• Journal of Korea Port Economic Association
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• v.26 no.3
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• pp.143-164
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• 2010

Japanese government has instituted and carried out Super-core Ports Policy to improve their operating efficiencies of international container ports from 2004. Despite of diverse institutional and administrative supports within this policy, this paper has assessed that they couldn't accomplished goals at the end of 2009 when the policy ended. In short, Japanese Super-core ports have explicitly lost the competitiveness for functioning as a hub-port in the East Asia region. We could find some defaults in the policy i.e. some limits of the private terminal operating units, inefficiencies in teaming between ports within Super-core port, lacking with system for collecting cargoes. In 2010, Japan is going to reinforce International Strategic Container Port Policy following Super-core Ports Policy. With this policy, they ought to prepare for the last leap on the basis of selection and concentration rules in international port. This new policy is particularly focused on recapturing their T/S cargo via Busan port. Regarding these changes, Busan port needs to prepare counter measurements for preserving Japanese T/S cargo firmly.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.06b
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• pp.273-278
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• 2006

In this study, it is purpose that value-added-logistics strategy plan for cooperation and coexistence in northeast asia.. Because of the change of domestic industrial structure, Japan's super hub port plan, Yangshan Deepwater port open of china and domestic port logistics industries are faced with competition among northeast asia countries. Decreasing export volume of changed domestic industrial structure and two countries: japan, china, make a new port policy and build new ports will affect domestic port logistics industries because these industries depend on container throughput at Busan port. Now, we cannot get a lot of profit from container throughput more than before and in the future China has more ports most ships direct calling in china's port to handle china's cargo volume to get more profit at that time our plans to become a hub port in northeast need revision. Finally, we need a new strategy which is value-added-logistics strategy. But it considers cooperation and coexistence among northeast countries. So this paper suggests that value-added-logistics strategy plan for cooperation and coexistence to live in affluence together in the future.

• Journal of Navigation and Port Research
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• v.31 no.3 s.119
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• pp.197-204
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• 2007

Busan Port has been facing critical situation in terms of container handling volume, especially growth rate of transshipment(T/S) container of the year of 2006 was at a standstill. Annual average growth rate of T/S container during the period of 2003 to 2006 slowed down to 7.7% while it recorded over 34% to the period of 1999 to 2002. It has mainly resulted from the change of circumstance of Northeast Asian ports, that is, firstly mega carriers' increasing direct call to Northern Chinese ports such as Qingdao, Tianjin and Dairen effected to T/S container volume of Busan port, secondly start to operate deep-water port of Shanghai, thirdly Japanese super hub port project to handle their local containers at domestic ports. This paper aims to analyze the T/S type of inter-routes and hub and spoke and statistical status of Busan port. The purpose of the paper is to propose new concept which is to attract T/S container utilizing hub port function of Busan port in Northeast Asia It is that mega carriers are given dedicated terminals to use Busan port as T/S base in the region.