우리나라 항만의 집중도에 관한 실증분석 : Rimmer, Hoyle, Hirshmann-Herfindahl 모델적용 Application of Rimmer, Hoyle and Hirshmann-Herfindahl Models

박노경 한국해운물류학회 2001 해운물류:이론과실천 Vol.- No.1

본고는 국내항만들의 집중도를 Rimmer(1967)모형, Hoyle(1983)모형, Hirshmann-Herfindahl모형에 의거하여 측정하였다. 실증분석의 결과는 다음과 같다. Rimmer(1967)모형에 의거하여 전체항만의 집중과 분산을 살펴보면 광양, 대산, 평택, 포항항은 집중을 보인 반면, 부산, 묵호, 장항, 군산, 목포, 여수, 마산, 속초, 제주항은 분산을 보였다. 컨테이너항만의 집중도를 살펴보면 인천항과 부산항은 분산을 시현하고 있으며 군산, 여수, 광양, 마산, 울산은 집중을 보이고 있다. Hoyle(1983)모형에 의하면 서해안 지역은 1970년 초까지는 분명한 집중을 보였으나 그 후로는 집중과 분산을 반복하고 있다. 동해안 지역은 1980년 전에는 집중을 그 후의 기간은 분산의 현상을 보여주고 있다. 남해안 지역은 1996년의 부분적인 집중현상을 제외하고는 분산현상이 지속되고 있는 것으로 나타났다. Hirshmann-Herfindahl모형에 의한 결과는, 전체항만을 대상으로 한 경우에는 항만들이 화물처리면에서 지역별로 집중되지 않고 비교적 분산되어 있음을 보여 주고 있으며, 서해안지역의 경우에는 1981년부터 1991년까지 집중되다가 그 이후로 분산되는 현상을 나타내고 있다. 남해안지역은 1986년까지 집중, 1996년까지 분산, 2000년까지 집중되는 현상을 보여주고 있으며, 동해안지역은 지속적인 집중을 보여 주었다. The purpose of this paper is to analysize the concentration of Korean ports by using Rimmer(1967), Hoyle(1983), and Hirshmann-Herfindahl models. Rimmer's concentration model is used for measuring the cargo concentration from 1966 to 2000. The core results of empirical analysis are as follows: First, Gwangyang, Daesan, Pyungtaeg, Pohang ports show the concentration, and Pusan, Mukho, Janghang, Kunsan, Mokpo, Yeasu, Masan, Sokcho, Jeju ports show diffusion(or deconcentration) in terms of yearly average increasing ratio of cargo handling according to Rimmer model. Second, when Hoyle model is used, ports located in the West Sea side show the concentration before the early 1970s. but after that, concentration and diffusion are repeated. Ports in the East Sea side show the concentration before 1980 and deconcentration after that. Ports in the South Sea show the diffusion continuously except the partial concentration of 1996. Third, Hirschmann-Herfindahl index model shows the followings. Concentration is distributed evenly in the all Korean ports. Ports in the West Sea side show the concentration from 1981 to 1991. but deconcentration was shown after that. Ports in the South Sea show the concentration until 1986, diffusion until 1996, and concentration until 2000. The policy planner of Korean ports should find out the factors of concentration and deconcentration of each ports and decide the investment priority, size and scope for balancing the development of regional ports.

The Relationship between Ports and City Growth: The Case of Ningbo

Lu Ke,오용식 한국무역연구원 2023 무역연구 Vol.19 No.1

Purpose – The purpose of this paper is to explore the relationship between port and city growth with the help of the port impact curve and relative concentration index (RCI). This is done from the two aspects of (1) clarifying the characteristics of the interaction between Ningbo port and city, and (2) clarifying the phased development of the relationship between Ningbo port and city. Design/Methodology/Approach – Based on the method of the port impact curve and RCI, we conduct a case study of Ningbo, a port-city in Southeast China, and we also make a meaningful comparison between Ningbo and other famous port cities in China. Findings – This paper finds that Ningbo port and city have been in a relatively loose relationship from 2010 to 2021. Over these 12 years, the relationship between Ningbo port and city has shown signs of changing from the stage of agglomeration and diffusion effect to the stage of urban self-growth effect. Also, we find that, compared with other port cities, the positive correlation between Ningbo port cargo throughput and urban economy development is relatively weak. However, Ningbo’s export-oriented economic characteristics form a certain boost for the development of port container throughput. Research Implications – In the management of this paper, this study revealed the flexibility and complexity of the port-city relationship, suggesting that the stage characteristics of the port-city relationship should be combined on the road of the sustainable development of ports and cities, which will also provide reference for follow-up research.

항만의 경쟁구조 분석에 관한 연구

이진규(Jin-Kyu Lee),여기태(Gi-Tae Yeo) 한국항만경제학회 2015 韓國港灣經濟學會誌 Vol.31 No.4

본 연구에서는 각 항만들이 다루고 있는 31개의 수출입화물품목에 대하여 품목간·항만간 경쟁을 규명하고, 실제 항만간 전이량을 파악한 후, 가장 큰 폭의 물동량 하락을 경험하고 있는 항만의 향후 정책에 대한 제언을 하는 것을 연구 목적으로 하였다. 2005년~2014년 서해안 권역의 물동량 집중도는 점차 분산화되고 있는 것으로 나타났다. 특히 2009년을 기점으로 급격히 분산화가 진행되었으며 2014년에는 0.448으로 나타나 권역별 경쟁이 치열해지고 있었다. BCG Matrix를 이용해 인천항, 평택·당진항, 군산항의 정적포지셔닝과 동적포지셔닝을 분석한 결과, 정적포지셔닝분석에서는 인천항은 3사분면(Cash Cows),평택·당진항은 2사분면(Question Marks), 군산항은 (Dogs)군에 위치하고 있는 것으로 나타나 인천항은 비록 성장률은 낮지만 상대 항만군에 대한 높은 점유율로써 그 위치를 유지하고 있었다. 그러나 동적포지셔닝 분석에서는 시간이 흐름에 따라 인천항의 시장점유율과 성장률은 하락하고 있는 것으로 나타났다. 전이할당 분석결과, 인천항과 군산항의 물동량은 평택항으로 전이되고 있으며, 인천항과 군산항은 잠재성장치 대비 절대성장치가 평택ㆍ당진항보다 크게 못 미치는 것으로 밝혀졌다. LQ지수 분석 결과, 타 항만과 중복되지 않는 인천항의 특화품목은 육류, 어패류ㆍ갑각류 등, 유연탄, 원유 및 석유, 석유정제품, 플라스틱 고무 및 그 제품, 방직용 섬유 및 그 제품, 비철금속 및 그 제품, 전기기기 및 그 제품, 항공기, 선박 및 그 부품으로 10개 품목으로 분석되었다. 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.

Container Ports' Growth Pattern and the Potential of Gwangyang Port

Jung Bong-min 한국무역학회 2004 한국무역학회 국제학술대회 Vol.2004 No.4

It usually takes more than 5 years for a port(terminal) to reach its full-scale operation. Terminal Stage 1 in Gwangyang Port achieved utilization ratio of 71.6% in the 5thyear(2002) of operation. Such a performance is relatively good compared with other ports. In general, the larger the size of a port is, the faster it grows. The ports, which acquired competitive advantage in advance, can succeed in becoming regional hubs, whereas, those which failed to secure enough cargo in advance tend to become small-medium sized feeder ones. Only certain ports endowed with appropriate preconditions can become logistics hub in the region. Among others, geographic location, hardware and software aspects must be appropriately secured for a port to become regional hub. Above all, Gwangyang Port is located at the center of North East Asian economy, and has a sufficient potential to be developed into regional logistics hub. Other aspects can also be satisfied as time passes. Gwangyang Port has not reached minimum efficient scale yet. As a result, Gwangyang Port failed to secure enough cargo for its handling capacity. Gwangyang Port may need several more years to reach its full-scale operation. Currently, Gwangyang Port has such problems as insufficient connecting transportation network, limitation in port related services, inappropriate labor relations and so on. When such problems can be solved Gwangyang Port can become one of logistics hubs in North East Asia.

Changing Concentration Ratios and Geographical Patterns of Bulk Ports: The Case of the Korean West Coast

Taehwee LEE,여기태,Vinh V. THAI 한국해운물류학회 2014 The Asian journal of shipping and Logistics Vol.30 No.2

Contrary to liner shipping, common shipping network patterns are difficult to organize in tramp shipping as origin and destination ports are irregular and they may change based on shippers’ demands. Unlike liner shipping whereas the choice of ports is strongly related to their geographical locations among other factors and a topic of much research in the contemporary literature, the geographical issues related to bulk ports are an interesting yet currently under-researched topic. For this reason, this study aims to analyze the concentration ratios of bulk ports to reveal geographical patterns, using the case of bulk ports along the west coast of Korea including, Incheon Port (ICP), Pyeongtaek-Dangjin Port (PDP), and Gunsan Port (GSP). To examine and shed more light to the above mentioned research issue, this paper adopts a series of methods, such as Hirshmann-Herfindahl Index (HHI), Location Quotients (LQ), and Shift Effects (SE). Results from the HHI analysis, indicated that de-concentration has been gradually rising because of a considerable overlapping of ports’ functions. Meanwhile, the LQs’ confirmed this result. Finally, the SE’ results effectively showed that a substantial shifting of cargo had occurred among the ports.

Container Ports' Growth Pattern and the Potential of Gwangyang Port

Jung Bong-min 한국무역학회 2004 國際學術大會 論文集 Vol.2004 No.4

It usually takes more than 5 years for a port(terminal) to reach its full-scale operation. Terminal Stage 1 in Gwangyang Port achieved utilization ratio of 71.6% in the 5thyear(2002) of operation. Such a performance is relatively good compared with other ports. In general, the larger the size of a port is, the faster it grows. The ports, which acquired competitive advantage in advance, can succeed in becoming regional hubs, whereas, those which failed to secure enough cargo in advance tend to become small-medium sized feeder ones. Only certain ports endowed with appropriate preconditions can become logistics hub in the region. Among others, geographic location, hardware and software aspects must be appropriately secured for a port to become regional hub. Above all, Gwangyang Port is located at the center of North East Asian economy, and has a sufficient potential to be developed into regional logistics hub. Other aspects can also be satisfied as time passes. Gwangyang Port has not reached minimum efficient scale yet. As a result, Gwangyang Port failed to secure enough cargo for its handling capacity. Gwangyang Port may need several more years to reach its full-scale operation. Currently, Gwangyang Port has such problems as insufficient connecting transportation network, limitation in port related services, inappropriate labor relations and so on. When such problems can be solved Gwangyang Port can become one of logistics hubs in North East Asia.

중심항만 개발전략의 유효성에 관한 연구

한철환(Chul-Hwan Han) 한국항해항만학회 2003 한국항해항만학회지 Vol.27 No.2

세계적으로 항만간 경쟁이 전방위로 전개되고 있는 가운데 우리나라를 비롯하여 아시아 각국은 자국 항만을 중심항만으로 육성하려고 대대적인 항만개발에 나서고 있다. 그럼에도 불구하고 아직까지 중심항 개발전략의 유효성에 대한 이론적 검토는 충분하지 못한 실정이다. 본 연구는 ⅰ) 대형항만에 물동량이 집중되는 항만집중화 현상이 일어나는가 ⅱ) 과연 대형항만은 소형항만에 비해 물동량 증가속도가 빠른가를 검토함으로써 중심항만 개발전략에 대한 시사점을 도출해 보고자 한다. 이를 위해 먼저 허쉬만-허핀달지수를 적용하여 아시아 항만의 항만집중도를 분석하였고, 또한 글로벌 차원과 지역적 차원에서 컨테이너 항만규모와 성장간 실증분석을 시도하였다. 분석 결과, 항만집중도에 있어서 아시아 특히 동북아지역은 항만물동량의 분산화 경향이 강한 것으로 나타났다. 그리고 항만규모와 성장간 관계의 경우 글로벌 차원에서는 다형항만일수록 물동량 증가율이 소형항만에 비해 높게 나타난 반면, 아시아지역은 소형항만일수록 물동량 증가율이 높게 나타났다. Lately most Asian countries have tried to develop their ports into a hub port in their region. However, only a few studies examined the theoretical rationale for hub port strategy. Thus, this paper aims to identify the effectiveness of hub port development strategy in global and regional perspectives, respectively. For this aim, the paper conducts regression analysis on the relationship between port size and growth and calculates the Hirshman-Herfindahal Index on Asian container ports. According to the empirical results, larger ports have grown faster than smaller ports in the world container ports and European/North American ports. However, in the case of the Asian container ports, the result was opposite. And port concentration in Northeast Asian ports is decreasing gradually during the last two decades. Consequently, the effectiveness of hub port development strategy was not very strong in Northeast Asian region.

한-중 컨테이너항만 수출입물동량의 구조적 변화에 관한 연구

유염봉(Liu, Yan-Feng),이충배(Lee, Choong-Bae) 한국물류학회 2019 물류학회지 Vol.29 No.2

지난 수십 년간 한중 경제관계의 진전과 더불어 양국간 컨테이너 물동량은 지속적으로 증가하여 왔으며, 양국의 각 항만의 물동량은 교역관계 및 지리적 요인으로 인해 커다란 변동성을 보여왔다. 이러한 항만간 물동량의 변동성은 항만물류업체에게는 비즈니스 관점에서 그리고 항만정책당국자들에게는 항만 정책 등에서 의사결정에 중요한 요소이다. 컨테이너물동량의 증감은 항만의 경쟁력을 의미하며, 항만 경쟁력은 물동량의 이동과 유치에 중요한 요인이 된다. 따라서 항만물동량의 구조적 변동성 분석은 항만물류연구에서 중요한 과제중 하나이다. 본 연구는 한중간 항만 물동량의 구조적 변동성에 대한 추이를 분석하여 항만운영 및 정책에 시사점을 제시하는 데 목적이 있다. 이를 위해 우리나라의 대표적인 컨테이너 항만과 중국 항만들간 물동량의 변동성과 추이를 HHI지수, 변이할당효과, 입지계수를 분석하고 이를 BCG매트릭스에 포지셔닝하고 이를 토대로 컨테이너 화물유치 전략을 제시하였다. 분석 결과 우리나라의 대중국 컨테이너 화물의 집중도는 점차 하락하였다. 우리나라의 대표적인 컨테이너 항만인 부산항과 광양항으로의 컨테이너 화물공급원으로서의 중국 항만들은 대부분 대형 항만들에서 상대적 비중(LQ계수)이 높고 정(+)의 변동성(변이할당량)을 나타내고 있다. 그러나 인천항의 경우는 규모뿐만 아니라 지리적 근접성이 항만의 물동량 비중과 증가율에 영향을 미치는 것으로 분석되었다. With the progress of Korea-China economic relations, the container trade volume between the two countries has been steadily increasing during last several decades. The trends of container cargo volume between international ports are an important factor for port and logistics companies as well as port authorities. Development of container cargo volume is closely related to the competitiveness of port, on the other hands port competitiveness is one of the most significant determinants for movement of cargo volume. Therefore, structural volatility analysis of port throughput flow between country’s ports is an important issue in port logistics research. This study aims to present the implications for port operation and policy by analyzing the trends of structural volatility of container trade volume between Korea and China during 2003∼2017. For this purpose, it is analyzed the volatility and trends of the container trade volume between ports of the two countries. Several analysis methods such as HHI index, shift-share analysis and location quotient are employed for the BCG matrix analysis, which present the port strategies for attracting container cargoes for Korean container ports. According to the results of the research, the concentration of container cargo from Chinese ports to Korean ports has gradually decreased. Most of Chinese ports as supplying sources of container cargo for Busan, Incheon and Gwangyang port have a high relative proportion (LQ coefficient) in large ports and a high growth rate (shift-share effects). On the other hand, the port of Incheon has a high proportion of the container cargo and growth rate in Chinese ports with geographical proximity in addition to scale of port.

집중지수로 본 여수 · 광양항의 화물처리현황 분석

장흥훈(Jang, Heung-Hoon),김소라(Kim, Sora) 한국항만경제학회 2019 韓國港灣經濟學會誌 Vol.35 No.4

이 연구는 2007-2015년 여수항과 광양항의 화물 처리량을 대상으로 하여 국내 항만과 비교함으로써 여수광양항의 발전 방향을 제시하고자 한다. 이를 위해 국내 항만의 화물 처리 실적의 집중 지수를 도출하고, 여수 · 광양항 부두와 선사별 컨테이너 화물처리 실적 및 상대 지역별 화물처리 실적의 집중 지수를 도출하였다. 주요 결과는 첫째, 총화물 처리 실적의 경우, 여수 · 광양항은 부산항에 비해 두 번째로 비중이 높았으며, 지난 9년 동안의 집중지수(HHI)는 비교적 낮은 편이었다. 둘째, 수출입 총화물 처리실적의 경우, 여수광양항이 줄곧 1위인 가운데, 이 기간 동안 최저 1,790에서 2,099 사이의 비교적 안정적인 HHI 지수를 보여 주고 있었다. 셋째, 국적 선사별 컨테이너 처리 실적의 집중 지수는 1,800 이하의 안정된 수준을 보였다. 넷째, 여수광양항의 상대 지역(국가)별 화물처리 특별히 눈에 띄게 물동량이 집중되어 있는 지역이 나타나지 않았으며, 여러 지역에 걸쳐 고르게 물동량 실적을 보여주었다. 한진해운 위기 사태 이후 국적 선사에 있어 변화가 예상되는 가운데, 여수광양항의 특정 선사에서의 의존정도는 크게 우려할 수준은 아니었던 것으로 나타났다. 향후 시설사용의 현실화와 여수광양 지역의 입주 업종의 다양화, 체선율 개선 등을 통해 더욱 발전할 수 있을 것으로 예상된다. This study suggests a development direction by comparing the cargo throughput of the port of Yeosu-Gwangyang during 2007-2015 with that of domestic ports. It derived a concentration index (HHI) of cargo throughput in domestic ports by Yeosu-Gwangyang port docks, shipping companies, and abroad regions. The main results were as follows. First, in terms of total cargo handled, the port of Yeosu-Gwangyang was second only to the port of Busan, and the HHIs for the past nine years were relatively low. Second, the port of Yeosu-Gwangyang ranked first for total import and export cargo throughput, showing relatively stable HHIs from 2007 to 2015. Third, the HHIs of container handling performance by national shipping companies showed stable levels below 1,800. Fourth, there were no regions where cargo volume was noticeably concentrated in the port of Yeosu-Gwangyang, and it showed cargo throughput across various abroad regions. While changes in national shipping companies are expected after the Hanjin Shipping Crisis, there should be no serious concern regarding the dependence of the port of Yeosu-Gwangyang. It is expected to develop further by realizing the full use of all its facilities, diversifying the tenants in the Yeosu-Gwangyang area, and improving the demurrage rate.

A Study on Competitiveness Improvement of Chittagong Container Port

Haque Md Jubair,Woo Chul AHN 강원대학교 경영경제연구소 2023 Asia-Pacific Journal of Business Vol.14 No.1

Purpose - Market structure is crucial to identify as it defines the market states for new and existing container ports to perform within a given region. the study aims to compare the major ports in the Bay of Bengal in the context of Chittagong Port. Design/methodology/approach - For this study, the past 9 years of container volume data have been collected and analyzed through the HHI index, BCG matrix and shift effect analysis. Based on the analysis, this study has found that the Chittagong Port is in an oligopoly competitive market structure. Findings - The findings have shown that port in low market share and low growth in very recent years with the moderately concentrated ports HHI index. The shift effect analysis shows that the container volumes shifted from one port to another in the 2019 and 2020 periods. This study is the pioneer study in the Bay of Bengal region to identify the market structure, analyze market share and growth, and analyze the market concentration. Research implications or Originality - Future recommendations for the port authority is to take advantage of geolocation; attract international; tax exemption, faster clearance process, reduced waiting charges; increasing storage and technological machinery; promoting maritime logistics education; promoting Chittagong tourism; collaboration with other countries. Also, this study can be used as basic data for the establishment of a new supply chain between Korea and Southwest Asia for the Korean government and companies.