• Journal of Navigation and Port Research
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• v.37 no.6
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• pp.727-732
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• 2013

This primary purpose of this study is to suggest strategies for developing the Gwangyagn region as a logistics city. In order to achieve such purpose, the following methodology is used. First, the literature survey on papers, related-organization's homepage, reports and journals related to Gwangyang Bay and Gwangyang port. Second, an pilot survey and field survey for suggesting SWOT analysis are carried out. Finally, questionnaire survey using a AHP analysis technique is distributed and analyzed. The strategies for developing as a logistics city are suggested as followings. First, ST strategy such as the development of the international hinterland logistics center related to the port logistics function is considered as the most important factor and followed by ST strategy, WT strategy and WO strategy. Second, creation of the revenue-creating logistics business model is to be considered as the most important factor and followed by development of the international hinterland logistics center related to the port logistics function, operation of the logistics center, creating high value-added of free trade area etc. For further research, more concrete and empirical study have to be carried out.

• Proceedings of the Korea Port Economic Association Conference
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• 2007.07a
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• pp.313-342
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• 2007

본 논문은 국제물류 거점항만인 광양항을 사례로 하여 항만친수공간의 개발정책을 다루고 있다. 연구의 목적은 항만친수공간의 기본이론과 개발실태의 실질적 분석을 토대로 광양항에 항만친수공간을 개발하기 위한 종합적인 정책방향을 계획 ${\cdot}$ 제도적인 시각에서 제시하는 것이다. 본 논문의 주요내용은 항만친수공간의 개념과 유형/외국 항만친수공간의 개발사례/항만친수공간 개발의 문제점/광양항의 항만친수공간화 정책방향 및 결론 등으로 구성되고 있다. 광양항 친수공간의 실제 대상지는 컨테이너항 지구와 묘도지구이다. 컨테이너 항만의 부지에는 이용자 및 시민에게 쾌적한 공간을 제공하는 녹지공간의 조성과 함께 친수성 항만공간의 확보가 중요하다. 묘도지구는 해안매립과정에서 소실된 자연생태계를 복원하여 자연친화적인 지속가능한 자연의 이용방안을 마련하며, 이의 일환으로 해양생태공원을 조성한다. 이와 더불어 광양항 친수공간의 개발전략들에는 항만시설의 개방과 홍보활동의 강화, 선항만 개발과 항만재개발시 친수공간확보 의무화, 항만친수공간 확충목적의 관련제도 정비, 항만친수공간 기본계획의 수립, 항만친수공간 지구의 지정, 항만친수공간 관련제도의 정비, 항만친수 행적기관조직의 정비 등으로 제시할 수 있다.

• Korea Trade Review
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• v.45 no.5
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• pp.141-159
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• 2020

Container terminals at Gwangyang Port are operated by three container operators: A, B and C. Ultimately, there is consensus that a single operator should operate all terminals so that economies of scale can be achieved even in the operation of the container terminal. Integration between operators has a positive effect on both operators and shipping companies. From the operator's point of view, overlapping fixed costs between operators can be unified, reducing overall costs and utilizing spare facilities. On the other hand, from the viewpoint of the shipping company, it is possible to ensure stable use of the port facilities and always allow berthing, reduce days on demurrage and ship waiting, and provide one-stop service for work. However, existing cases of operators' integration or relocation of terminals remained to estimate the expected effects of alternatives, emphasizing only the financial point of view. The port terminal is a large system, and it is important to consider that it is an aggregate of major logistics facilities and equipment. Moreover, if the estimation can be made by quantifying the expected effect, the justification of the terminals' relocation can be further emphasized. Therefore, it is very important to estimate the expected effect from the viewpoint of systemic operation. Moreover, the need for operators' integration can be further emphasized if it can be estimated through quantification of expected effects. Currently, three alternatives are considered as alternatives to the terminals' relocation, and in this study, the optimal plan was derived for the 3 alternatives by the linear planning model of the minimum shuttle transportation cost in the terminal. The optimal plan is alternative 2, which shows the most advantageous integration effect in terms of expected effects. Alternative 2 integrates the B terminal into the C terminal, and the A terminal operates independently as it is.

• Journal of Korea Port Economic Association
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• v.36 no.3
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• pp.99-114
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• 2020

Overseas advanced ports are promoting smartification, as well as full automation of the terminals surrounding container terminals. A smart port can be defined as a comprehensive concept that pursues increased operational efficiencies, maximization of profit, efficient use of energy, and construction of eco-friendly ports with the introduction of fourth-industrial-revolution technology, including port automation. However, Korea is making efforts to introduce fourth-industrial-revolution technology into ports, but indications are that they are somewhat insufficient compared to advanced ports abroad. Therefore, this study conducted a survey about operators and users of container terminals in Gwangyang Port by deriving the factors determining the introduction of smart ports, such as cost, service, time, safety, and environment, from previous studies. This study analyzed the factors determining the introduction of smart ports and moderating effects when the adjustment variables of operators and users were applied to the pros and cons. As a result of the analysis, it was found that port operators and users have a moderating effect on cost, time, safety, and environmental factors, but not on service factors. These results indicate that port operators try to reduce costs through efficient operation, time management, and by reducing safety accidents by building smart ports, but analysis showed that the negative effects of smart ports have affected port users. The results of this study were derived through a moderated regression analysis and suggested implications for introducing smart ports in the conclusion.

• Journal of the Korea Convergence Society
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• v.10 no.1
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• pp.177-186
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• 2019

The purpose of this study is to examine the trend of export growth rate and rate of change by each port/airport in Korea. And to analyze which each port/airport are showing a high growth rate. To this end, Incheon Airport, Busan, Incheon, Ulsan, Gwangyang and Pyeongtaek were selected in order of export value. The analysis period for each port/airport was 200 monthly data from September 2001 to April 2018. Pyeongtaek, Incheon and Gwangyang are relatively larger than Busan and Ulsan in the rate of increase and change. This is because export to China and Southeast Asia has increased more than in the US and Japan. As a result of the analysis, exports from Busan, Incheon Airport and Ulsan have recently been shifted to Incheon Airport, Incheon, Gwangyang and Pyeongtaek. In addition, the export portion of Incheon International Airport, which is an aviation logistics service, is growing more and more. In the west coast era, interest and investment in Incheon, Pyeongtaek and Gwangyang seem to be more needed in preparation for import and export to China, Southeast Asia and North Korea.

• Journal of Korea Trade
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• v.23 no.2
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• pp.59-75
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• 2019

Purpose - The International Maritime Organization (IMO) has promulgated strict regulations on emissions in the maritime shipping industry. LNG (Liquefied Natural Gas) is, therefore, recognized as the optimal fuel alternative solution. The aim of this study is to select the most suitable location for an LNG bunkering port. This is formulated as a multiple-criteria ranking problem regarding four candidate ports in South Korea: the ports of Busan, Gwangyang, Incheon, and Ulsan. Design/Methodology/approach - An analysis employing the Consistent Fuzzy Preference Relation (CFPR) methodology is carried out, and the multiple-criteria evaluation of various factors influencing the location selection, such as the average loading speed of LNG, the number of total ships, the distance of the bunkering shuttle, and the degree of safety is performed. Then, based on the combination of both the collected real data and experts' preferences, the final ranking of the four ports is formulated. Findings - The port of Busan ranks first, followed by the ports of Gwangyang and Ulsan, with the port of Incheon last on the list. Originality/value - The Korean government could proceed with a clear vision of the candidate ports' ranking in terms of the LNG bunkering terminal selection problem.

• Journal of Korea Port Economic Association
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• v.33 no.4
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• pp.135-148
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• 2017

This study fist raises the following research question. How does the port congestion affect port operational efficiency? To answer the question, this study adopts slacks based measure data envelopment analysis (SBM-DEA) model to analyze the efficiency of port considering the congestion. As a result of the DEA-CCR(Chanres, Cooper and Rhodes) model, both Busan(2011) and Ulsan(2011) are the most efficient decision making units(DMUs). As a result of the DEA-BCC(Banker, Chanrnes, and Cooper) model, Busan(2011), Ulsan(2011), Ulsan(2012), Busan(2012), and Yeosu Gwangyang(2012) are the most efficient DMUs. As a result of SBM-DEA model, Ulsan(2012), Busan(2011), Busan(2012), Incheon(2011), and Ulsan(2011) are the most efficient DMUs considering the port congestion. The result of DEA-CCR BCC model is not identical with the result of SBM-DEA model analysis. It means the port congestion does less affect the port operational efficiency. Should the number of the vessels with the port congestion minimize, Incheon and Yeosu Gwangyang port could save lots of the port congestion cost for a total of three years.

• Journal of Korea Port Economic Association
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• v.17 no.2
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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.

• Journal of Korea Port Economic Association
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• v.22 no.3
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• pp.59-78
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• 2006

The purpose of this paper is to analyze the trend on scale efficiency of the Port of Gwangyang from 1994 to 2004 using CCR, BCC, and Malmquist index approaches. The main results are as follows. first, scale efficiency shows a 50% similar [5(94/95, 95/96, 97/98, 2001/2002, 2003/2004) out of 10] pattern to technical efficiency change. Second, total factor productivity increased at 48.57% rate of growth on average in 6 out of 10 periods except 96/97, 97/98, 99/2000, and 2000/2001. 2003/2004 period is the one period experiencing rapid total factor productivity changes, mainly due to technical progress. Third, the ranking order of accumulative indices is scale efficiency change, TFP change, efficiency change, technical change, and pure efficiency change. The main policy implication of this paper is that according to the CCR, BCC, and Malmquist results, the Port of Gwangyang should develop the plan for enhancing the 5 Malmquist indices with following the management way of benchmarking ports.

• Journal of Korea Port Economic Association
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• v.36 no.3
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• pp.137-154
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• 2020

In this study, we analyze the performance of five major port distriparks and present a development plan. The analysis groups the performance into three categories: revitalization of companies in port distriparks, contribution to the port volume, and contribution to the national economy. The key parameters examined in detail include the ratio of hinterland volume to port volume (container and total cargo), port volume growth contribution rate, and job creation. Our results indicate that Gwangyang and Ulsan Ports showed steady growth for all the indicators analyzed, while Gwangyang Port was the only one among the five ports to display consistent steady growth. The results suggest that to achieve consistent growth, high value-added and specialized port distriparks based on the local economy should be established.