한국 항만과 배후도시의 발달

Abstract

For the present, the government is planning to expand port infrastructure, specifically Hub-port that can be connected to industrial resources and tourist attractions to enforce national competitiveness. In general, the development of port is considered as positively affecting near cities, and this leads to overheated request of local areas on developing port facilities and it easily becomes a burden to the government. This research has started for the purpose of finding the different course of action rather than restricting overheated developing request and investing on port facilities. The research has set up 28 port-cities where trade ports are located and it has used geographical attributes of port-cities and attributes of trade ports as its variables and attempts to classify port-cities in Korea through hierarchical clustering. Classifying port cities based on the similarities of geographical attributes help the local areas to set a suitable path of development. It can be understood that when cities are classified in same group it means the developed level and the phase are similar and also the basis policy, the structure of the industry and employment are similar. As the representatives of port characteristics, four variables have chosen. They are their physical characteristics such as port's facilities and area, port-container volume, freight traffic and arrival and departure of ships. Regarding the socio-economic attributes of port-cities, it has chosen three variables which are population, the number of industrial companies and employed people. And then, we tried to classified the port cities using all the variables that were used in research in order to discuss the characteristics and the strategies of port-city. Based on the result, it has additionally used K-means clustering and found the bigger variables and compared the average results, and found out the industry that can contribute and provided the characteristics of each type and the development. The variables that were used in the research all have different measuring units so standardized values were used. In the stage of clustering ward method, one of the clustering methods, were used. Since clustering analysis cannot have absolute number of clusters, in order to decide optimum number of clusters, the change of coefficient values of agglomeration schedule was used and it tried cutting branches off the dendrogram in appropriate distance.

Following is the result of port city classification by its characteristics. It has used 17 variables that are related to facilities including water areas and performed clustering analysis. It has confirmed that there are in total of 3 clusters of port cities. After that it has used port-container volume results by 11 international areas including Japan as variables and as a result of hierarchical clustering, 2 types of port cities were found. In the case of Busan, it forms its own cluster, and the rest 27 cities forms the other cluster. Cluster analysis results of 23 freight traffic by the items including oils and machines were classified by 4 types of port cities. Also cluster analysis results of arrival and departure of ships are classified by 4 types of port cities. On the other hand, followings are the result of analysis based on socio-economic attributes of port-cites. It has used number of business by industries out of 19 industries as variables and has done the clustering analysis. It has deducted 6 types of port cities. It has deducted 2 types by using number of employed persons by industrie as variables. Finally, the clustering analysis result of having all variables such as population, business by industries and its employed persons were similar to the result of having number of employed persons by industries as variables. It has 26 cities as one and Inchon as one and Busan as one cluster. In the result of classifying port cities by 7 criteria, it is notable that the case of forming one cluster and two cities pairing up to be one cluster occurs many times that they shows polarization.

The followings are the summary of the result and ways of development based on classification. Interestingly, the result of using the total variables are classified under similar cluster with the result using cargo results by items. The first type constitutes the cities that has low population, recessed local industries and inactivated ports. 22 cities including Dangjin, Asan, Pyungtak, Gunsan, Samchuk etc. These cities have inferiorities in both socio-economic conditions and port's condition. Therefore, in order for the first type city to develop, they need to create nature-friendly space for port city using geographical advantages rather than expanding the investment to ports or promoting particular industries. In other words, moving away from the role of traditional port that transports cargos, but to create a port city that effectively utilize historical cultural resources and ocean resources.

The second type constitutes Gwangyang, Sunchun, Ulsan, Pohang etc. It showed higher values in 19 variables out of affective 27 variables than the averaged valued of whole clusters. And from the 29 affective variables 24 variables showed higher than the averaged values. Therefore, it can be said that the second type is constituted of cities that has superior port conditions and socio-economic condiitons with growing industries. Especially, containers that are destined to go to Southwest Asia, the Middle East, Africa, North America, Central America, South America etc processed actively, it is necessary to find the ways to increase trade to such regions. Also, it is necessary to enhance cities' competitiveness in construction industry, art, sports and recreation related services, sewerage, waste management, materials recovery and remediation activities, business facilities management and business support services and educaion in which they are relatively superior to other areas. Today, considering that ports do various functions such as providing various logistics services and creating employment, finding the city's facilities that will be effectively run co-relating to port spaces will induce positive effects in local development. In the case of the third type, Inchon alone belongs here. Variables that show over the averaged values are 19 just like the second type but it has different results in details. On the other hand, Inchon has higher values in all the variables related to socio-economic characteristics, the third type generally has superior in port conditions and absolutely superior in socio-economic conditions with growing industries. On the other hand, the third type's port facilities are relatively competitive, but its variable on international container traffic's averaged values are below zero. Therefore, it is necessary to prepare ways to increase trades centralizing 4 regions such as Far East Asia, Southeast Asia, Southwest Asia, Africa etc. that has higher than average values and also to activate container docks and already invested port facilities. Especially comparative advantage industries in the third type are shown as sewerage, waste management, materials recovery and remediation activities ,real estate activities and renting and leasing, transportation, construction industry, art, sports and recreation related services, public administration, compulsory social security etc. It is necessary to devise ways that takes leading roles in cities' growth and supporting port's function based on these industries. The last type includes Busan. The average of 55 variables out of 56 influential variables related to port characteristics and socio-economic characteristics appears high. In the case of evaluation ranking of variables, 21 variables that show port's conditions and 28 variables that show socio-economic are all ranked as the first. Therefore, its industrial conditions and port conditions are absolutely superior. Accordingly, Busan is the most competitive city of the 28 target port cities in this study. Also, similar to the second and the third types, it is the city whose port develops with industries. Especially, forecasting the local industries' growth by the average of business numbers and worker's numbers, business facilities management and business support services, information and communications, financial and insurance activities are relatively concentrated in the city, therefore it needs to find ways for the city to grow by creating port space that can connect to such industries.

In summary, the ports and cities co-develop. Especially, the classified port cities of using freight traffic by items as variables and all the valiables related to port characteristics and socio-economic characteristics have come out similarly. It is confirmed that concentration of particular port of particular cargos is the model to explain city's growth. In addition, the result of analyzing 4 types of port cities have shown that all cities with superior port's conditions had developed industries. Also it is confirmed that cities that have relatively longer history of ports such as Busan or Inchon have higher growth in industries. Therefore, the development of ports are necessary to the development of cities. In order to induce the growth of port cities, it is necessary to utilize the local characteristics to the most. Therefore, in order to promote the development of port city, it is necessary not only to emphasize the physical sides such as infrastructure, but also to excavate new industries based on natural resources and historical cultural resources the city has.

At the current point, in which continuous efforts have been put to regional development focusing on specialization strategies, this study is meaningful in classifying Korean port cities based on geographical characteristics on ports' characteristics and socio-economic conditions and setting up directions of port cities' specialized developments. Additionally, under the circumstance of controversial debates of overheated facilities, it is meaningful to attempt approaches reflecting localities of cities where ports are located because it can help creating local consensus in adopting alternative directions as development plans instead of investing to ports' facilities as restricting tool to cities' excessive demands of developments.