• Journal of Korea Port Economic Association
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• v.22 no.1
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• pp.61-86
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• 2006

As the economic volume and trade in North-East Asia have dramatically increased, the competition for dominance over the value of logistics among many developed countries has taken a new turn. The Korean government has been planning a strategy for a north-east asian logistics hub in order to increase the global competitiveness of manufacturing companies by promoting a logistics industry. However, the competitiveness of Korean logistics industry is still quite premature compared to global competitors. Taking these accounts into considerations, this study advocates that the structure of Korean logistics companies should be changed from the function of furnishing simple logistics to extending integrated logistics services. It should also shift its focus from executing domestic logistics to meeting international logistics demands and from an execution-focused service to a knowledge-intensive service. The purpose of this study is to explore effective methods for stimulating an integrated logistics industry. Some detailed guidelines and economic interpretations, based upon the results of this research, have been suggested for supporting the related legislation.

• Journal of Korea Port Economic Association
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• v.17 no.2
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• pp.139-166
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• 2001

Globalization and regionalization are major trends in the international economic system. The severe competition among countries has signalled the need for a new international trade system as prescribed by the WTO, which regulates international trade practices. Additionally, expanding the activities and role of the Pan-Yellow Sea area in the world has a very important function in terms of regional cooperation and logistics environment. In this paper, the trading conditions and shipping transport problems of the Pan-Yellow Sea area (North-East Asia) were investigated. Shipping transport conditions in the Pan-Yellow Sea area, particularly Korea-China routes, were surveyed as well. A new Incheon-China container liner route was suggested as a partial remedy to some of the shipping transport problems of the Pan-Yellow Sea Area (North-East Asia). The Incheon-China Container Liner route is more efficient than Pusan and Pyungtaek Ports or the car ferry route to China in terms of transport time and expense. The transport burden indicator which includes the time and expense of transport, can be a useful tool in comparing these routes. Accordign to the transport burden indicator, the Incheon-China Container Liner route is more efficient than the Pusan, Pyungtaek, or car ferry routes. To establish a successful liner route between the ports of Inchon and China, there is a need to prepare three measures that contain short-term medium-term and long-term strategies. Furthermore, these measures should be prepared and adopted in phases, in accordance with considerations of future conditions for shipping and logistics in the Pan-Yellow Sea area.

• Journal of Navigation and Port Research
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• v.34 no.7
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• pp.587-594
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• 2010

The positive and negative opinion to cargo demand of Incheon's SAMT in the near future remains cloudy. Considering port and shipping environmental changes and the logistics situation of China which explains the lack of facilities in Chinese airports, the creating of SAMT cargoes of the Incheon region could catches a favorable opportunity to be a logistics hub in the North-East Asia. On the other hand, as open-sky policy and direct-call service has been carried out between China and N.A.(North America), Incheon could cause a loss of competitiveness in SAMT because the enhancement in the aspect of the connectivity of Chinese airlines and shipping lines makes customer sent to last destination their cargoes whenever they want. In the same context, this paper analyses on conditions of domestic and international SAMT and proposes in this uncertainty future forecasting of SAMT of Incheon by scenario planning according to changes in integrated SAMT, measuring the likelihood of final scenario. This study shows the Sea & Air multi-transport volume will have either slight increase or decrease from the current condition. Consequently, RFS expansion and system & service improvement through strong ties with major cities in China will be required in a short run aspect. Nonetheless, we also need to take domestic & international transportation environment into account in the long run.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1997.10a
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• pp.217-221
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• 1997

The relationship between Tang and Silla was closer than other countries and districts of North-east Asia. At Tang Dynasty, Dispatching the formal envoy between them had 160times by record in the hitory chronicle(which has 104 times before the middle 8th. Ad century , then 56times). The traffic between Tand and Silla based on seaway, because the relationships of GaoLi, Silla and Baiji fell foul of each other at 625 AD, GalLi had blocked the land way from Silla to Tand. The marine trade , development in political association bwtween Tand and Silla, was occupied by personal marine trade gradually which accompanied with the Tang empire.

• Journal of Navigation and Port Research
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• v.28 no.3
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• pp.169-175
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• 2004

The purpose of this study is to present the detailed national strategy, from the financial point of view, for global logistics center in the Northeast Asia using the Balance Scorecard Model(BSC) as well as SWOT analysis. It is a core national challenge for Korea to emerge as a logistics hub of the Northeast Asian region, which is directly related to its very existence in the 21st century. In the process of formulating such a vital strategy, various aspects must be considered In conclusion, this study has successfully deduced the preemptive strategy for exceeding other competitors from the financial (budgetary) perspective and the logistics strategy from inner process standpoint of maximizing logistics outcome by carrying out efficient logistics policy.

• Journal of Digital Convergence
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• v.16 no.3
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• pp.275-289
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• 2018

It is necessary to develop a bridgehead port for trading with northern countries to promote trade through the East Sea because the East Sea Rim economic bloc around the Northeast Asia including South Korea, China, Russia, Japan, and North Korea has a high growth potential in the future. Therefore, this study aims to suggest a strategic direction to enhance the competitiveness of Donghae Port through reinforcement of container cargoes by conducting Importance-Performance Analysis (IPA) for stakeholders of Donghae Port. The analysis results suggest that it is necessary to improve the five evaluation factors: attractiveness of container and bulk volumes, appropriate ratio of export/import container quantities, frequency of vessel entry and diversity of sea routes, convenience of complex linked transportation, and competitiveness of cargo handling equipment. The implications of this study are as follows. First, it is necessary to continuously research the current status of container and bulk cargo volumes of the port and ways to increase the absolute cargo volume. Second, we need to consider realistic alternatives to improve the ratio of export/import container quantities. Third, in terms of network, we should establish a service improvement plan to increase the frequency of port calls and the diversity of sea routes. Furthermore, incentives should be provided to increase the trade volume of Donghae Port through strengthened complex linked transportation function. Finally, it is urgently necessary to provide investment support for container handling equipment as an essential requirement for the activation of the container cargoes in Donghae Port.

• Journal of Korea Port Economic Association
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• v.30 no.3
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• pp.231-257
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• 2014

In general, furniture industry, with its high foreign dependency, has serious logistics issues that are commonly raised in such countries as Korea, China and Japan. This leads to my different possibilities & ways of rationalizing the logistics systems that utilize port hinterlands. Thus the purpose of the present paper is to create new logistics systems which will work effectively across the three countries. In this research study, we came up with 2 logistics models in which the port hinterland of Busan serves as the distribution center for furniture industry, and the models were suggested as the cooperative logistics business systems for the North-east asian region. In the proposed models, 'Busan furniture logistics center' has the dual functions of 'the cross-docking center from China to Japan' and 'the assembly & delivery center for furniture imported by Japan'. To have this logistics business center materialized, we propose that policy-level supports from the relevant port authorities be provided in the following three aspects: overseas investment promotion focused on the furniture industry of Japan, protection & enhancement of competitiveness for the port of Busan, and uilization plans for the new port hinterland of the city.

• Journal of Korea Port Economic Association
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• v.17 no.1
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• pp.27-51
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• 2001

The purpose of this paper is to investigate the productive efficiency of world container ports by using the DEA (Data Envelopment Analysis) method and raw data from previous research in measuring the international competitiveness of world container ports. Ports have to cope with rapid changes in shipping environments. In order for a port to compete in the global market, it must provide port services promptly and accurately. Basically, there are two approaches to measuring the international competitiveness of a container port. First, there is the traditional productivity analysis method, which analyzes productivity based on the container port's facilities (efficiency, selectivity, land availability), and by its general capacity (handling ability, storage capacity, terminal productivity). Second there is multi-attribute utility analysis, which considers several elements including the reasons for selecting particular container ports and factors determining international competitiveness. This paper follows the first method (traditional productivity analysis) and extends the limitation of previous studies by using the DEA method newly, and suggesting: the relative productive efficiency of container ports. The main results of this paper are as follows: First, the results of the DEA analysis in terms of world container ports matches that of a previous study (Jun et al., 1993) at a level of 35%. The low ratio is due to the constrained set of input-output elements, the result of only twenty container ports being analyzed in this paper. Second, the result of the DEA analysis in terms of North-East Asia's container ports matches with that of a previous study (Ha, 1996) at a level of 100 percent. Therefore we can conclude that the DEA analysis is the best measurement method for international competitiveness. Policy implications for this study are as follows: First, when port authorities want to measure the international competition power of container ports and enhance their productive efficiency, they should consider the traditional method and newly introduce the DEA method. Second, according to the analysis results of the DEA method, pen authorities should recommend benchmarking ports as reference ports in order to enhance the productive efficiency of container ports that show an efficiency score of below 1.

• Journal of Navigation and Port Research
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• v.33 no.1
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• pp.91-98
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• 2009

Busan port, which had ranked at 3rd busiest port following Singapore and Hong Kong in 2002, has been nudged out of 5th place. Growth of China ports threatens Korea ports to be a hub port in Far East Asia. Therefore, Korea ports are needed to establish competitive strategies to overcome a crisis of local ports. In this paper, the question, 'Who is my competitor?' is examined There is a different aspect between this work and many studies that has been done before, because the fore studies focused on the competitive factors or port efficiencies. Above all, the meaning of competition among ports has been summarized through existing literatures. Next. the competition structure among ports is researched, based 0/1 import-export traffic of five local ports including Busan.

• Journal of Korea Port Economic Association
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• v.20 no.2
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• pp.275-288
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• 2004

The rising of east-north economic bloc is notable in world economy due to the rapidly growth of china economy. The China's economic standing is gradually higher and higher because the joining of the WTO at 2001, development of the exterior open-door policy and the expansion of the trade between chain and several nations. Since Korea and China normalized diplomatic ties in 1992, the two have made remarkable progress in bilateral relations in the fields of economy and diplomacy in particular. The amount of Korea's trade with China has increased by over 20% a year on the average because of the development of the economic cooperation of Korea and China. That is to say, China was sixth trade partner by the end of 1993, based on the amount of trade. But China became third partner at 1993, second partner at 2003 and first partner at the first half of 2004, based on the amount of trade. Korea can not trade with China from the Korea's port opening period to Cold War period after second world war. But historically, the two countries have shared a active and long history of trade relations from the ancient times up to now. This is because two countries get near geographically and two countries have a implication of history and culture. Not only had Korea trade with China at prehistoric age, but also at BC 7. We knew that Korea had traded with China very actively at ancient times through the Paekje(Korea's ancient country) people's village at Santung province and Changbogo's trade works. Korea-china trade relation has played an important role for the development of world economy. Therefor, based on reviewing the korea-china trade, I study the historical meaning of the trade at the region of east-north asia.