• Journal of Korea Port Economic Association
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• 제24권4호
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• pp.139-152
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• 2008

China's rapid growth of economy and developing logistics facilities such as sea and air ports can give the good effects to increase the trade and logistics cargo volumes within Pan Yellow Sea Economic Bloc which consists of Korea, China, Japan and Russia. These phenomenon also stimulate the development of the West Coastal Integrated Belt in South Korea. In the past 20th century, South Korea's advanced and developed areas were located on the Kyeong-Bu Axis, the straight line of Seoul and Busan. However, due to the china's effect, this axis is moving into the West Coast area between Incheon (Seoul) and Mokpo, which is closely located to China. In this aspect, sea ports located in West Coast of Korea have shown the steep increase in container and non-container cargo volumes. With regard to the changing environments in sea ports, this paper's aim is to investigate the developing potential of Gunsan (Saemangum) area located on mid of West Coast. As results, targeted area have shown the potential in terms of port network, supply chain management and transferring location for container cargoes. Moreover, for implementing the suitable roles, construction of New Saemangun port, closely located in Gunsan port, is needed to overcome the limitations of Gunsan port.

• International Commerce and Information Review
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• 제19권3호
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• pp.3-23
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• 2017

With the globalization of the world economy, international trade networks are expanding beyond geographical proximity, and the expansion of such trade networks is playing a role in promoting globalization. Korea has established itself as a strong FTA for the past 13 years, starting with the Korea-Chile FTA. Successful establishment of a short-term FTA network has shown positive economic effects such as increased trade volume with partner countries and market share in overseas markets. Other countries are also turning to the paradigm of economic development through the formation of a regional economic integration and a bilateral trade agreement network, and it is time to investigate new opportunities through understanding the entire RTA and FTA network. In this study, we analyzed the status of RTA and FTA from the 1960s to 2010s, analyzed network structure and centrality through SNA(social network analysis). The results of the study show that the structure of the FTA network is gradually expanding, and the FTA network, which has been expanding to the center of the early European countries, is changing toward the Asian countries such as Korea, China and Japan. As a result of the analysis of the degree of centrality, Korea was ranked as the top in all the degree of centrality(Degree, Betweenness, Closeness and Eigenvector) indicators for a short period of time and it means that Korea's FTA strategy was evaluated as very successful. This study examines the FTA among the global RTAs, assesses the structure of the FTAs and evaluates Korea's FTA strategies and the FTA network from a network perspective.

• Proceedings of the Korean Association for Survey Research Conference
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• 한국조사연구학회 2003년도 춘계학술발표대회
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• pp.140-160
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• 2003

The purpose of this study is to identify and evaluate the competitiveness of ports in ASEAN(Association of Southeast Asian Nations), which plays a leading role in basing the hub of international logistics strategies as a countermeasure in changes of international logistics environments. This region represents most severe competition among Mega hub ports in the world in terms of container cargo throughput at the onset of the 21st century. The research method in this study accounted for over lapping between attributes, and introduced the HFP method that can perform mathematical operations. The scope of this study was strictly confined to the ports of ASEAN, which cover the top 100 of 350 container ports that were presented in Containerization International Yearbook 2002 wi th reference to container throughput. The results of this study show Singapore in the number one position. Even compared with major ports in Korea (after getting comparative ratings and applying tile same data and evaluation structure), the number one position still goes to Singapore and then Busan(2) and Manila(2), followed by Port Klang(4), Tanjung Priok(5), Tanjung Perak(6), Bangkok(7), Inchon(8), Laem Chabang(9) and Penang(9). In terms of the main contributions of this study, it is the first empirical study to apply the combined at tributes of detailed and representative attributes into the advanced HFP model which was enhanced by the KJ method to evaluate the port competitiveness in ASEAN. Up-to-now, none have comprehensively conducted researches with sophisticated port methodology that has discussed a variety of changes in port development and terminal transfers of major shipping lines. Moreover, through the comparative evaluation among major ports in Korea and ASEAN, the presentation of comparative competitiveness for Korean ports is a great achievement in this study. In order to reinforce this study, it needs further compensative research, including cost factors which could not be applied to modeling the subject ports by lack of consistently qualified data in ASEAN.

• Journal of Distribution Science
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• 제13권2호
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• pp.63-73
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• 2015

Purpose - Satisfaction with service is evaluated according to customers' subjective judgment. The expected value of customer service and its evaluations depend on the customers' position. The customer recognizes two different forms of service levels. One is satisfaction and the other is dissatisfaction. Customers who are satisfied want to receive the service in future. However, those dissatisfied try to change the service. The service provider tries to improve the service. There are two different service cycles. One is the successful cycle and the other is the failure cycle. This study aimed to empirically determine the effects of the justice and authenticity of service recovery on customer behavioral intention through an integrated approach to cognitive justice and psychological authenticity. Research design, data, and methodology - Based on a literature review, justice of service recovery was categorized into three types: distributive, procedural, and interactive. Then, authenticity was added to obtain four independent variables, along with recovery satisfaction as a parameter. Behavioral intention, as an outcome variable, was divided into the repurchase intention and positive word-of-mouth. The model and hypotheses were created and measurement items were developed. A questionnaire survey of items concerning the service recovery experience at family restaurants was conducted on college students and residents in Gwangju from September 30 to October 31, 2013. A total of 400 copies of the questionnaire were sent out and 385 were returned. Respondents answered questions about the importance of, and satisfaction with service recovery on a 5-point Likert scale. Excluding 174 copies without service failure experiences and 7 inappropriate copies, 204 copies were analyzed using SPSS 21.0 for Windows and AMOS 20.0 to determine the reliability and validity of measurements. The hypotheses were tested through a goodness-of-fit analysis. Results - First, distributive justice positively affected recovery satisfaction. Second, procedural and interactive justice had no impact. Third, authenticity positively affected recovery satisfaction. Fourth, distributive justice had relatively stronger effects on recovery satisfaction than authenticity. Fifth, recovery satisfaction significantly affected repurchase intention and positive word-of-mouth and it proved effective in mediation. Finally, additional analysis was performed for descriptive statistics of the principal variables by various demographic characteristics and significant differences were found in gender, occupation, and so on. Conclusions - This study has academic significance as the fairness and authenticity of service recovery were investigated to reveal the effects on behavior. The findings could be applied to a wide range of service recovery strategies. However, there are some limitations. First, data was collected only from the residents of Gwangju and most respondents were aged 20-30. Future studies should target a wide range of areas and age groups. Second, because the questionnaire used in this study targets only convenience family restaurants, the results of this study cannot be generalized to all services companies. Future research should be done on a wide range of industries such as hotels, airlines, and hospitals, and perform a comparison between sectors.

• Journal of Korea Port Economic Association
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• 제26권1호
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• pp.172-194
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• 2010

External costs emerge as a consequence of negative external effects. The EU commission and national government in Europe made themselves the internalization of external costs and began to make various measures. The traffic sector plays an important role. At the same time, it affects as financial loads to logistics service providers and carriers in Europe. This study examines current development in european logistic market conditions. It describes the reaction of different market players and stakeholders in the logistic value chain in EU, Switzerland and Germany. A portfolio of different strategic answers to the changing market environment is being developed. Therefore, different options for the internalization of external costs are proposed. This study finally derives propositions for future research.

• Journal of Korea Port Economic Association
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• 제24권3호
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• pp.79-99
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• 2008

All the major ports around the world as well as those in Korea have been exploring their own strategies to survive rapidly changing marine transport environment worldwide. In particular, Busan New Port under development still fails to meet expected logistical traffic, although it operates 6 berths. That is why it is necessary to point out current challenges in logistical strategy of Busan New Port for fully dealing with logistical traffic. Therefore, this study can propose the following ways to facilitate logistical traffic of Busan New Port. First, it is necessary to apply equal tariff to incentives given to shipping agent under the associations between existing harbors and Busan New Port. Second, it is required to increase governmental subsidy for truck freight transport. Third, it is demanded to seek possible ways to transport export and import freight and thereby create independent logistical traffic. Fourth, it is necessary to contact shipping agents residing in new ports and establish a logistical program for shipping freights via Europe, Middle East and Russia as well as those by way of North America, Japan, Korea and China, ultimately making sustainable marketing strategy to create a series of continuous transshipment freight, not temporary one. Finally, it is advisable to operate networked logistical programs with small- or medium-sized overseas shipping agents in business association with large-scale overseas shipping agents.

• Korean Journal of Construction Engineering and Management
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• 제12권3호
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• pp.73-82
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• 2011

The term 'green' has become an important way of survival for the construction industry in 21th century in accordance with the emergence of the environmental crisis due to the climatic change. Especially the policy of carbon taxation, planed to be introduced from 2012, is expected to be a considerable burden to the construction industry which has abundant carbon emission during the resource transportation due to the complexity of resources and local distribution of the construction sites. In this regard, this study shows an optimizing strategy for delivery frequency, which downsizes the net distribution costs based on the assumption that, despite of its other advantagements, the frequent small lot mode of JIT delivery would take negative effects due to the increase of costs of transportation and carbon emission once the carbon taxation policy carried out. To simulate the efficiency of the management strategies, the System Dynamics modeling has been used. The results show that the frequent small lot transportation strategy is now always efficient method to these changes, and that the frequency of transportation should be re-determinated according to the extent of the imposition of carbon tax. This study provides the conceptual frame for an efficient management of transportation system of the construction industry, showing necessity of change of the resource transportation systems through analysing JIT deliver system in accordance with the global changes in environmental economy.

• Journal of Korea Port Economic Association
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• 제31권3호
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• pp.15-39
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• 2015

This paper investigates the determinants of port service quality from a resources-based approach. The research model is derived from the relevant literature in port management, service quality, and resource-based theory. It is hypothesized that tangible and intangible resources contribute to port service quality, which in turn leads to the enhancement of reputation and loyalty to ports. To test this, a questionnaire survey is undertaken on three major ports in Korea: Busan, Incheon, and Gwangyang; the collected data are then analyzed using partial least squares. It is suggested that both tangible resources and intangible resources have a positive influence on general service quality and that general service quality has a positive influence on customer satisfaction, thus improving port reputation and loyalty. The contribution to the literature is that resource-based theory is applied to a port service quality model and the model is verified. In addition, an augmented model is adopted to examine the effect of individual resources on service quality. It is also possible for port managers to use the constructs to monitor their resources and develop more specific strategies to gain reputation and loyalty from customers.

• Journal of Distribution Science
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• 제12권6호
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• pp.49-57
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• 2014

Purpose - The world now recognizes environmental disruption as a serious issue when regarding growth-oriented strategies; therefore, environmental preservation issues become pertinent. Consequently, green distribution is continuously emphasized. However, studying the prediction and association of distribution and the environment is insufficient. Most existing studies about green distribution are about its necessity, detailed operation methods, and political suggestions; it is necessary to study the distribution service industry and environmental service industry together, for green distribution. Research design, data, and methodology - ARIMA (auto-regressive moving average model) was used to predict the environmental service and distribution service industries, and the Granger Causality Test based on VAR (vector auto regressive) was used to analyze the causal relationship. This study used 48 quarters of time-series data, from the 4th quarter in 2001 to the 3rd quarter in 2013, about each business type's production index, and used an unchangeable index. The production index about the business type is classified into the current index and the unchangeable index. The unchangeable index divides the current index into deflators to remove fluctuation. Therefore, it is easy to analyze the actual production index. This study used the unchangeable index. Results - The production index of the distribution service industry and the production index of the environmental service industry consider the autocorrelation coefficient and partial autocorrelation coefficient; therefore, ARIMA(0,0,2)(0,1,1)4 and ARIMA(3,1,0)(0,1,1)4 were established as final prediction models, resulting in the gradual improvement in every production index of both types of business. Regarding the distribution service industry's production index, it is predicted that the 4th quarter in 2014 is 114.35, and the 4th quarter in 2015 is 123.48. Moreover, regarding the environmental service industry's production index, it is predicted that the 4th quarter in 2014 is 110.95, and the 4th quarter in 2015 is 111.67. In a causal relationship analysis, the environmental service industry impacts the distribution service industry, but the distribution service industry does not impact the environmental service industry. Conclusions - This study predicted the distribution service industry and environmental service industry with the ARIMA model, and examined the causal relationship between them through the Granger causality test based on the VAR Model. Prediction reveals the seasonality and gradual increase in the two industries. Moreover, the environmental service industry impacts the distribution service industry, but the distribution service industry does not impact the environmental service industry. This study contributed academically by offering base line data needed in the establishment of a future style of management and policy directions for the two industries through the prediction of the distribution service industry and the environmental service industry, and tested a causal relationship between them, which is insufficient in existing studies. The limitations of this study are that deeper considerations of advanced studies are deficient, and the effect of causality between the two types of industries on the actual industry was not established.

• Journal of Korea Port Economic Association
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• 제34권2호
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• pp.1-16
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• 2018

Maritime industry is recognized as a new value-adding and growth engine industry. It provides high value by creating clusters centering on ports. Advanced international ports are also clashing ahead to create clusters, boost profits, and strengthen competitiveness. The Korean government enacted policies for the establishment and upbringing of maritime industrial clusters in 2015. It is very important to understand which maritime industry has a comparative advantage in each region and to establish an integration strategy through maritime industrial clusters. This study analyzes the structure of the maritime industry in the Chungnam province, which is expected to deal with raw materials(mainly oil products), container throughput, and opening of ferry route with China's port. The study analyzed the existing literature on the maritime industry and classified the industry into 5 major categories, 21 sub-categories, and 84 sub-categories in shipping and logistics, shipbuilding, fishery, marine tourism industry, and other industries. Based on the reclassified maritime industry, the structure of the maritime industry in the Chungnam province was analyzed by using location quotient(LQ) and Shift-Share analysis. The study found that the fisheries industry showed the highest value(1.718) in the analysis of LQ, followed by the marine tourism industry(1.092), shipbuilding industry(0.823) and shipping and logistics industry(0.789). The total effect of the maritime industry in Chungnam province was 36,315 and the net growth effect, excluding the national growth effect, was estimated to be 21,321. Based on these results, we classify the maritime industry in the Chungnam province as comparative advantage and comparative disadvantage. The results of this study can be used as basic data for formulating strategies for the construction of the maritime industry cluster in the Chungnam province in the future.