• Journal of Korea Port Economic Association
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• v.20 no.2
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• pp.131-149
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• 2004

With trend of container ships becoming larger and faster, the environment surrounding ports in North-East Asia is rapidly changing. Korea's largest port of Busan processed more than 10 million 20- feet equivalent containers in 2003, surpassing the 10-million TEU mark for the first time in its three decades of operation. However, the Port of Busan , the world's third-largest port in 2002, was eclipsed by Shanghai since July in 2003. The first massive strike of truckers crippled the Korea's logistics system in May and in September, the Port of Busan suffered from the second strike of truckers and damage by a powerful typhoon. By contrast, the port of Shenzhen in China increased its container-processing volume by 39.9 percent to 10.65 million TEU in 2003, and Shanghai, which passed Busan in terms of container volume in the middle of last year, further consolidated its position as the world's No. 3 port with an annual volume of 11.28 million TEU. After all, Busan recorded an annual container volume of 10.40 million TEU, slipping to fifth in rankings in 2003 and Busan's bid to become a Northeast Asian hub has suffered a further setback as these chinese ports overtook the port of Busan. But the port of Busan is located in the main trunk liking North America, Europe and South-East Asia. Once the project of Busan Newport is accomplished and the railway between South and North Korea is connected to TCR and TSR, the Port of Busan will have the most potential to become the international logistics center as the starting point of the land and sea routes encompassing all over the world.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.27
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• pp.69-95
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• 2005

East Asia has played an important role in the economic and social development in the Asian pacific region and in the global arena. In the region the impact of companies centralizing their logistics activities around a few distribution centers has already led some leading ports such as Singapore, Hong Kong to transform and expand their functions and business activities to provide port users with value added logistics services. Other ports in the region also have an important part to play in the total logistics Chain. In these environments, the maritime activities of Jang BoGo, who was the maritime king of the commercial maritime empire in East Asia in the 9th century, give many implications to the international logistics network strategy that Korea has to take in order to become a power of International Logistics. Though the trading and economic environments at that time may be quite different from today, the super-national maritime management pattern that Jang Bo-go, founder of the Northeast Asian maritime trading kingdom devised, gives us many implications in the global trading and economic environments, in the respects of overseas direct investment and international logistics. Accordingly, the paper aims to examine the establishment of hub port in Northeast Asia, modelled after the maritime network management strategy of Jang BoGo.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2000.06a
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• pp.185-190
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• 2000

The concept of Chang Po-Go phenomenon is put forward and discussed in this paper from the point of view of international rationships in north-east Asia. Superfically, Chang Po-Go phenomenon showed trade prosperity on north-east Asia seas, but he nature of the phenomenon lies in the rising and strengthening of korea sea power. As works of the combination of general environment and individual heroism Chang Po-Go phenomenon can bring us some enlightenment on reform and open policy.

• Journal of Korea Port Economic Association
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• v.27 no.3
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• pp.161-177
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• 2011

Nowadays, a capital flow and intimacy of financial system among countries have been increasing in global financial environment. So it is easily possible that the risk of some countries which are in financial crisis infects other countries in the world. A recent global financial crisis reminds countries in East Asia of advancing the financial cooperation as well as financial integration. Countries in East Asia agreed with the Chiang Mai Initiative to prevent a recurrence of financial crisis in East Asia. A bilateral swap arrangement of the CMI has several purposes in order to offer foreign currency liquidity against economic crisis, remove the opportunity cost of foreign exchange reserve, push ahead the financial integration, increase the export-import logistics and so on. This paper analyzes the effect of financial cooperation in East Asia on the export-import logistics with random effect estimation and fixed effect estimation. As a result, each of country in East Asia is able to increase almost 10.3% of the export-import logistics on average.

• Journal of Korean Port Research
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• v.7 no.1
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• pp.13-24
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• 1993

The rapid progress of the intermodal freight transportation in recent years has induced fierce competition among the adjacent hub ports for container transport. This brings increased attention to the evaluation of the port competitive ability. But it is not easy to evaluate the port competitive ability because this belongs to ill-defined system which is composed of ambiguous interacting attributes. Paying attention to this point, this paper deals the competitive ability of container port in Far-East Asia by fuzzy integral evaluation which is adequate to interacting ambiguous attribute problem. For this, the proposed fuzzy evaluation algorithm is applied to the real problem, based on the factors such as cargo volumes, costs, services, infrastructure and geographical sites These are extracted from the precedent study of port competitive ability, etc. The results show that the port evaluation factors come in following order ; services, costs, infrastructure, geographical sites and cargo volumes. There are some interactions(interaction coefficient, ${\lambda}=-0.664$ between evaluation attributes. The port competitive ability comes in following order : Singapore, Hongkong, Kobe, Kaoshiung and Busan. According to the sensitivity analysis, the rank between Busan and Kaoshiung changes when ${\lambda}=0.7$. From the analysis of the results, we confirmed that the proposed fuzzy evaluation algorithm is very effective in the complex-fuzzy problem which is composed of hierarchical structure with interacting attributes.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.10a
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• pp.21-36
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• 2006

This paper is a study of the relationships between trade and transshipment in Korea. Through the analysis of the data collected, a comprehensive model has been developed to analyze and predict relationships between trade and transshipment. By using analyses of port and trade evolution in Asia, the model identifies some important results. An application of the model to forecast developments in selected regions in China is also included in this paper. The paper provides a basis for shipping companies to decide on appropriate transshipment port strategies, and provides important theoretical references for Korean ports' development Supported by Shanghai leading Academic Discipline Project, project Number: T0602.

• Journal of Navigation and Port Research
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• v.30 no.7
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• pp.567-578
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• 2006

This paper is a study of the relationships between trade and transshipment in Korea. Through the analysis of the data collected, a comprehensive model has been developed to analyze and predict relationships between trade and transshipment. By using analyses of port and trade evolution in Asia, the model identifies some important results. An application of the model to forecast developments in selected regions in China is also included in this paper. The paper provides a basis for shipping companies to decide on appropriate transshipment port strategies, and provides important theoretical references for Korean ports' development Supported by Shanghai leading Academic Discipline Project, project Number: T0602.

• Journal of Korea Port Economic Association
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• v.20 no.1
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• pp.79-93
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• 2004

Recently, the change of shipping and port environment has required the new strategy from the liners, terminal operators, ports. The ports of call in the North American and European line also has changed as the Chinese ports made rapid advance. This seems to result from the fact that the trend of the container transportation by sea has developed the traditional concept, called port-to-port system that directly links between a port and another port into the network with complicated hierarchical structure reflecting costs, efficiency, and strategy of the Mega Carrier. This paper suggests the factors for Busan port to become the hub port of northeast Asia by analyzing the change of the liners' strategy along the change of the shipping and port environment, the global management of the operator of container port, and the amount of containers flowing in the northeast Asia.

• Journal of Distribution Science
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• v.3 no.1
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• pp.113-131
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• 2005

This study aims to look into how we Korean ports can improve NODE competitiveness among northern-east region of Asia, and to examine a conceptual as well as practical methodology approach to be applied in terms of cluster. Also many other researches have done to take out the conclusion, which is environmental aspects as economic and logistical one in terms of northern-east region of Asia, basic concept with NODE, and matters concerning seaport from the viewpoint of hub-spoke, etc. Then finally it is suggested that we Korea has to concentrate on seaport, which is equipped with logistics cluster provide into value added logistics, in order to keep and gain the NODE competitiveness in northern-east region of Asia.

• International Journal of Railway
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• v.6 no.4
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• pp.139-147
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• 2013

TSR (Trans-Siberian Railway) route is losing price competitiveness versus Deep Sea route in the transportation from East Asia to Europe, including Moscow. To further attracting the containers to the TSR route, it will be necessary (1) to keep competitive through rate, linked to fluctuating Deep Sea rate; (2) to strengthen speed advantage; (3) to enforce seamless transportation system, including simplified customs clearance procedures. In transportation to Central Asia from East Asia (Korea and Japan), TSR is competitive versus TCR (Trans-China Railway), depending on destinations. Korea has been the leader in revitalizing the TSR route since 2000. Key contributors were affluent export containers to Russia and Central Asia, port of Busan, efficient maritime transport network to Far East Russia, and Korean forwarders' persistent efforts for activating the market. Korea and Japan have a possibility of cooperation in using the TSR route efficiently, such as organizing a joint block train to a same destination.