• Journal of Distribution Science
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• v.13 no.2
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• pp.5-13
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• 2015

Purpose - In recent years, concerns over privatization have been growing in some public sectors. Privatization in Britain offers lessons for those who have intended to privatize their industry, and in particular, the port industry. Therefore, it is useful for researchers to examine British port privatization in detail, particularly the implications of UK port privatization. Research design, data, and methodology - After reviewing the historical development of the UK port industry, the important factors determining the success of the British port privatization process were identified. The interpretations could be lessons for some other country to consider port privatization in near future. Results - The key factors in relation to port privatization are first, regulation; second, ownership; and third, utilities and operations, which includes autonomy, efficiency, and competitiveness. In addition, the UK port management system is a pure private port system, which has been successful. Conclusions - In Britain, after deciding to privatize the erstwhile public ports, they were fully privatized, focusing on the aforesaid key factors. This offers important lessons for the privatization of other ports in the world.

• Journal of Korea Port Economic Association
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• v.20 no.2
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• pp.1-17
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• 2004

This study deals with legal issues and solutions for a successful management of the Busan Port Authority(BPA) and proposes Busan Metropolitan City Ordinance for the effectiveness of BPA because the role of BPA is to improve Busan regional economy and to strengthen the competitiveness of Busan Port. In order to prepare the ordinance, this paper suggests that the current legislation related to Port Authority(PA), which empowers central government to control the management of port, should be amended to strengthen the port autonomy by allowing PA and local government to control the management and operation on port independently and enabling the building of cooperative system from the City for BPA.

• KIEAE Journal
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• v.5 no.4
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• pp.33-40
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• 2005

This study is to propose key directions of Busan North Port redevelopment for revitalization of waterfront. Since 1960s, there have been a lot of port redevelopment projects around the world. In Korea, Busan North Port redevelopment project is the first one which aims to make waterfront citizen-friendly within old port area. Many ports will be redeveloped soon after the Busan North Port redevelopment. At this time this is the basic research to lay groundwork for the systematic and efficient port redevelopment. We analyze the good examples of the world through case studies and suggest the problems and important elements of success of port redevelopment. Also we propose the objectives for waterfront revitalization and the visages of waterfront within port area. And then we analyze the situation of Busan North Port and examine the blueprints issued by national and city government. After that we suggest some ideas, such as land use plan, on North Port redevelopment for revitalization of waterfront in Busan Port Area.

• Journal of Korean Port Research
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• v.12 no.1
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• pp.25-33
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• 1998

The evaluation of port competition could be applied to determining the selection of a calling port. A few fundemental attributes of port competition were adapted by the 'brain storming' method. The criteria used for evaluating a port's competitiveness were as follows: efficiency of port operations, competitive power of each port's industry, economic activity of the hinderland associated with each port and capability of globalization. The weight of each criterion was 30%, 40%, 20% & 10%, respectively. And the most important factors that were considered in choosing each of the above criteria were profitability, port information system, cargo volume & inducement of foreign capital. The results of this study seemed to suggest that factors which influence port competition varied according to port circumstances, such as computer and communication systems and access to the global trade within the World Trade Organization

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.39
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• pp.281-310
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• 2008

An understanding of importance of port has increased according to the in and out environment changes surrounding port. And the jurisdiction of physical distribution including port logistics integrated to Ministry of Land, Transport and Maritime Affairs. It is a good time for review the related port law once more. Present related port law has no problems itself. But because there are many laws about port, so overlap is shown in many aspects. According to this viewpoint, this study has focused to reduce the overlap in the contents of the laws and propose the improvement methods. So as to achieve this goal, I divided study fields into three aspects. The first is the subject of port management and second is the object of port management, the third is contents of port management. And also improvement plan provided in three aspects. Improvement plan is as follows. Firstly, the diversity of management subject is reduced considerably due to the integration of government organization but the problem which what laws among the various laws would adopt to same object is still remained. So it is necessary to make into one or two laws. Secondly, in the case of object of port management, it is essential to cover the port, port facilities and port hinterland with one comprehensive law. Therefore it is important to adjust the related clauses in various laws. Thirdly, in connection with the contents of port management, port development plan or other related port business and etc. described in various laws have to cordinated. At the same time, it is desirable that the similar terminology used in various laws would be unified.

• Journal of Korea Port Economic Association
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• v.20 no.2
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• pp.89-100
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• 2004

Because of a recent trend of the open and globalized world economy, international trade is getting bigger and there is a trade competition among many countries, resulting in competition between harbor industries. Therefore, as hub-port development of China, Japan and Taiwan is more actively progressing than any other times, Korea should prepare a powerful management system to take the initiative over them. Above all, a new recognition of the governmental officers in charge of political management about hub-port industry and early development of the northeast hub-port are needed. To maximize its distinctiveness from competitive ports, port sale should be actively managed. As well, as port functions are diverse, accompanied site development should be prepared. In conclusion, in order to improve functions of a port and develop the port as a general complex of physical distribution, the government should encourage the accompanied site development and support preparation of a customs-free area and a general system of physical distribution.

• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.2
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• pp.223-228
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• 2010

In the midst of worldwide response to climate change, the advanced ports including LA/LB(Los Angeles/Long Beach) has started to reduce carbon emission from port area which has not been targets of interests in the worldwide cooperation. Recently, the Port of Busan has started to reduce carbon emission from the port area under the Green Port Strategy in Korea. However, the low-carbon port management increases the cost of port management and negatively impacts the port competitiveness in the short term. Therefore, the Busan Port Authority is carrying out the low-carbon projects directly and has not transfer the cost to the port users, such as shipowers, cargo owners and terminal operators. However, the Port Authority of LA/LB has transferred the cost at low-carbon port management to customers of port. In this study, comparative analysis on cost of low-carbon port management at Busan and LA/LB is carried out for sustainable port management.

• Journal of Korea Port Economic Association
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• v.38 no.2
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• pp.1-10
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• 2022

Looking at the cargo trend of Gwangyang port (GWP) during past decade, petrochemical items grew by 26% and steel item grew by 12%, but container cargo just grew by 4%. Thus, Yeosu-Gwangyang Port Authority (YGPA) sets the port development initiative targeting at industrial core port considering GWP's strength as multi function port and industrial port and GWP's weakness as lower container cargo growth trend. The purpose of this study is proposing the projects about the GWP's industrial core port development. The results of the study is as follows. As a prerequisite for development as an industrial core port, it was suggested to form a consensus on the modification or change of the port performance index of univariate port cargo volume. The following three tasks were presented for GWP to develop as an industrial core port. It can be said that it is most necessary to derive, manage, and monitor GWP industrial core performance indicators. Next, it is necessary to conduct a survey on the satisfaction of industrial support in ports. Finally, it is necessary to measure the added value of the port area of GWP hinterland.

• Journal of Korean Port Research
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• v.10 no.2
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• pp.17-29
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• 1996

It is required to consider pricing and non-pricing factors and external economy in order to achieve the objects of physical distribution system in a port. Recently, among the three factors, much attention has been paid to non-pricing factor in the system. Although physical distribution service in a port(PDSP)has been frequently mentioned in documents and literature related to port and shipping studies, few study on it has not been systematically and scientifically made due to the following problems; $\circ$ there are not proper criteria to evaluate level and quality of PDSP and as a result it is difficult to set up a unified standard for doing so. $\circ$ algorithms to evaluate problems with complex and ambiguous attributes and multiple levels in PDSP are not available. This thesis aims to establish a paradigm to evaluate PDSP and to abvance existing decision making methods to deal with complex and ambiguous problems in PDSP. To tackle the first purpose, extensive and thorough literature survey was carried out on general physical distribution service, which is a corner stone to handle PDSp. In addition, through interviews and questionnaire to the expert, it have extracted 82 factors of physical distribution service in a port. They have been classified into 6 groups by KJ method and each group defined by the expert's advice as follows; a. Potentiality b. Exactness c. safety d. Speediness e. Convenience f. Linkage Prior to the service evaluation, many kinds of its attributes must be identified on the basis of rational decision owing to complexity and ambiguity inherent in PDSP. An analytical hierarchy process (AHP) is a method to evaluate them but it is not applicable to PDSP that have property of non-additivity and overlapped attributes. Therefore, probablility measure can not be used to evaluate PDSP but fuzzy measure is required. Hierarchical fuzzy integral method, which is merged AHP with fuzzy measure, is also not effective method to evaluate attributes because it has vary complicated way to calculate fuzzy measure identification coefficient of attributes. A new evaluation algorithm has been introduced to solve problems with multi-attribute and multi-level hierarchy, which is called hierarchy fuzzy process(HFP).Analysis on ambiguous aspects of PDSP under study which is not easy to be defined is prerequisite to evaluate it. HFP is different from algorithm existed in that it clarified the relationship between fuzzy measure and probability measure adopted in AHP and that it directly calculates the family of fuzzy measure from overlapping coefficient and probability measure to treat and evaluate ambiguous and complex aspects of PDSP. A new evaluation algorithm HFP was applied to evaluate level of physical distribution service in the biggest twenty container port in the world. The ranks of the ports are as follows; 1. Rotterdam Port, 2. Hamburg Port, 3. Singapore Port, 4. Seattle Port, 5. Yokohama Port, 6. Long beach Port, 7. Oakland Port, 8. Tokyo Port, 9. Hongkong Port, 10. Kobe Port, 11. Los Angeles Port, 12. New york Port, 13. Antwerp Port, 14. Felixstowe Port, 15. Bremerhaven Port, 16. Le'Havre Port, 17. Kaoshung Port, 18. Killung Port, 19. Bangkok Port, 20. Pusan Port

• Journal of Navigation and Port Research
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• v.45 no.2
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• pp.75-86
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• 2021

This paper intends to evaluate the policies which are considered necessary to enhance the T/S competitiveness of Busan's port, and thereby present suggestions to the government which would best implement the results of this research. This research first raises the claim that the majority of the following four conditions: location of the port, port productivity/service level, status of network with overseas ports, and cost competitiveness, should be satisfied in order to maintain a competitive T/S port. Based on these four conditions, seven policies, which are individually pertinent to the four conditions, have been drawn up for proposal, and they are also analyzed in the survey, where all the eligible samples participate to ensure if they are effective in enhancing the T/S competitiveness of Busan. Proposed important policies are a) Terminal operator integration, b) port infrastructure expansion, c) global carriers owned terminal operation, d) enhancement of national carrier's competitiveness, e) feeder carriers' owned terminal operation in new port, f) institutional support for effective and convenient environments for handling T/S cargo, and g) volume incentive expansion. From the analysis by which all the relevant parties (Carriers, Terminal Operators, Port Authority) are answered, it was found that all the seven policies have relevance in strengthening the transshipment competitiveness of Busan's port. Whereas in the analysis that uses AHP methodology to compare the significance among the different policies, it was found that terminal operator integration has the highest priority in terms of increasing transshipment competitiveness.