• Journal of Korea Port Economic Association
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• v.24 no.4
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• pp.237-255
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• 2008

This paper aims to clarify if clustering effects among industries exist and if port-industry clustering effects exist. A knock-down approach was used in a survey and 16 industries were categorized. We defined which industry is more competitive in industry clusters and port-industry clusters. Another survey to experts was carried out to identify which industry is more appropriate to one of the three ports in Sudokwon (Seoul Metropolitan Areas): Incheon port, Pyungtaik port and Dangjin port. Five manufacturing industries are selected considering port-industry clustering relationships in this area and Analytic Hierarch Process was used for a pairwise comparison. Locational, social and economic factors are selected for 1st level. A result shows that Incheon port is more competitive in petroleum manufacturing, primary metal manufacturing and rubber and plastic manufacturing and Pyeontaik port is more competitive in metal assembly manufacturing and automobile and trailer manufacturing. However, sensitivity analysis shows a turnover of ranking in some industries. As there exist slight differences among three ports, cooperation is necessary when the government and Port Authorities make plans.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.16 no.3
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• pp.440-447
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• 2012

Numerical model experiments of wave transformation due to the reclamation and the construction of breakwater in case of 50 years design wave were performed using time dependent mild slope equation included shoaling, refraction, diffraction, reflection and wave breaking. As waves propagate to the shore, wave height gradually diminishes by the bottom friction and wave breaking etc.. After the reclamation and the construction of 75 m length breakwater, wave height distributions in the lee of breakwater have the range of 29~128 cm. To make better the harbor tranquility the length of breakwater needs to extend more than 100 m. After the construction of breakwater, wave height in the lee of the structure was deduced over 80%.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2007.12a
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• pp.163-165
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• 2007

제주 외항의 2단계 항만시설 사업으로 동방파제, 동방파호안, 접안시설, 친수호안, 접속호안 등 2,374m 구간에 대해 방파제 내파 안정성과 반사파 저감을 위한 단면계획을 통해 설계에 반영하였으며 지반 침하 및 지진피해 최소화를 위한 구조물의 사용 및 내구성을 중대시켰으며, 특히 크루저 선박의 본격취항을 대비한 친수공간개념의 도입에 많은 노력을 기울였다. 대상 사업지는 지형적 특성상 복잡한 형태의 고파랑이 작용하므로 방파제의 설계파를 7.3m로 상향조정하였고, 방파제 제간부에 발생하는 충격쇄파압에 대한 안정을 확보하기 위해 소파블록 피복케이슨제를 적용하였다. 제주도가 가지는 국제적 위상에 맞추어 국제미항개발, 레저형 웰빙공간조성 및 제주항이 가지는 자연적 특성을 반영하여 친수 방파제와 호안 및 배후시설의 친환경적인 배려를 최대화 하였다. 해양 생태계 보호를 위하여 해조류 서식지 및 해중림 조성 등 생태복원계획도 수립하였다.

• Journal of Korea Port Economic Association
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• v.39 no.4
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• pp.1-21
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• 2023

This study analyzed workers' residence and home-based work(HBW) trip by utilizing data from mobile carrier base stations of Gwangyang Port and terminal workers. In the past, research on port-related traffic or trip patterns mainly focused on cargo-based movement patterns for estimating cargo volume and port facilities, but this study analyzed trip patterns for workers in Gwangyang Port ports and related industries. As a result of the analysis, the average number of regular workers in the port hinterland Gwangyang Port was 1,295 per month, and the residence of workers was analyzed in Gwangyang City (66.1%)>Suncheon City (26.6%)>Yeosu City (3.1%). The average number of temporary workers in the hinterland was 2,645 per month, and Gwangyang City (45.8%)>Suncheon City (20.1%)>Yeosu City (5.7%). Next, the average number of regular workers at Gwangyang Port terminals was 753 per month, and Gwangyang City (66.1%)>Suncheon City (28.9%)>Yeosu City (3.3%) was analyzed. The average number of temporary workers at Gwangyang Port terminals was 1,893 per month, and Gwangyang City (50.8%)>Suncheon City (19.7%)>Yeosu City (9.8%). This study is expected to calculate the number of workers based on individual traffic using actual mobile carrier data to estimate the actual number of workers if the workplace address and actual work place are different, such as in port-related industries. This study is the first to be conducted on workers at Gwangyang Port. It is expected to be used as basic data for settlement conditions and urban planning, as well as transportation policies for port workers, by identifying the population coming from areas other than Gwangyang, where Gwangyang Port is located.

• Journal of Korea Port Economic Association
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• v.24 no.4
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• pp.71-96
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• 2008

The purpose of this study is to suggest the new strategies for West coast ports, especially Mokpo Port development. This paper also analyzes the recently evolving change of shipping environment such as upsizing of vessels, horizontal and vertical integration strategies in the liner shipping industries through the mergers and acquisitions or strategic alliances, establishment of dedicated terminal and surging bunker charge. With shipping environment is rapidly changing, we examine how to cope with the current situation and suggest the solutions how to tackle shippers' and shipping companies' request. As a result of an empirical study, we found out that Mokpo Port suffers from the shortage of container cargo, container imbalance, insufficient forwarders and inland trucking service providers and hinterland transportation network system. With these obstacles settled, the number of container cargo can be induced to Mokpo Port and the regular container services between Mokpo and Chinese ports and Japanese ports loops were found to be competitive.

• Journal of Korea Port Economic Association
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• v.34 no.2
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• pp.31-50
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• 2018

This study implemented an empirical analysis of education and training for dangerous goods and hazardous materials handlers on the Busan New Port terminals and hinterland logistics centers using a Structural Equation Modeling (SEM) in combination with the formative model and reflective model, from the viewpoint of the supply chain. An effect size analysis was also conducted. The results of the empirical analysis show that Training Environment and the Atmosphere of Education have a positive influence on the Educational Expectation of hazardous material handlers, and the Educational Expectation has a positive influence on the Education and Training Program and Transfer of Education Training. Likewise, the Education and Training Program has a positive influence on the Transfer of Education Training and Result of Education and Training. Furthermore, the Transfer of Education Training has a positive influence on the Result of Education and Training. The Result of Education and Training has a positive influence on the Present State of hazardous material management. According to the results of the effect size analysis, the following parameters represented a great effect: the Atmosphere of Education to the Education Expectation, the Education Expectation to the Education and Training Program, the Transfer of Education Training to the Result of Education and Training, and the Result of Education and Training to the Present State of Dangerous Goods Management. The results of this study provided various suggestions for related practices.

• Journal of Navigation and Port Research
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• v.41 no.6
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• pp.415-422
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• 2017

In a situation where there is excessive competition among logistics centers due to the low price of logistics centers for attracting freight volume, the conditions provided by the logistics centers are similar. Therefore, in order to determine the logistics center, we want to find out what kind of differentiated service the shippers desire, as well as what level of service they want in addition to al ow price. There are currently no studies about the service quality of logistics centers. The components of the service quality of the logistics center were extracted by applying them to the logistics center based on the existing service quality theory. Factor analysis revealed five dimensions of service quality: tangibility, reliability, empathy, assurance, and know-how. It was found that service quality had a statistically significant influence on customer satisfaction, from the investigation of the causal effect relationship. In addition, 'Know-How' among these factors has more influence on customer satisfaction, so it is important to accumulate differentiated 'Know-How' only in logistics centers.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.6
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• pp.47-61
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• 2016

The present study analyzed the railway transport characteristics of bulk cargo flowing in and out of trade ports in South Korea. Bulk cargo transport in freight stations located behind trade ports was examined using actual flow data, and new implications were drawn accordingly. The results showed that bulk cargo volume in freight stations located behind trade ports is gradually decreasing, and it is also failing to secure a competitive edge against road transport. This downfall can be mainly attributed to the decrease in competitiveness of railway transport as well as the emergence of new trade ports that do not have lead-in track for port. Therefore, greater effort is required to strengthen the connection between new trade ports and railway freight stations.

• 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.28 no.1
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• pp.123-142
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• 2012

The purpose of this paper is to suggest a plan on succeeding together-Busan New Port & BJFEZ(that is, port hinterland development). This study deals with the terms of three connection growth factors which are a firm's subjective factors, a industrial environment factors, and a governmental policy factors. According to analysis results of the factors, a firm's subjective factors(4.11 score) are scored the most ones of connection growth factors of Busan New Port & BJFEZ, to be compared with a governmental policy factors(4.01 score). with a industrial environment factors(3.92 score). Therefore, first of all, Busan New Port & BJFEZ have to promote connection growth through as follows, a firm's subjective factors : (1) to procure competitiveness through establishment of connection growth model, (2) to promote concentrated marketing strategy & market response ability, (3) speedy meeting to customer's needs, (4) to procure reliability of Busan New Port & BJFEZ. And, the next, Busan New Port & BJFEZ have to promote connection growth through considering a governmental policy factors, a industrial environment factors.