• Journal of Korea Port Economic Association
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• v.21 no.3
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• pp.35-59
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• 2005

The Purpose of this study is to exmaine fundamental problems of Gwangyang Port and draw up plans of its Hub Port. Gwangyang Port has been gradually reduced container cargo increase rate. on account of large development of Chinese Port, undevelopment of Hinterland, Port facilities of Gwangyang Port. We should develop hinterland to be closely connected with Port Cluster, Business City, Free Economic Zone to increase cargo volume. and in order to increase transshipment cargo volume, We should prepare diverse plans that can induce Chinese and Japanese transshipment cargo. Gwangyang Port and Busan Port should be managed united one port system by a Port Authority to strengthen international competitiveness. Activation of new ports for the most part call for full support by Government at the beginning. Gwangyang Port's future it can be if Government has strong will.

• Journal of Korea Port Economic Association
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• v.32 no.2
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• pp.1-24
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• 2016

Northeast Asia is changing rapidly, including becoming an increasingly important part of the world economy. Various logistical systems and networks are being established in this area, including South and North Korea, China, Japan, Russia, and Mongolia. Thus, a new systematic logistical network and development strategy is required. The division of the Korean peninsula has for a long time made the region ineffective in terms of land logistics. South Korea's connection to Eurasia is blocked by North Korea, which means it is essentially treated as an island. Furthermore, South Korea does not have an efficient logistics system or effective vision and strategy. Northeast Asia has the potential to be one of the largest economic communities in the world, similar to the EU and North America. Thus, a united Korea can play an important role as the land bridge of Northeast Asia and the logistical hub of the region. This study reviews the logistical position, tasks, and problems of the Korean peninsula and suggests a desirable development strategy and vision. Specifically, after examining the conditions for a land logistical system, focusing on railways, this study proposes several future-oriented development strategies and tactics that will position the peninsula as a logistical hub in Northeast Asia. We anticipate that this study will serve as the basis for future research that will investigate the topics presented here in more detail.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2017.11a
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• pp.140-142
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• 2017

Hai Phong is the important transportation hub of the northern Vietnam with many advantages. Hai Phong can connect with orthers provinces by road, railway, airport, seaport system and inland waterway. So far, Hai Phong is develop so fast However, Hai Phong's logistics services are still low level and less competitive. The human resources are lacking of experiences and also low quality, the logistics enterprises are small, low capital and they can not compete with foreign companies. Further more, the infrastructure are invested but there are still have some problems inside. This paper has assessed and systemized the situation of development of Hai phong.

• Journal of Korea Port Economic Association
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• v.23 no.2
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• pp.145-172
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• 2007

The goals of this paper are to analyze the present status of logistics on the Dongbei area in China and present implications to the related Korean companies. The mainland of China is very huge, we need to study each regional logistics of China separately. The Dongbei area is more than three times as much as the Korean peninsula, and the population is over two times as much as the two Koreas. Therefore, Korea which is trying to be a logistics hub in Northeast Asia has to pay attention to the logistics of China. This study tries to analyze the logistics of the Dongbei area, but except for the Liaoning province, we needs more information.

• Proceedings of the Korean Operations and Management Science Society Conference
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• 2004.05a
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• pp.23-26
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• 2004

Recently, most of countries in the world are investing huge amount of capital for the infrastructure of logistics and trying to gain dominating position in logistics. To play the role of important hub in logistics, an efficient, flexible, and fault-tolerant transportation process should be developed. Minimization of transportation cost and timely deliveries in the unpredictable environment are a few of the important issues in logistics. This study suggests a way of transporting goods to destinations at the minimal cost and with the minimal delay by optimally allocating transporting resources. Various attributes in transportation such as due date, priority etc. are also considered. Appropriate transporting resources for each work item is selected by calculating the weighted sum of the cost factor and the delay factor assuming that initial sequences of work items are given. A policy to reallocate transporting resources is also suggested when work items or transporting resources are added or deleted because of accidents or disturbances. This policy provides adaptability to the allocation methodology which enables the system to cope with changing environment by controlling various attributes in transportation. Genetic algorithm is used for this approach.

• Journal of Fisheries and Marine Sciences Education
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• v.20 no.3
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• pp.416-428
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• 2008

In the end of 2007, Korea Government promulgated the Rule of 'Basic Act of Logistics Policy' for improving international logistics forwarding business. The goals of these rules are to achieve the development of our nation's economics for providing the security and efficiency of logistics system and enforced competition of logistics enterprises. This is established the basic principles of the legal basis for expanding into the Logistics Hub Center of North-east Asia. However In May 1999 new licensing requirements for ocean freight forwarders and NVOCCs operating in the USA were established by the US Federal Maritime Commission(FMC). Due to these regulations, each ocean transportation service provider in the USA acting as ocean freight forwarder, NVOCCs, or NVOCC agent must obtain a license to operate as Ocean Transportation Intermediary(OTI) before it begins operations. Only licensed OTIs may act as US transportation agents or receiving agents of other NVOCCs, on both US exports and imports. In this context, I think this study will be contributes for the development of korean freight forwarding system by analysis and comparing with between the Rule of the Basic Act of Logistics Policy of Korea and OTI freight forwarder & NVOCCs of USA.

• Journal of the Korea Safety Management & Science
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• v.19 no.3
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• pp.123-128
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• 2017

Logistics companies distinguish between medium-sized business and small business according to the size of enterprises. Of course, conglomerates are called global corporations. In this study, mid-sized companies over a certain size or more and those below are classified and decide the priorities among important factors to secure competitiveness in logistics companies are determined through AHP technique. Mid-sized companies are companies that can provide more than two logistics services. For example, they provide warehousing and transportation services in the same time. small companies are companies that can mostly provide one functional service. Warehousing, transportation, manpower, and information are listed as factors in this study. As a result of the study, medium-sized companies emphasized on the importance of transportation. When it comes to small companies, warehousing was emphasized as an important factor. Due to the simultaneous and contemporary service of warehousing and transportation in small-sized company, the reliable image of the company will be underestimated in case of delays in transportation. Competitiveness will also be weakened. Global corporations or conglomerates will start to consider relocating warehousing areas to others except for the central storage hub. They won't plan to invest directly, either. Therefore, it will be possible to secure competitiveness by providing the function of warehousing and to signed easily partnership.

• Journal of Distribution Science
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• v.13 no.12
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• pp.95-103
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• 2015

Purpose - The Visegrád Group cooperation of the past 14 years and that of V4 for the past 20 years has very important significance in the 21st century that must be maintained. This cooperation is valuable because of the trade routes that connect northern Poland to the Balkans in southern Croatia, which forman important basis for the resuscitation of Central European development. Currently, because of the European manufacturing base and industrial development, an energy supply and stable energy distribution networks have been introduced to secure cooperation and not competition within the Visegrád Group. This paper's research emphasizes the supply chain hub in neighboring countries. Although Central and Eastern European countries are small, they can provide a competitive response to Western Europe if they collaborate with the V4 group and other countries. Research design, data, and methodology - The subjects of this study in the Visegrád Group area are related to the development of Marketing and Distribution Sciences in the integrated European Union. In relation to the existing energy infrastructure, construction companies and financial institutions benefit from large-scale construction projects. Existing or new infrastructure facilities among the V4 must comply with the preconditions of regional energy markets. The network of emerging markets is changing into a European-logistics hub of new markets. This hub is closely associated with the economic development of European self-sustainment given that energy for distribution and consumption is imported from Russia. Therefore, this paper indirectly provides data on the regional distribution of energy as alternative bases in Europe for market expansion to Asia. Results - As a result, it appeared unlikely that V4 failed to implement homogeneity following the standards of Western Europe, as proposed by the EU. Throughout European history, individuals have gathered in Central Europe as an innovation hub. Currently, the region is being established independently for energy industrial development and not for tourism development, and is expected to play a central role in innovation and distribution consumption. Therefore, similar to Western and Northern Europe, V4 only appears to engage in distribution consumption on the basis of the identity that it formed for itself. This area is expected to either create a regional platform or a voice over a single economic policy. Conclusions - To this end, regarding the distribution of consumer groups within and outside the region, the V4 group is expected to be established for various policy areas and as a Eurasian outpost of trade and distribution logistics. In addition, given its purpose of engaging in the distribution of energy cooperation and trade clusters, the Visegrád Group will be in charge of the center axis of the bridge for distribution logistics trading partners from the Western Balkans to Caucasus and Eastern Europe. Thus, the Visegrád Group is entering this region as a platform for market share by enabling all or any investor can gain greater industrial benefits.

• Journal of Digital Convergence
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• v.19 no.2
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• pp.69-81
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• 2021

Coastal shipping performs a pivotal role as a national transportation network and is highly valuable in terms of enabling more economical transportation at affordable prices than road transportation. In this regard, this study aimed to examine changes in the characteristics and centrality of South Korea's costal shipping sea-route networks by analyzing the centrality of domestic coastal shipping. To this end, social network analysis was used as an analysis technique that enables an analysis on the characteristics of coastal shipping networks. As a result, Jeollanam-do showed the highest degree centrality, ranking first in both the in-degree and the out-degree. Jeollanam-do also exhibited the highest betweenness centrality, and Gangwon-do registered the highest closeness centrality. In terms of hub and authority centrality, Jeollanam-do topped the list, followed by Gyeongsangnam-do and Gangwon-do in order. Lastly, Jeollanam-do ranked highest in the hub index, followed by Incheon, other regions, and Gangwon-do in order. This study is significant for suggesting the cities and provinces that play a key role in coastal shipping each year and their corresponding items. Future studies are recommended to identify the trend of coastal shipping through more detailed research on each port by city and province.

• Proceedings of the Korea Port Economic Association Conference
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• 2007.07a
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• pp.313-342
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• 2007

본 논문은 국제물류 거점항만인 광양항을 사례로 하여 항만친수공간의 개발정책을 다루고 있다. 연구의 목적은 항만친수공간의 기본이론과 개발실태의 실질적 분석을 토대로 광양항에 항만친수공간을 개발하기 위한 종합적인 정책방향을 계획 ${\cdot}$ 제도적인 시각에서 제시하는 것이다. 본 논문의 주요내용은 항만친수공간의 개념과 유형/외국 항만친수공간의 개발사례/항만친수공간 개발의 문제점/광양항의 항만친수공간화 정책방향 및 결론 등으로 구성되고 있다. 광양항 친수공간의 실제 대상지는 컨테이너항 지구와 묘도지구이다. 컨테이너 항만의 부지에는 이용자 및 시민에게 쾌적한 공간을 제공하는 녹지공간의 조성과 함께 친수성 항만공간의 확보가 중요하다. 묘도지구는 해안매립과정에서 소실된 자연생태계를 복원하여 자연친화적인 지속가능한 자연의 이용방안을 마련하며, 이의 일환으로 해양생태공원을 조성한다. 이와 더불어 광양항 친수공간의 개발전략들에는 항만시설의 개방과 홍보활동의 강화, 선항만 개발과 항만재개발시 친수공간확보 의무화, 항만친수공간 확충목적의 관련제도 정비, 항만친수공간 기본계획의 수립, 항만친수공간 지구의 지정, 항만친수공간 관련제도의 정비, 항만친수 행적기관조직의 정비 등으로 제시할 수 있다.