• Korea Trade Review
• /
• v.45 no.4
• /
• pp.25-43
• /
• 2020

This study mainly measures the level of trade facilitation in member countries along the "the Belt and Road" and discusses the impact of trade facilitation on bilateral trade. Based on the research results of domestic and foreign scholars, this study made a new systematic measuring system which covering 4 indicators and 15 subordinate indicators, to obtain the trade facilitation index. Based on the extended gravity model, this paper conducts a panel data, for more than 50 major trading members along the "the Belt and Road" during 2010~2017 as an example to empirically study the relationship between the trade facilitation level of major trading members and the volume of China's import and export trade. The results show that the level of trade facilitation among member countries is not high and the trade facilitation variable has positive value, indicating that the trade facilitation variable has positive effect on increasing bilateral trade. If the trade facilitation increases by 1% respectively, the bilateral trade level will increase by 0.98% separately. Finally, according to the regression results of four aspects of the trade facilitation index system, e-business development plays the most significant role in promoting trade facilitation.

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

• Journal of Ocean Engineering and Technology
• /
• v.32 no.4
• /
• pp.272-278
• /
• 2018

Recently, the use of hazardous chemicals has been continuously increasing. Therefore, the international trade volume is growing and chemical accidents have increased. Nowadays, the safety awareness of the public has increased. As a result, the management and supervision of hazardous chemicals have been strengthened. However, the port policy of Korea has focused on increasing the volume of cargo through facility development. Thus, the port management of hazardous chemicals has been relatively neglected. For national economic growth and society, the port management of hazardous chemicals should be considered to efficiently ensure safety and economic growth. Therefore, this study assumed scenarios where hazardous materials were moved in a dangerous container, not only on appropriate wharfs but also in ports that were close to a big city. The BTX substances were selected among the toxic chemicals with large import and export volumes, and the risk distance and damage effects were predicted using various risk assessment programs. It is expected that this could be used to improve a port safety management system and could be utilized to determine the safety distance in case of an accident.

• Journal of Korea Port Economic Association
• /
• v.27 no.3
• /
• pp.1-12
• /
• 2011

The effect of real exchange rate changes on trade balance is called the J-curve effect. That is, after real depreciation, the trade balance will deteriorate in the short run and improve in the long run. Specially, import and export prices respond with little or no decline in volume. Assuming a zero initial trade balance and dominance of the exporter currency in invoicing trade contracts, the trade balance continues to deteriorate in the medium term. Over time, the relative price-induced volume effect comes to dominate the price effect and the trade balance improves. This pattern of the trade balance adjustment is commonly referred to as the J-curve effect. This study examines the effects of changes in the exchange rate on the Korean port trade balance to China. The empirical results indicate that whilst there is J-curve effect in the short-run, but in the long-run, the real depreciation of the Korean won has positive impact on port trade balance to China.

• East Asian Journal of Business Economics (EAJBE)
• /
• v.7 no.3
• /
• pp.13-48
• /
• 2019

Purpose - This study is to analyze the monetary indicators and the key macroeconomic indicators and to assess the effectiveness of state regulation on its basis. The analysis of monetary aggregates of Russian Federation, CIS, the countries of leading countries of North-East Asia at the present stage of development. Research design and methodology - The volume of data on Russia was analyzed from the 1995 to the 2018. The data from the 1950 to the 2019 were estimated on China. The data from the 1980 to the 2018 were estimated on Japan. On South Korea - since the 1960 to the 2018. On Republic of Belarus - since the 2003 to the 2018. On Tajikistan - from the 2008 to 2017. On Kazakhstan - from the 1994 to the 2018. On Kyrgyzstan - from the 2002 to the 2018. On Armenia - from the 2003 to the 2018. Results - Hypothesis 1: In Russian Federation, the monetary stock has a stable tendency to grow. The volume of money stock of Russia and the analyzed countries is much determined by external debt, GDP, the export, the import, and the international reserves. Hypothesis 2: The growth of money supply does not always give a positive effect in the development of the country, as well as a significant increase in the amount of money stock does not always lead to negative consequences. The monetary stock should be commensurate with the macroeconomic indicators of the state. Conclusions - The growth of the monetary stock does not always give a positive effect in the development of the country, as well as a significant increase in the amount of monetary stock not always lead to negative consequences.

• Journal of Marine Bioscience and Biotechnology
• /
• v.3 no.1
• /
• pp.54-60
• /
• 2008

Compared to other North African countries, Tunisia has reached a significant level of fish consumption. The only relevant historical dimension of aquaculture in Tunisia are traditional lagoon management (80,000 ha of lagoon and coastal lakes) and culture of shellfish. Semi-intensive and intensive cultures are relatively new concepts in Tunisia and only recently also the public sector is involved. The Tunisian fishing industry has expanded over the last 20 years and annual catches at present are more than four times those registered in mid-fifties. Production of the year 2007 reached 105 thousand tons against 111 thousand tons during the same period of 2006 thus recording a fall of 5%. Unfavorable weather conditions mainly during the last quarter year had the effect to reduce the number of days out at sea. Exports reached 24.3 thousand tons for one value 240.5 MD against respectively 22.2 thousand tons and 234.1 thus recording MD at the end of the past year a rise of 9% in volume and from 3% in value. Commercial value such as shellfish - consequence of one regression of the production - with in parallel raises blue fish exports. The imports were stabilized in volume of 39.1 thousand tons and increased from 6% in value with respectively 67.4 MD in 2007 against 63.7 MD at the end of 2006. The importation in larger quantities of intended fish to the fattening of tuna in floating cages explains partly this rise. Nevertheless, the pay of balance import/export of produced fishing remains positive with a surplus of 173.1 MD against 170.4 MD in 2006.

• Korea Trade Review
• /
• v.41 no.5
• /
• pp.163-185
• /
• 2016

The impact of global trade on developing countries is a critical subject. Especially in this country, under difficult conditions like political issues with North Korea, achieved a trade surplus of 90.2 billion dollars last year. While the service trade recorded a deficit of 15.7 billion dollars in the same period. According to WTO, services are either the result of a production activity that changes the conditions of the consuming units (transformation services), or facilitates the exchange of products or financial assets (margin services). To unify and compare with the trade and service statistics of countries, they assorted 12 classifications of services like Manufacturing service on physical inputs owned by others, Maintenance and repair service n.i.e., Transport, Travel, Construction, Insurance and pension service, Financial service, Charges for the use of intellectual property n.i.e., Telecommunications, Computer and information services, Other business services, Personal, cultural and recreational services, and Government goods and services n.i.e. Thus, this study is to estimate the international competitiveness of service trade between 2006 and 2015 in Republic of Korea, according to EBOPS 6th. As a result, total service volume of export and import has increased in the last 10 years. Its volume, recently, accounts for 22% of total goods trade. Also the Korean Government can make a supporting policy and decide a supporting business in terms of service trade. Finally, we can find a mutual connectivity within 12 service businesses and between Service and Goods.

• Journal of Korea Port Economic Association
• /
• v.37 no.3
• /
• pp.117-128
• /
• 2021

In order for the users (shipping firms and shippers) and suppliers (stevedoring firms) in the container terminal industry to win-win, it is necessary to have some appropriate diverse market conditions for the industry. This study analyses the basic conditions and demand and supply characteristics of the industry and investigates the market performance of Busan container ports. First, this article analyses the basic characteristics of demand and supply. As the demand characteristics, there are five ones such as 1) exogeneity of demand, 2) function as export/import transportation and hub for transshipment, 3) increase of users' bargaining power, 4) high substituting elasticity, 5) reduction of volume growth. As the supply characteristics, there are seven ones such as 1) inelasticity of supply, 2) homogeneity of stevedoring services, 3) over-supply, 4) adoption of cutting-edge stevedoring technology, 5) scale economy and impossibility of storage, 6) labor market rigidity, 7) enhancing port's role in SCM. In addition, this study conducts the so-called structure-conduct-performance analysis. For the structure analysis, 1) lacks of scale economy in stevedoring companies, 2) high entry barrier, 3) strengthening of shipping firms' bargaining power, 4) transitory permission scheme for tariff are analyzed. For the conduct analysis, 1) price discrimination between export/import and transshipment, 2) mid-term length of terminal use contract, 3) continuous investment in equipment, 4) low level of cooperation among terminal operating firms are derived. For the performance analysis, 1) inequality in profitability, 2) reduction of export/import cost, 3) delay in adopting cutting-edge technology, 4) idle equipment are analyzed. Following this logical flow, the hypothesis that the market structure influences the market conduct is tested based on the actual dataset. As a future agenda in the conclusion, this article recommends the so-called port industrial policy.

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

• Journal of Navigation and Port Research
• /
• v.33 no.8
• /
• pp.563-572
• /
• 2009

The steel industry, as the national representative strategic industry of our country, has played the motive power for the economic growth of Korea in 1970s as the positive support of the government and the management endeavor of the private were harmonized. However, in case of our country, we have mostly relied on import of the raw materials for the steel industry, and as the weight of the imported raw materials is heavy, the steel industry is the industry whose transport burden is big as it is called 'transport industry'. So, the transport rationalization will be the important task of the steel industry. This study has analyzed the economic efficiency per the transport route (container ship vs bulk ship) of the sea transport related to import/export of the steel scrap on the level acquiring the stable supply of the steel scrap. For this, this study firstly researched the status of domestic/foreign steel industry. And analyzed the world crude steel production volume, steel scrap consumption volume and world steel scrap trading structure. Also, in order to compare the transport logistics expenses between two transport devices, namely, container ship and bulk ship, this study calculated the logistics expenses per ton by using the traffic hours and traffic expenses items as the imported/exported scrap freights of 'D' company.