• Journal of Korea Port Economic Association
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• v.25 no.1
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• pp.191-222
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• 2009

The third party logistics is a new developing industry in China and is still in infancy stage. China's third party logistics market only represents 3.39% of the Logistics market in 2006. As international multinational corporations have taken part in China market, they use their current 3PL providers to assist them to deal with the substantial logistics issues that exist in expanding their business activities in China. Traditional 3PL services such as transportation, warehousing and customs clearance are main in China's 3PL market. A variety of domestic laws and regulations on logistics in China prevent 3PL Providers from supplying value-added additional services to their users. Chinese firms have not yet supply high value-added services in China's 3PL logistics market. The purpose of this paper is to contribute the activation of third party logistics in China by analyzing the present situations, and presenting the solutions to problems of Third-Party Logistics in China.

• Journal of Korea Port Economic Association
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• v.39 no.3
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• pp.191-210
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• 2023

The Covid-19 pandemic has had a significant impact on global logistics and supply chains, leading to major discrepancies in logistics performance across countries worldwide. Through an examination of logistics performance index and supply chain tracking data, this study aimed to identify the changes in global supply chains and logistics environments during the pandemic. The analysis of the logistics performance index showed that overall, countries around the world, especially developed nations, showed improvements in metrics such as customs and border management efficiency, the quality of trade and transport infrastructure, capability and quality of logistics services, and cargo tracking abilities. However, the competitive pricing feasibility of international transportation and the on-time delivery frequency of goods saw a decline due to the pandemic's effects. The supply chain tracking data revealed that ports in Asian countries demonstrated high processing efficiency. In contrast, the U.S. and European countries took comparatively more time. Particularly for air cargo, parcels, and express shipments, the U.S. showed relatively longer processing times, leading to logistical delays. In conclusion, during the Covid-19 pandemic, Asian countries maintained relatively high efficiency in their logistics and trade environments. Conversely, the U.S. and some European countries showed delays and decreased efficiency in various metrics. In the future, efforts should be made to address delays and congestion, namely, the deceleration of logistics processes.

• Journal of Korea Port Economic Association
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• v.32 no.3
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• pp.95-108
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• 2016

China has recently advocated a national strategy called "One Belt One Road" and transferred to execution to refine it into detailed action plans and has continued to fix the complement. However, the Korean Peninsula, including the North Korea remains could not be included at all in the Chinese development policy and framework in terms of the International Logistics. Currently it is raised between Korea-China rail ferry system again and that is when we need to make effective policy development on international multimodal transport system in Northeast Asia. This paper introduces the K-LB (Korea LandBridge) as its execution plan and conducted a feasibility study on this. K-LB consists of a Korea-Russian train ferry system based in Pohang Yeongil New Port(light-wing) and a Korea-China train ferry system based in Saemangeum New Port(left-wing). These two wings are linked to the existing rail system in Korea. This study is convinced that the K-LB is an effective international logistics system in the current terms and conditions and also demonstrated that it is feasible to introduce th K-LB on the peninsula. More strictly speaking, through a linear programming under objective function that minimize the transport cost quantified prior to demonstrate the feasibility, the available ranges and conditions for the transportation costs that are ensured the effectiveness of the K-LB are presented as results. According to the results, if the transport cost of K-LB is cheaper about 34.5% than that of sea transport such as container transport, the object goods may be transported by K-LB on this route. It means that the K-LB system has a competitive advantage due to more rapid customs clearance as well as omitted loading and unloading procedures over container transportation system. It also noted that the threshold level may not be large. Therefore, K-LB has competitive enough to prove its introduction in the Northeast Asian logistics system.

• Journal of Korea Port Economic Association
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• v.34 no.1
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• pp.111-132
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• 2018

As China continues to evolve as a major economic power and the Free Trade Agreement (FTA) between the Republic of Korea and China was ratified on June 1, 2015, market volume between the two countries is expected to grow more rapidly. This study aims on improving the efficiency of car-ferry lines. We conducted two surveys- for shippers and forwarders of car-ferry companies, and container liners. The study analyzes the decision factors for delivery companies and their importance for shippers and forwarders of car-ferry companies and container liners. Based on analysis of prior studies on the competition for car-ferry companies and liners, three primary variables are selected-promptness, economics, and safety. The promptness variable consists of shipping time, loading/unloading time, and customs clearing time. The economic variable consists of marine transportation cost from a domestic harbor to China, loading/unloading cost in the harbor, and overland transport cost from the harbor to shippers inland. Finally, the safety variable consists of cargo damage rates, safety facilities, such as lashing and shoring, and punctuality of transportation time. The survey and AHP results show that the promptness, safety, and economics factors are 0.549, 0.309, and 0.142 in the shipper groups of car-ferry companies' category, respectively. It indicates that there is considerable difference in the importance of each factor. In contrast, the factors are 0.350, 0.348, and 0.302 in the forwarders category, which suggests that there is little difference in each factor's importance. As for shippers and forwarders of liners, the importance of each factor is found to be in the following order: economics, safety, and promptness.

• Journal of Korea Port Economic Association
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• v.35 no.4
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• pp.1-16
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• 2019

The purpose of this study is to Analyze the problems that container shipping companies exist through the commercialization of container shipping for Non-Arctic countries and the opportunity factors for the transport of the Arctic shipping to improve cooperation cross-border relation Arctic policy and the use of transport. In order to design a hierarchy analysis method study model, four high and 17 low factors were extracted by designing a hierarchy analysis method study model based on results by prior study and in-depth interview. The first of the higher factors is the internal strength of assessing the value of the Arctic, the will and capabilities of the shipping companies in creating new markets with the vision and goals of the shipping companies. Second, the internal constraints associated with the shipping companies advance to the NSR mean the negative factors for the entry into the NSR and the internal weaknesses that cause the shipping companies capacity limitations. Third, the economic benefits from the use of NSR are external factor for shipping companies in cooperation with the future economic value of the Arctic and with respect to Arctic sea and Arctic advance and development from Arctic coastal countries. Finally, external pre-emptive tasks means to respond to use NSR by external restrictions on transport to prepare the possibility of severe weather conditions, the customs policy change of coastal countries.