• Journal of Navigation and Port Research
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• v.28 no.1
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• pp.75-81
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• 2004

The port developments in Korea have been achieved by government because port needs large scale of funds for development and is recognized as SOC to be supplied by government. But this kind of policy has met budgetary problem to cope with rapidly increasing demands of port facilities. Thus in recent years, Korean government has tried to induce commercial capital to the construction of port facilities and allow port company to operate the facilities commercially for given period enough to compensate the investment. At present, several private ports are under construction and some will be opened in the near future. But on this stage, it is expected some problems for the reasonable port operation. This paper tried to scan and to analyze the current situation and also to find proper solutions.

• 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 Korea Port Economic Association
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• v.18 no.1
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• pp.61-83
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• 2002

Korea has designated 28 trade ports and 22 coastal ports under the Ports Act. If fishery ports and small inlets are counted, the number amounts to hundreds of ports. However, untimely and inefficient maintenance and repair works face Korean ports with functional loss, decreasing efficiency, and even catastrophe. Thus, further examinations on the maintenance or redevelopment of forts in Korea are urgent. Since the Korean War and the higher economic growth period in the 1970s, Busan Port has developed in a variety of ways, according to the necessity of social conditions at any given time, without any development Philosophy or systematic long-term master plan. As a result, ports and coastal industrial facilities have rushed to gather around the present North Busan Port, which has taken on mixed functions between ports and cities, adversely affecting several of their interactions. To resolve these circumstances, several redevelopment schemes were suggested for centering the old zone in the Busan Port interim. However, comprehensive evaluation and redevelopment schemes combining functions of both ports and cities, and effectively utilizing coastal zones have never been presented. In this respect, this study sets the priority order of the extracted unit project. This study analyzes the existing functions and facilities of Busan Port, extracting facility zones through redevelopment which is certain to fail or to decrease in efficiency. furthermore, this study presents status and development directions of specified redevelopment unit projects of higher priority order, and pursues the integrated plan of efficiency for Busan Port.

• The Journal of Asian Finance, Economics and Business
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• v.8 no.5
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• pp.345-354
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• 2021

With the evolution of containerization and globalization of supply chains, aspects of port functions have made the transition from the sea to the inland region that forms the dry port. To explore the relationship between dry ports and regional economic development, this study uses a gravity model and forecast model to analyze 1,040 observations in 104 cities (22 dry port cities) along the Yangtze River Economic Belt (YREB) from 2008 to 2017. The model includes economic variables, logistics variables, foreign relations variables, and human capital variables. It was found that the dry port is positively correlated with trade volume. Compared with a city without a dry port, the trade volume of a city with a dry port will increase 0.099 times. It can be concluded that a dry port is crucial for the economic development of the YREB. It was also found that per capita GDP as an economic variable, road area and rail number as logistics variables, and foreign relation variables are positively correlated with trade volume, while the human capital variable has no significant effect on trade volume. In addition, governmental policy implications are addressed from the aspects of dry port and industry cluster caused by foreign investment.

• Journal of Korea Port Economic Association
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• v.34 no.4
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• pp.39-52
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• 2018

The Seosan-Daesan Port is a representative trade port in Chungnam, and has the sixth largest total cargo throughput and the third largest oil cargo throughput in Korea. However, research on this port's development is lacking relative to that for Busan Port, Incheon Port, and Gwangyang Port, and no study exists that suggests the direction of the development strategy for Seosan-Daesan Port. This study discusses the future role of Seosan-Daesan Port in preparation for a rapidly changing future and the development strategy that should be established. Using the AHP, a development strategy is provided for Seosan-Daesan Port from short/mid-term and long-term viewpoints for three aspects: operation activation, infrastructure construction, and policy support. Operation activation is chosen as the most significant factor from a short/mid-term viewpoint, whereas infrastructure construction is recognized as important from a long-term viewpoint. Specifically, from a short/mid-term viewpoint, sustainable container cargo attraction, multipurpose dock construction, management pier construction, and opening of international passenger ferry lines are important factors while from the long-term viewpoint, hinterland construction, petrochemical industry cluster construction, automobile industry cluster construction, and management improvement system are important. Establishing action plans for each strategy and a cooperative network for sharing goals and strengthening cooperation is necessary.

• Journal of the Korean Society of Marine Environment & Safety
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• v.6 no.1
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• pp.85-98
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• 2000

It has been studied a lot to solve the problems concerning about the port management system in Korea. Since the international competitive power of port system in Korea is decreasing these days. This paper suggests that Port Authority should be given to the local government in order to not only properly meet the demands from worldwide change in port condition but also develop the major country which will lead distribution system of northeast Asia in 21th century. In this paper, I also acknowledge the following facts. 1. more power needed for local government to develop and manage port system 2. the harmony of port function and urban capacity needed in order to utilize the extending effect from port development.

• Journal of Korea Port Economic Association
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• v.28 no.3
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• pp.215-234
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• 2012

Since ports play a role of gateway to the sea and hinterlands, it is essential to analyse the networks of shipping and inland when evaluating the function and development of a port. The container port of Gwangyang, starting to operate its facilities in 1998, has developed itself as a hub port. Using the data of shipping schedules of Korean ports and the measurement of centrality in sociology, this study analyses the process of world-wide shipping network expansion in Gwangyang and concludes some implications including earlier development of shipping networks due to incentives to shipping companies. Although Gwangyang port also has been expanding its inland network through developing trucking, railway transport, and coastal shipping, it has weakness in inland network as in the cases of interruption in 2004, resumption in 2009 and re-interruption in 2012 at coastal shipping. In 2000s the expansion of shipping and inland networks at the newly built container ports such as Pyungtaek, Ulsan, and Gunsan has enticed the competition among Korean ports at each hinterland. Nevertheless, the operation of Gwangyang container port is considered to affect indirectly the relocation of some manufacturers including Samsung Electronics. Studies on interrelation between development of container port and geographical demography of manufacturers are needed to assess the effects of container port on regional economy.

• Journal of Korea Port Economic Association
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• v.35 no.1
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• pp.19-38
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• 2019

The Seosan-Daesan Port is closest to the major ports of China; hence, it is recognized as the ideal port for trade with China. Well-developed industrial infrastructure in its hinterland, including petrochemical, automotive, and electronic component complexes and recent developments of port facilities that aim to strengthen its function as a commercial port clearly highlight the necessity to develop it as a comprehensive port by building a marine industrial cluster. In this study, prerequisites for marine industrial cluster development in Seosan-Daesan Port are identified; they include the following. First, the conditions to be met for being designated a marine industrial cluster should be amended; Second, the central government should delegate authority to local governments to ensure the development of marine industries; Third, changes related to marine industrial cluster development in the governance structure of local governments (Seosan City and Chungnam Province) are required; and Last, a consultative body should be established to facilitate discussions on developing a marine industrial cluster in Seosan-Daesan Port and build public consensus.

• Journal of Navigation and Port Research
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• v.32 no.4
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• pp.287-294
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• 2008

Recently, amount of cargoes from main ports in Northeast Asia have rapidly increased and as well surplus port development in same region corresponded with the boom in external trade that resulted from successful export-oriented economics strategy by China, Japan and South Korea. To cope with this business circumstances, a certain form of port alliance is desperately needed to provide a suitable service to customer and establish their countervailing power against the shipping alliance. Nevertheless, Incheon seaport has not made a definite port alliance system with main ports in Northern China yet. Thus, the purpose of this study is to identify the key success factors to form a port alliance through examining previous studies. We have benchmarked previous studies which are related to main ports in global region and the questionnaire on customers of ports. By studying this, we are able to suggest a few strategies for forming successful port alliance to enhance Incheon port's capabilities in the long term plan. As a policy proposal, this study suggests Incheon port and main ports in Northern China should construct a logistics infrastructure through mutual investment and provide an incentive system when the ocean carrier makes port call to both ports.

• Proceedings of KOSOMES biannual meeting
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• 2005.11a
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• pp.79-84
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• 2005

This paper proposes an analysis to image of inchon port using fuzzy theory. After analysis, positive opinion is mean membership function 0.73 and positive membership function 0.27, negative opinion is mean membership function 0.69, negative membership function 0.31 about inchon port development. therefore, for port development need to accomodation of each opinion postive opinion is maximum decrease from 20 age to 30 age. and negative opinion is maximum increase from 10 age to 20 age. According to the results, port development need to high positive image and low negative image.