• Journal of Korea Port Economic Association
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• v.25 no.1
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• pp.15-28
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• 2009

The purpose of this paper is to show the empirical extraction way of benchmarking ports for overcoming the shortcoming which the traditional DEA method has by using 20 Korean ports in 2003 for 2 inputs (birthing capacity, cargo handling capacity) and 2 outputs(Export and Import Quantity, Number of Ship Calls). Because DEA method has produced the limited set of efficient units which are reference to inefficient units respective of their differences in efficiency scores, it is necessary to adopt the more feasible benchmarking information according to the path analysis(tier or stratification). The core empirical results of this paper are as follows. Benchmarking ports against inefficient ports according to the tier analysis are that Masan Port(Janghang$\rightarrow$Jeju$\rightarrow$Seogoipo$\rightarrow$Yeosu), Jinhae Port(Janghang$\rightarrow$Mogpo$\rightarrow$Seogoipo$\rightarrow$Wando), Pohang&DonghaePort(Janghang$\rightarrow$Samcheonpo$\rightarrow$Pyungtag$\rightarrow$Samcheog), and Sogcho Port(Janghang$\rightarrow$Mogpo$\rightarrow$Seogoipo$\rightarrow$Wando). The policy implication to the Korean seaports and planners is that Korean seaports should introduce the new methods like Tier analysis of this paper for evaluating the port performance and enhancing the efficiency in short term, mid term, and long term according to the tier 3 stage, the tier 2 stage, and the tier 1 stage with original DEA stage.

• Journal of Korea Port Economic Association
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• v.34 no.3
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• pp.17-52
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• 2018

The purpose of this paper is to measure the clustering change and analyze empirical results. Additionally, by using k-means, hierarchical, and mixed models on Asian container ports over the period 2006-2015, the study aims to form a cluster comprising Busan, Incheon, and Gwangyang ports. The models consider the number of cranes, depth, birth length, and total area as inputs and container twenty-foot equivalent units(TEU) as output. Following are the main empirical results. First, ranking order according to the increasing ratio during the 10 years analysis shows that the value for average linkage(AL), mixed ward, rule of thumb(RT)& elbow, ward, and mixed AL are 42.04% up, 35.01% up, 30.47%up, and 23.65% up, respectively. Second, according to the RT and elbow models, the three Korean ports can be clustered with Asian ports in the following manner: Busan Port(Hong Kong, Guangzhou, Qingdao, and Singapore), Incheon Port(Tokyo, Nagoya, Osaka, Manila, and Bangkok), and Gwangyang Port(Gungzhou, Ningbo, Qingdao, and Kasiung). Third, optimal clustering numbers are as follows: AL(6), Mixed Ward(5), RT&elbow(4), Ward(5), and Mixed AL(6). Fourth, empirical clustering results match with those of questionnaire-Busan Port(80%), Incheon Port(17%), and Gwangyang Port(50%). The policy implication is that related parties of Korean seaports should introduce port improvement plans like the benchmarking of clustered seaports.

• Proceedings of the Korea Port Economic Association Conference
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• 2007.07a
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• pp.391-405
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• 2007

The purpose of this paper is to verify the two problems(normalization for the different inputs and outputs data, and translation invariant for the negative data) which will be occurred in measuring the seaport DEA(data envelopment analysis) efficiency. The main result is as follow: Normalization and translation invariant in the BCC model for measuring the seaport efficiency by using 26 Korean seaport data in 1995 with two inputs(berthing capacity, cargo handling capacity) and three outputs(import cargo throughput, export cargo throughput, number of ship calls) was verified. The main policy implication of this paper is that the port management authority should collect the more specific data and publish these data on the inputs and outputs in the seaports with consideration of negative(ex. accident numbers in each seaport) and positive value for analyzing the efficiency by the scholars, because normalization and translation invariant in the data was verified.

• Journal of Navigation and Port Research
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• v.40 no.5
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• pp.311-316
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• 2016

Vietnam is one of Asia's fastest developing economies. A long coastline of nearly 3,500 km provides a comparative advantage for Vietnam in developing a seaport system. Despite accounting for only about 30% of Vietnam's traffic volume, the Northern seaports have rapidly developed over the years. However, the location of the container terminals close to the common hinterland are a cause of fierce competition among container terminals. To outperform rivals and improve competitiveness, it is essential to identify the competitive positions of container terminals. This study analyzes the competitive positioning of container terminals in the northern region of Vietnam between 2005 and 2014 by applying the Boston Consulting Group (BCG) matrix in order to assist terminal operators and policy makers to generate strategic planning as well as to improve priorities for development. Otherwise, the period from 2005-2014 aims to clarify the static and dynamic positioning of container terminals. The results demonstrate that the Hai Phong terminal dominates the market, but the Nam Hai Dinh Vu and Dinh Vu terminals are considered as "star" performers. Quang Ninh, Doan Xa, and Transvina are losing their competitive positions in Northern Vietnam.

• Journal of Korea Port Economic Association
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• v.20 no.1
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• pp.123-140
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• 2004

With the globalization of economy, there is keen competition among rountries to be a logistics hub and companies are striving to be first in establishing logistics system centering on advantageous sites, especially airport and seaports, to perform supply, production and distribution. Korea competing with Northeast Asia countries is also working out strategies in order to make Korea peninsula a logistics center of Northeast Asia taking advantage of its geographical strength. Gwangyang port has designated as Free Economic Zone together with Pusan and Jinhae, Incheon from October 24th, 2003. However, the introduction of Free Economic Zone in Korea lagged behind other major countries and it has a lot of operational problems. Approximately 600 areas worldwide are designated and operated as a Free Economic Zone and Gwangyang port and its surrounding area has several points to be settled as one of FEZ. First one is its limited functions and related laws. Next is imperfection on development, investment and management system of the hinterland. Lark of promotion activities could be one of the problems. This paper analyzes the above problems and presents various measures to activate Gwangyang Port and Gwangyang Free Economic Zone as follows Benchmarking to promote Gwangyang Free Economic Zone as follows Benchmarking other countries' system, governmental support, introduction & logistics functions, early development of the hinterland, supply of effective one-stop service, investment attraction into the area and diversified promotion & marketing activities.

• 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.

• Journal of Korea Port Economic Association
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• v.29 no.1
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• pp.177-193
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• 2013

The purpose of this paper is to shed the light on one of the most important influential factors for the development the Palestinian economy, which is logistics system. The discussion about the Palestinian state and its economy arise after the UN General Assembly voted to grant Palestine a nonmember state. Palestine is considered land-locked country, although it has seashore. Although Palestine has seashore, it is considered land-locked country due to the lack of sovereign logistics infrastructure. International Trade with Israel, Jordan, and Egypt is done through land border crossings. Palestinian international trade to European, Asian, and American countries is currently done through Israeli airports and seaports. Almost 99% of the Palestinian imports are through land. Israeli policies and procedures incur Palestinian exports additional transportation costs when delivering their products to Israeli ports and Airport and even when transit these cargos to neighboring countries through Israeli controlled areas. Therefore, without direct access to international markets, the Palestinian economy will not be able to compete in international markets, and will continue its dependence on the Israeli economy. Considering that the current situation will continue, alternative routes for international trade to avoid using the Israeli ports are Aqaba Port in Jordan and Port Said in Egypt. In the long term, having a seaport and Airport in Gaza, Airport in the West Bank, and constructing the Corridor connecting Gaza and the West Bank, is the only solution capable for independently integrating the Palestinian economy with the region and other countries in the world, and therefore creating competitive advantage for the Palestinian exports.

• International Commerce and Information Review
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• v.10 no.4
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• pp.395-416
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• 2008

The advance information for oceangoing cargoes destined to th United States enable CBP to evaluate the potential risk of smuggling WMD and to facilitate the prompt release of legitimate cargo following its arrival in the Unites States. On January 1, 2008, CBP promulgate regulations, also known as 10+2 rule, to require the electronic transmission of additional data elements for improved high-risk targeting, including appropriate security elements of entry data for cargo destined to the United States by vessel prior to loading of such cargo on vessels at foreign seaports. The potential impact to an importer's international supply chain will be as follows ; Firstly, importers will take incremental supply chain costs and filing costs. Secondly, anticipate delay in shipment of containerized cargo. Thirdly, importers could be charged fines if they fail to file and file inaccurate or missing data. Companies exporting to the United States should be interested in 10+2 rule, analyze their current processes and procedures to ensure that they are prepared to handle the additional filing requirements of 10+2 rule. And they should focus on how 10+2 impacts their supply chain in terms of costs and sourcing. They will be necessary to revise service legal agreements with their forwarders, customs brokers or carriers in order to meet filing requirements of 10+2 rule.

• Journal of Environmental Impact Assessment
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• v.18 no.6
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• pp.347-357
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• 2009

This study conducted a vulnerability assessment on Korea's physical infrastructure to provide base data for developing strategies to strengthen Korea's ability to adapt to climate change. The assessment was conducted by surveying professionals in the field of infrastructure and climate change science. A vulnerability assessment was carried out for seven climate change events: average temperature increases, sea level rise, typhoons and storm surges, floods and heavy rain, drought, severe cold, and heat waves. The survey asked respondents questions with respect to the consequences of each climate change event, the urgency of adaptation to climate change, and the scale of investment for adaptation to each climate change event. Thereafter, management priorities for infrastructure were devised and implications for policy development were suggested. The results showed that respondents expected the possibility of "typhoons and storm surges" and "floods and heavy rain" to be the most high. Respondents indicated that infrastructure related to water, transportation, and the built environment were more vulnerable to climate change. The most vulnerable facilities included river related facilities such as dams and riverbanks in the "water" category and seaports and roads in the "transport and communication" category. The results found were consistent with the history of natural disasters in Korea.

• Journal of Korean Society of Transportation
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• v.28 no.1
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• pp.7-14
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• 2010

As globalization is making rapid progress, place of international trade based on seaports is changing to airports, which make logistic function in airport getting more important. Airports are required to serve as social overhead capital representing economies of scale as well as a logistic hub for integrating production, sales and transport for multinational corporations. In order to keep regional airport hub, many strategies are required such as development of hinterland and competitive advantage strategies. This paper tried to find determining factors to be a hub airport and competitiveness for hubbing, using the data from Incheon, Narita, Kansai, Nagoya, Singapore-Changi and Taipei airports. As the result of making an analysis of competitiveness of airports and competitive ranking excluding hinterland factors.