• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2005.10a
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• pp.327-332
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• 2005

This paper aims to analysis for evaluation factor and success prediction of port innovative cluster. This paper is divided three factors such ac policy, source and operation. In addition, three factors are divided into the twelve detail factors. the weight of each factor is calculated by Kohonen Network. At the result, this paper places the priority on the source factor.

• Journal of Navigation and Port Research
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• v.30 no.1 s.107
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• pp.45-51
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• 2006

This paper aims to analysis on evaluation factor for success of port innovative cluster. This paper is divided three factors such ac policy, source and operation In addition, three factors are divided into the twelve detail factors. From a total of 30 survey cases, 50 percent randomly selected as the training group and the other 50 percent as the validation group. cases in the training group were used in the development of the Kohonen Network The validation group was used to test the performance of this model. The major findings may be summarized as follows; The prediction accuracy rate is $73.33\%$ The weight of real root and detail factors is calculated by Kohonen Network At the result, success prediction group of port innovative cluster, this paper places the priority on the source factor.

• Journal of Korean Society of Transportation
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• v.26 no.4
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• pp.275-285
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• 2008

The "logistics industry" is recommended as an economic growth power in the future in Korea. In the past, Korea has handled China's freight volume overflow as a transfer hub. However, recently China has been constructing its own port facilities and many mega fleets have been moving to China's ports. As a result, the position of Korea's hub-ports facing a crisis. Now, new strategies are necessary for renovating Korea's logistics industry and international competitiveness. This study proposes a "value-added logistics cluster" as a new strategy. In particular, this study proposes a Korean value-added logistics cluster that maximizes Korea's locational and industrial advantages. Additionally, a model for a value-added logistics cluster is proposed for the rehabilitation of Korea's ports as logistics hubs in Northeast Asia. Many analyses are executed step-by-step to develop a Korean value-added logistics cluster model, such as an analysis of the relationship between the logistics industry and other industries for the definition of cluster components. Lastly, the Korean value-added logistics cluster model is applied to Kwangyang port, which is currently confronted with a crisis because of the decrease of freight volume.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2012.10a
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• pp.274-276
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• 2012

세계적으로 해양플랜트시장 선점경쟁이 격화되고 있는 가운데, 중국이 해양플랜트 대국달성을 목표로 산업육성에 적극 나서고 있다. 특히 2010년 국가 전략적 신산업의 하나(첨단 제조업에 포함)로 선정하고 이를 바탕으로 '2020 산업혁신 전략', '2020 산업중장기 발전계획'을 마련하여 적극 추진하고 있다. 즉 2020년 국제시장 점유율 35% 이상, 기자재국산화율 50% 이상이라는 세부 목표를 세우고 이를 위한 재정 금융 세제 지원 강화, 기술개발 확대, 산업클러스터 구축 등을 본격화하고 있어 우리나라와의 경쟁심화가 불가피하다. 따라서 본 원고에서는 이러한 중국의 해양플랜트산업 육성정책과 산업동향을 분석하고 시사점을 도출하고자 하였다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2014.06a
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• pp.183-185
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• 2014

The purpose of this paper aims at contributing to the national economic development through global competitiveness enhancement by marine finance's hub and marine logistics cluster by finance specialization and finance support as a creative-type service industry in global shipping port logistics. This study adopted the integrated approach and applied it to policy implementation to achieve the effectiveness. Creative-type marine finance development stages as a tool of policy implementation and the guide line for the time of policy implementation are followed by Stage 1(Construction & Growth Policy) for 2013~2016, Stage 2(Forstering & Activation Policy) for 2017~2019) and Stage 3(Continuous Development Policy) after 2020 until its completion. Korea has the inferiority over the competitiveness in global marine finance and needs a strategic approach to secure the liquidity of marine finance; interim, Islamic finance has been come to the force as a new alternative in financial transaction being accompanied by a spot transaction since the crisis of global finance. In order to create a potential slack of Korea in marine finance practice, in addition, this study suggests a consortium with the circle of Islamic finance as a clue of an easier policy implementation at the beginning stage.

• Journal of Korea Port Economic Association
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• v.21 no.1
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• pp.111-132
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• 2005

With the globalization of economy, there is keen competition among countries to be a logistics hub and companies are striving to be first in establishing logistics system centering on advantageous sites, especially airport and seaports, to perform supply, production and distribution. Korea competing with Northeast Asia countries is also working out strategies in order to make Korea penninsula a logistics center of Northeast Asia taking advantage of its geographical strength. Gwangyang port has designated as Free Economic Zone together with Pusan and Jinhae, Incheon from October 24th, 2003. However, the introduction of Free Economic Zone in Korea lagged behind other major countries and it has a lot of operational problems. Approximately 600 areas worldwide are designated and operated as a Free Economic Zone and Gwangyang port and its surrounding area has several points to be settled as one of FEZ. First one is its limited functions and related laws on Gwangyang Bay. Next is imperfection on development, investment and management system of the FEZ. Lack of promotion activities could be one of the problems. If we want to activate the FEZ, we must induce investment at Gwangyang Bay. This paper analyzes the above problems and presents various measures to activate Gwangyang Free Economic Zone by inducing investment for innovation cluster as follows Benchmarking to promote Gwangyang Free Economic Zone as follows Benchmarking other countries' system, governmental support, introduction & logistics functions, early development of the hinterland, supply ofeffective one-stop service, investment attraction into the area and diversified promotion & marketing activities.