• Journal of Korea Port Economic Association
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• v.29 no.1
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• pp.77-97
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• 2013

This paper focuses upon the relationship between port and port city. The purpose of this study is to theoretically review the relationship between port and its city, and to identify crucial policy directions for mutual development of port and the backward city in the case of Gwangyang Port (GP), Korea. The contents of this paper consist of five main sections: introduction; a concept of port-port city relationship; an analysis of the relationship between GP and its city; policy directions for GP city; conclusion. This study was mainly conducted by a literature review of the papers/reports and the analysis of secondary data. Significant policy strategies are associated with development of value-added logistics, expansion of additional port business, vitalization of port hinterlands, and establishment of port logistics clusters in terms of port economic function. Green port operation, improvements of coastal environment, establishment of port waterfronts, and conceptual port redevelopment master plan are included in the major port city development strategies in terms of sustainable development. Another major port city development strategies contain major port city master plan, institutional arrangements for port city development, specialized port city development policy, and formation of free trade port city in relation to integrated port-port city planning and management.

• Journal of Korea Port Economic Association
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• v.26 no.3
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• pp.240-258
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• 2010

The purpose of this paper is to quantify the regional economic effects of the development in Incheon New Port(Stage I) using a regional I/O table and to provide implications for making policies to support the development of the port logistics industry. According to the results of this study, production inducing effect 6,064.5 billion won on Incheon local economy from the development of port facilities at the Incheon New Port (Stage I) occupies 15.0% of 40,398.5 billion won the total production of the Incheon area in 2005, added value inducing effect 2,821.3 billion won occupies 7.7% of 36,508.0 billion won the total added value of the Incheon area in 2005, and induced new employment 72,424 workers occupies 9.0% of 808,248 workers the total number of employees in the Incheon area in 2005. As presented above, the development in the Incheon New Port(Stage I) was expected to have huge spillover effects on Incheon local economy. Accordingly, the development in Incheon New Port must be promoted in a timely manner on national.

• Journal of Korea Port Economic Association
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• v.31 no.3
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• pp.167-186
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• 2015

The purpose of this case study is to verify the usefulness of three costing models and a minimum profit management model that can support the logistics warehouse companies in the Busan Newport Distri-park. This case study investigated traditional costing, activity-based costing (ABC), and time-driven ABC (TDABC); and suggested that an appropriate minimum profit management model is contribution margin analysis. Accordingly, in order to verify the usefulness of models, this case study surveyed the actual cost management conditions of companies, applied the three costing models to the "K" warehouse company in the Busan Newport Distri-park, and undertook a comparative study of the results. This case study produced two main findings. First, TDABC was verified as the most useful and advanced of the three costing models tested. Second, contribution margin analysis was confirmed to be the most suitable model to manage minimum profits for port warehouse companies in the Busan Newport Distri-park.

• Journal of Korea Port Economic Association
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• v.28 no.2
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• pp.1-27
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• 2012

As more manufacturing and global businesses are being pulled into the port area, the idea of a Port Business Valley (PBV) is being pondered as it would create jobs and added value. The PBV would be centered around the harbor and be connected to the port, a logistics district, an industrial district, and the city. The resulting domestic and foreign investment in logistics, industry, business, tourism, living, etc. would vitalize the geographical characteristics of Incheon Port. It would also generate the largest amount of ripple effects between industries in the PBV. However, up until recently, the most frequently offered examples of planning that have helped logistics of a port to grow that have used a PBV have been those of Busan New Port and Gwangyang Port. However, this study is the result of the recent inception of the idea of creating a PBV centered around Incheon Port and the need for experts to develop a plan for such a PBV in Incheon by conducting a site specific study. The aim of this study is to set up the concept of PBV and establish PBV model of Incheon Port. In addition, this study identifies construct factors and their strategies for establish PBV of Incheon Port and then, shows the key factors and related-strategies on Fuzzy-AHP analysis from a survey of logistics experts with Incheon Port.

• Journal of Korea Port Economic Association
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• v.27 no.2
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• pp.313-331
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• 2011

Due to have been more keen in East-North Asia Hub Port competition, to be accelerated Busan New Port development, and to result to supply excess position, Busan port has been confronted by many problems. Also, as facilities of North Port is old, it is impossible to secure 16m depth of water at North Port, and North Port redevelopment is being, container traffic of North Port is accelerated to shift at New Port. Therefore, it. is time to seek for connection growth plan of succeeding together-Busan North & New Port as soon as possible. Connection growth plan of succeeding together-Busan North & New Port is focused, as follows. First, it is required to set up model for connection growth plan of succeeding together-Busan North & New Port. It is valid to specialize for ULCC, to promote to global port at New Port, and it is effective to focus on feeder service and general cargo handling, and to include most space to North Port redevelopment. Second, through port function reorganization, it is required to create a synergy by port function clustering. Third, through effective connection traffic network expansion for moving T/S cargo effectively, it is required to develop Busan Port for T/S cargo-focused port. Fourth, it is required to develop port hinterland logistics zone for creating container traffic through connection development of New Port-BJFEZ. Finally, it is required to build SCM system for creating container traffic among shipper, carrier, freight forwarder and related institution.

• Journal of Korea Port Economic Association
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• v.23 no.1
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• pp.115-148
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• 2007

Under the influence of ever-globalized world economy, Yangsan Port of Shanghai, a central hub of Chinese economy, was opened up on Dec. 1, 2005 in the expectation of heart of northeast Asian harbor logistics. It has triggered severer competitions among northeast Asian ports. In an effort to keep robust standing as a central port of northeast Asia, Korea has still built additional new ports and opened up 3 docks in Nov. 2005. Amid these changing port environments, it is foremost to take the competitive edges of new ports in advance of major rival ports in the interest of preoccupying the standing of those new ports as the central hub of northeast logistics. According to the developmental strategies of new ports can be summed up as follows: First, it is required to separate port development from marketing as a part of separating developmental entity from management/maintenance entity. Second, it is required to develop dedicated port for feeder vessels along with new ports to save more time and cost spent by shipping companies. Third, the attraction of jumbo shipping companies to port development needs differentiated countermeasures for each shipping company, and those measures should be taken in advance before jumbo shippers decide their own shipping strategies in future. Fourth, in terms of incentives for attracting jumbo shipping companies, it is required to offer the incentives to them in using new ports in connection with Busan ports. Fifth, it is critical to set up a benchmark of competitors(ports) for establishing one-stop automatic administration process system upon developing ports. Finally, it is required to prepare a plan for using rearward lands in connection with ports for more efficient use of development complex behind port.

• Journal of Navigation and Port Research
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• v.32 no.8
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• pp.667-674
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• 2008

In this paper, operational problems of Busan Port and competitiveness deciding factors are analyzed by field data research and interview with employees in shipping companies and terminal operation companies. In the analysis, the problems Busan Port currently has are identified as follows: 1) low price competitiveness, 2) Lack of new port back facilities and connecting transportion system 3) Lack of operation ability of container terminal 4) Inefficient pour labor supply system. In order to strengthen the competitiveness and leap up to a hub port in North East Asia, Busan port is investigated to enhance below requirements. 1) Hiring more equipment and increase productivity in terminal 2) Integrating terminal operation companies to react maximization of vessel 3) Maintaining cost advantages 4)Proactively inviting global carriers to participate in the terminal operation 5)Making business environment for Global Terminal Operator to participate in the terminal operation in order to take advantage of their global marketing power.

• Journal of Korea Port Economic Association
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• v.33 no.3
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• pp.139-154
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• 2017

As competition in domestic and overseas ports intensify, new and small domestic ports are realizing certain limitations to independently secure competitiveness. This study collected data over 60 months with five modifications for container and general cargo volume around Gyeongin Port. Short-period (12 months) cargo volume was forecasted, which revealed the need for a middle-to-long-term development plan. First, the hinterland logistics complex of Gyeongin Port is expected to contribute to the coastal maritime facility through the quasi-public system for fishery product transportation and passenger services. It proposes to achieve this by opening channels to and from China for precision machinery, home network systems, LEDs, and machine industry items. second, specializing the ultra-light cargo transport route, and connecting the coastal island areas of the 5 West Sea Islands to Ara Waterway (Integrated Fishery Product Center of the 5 West Sea Islands). Third, on the basis of organic cooperation of government? local government ? port, the incentive and pre-circular support system would be required, and lastly, it shall carry out the adjustment of functions in nearby ports and specialization strategy simultaneously through the integrated operation of the ports in the capital areas.

• Journal of Korea Port Economic Association
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• v.25 no.3
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• pp.385-406
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• 2009

The volume of trade between Korea and China has been growing significantly year by year since the diplomatic relations have been established in 1992. The economic and logistics cooperation between the two countries is crucial not only for the development of their economic relations but for promotion of value-added logistics. However there are still huge and serious impediments to logistics network and management between the two countries including bottlenecks in transport and customs procedures. The purpose of this study is to investigate how to promote value added logistics activities between Korea and Shandong Province of China. It is suggested the ways to increase VAL activities such as enhanced division of international labour within industries, provision of comprehensive logistics service and establishment of strategy for supply chain management between the two countries.

• Journal of Korea Port Economic Association
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• v.39 no.3
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• pp.1-19
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• 2023

After being kept in bonded areas and bonded logistics warehouses, the level of information sharing and progress confirmation on the process until the cargo is released is insufficient, resulting in disputes and legal disputes related to unauthorized and illegal delivery of cargo. This study attempted to present the introduction of standard electronic documents as a way to solve problems such as delivery practices raised in the delivery of existing imported cargo and legal disputes related to unauthorized illegal delivery among import-related entities. The service provider who manages the bonded warehouse/logistics center in the hinterland of Busan New Port and the shipper service user who use the service were classified into two groups, and a survey was conducted to analyze the difference in perception between the two groups. As a result of the analysis, both groups judged that the introduction of standard electronic documents was necessary, and showed high expected effects in preventing and reducing erroneous shipments and preventing and improving unauthorized and illegal shipments. Discussions between related organizations, related parties, and subjects are needed first to introduce standard electronic documents of the entry and warehouse management system, and the actual participation of related entities such as service providers and service users will play a very important role in establishing the system.