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Korea - Second Ports Project (English)

The Second Port Project will consist of: (i) Civil Works: (a) a 700 m extension of container berths being financed under Loan 917-K0 and a 335,000 sq m expansion of the stacking area provided under that project; (b) dredging to provide an alongside depth of 12.5 m; (c) an access road, inside the port limits; a guard house; and an 8,000 sq m container freight station; (d) ancillary works and utilities; and (e) rehabilitation of piers 3 and 4, the central wharf, and lighter wharf No. 5. (ii) Mechanical Equipment: procurement of container cranes and mobile container handling equipment. (iii) Floating Craft: procurement of two tugboats. (iv) Engineering Consultant Services: to carry out detailed design and supervision of construction and procurement of the above. (v) Technical Assistance and Training Program: to assist in four areas of port operations: cargo handling; maintenance; port planning; and accounting.

Details

  • Document Date

    1977/03/31

  • Document Type

    Staff Appraisal Report

  • Report Number

    1354

  • Volume No

    1

  • Total Volume(s)

    1

  • Country

    Korea, Republic of

  • Region

    East Asia and Pacific,

  • Disclosure Date

    2010/06/18

  • Disclosure Status

    Disclosed

  • Doc Name

    Korea - Second Ports Project

  • Keywords

    capital investment program;economic regulation of transport;profit and loss account;real per capita income;container handling equipment;ship waiting time;container traffic;cargo handling operation;container freight station;terminal operating company;central business district;procurement and disbursement;Ports and Shipping;number of containers;balance of payment;weights and measure;current account deficit;congestion in city;maintenance of facilities;cash flow data;local government official;efficiency of operations;construction and operation;oil price increases;expansion of export;rate of growth;cost of ship;pattern of trade;container terminal operator;supply of materials;cost of service;return on capital;port due;cost of congestion;container handling operation;break bulk cargo;share of investment;target growth rate;foreign exchange;mechanical equipment;transport cost;civil works;containerized cargo;container ship;freight traffic;external trade;general cargo;port facility;floating craft;container shipping;financial autonomy;cargo movement;port capacity;project costing;transport investment;South East;statutory corporation;raw material;road transport;traffic growth;industrial complex;transit shed;financial forecast;port asset;transfer cost;container service;accounting staff;customs area;port expansion;ocean freight;import duty;land use;civil engineering;legislative change;port operation;procurement contract;commercial accounting;organizational structure;local manufacturers;container yard;port area;financial analyst;highway network;sensitivity analysis;financial staff;financial evaluation;export market;physical capacity;existing asset;financial plan;account receivable;access road;ferry terminal;water depth;port charge;empty container;steel mill;construction schedule;unit price;Consulting services;adequate maintenance;ongoing work;average revenue;consumption pattern;principal risk;forecast period;industrial good;expatriate consultants;port congestion;shipping company;high performance;ship day;foreign ship;site preparation;container volume;small ships;container berth;tariff adjustment;industrial plant;net effect;separate account;container shipment;private company;rolling stock;operational improvement;bulk commodity;harbor dredging;depreciation rate;rapid industrialization;Industrial Goods;port tariff;cost-based tariffs;uniform tariff;steel product;iron ore;depreciation provisions;dredged material;Fixed Assets;cash balance;account payable;budgetary system;loan disbursement;current expenditure;future traffic;currency cost;transportation network;resource requirements;investment policy;accounting field;supervisory responsibility;maritime affair;special account;central agencies;tariff increase;investment decision-making;constant value;national highway;cubic feet;future earnings;deadweight tons;spring tide;foreign trade;natural harbor;petroleum product;commercial shipping;fishing vessel;tidal range;oil traffic;timber import;fertilizer plant;industrial facility;merchant ship;transport planning;coastal site;domestic passenger;domestic air;domestic route;international flight;international airport;coastal shipping;high transport;traffic engineer;real growth;rural transportation infrastructure;transport demand;industrial base;industrial expansion;manufacturing sector;fixed investment;appraisal mission;total traffic;capital formation;city traffic;agreed recommendation;traffic forecast;traffic development;export flow;resource mobilization;money supply;import cost;manufactured export;road improvement;financial incentive;wholesale price;financial projection;domestic price;price level;commodity group;price monitoring;highway system;merchant marine;foreign vessel;firm foundation;foreign borrowing;investment allocation;grace period;transport development;customs control;passenger traffic;capital work;commercial cargo;storage space;internal management;budget accounting;manual labor;financial result;expenditure limitation;business enterprise

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Citation

Korea - Second Ports Project (English). Washington, D.C. : World Bank Group. http://documents.worldbank.org/curated/en/909431468276875341/Korea-Second-Ports-Project