• Journal of Korea Port Economic Association
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• v.30 no.3
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• pp.39-58
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• 2014

Korea and China have maintained sea routes between two nations through the shipping conference which was established in May 1993. Due to this effort, the market of Korea-China car ferry on Yellow sea makes growth year by year. The car ferry business has shown fierce competition because it has huge impacts on regional and national level economy. In this respect, the aim of this research is to analyze the structural analysis for ports of Korea-China car ferry using Shift Effect(SE) method. As a results, passengers and cargo volumes of Incheon port continuously transfer to Pyeontaek and Gunsan port. Moreover, absolute growth rate of Incheon port do not reach the potential growth rate. The competitiveness power of Incheon port has lower position compared to Pyeontaek and Gunsan port. The cargo volumes of ports located on western coast of Korea have increased recently, however, passengers and cargo volumes of Incheon port have shown lower increasing rate compared to average of Korean western coast ports. For Incheon port, high value added cargoes which give large profit on port side, have to be attracted. Moreover, Incheon port has to become a specialized port.

• Journal of Korea Port Economic Association
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• v.25 no.2
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• pp.177-200
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• 2009

This study extracted the major attributes of the competitiveness of services provided by port logistics networks from previous research and interviews with experts and, based on the attributes, analyzed the effects of change in the competitiveness of the Incheon Port. According to the results, services provided by port logistics networks were divided into facility conveniences, access conveniences, and decision conveniences. In the results on the integrated value of the competitiveness of logistics network among ports, competitiveness was high in order of Busan Port>Qigndao Port>Tianjin Port>Dalian Port>Incheon Port. Particularly in the results of scenario analysis, with the elevation of one or two factors of logistics network service, the Incheon Port was even inferior to the Dalian Port, which had the lowest competitiveness among the ports compared. In the results of reversed fuzzy analysis, the Incheon Port could maintain equal competitiveness with the Dalian Port by raising the service level of the logistics network by 25% for facility conveniences, by 8% for access conveniences, and by 1% for decision conveniences.

• Journal of Korea Port Economic Association
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• v.39 no.4
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• pp.205-222
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• 2023

This study examines the impact of the changes to the port logistics before and after the COVID-19 pandemic. Specifically, the study focuses on analyzing the changes to Korea's container ports network. Furthermore, this study examines the influence of the ports in the container port network before and after the COVID-19 Pandemic using the network analysis method such as centrality indexes (degree centrality, closeness centrality, and betweenness centrality) to identify changes in the structure and properties of the networks between 2018 and 2021. In this study, We analyzes the changes in the container port networks of Busan, Gwangyang, Incheon, Ulsan, and Pyeongtaek-Dangjin, the five largest ports in Korea. As a result, in case of the Busan port, Singapore port plays an important role, while Busan port plays key roles in ports of Gwangyang, Incheon, and Ulsan. In case of the Gwangyang port, Port Kelang in Malaysia has become increasingly influential as a result of the Malaysian government's policies to overcome the pandemic. In the Incheon port, Japanese ports are playing intermediary roles between their ports and those in the Incheon port network. In the case of Ulsan port, the influence of Korean ports is high, and in the case of Pyeongtaek-Dangjin port, Southeast Asian ports play a role as intermediaries between ports. By analyzing the changes in Korea's port logistics networks, this study can be used as a reference point when responding to uncertainty situations that cause changes to port logistics, such as the COVID-19 pandemic, in the future.

• Journal of Korea Port Economic Association
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• v.28 no.2
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• pp.75-93
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• 2012

The steel cargoes as the core raw materials for the manufacturing industry have important roles for increasing the handling volume of the port. In particular, steel cargoes are fundamental to vitalize Port of Incheon because they have recognized as the primary key cargo items among the bulk cargoes. In this respect, the IPA(Incheon Port Authority) ambitiously developed the port complex facilities including dedicated terminals and its hinterland in northern part of Incheon. However, these complex area has suffered from low cargo handling records and has faced operational difficulties due to decreased net profits. In general, the import and export steel cargo volumes are sensitively fluctuated followed by internal and external economy index. There is a scant of research for forecasting the steel cargo volume in Incheon port which used in various economy index. To fill the research gap, the aim of this research is to predict the steel cargoes of Port of Incheon using the well established methodology i.e. System Dynamics. As a result, steel cargoes volume dealt with in Incheon port is forecasted from about 8 million tons to about 10 million tons during simulation duration (2011-2020). The Mean Absolute Percentage Error (MAPE) is measured as 0.0013 which verifies the model's accuracy.

• Journal of Digital Convergence
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• v.19 no.1
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• pp.167-176
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• 2021

Incheon Port urgently requires designation of a free trade zone to pursue development linked with the port hinterland while promoting continuous growth of the port. This study aims to evaluate the optimal location and derive policy implications for the designation of a free trade zone and analyzed factors property divided by groups. This study used the Consistent Fuzzy Preference Relation (CFPR) analysis technique to derive a practical construction direction by quantifying and evaluating linguistic measures. As a result, the Incheon New Port hinterland showed the highest location competitiveness among the four candidate areas of Incheon New Port hinterland, Aam Logistics Complex 2, North Port hinterland, and Gyeongin Port hinterland. Among the eight evaluation factors consisting of qualitative and quantitative factors, the Incheon New Port hinterland ranked no. 1 in all the four qualitative factors and one quantitative factor and received the highest total score. Also, Group 1 presented 'possibility to attract tenant companies' as first. Group 2 was 'complex size' and Group 3 was also 'possibility to attract tenant companies'. This study has the implication for suggesting the factors and evaluation structure of Free Trade Zone. Future research requires detailed empirical studies, such as expanding the subject of study or selecting factors that reflect the interests of each group.

• Journal of Korea Port Economic Association
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• v.39 no.1
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• pp.1-16
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• 2023

As the transfer of cargo functions to Gwangyang Port is completed, Yeosu Port has established a vision to become a hub for maritime tourism in Korea. Revitalization of the marine tourism industry through cruise development is recognized as a major strategy. Major domestic cruise tourism ports (Busan Port, Jeju Port, Incheon Port) have established a basic plan for fostering port cruises in response to the "Basic Plan for the Promotion of the Cruise Industry" established in 2016. However, the plan for Yeosu Port is insufficient. The cruise tourism industry, which is in recession due to Corona 19, is expected to recover due to with-Corona and Post-Corona. Therefore, Yeosu Port needs to take the lead in promoting the cruise industry to prepare for this. Accordingly, this study intends to derive evaluation items for the fostering of the Yeosu Port cruise industry through prior research and the gathering of expert opinions. An IPA (Importance Performance Analysis) analysis is conducted to identify problems and suggest promoting policies for the Yeosu Port cruise industry. According to the IPA analysis results, in the major categories, the creation of cruise infrastructure, and the establishment of a support system were evaluated as weak items (high importance but low satisfaction), and sub-categories corresponding to the two major categories were identified as weak points. Based on the results of this analysis, measures to promote the cruise industry in Yeosu Port were presented as cruise infrastructure, route expansion, tourism product development, and support system. This study is expected to be utilized when establishing policies for constructing Yeosu Port as the hub port of maritime tourism in Korea.

• Journal of Korea Port Economic Association
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• v.31 no.4
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• pp.75-89
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• 2015

This study examines 31 import and export cargo items handled in each port to investigate which items face the most competition among the ports and how many of them are transited to other ports. The study aims to suggest implications for the future port policy of Incheon Port. It was found that the volume concentration in the Western Coast region from 2005 to 2014 became increasingly decentralized. The decentralization began in earnest in 2009 in particular, and the value was 0.448 in 2014, indicating fierce competition among the regions. According to the static and dynamic positioning analyses results for Incheon Port, Pyeongtaek and Dangjin Port, and Gunsan Port, using BCG Matrix, the static positioning analysis showed that Incheon Port belongs to the 3rd quadrant (Cash Cows), Pyeongtaek and Dangjin Port belongs to the 2nd quadrant (Question Marks), and Gunsan Port belongs to the (Dogs) group. This implies that Incheon Port has maintained its position with large shares compared to those of other ports, despite its low growth rate. However, the market position and growth rate of Incheon Port decreased according to the dynamic positioning analysis results. The shift-share analysis results indicated that the volumes of Incheon Port and Gunsan Port were shifting to Pyeongtaek and Dangjin Port. Moreover, the ratio of absolute growth to potential growth of Incheon Port and Gunsan Port turned out to be significantly lower than that of Pyeongtaek and Dangjin Port, implying that Incheon Port and Gunsan Port are declining as compared to Pyeongtaek Port and Dangjin Port. According to the LQ index analysis results, specialized items from Incheon Port that do not overlap with other ports included the following ten items: meat, fish and crustaceans, bituminous coals, crude oil and petroleum, petroleum-refined products, plastic rubber and products, textiles, nonferrous metal and products, electric machinery, and aircrafts and ships. In particular, it was confirmed that the bulk cargo of Incheon Port was actually shifting to Pyeongtaek and Dangjin Port following the policy of re-establishing port functions.

• Journal of Korea Port Economic Association
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• v.31 no.4
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• pp.133-150
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• 2015

This study estimates greenhouse and noxious gas emissions caused by cargo-handling equipment at the Port of Incheon in 2013 by applying the NONROAD Model (U.S. EPA). The port emitted 838.4 tons of NOx and 82,747 tons of CO2. The estimates are 2.4 times higher for NOx and 1.3 times higher for CO2 than those of the Port of Los Angeles. Emissions from general cargo-handling equipment are five times more than those from container cargo-handling equipment. Among the three ports comprising the Port of Incheon, the emissions at the North Port, which handles raw materials for industry are relatively higher than those at the other ports. Compared to the study conducted by Chang et al. (2013, 2014), this study finds that CO2 and NOx emissions per cargo-handling equipment are 10 times higher than the corresponding amounts per ship.

• Journal of Korea Port Economic Association
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• v.32 no.3
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• pp.35-46
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• 2016

This study investigates the export behavior of Busan, Gwangyang and Incheon Port. The monthly data cover the period from January 2000 to December 2015. We employ six export functions composed of various exchange rates and industrial production index. This paper finds that the nominal effective exchange rate is more appropriate for explaining the export behaviors of the three ports, regardless of the narrow and wide indices which comprise 26 and 61 economies for the nominal and real indices respectively. This paper tests whether exchange rate and industrial production are stationary or not, rejecting the null hypothesis of a unit root in each of the level variables and of a unit root for the residuals from the cointegration at the 5 percent significance level. The error-correction model is estimated to find that both Gwangyang and Incheon ports are much slower than Busan port in adjusting the short-run disequilibrium and Gwangyang port is a little slower than Incheon port. The rolling regressions show that the influence of exchange rate as well as industrial production tends to decrease in all of three ports. The variance decomposition, however, shows that the export variables are very exogenous and the export of Busan Port is the least exogenous and that of Gwangyang Port the most. This result indicates that the economic variables such as exchange rate and economic activity affect the export of Busan Port more strongly than that of Gwangyang and Incheon Port.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.6
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• pp.721-730
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• 2021

Maritime air pollutants around port cities have gained a great deal of attention due to their direct impacts on regional air quality. This study aims to determine the geographical properties of sea/land breezes in different areas to discover overall ranges of maritime emission dispersion. The HOTMAC-RAPTAD modeling program was used to simulate regional-scale air dispersion considering non-linear and unsteady states during the general summer period for the target areas of the Yellow Sea (Incheon Port and Pyeongtaek·Dangjin Ports), archipelago region (Mokpo Port), South and East Sea (Busan and Masan Ports) and East Sea with mountainous area (Donghae·Mukho Ports). The resulting dispersion lengths of vessel emissions into the onshore regions around the target ports shed light on portal air quality management, because vessel emissions from the Incheon, Mokpo, Busan, and Donghae·Mukho ports were transported 27-31km (Western Seoul), 21-24km (Southern Muan), 20-26km (Gimhae and Yangsan), and 22-25km (Taebeak Mountains), respectively. Therefore, the results of this study provide useful data for regional air quality management and marine air pollution mitigation to improve the sustainability of port cities.