• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.11a
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• pp.41-43
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• 2022

항행선박에 위치정보를 제공하기 위하여 관내 유인등대 및 주요 항로상에 레이더 비콘 14기를 설치·운영 중이나, 대부분의 선박에서 전자해도와 AIS를 이용하고 다른 표지와 기능이 중복되어 레이더 비콘 운영에 대한 개선방안을 마련하였다..

• Journal of Korea Port Economic Association
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• v.34 no.1
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• pp.19-34
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• 2018

This study analyzed specific ports' marketing strategies through interviews and, using fuzzy TOPSIS methodology, derived marketing strategies for the Incheon and Pyeongtaek-Dangjin ports by comparing them with the Busan port. Previous studies had concentrated on the Busan port, and the majority of these studies analyzed the present conditions and suggested 4P strategies using a marketing mix. After weighting all of the respondents' answers, the results show that among all marketing strategies, incentive provisions ranked the highest, followed by the intermediary role between the relevant agencies and companies, and last- the agent system for establishing local networks. The fuzzy TOPSIS analysis results showed that the Busan port had the best marketing performance. The most sensitive strategies, based on the sensitivity analysis, were the intermediary role between relevant agencies and companies in the Incheon port, and the incentive provision in Pyeongtaek-Dangjin port. The implications of this study are that the port management agencies' actual marketing strategies were similar to the marketing promotion strategies suggested by previous research, and thus, each port's marketing targets and their characteristics should be clearly defined.

• Journal of Korea Port Economic Association
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• v.25 no.1
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• pp.141-168
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• 2009

Rapid progress of globalization around the world makes global supply chain management a very important competitive strategy for global corporation. And ports, where international trade cargoes are coming and going through on a large scale, are becoming global supply chain basis for global co게orations. Accordingly, ports' capabilities to support global supply chain activities of global corporation become major tools for the measurement of ports' competitiveness. Recently there have been several studies to find the variables related to port's supply chain function and port's competitiveness. In this study, an effort has been made to identify variables related to port supply chain function and competitiveness. Also, considering the increasing usefulness and rising importance of Incheon port, the supply chain function of Incheon port and it's relationship to Incheon port's competitiveness has been ascertained.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2012.06a
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• pp.535-537
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• 2012

인천항에 통항하는 선박교통흐름과 관제운영 실적의 전수조사를 통하여 현행 방법의 문제점을 살펴보았다. 여기서 도출된 문제점을 극복하기 위해서 인천항 해상교통 환경을 분석하는 체계적인 방안을 제시하였다. 본 연구는 이를 기초로 하여 관제구역 내 선박안전사고 예방과 원활한 통항흐름의 유지를 위한 관제운영 개선방안을 마련하고자 하였다.

• Journal of Navigation and Port Research
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• v.48 no.1
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• pp.17-26
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• 2024

Port distripark can activate more functions. It is adjacent to a port. However, domestic port distripark is still limited to support port because of the shortage of infrastructure facilities, government policy, and investment. Therefore, this study tried to investigate the operation status of domestic port distripark and derive policy implications by conducting DEA analysis and productivity analysis based on internal data of each port distripark. As a result of Data Envelopment analysis, it was found that the west port distripark of Gwangwang and the northern port distripark of Incheon were efficient in the warehouse industry while the northern port distripark of Incheon and the Ulsan 1 port distripark were efficient in the manufacturing industry. In addition, in the case of foreign investment productivity, the west side port distripark of Gwangyang and the stage 1 port distripark of Pyeongtaek Dangjin were found to be higher than the others. In the case of facility investment productivity, the port distripark on the west side of Gwangyang and the north side of Incheon had the highest productivity. Lastly, in the case of labor productivity, the north side of Incheon and Busan ungdong port distripark showed the highest productivity. These results imply that it is important to review handling item when picking up enterprises in the port distripark for enhancing efficiency, foreign investment, and facility investment. The number of employees is not directly affecting the productivity improvement.

• Journal of Korea Port Economic Association
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• v.27 no.2
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• pp.39-57
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• 2011

Recently Incheon Port and Pyeongtak·Dangjin Port called as Capital Region Ports have enjoyed ever-increasing cargo volumes. However, there is a lack of research on this region while plenty of outputs were suggested on mega hub and regional hub ports in terms of shipping companies and stakeholders' port choice criteria. To identify and evaluate the Capital Region Ports, this paper identifies the factors and sub-components influencing their port choice and presents a structure for evaluating them. Based on the literature related to port selection and competition, a regional survey employed Factor Analysis to reveal that 'port facility and link', 'cost and service', 'port hinterland' and 'information service and port operation policy' are the determining factors in these regions. From the overall evaluation using Fuzzy Theory, Port of Incheon Port obtained high score compare to that of Port of Pyeongtak Dangjin.

• Journal of Navigation and Port Research
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• v.40 no.3
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• pp.121-128
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• 2016

The present study aimed to derive decision factors for residency in the hinterland of Incheon New Port that is undergoing the development of port hinterlands and changes in leasing methods considered from the perspective of companies and analyze the priorities of determinants for residency through Fuzzy-AHP in order to present a direction to activate companies entries into the hinterland of Incheon New Port. When the comprehensive rankings of determinants for residency in the hinterland of Incheon New Port, rent levels among cost factors took the highest ranking with a value of 10.2% followed by the throughput of the port among market factors with a value of 8.2%, the scale of the market on the background with a value of 7.3%,, reduction in inland transport costs among cost factors with a value of 7.1%, connectivity to inland transportation networks among locational factors with a value of 6.7%, and designation as a free trade zone and the scale with a value of 6.4%. When seen from the viewpoint of companies to determine whether to move into the hinterland of Incheon New Port, the rent level should be provided to be more attractive compared to the hinterlands of ports in other regions. In addition, inland transportation costs which are a matter of the most serious concern of shippers in the capital region should be reduced and sea routes that can directly connect Incheon New Port to US ports and European ports should be opened.

• Journal of Korea Port Economic Association
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• v.25 no.4
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• pp.83-106
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• 2009

This study estimated the regional economic effects by development of the logistics complex in Incheon New Port, applying the regional Input-Output tables in Incheon. And thereby, we tried to find some strategic implications on the priority to induce more effective industries for activated operation of the logistics complex in ports. According to the results, development of Incheon New Port will generate 2,579 billion KRWs(2.2 billion USDs) of production and 1,783 KRWs(1.5 billion USDs) of value-added annually. And we expect it to induce 38.8 thousand jobs, which is over the national average on the input-output table. By the business type, port logistics industry will contribute to develop regional economy more than any other ones in Incheon. We suggest business firms in port logistics industry to be induced to the logistics complex in Incheon New Port strategically. Until now, development of the logistics complex in Incheon New Port are planned to be postponed to 2015 when construction of the berth facilities, the access sea routes and the hinterland highways are completed. We suggest to invest more public fund, to induce the private capital, and then, to develop the logistics complex in Incheon New Port earlier in an appropriate scale.

• Journal of Korea Port Economic Association
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• v.24 no.3
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• pp.57-77
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• 2008

The aim of this paper is to make projection of the demand for export loaded container throughput originating at Incheon port in Korea over the period in question. Systematic analysis is used as a forecasting method instead of quantitative analysis. First of all, the method explores coincident indicators which may reflect the square measure of neighboring industrial complexes which originate/destinate general cargo in export traffic trends. It is noted that in terms of the export loaded container throughput, per unit production scale is intermediated transforming from square measure of production facilities to freight weight in Korea. Consequently, the future progress of the volume can be anticipated relying on the development schemes for developing square measure out of the total square of the industrial complexes. Thus, moving-into percentage of the industrial complexes, percentage of business categories, percentage of capacity and percentage of passing through via Incheon port are adopted and the future traffic demand is projected taking advantage of them.

• Korea Trade Review
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• v.41 no.3
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• pp.27-42
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• 2016

This study is to investigate seaport clustering by using meta-frontier and cross-efficiency models. Data covers the 13 Asian ports during 2009, 2010 and 2013 with 3 inputs(depth, total area, and number of cranes) and 1 output(TEU). Correlations coefficient from cross-efficiency matrix are used for measuring clustering dendrogram. After that, meta-frontier analysis for investigating whether the clustering using cross-efficiency method increases the meta-efficiency. Empirical main results are as follows: First, group efficiencies of Busan, Incheon, and Gwangyang ports are increased. Second, meta and group efficiencies of China ports are greater than those of Korean ports. Third, distortion of technology gap of Gwangyang is lower than that of Busan and Incheon. Fourth, Gwangyang, clustering with Ningbo, Chingtao, Tokyo and Caosung ports in 2009 and with Dubai port in 2013 can increase the efficiency. Fifth, to enhance the efficiency, Busan port should be clustered to group 2 in 2010 and group 1 in 2013, and Incheon port clustered to group 2 in 2010 and 2013. Fifth, it is empirically investigated that Busan, Incheon and Gwangyang ports can increase the efficiency by using Cross-efficiency and Meta-frontier models. Port policy planner should promote the clustering policy for Busan with Hong Kong, Shanghai, and Singapore, Incheon and Gwangyang with Chingtao, Nagoya, Ningbo, Tokyo, and Kaoshung ports.