• Journal of Korea Port Economic Association
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• v.33 no.2
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• pp.1-18
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• 2017

By using social network analysis, this study examined 102 countries, 281 ports, and 6,318 maritime routes associated with the global network of the Maersk Line. With the 'Belt and Road' in place, China is developing ports, expanding the cooperation with major ports, and increasing its influence on maritime transport. China's ports' reform and development implies establishing stable and independent logistic networks for supply of raw materials as well as exports and imports. This is closely related not only to individual ports' competitiveness, but also to relational structures between maritime powerhouses such as the US-which has the largest share and influence in the global market-and the surrounding countries. In this regard, an analysis of the maritime transport needs to consider the characteristics of individual ports together with those of each country. This study identified the characteristics of each port in light of the relationships in the global network of Maersk and applied them to each country. Moreover, the individual networks of China, the US, and Korea are compared. The findings showed that China, the US, Panama, Malaysia, and Spain accounted for large shares of the global network, while the shares of China, Korea, Taiwan, and Vietnam were high in China's network. In addition, by comparing individual networks of China, the US, and Korea, it emerged that Korean ports such as Busan and Gwangyang had secured a high level of competitiveness in the Chinese network.

• Journal of Korea Port Economic Association
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• v.35 no.3
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• pp.1-18
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• 2019

The competition between port authorities (PAs) and terminal operating companies (TOCs) in providing port logistics services has gained importance. The PAs enter into leasing contracts with TOCs in various ways. This study aims to model a contract method that maximizes the joint profit between a PA and a TOC. Particularly, this study aims to model the equilibrium by comparing four types of contract schemes in the non-coordination, cooperation, Cournot, and collusion models. The results of the analysis show that the two-part tariff scheme generates a higher joint profit than the fixed and fee contracts. It is understood that risk- and profit-sharing between the PAs and TOCs helps the latter to maximize the throughput and the joint profit. These results are expected to provide an important theoretical basis for decision-making about port rent and freight between the PAs and TOCs.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.06a
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• pp.163-165
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• 2013

IMO(International Maritime Organization) is existed the movement for revising ISM Code so that the maintenance history and the trouble information given trading in a ship can be transferred. An empirical analysis was made on the influence that will have upon shipping industry through surveying on the recognition on ISM Code revision in employees of the relevant field and on the expected problems given being amended ISM Code as the above. In conclusion, the positive effect is judged to be more in the aspect of ship safety, which is the aim of ISM Code, rather than the negative effect, which may take place given being revised ISM Code. In other words, the clean market can be formed through this because fairness is maintained on both sides given trading in a ship by which opening the maintenance record and the trouble history is applied equally to a buyer and a seller. Ships can be reduced a loss of time and cost in preventing similar problems and seeking solution that may appear in important equipments, through this maintenance record. Also, based on these materials, it comes to be available for analyzing a risk of ship and preventing and managing a risk, thereby being increased ability of maintenance and repair in a ship, resulting in being judged to likely contributing to ship safety and environmental-pollution prevention.

• Journal of Korea Port Economic Association
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• v.34 no.3
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• pp.133-158
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• 2018

The role and ratio of national vessels in the global container shipping market have reduced significantly due to the bankruptcy of Hanjin Shipping in early 2017. All import-export companies, as well as container ports in Korea, are facing a crisis. The Trump's tariff and trade battles have had a negative impact on the increase in the North American cargo. However, Chinese and Japanese container shipping companies, which merged with domestic container shipping companies, and mega carriers such as Maersk and CMA CGM have benefited from the decline in shipping supplies due to the collapse of Hanjin Shipping, the world's 10th largest container carrier in Korea. The import/export freight trade in Korea is witnessing the increasing stronghold of foreign carriers. This scenario is expected to weaken Korea's negotiation powers with overseas shipping companies in domestic ports, such as Busan and Kwangyang, thereby making it more challenging to attract shipping carriers. This study compares the global container-shipping network in 2007 and 2017 by combining the network topology of the social network analysis and the economics of the liner shipping connectivity index (LSCI) and the container port connectivity index (CPCI) analysis. The findings of this study are that the role of the ports across the world can be identified, and CPCI has a high correlation with the centrality index and freight volume data. These findings can contribute toward the utilization of the meaning of the necessary centrality index without an additional centrality analysis. This study can be applied not only to the call strategy of container carriers but also to the alliance and development strategy of Korean ports.

• International Area Studies Review
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• v.20 no.1
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• pp.23-51
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• 2016

This study analyzed the expected economic effects of the Korea-GCC FTA and sought strategies for industrial cooperation. To see the economic effects of Korea-GCC FTA, we analysed the effect of the oil tariff reduction of economy by Vector Autoregression(VAR) model. The estimation results shows that following the abolishment of the tariff on crude oil imports, GDP, GNI and consumption are expected to grow by 0.212%, 0.389% and 0.238%, respectively. Meanwhile, investment, export and import are estimated to drop by 0.462%, 0.413% and 0.342%, respectively. As for prices, producer prices are to rise by 6.356%p, whereas consumer prices fall by 2.996%p. In short, the Korea-GCC FTA and resultant abolishment of the tariff on crude oil imports followed by the decline in crude oil prices will result in declining prices whilst macroeconomic indices, such as GDP, GNI and consumption, will increase exerting positive effects on domestic economic growth. Also, it is necessary to proactively respond to GCC member states' industrial diversification policies for FTA-based industrial cooperation to diversify the sources of crude oil and natural gas imports for further resource risk management.

• Journal of the Economic Geographical Society of Korea
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• v.22 no.2
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• pp.160-177
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• 2019

In this study, we examined the distribution of dealers and the repair parts management system of a Japanese car manufacturer in the Chinese market in looking at the case of Toyota. We conducted our research by obtaining information from a GAC Toyota dealer about the current distribution of dealers and locations of warehouses throughout China, as well as the status of stocks and the distribution system for repair and maintenance parts. The results of our investigation showed that although GAC Toyota has 437 dealers throughout the country, there is an imbalance in distribution towards the coastal areas, after the population ratios and other measurements are factored in. Therefore, it can be said expansion towards the inland regions, where demand for automobiles has increased in recent years, has been stunted. On the other hand, there is a high correlation between gross GDP by region and the number of stores, and it can be pointed out that the company prioritizes the sale of high-priced vehicles in major coastal areas where the economy is large, rather than selling low-priced vehicles for inland consumers with a relatively small economic scale. The company also has difficulty in securing dealers that can provide sufficient after-sales service. According to the regulations of GAC Toyota, the company require dealers to have at least 1,500 repair and maintenance parts in stock. Also, when exchanging maintenance parts, GAC Toyota's emphasis is on increasing customer satisfaction by giving sufficient explanations for customers and obtaining consent from them. As a result, the company's dealers need financial resources to continue their business from a long-term perspective. However, it can be pointed out that such dealers are limited, and it is difficult to distribute profits among manufacturers and dealers.

• Journal of Digital Convergence
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• v.20 no.1
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• pp.107-117
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• 2022

This study aims to examine the relationship between the economic, environmental and social activities of sustainable supply chains and the customer satisfaction and customer retention rate, which are the final results in the supplier's operational performance and the buyer's market performance. The survey was conducted on employees in charge of supply chain management, purchasing company, partner company, and logistics management in the company. The final 193 valid data were analyzed to verify the research hypothesis. The results of the study showed that the economic and social activities of the sustainable supply chain had a positive effect on the supplier performance and the purchaser performance, but environmental activities had a negative effect on the supplier performance. In addition, the purchasing company performance has a positive effect on customer satisfaction and customer retention rate. This study provides a theoretical basis for sustainable supply chain activities to affect the operating performance of suppliers and the market performance of buyers, and suggests implications for enhancing the competitiveness of companies through the performance creation process that affects customer performance.

• Korea Trade Review
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• v.41 no.4
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• pp.131-155
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• 2016

Recently, the global trade environment has been composed of transactions in trade through integration of the global supply chain network. As FTAs are being signed between countries, the country of origin (COO) system on products has become an important issue. Companies are procuring raw materials through global sourcing and supplying to the retail markets. This research deducted major factors regarding the verification and utilization of the COO system through research on domestic and international literatures, and verified the mediating effects on the verification and utilization elements of the country image and the brand image of COO on the performance of the COO system through empirical study. For the purpose of this research, we conducted a survey implementing the COO system and analyzed the 152 data collected. The results of this research is as follows: First, the external verification level of the COO system has an impact on the performance of the COO system, and a mediating effect on the country image and the brand image of the COO. Second, the management capability of the COO has an impact on the performance of the COO system, and a mediating effect on the brand image of the COO. A research comparing and analyzing the difference in establishment of the verification system of the COO depending on the size of a corporation is necessary.

• Korea Trade Review
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• v.43 no.1
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• pp.109-130
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• 2018

The cumulative standard is one of the criteria determining the origin of imported goods and is a provision that allows non-origin materials to be treated as origin goods when satisfying certain conditions. Regarding the Korea-Canada FTA, new cumulative standards were applied concerning cross accumulation of automobile products. It would benefit U.S. originating intermediate goods of HS code chapter 84, 85, 87, and 94 obtained into HS code heading from 8701 into 8706. We examine the effectiveness of crossover cumulative standards through the change in the import values of 84, 85, 87, 94, which are target items for cross cumulation. Only items designated for automobile parts were selected and analyzed. From the estimation results, significant changes appeared in 20 of the 35 items. It was found that the import amount increased significantly as of January 2015 or the rate of change in trend increases more than before. In addition, the estimation results show that Korean auto companies utilizing the cumulative standards through increased imports of auto parts form the U.S.

• Korea Trade Review
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• v.43 no.5
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• pp.159-177
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• 2018

The container shipping sector is an important international logistics operation that connects open economies. Freight rates rapidly change as the market fluctuates, and staff related to the shipping market are interested in factors that determine freight rates in the container market. This study uses the Vector Error Correction Model(VECM) to estimate the impact of factors affecting container freight rates. This study uses data published by Clarksons. The analysis results show a 4.2% increase in freight rates when world container traffic increases at 1.0%, a 4.0% decrease in freight rates when volume of container carriers increases by 1.0%, a 0.07% increase in freight rates when bunker price increases by 1.0%, and a 0.04% increase in freight rates accompanying 1.0% increase in libor interests rates. In addition, if the current freight rate is 1.0% higher than the long-term equilibrium rate, the freight rate will be reduced by 3.2% in the subsequent term. In addition, if the current freight rate is 1.0% lower than the long-term equilibrium rate, the freight rate will decrease by 0.12% in the following term. However, the adjusting power in a period of recession is not statistically significant which means that the pressure of freight rate increase in this case is neglectable. This research is expected to contribute to the utilization of scientific methods in forecasting container freight rates.