• Journal of Korea Port Economic Association
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• v.31 no.2
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• pp.1-21
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• 2015

This study verifies the change in market conditions in the Korea-China and Korea-Japan car ferry routes. Variation in historical development has led to differences in the lifecycle stages of these two car ferry shipping markets. However, previous studies have focused on individual car ferry routes rather than offering a more general understanding of this market. Based on the foregoing, we investigate the international car ferry market conditions from/to Korean ports, assess the management performances of car ferry companies, analyze the lifecycle stages of each car ferry route, and offer insights into the future of these markets. We show that the competitive market conditions and demands of passengers and cargoes differ between these routes. As for the market stage, we conclude that the Korea-China route is entering a mature market, whereas the Korea-Japan route is entering a declining stage.

• Journal of Navigation and Port Research
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• v.27 no.2
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• pp.163-170
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• 2003

This empirical study takes the activation approach for the competitive power of Korean shipping companies in the Korea-China liner routes. Data for this study were collected from Korea/ China/ 3rd flag shipping companies through the 500 questionnaires. The data of 250 respondents were analyzed statistically to verify the hypotheses and to induce Regression Equation which could predicts the influencing level of the determinants to competitive advantage for Korean shipping companies on Korea-China Liner Shipping Routes. Factor Analysis/ Cronbach's Alpha/ Principal Analysis/ Multiple Regression Analysis were used in order to test the hypotheses for the empirical study.

• 해운
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• no.11 s.22
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• pp.18-21
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• 2005

한국과 중국은 지난11월8일,9일 양일간 중국에서 '제3차 한중해운회담'을 개최하고 한-중간 해운항로 개방에 관한 기본원칙에 합의했다. 우선 컨테이너 항로의 경우 3년 이후인 2009년부터 완전 개방하고, 카페리항로는 컨테이너항로 개방 후 3년이 경과한 다음부터 완전히 개방해 나가자는데 의견의 일치를 보였다. 다음은 회담결과를 정리한 것이다.(편집자 주)

• Journal of Distribution Science
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• v.5 no.2
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• pp.55-78
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• 2007

Northeast Asia is one of the regions which have been developing so rapidly. Yellow sea, located between Korea and China, became a very important logistical zone because of its huge volume of cargo and big passenger traffic. These two countries continuously are enlarging their port facilities such as berths, container yards, storage capacity and their information system in this the Pan Yellow sea area. Two countries also introduce many new liner routes and car-ferry shipping services. Therefore there must be a severe competitions and conflicts among the countries and their companies and ports as well. Some experts worry about the over capacity of port and logistics facilities. This paper investigated the current conditions of Korea-China shipping route, container and car-ferry route, and found out the problems and tasks, with the support of many experts. There are so many alternatives and strategies to solve and rationalize the shipping route and the problems of ports of two countries. This paper suggest many strategies connecting with marketing 4Ps. As port service is also a kind of service product, we can categorize the strategies into 4Ps suggested by McCarthy. And this paper classify all these alternatives into 3 dimensions. There are competitive strategies, cooperative strategies and coopetition strategies. This paper propose some directions and ideas for adopting the strategy in the port and logistical topics between Korea and China, suggesting 3 dimensions of strategies. After this paper, many diagnoses and practical investigations should be executed to introduce optimal solutions and minimize the additional cost.

• Journal of Korea Port Economic Association
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• v.22 no.3
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• pp.161-188
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• 2006

The purpose of this study is to analyze traffic volume between the Korean container ports located at the west coast and northern Chinese ports and then the distribution trend of container between Korea and China. The findings of the study are as follows. First, Container traffic between western Korean ports and northern Chinese ports has been increasing due to an increasing trade volume between both countries and geographical accessibility. Second, Seoul and neighboring area tend to use the trade route between the western ports and northern Chinese because of lower logistics costs and time-saved advantage compared to another ports. Third, the growth of the western ports did depend mainly on the northern China oriented growth. Such a fact could leads to the overlapping investment in port development in Korea and another intense competition among national ports to attract cargoes and liners. Therefore, port development policy considering the characteristics and function of national ports have to be established. and also alternatives and strategies for improving the competitive edge of small and medium sized shipping lines against the opening of shipping market have to be worked out.

• 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 Korea Port Economic Association
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• v.30 no.3
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• pp.39-58
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• 2014

Korea and China have maintained sea routes between two nations through the shipping conference which was established in May 1993. Due to this effort, the market of Korea-China car ferry on Yellow sea makes growth year by year. The car ferry business has shown fierce competition because it has huge impacts on regional and national level economy. In this respect, the aim of this research is to analyze the structural analysis for ports of Korea-China car ferry using Shift Effect(SE) method. As a results, passengers and cargo volumes of Incheon port continuously transfer to Pyeontaek and Gunsan port. Moreover, absolute growth rate of Incheon port do not reach the potential growth rate. The competitiveness power of Incheon port has lower position compared to Pyeontaek and Gunsan port. The cargo volumes of ports located on western coast of Korea have increased recently, however, passengers and cargo volumes of Incheon port have shown lower increasing rate compared to average of Korean western coast ports. For Incheon port, high value added cargoes which give large profit on port side, have to be attracted. Moreover, Incheon port has to become a specialized port.

• Journal of Navigation and Port Research
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• v.37 no.2
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• pp.187-193
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• 2013

In this prolonged economic recession, the countries in Northeast Asia play a crucial role in the global market and the relationship between Korea and China gets more attention due to its significant achievement during the past 20 years after the establishment of diplomatic ties in 1992. In this regards, this study presents general overview of Korea-China Car Ferry Route and evaluates the efficiency level of each operating route using DEA model. Incheon-Yingkou, Incheon-Lianyungang, Pyeong Taek-Lianyungang are analyzed as efficent routes, while from the view point of passenger efficiency, 4 routes i.e, Incheon-Dalian, Incheon-Dandong, Pyeong Taek- Weihai, Gunsan-Shidao are also noted as efficient routes. Consequently, other inefficient routes can benchmark these efficient routes by increasing cargo volume and passengers.

• Journal of Korea Port Economic Association
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• v.25 no.3
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• pp.183-206
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• 2009

The purpose of this study is to suggest the new strategies for strengthening the competi tiveness of Incheon port. To measure the calling factors and satisfaction of ports, this study developed a list of 24 items using a seven-point Likert scale through the previous literature reviews, pilot test and emerging factors. Factor analysis, regression analysis, one sample T-test, IPA and SPSS were conducted to verify the determinants choosing ports and customer satisfaction. The result of an empirical study revealed that the cargo volume and information system, etc. in Incheon port was evaluated as satisfied factors and berth availability and port charge, etc. as dissatisfied factors. Based on the outcomes of this study, to strengthen the competitiveness of Incheon port, several strategies were advised such as the inducement of North American and European cargo, port infrastructure, dedicated terminal and GTO inducement, hinterland construction, logistics companies inducement and cooperation with neighboring ports.

• 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.