• Journal of Navigation and Port Research
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• v.32 no.2
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• pp.149-158
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• 2008

This paper discusses the strategies for the future qf the Hong Kong Port and Buasn Port. We assess whether they prepare the ports for the position of being the logistics hub, and as such could assist the ports to maintain their position in the world's container port. We reviewed both the current situation qf the Hong Kong Port and the strategy of the port for the future (Master Plan 2020) to keep the status of logistics hub. With the case study on the Port of Hong Kong, this study attempts to examine what the strategic planning is needed for the Busan Port. We debate the Port of Busan could be seen as a logistics chain for the future. In our discussion, the strategic planning on "Port Vision 2020" for Port of Busan does not address the issues regarding this part, nor does it make any recommendations in terms of the requirement of the logistics private sector.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.3
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• pp.298-305
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• 2019

The demand for the revitalization of marine tourism in Busan North Port is increasing due to changes in functions such as an increase in harbor traffic volume and the expansion of marine leisure space in Busan. As a result, Busan City plans to set a phased alleviation target for prohibition of cruise ship operations, and to lift the prohibition of excursion ship operations in North Port following the cancellation of the prohibition of excursion ship operations in South Port in 2017. The purpose of this study is to evaluate the risk of excursion ship operations in Busan North Port by applying the marine traffic assessment index and to examine the possibility of excursion ship operations. For this purpose, port status, marine accidents, and traffic flow of Busan North Port were investigated. In addition, marine traffic assessment indexes, such as traffic congestion, risk based on an ES Model, and IWRAP MkII, a maritime risk assessment tool, were used to assess the risk and possibility of excursion ship operations in Busan North Port. This study can be used as basic data for analyzing the risk factors that may occur when excursion ships are operated in Busan North Port and to define how excursion ships should operate, with related safety measures.

• Asian Journal of Atmospheric Environment
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• v.5 no.1
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• pp.41-46
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• 2011

The port of Busan is the fifth busiest container port in the world in terms of total mass of 20-foot equivalent units transported. Yet no attempts have been made to estimate the greenhouse gas (GHG) emissions from the port of Busan by accounting for all port-related activities of the various transportation modes. With these challenges in mind, this study estimates the first activity-based GHG emissions inventory in the port of Busan, which consists of four transportation modes: marine vessels, cargo-handling equipment, heavy-duty trucks, and railroad locomotives. The estimation results based on the most recent and complete port-related activity data are as follows. First, the average annual transportation GHG emission in the port of Busan during the analysis period from 2000 to 2007 was 802 Gg $CO_2$-eq, with a lower value of 773 Gg $CO_2$-eq and an upper value of 813 Gg $CO_2$-eq. Second, the increase in the transportation-related GHG emissions in the port of Busan during the analysis period can be systematically explained by the amount of cargo handled ($R^2$=0.98). Third, about 64% of total GHG emissions in the port of Busan were from marine vessels because more than 40% of all maritime containerized trade flows in the port were transshipment traffic. Fourth, approximately 22% of the total GHG emissions in the port of Busan were from on-road or railroad vehicles, which transport cargo to and from the port of Busan. Finally, the remaining 14% of total GHG emissions were from the cargo handling equipment, such as cranes, yard tractors, and reach stackers.

• Proceedings of the Korea Port Economic Association Conference
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• 2007.07a
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• pp.291-312
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• 2007

This paper is designed to look for a specialized strategies by drawing the special features of Busan New Port from both a comparative analysis of major factors of harbor competitiveness and a SWOT analysis of Yangshan Port, one of the biggest competitive ports in Northeast Asia, so that Busan New Port may preoccupy a status as the hub port of the area. The researcher would like to suggest the following measures to make Busan New Port serve as the central port of Northeast Asia on the basis of the findings; Korea should push ahead with creating a railroad transportation linking with Eurasia Contient, secure the amount of goods and resources with the help of the early development of the surrounding complex of the port, make a considerable progress in the level of port service, come up with a differentiation strategies for harbor marketing activities and improve its productivity.

• Journal of Navigation and Port Research
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• v.33 no.4
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• pp.263-270
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• 2009

Busan North port is facing crisis due to the opening of the New port. The North Port and NewPort are competing for a limited volume of cargoes and this competition is leading after all to price competition, lowering cargo work fee that may result in the failure of both This paper proposed the balanced development plans, which are the strategies of business tie-up and activation between the North Port and NewPort by introducing the strategy of "co-opetition" and the analysis for the success factor of co-opetition: to solve this operational problems on Busan port. It is found out that activation strategy is more successful co-opetition strategy than business tie-up strategy. The execution for the two co-opetition strategies will lead Busan Port to the balanced development as well as the enhanced competitiveness and will leap Busan port into global hub port as well.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.05a
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• pp.182-184
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• 2019

Ports are responsible fro the creation of positive and negative impacts towards the city. The study's contribution focuses on empirically evaluating the perception of Busan citizens of the local port through an application of Q methodology.

• Journal of Korea Port Economic Association
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• v.20 no.2
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• pp.131-149
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• 2004

With trend of container ships becoming larger and faster, the environment surrounding ports in North-East Asia is rapidly changing. Korea's largest port of Busan processed more than 10 million 20- feet equivalent containers in 2003, surpassing the 10-million TEU mark for the first time in its three decades of operation. However, the Port of Busan , the world's third-largest port in 2002, was eclipsed by Shanghai since July in 2003. The first massive strike of truckers crippled the Korea's logistics system in May and in September, the Port of Busan suffered from the second strike of truckers and damage by a powerful typhoon. By contrast, the port of Shenzhen in China increased its container-processing volume by 39.9 percent to 10.65 million TEU in 2003, and Shanghai, which passed Busan in terms of container volume in the middle of last year, further consolidated its position as the world's No. 3 port with an annual volume of 11.28 million TEU. After all, Busan recorded an annual container volume of 10.40 million TEU, slipping to fifth in rankings in 2003 and Busan's bid to become a Northeast Asian hub has suffered a further setback as these chinese ports overtook the port of Busan. But the port of Busan is located in the main trunk liking North America, Europe and South-East Asia. Once the project of Busan Newport is accomplished and the railway between South and North Korea is connected to TCR and TSR, the Port of Busan will have the most potential to become the international logistics center as the starting point of the land and sea routes encompassing all over the world.

• Journal of Korea Port Economic Association
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• v.17 no.2
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• pp.167-182
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• 2001

The government of Busan Metropolitan City conducted the "Survey on Shipping and Port Logistics Companies in Busan" between May and December, 2000. This was the first comprehensive survey of Busan Port conducted from the perspective of regional & industrial economics. The objective of the survey was to find out the level of influence of the shipping and port logistics industry on the regional economy of Busan, and to obtain base data for use in establishing an actual promotion program. The survey acquired information about human and physical resources, management conditions and consciousness of the industry, In addition, the study analyzed the survey data. The results of the analysis showed a method of creating added value in support of the marketing activities of the companies, and indicated methods of achieving systematic and sustainable promotion. The government of Busan City shall develop an e-Logistics infrastructure which can deliver a synopsis and intelligent information to people and companies in the industry by the end of this year. The information system would be of great help for people who may not be familiar with Busan's port and shipping industry, particularly international shipping companies. This will result in an Increase of trade and exchange in the shipping and port logistics industry, resulting in the generation of increased added value within the near future.

• Journal of Korea Port Economic Association
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• v.19 no.1
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• pp.23-41
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• 2003

The purpose of this paper is to analyze the gravitation of ship's cargo tons of arriving and leaving port of Busan based on the gravity model empirically and experimentally and to suggest possible ways to expand the trade quantities(cargo tons) by identifying important factors determining the port of Busan's bilateral trade flows with foreign countries by using the 1995, and 2001 data. In this paper, new independent variables, such as land, populations, and the APEC and ASEAN memberships, and new dependent variable, such as the ship's cargo tons of arrival and leaving port of Busan were used for expanding the previous studies. Empirical analysis found that the port of Busan tends to trade more with countries in close proximity and the large size of economies. The fact that the port of Busan's trades more with APEC countries than with non-APEC countries is a clear empirical evidence of the growing importance of the regional trade agreement and strategic alliance with the ports of these member countries. The main policy implication based on the findings of this study is that GDP, distance, adjacency, and APEC membership which were the affecting variables to the bilateral trade with the port of Busan should be closely investigated for enhancing the trade quantities with those foreign countries.

• Journal of Navigation and Port Research
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• v.33 no.7
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• pp.491-500
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• 2009

In order to attract more transshipment cargoes, Busan Port Authority (BPA) has, since 2003, adopted the volume incentive policy by which more than US$ 10 million annually have been paid back to shipping lines that were called at the port. However, having been a transshipment port for the Northeast region of China, the port of Busan has come under threat from bold Chinese port development projects, notably Shanghai, as northern Chinese regionnl ports place more emphasis on building facilities capable of handling growing trade volumes. Undoubtedly this would lead to a decline in transshipment container traffic moved via Busan. The purpose of this paper is to identify some core factors that have been affecting the increase of transshipment cargoes of Busan and further to recommend BPA an improved incentive scheme with which more T/S cargoes can be attracted into the port of Busan To clarity the reason why T/S cargoes have increased in the port of Busan, several steps are made as follows: The first step is to make a quantitative model for explaining the development of T/S cargoes during the last decade. The second step is to define the dependent and the independent variables for multiple regressions after testing variable significance. For this, data collection and the accuracy of validation have been done by the direct interview with the experienced staffs in shipping companies of both domestic and foreign country. After validating the model with collected data, the final step is to find variables which are explaining the model mostly. In conclusion, 2 variables were clearly identified as core factors that explain well the development of T/S cargoes in the port of Busan: 'Mohring effect' and total cost. It is strongly recommended, by an empirical study, that an incentive scheme be changed to a way which more feeder vessels rather than mother vessels can reduce their direct costs to call in the port of Busan.