• 무역학회지
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• 제46권6호
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• pp.39-54
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• 2021

This study comprehensively reviews the research conducted until recently in order to derive realistic alternatives in consideration of local industries. The case analysis was performed on a competitive port of similar size, and strategies and revitalization measures were suggested in consideration of the conditions of Gunsan Port. Literature review focused on papers and major reports. The case of similar size were analyzed for Daesan port, Boryeong port, and Mokpo port. In order to find strategies to revitalize the regional port logistics industry behind Gunsan Port, the recent opportunities and threat factors of Gunsan Port were derived. In order to foster the regional port logistics industry with Gunsan Port as its main base, this study proposes a three-step development strategy. It is necessary to increase the effectiveness of the public-private joint port sales and maintain the incentive system, but use it as a means to strengthen the competitiveness of Gunsan Port. Since the possibility of opening various routes is not high due to the conditions of Gunsan Port, various business models can be devised to link the currently opened routes. Start-up in the logistics field can stand out if they provide predictive data or provide consulting services by securing and analyzing logistics data, not directly providing logistics services.

• 유통과학연구
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• 제2권1호
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• pp.63-97
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• 2004

Nowadays port has changed so rapidly as other economic variables. The main issues of these changes are classified with some problems such as the progress of containerization and enlargement of ship size and its speed, the introduction and expansion of EDI system, and the inducement of private capital in port development. Therefore, the competition among ports is severer than before, especially in container cargos. Almost all ports try to strengthen their competitive power and enlarge their port performance and throughput through many kinds of efforts and strategies. Port marketing is important approach and methods in order to make understand port and make call on their ports, of course, realizing the importance of port for the regional economics and employment generation. In this paper, the various marketing concepts are redefined and applied in terms of port and shipping service with which marketing is not so much popular and familiar. After many diagnoses and investigations are executed with special logistical viewpoints and attention, this paper suggests some countermeasures of port marketing in the angles of 4Ps. The strategies and countermeasures are classified in 3 stages according to their broadness and specificity. The privatization of port and port competition need the renovation and rationalization of traditional port activities and old port operation customs. Although this paper suggest many ideas with focusing Busan port, these ideas will be used in other ports. I think it is necessary further study concerned this topics and some limitations which this paper contains.

• 한국항해항만학회지
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• 제29권9호
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• pp.813-819
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• 2005

The purpose of this paper is to present some main economic factors which influence Gaza Seaport. Without direct access to the international market, the Palestinian economy will continue its dependence on Israeli economy mainly in employment, transport facilitation, and international trade. The greatest potential for Palestinian economic growth lies in trade. The port is important for creating new job opportunities, and for enhancing exporting capabilities, which are the most essential elements for development of the Palestinian economy. Israeli policies and procedures incur Palestinian exporters additional transportation costs when delivering their products to Israeli Ports or when transit these products to neighboring countries through Israeli controlled area. The public profit for the port is greater than the private profit. Therefore, constructing the port will have a great effect on the Palestinian economy. There are many challenges facing the port, some of them are the political stability, the economies of scale, and Israeli security measures and procedures.

• 통상정보연구
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• 제10권4호
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• pp.301-319
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• 2008

The development of Korea in the Northeast through trade is not a matter of choice as far as national strategy is concerned, but is an important national policy that is a matter of life or death which will determine the future fate of Korea. This thesis will attempt to arrive at a general, tangible plan for the development of Korea in the Northeast centered around trade by examining the change in naval environment at home and abroad, the given economic situation in the Northeast, and the present state of essential port development in Korea-China-Japan. Its objective will be to provide strategies for the development of Busan port confrontation. For the last ten years, China has been growing at a rapid rate. Since a lot of the volume of naval trade is being transferred from Korea to China, we must do everything we can to improve the service and reduce cost. In addition, Japan also is losing international position. Japan's government and the private industry are trying to make Super Core Ports a prominent feature of their port system. If the Busan port system is to remain competitive, these aspects of the Japanese port system must be kept in mind to prevent trade from going to other ports with more competitive systems.

• 한국항만경제학회지
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• 제18권2호
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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.

• 무역학회지
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• 제44권1호
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• pp.285-299
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• 2019

The 'One Belt One Road (OBOR)' initiative, which was promulgated as part of the enlargement policy along with the advent of Xi Jinping in 2013, is a policy to expand China's political and economic power externally through linkages with neighboring countries. China's overseas port investment plays an important role in the promotion of the 'OBOR' policy from the coast of China through maritime transportation routes from S.E Asia to Mediterranean and Europe. Since China's overseas port investment has been made from several factors such as political, economic, and military motives, it differs in purpose and character from investments made by private companies, such as Global Port Operators(GTO) which consider profitability first. This study aims to address future prospects and implications by analyzing the geopolitics of China's overseas port investment under the 'One Belt One Road' initiative. According to the results, China's overseas port investment is dominated by state-owned enterprises and political and security factors are more important than profitability. China's overseas port investment has been on a large scale in a short period of time, and China has faced with various problems both domestically and internationally. such as debt default, environmental problems, subordination problems from recipient countries and political and military confrontation with great countries such as United States, Japan and India etc.

• 한국항만경제학회지
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• 제30권3호
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• pp.187-207
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• 2014

2008년말 글로벌금융위기 이후 해운선사는 선박투자를 위한 자금을 조달하지 못하는 어려움에 직면하게 되고 우리나라에서는 이를 해결하기 위한 방안으로 공적선박금융기관의 설립에 관한 논의가 진행되어 선박금융에 관한 관심이 매우 높아졌음에도 선박금융기관에 대한 연구가 미미한 상황이다. 본 연구는 소유구조와 경영성과간의 관계를 중심으로 선박금융기관의 특성을 파악하는데 중점을 두었다. 분석결과, 공공선박금융기관의 수익성이 민간선박금융기관의 수익성보다 높은 것을 확인하였으며, 안정성에서는 차이가 발생하지 않았다. 또한 글로벌 금융위기 전후의 성과를 분석한 결과는 공공선박금융기관은 글로벌 금융위기 전후의 성과에 차이가 발생하지 않았으나 민간선박금융기관은 성과의 차이가 발생하였다. 즉, 민간선박금융기관은 시황의 변화에 따라 경영활동의 결과가 큰 차이가 발생하나 공공금융기관은 급변하는 시황에서도 안정적인 경영활동을 수행한 것을 알 수 있다.

• 한국항만경제학회지
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• 제36권4호
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• pp.31-52
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• 2020

항만은 선박 입출항의 증가와 다양한 화물 물동량 창출은 지역경제에 활성화를 도모하고 지역발전과 기업의 유치와 지역주민의 유입으로 이어 질수 있는데, 당진시 항만지역은 화물의 제한성과 대부분의 사설부두로 되어 있어 지역 경제 발전과 지역주민의 기대에 부응하는 점이 점차 미약하게 되어 있음. 따라서, 지역발전과 지역경제 활성화를 도모하고 지역주민의 소외감 해소를 위해서 음섬포구 일원에 대한 개발을 통하여 항만에 친수성과 접근성이 용이 하도록 함이 필요하며 해운·항만물류 환경변화에 능동적인 변화가 필요함. 국내외 항만개발의 다양한 사례와 거제 고현항의 항만 재개발의 사례를 통하여 보듯이 당진항도 지역의 발전과 수도권 주민들에게 삶의 질을 증진하는 당진항만의 발전된 모습이 조속히 시현 할 수 있어야 하며, 정부 당국의 추진력이 매우 요청되는 시점임.

• 한국항만학회지
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• 제11권2호
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• pp.145-156
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• 1997

The purpose in this study is development of model for the Container Terminals of Pusan Port, First of all, Quantitive and Qualititve factors are characterized which effects on Physical Distribution System in Container Terminals. The System Dynamics method is used to develope the model by using these factor. This model is able to present the timinig of investment in Container Terminals of Pusan Port. Six models are showed by change of parameters in System Dynamics, in this paper. In the model, Five feedback loop were found. Loop 1 : Number of Liners$\rightarrow$Number of Congested ships$\rightarrow$Port's Charges$\rightarrow$Export & Import Cargo Volumes$\rightarrow$Number of Liners$\rightarrow$The will to investment of government$\rightarrow$Length of berth→Number of Liners. Negative loop was acquired. Loop 2 : Port's Charge$\rightarrow$Economic of Port$\rightarrow$The will to Private management$\rightarrow$Efficiency for Port's Operation$\rightarrow$Port's Charges. Positive loop was acquired. Loop 3 : Number of Congested ships$\rightarrow$Planning for future development$\rightarrow$Information Service$\rightarrow$Support service for port's user$\rightarrow$Number of Congested ships. Negative loop was acquired. Loop 4 : Number of Congested ships$\rightarrow$Planning for future development$\rightarrow$Extent of stacking area$\rightarrow$Number of handling equipmint$\rightarrow$Number of Congested ships. Negative loop was acquired. Loop 5 : Export & Import Cargo Volumes$\rightarrow$Number of Liners$\rightarrow$Econmic of Port$\rightarrow$Support service for port's user$\rightarrow$Export & Import Cargo Volumes. Positive loop was acquired. System's level variables were selected as followings ; Number of Liners, Number of Congested ships, Export & Import Carge Volumes, Length of berth, and Port's Charges. As result of simmulation of model, fluctuation of respective year was found in level variables. This fluctuation can be used properly to present timing of investment.

• 한국항만경제학회지
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• 제39권4호
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• pp.285-294
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• 2023

항만은 국가의 주요한 교통시설이자 국가보안시설로써, 지속적인 감시가 필수로 이뤄진다. 특히, 입항선박, 컨테이너 보관, 주요 근접 도로, 출입통로 등 많은 대상을 감시하고 있다. 이에 따라 항만보안은 항만을 위협하는 테러, 범죄 등을 예방하는 것 뿐만 아니라, 항만을 출입하는 고객과 차량을 이용하는 항만이용객에게 출입증, 절차 등을 안내하는 서비스가 복합적으로 제공된다. 따라서 본 연구에서는 항만 보안 서비스를 정의하고, 선행연구를 바탕으로 서비스 품질 결정요인(직원품질, 물리적품질, 결과품질)을 파악하여, 확인적 요인분석을 통해 유의하다는 결과를 도출하였다. 이를 통해 항만보안서비스를 제공하는 기관 및 기업의 항만보안 업무 개선 방향을 제안하고자 한다.