세계 주요 허브항만이 되기 위한 각국의 치열한 항만 물동량 싸움에서 한국이 동북아시아 및 글로벌 물류 중심기지로 발돋움하기 위해 현실적이며 효율적인 정책 필요성이 강력히 요구된다. 본 연구의 목적은 동북아시아 물류 중심기지화를 위한 우리나라 항만들의 경쟁력 확보정책의 일환인 항만 인센티브 제도를 비교·분석하고 이를 이용자가 느끼는 서비스품질의 중요도와 성취도를 비교 분석함으로써 항만의 경쟁력제고를 위한 항만지원방안을 모색하고자 하는데 있다. 따라서 본 연구에서는 우리나라 항만의 인센티브제도 개선방향에 대해 연구 및 이용자 및 전문가를 대상으로 한 설문을 바탕으로 IPA분석을 실시해 보았다. 결과적으로 신규 기항선사 및 수출화주, 수입화주에 대한 인센티브 지급과 합리적인 인센티브 부여 기준마련에 대한 요인은 유지 관리해야 한다고 나타났다. 인센티브 청구절차의 간소화, 전산화, 터미널 운영사 인센티브 및 기존 인센티브외 부가적 인센티브 부여는 개선대상영역으로 나타났으며, 이는 정책을 결정하는 기관에서 제도개선을 위한 의견수렴과 이용자들의 관심을 높이도록 고려해야 할 것이다. 중점개선 영역 요인은 기존기항 선사에 대한 인센티브 제공이며, 이는 기존기항 선사들에 대한 인센티브 제공기준을 재검토하여 좀 더 체계적이며 효율적인 정책으로 적극적인 관리가 필요하다고 볼 수 있다.
세계 주요 허브항만이 되기 위한 각국의 치열한 항만 물동량 싸움에서 한국이 동북아시아 및 글로벌 물류 중심기지로 발돋움하기 위해 현실적이며 효율적인 정책 필요성이 강력히 요구된다. 본 연구의 목적은 동북아시아 물류 중심기지화를 위한 우리나라 항만들의 경쟁력 확보정책의 일환인 항만 인센티브 제도를 비교·분석하고 이를 이용자가 느끼는 서비스품질의 중요도와 성취도를 비교 분석함으로써 항만의 경쟁력제고를 위한 항만지원방안을 모색하고자 하는데 있다. 따라서 본 연구에서는 우리나라 항만의 인센티브제도 개선방향에 대해 연구 및 이용자 및 전문가를 대상으로 한 설문을 바탕으로 IPA분석을 실시해 보았다. 결과적으로 신규 기항선사 및 수출화주, 수입화주에 대한 인센티브 지급과 합리적인 인센티브 부여 기준마련에 대한 요인은 유지 관리해야 한다고 나타났다. 인센티브 청구절차의 간소화, 전산화, 터미널 운영사 인센티브 및 기존 인센티브외 부가적 인센티브 부여는 개선대상영역으로 나타났으며, 이는 정책을 결정하는 기관에서 제도개선을 위한 의견수렴과 이용자들의 관심을 높이도록 고려해야 할 것이다. 중점개선 영역 요인은 기존기항 선사에 대한 인센티브 제공이며, 이는 기존기항 선사들에 대한 인센티브 제공기준을 재검토하여 좀 더 체계적이며 효율적인 정책으로 적극적인 관리가 필요하다고 볼 수 있다.
This study explores the incentive system in Korean ports to become a global logistics hub in Asia or to be competitive among Korean ports as a regional hub. First, we identified the types of port incentives in Korea and in overseas ports. We selected potential incentives applicable to Korean ports a...
This study explores the incentive system in Korean ports to become a global logistics hub in Asia or to be competitive among Korean ports as a regional hub. First, we identified the types of port incentives in Korea and in overseas ports. We selected potential incentives applicable to Korean ports and compared whether they were meaningful, efficient, and effective in the short and long term. We selected IPA (Importance-performance Analysis) as an analytical method and surveyed users and experts. The results show that it is necessary and effective to provide incentives for new shipping companies, both export and import shippers, while setting criteria for reasonable incentives. Factors needed for improvement included simplifying and calculating the incentive request process, incentives for terminal operators, and new incentives, in addition to existing incentives. Policy-making organizations will also need to collect feedback on institutional improvements and raise awareness among users. Key factors for improvement include providing incentives for existing shipping companies. In particular, in order to actively manage systematic and efficient policies, incentive criteria for existing shipping companies need to be reconsidered.
This study explores the incentive system in Korean ports to become a global logistics hub in Asia or to be competitive among Korean ports as a regional hub. First, we identified the types of port incentives in Korea and in overseas ports. We selected potential incentives applicable to Korean ports and compared whether they were meaningful, efficient, and effective in the short and long term. We selected IPA (Importance-performance Analysis) as an analytical method and surveyed users and experts. The results show that it is necessary and effective to provide incentives for new shipping companies, both export and import shippers, while setting criteria for reasonable incentives. Factors needed for improvement included simplifying and calculating the incentive request process, incentives for terminal operators, and new incentives, in addition to existing incentives. Policy-making organizations will also need to collect feedback on institutional improvements and raise awareness among users. Key factors for improvement include providing incentives for existing shipping companies. In particular, in order to actively manage systematic and efficient policies, incentive criteria for existing shipping companies need to be reconsidered.
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문제 정의
This study analyzed the surveys and results of actual port users to derive ways to improve container port incentive schemes in Korea. The objective of this study is to compare the port incentive system of container ports in Korea in order to secure competitiveness as a logistics port hub in Northeast Asia, and seek ways to support ports for competitiveness improvement considering the importance of service quality and actual service that users perceive.
This study analyzed the surveys and results of actual port users to derive ways to improve container port incentive schemes in Korea. The objective of this study is to compare the port incentive system of container ports in Korea in order to secure competitiveness as a logistics port hub in Northeast Asia, and seek ways to support ports for competitiveness improvement considering the importance of service quality and actual service that users perceive.
제안 방법
As part of this study, surveys were conducted both online and offline for 11 days between November 20 and December 1, 2018 and port users and policy-related entities (e.g.; shipping companies, cargo handling companies, forwarders, logistics companies, and professionals) participated in order to improve competitiveness of Korean port incentive schemes. In total, 40 questionnaires collected were analyzed.
In addition, a survey was conducted for users using these ten ports. Based on previous studies, the questionnaire was designed using a five-point Likert scale to measure the importance and performance of nine variables required for data analysis.
In order to verify the research question on the assumption that there is a difference between the importance and performance of port incentive schemes in Korea, the importance-performance analysis (IPA) was conducted as part of this study. First of all, the differences between the importance and performance (satisfaction) of the nine factors of incentive policies are presented in Table 14.
The need to allocate additional resources is relatively low, and additional investment may be applied depending on the availability of resources. In this study, the following factors were arranged in this zone: simplification and computation of incentive claim procedures, provision of incentives to terminal operating companies, and provision of extra incentives in addition to existing incentives.
The port master plan is the very standard in the development and operation of Korean ports. It specifies the mid-to-long term development direction of 60 ports, including 31 trading ports and 29 coastal ports nationwide, as well as each port development plan. The Ministry of Maritime Affairs and Fisheries has established and announced its first port master plan (1992-2001), second port master plan (2002-2011), third national port master plan (2011-2020) in 2011, and amendment of the third national port master plan (2016-2020) in September 2016.
Major ports in Southeast Asia are not in direct competition with Korean ports due to the long distance of ship navigation; but the incentive schemes of Singapore Port and Kaohsiung Port, two of the top 20 ports in the world (see Table 8), are also examined in this study to compare the competitiveness with Korean ports in transshipment. Relatively high standards are applied to shipping companies in regard to incentives.
Therefore, this study examined the incentives for overseas ports in China, Japan, and Southeast Asia, and compared and analyzed the ten Korean ports and port incentive systems. It also examined ways to improve the incentive system to enhance the competitiveness of Korean ports.
대상 데이터
This is insufficient to analyze the correlation with the actual quantity of containerized cargo transported in relation to incentive schemes. The survey respondents were limited to Korean port users and professionals. Therefore, it is thought that the findings have limitations in presenting representative methods for improving all container ports.
데이터처리
Correspondence sample T-test was conducted to analyze the differences by measuring importance and satisfaction for each item. Looking at the analysis results in detail, it was found that there were statistically significant differences in all factors except Factor 7 (Incentives for terminal operating companies) in the incentive policy.
후속연구
Therefore, it is thought that the findings have limitations in presenting representative methods for improving all container ports. Future research will also need to specifically examine areas where port policy makers need to improve their relevant services.
The revised third plan aims to improve the competitiveness and efficiency of ports as national infrastructure to handle cargo and meet various needs regarding port space and functions, incorporating relevant industry sectors, marine tourism, redevelopment, environment, security, and so forth. As shown in Table 3, the government plans to continually promote institutional improvements and expansion of private investments by allotting the total budget of 7.
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