• Journal of Korea Port Economic Association
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• v.31 no.1
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• pp.69-84
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• 2015

The purpose of this study is to forecast the seaborne trade volume during January 1994 to December 2014 using the multiplicative seasonal autoregressive integrated moving average (ARIMA) along with intervention factors and an artificial neural network (ANN) model. Diagnostic checks of the ARIMA model were conducted using the Ljung-Box Q and Jarque-Bera statistics. All types of ARIMA process satisfied the basic assumption of residuals. The ARIMA(2,1,0) $(1,0,1)_{12}$ model showed the lowest forecast error. In addition, the prediction error of the artificial neural network indicated a level of 5.9% on hidden layer 5, which suggests a relatively accurate forecasts. Furthermore, the ex-ante predicted values based on the ARIMA model and ANN model are presented. The result shows that the seaborne trade volume increases very slowly.

• Journal of Korea Port Economic Association
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• v.36 no.4
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• pp.107-120
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• 2020

This study analyzed the competitiveness of major export industries following the FTA between Korea and five Central American countries. Findings revealed that Korea mainly exports industrial products such as ships, automobiles and parts, steel, and electronic devices, and it imports raw materials and agricultural products such as coffee and copper, indicating a complementary trade structure. Similarly, the trade specialization index analysis revealed that Korea specialized in exporting industrial products such as ships, automobiles, steel, and machinery, and in importing primary products such as copper and coffee. Products such as ships, steel, and machinery, which are major export items to Central America, are expected to further strengthen their competitiveness due to tariff cuts. In addition, it is expected that the demand for medicines and medical supplies could increase in future due to the COVID-19 pandemic. This study attempted to present implications for establishing export strategies by analyzing the competitiveness of Korea's major export industries in the Central American market, in accordance with the Korean-Central American FTA. These findings could be used as basic data for future entry into South America as a bridgehead in the Central American market.

• Asian Journal of Atmospheric Environment
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• v.5 no.1
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• pp.41-46
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• 2011

The port of Busan is the fifth busiest container port in the world in terms of total mass of 20-foot equivalent units transported. Yet no attempts have been made to estimate the greenhouse gas (GHG) emissions from the port of Busan by accounting for all port-related activities of the various transportation modes. With these challenges in mind, this study estimates the first activity-based GHG emissions inventory in the port of Busan, which consists of four transportation modes: marine vessels, cargo-handling equipment, heavy-duty trucks, and railroad locomotives. The estimation results based on the most recent and complete port-related activity data are as follows. First, the average annual transportation GHG emission in the port of Busan during the analysis period from 2000 to 2007 was 802 Gg $CO_2$-eq, with a lower value of 773 Gg $CO_2$-eq and an upper value of 813 Gg $CO_2$-eq. Second, the increase in the transportation-related GHG emissions in the port of Busan during the analysis period can be systematically explained by the amount of cargo handled ($R^2$=0.98). Third, about 64% of total GHG emissions in the port of Busan were from marine vessels because more than 40% of all maritime containerized trade flows in the port were transshipment traffic. Fourth, approximately 22% of the total GHG emissions in the port of Busan were from on-road or railroad vehicles, which transport cargo to and from the port of Busan. Finally, the remaining 14% of total GHG emissions were from the cargo handling equipment, such as cranes, yard tractors, and reach stackers.

• Journal of the Korean Institute of Navigation
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• v.18 no.2
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• pp.91-109
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• 1994

Technological and organisational changes in transport system have introduced new dimension into port system development and inter-port competition. The quality of service now required by the customer is costly and not easily provided by small shipping companies and small ports. It has been suggested that in the future container shipping may be concentrated by space-sharing arrangements or actual mergers into the hands of a few mega-operators with the investment potential to provide total logistics networks. In order to compete effectively, high load factors will be essential and port concentration inevitable. A fa-voured few ports will become the load centres and other ports will assume a secondary feeder role. In this study, three questions are raised and attempts are made to answer them : (a) what is the new role of ports today ; (b) why should ports be engaged in this new role ; and (c) how can ports play this new role. In short, a modern port should be a service centre and a logistic platform for international trade and transport-a third generation port. Ports, in particular, have to make every effort to be competitive in the cost and quality of services and to make the port a transport and distribution service centre. For most ports, this is not an option but a must ; an essential requirement for survival in this win or lose situation. The best way to win is to maintain a close contact with port users, listen to them, discuss with them, help them and satisfy them. That is port marketing. Starting from the findings of port marketing, it is es-sential to work out appropriate development plans and marketing targets and to improve port competitive-ness. As an alternative method, a port competitiveness model is suggested, which may help port managers to make appropriate improvements.

• Journal of Navigation and Port Research
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• v.33 no.7
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• pp.491-500
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• 2009

In order to attract more transshipment cargoes, Busan Port Authority (BPA) has, since 2003, adopted the volume incentive policy by which more than US$ 10 million annually have been paid back to shipping lines that were called at the port. However, having been a transshipment port for the Northeast region of China, the port of Busan has come under threat from bold Chinese port development projects, notably Shanghai, as northern Chinese regionnl ports place more emphasis on building facilities capable of handling growing trade volumes. Undoubtedly this would lead to a decline in transshipment container traffic moved via Busan. The purpose of this paper is to identify some core factors that have been affecting the increase of transshipment cargoes of Busan and further to recommend BPA an improved incentive scheme with which more T/S cargoes can be attracted into the port of Busan To clarity the reason why T/S cargoes have increased in the port of Busan, several steps are made as follows: The first step is to make a quantitative model for explaining the development of T/S cargoes during the last decade. The second step is to define the dependent and the independent variables for multiple regressions after testing variable significance. For this, data collection and the accuracy of validation have been done by the direct interview with the experienced staffs in shipping companies of both domestic and foreign country. After validating the model with collected data, the final step is to find variables which are explaining the model mostly. In conclusion, 2 variables were clearly identified as core factors that explain well the development of T/S cargoes in the port of Busan: 'Mohring effect' and total cost. It is strongly recommended, by an empirical study, that an incentive scheme be changed to a way which more feeder vessels rather than mother vessels can reduce their direct costs to call in the port of Busan.

• Journal of Navigation and Port Research
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• v.36 no.6
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• pp.521-526
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• 2012

More efficient and effective volume management of trade cargo is recently requested due to FTA with foreign country. Above all, the grain is the main cargo needed in Korean food life and was appointed as the core trade cargo during FTA. This study is aimed to forecast future demands of grain volumes which are handled at Incheon port because most of the grain volumes are traded at Incheon port in Korea. System Dynamics (SD) was used for forecasting as the methodology. Also, population, yearly grain consumption per a man, GDP, GRDP, exchange rate, and BDI were used as the factors that influence grain volumes. Simulation duration was from 2000 to 2020 and real data was used from 2000 to 2007. According to the simulation, 2020's grain volumes at Incheon port were forecasted to be about 2 million tons and grain volumes handled at Incheon port were continuously reduced. In order to measure accuracy of the simulation, this study implemented MAPE analysis. And after the implementation, the simulation was decided as a much more accurate model because MAPE value was calculated to be 6.3%. This study respectively examined factors using the sensitivity analysis. As a result, in terms of the effects on grain volume in Incheon Port, the population factor is most significant and exchange rate factor is the least.

• Journal of Digital Convergence
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• v.16 no.3
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• pp.275-289
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• 2018

It is necessary to develop a bridgehead port for trading with northern countries to promote trade through the East Sea because the East Sea Rim economic bloc around the Northeast Asia including South Korea, China, Russia, Japan, and North Korea has a high growth potential in the future. Therefore, this study aims to suggest a strategic direction to enhance the competitiveness of Donghae Port through reinforcement of container cargoes by conducting Importance-Performance Analysis (IPA) for stakeholders of Donghae Port. The analysis results suggest that it is necessary to improve the five evaluation factors: attractiveness of container and bulk volumes, appropriate ratio of export/import container quantities, frequency of vessel entry and diversity of sea routes, convenience of complex linked transportation, and competitiveness of cargo handling equipment. The implications of this study are as follows. First, it is necessary to continuously research the current status of container and bulk cargo volumes of the port and ways to increase the absolute cargo volume. Second, we need to consider realistic alternatives to improve the ratio of export/import container quantities. Third, in terms of network, we should establish a service improvement plan to increase the frequency of port calls and the diversity of sea routes. Furthermore, incentives should be provided to increase the trade volume of Donghae Port through strengthened complex linked transportation function. Finally, it is urgently necessary to provide investment support for container handling equipment as an essential requirement for the activation of the container cargoes in Donghae Port.

• Journal of Korea Port Economic Association
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• v.30 no.3
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• pp.231-257
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• 2014

In general, furniture industry, with its high foreign dependency, has serious logistics issues that are commonly raised in such countries as Korea, China and Japan. This leads to my different possibilities & ways of rationalizing the logistics systems that utilize port hinterlands. Thus the purpose of the present paper is to create new logistics systems which will work effectively across the three countries. In this research study, we came up with 2 logistics models in which the port hinterland of Busan serves as the distribution center for furniture industry, and the models were suggested as the cooperative logistics business systems for the North-east asian region. In the proposed models, 'Busan furniture logistics center' has the dual functions of 'the cross-docking center from China to Japan' and 'the assembly & delivery center for furniture imported by Japan'. To have this logistics business center materialized, we propose that policy-level supports from the relevant port authorities be provided in the following three aspects: overseas investment promotion focused on the furniture industry of Japan, protection & enhancement of competitiveness for the port of Busan, and uilization plans for the new port hinterland of the city.

• Journal of Navigation and Port Research
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• v.44 no.6
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• pp.550-556
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• 2020

Over the past years, the role of ports in the global network of supply chains has becoming increasingly important, not merely as a physical location for loading and unloading goods, but also as an essential center of economic activity where additional value is added to cargo. Due to the overall growing importance of ports, each country has chosen to adopt hub growth as a primary economic strategy. Northeast Asia in particular, due to its high population density, experiences intense competition between its ports. Busan's port, as a result, has used the establishment of Distripark in order to attract high and stable trade volume, and compete more effectively with other ports in the region. This study estimates the unit cost of the logistic process for the all principal cargos handled at Busan New Port, with the findings revealing that unit cost increases gradually starting with chemical products, LME bulk goods, automobile parts, LME containers, general cargoes, and LME inland transportation goods coming in last. Future research will look more closely at all all categories of cargo handled in the Distrpark of Busan New Port, thereby enabling us to better understand the value created by the port, and how to best implement effective trade volume-attraction strategy.

• Korea Trade Review
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• v.48 no.1
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• pp.215-241
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• 2023

As competition between ports intensifies, port efficiency has always been a hot topic in the port and shipping economy. Boosting regional and national economies by improving port efficiency and promoting sustainable development of ports is also a concern for port operators and local and national governments. In this situation, this study has the following objectives. First, using panel data from 2010 to 2017, the efficiency of 14 major inland ports along the Yangtze River was analyzed, and changes in port efficiency over time were examined. Second, 14 inland ports are divided into the middle, upper, and lower Yangtze River port groups to compare and review differences in efficiency levels of ports by basin. For the study, we applied a three-step DEA analysis method, which evaluated the pure relative efficiency of the port itself by removing the effects of environmental factors and statistical noise that could affect the efficiency evaluation and presented the results. As a result, it was confirmed that there was a clear difference in the efficiency value of the port between the first-stage and the third-stage efficiency evaluation result. In addition, the downstream ports showed relatively high efficiency compared to the middle and upstream ports.