• Journal of Korea Port Economic Association
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• v.33 no.4
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• pp.135-148
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• 2017

This study fist raises the following research question. How does the port congestion affect port operational efficiency? To answer the question, this study adopts slacks based measure data envelopment analysis (SBM-DEA) model to analyze the efficiency of port considering the congestion. As a result of the DEA-CCR(Chanres, Cooper and Rhodes) model, both Busan(2011) and Ulsan(2011) are the most efficient decision making units(DMUs). As a result of the DEA-BCC(Banker, Chanrnes, and Cooper) model, Busan(2011), Ulsan(2011), Ulsan(2012), Busan(2012), and Yeosu Gwangyang(2012) are the most efficient DMUs. As a result of SBM-DEA model, Ulsan(2012), Busan(2011), Busan(2012), Incheon(2011), and Ulsan(2011) are the most efficient DMUs considering the port congestion. The result of DEA-CCR BCC model is not identical with the result of SBM-DEA model analysis. It means the port congestion does less affect the port operational efficiency. Should the number of the vessels with the port congestion minimize, Incheon and Yeosu Gwangyang port could save lots of the port congestion cost for a total of three years.

• Journal of Korea Port Economic Association
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• v.30 no.4
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• pp.1-28
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• 2014

The purpose of this study is to look through the progress of Yeosu Exposition ex-post facto service, to survey the cognition degree of the general public for it, and to estimate the nonmarket value. For such a reason, this paper examines the planning direction and enforcement situation of ex-post facto service first and then conducts a cognition degree survey of the 900 general public in the nation. Also, this paper carries out the nonmarket value of Yeosu EXPO ex-post facto service using CVM. Estimation results is that the annual value of it is 50.8 billion won and the total value for 5 years is 217.1 billion won. These results mean that there is nonmarket high value besides general market value for Yeosu EXPO ex-post facto service, and government should consider this to determine the future of it.

• Journal of Korea Port Economic Association
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• v.17 no.2
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• pp.61-87
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• 2001

The purpose of this paper is to analyze the location, population growth. and cargo concentration of Korean port-cities. In the location theory, Sommer (1976) and McGee (1967) models are newly introduced, as are the Rimmer (1967), Bird (1965), Hoyle (1981) models. which were already introduced in previous studies from Korea. Analysis of population growth in the Korean port-cities is conducted using data from 1966 to 1998. Rimmer and Hoyle's concentration models are used to measure cargo concentration from 1966 to 2000. The main results of this paper are as follows: First, Korean ports are concentrated on the East Sea, the Southern Sea, and the West Sea. Their locations are closely related with the hinterland. the inland city, and growth of port-cities. In considering the foreign countrys' cases, Korean port-cities are similar to the models of Bird and Hoyle. Second, the populations of Ulsan and Pohang grew at the fastest rate in 1966-1998, while the port cities in the Honam and Jeiu region grew at much lower ratios. Most port cities are located near large industrial complexes. Third the growth rates of Gwangyang, Daesan, Pohang, Pyungtaeg, and Samchunpo increased, while those of Busan. Mukho, Masan, Mogpo, Yeosu, and Sokcho declined. Of particular note, the growth rate of Busan remained negative after the late 1980s. Fourth. empirical results using the Rimmer (1967) model indicate that Gwangyang, Daesan, Pyungtag, and Pohang have shown the concentration. But the deconcentration was shown from the Busan, Mukho, Janghang, Gunsan, Mogpo, Yeosu, Masan, Sokcho. and Jeju. Fifth, the concentration of ports located in West coast region has shown the mixed results between concentration and deconcentration except the concentration of early 1970s and 1990s. The concentration of ports located in East coast region has shown the concentration before the middle of 1980s. And deconcentration after the middle of 1980s have appeared. The Southern coast region has shown the continuous deconcentration except the partial concentration of early 1986. and 1991. Planners of Korean ports should find out the factors of concentration and deconcentration of each ports and should determine factors such as investment priority level. size and scope in order to ensure the balanced development of regional ports and port-cities.

• Journal of Navigation and Port Research
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• v.33 no.8
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• pp.539-548
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• 2009

This work aims to highlight the importance and role of the theme and message of BIE exhibitions in the 21th century, and to suggest essential points concerning the preparation of the Expo 2012 Yeosu which would focus on the theme and urban development. After the Expo '98 Lisbon, the theme and message of Expo has been changed from focusing on the progress of technology itself to rethinking of progress itself and focusing on the future of the globe. This change also reflects the need to solve the problems of global environment problem in today's human society and to pursue the new technology which enable to make sure sustainable development. Because the Expo Yeosu, whose theme is the sea and coast, is compared to case of Expo Lisbon whose theme is ocean, we need to make a benchmarking the case of the Expo Lisbon and to make efforts to differenciate the case of the Expo Lisbon. This article suggests concerning the theme and urban development plan of the Expo Yeosu as follows: First, to propose current and future cutting edge technology to utilize the resources of the ocean and the coast and to propose the Yeosu Project, a capacity-building program designed to address various challenges confronting developing countries. Second, to propose a different urban redevelopment plan of capital Lisbon, ie to propose sea port cities network to link the advent of the Namhaeansidae.

• Journal of the Economic Geographical Society of Korea
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• v.17 no.4
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• pp.743-758
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• 2014

It has widely been recognized that the EXPO 2012 Yeosu Korea was a succeeded mega event, according to, at least, the international media's attention and reports. This study analysed and compared the trends of the international media's reports on Yeosu in terms of before, preparing, during, and, after periods of the event, through a semantic network analysis. It was revealed that the images of Yeosu have dramatically been upgraded. The city of Yeosu, before the event, was a small port city of South Korea's southern part of peninsula. The city, after the nomination for the next host city of the exposition, was described to a city who had a full potentiality to host a world exposition, not a southern port city of South Korea. After the event was opened, Yeosu was a city of cutting-edge technology and cultural creativity, who had contributed to solve our humankind's pending ecological problems. Even after the events closed, Yeosu was continuously impressed as a ex-city of world exposition, a hub city of Asia trade, and a center for marine ecological restoration. It was suggested that extended monitoring, differentiated communication strategies, long-term planning, and professionalization of the staffs.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.5
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• pp.439-446
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• 2017

The Maritime Safety Act established restrictions for the passage of oil tankers, prohibiting vessesl carrying more than 1,500 kiloliters of oil or 1,500 tons of a hazardous liquid substance. Prohibited vessels that do not satisfy the restrictions are allowed to enter and depart from a nearby port from the outer sea area to minimize the time and distance the oil tanker must navigate in the prohibited area. Therefore, such regulation should not be construed as referring to inshore traffic. In this study, the traffic volume of coastal tankers that do not use the approaching channels for specific sea areas near Yeosu and Gwangyang Port was analyzed, and the cargo loads of these ships were investigated. The results of this study should be used to allow tankers to minimize the time and distance of navigation in prohibited areas. According to the survey, 16 vessels, 51.6 % of the 31 vessels using inshore traffic included in the study, were loaded with more than 1,500 tons of cargo. This is not appropriate according to the legislation for oil tanker passage. Therefore, in this study, sea routes have been proposed that connect with the approaching channels of specific sea areas, from the outer sea areas of restricted passages. Regulations have also been proposed for the entry and departure of oil tankers around Yeosu and Gwangyang Port.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.7
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• pp.810-819
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• 2017

The purpose of this study is to evaluate port use and the distribution of risk factors in 15 major ports in Korea, delineating the risk of each port after classifying the ports into four risk groups based on estimated risks. The placement of response vessels is then analyzed accordingly. Based on the results, danger was estimated to be especially high in ports where large-scale petrochemical facilities are located, such as Yeosu Gwangyang ports (1.85), Ulsan port (1.33) and Daesan port (1.25). The ports showing the next highest degree of danger were Pusan (0.95) and Incheon (0.83), which have significant vessel traffic, followed by Mokpo (0.71) and Jeju (0.49), which expanded their port facilities recently and saw an increase in large vessel traffic. Next is Masan (0.44), for which many fishing permits in the vicinity. When the relative ratios of each port were graded based on the Yeosu Gwangyang Ports, which showed the highest risk values, and risk groups were classified into four levels, the highest risk groups were Yeosu Gwangyang, Ulsan, Daesan and Pusan, with Incheon, Mokpo, Jeju, and Masan following. Pyeongtaek Dangjin, Pohang, Gunsan, and Donghae Mukho were in the mid-range danger group, and the low risk groups were Samcheonpo, Okgye, and Changsungpo. Among these, all response vessel placement ports specified by current law were above the mid-range risk groups. However, we can see that ports newly included in mid-range risk group, such as Mokpo, Jeju, and Donghae Mukho, were excluded from the pollution response vessel placement system. Therefore, to prepare for marine pollution accidents these three ports should be designated as additional response vessel placement ports.

• Journal of Korea Port Economic Association
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• v.21 no.1
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• pp.73-91
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• 2005

The goal of the project on developing Korea as the logistics hub of Northeast Asia is to develop Busan Port and Gwangyang Port as international logistics centers by promoting and attracting more warehouses. As is well known, there is intense competition among ports located in major economic blocs to become the regional logistics hub. Gwangyang is second to none in terms of being favorably located at the center of Northeast Asia. Gwangyang Port, however, lacked in SOC construction and faced the poor government support politics hub of Northeast Asia. They are i) expanding the logistics infrastructuressuch as expressway and railroads between Yeosu Airport and Gwangyang Port, ii) Setting up new port hinterland and industrial complex in the vicinity of Gwangyang Port iii) securing high value-added fixed cargo traffic, and iv) improving laws and institutions.

• Journal of Navigation and Port Research
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• v.30 no.1 s.107
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• pp.1-8
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• 2006

Recently, many ships such as VLCCs, dangerous cargo ships, high speed ferry boats are visiting Yeosu, Gwangyang harbor. The traffic volume of the year 2003 has increased as many as 2.5 times of 1988. However there is no suitable ships' routeing system which takes account of today's traffic situations in this area This study aims at the settling of hazardous factors to mitigate the danger to vessels in Yeosu${\cdot}$Gwangyang bay and to secure the safety of maritime environment.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.29 no.1
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• pp.197-204
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• 2005

Recently, many ships such as VLCCs, dangerous cargo ships, high speed ferry boats are visiting Yeosu ${\cdot}$ Gwangyang harbor. The traffic volume of the year 2003 has increased as many as 2.5 times of 1988. However there is no suitable ship's routeing system which takes account of today's traffic situations in this area. This study aims at the setting of hazardous factors to mitigate the danger to vessels in Yeosu ${\cdot}$ Gwangyang bay and to secure the safety of maritime environment.