• The Journal of the Korea Contents Association
• /
• v.21 no.4
• /
• pp.88-95
• /
• 2021

In Korea, which achieved economic growth due to export industries, the economic importance of the foreign port transportation industry is very great. The government took the initiative in fostering the foreign port transportation industry, and as a result, it developed into one of the top 10 foreign port transport countries in the world. However, due to the poor management of the small and medium-sized foreign port transport business and the trade dispute between countries, the foreign port transportation industry has faced a long-term invasion. Therefore, in order for these companies to recover again, they will, among other things, have to reorganize their operational inefficiency to carry out efficient production activities. In this study, we want to analyze the management efficiency of the top 10% companies in the unlisted domestic outbound shipping industry, present the project value of inefficient enterprises, and confirm the reference collection of companies that may be subject to benchmarking. For this purpose, a total of 10 foreign port transportation industry were analysed for efficiency and scale profitability (RTS) of the CCR and BCC models. The analysis showed that there were a total of six entities with BCC efficiency and five entities with CCR efficiency. In addition, there were a total of five entities with both BCC and CCR efficiency.

• Asian Journal of Innovation and Policy
• /
• v.10 no.2
• /
• pp.195-211
• /
• 2021

This paper measures the economic impacts of the U.S. port investment strategies coping with the Panama Canal expansion. Using secondary import data, negative and positive estimates of the impacts were presented in this study. Reduced port activities into the West Coast Customs Districts negatively affect transportation and warehousing industries, among other effects. Still, they have simultaneous positive effects in other states from increased imports resulting from modal shifts and changes in the entry port located in the South and East coasts. This study applied the supply-driven National Interstate Economic Model that measures all interstate trade among the U.S. states to divert foreign imports from 15 Pacific Rim countries. For this purpose, the following assumption was adopted: larger ships using the canal will lead to a redirection of seaborne trade among U.S. (and other) ports and result in secondary effects, e.g., using different freight modes and regional growth spillovers. This study also accounted for the entry point change and significant port investments for foreign trade under alternative scenarios. The choice of ports for international trade depends on decisions about how to minimize multimodal delivery costs. The total direct reduction of transportation and warehousing activities associated with foreign imports in the West Coast ports was estimated at $3.3 billion, leading to total negative effects of $5.8 billion. Total positive impacts from the shift of transportation modes with the choice of an entry port and new warehousing activities for foreign imports in the selected 12 states varied. As expected, states that involved an entry port had the most prominent benefits, but Texas, New York, and New Jersey may be benefited through all the port enhancement projects in the U.S. Also, except for Transportation and Postal, and Warehousing industries, Construction is another dominant positive affected industry of the Canal expansion in the U.S.

• Journal of Korea Port Economic Association
• /
• v.21 no.3
• /
• pp.191-217
• /
• 2005

Ninety percent of an average Chinese manufacturer's time spent is on logistics. Therefore, logistics presents the greatest challenge for multinational companies conducting businesses in China. Although more than 18,000 registered logistics companies exist in China, 85 percent of their revenues are generated from basic trucking and storage services. These facts indicate that China will need increasing presence of high-quality foreign 3PL providers, who are able to provide sophisticated IT systems, industry/operational expertise, standardized operating processes, and international networks, compared to their Chinese counterparts. However, they are facing complicated array of laws and regulations as well as difficulty of finding qualified people to fulfill these needs. There are a number of foreign 3PL providers engaged in China's logistics sector to reap a huge opportunity. Nevertheless, many 3PL foreign providers are still cautious about making large investments. Thus they arelooking for alliances that can provide complementarities instead. Another salient feature of strategy is to take over the transportation assets and warehousing of major Chinese manufacturers and distributors.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 1997.10a
• /
• pp.35-41
• /
• 1997

China has integrated maritime safety system which positively and effectively ensures safe navigation and environmental protection. This paper gives brief account on maritime safety rules and regulations, adminstrations and management mechanism, navigation aids and facilities, maritime communication and GMDSS etc. China is a developing country with fast economical growth. With a long coastline of 18,000 kilometers, and 5,000 more islands, China has a fairly developed shipping industry. China also sits in IMO Council as A member. In China , there are over 200 ports with an annual hadnling capacity of over 10,000 tons of cargo ; there are over 4,000 coasters and ocean-going ships with more than 3 million seafarers of which 1/3 being officers ; there are an aggregate gross tonnage 17 million gt for merchant ships. China ranks No.5 shipping country in the world as shown by Lloyd's Maritime Information Services Ltd. 1995. The Chinese shipping industry plays an important role in both domestic transportation and foreign trade. The Chinese government always attaches great importance to maritime safety . Since 1949, and from the adoption of reform-opening policy, China has gradually formed an integrated maritime safety system.

• Journal of Navigation and Port Research
• /
• v.46 no.4
• /
• pp.338-343
• /
• 2022

As the revitalization of the global maritime industry continues, the number of foreign ships navigating the maritime territories of maritime neighboring countries has rapidly increased. However, large-scale marine accidents have occurred, caused by the insufficient establishment of a system for management and operation relative to vessels' safety-condition. To address that, the IMO has granted the right to exercise port state control, especially for foreign vessels, to countries with jurisdiction over maritime territories with strengthening regulations and guidelines. In particular, the Republic of Korea, as a member of the TOKYO MOU, is conducting PSC, but as of 2020, the proportion of foreign ships was three times higher than that of national ships that called in domestic ports. However, the inspection rate was low at 9% which has not met the recommended level by the TOKYO MOU. Thus, this study conducted an IPA analysis as well as content analysis, by collecting the practical opinions and views of PSCO through objective questionnaires and written expert interviews, for improving the efficiency and effectiveness of domestic PSC. As a result, it was derived that the importance and performance related to human factors such as life on board, working environment, and response to safety accidents should be improved in to raise the quality of PSC inspection. Additionally, the work environment and performance of PSC in domestic ports for foreign vessels could be improved, if multifaceted support bases are established, for administrative unification of related tests for PSC, recruitment of PSCO, activation of the defection-reporting system, reorganization of the PSC execution group, etc.

• Korea Trade Review
• /
• v.45 no.3
• /
• pp.35-54
• /
• 2020

China's 'One Belt One Road' initiative has had a profound impact on China's relationship with Central Asia, which shares borders at North-western region. Central Asia plays an important role in securing the export market of Chinese products, supply of raw materials, and transportation route to Europe. The inland port is of significance to facilitate the development of logistics, trade and industry in the surrounding areas by enabling the distribution and import and export clearance in the region by performing the role of the seaport on the hinterland. The purpose of this study is to analyze the effect of the development of inland ports in central and western China on the geopolitical relationship between China and Central Asia. To this end, we analyze the status of inland port development in China's Midwest by employing the SWOT-PEST analysis method to analyze the current status as well as prospects of trade, investment and transportation routes with Central Asia in terms of geopolitics. As a result of the analysis, the relations between China and Central Asian Countries are becoming more politically and economically close, but it has brought about serious challenges by domestic and foreign environmental changes. Therefore, the development of the inland ports in central and western China are determined by the geopolitical relations under 'One Belt One Road' initiative between China and Central Asia, while the development of the inland port is also expected to serve as a catalyst for the development of both regions.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.19 no.4
• /
• pp.366-374
• /
• 2013

Maritime transportation circumstance is changing rapidly in accordance with the increase of cargo volume between countries and increase of marine leisure activities by improvement of quality of life. And the circumstance for ship operation is also changing due to aging of seafarers and increasing of foreign seafarers. To cope with such changes in maritime environment well, it requires higher safety management skills from shipping companies, the main subject in charge of the safety matter. In this paper, we analyzed domestic and foreign similar system, and then applied imitation strategies for introduction of an unific evaluation and management system that was consist of marine accidents, port state control, ISM Code and so on from shipping companies. We defined that the imitation industry and system are converted accident ration of construction industry and traffic safety excellence company of road transportation, and then extracted relevant law, evaluation index, incentive system as a imitation subject. We also proposed scheme that introduction of basis law, and evaluation tool with marine accidents ratio, port state control & ism code result, and incentives such as immunity of safety inspection or reduction of commission for introduction of company's safety management level evaluation system. Finally, we proposed the imitation timing and plan in stages for system's sustainable development through the prompt introduction and continuous enforcement.

• Proceedings of the Korea Society for Industrial Systems Conference
• /
• 2006.05a
• /
• pp.95-108
• /
• 2006

Because of rapid expansion of third party logistics, fierce competition in the transportation industry, and the diversification and globalization of transportation channels, an effective transportation planning by means of multimodal transport is badly needed. Accordingly, this study aims to suggest an optimal transport algorithm for the multimodal transport in the international logistics. Cargoes and stopovers can be changed numerously according to the change of transportation modes, thus being a NP-hard problem. As a solution for this problem, first of all, we have applied a pruning algorithm to simplify it, suggesting a heuristic algorithm for constrained shortest path problem to find out a feasible area with an effective time range and effective cost range, which has been applied to the Label Setting Algorithm, consequently leading to multiple Pareto optimal solutions. Also, in order to test the efficiency of the algorithm for constrained shortest path problem, this paper has applied it to the actual transportation path from Busan port of Korea to Rotterdam port of Netherlands.

• Journal of Korea Port Economic Association
• /
• v.34 no.2
• /
• pp.83-96
• /
• 2018

The improvement in logistics competitiveness is the key element of corporate competitiveness in the era of severe competition among companies and high oil prices due to globalization. For this reason, this study analyzed the effect of transportation mode selection factors of Indonesian export companies on the logistic performance in accordance with the logistics environment. The results of the analysis show that only the cargo characteristics, which are the transportation mode selection factor of export companies, had a significant effect on logistics; the services, time, and expenses, on the other hand, had no effect on logistics performances. This result reflects the poor logistic infrastructure of Indonesia. While the export company considers service, time, and expenses when choosing transportation mode, it had no effect on logistic performances due to poor logistic infrastructure. The poor logistic infrastructure of Indonesia has caused a rise in the overall logistic expenses of companies due to excessive transportation time over the transportation distance, unavailability of on-time acceptance and delivery, and increase in the transportation expenses and subsidiary expenses. These are also the factors that decrease the competitiveness of export companies and affect the promotion of the manufacturing industry and foreign investment for the purpose of job creation and industrialization by the Indonesian government. Therefore, the logistics infrastructure must be improved initially. This study determines various points in terms of the logistics infrastructure environment of Indonesia, a developing country, using previous studies and provides their implications.

• Journal of the Korean Geographical Society
• /
• v.28 no.3
• /
• pp.247-267
• /
• 1993

According to developing international economy since the World War II, the increase and competition of the national business is so empha-sized tht both the interest and the necessity about marine transportation playing the impor-thant role of international transportation are increased. Today, the container transportation, as called the innovation of marine transport has been prevailed since the 1970's. The purpose of this paper is to grasp the spatial structure of the hinterlands and forelands, its object is export container cargo at Pusan Export Port, as known for the transportation node of modern containerlization. In this study, for the purpose of grasping the relation between hinterlands and forelands of Korean export container cargo, first, I researched the transition of carloading about container cargo, the bistribution channel of cargo, the change of the items of container and the carlo-adings about transport route, secondly, I used the cluster analysis so as to group hinterlands according to the items of goods and forelands. The object of the analysis is container cargo of Choyang Line, Hanjin Shipping and Hyundai Merchant Marine of National Frag Carriers. The source materials used in this study are Trucking Data of Hanjin Co., Container Ren-tal Data of Samik Transport Co. and Transpor-ting Present Condition Tables of Hyundai Mer-chant Marine. 1. There are two kinds of the transport classi-fied by its form: FCL and LCL. In Pusan Con-tainer Export, a lot of textile goods, clothings and furniture, compound, electric goods, and so on are dealed with but the rate of occupation of the transport is getting lower while that of occupation of equipment, papers and agricultu-ral, mineral and livestock industry higher. 2. In 1990, the transports of container cargo in Korea consist of 7 services and round-the world lines. We can list North America lines, East-South Asian lines, Japan lines and Inter European lines, in order of the quantity of tran-sport form the largest to the smaller. We can have another list that Japan lines, North Ame-rica lines and East-South lines in order of the rate participation of national flag carriers, be-cacuse Korean foreign trade lay disproportionate emphasis on East-South Asian lines. Japan lines among them is the biggest import-export market. Since the rationlization policy of marine tran-sport in 1984, each of national flag carriers have its own lines. Hanjin Shipping predominates over North America lines, Choyang Line over New Zealand, Inter European and Austria lines and Hyundai Merchant Marine over Center-South America lines, in terms of the volume of transport. And small-to-medium sized shippers are prevailing in lines which are adjacent to Korea, Such as Japan lines and East-South Asian lines. 3. In relation to hinterlands and forelands of Choyang Line, the light industry goods, electric goods and machinary produced in Seoul and Pusan are exported to the major ports in Europe and Japan, the same produces in Suwon, Ulsan, Kumi are exported to European Ports, and those in Incheon and Kwangju Austrian and Japanese ports, and those in the rest regions to the major port in Japan. 4. In relation to hinterlands and forelands of Hanjin Shipping, the light industry goods pro-ducing in Seoul and Pusan, the electric goods and machinary in Incheon and Pyeongteck, are exported to New York and Los Angeles. Electric goods and machinary Masan, Anyang, Cheona, Cheongju and Incheon, Electric goods machinary and light industry goods in Kwangju and non mental goods in Pohang, are exported New York, Los Angeles and Oakland. 5. In relation to hinterlands and forelands of Hyundai Merchant Marine, the region of Seoul, Pusan and Incheon closely related with the main ports in U.S.A. The rest regions with Montreal. The hinterlands of export container cargo can be classified by its export items into three kinds: the large city, industrial city and the rest city. Choyang Line's forelands are European lines, Japan lines and Austria lines, and Hanjin Shipping's forelands are North America lines, and Hyundai Merchant Marine's forelands are North America lines and Japan line. 3 National flag carriers' major forelands are determined by the size of port and the shipper's convenient use of the port terminal.