• Journal of Korea Port Economic Association
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• v.29 no.2
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• pp.39-61
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• 2013

China, a leader of regional economies in North-East Asia, helps to integrate a single shipping market and affects diversely main ports in the region through affecting the flows of container transshipment, strategies of shipping companies for port calling and shipping networks. This study examines competition and cooperation among the hub ports in the region through studying examples of the three Chinese hub ports -Hong Kong, Shanghai, and Tianjin- and concludes some implications of status change of hub ports in the region after scrutinising development process of the Chinese main hub ports and the historic interaction of port development among these ports. The characteristics of growth pattern of three ports are as follows. The port of Hong Kong constructs step by step the container facilities in accordance with demand growth and prefers stabilisation of operation and management through scale enlargement of port facilities. Even though demand grows continually, the port of Shanghai continued its defensive attitude towards facility expansion till the 1990s and has tried to get economies of scale in enlargement of port facilities. The port of Tianjin, similarly as the two other ports, expands serially its facilities and utilizes the capacity concentration and functional specialisation of facilities. The analysis of panel data and panel regression of three hub ports implicates that each port has its own specific demand and shows that the interaction of container handling among three ports was weak in 1980s and has become stricter and stronger since 1990.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.16
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• pp.245-264
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• 2001

This study aims to evaluate and compare the service quality level of major container ports in Asia. Seven factors are used to evaluate the port service qualities; informational assistance, location, processing speed, facilities, port operation, costs, and user convenience. Ten ports are selected as a sample; Singapore, Kobe, Osaka, Kaohsiung, Hong Kong, Shanghai, Tianjin, Busan, Kwangyang and Inchon. ANOVA and Duncan's multiple range test are used to analyze the survey data. The empirical results shows that, in general, Korean ports provides poorer service qualities than Singapore, Hong Kong, Kobe, and Osaka. Furthermore, the service quality levels of Korean ports are similar to or no better than Chinese ports.

• Journal of Korea Port Economic Association
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• v.26 no.4
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• pp.19-39
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• 2010

The growth of T/S cargoes maintained a highly upward trend by an increase of throughputs of North Chinese ports in the early 2000s. Recently, however, it has fallen dramatically due to large developmental projects of infrastructures for North Chinese ports. Despite this situation, an increase rate of T/S cargoes between Korean and Japanese ports is showing relatively high by 8 to 9 percent. Therefore this study pursues to choose objectives for marketing target of a total of 23 ports in the west of Japan by analyzing factors like a trade characteristics with Busan ports, an increase rate, a market share and a fluctuation rate of throughputs. The result of this study shows that Moji, Niigata, Naha, Shimonoseki and Kanazawa port are selected as the objectives for core marketing and Hakata, Akita, Tokuyama, Imari, Ishikari and Sakata port are chosen as ports for continuous marketing.

• Journal of Navigation and Port Research
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• v.30 no.3 s.109
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• pp.227-233
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• 2006

As North-east Chinese parts including Shanghai port grow rapidly, competition among the Far-East parts to be a hub port is getting higher, somebody has even raised a crisis of Busan port. However there are same constraints an the North-east parts such as weather aggravation and long distance from main truck routes. When we consider the competitiveness of port, weather aggravation should be considered as one of the significant factors. But previous studies have rarely examined these kinds of external factors of port operation Therefore, this study analyze constraints an the North-east Chinese parts through a survey of same national flag shipping companies and agencies of foreign shipping companies. The result shows that the mast significant constraint in the North-east ports is weather aggravation which causes problems for regular schedules of shipping, operation cast and customer service qualities etc.

• Journal of Korea Port Economic Association
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• v.28 no.1
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• pp.159-178
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• 2012

Recently, Global network expansion strategy of GTOs(Global Terminal Operator) coupled with each country's port policy, plays huge role for the evolution of modern container port. The Chinese ports can be regarded as the major markets to the GTOs. However, there are scant of researches for finding the key success factors of GTOs' strategies when they consider to invest in overseas. In this respect, the aims of this study were to draw out the evaluation variables for successful investment strategies of GTOs, and to calculate the selected target ports. The 14 variables are selected including the variable named 'development potentiality of a port' through literature reviews. Using the Factor Analysis (FA) based on selected variables, four principal factors were extracted such as 'ability for port operating and cargo generating', 'the trade route and volume', 'the calling potentiality for large vessels' and 'the possibility of utilization of existing infrastructure'. In addition, the weights of factors and variables are evaluated through Fuzzy AHP method. As a result, 'ability for port operating and cargo generating' is chosen as the most important factor among principal factors as scored 0.343, and 'the development potentiality of a port' (0.107) is represented as the most important variable among 14 detailed variables. In overall, from the Global Terminal Operator's point of view, Shanghai is ranked as most suitable port for operating new terminal among the top 5 Chinese ports.

• Journal of Korea Port Economic Association
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• v.31 no.2
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• pp.85-101
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• 2015

This study formulates a development strategy for Gwangyang port through the analysis of its competition with other major Northeast Asian ports. A revised BCG matrix is applied to estimate the change in competition between the major ports in Northeast Asia and the Lotka-Volterra model is used for the competitor analysis. The growing competitive power and influence of Chinese ports, continued competitive advantage of Busan port, diminishing competitiveness of Gwangyang and Incheon ports, and disappearing competitive position of Japanese ports in Northeast Asia are all confirmed. In addition, according to the relationship between Gwangyang port and other major Northeast Asian ports from 2007 to 2014, Gwangyang port has changed to a predatory from a win/win relation with Busan port and has maintained its predatory relationship with Hong Kong port in terms of transshipment cargoes. Moreover, Gwangyang port has formed predatory relationships with Shanghai and Ningbo ports, a pure competitive relation with Tianjin port, and a win/win relation with Qingdao and Dalian ports. Overall, predatory relationships between Gwangyang port and other Northeast Asia ports increased from 2007 to 2014. The counterstrategies for Gwangyang port to address this situation include establishing cooperative relations and continuing the win/win relationships with cooperative ports.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.309-314
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• 2006

The amount of transshipment cargoes had been increased in Korea ports due to the rapid Chinese economic growth and the lack of facilities in Chinese ports. Recently, this increasing rate of transshipment cargoes in Korean ports is declining because Shanghai port is developing and establishing direct calls and shipping lines to China. Therefore, it is considered a big obstacle for Busan port to be a hub port. Due to that fact, an innovative development of domestic ports is necessary in order to overcome this obstacle. This paper analyzes the cargo O/D between Busan port and Japanese ports, and logistics costs are analyzed when Japanese cargoes are transshipped in Busan port.

• Journal of Korea Port Economic Association
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• v.21 no.1
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• pp.133-151
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• 2005

The purpose of this paper is to investigate the international competition power between Korean ports and Chinese ports according to the port efficiency scores of DEA(Data Envelopment Analysis) by newly introducing the priority vector of AHP(Analytic Hierarchy Process) to the DEA method. Empirical analysis shows the followings: First, there was not big changes of DEA rankings when we use the input-oriented CCR and BCC models after introducing the AHP priority vectors to the input variables. Yantian Port's competition power was declined, but that of Busan Port was up in the BCC model. Second, there was some changes of DEA rankings when we use the output-oriented CCR and BCC models after introducing the AHP priority vectors to the output variables. Rankings of Dalian, Qingdao, Shanghai Ports were up. But Shekou, Yantian Ports showed the declined ranking position in the CCR model. In the BBC model, rankings of Shanghai and Busan Ports were up. But those of Shekou and Yantian Ports were declined. The main policy implication based on the findings of this study is that The Ministry of Maritime Affairs & Fisheries in Korea and China should introduce AHP and DEA approaches when they measure the international competition power by using the porrt efficiency scores of DEA.

• Journal of Korea Trade
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• v.24 no.2
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• pp.68-82
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• 2020

Purpose - This study investigates the impact of inland port development in China on the promotion of bilateral trade flows between China and South Korea. Design/methodology - The probable association between the establishment of inland ports and Sino-Korea trade was estimated using gravity models. In this regards, two sets of data were collected. The first dataset consists of the baseline variables of a gravity model, while the second one includes variables of logistics infrastructure development. The indicators of logistics infrastructure development include inland ports, the amount of government expenditure on transport infrastructure, the lengths of roads and railways, the number of trucks and the number of logistics industry workforce. Findings - The results show that inland port development has a positive impact on facilitating bilateral trade between China and South Korea. However, the positive association holds only for Chinese regions with a large trade volume and a proximity to seaports. In other regions, the impact of inland ports is not statistically significant. Originality/value - To the best knowledge of the authors, this study is the first attempt to explore the economic impact of inland ports in China. In addition, the findings in this paper provide both policy and managerial implications for the future development of inland ports, such as the strategic location of inland ports and integrated intermodal operations.

• Journal of Navigation and Port Research
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• v.28 no.8
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• pp.709-714
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• 2004

This paper first tries to analyze total sea transport costs for the transshipment in Busan Port in comparison with direct transport to 4 Chinese Ports, Dalian, Tinajin, Qingdao and Shanghai, based on vessel operation scenarios. The results found that the transshipment in Busan port for the 4 Chinese ports are more expensive than the direct calling to the 4 ports, which implies that Busan port needs to make compensation as an incentive to the carriers providing transshipment service to it in order to keep their royalty. For the compensation, it suggested a method of calculating the Container Terminal Facilities Leasing Fee to levy additional revenue by port authority.