• Journal of Korea Port Economic Association
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• v.24 no.2
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• pp.317-334
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• 2008

Port industry has achieved a remarkable growth with a help from increase in container shipment and above all, transshipment that reflects international competitive power of Port industry amounts to 36% of the national harbor shipment. Therefore, this study speculates the impact of Port industry on national economy using the inter-industry relation table. As it considers the reason why international competitive power in Port facilities decreased as absence of investment, it is to present an effective investment plan for Port industry. Though Port industry as one of main national key industries play an important role in production of national economy, it has been evaluated as having relatively less importance. And when Port industry is managed independently, relying on foreign countries without improvement, price increase due to improper agreement of foreign enterprises and problems relating to securing safe transportational vehicles will have tremendous impact on national economy. And they should try to create added-value and support re-export of the exported and imported shipment through their processing and packaging by making Port zones bonded area. production of national economy, it has been evaluated as having relatively less importance. And when Port industry is managed independently, relying on foreign countries without improvement, price increase due to improper agreement of foreign enterprises and problems relating to securing safe transportational vehicles will have tremendous impact on national economy. And they should try to create added-value and support re-export of the exported and imported shipment through their processing and packaging by making Port zones bonded area.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2000.04a
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• pp.16-32
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• 2000

This paper aims at exploring financing methods for port development in response to unification of South and North Korea. In so doing, methods of port financing employed by major countries have been enumerated. Major financing sources for the two Korea, among others, taxes, public bond, public administration fund, establishment of harbour maintenance tax, port development tax, port development fund, Civil Economic Cooperation Fund of South and North Korea, and Fund for Port Development of North Korea and, fund for cooperation of South and North Korea, Economic Development Cooperation Fund, borrowing of foreign capital, project financing, domestic civil capital investment, foreign capital investment, application of cross-subsidization principle, etc. were suggested.

• Journal of Korea Port Economic Association
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• v.19 no.1
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• pp.139-159
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• 2003

This study deals sith some problems of foreign direct investment and seeks for the ways of activating foreign direct investment (hereafter F.D.I.) by analyzing the Korean economic structure that is faced with the neo-protectivism and nationalism of the advanced or foreign countries currently. During a transformational process in the transitional period of world trade environment, it is necessary for Korea not only to learn the higher technology for advanced countries, but also to apply techonology to their economic structure in order to enter into competition with the advanced countries. Based on the experiences and accomplishments from their investments, Korean enterprises should turn their business into F.D.I. and act appropriately in order to keep the balance between indoor and outdoor investment. Looking through the ways to activate F.D.I., we may make conclusions as follows: 1. Government policy transparency 2. Prudential Macro Economic policy 3. International policy coorperation system 4. Solidification of Foreign Commercial intercourse to Developing countries 5. Globalixation base of domestic coorperation 6. High efficiency- low cost of business coorperation enterprise 7. Attacktive investiestment strategies on conclusive competive advantage 8. Multilateral investment Area 9. New recognixation on marketing investment etc. F.D.I. strategies

• Journal of Korea Port Economic Association
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• v.26 no.3
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• pp.42-55
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• 2010

This paper primarily deals with a decision-making for determining the number of voyages in each ship size under a specific port structure in order to minimize the total transport cost consisting of transport cost at sea, queuing cost in port, and inventory cost in yard. As a result of computer simulation using queuing model characterized by inter-arrival time distribution, we were able to find out some combination of voyage numbers of 3 ship-size(50,000-ton, 100,000-ton, and 200,000-ton), where the total transport cost can be minimized under a specific port structure. The simulation model also allows us to figure out any trade-off relationship among sea transport cost, queuing cost in port, and inventory cost in yard. Put it differently, an attempt to reduce the sea transport cost by increasing the number of voyages of the largest ship size, the transport cost incurred in both port and yard is hypothesized to be increased and vice versa. Consequently, Port managers are required to adjust the number of annual number of voyages allocated in each ship size, put into the sea lines for importing raw materials, in order to optimize the transport costs incurred under the specific port system. We may consider a net present value(NPV) model for performing an economic feasibility analysis on port investment project. If a total discounted net benefit, including cost savings, exceeds the initial investment for an additional berth construction, then we accept the port investment project. Otherwise, we reject the proposed port investment plan.

• Journal of Korea Port Economic Association
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• v.17 no.2
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• pp.111-137
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• 2001

The establishment of the WTO system means that the global age of trade has officially arrived. Since the integration of the world economy brings about the free movement of goods and services between nations, it is inevitable that sea-bound freight will continue to increase. A recent World Bank report says that China and Korea will be the first and seventh largest economic Powers, respectively, by the year 2020. In particular, the Korea peninsula has a geo-political advantage in being developed as a major Northeast Asian container center. Moreover China's swift uprising needs new order of trade for economy belt in Northeast Asia. Therefore, it can be said that Kunsan Port. which has already been designated as a free trade zone, has greater potential to rise as a regional beach-head port and main region for foreign investment. As such. Kunsan Port will play a major role in accelerating the emergence of the West Sea in international trade. There are several strategies for developing Kunsan Port into a central container port: 1) develop Kunsan port Into an import/export front base f3r multinational corporations, 2) develop Kunsan container port into the core composite container-linked central port, 3) attract foreign investment to the Kunsan Free Trade Area so as to promote balanced development among the regions of Korea, 4) support the central government and local governments to accelerate the coming of the "West Sea Era." These recommendations call for urgent implementation.

• Journal of the Korea Society for Simulation
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• v.11 no.3
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• pp.1-12
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• 2002

Experimental design in simulation provides an efficient way of economizing simulation runs since a considerable number of simulation runs that originally were planned can be reduced by this approach. This experimental design method is an active area of research together with the output analysis and so no single panacea seems to exist so far. Thus, selection of techniques of experimental design and output analysis more likely depends upon the objective of simulation analysis, budget constraint and sometimes the analyst's subjective judgment. This paper attempts to describe an experimental design methodology for port investment analysis using a case study in a bulk terminal in Korea. Detailed display will be focused on simulation period, warm-up period, the number of replications needed in production runs after brief explanation on the system configuration.

• Asian Journal of Innovation and Policy
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• v.10 no.2
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• pp.195-211
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• 2021

This paper measures the economic impacts of the U.S. port investment strategies coping with the Panama Canal expansion. Using secondary import data, negative and positive estimates of the impacts were presented in this study. Reduced port activities into the West Coast Customs Districts negatively affect transportation and warehousing industries, among other effects. Still, they have simultaneous positive effects in other states from increased imports resulting from modal shifts and changes in the entry port located in the South and East coasts. This study applied the supply-driven National Interstate Economic Model that measures all interstate trade among the U.S. states to divert foreign imports from 15 Pacific Rim countries. For this purpose, the following assumption was adopted: larger ships using the canal will lead to a redirection of seaborne trade among U.S. (and other) ports and result in secondary effects, e.g., using different freight modes and regional growth spillovers. This study also accounted for the entry point change and significant port investments for foreign trade under alternative scenarios. The choice of ports for international trade depends on decisions about how to minimize multimodal delivery costs. The total direct reduction of transportation and warehousing activities associated with foreign imports in the West Coast ports was estimated at $3.3 billion, leading to total negative effects of $5.8 billion. Total positive impacts from the shift of transportation modes with the choice of an entry port and new warehousing activities for foreign imports in the selected 12 states varied. As expected, states that involved an entry port had the most prominent benefits, but Texas, New York, and New Jersey may be benefited through all the port enhancement projects in the U.S. Also, except for Transportation and Postal, and Warehousing industries, Construction is another dominant positive affected industry of the Canal expansion in the U.S.

• Proceedings of the Korea Port Economic Association Conference
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• 2007.07a
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• pp.255-270
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• 2007

In North-East Asia, Port traffic in Asia-North America sea route has been rapidly increasing due to economic growth in China and ASEAN. Furthermore, the major shipping companies directly call at northern chinese ports like Qingdao, Dalian and Tianjin without passing through Korean ports on Asia-North America sea route. To acquire a port traffic and develop a hub port, governments in North-East Asia have intensively invested in the development of port. Therefore, Busan new port and Gwangyang port have been developed in Korea. According to the medium-long term development planning, the port should give a enormous budget investment for the port facilities construction. So the inaccurate estimation may lead to the unreasonable port development policy. Firstly, based on the estimation of Chiang Bong-Gyu & Yang Hang Jin(2005), this study gave a comparison with the estimation of Ministry of Maritime Affairs and Fisheries(2001) and OSC/Glori(2005). Secondly, taking into account the influence factors for port traffic, this study made an estimation of port traffic for Busan new port. On the basis of this estimation, this study is compared with the estimation of Ministry of Maritime Affairs and Fisheries(2001) and OSC/Glori(2005). In conclusion, in case of the development of Busan new port, based on the estimation of Ministry of Maritime Affairs and Fisheries(2001), this study should the high possibility that the Busan new port will be serious lack of the port facilities in the year of 2011. And according to the OSC/Glori(2005)'s estimation result, there is a lack of the port facilities, though we have modified the port investment plan.

• The Journal of Fisheries Business Administration
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• v.53 no.1
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• pp.73-84
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• 2022

The purpose of this study is the impact of national fishing port investment and typhoons on fisheries disaster damage. The dependent variables were the amount of damage to fishing ports, fishing boats, fisheries enhancement, external facilities, mooring facilities, functional facilities, fishing port and typhoons. The analysis period is from 2002 to 2018. Since the error term is in a simultaneous correlation, it was efficiently estimated by analyzing it with a seemingly unrelated regression (SUR) method. As a result of the analysis, external facilities have not significance to all models. Investing in mooring facilities increased the amount of damage to fishing ports for five years. Investing in functional facilities reduced the amount of damage to fishing ports and aquaculture over five years. Typhoons have significance to all models, and the amount of damage increased every time a typhoon occurred. Based on these results, as the influence of typhoons increases, it seems necessary to establish preventive measures. Timely investment and maintenance to enable the role and function of national fishing ports are considered important.

• Journal of Korea Port Economic Association
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• v.20 no.1
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• pp.123-140
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• 2004

With the globalization of economy, there is keen competition among rountries 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 peninsula 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. Next is imperfection on development, investment and management system of the hinterland. Lark of promotion activities could be one of the problems. This paper analyzes the above problems and presents various measures to activate Gwangyang Port and Gwangyang Free Economic Zone 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 of effective one-stop service, investment attraction into the area and diversified promotion & marketing activities.