• Acta Via Serica
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• v.9 no.1
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• pp.1-32
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• 2024

The archaeological remnants of coastal ports and shipwrecks serve as invaluable heritage sites that provide profound insights into historical maritime activities conducted by humans. Cross-regional voyages occurred as early as the beginning of the first millennium, aided by the increasing knowledge of the monsoons. Along with expanding intra- and inter-sailing routes, the improved seaworthiness of vessels facilitated the movement of people and seaborne commodities. The names of the Indic, Kunlun, and Persian ships appear in various historical accounts written in the latter half of the first millennium, and the structural details and characteristics can be physically examined by looking at shipwrecks. Southeast and East Asian shipwrecks from the eighth to the fourteenth century provide a perspective on the dynamism of types of seagoing ships involved in long-distance trade. By examining the remnants of cargo being transported by these ships, we begin to understand how the system of cross-regional shipment of heavy and bulky items, metal objects, fragrant woods, glass, and ceramics sustained and impacted the religions, societies, culture, and regional economies. Furthermore, it helps define the Maritime Silk Route heritage to be managed and protected. As such, this paper gives the archaeological evidence of port ruins and wrecks and also introduces, as an example, a case from Central Vietnam.

• Journal of Navigation and Port Research
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• v.40 no.6
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• pp.451-458
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• 2016

Since Modigliani and Miller developed their theory of capital structure in 1958, it has become one of the most debated issues in corporate management. This is because the capital structure decision necessarily affects financial risk and the firm's value. Throughout the research, one of the most concerning problems is determining what factors influence the firm's capital structure. Since Korean shipping firms have been suffering from a long term economic recession, an optimal capital structure has become increasingly critical to survive in the shipping industry. This paper studies panel data on 46 Korean shipping companies since 2000 to find the factors that affect capital structure. The results suggest that a negative relationship arises between firm size, tangible assets, profitability and non-debt tax shields against leverage. Otherwise, it proved that growth opportunity has a positive relationship with the firm's leverage. In the research model during a booming shipping economy, growth opportunity and non-debt tax shield are not associated with firm's capital structure.

• Journal of Korea Port Economic Association
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• v.33 no.1
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• pp.47-59
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• 2017

The objective of this study is to determine the short run and long run dynamics between maritime import volume (IMV), industrial production (IP), and real effective exchange rate (REER) of the Korean Won over the REER of certain major currencies (US Dollar, Chinese Yuan, and Japanese Yen) in Korea's Jeonnam province. The Johansen and Juselius cointegration results reveal that at least one cointegration vector or long-run relationship exists. Hence, this study estimated the long run equilibrium equation, which indicates that both IP and REER are inelastic, although the former is bigger than the latter. Moreover, the dynamic causality analysis reveals short and long-run unidirectional causality from IP and REER to IMV in all three models. Further, in all the models, the results indicate short run unidirectional causality from REER to IP. In addition, the impulse response (IR) results show that the impulse of IP and REER decayed after four months. Additionally, the IR analysis results indicate that the REER of the Korean Won over the REER of Japanese Yen is the biggest with respect to the impact of relative REER on IP, which is the proxy variable of regional real income. Thus, empirical results indicated that real income and REER play an important role in determining the Jeonnam's maritime import demand behavior in the short run and long run. More importantly, substantial actions reducing unexpected fluctuation of the REER and real income based on micro and macro economic policies will increase the imported volume in the ports of the Jeonnam province.

• Journal of Korea Port Economic Association
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• v.32 no.4
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• pp.109-126
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• 2016

This study investigates the initiatives of Gangwon sea routes based on precedent studies on the North Pole route to suggest a multi-modal buildup of transport logistics network of Gangwon harbors for the strengthening of logistics efficiency in the Korean Peninsula. The findings were: First, the government should expand railway infrastructure in Gangwon. Second, harbors in Gangwon should each have one speciality to strengthen connection with other harbors by using railway oriented background transportation network. Third, the government should develop industries of EFEZ(East coast Free Economic Zone) in the East Sea Coast in Gangwon to connect resources from the North Pole Sea. Fourth, the government should invite the base of Araon Ho's polar research vessel to play the role of the North Pole Sea route in the near future. Fifth, the government should strengthen the role of the Samcheock LNG base under construction. SIxth, environment-friendly transportation technology should be introduced to reduce carbon emission as much as possible. Lastly, an optimum North Pole logistics route should be developed to connect the Metropolitan area(Metropolitan Economic Zone), Gangwon roads and railway, Gangwon habor, Trans-Siberian Railway and thw North Pole route, and Europe, to strengthen national foreign trade power in the near future.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.7
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• pp.904-914
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• 2020

Through the Ministry of Trade, Industry, and Energy, South Korea is trying to support the "Building Project for Liquified Natural Gas (LNG) Bunkering Ship," centered on the Korea Gas Corporation, while the Ministry of Maritime Af airs and Fisheries is pushing to construct an LNG bunkering terminal at Busan New Port. LNG bunkering ships are essential for supplying LNG fuel from the terminal to the ships, resulting in the need for safety operation procedures. Therefore, in this study, the stability of a coastal LNG bunkering ship operating from Busan New Port to the anchorage in Busan Port was assessed to investigate the need for operational procedures for coastal LNG bunkering ships. Seakeeping analysis of the LNG bunkering ship was performed for each significant wave height by combining the response amplitude operator from the ship motion analysis under the potential flow theory with the actual observed sea data for five years and Texel, Marsen, and Arsloe (TMA) spectrum suitable for the Busan coast. The results showed that the roll and horizontal acceleration were the main risks that affected the navigation seakeeping performance above a significance wave height of 2 m. The operational periods of the LNG bunkering ship ranged from 83.3% to 99.9% of the total observation period.

• Journal of Navigation and Port Research
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• v.48 no.3
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• pp.181-191
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• 2024

Ports play a crucial role in the complex global supply chain. While many researchers have used social network analysis (SNA) to study active networks, there is a lack of SNA cohesion analysis specifically related to logistics and trade. Therefore, this study aims to identify time-series structural changes in all domestic import and export logistics networks, including regions, ports, and airports, by utilizing techniques such as k-core and community analysis. To carry out this analysis, we rely on data from the Korea Customs Service's Import and Export Logistics Statistical Yearbook spanning from 2004 to 2022. The findings from the k-core and community analysis indicate that the cohesion of the domestic import and export logistics network has continuously strengthened over time. Moreover, it reveals that regions, ports, and airports are becoming more cohesive and homogeneous, with Busan Port emerging as the central hub of a large community. These insights are expected to enhance our understanding of global logistics dynamics and contribute to the development of policies and sustainable import and export logistics processes.

• Asia-pacific Journal of Multimedia Services Convergent with Art, Humanities, and Sociology
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• v.9 no.6
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• pp.757-772
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• 2019

The purpose of this paper is to measure the clustering change and analyze empirical results, and choose the clustering ports for Busan, Incheon, and Gwangyang ports by using Artificial Neural Network, Social Network, and Tabu Search models on 38 Asian container ports over the period 2007-2016. The models consider number of cranes, depth, birth length, and total area as inputs and container throughput as output. Followings are the main empirical results. First, the variables ranking order which affects the clustering according to artificial neural network are TEU, birth length, depth, total area, and number of cranes. Second, social network analysis shows the same clustering in the benevolent and aggressive models. Third, the efficiency of domestic ports are worsened after clustering using social network analysis and tabu search models. Forth, social network and tabu search models can increase the efficiency by 37% compared to that of the general CCR model. Fifth, according to the social network analysis and tabu search models, 3 Korean ports could be clustered with Asian ports like Busan Port(Kobe, Osaka, Port Klang, Tanjung Pelepas, and Manila), Incheon Port(Shahid Rajaee, and Gwangyang), and Gwangyang Port(Aqaba, Port Sulatan Qaboos, Dammam, Khor Fakkan, and Incheon). Korean seaport authority should introduce port improvement plans by using the methods used in this paper.

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

• Korean Journal of Heritage: History & Science
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• v.52 no.4
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• pp.206-225
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• 2019

This paper examines the trade and development aspects of glass mirrors through the literature records of the Joseon Dynasty, and studies the characteristics of existing glass mirror crafts by referring to the terms and types shown in the literature. The glass mirror in the records had called western mirrors(西洋鏡, 洋鏡), glass mirrors(玻璃鏡, 玻瓈鏡), stone mirrors(石鏡), etc. Glass mirrors were imported mainly through trade with Russia and the Qing Dynasty since the 17th century and were banned from importation in the late Joseon Dynasty. These mirrors were something new that caused a great stirring in Joseon society in the 18th century, and in the 19th century, it grew larger as a commodity needed for everyday life, especially with trade with Japan. At that time, glass mirrors were used for various purposes, such as installing large glass at a store, which were not the standard mirror usage of confirming one's appearance. These mirrors surprised Koreans in Joseon who experienced them at Yanjing Liulichang(燕京 琉璃廠) in the 18th and 19th centuries. As a result, the demand for glass mirrors rapidly increased and quickly surpassed that of bronze mirrors. Consequentially, new crafts using glass mirrors instead of bronze mirrors in Joseon began to be produced and used after the 18th century. In particular, integrated flat boards of glass mirrors were developed as crafts used indoors. It was convenient to use the hair comb box, a long-time presence in Joseon society, with the bronze mirror. This kind of mirror remained apparent in various genre paintings, including the Taepyeong Seongsido(太平城市圖, 'A Thriving City in a Peaceful Era') collected the National Museum of Korea which reflect its populism of the times. Also, the Mirror Stand(鏡臺) used in the Qing Period was produced in Joseon, but there was a difference in the way of making the drawers and box shapes between two nations. On the other hand, the Face Mirror(面鏡) was made to look at the face. Various crafts made with the aesthetic sense of Joseon, such as the ox horn inlaying craft technique, were produced with auspicious designs. In the 19th century, glass mirrors were imported from European countries, such as France, Denmark, the Netherlands, and the United Kingdom, however after the end of the 19th century Japanese crafts were popular. Glass mirrors, which were popular in the Meiji and Taisho eras of Japan, were imported and also the Mirror Screen(鏡屛) using large glass mirrors were used. In particular, the mirror screen had developed wood furniture since the previous time, which were used for banquets and large spaces, such as the drawing room, and were imported from China and Japan. In addition, the western architectural effect of attaching a mirror to the wall was also attempted to adjust the brightness of the space and introduce another image and scenery in the mirror. This was done at Deoksugung Palace's Seokjojeon.

• Strategy21
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• s.37
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• pp.104-143
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• 2015

China's new grand strategy, the "One Belt, One Road Initiative" (also Belt Road Initiative, or BRI) has two primary components: Chinese President Xi Jinping announced the "Silk Road Economic Belt" in September 2013 during a visit to Kazakhstan, and the "21^st Century Maritime Silk Route Economic Belt" in a speech to the Indonesian parliament the following month. The BRI is intended to supply China with energy and new markets, and also to integrate the countries of Central Asia, the Association of Southeast Asia Nations (ASEAN), and the Indian Ocean Region - though not Northeast Asia - into the "Chinese Dream". The project will be supported by the Asian Infrastructure Investment Bank (AIIB), due to open in 2016 with 57 founding members from all around the world, and China has already promised US$ 50 billion in seed funding. China's vision includes networks of energy pipelines, railways, sea port facilities and logistics hubs; these will have obvious commercial benefits, but also huge geopolitical significance. China seems to have two distinct aims: externally, to restore its historical sphere of influence; and internally, to cope with income inequalities by creating middle-class jobs through enhanced trade and the broader development of its economy. In South Korea, opinion on the BRI is sharply polarized. Economic and industrial interests, including Korea Railroad Corporation (KORAIL), support South Korean involvement in the BRI and closer economic interactions with China. They see how the BRI fits nicely with President Park Geun-hye's Eurasia Initiative, and anticipate significant commercial benefits for South Korea from better connections to energy-rich Russia and the consumer markets of Europe and Central Asia. They welcome the prospect of reduced trade barriers between China and South Korea, and of improved transport infrastructure, and perceive the political risks as manageable. But some ardently pro-US pundits worry that the political risks of the BRI are too high. They cast doubt on the feasibility of implementing the BRI, and warn that although it has been portrayed primarily in economic terms, it actually reveals a crucial Chinese geopolitical strategy. They are fearful of China's growing regional dominance, and worried that the BRI is ultimately a means to supplant the prevailing US-led regional security structure and restore the Middle Kingdom order, with China as the only power that matters in the region. According to this view, once China has complete control of the regional logistics hubs and sea ports, this will severely limit the autonomy of China's neighbors, including South Korea, who will have to toe the Chinese line, both economically and politically, or risk their own peace and prosperity.