• Journal of the Korea Safety Management & Science
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• v.10 no.3
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• pp.127-135
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• 2008

In this study, we offered a way that is to make warehouse industry clustered in Incheon port for getting competitive and high end value added activities like advanced port logistics center considering trend that is changing functions of port and importance of port-hinterland. For this, we studied the existing research about port cluster, the present condition of warehouse industry in Incheon port and importance of value-added logistics activities. Also, we offered needs to build a high value-added and integrated logistics center by examples of advanced port logistics center in Singapore, Netherlands(Rotterdam) and Hongkong. We get the questionnaires for gathering ideas of port logistics industry about to set integrated logistics centers by strategy we offered that is making warehouse logistics clustered.

• Journal of Navigation and Port Research
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• v.32 no.4
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• pp.287-294
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• 2008

Recently, amount of cargoes from main ports in Northeast Asia have rapidly increased and as well surplus port development in same region corresponded with the boom in external trade that resulted from successful export-oriented economics strategy by China, Japan and South Korea. To cope with this business circumstances, a certain form of port alliance is desperately needed to provide a suitable service to customer and establish their countervailing power against the shipping alliance. Nevertheless, Incheon seaport has not made a definite port alliance system with main ports in Northern China yet. Thus, the purpose of this study is to identify the key success factors to form a port alliance through examining previous studies. We have benchmarked previous studies which are related to main ports in global region and the questionnaire on customers of ports. By studying this, we are able to suggest a few strategies for forming successful port alliance to enhance Incheon port's capabilities in the long term plan. As a policy proposal, this study suggests Incheon port and main ports in Northern China should construct a logistics infrastructure through mutual investment and provide an incentive system when the ocean carrier makes port call to both ports.

• Journal of Korea Port Economic Association
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• v.27 no.1
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• pp.137-154
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• 2011

This study is to contribute to create favorable conditions for developing the new port in a timely and as well helps to propose role and establish status of incheon port in the future by reviewing port facility capacity of Incheon Newport, applied trigger rule reasonably. By applying trigger rule with annual growth rate(11.4%) between 2001 to 2009 rules it will be 18 berths reducing 2 years for completion date than annual growth rate(9.4%) forecasted by Ministry of Land, Transport and Maritime Affairs. This paper first suggests the tri-ports policies including Incheon new port, Busan port and Gwang-Yang port and creating favorable conditions for the early completion and lastly attracting high valued-added transshipment cargo for developing incheon new port in a timely.

• Journal of Korea Port Economic Association
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• v.32 no.1
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• pp.97-122
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• 2016

Incheon port attained two million TEU of container throughput between 2013 and 2014 as a third port in domestic container throughput. It opened a new port in Song-do, Incheon in June 2015 to prepare for the continuing increase in container throughput.Therefore, it has provided the platform for being the major container port domestically and internationally. As the role of the new port increases, the role and direction of the Incheon port liner service network attracts attention. This study analyzes the centrality of the Incheon port liner service network by using SNA (Social Network Analysis), which was introduced in the maritime economics area recently, focusing on the Incheon port liner service network. We recognize the degree centrality, closeness centrality, and betweenness centrality of each port and its effect on the Incheon port liner service network. The study showed that for Incheon port, the centrality of the Busan port in Korea, and the Hong Kong port, is high outside the country. This helps us determine that the hub of the Incheon port is neither Shanghai nor Singapore, which ranks first and second, respectively, on container throughput. It is also helps us to know that eastern China's ports have not played a role of the hub of the Incheon port until now because of the relatively low centrality of eastern China's ports.

• Journal of Korea Port Economic Association
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• v.20 no.2
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• pp.151-167
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• 2004

Traditional traffic forecast has employed regression analysis or time-series analysis based on past trends of explanatory variables. However, not existing but planned port facilities do not have historical data for traffic estimation. Consequently, arbitrary traffic allocation has been subject to researcher's intuition. In this paper, container throughput at New Incheon Outer-South Port will be estimated using stated preference(SP) and sample enumeration methodology on the basis of survey data about the choice behaviors of port users in a theoretical situation. In the SP survey, shippers, freight forwarders and carriers were required to answer a choice between two alternative ports: Busan and Incheon. Although total 27 scenarios of questionnaires were constructed with 3 levels of 3 explanatory variables, each interviewee was asked to answer for just 9 scenarios chosen at random. A binary choice logit model was applied to the survey data. The elasticity of travel time is estimated to be very high, implying that building New Incheon Outer-South Port could be effective in relieving the congestion of the Kyungin corridor. The analysis result shows that increasing service level at Incheon Port would bring in the substantial diversion of container cargo in the Capital region to Incheon Port from Busan Port.

• Journal of the Korea Safety Management & Science
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• v.12 no.4
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• pp.273-278
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• 2010

As basic study on effects of the decasualization of port labor, this paper watched labor supply framework reorganization, focused on port worker in Incheon port at before decasualization(2005~2007.9) and after decasualization(2007.10~2010.5) and analyzed disposal quantity, workers, workdays, productivity, accident and disaster data that was apt to influence by the decasualization of port labor. Though commercial traffic of Incheon port was decreased in global economic depression, individual workday per month after decasualization compared with before decasualization is decreased by 3.3days from 22.7day to 19.4days, on the other hand, indivisual annual loading and unloading throughput is increased averagely 71.6%, and labour productivity, when 2005 labour productivity are 100, are increased by 67%. After decasualization, overall loading and unloading productivity is improved. But, according to loading and unloading, the number of accident and disaster are increase by 11.7% after decasualization for loading and unloading operation.

• Journal of Korea Port Economic Association
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• v.30 no.4
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• pp.255-273
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• 2014

The purpose of this paper is to examine the causal relationship among the trading volume of Pyeongtaek port, Incheon Inner Harbor, Incheon North Harbor. Methodologically, Granger causality, impulse response function, and variance decomposition based on VAR are used. The results indicate that Pyeongtaek port trading volume positive shock has positive effects on Incheon North Harbor. In addition, Incheon Inner Harbor trading volumes positive shock has negative effects on Pyeongtaek port. The results also suggest that the volume of Pyeongtaek port Granger-causes the volume of Incheon North Harbor, but not vice versa. The volume of Incheon Inner Harbor Granger-causes the volume of Pyeongtaek port. Based on these results, we suggest that port authorities have to focus on policies that would promote copetition between port of Pyeongtaek and Incheon in the world harbor industry.

• Journal of the Korea Safety Management & Science
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• v.13 no.3
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• pp.115-121
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• 2011

Incheon Port has many advantages for import of log and timber for furniture. More than 50% of lumber which was imported is through Incheon Port. However, most companies move and set up their business by taking lease of workshop. Because of expensive cost of transportation, it is suggested to construct a lumber Industrial district in the North Port in Incheon. By researching the national plans about the North Port and Incheon Ports, an adequate acquaintance of lumber industry in Incheon has been realized. ills study conducted the economic effect analysis for lumber industry clustering and the necessity of cluster composition is derived. Then effectiveness analysis for lumber industry cluster composition is sequentially operated.

• Journal of Navigation and Port Research
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• v.36 no.1
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• pp.75-80
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• 2012

The aim of this paper is to draw out the connection strategies between port and city functions. The case study was made on the port city of Incheon using Multidimensional Statistics(MDS) which groups 18 port cities targeted into two or more categories. The used factors inserted into the methodology were container cargo volumes, population, area of the city, number of liner calling, Relative Concentration Index(RCI). As results, Yokohama was identified as the best port city which can possibly give the meaningful guideline to Incheon port. The port-city is superior to that of Incheon in the area of port hinterland and varieties of business models. The port-city also has consistent policies on improvement of port and city functions.

• Journal of Navigation and Port Research
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• v.30 no.6 s.112
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• pp.471-481
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• 2006

This paper aims to provide strategies to attract container cargoes for the Incheon port by analysing O/D of the container cargoes with the year-2004 export and import data from. The Korean customs service. O/D analysis was carried out with establishing optimal zones, which are defined as City, Gun, Gu(Korean administrative districts) to which the export-import service can be provided from a certain port with minimized freight(or transport) cost and stevedoring fee. For the Incheon port, 35 administrative districts including Seoul and Incheon in Kyunggi-Do and Kangwon-Do are recognized as the optimal zones, and approximately 25.50% of around 2.02-million-TEU per year of the cargoes from the zones are exported and imported through the port. The strategies to attract container cargoes was suggested by comparing the Incheon port to supposed-competitive ports. The Busan port(64.89%), Guangyang port(4.46%) and Pyeongtaeck port(3.35%) are supposed as the competitive ports which have a large proportion of handling the cargoes from the optimal zones. When comparing the Incheon port to these ports. The Incheon port requires a distinctive cost strategy, providing incentives to attract shipping companies and cargoes, improving efficiency related to loading-unloading at the port, and reinforcing Feeder-Network and advertisements about cost-saving to the shippers(the owners of goods) in the national capital region Consequently, the mentioned requirements are suggested as the strategies to attract cargoes for the Incheon port.