• Journal of the Korean Geographical Society
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• v.46 no.6
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• pp.751-766
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• 2011

This study aims to grasp the hierarchy in the influence areas of port by the intensity of freight shipments and to seek the activating methods for the increase of export and import volumes of Pyeongtaek and Dangjin port. Pyeongtaek and Dangjin port whose major import and export freights are natural gas and automobile, were constructed for the increasing trade with People's Republic of China. This port is expanding the influence in the hinterland and foreland of the port, but core influence area of Pyeongtaek and Dangjin port is rich in trade volume within the radius of 70km. To become international as well as national ports, Pyeongtaek and Dangjin is required to execute the active policy to receive many-sideness of sea route and the recognition of freight holders, forwarders and ship companies in many regions.

• Journal of Korea Port Economic Association
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• v.35 no.4
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• pp.147-168
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• 2019

This paper explores strategies for building an automobile logistics cluster in PyeongtaekDangjin Port, which needs to be developed and operated for automobile related value-added logistics services. The future of Korean automobile exports seems gloomy, but many domestic ports, including PyeongtaekDangjin Port, are struggling to secure a position as automobile ports by expanding port facilities to attract exports and transshipment vehicles. PyeongtaekDangjin Port is currently the best automobile port as it is under good conditions for building an automobile logistics cluster. Ssangyong Motor Co., Kia Motors Corp., Samsung Electronics Co., and LG Electronics Inc., which are located nearby, can secure enough land to build an automobile logistics cluster by developing a port distribution complex in the future. This will promote the sustainable development of PyeongtaekDangjin Port by creating a logistics hub, specifically an automobile logistics hub, which would allow diverse cultures and experiences to respond appropriately to future mobility development.

• Journal of Korea Port Economic Association
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• v.29 no.3
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• pp.135-158
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• 2013

There have been many conflicts in Pyeongtaek-Dangjin Port among central government, metropolitan council, and cities over the jurisdiction of reclaimed port area, an international passenger terminal construction and a bridge between the port and Dangjin area. This study found out two causes for the conflicts in terms of governance. First, the current governance structure of Pyeongtaek-Dangjin port has high levels of conflict and disputes among stakeholder. Second, there is no leading agency which is responsible for the future development of the port. It is very important to decrease the possibility of conflict and to establish leading agency. Measures to decrease the likelihood of conflict include establishment of conflict resolution mechanism, the clarification of the facts and applicable law, mutual exchanges between stakeholder. Measures to establish a leading agency include the introduction of a single governance, establishment of Pyeongtaek-Dangjin Port Authority, central-local combined governance, and empowering PA to do all port management.

• Journal of Korea Port Economic Association
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• v.23 no.2
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• pp.41-61
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• 2007

After the joining in the WTO of China, the container throughputs have begun to increase notably and Continuous developments of China ports are influencing operation and policy of Korea ports. At this point Pyeongtaek Dangjin port which has potency as China trading port confronts with turning point of port development as new port. To this, correct need grasping of North China shippers is important strategic element of PyeongTaek Dangjin Port activation. In this study, there is purpose to present Pyeongtaek Port's activation strategy by grasping customer needs executing questionnaire to China local company about Pyeongtaek Dangjin Port. As a research result, Pyeongtaek Dangjin Port possesses high geographical strength but has problems like development delay, tribe of various route, absence of marketing strategy. To solve this problem, this paper proposes expansion of port and logistics physical distribution equipment, improvement of services, foundation of joint logistics center, establishment of marketing organization etc. Namely, it may overcome only new port's limitation though develop to port of cargo creation style that is not simple cargo dependence style port.

• Journal of Korea Port Economic Association
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• v.29 no.3
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• pp.25-37
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• 2013

This study investigates the export behavior of port of Pyeongtaek-Dangjin and Daesan. The monthly data cover the period from January 2002 to December 2012. This paper tests whether the exchange rate and the industrial production are stationary or not, rejecting the null hypothesis of a unit root in each of the level variables and of a unit root for the residuals from the cointegration at the 5 percent significance level. The error-correction model is estimated to find that Daesan port is faster than Pyeongtaek-Dangjin in adjusting the short-run disequilibrium. This paper finds that the exchange rate coefficient of Daesan port is higher than that of Pyeongtaek-Dangjin port, while the industrial production coefficient of the former is much smaller than that of the latter. The industrial production coefficient is, however, much higher than the exchange rate coefficient in both ports. The rolling regression shows that the influence of exchange rate and industrial production tends to increase in Pyeongtaek-Dangjin port but tends to decrease in Daesan. The impulse response functions indicate that export volumes respond much greater to the positive shocks in industrial production than in exchange rate, and the exchange rate shock decays very fast, while the industrial production shock lasts very long.

• Journal of Korea Port Economic Association
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• v.31 no.4
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• pp.75-89
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• 2015

This study examines 31 import and export cargo items handled in each port to investigate which items face the most competition among the ports and how many of them are transited to other ports. The study aims to suggest implications for the future port policy of Incheon Port. It was found that the volume concentration in the Western Coast region from 2005 to 2014 became increasingly decentralized. The decentralization began in earnest in 2009 in particular, and the value was 0.448 in 2014, indicating fierce competition among the regions. According to the static and dynamic positioning analyses results for Incheon Port, Pyeongtaek and Dangjin Port, and Gunsan Port, using BCG Matrix, the static positioning analysis showed that Incheon Port belongs to the 3rd quadrant (Cash Cows), Pyeongtaek and Dangjin Port belongs to the 2nd quadrant (Question Marks), and Gunsan Port belongs to the (Dogs) group. This implies that Incheon Port has maintained its position with large shares compared to those of other ports, despite its low growth rate. However, the market position and growth rate of Incheon Port decreased according to the dynamic positioning analysis results. The shift-share analysis results indicated that the volumes of Incheon Port and Gunsan Port were shifting to Pyeongtaek and Dangjin Port. Moreover, the ratio of absolute growth to potential growth of Incheon Port and Gunsan Port turned out to be significantly lower than that of Pyeongtaek and Dangjin Port, implying that Incheon Port and Gunsan Port are declining as compared to Pyeongtaek Port and Dangjin Port. According to the LQ index analysis results, specialized items from Incheon Port that do not overlap with other ports included the following ten items: meat, fish and crustaceans, bituminous coals, crude oil and petroleum, petroleum-refined products, plastic rubber and products, textiles, nonferrous metal and products, electric machinery, and aircrafts and ships. In particular, it was confirmed that the bulk cargo of Incheon Port was actually shifting to Pyeongtaek and Dangjin Port following the policy of re-establishing port functions.

• Journal of Navigation and Port Research
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• v.44 no.6
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• pp.517-523
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• 2020

Pyeongtaek·Dangjin port handles the largest volume of finished vehicles in Korea, including more than 95% of imported cars. However, since the volume of imported cars has been stagnant since 2015, officials planning to invest in port development or automobile-related industries must make new forecasts. Economic variables such as the GDP often have been used in predicting automobile volume, but prior research showed that the impact of these economic variables on automobile volume I has been gradually decreasing in developed countries. These variables remain important predictors, however, in developing countries that experience rapid economic growth. In this study, predicting the volume of imported passenger cars at Pyeongtaek·Dangjin port, the decreasing Korean population was a major factor we considered. Our forecast showed that the volume of imported passenger cars at Pyeongtaek·Dangjin port will gradually decrease -by 2021. The Mean Absolute Percentage Error (MAPE) verification was performed to measure the accuracy of the predicted results, and the scenario analysis was performed on the share of imported passenger cars.

• Journal of Korea Port Economic Association
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• v.34 no.1
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• pp.19-34
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• 2018

This study analyzed specific ports' marketing strategies through interviews and, using fuzzy TOPSIS methodology, derived marketing strategies for the Incheon and Pyeongtaek-Dangjin ports by comparing them with the Busan port. Previous studies had concentrated on the Busan port, and the majority of these studies analyzed the present conditions and suggested 4P strategies using a marketing mix. After weighting all of the respondents' answers, the results show that among all marketing strategies, incentive provisions ranked the highest, followed by the intermediary role between the relevant agencies and companies, and last- the agent system for establishing local networks. The fuzzy TOPSIS analysis results showed that the Busan port had the best marketing performance. The most sensitive strategies, based on the sensitivity analysis, were the intermediary role between relevant agencies and companies in the Incheon port, and the incentive provision in Pyeongtaek-Dangjin port. The implications of this study are that the port management agencies' actual marketing strategies were similar to the marketing promotion strategies suggested by previous research, and thus, each port's marketing targets and their characteristics should be clearly defined.

• Journal of the Korean Geographical Society
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• v.45 no.6
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• pp.766-787
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• 2010

This study seeks to clarify the process of development and the change of freight flows in the influence areas of Pyeongtaek and Dangjin Port, which opened lately. The results of analysis are as follows: from development period to growth period, the relation between the development of the port and the change of the hinterland and foreland shows no great change and the freight concentration rates of the first hinterland and foreland decreased, but those of periphery region increased. While the composition rate of import and export freight of vehicle, fuel and energy decreased, the rate of imported freights (iron or steel, other textile articles, rag and organic compounds) and exported freight (manufacture of basic metals) increased. The reasons for such changes in influence areas of port were the increase of export to China and the U.S.A. in the development period, the increase of import from China in the growth period and the diversification of nations from which fuel and energy were imported.

• Journal of Korea Port Economic Association
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• v.36 no.4
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• pp.31-52
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• 2020

The increase in the number of ships entering and leaving the port and the creation of various cargo volumes can promote local economy and lead to regional development, attracting businesses, and influx of local residents. The port area of Dangjin consists of the limited cargo and most private docks, making it increasingly weak in meeting the local economic development and the expectations of local residents. Therefore, in order to promote regional development and revitalize the local economy, and to reduce the sense of alienation of local residents, it is necessary to make it easier to access and water to ports through the development of all areas of Eumseompo-gu, and to make active changes in the marine and port logistics environment. As seen through various cases of port development at home and abroad and the redevelopment of the ports at Gohyeon Port in Geoje, Dangjin Port should be able to quickly demonstrate the development of the Dangjin Port area and improve the quality of life for the residents of the metropolitan area. This is the time when the government's drive is highly requested.