• 2001

The purpose of this paper is to investigate the productive efficiency of world container ports by using the DEA (Data Envelopment Analysis) method and raw data from previous research in measuring the international competitiveness of world container ports. Ports have to cope with rapid changes in shipping environments. In order for a port to compete in the global market, it must provide port services promptly and accurately. Basically, there are two approaches to measuring the international competitiveness of a container port. First, there is the traditional productivity analysis method, which analyzes productivity based on the container port's facilities (efficiency, selectivity, land availability), and by its general capacity (handling ability, storage capacity, terminal productivity). Second there is multi-attribute utility analysis, which considers several elements including the reasons for selecting particular container ports and factors determining international competitiveness. This paper follows the first method (traditional productivity analysis) and extends the limitation of previous studies by using the DEA method newly, and suggesting: the relative productive efficiency of container ports. The main results of this paper are as follows: First, the results of the DEA analysis in terms of world container ports matches that of a previous study (Jun et al., 1993) at a level of 35%. The low ratio is due to the constrained set of input-output elements, the result of only twenty container ports being analyzed in this paper. Second, the result of the DEA analysis in terms of North-East Asia's container ports matches with that of a previous study (Ha, 1996) at a level of 100 percent. Therefore we can conclude that the DEA analysis is the best measurement method for international competitiveness. Policy implications for this study are as follows: First, when port authorities want to measure the international competition power of container ports and enhance their productive efficiency, they should consider the traditional method and newly introduce the DEA method. Second, according to the analysis results of the DEA method, pen authorities should recommend benchmarking ports as reference ports in order to enhance the productive efficiency of container ports that show an efficiency score of below 1.