• 해운
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• s.91
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• pp.13-20
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• 2012

최근 그리스 경제 악화 사태에서 촉발된 유럽 전체의 재정 위기, 유가의 지속적 상승, 중국 경제의 경착륙 전망과 컨테이너선박의 공급 과잉현상이 지속됨에 따라 아시아-유럽 항로를 중심으로 글로벌 얼라이언스가 지각변동 수준으로 재편되었다. 이러한 얼라리언스의 대규모 이합집산은 컨테이너 운임시황 악화에도 불구하고 선복량 기준 세계 1위 선사인 머스크(Maersk)사가 2011년 4월 18,000TEU급 선박 20척을 발주(10척은 옵션)하고, 대규모 선대를 투입한 'Daily Service'를 시작함에 따라 촉발되었다. 이후 머스크(Maersk)사의 전략에 대응하고 독주를 막기 위해 그 외 선사의 몸집 불리기가 시작되었다. 이에 따라서 얼라이언스가 초대형화되고, 본격적인 시장점유율 경쟁이 시작되었다. 결과적으로 해운 시장 과점화 현상의 심화가 예상된다. 항만의 고객인 해운 선사 및 얼라이언스의 재편은 필수적으로 항로재편이 수반되며, 대형화 및 과점화는 항만에 여러 가지 순영향과 악영향을 미치게 될 것이다. 다음은 한국해양수산개발원 김근섭 전문연구원이 발표한 "글로벌 해운 선대 재편과 항만의 대응방안"의 주요 내용을 요약정리한 것이다.

• 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 Korea Port Economic Association
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• v.31 no.3
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• pp.61-74
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• 2015

Amid intense port competition in Northeast Asia, international ports require sustainable growth based on competitiveness that incorporates economic, social, and environmental perspectives. Despite the importance of sustainability issues in port competition, prior studies on port competitiveness have focused on ports' own handling capacities. Moreover, sustainability concerns have focused on environmental issues such as environmental impact minimization and environmental index development. The prior literature makes distinctions between studies of port competitiveness and works relating to port sustainability. Therefore, this paper aims to redefine sustainable port competitiveness based on the "triple bottom line," comprising sustainability, analysis of the relevant issues, and practices. The findings offer not only important steps in building knowledge about sustainable port competitiveness, but also provide practical implications for strategic agendas and guidance for future improvements in port operations.

• Journal of Navigation and Port Research
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• v.36 no.1
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• pp.75-80
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• 2012

The aim of this paper is to draw out the connection strategies between port and city functions. The case study was made on the port city of Incheon using Multidimensional Statistics(MDS) which groups 18 port cities targeted into two or more categories. The used factors inserted into the methodology were container cargo volumes, population, area of the city, number of liner calling, Relative Concentration Index(RCI). As results, Yokohama was identified as the best port city which can possibly give the meaningful guideline to Incheon port. The port-city is superior to that of Incheon in the area of port hinterland and varieties of business models. The port-city also has consistent policies on improvement of port and city functions.

• Journal of Korea Port Economic Association
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• v.38 no.2
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• pp.123-138
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• 2022

Korea has been huge investments in its port system, annually upgrading its infrastructure to turn the ports into Asian hub port. However, while Busan port is ranked fifth globally for container throughput, Other Korean ports are ranked much lower. This article applies Data Envelopment Analysis (DEA) and Malmquist Productivity Index (MPI) to evaluate selected major Korean seaports' operational efficiency and productivity from 2010 to 2018. It further integrates Principal Component Analysis (PCA) into DEA, with the PCA-DEA combined model strengthening the basic DEA results, as the discriminatory power weakens when the variable number exceeds the number of Decision Making Units(DMU). Meanwhile, MPI is applied to measure the seaports' productivity over the years. The analyses generate efficiency and productivity rankings for Korean seaports. The results show that except for Gwangyang and Ulsan port, none of the selected seaports is currently efficient enough in their operations. The study also indicates that technological progress has led to impactful changes in the productivity of Korean seaports.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1998.10a
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• pp.271-285
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• 1998

This paper aims to suggest the strategies for Korea port, especially Busan to develope into a viable transhipment center and/or Hub port as the articulation points between mainline and feeder nets. To tackle this goal, the authors clarify the requirements for Korea port which will be critical in determining its position as Hub through the careful analysis on competitiveness, environmental impact, port policy and capacity, transhipment traffic and inherent ablity to generate traffic. The results are summerized as follows. (1) Coping with increasing container volumes, new investment is sustainedly necessary to increase the capacity and inherent ability of container port and create economies of scale. Moreover, increasing port capacity will increase the potential for the Korea port's inclusion into mainline rather than feeder networks. (2) Considering an increasing awareness of need for customer-oriented option s and service quality rather than simply a reliance on infrastructure-led efficiency, privatization of one sort or another and corporation of port have been key strategies in achieving greater efficiency in Korea containerport.

• Journal of the Korean Institute of Intelligent Systems
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• v.22 no.2
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• pp.261-266
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• 2012

Due to rapid growth of East Asian economy, some changes are being made in trade volume and shipping market of this area. Busan port in Korea and Shanghai port in China are continually increasing their investment in port development and competitiveness in order to become the logistics hub of Northeast Asia. Especially the competition for transshipment containers becomes more and more fierce. So in this study, we set a goal of increasing the port competitiveness on transshipment cargo by an analysis of competition strategies. We choose the Busan port and the Shanghai port as the research objects, game competition model and real data is used to analyze the two ports' price strategies and market share. According to the results, some advices will be put forward to enhance competitiveness of the two ports.

• Journal of Korean Port Research
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• v.12 no.2
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• pp.161-176
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• 1998

This paper aims to suggest the strategies for Korea port, especially Busan to develope into a viable transhipment center and/or Hub port as the articulation points between mainline and feeder nets. To tackle this goal, the authors clarify the requirements for Korea port which will be critical in determining its position as Hub trough the careful analysis on competitiveness, environmental impact, port policy and capacity, transhipment traffic and inherent ability to generate traffic. The results are summerized as follows. (1) Coping with increasing container volumes, new investment is sustainedly necessary to increase the capacity and inherent ability of container port and create economies of scale. Moreover, increasing port capacity will increase the potential for the Korea port's inclusion into mainline rather than feeder networks. (2) Considering an increasing awareness of need for customer-oriented operations and service quality rather than simply a reliance on infrastructure-led efficiency, privatization of one sort or another and corporation of port have been key strategies in achieving greater efficiency in Korea containerport.

• Journal of Korea Port Economic Association
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• v.38 no.4
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• pp.171-185
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• 2022

This study conducted a comparative analysis by period and route through a variation allocation analysis with domestic container ports to analyze the change structure of container volume at Gwangyang Port. As a result of analysis of the absolute volume of container traffic at Gwangyang Port, the period and routes that showed the highest growth values by period and route were Europe, North America, Middle East, and South America in 2001-2007. It was followed by Southeast Asia, Oceania, Far East Asia, Europe, and Japan during the 2008-2012 period. Among the sections from 2018 to 2022, there are Oceania and Southwest Asia. In order to secure container shipments at Gwangyang Port in the future, it is essential to secure routes in Europe, the Americas, and Africa, and it is necessary to secure port competitiveness through improved management and service of container terminal operators

• Journal of Korea Port Economic Association
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• v.31 no.3
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• pp.93-105
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• 2015

The purpose of this study is to outline the strategic implications of a structure analysis and trends of transferred air cargoes for the main airports of the North Asian region for 13 years from 2000 to 2012. To do so, it analyses the concentration levels using a Gini coefficient and Hirschmann Herfindahl index and represents the competitive positioning with regard to the main East Asian airports using the BCG framework and shift-share analysis. Currently, the concentration level is getting weaker in response to the emergence of Chinese airports in the north-east region. It is likely that the steady growth of air cargo of Shanghai airport (PVG) has caused the increase in concentration levels in the region. Seoul airport (ICN) may be directly in competition with PVG for air cargo in the region, giving consideration to reducing or maintaining an average increase ratio of air cargoes of ICN, NRT (Tokyo), and KIX (Osaka) for same period. In the same sense, the average increase in ratio for ICN for same period yields 1.3%, which is far behind the 6.2% and 5.2% of the north-east region and PVG respectively. Additionally, shift-share effect analysis indicates that ICN lost 422,180 tons in the north-east region during the same period, suggesting that transferred cargoes might have been forwarded to PVG.