• 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.27 no.2
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• pp.171-178
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• 2003

Lately most Asian countries have tried to develop their ports into a hub port in their region. However, only a few studies examined the theoretical rationale for hub port strategy. Thus, this paper aim to identify the effectiveness of hub port development strategy in global and regional perspectives, respectively. For this aim, the paper conducts regression analysis on the relationship between port size and growth ad calculates the Hirshman-Herfindahal Index on Asian container ports. According to the empirical results, larger ports have grown faster than smaller ports in the world container ports und European/North American ports. However, in the case of the Asian container ports, the result was opposite. And port concentration in Northeast Asian ports is decreasing gradually during the last two decades. Consequently, the effectiveness of hub port development strategy was not very strong in Northeast Asian region.

• The Journal of Fisheries Business Administration
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• v.41 no.3
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• pp.129-151
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• 2010

This study is to analyze the efficiency of Korean fishing ports using DEA. First, the study calculated the efficiency scores based on a CCR-BCC framework and hence technical, pure technical, and scale efficiency scores are seperated for the 38 fishing ports under study. The Average of technical, pure technical, and scale efficiency are turned out to be 0.6834, 0.8582, and 0.7774 respectively. The 15 fishing ports are fully efficient under the constant returns to scale while 21 fishing ports under the variable returns to scale. Second, the super efficiency scores are also calculated under the radial model without the consideration of slacks. The highest score is turned out to be 4.4984 for the P16 fishing port with the average score of 0.9652 for the entire fishing ports. Nevertheless, P16 fishing port has showed up only once as a reference set. On the other hand, P34 fishing port has showed up 11 times as a reference set, which scored the second highest score of 2.9815. Finally the super efficiency scores are calculated under the non-radial model with the explicit consideration of slacks. Now the P34 fishing port scored the highest score of 2.3424 with even 15 times referred to a bench-mark. Therefore the importance of P34 fishing port is emphasized once again on the field of bench-marking for the efficiency of fishing ports. When the targets for the input factors to improve the efficiency of each DMU are calculated the area of fishing port needs the most adjustment to be reduced for 40.36% on the average, while the cosignment sales area does the least adjustment for 13.70%.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2003.05a
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• pp.107-114
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• 2003

Lately most Asian countries have tried to develop their ports into a hub port in their region. However, only a few studies examined the theoretical rationale for hub port strategy. Thus, this paper aims to identify the effectiveness of hub port development strategy in global and regional perspectives, respectively. For this aim, the paper conducts regression analysis on the relationship between port size and growth and calculates the Hirshman-Herfindahal Index oN Asian container ports. According to the empirical results, larger ports have grown faster than that of smaller ports in the world container ports and European/North American ports. However, in the case of the Asian container ports, this results was opposite. And port concentration in Northeast Asian ports is decreasing gradually during the last two decades. Consequently, the effectiveness of hub port development strategy was not very strong in Northeast Asian region.

• Journal of Navigation and Port Research
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• v.33 no.1
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• pp.91-98
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• 2009

Busan port, which had ranked at 3rd busiest port following Singapore and Hong Kong in 2002, has been nudged out of 5th place. Growth of China ports threatens Korea ports to be a hub port in Far East Asia. Therefore, Korea ports are needed to establish competitive strategies to overcome a crisis of local ports. In this paper, the question, 'Who is my competitor?' is examined There is a different aspect between this work and many studies that has been done before, because the fore studies focused on the competitive factors or port efficiencies. Above all, the meaning of competition among ports has been summarized through existing literatures. Next. the competition structure among ports is researched, based 0/1 import-export traffic of five local ports including Busan.

• Proceedings of KOSOMES biannual meeting
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• 2017.11a
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• pp.111-111
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• 2017

• Journal of Korea Port Economic Association
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• v.20 no.1
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• pp.79-93
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• 2004

Recently, the change of shipping and port environment has required the new strategy from the liners, terminal operators, ports. The ports of call in the North American and European line also has changed as the Chinese ports made rapid advance. This seems to result from the fact that the trend of the container transportation by sea has developed the traditional concept, called port-to-port system that directly links between a port and another port into the network with complicated hierarchical structure reflecting costs, efficiency, and strategy of the Mega Carrier. This paper suggests the factors for Busan port to become the hub port of northeast Asia by analyzing the change of the liners' strategy along the change of the shipping and port environment, the global management of the operator of container port, and the amount of containers flowing in the northeast Asia.

• Proceedings of the Korean Institute of Intelligent Systems Conference
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• 2000.11a
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• pp.129-132
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• 2000

Grouping ports in certain region by their characteristics could be used as the principal informations to establish national policy for port development or investment and also to analyze the competitiveness between ports. Currently Korean ports are divided into two groups such as the local port and the designated port containing foreign trade port and coastal port under the Korean port law. These divisions seem to be used for port administration as the matter of convenience but some qualitative grouping is needed for research of port problems. In this paper, 28 major Korean ports were clustered by the similar characteristics using Fuzzy C-Means and found to be classified 8 qualitative groups.

• Journal of Korea Port Economic Association
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• v.19 no.1
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• pp.43-68
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• 2003

With development of Asia's economy, the ports in trunk route have increased its handling capacity According to previous studies, main determinants to become hub-port are referred to location, connection inland transport with hinterland, port service availability and efficiency, cost of port handling, socio-economic stability and port information system etc. This study aims to investigate the changes in factors determine port's competitiveness particularly in Asian neighbor ports such as Hong Kong port and Shenzen port, and Singapore port and the Port of Tanjung Pelapas in Malaysia by comparing and analyzing main indicators relating to those ports. In conclusion, main reasons which gained competitiveness by newly developed ports such as Shenzen port and the Port of Tanjung Pelapas were port price and massive hinterland space offered.

• Journal of Korean Port Research
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• v.14 no.2
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• pp.143-154
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• 2000

In port management, the scale of facilities and port layouts are major factors characterizing the port, which influence port economics and productivities continuously through the port operation. Grouping ports in certain region by their characteristics could be used as the principal informations to establish national policy for port development or investment and also to analyze the competitiveness between ports. Currently Korean ports are divided into two groups such as the local port and the designated port containing foreign trade port and coastal port under the Korean port law. These divisions seem to be used for port administration as the matter of convenience but some qualitative grouping is needed for research of port problems. In this paper, 20 major Korean ports were clustered by the similar characteristics using Fuzzy C-Means and found to be classified 8 qualitative groups.