• Journal of Korea Port Economic Association
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• v.21 no.4
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• pp.161-181
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• 2005

This paper investigates the circumstances and conditions of Mokpo Port to develop it as an international logistics stronghold and seeks scheme to maximize the local economic ripple effect through construction and activation of Mokpo New Port. Under the circumstances in which neighboring ports vying with each other have built broad spheres of influence, and competition among ports becomes fierce, a priority cargo attraction strategy should be established by using Mokpo's favorable location compared to other ports in order to ensure that a large quantity of goods is transported from Mokpo New Port. Especially, Mokpo New Port needs to be developed as a vehicles-only exporting port, as well as a port for used car exports and an import port for stones and timber.

• Journal of Navigation and Port Research
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• v.31 no.2
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• pp.133-139
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• 2007

Relative importance of maritime transport that takes charge of main current of freight in country' economy is very large. Especially, port and facility carry out important role which treats freight of import and export smoothly and improves international trade as turning point, to achieve key role on connection and association between sea and land. For such reason, enlargement of port facilities or development of port needs to grasp exactly the utilization of port, attributes and selective factors of shipper. On the other hand, the amounts of physical distribution on Mokpo port located in Korean west coast are increasing, with fast economic growth of East Asian including China. This study uses discrete choice model that is measuring to analyze attribute and characteristic of Mokpo port, and analyzes port selection by decision factors of shipper. This paper composed a questionnaire using the result of preceding research, to decide port selection factor among competitive ports. Through factor analysis on a basis of the questionnaire' result, five principal components were extracted. These are resorted out by Logit model, to grasp competitive elements of port. This research fin present direction which raises competitive power of ports in west coast of Korea, especially on alternative and concentration of middle-class port as Mokpo may be useful.

• Journal of Korea Port Economic Association
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• v.34 no.3
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• pp.113-132
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• 2018

Mokpo port marked the $131^{st}$ anniversary of its opening in 2018. while the Mokpo has taken the new port development initiatives, it is limited by inefficient port functioning due to the lack of maritime port policy and government investment. Hence, port logistics has not been activated. Additionally, studies on Mokpo port have not been conducted, and knowledge available on the port is declarative in nature. On the other hand, research on port competitiveness focuses on how to analyze the factors that determine port competitiveness. Therefore, this study was intended to expand the existing research on Mokpo port and conduct an analysis of non-competitiveness factors and suggested improvements by considering the operational aspect of Mokpo port. In this regard the importance of non-competitiveness factors was assessed through an analytic hierarchy process(AHP) analysis and the influence of the non-competitiveness factors was analyzed through an fuzzy structural modeling(FSM) analysis. The result of the AHP analysis show ed the important non-competitiveness factors included the deactivation of industrial complexes around Mokpo port, the number of liner route, the cost of the pilot and tug. Accor ding to the FSM analysis, the top level included the non-competitive factors at Mokpo port; the intermediate level included the number of liner routes, cost of pilot and tug, enrance and clearance fee, costs of inland transportation, fee for port facilities, and loading and unloading costs; and the bottom level comprised the most non-competitive factors including the deactivation of industrial complexes around Mokpo port, hinterland connectivity, access to international port, incentives, and cost of transportation and storage. Based on the results of analysis, improvements were suggested for non-competitive factors of Mokpo.

• Journal of Korea Port Economic Association
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• v.23 no.4
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• pp.178-195
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• 2007

The purpose of this study is to suggest the new port development concepts in relation to the Mokpo port development. To analysis, we examine the relationship between the trade volumes which the port have and the capacities of the port facilities with 8 Korean seaport data. As a result of analysis, the trade volumes of port were found to be the major factors positively influencing the capacities of the port facilities in Korean ports. This findings shows that Mokpo port which trying to increase the trade volumes should have the new alternatives for Mokpo regional development. The new alternatives on the Mokpo Port's development are the model which constructing the Free Trade Zone(FTZ) and port city.

• Journal of Korean Port Research
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• v.11 no.2
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• pp.321-337
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• 1997

Rapid change in the technological environment of marine transportation and the development of the ocean shipping industry have fostered a revolution in the port system. This in turn has caused major changes in the function and use of port in Korea. Aside from this. Mokpo Port, however continues to decline, because the existing port facilities and related subsystem are already obsolete with no chance of regaining operational effectiveness and treatment for proper implementation. Although a few studies have been done on the Mokpo Port, has not been found, any reseach for the analytical approach to the transportation system of it. This paper aims to make an extensive analysis of the physical distribution system in Mokpo Port focusing on the coordination of subsystems such as navigational aids system, quay handling and transfer system, storage system and inland transport system. The base of introduced simulation tool here is the queueing theory. The overall findings are as follows; 1. Among those vessels called at Mokpo Port in 1994, the average size of oceangoing vessels is 4,922.1 G/T, and the domestic is 317.8 G/T. The average arrival interval and service time of the domestic vessels are 6.0 hours and 24.1 hours respectively marking the berth occupation rate over 100%. Those for oceangoing vessels are 34.5 hours, 120.0 hours and 37.2%. In order to maintainin the berth occupation rate to 70% the capacity considering the 1994 of domestic piers must be extended to 145% and oceangoing vessels must be increased to 165% year called. 2. The capacity of approaching channel is enough to handle the total traffic volume. 3. Tugs are sufficiently being provided to handle all ships requiring their services 4. The capacity of storage and inland transportation systems are sufficient to handle the throughput and the yard stroage utilization rate of No.1 $\cdots$ No.5 is 4.5% and No.6 1S 30% of 1993's. 5. The utilization rate of LLc(Level Looping Crane) and PNT(PNeumaTic) are 2.7% and 18.8%, respectively. Practical solution and proposal for improvement of Transportation System in Mokpo Port are as follows; 1. To avoid the congestion in domestic pier introduction of a new port operation system is necessary allowing the domestic vessel to use the oceangoing pier. 2. To establish the port management information system to improve the efficiency of port operation. 3. To build a new storage system for high valued cargos including modernization of the present storage and handling system. 4. To insure the safety of navigation in approaching channel, The Vessel Traffic System including separation scheme is introduced. 5. To interest enormously on public relation to ship owner's association, shippers and consignees by showing that they can save cost and ship turnaround time in order to promote the call to Mokpo Port. At last, to be strategically change the function of Mokpo Port to the Leisure, Fishing & Ferry as well as Maritime port.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2000.06a
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• pp.23-31
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• 2000

• Journal of Korean Port Research
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• v.9 no.1
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• pp.33-43
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• 1995

Korean economic and industrial structure has been seperated into some areas with the trend of the change to the bloc system of international economy: the Gyeongin including the capital area, the Middle-West, the South-West, the South-East, and the Eastern sea areas. Mokpo port has played a major role as the central one of the South-West area and the entrance of Yeong-san river of Jeonnam province gate. Some studies has been done on the Mokpo port, but there is no research of the analytical approach about it. In this paper, we analyze the data of 1994's on the domestic and oceangoing piers in the Mokpo port and simulate the transportation process of it through a queueing model. The results of the simulation are summarized as follows: The average arrival interval of the domestic vessel is 6.034 hours. The average service time and the berth utility rate are 24.056 hours and over 100%, respectively. The average arrival interval of the oceangoing vessel is 34.48 hours. The average service time and the berth utility rate are 120.04 hours and the 34.91%, respectively. The proposal to improving of the Mokpo port as follows: It is desirable to extend the capacity of domestic pier to about 50% for the optimal utility rate of 70% and in the case of oceangoing pier to be increase 65% of the vessel capacity for the optimal utility rate of 70%.

• Journal of Navigation and Port Research
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• v.42 no.2
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• pp.117-126
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• 2018

Container port is one of the most vital link of the transportation chain that plays an important role in trading with other countries. Having a proper understanding of port operations could change the role of the port from a transportation node to an efficient point in a transportation chain. Development of transportation chains, logistics and progress of these networks have enhanced the sustainable condition and level of transportation. Therefore, evaluating the competitiveness of ports is obligatory for port users to make a decision in investment or exploitation. This paper introduces the use of Fuzzy C-means and TOPSIS for competitiveness comparison among a sample of container terminals in Korea and China and determine how to improve Korean port competitiveness and particularly in Busan port.

• Journal of the Korean Society of Marine Environment & Safety
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• v.14 no.1
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• pp.65-69
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• 2008

Now it is said that the insufficency of the designated anchorage for ships in approaching waters of Wan-do port is the one of reasons for marine safety accidents, when vessels encounter rough weather near the port. This research examined geographical feature in approaching areas of Wan-do port and suggested appropriate weather anchorage. The situations of fishing nets areas were investigated Marine vessel traffic flow was also examined. Through these research the optimal anchorage was suggested in the approaching waters of Wan-do port.

• Journal of Korean Port Research
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• v.10 no.1
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• pp.1-14
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• 1996

Rapid change in the technological environment of marine transportation and the development of the ocean shipping industry have fostered a revolution in the port system. This in turn has caused major changes in the function and use of port in Korea. Aside from this, Mokpo Port, however continues to decline, because the existing port facilities and related subsystem are already obsolete with no chance of regaining operational effectiveness and treatment for proper implementation. Although a few studies have been done on the Mokpo Port, has not been found, any reseach for the analytical approach to the transportation system of it. This paper aims to make an extensive analysis of the physical distribution system in Mokpo Port focusing on the coordination of subsystems such as navigational aids system. The base of introduced simulation tool here is the queueing theory. The overall findings are as follows: 1. Among those vessels called at Mokpo Port in 1994, 556 ships(2,736,669 G/T) are oceangoing while 8155 ships(2,587,217 G/T) are domestic. The average size of oceangoing vessels is 4,922,1 G/T, and the domestic is 317,8 G/T. The average arrival interval and service time of the domestic vessels are 6.0 hours and 24.1 hours respectively marking the berth occupation rate over 100%. Those for oceangoing vessels are 34.5 hours, 120.0 hours and 37.2%. In order to maintainin the berth occupation rate to 70% the capacity considering the 1994 of domestic piers must be extended to 145% and oceangoing vessels must be increased to 165%. 2. The capacity of approaching channel is enough to handle the total traffic volume of 3. Tugs are sufficiently being provided to handle all ships requiring their services 4. The capacity of storage and inland transportation systems are sufficient to handle the throughput and the yard stroage utilization rate of No.1 - No.5 is 4.5% and No.6 is 30% of 1993's. 5. The utilization rate of LLC(Level Looping Crane) and PNT(PNeumaTic) are 2.7% and 18.8%, respectively.