• Journal of Korea Port Economic Association
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• v.23 no.2
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• pp.87-107
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• 2007

A rapid growth of interregional trade between China and Korea requires new development and expansion of ports. Currently, there is no rail-ferry system between China and Korea, however, a rapid growth of car-ferry industry shows possibilities. Several candidate cities and regions in East part of China and West part of Korea are selected. We identified times in clearance and station-to-station services as major benefits. We compared three transport modes including candidate cities and regions: container ships, car-ferry and rail-ferry. We used AHP (Analytic Hierarchy Process) as an evaluation method to select most competitive rail-ferry routes between two countries. We also used 7-point Likert scales to find out bottlenecks and factors to introduce rail-ferry services as other questionnaires. As a result, Rail Ferry System(RFS) is a little expensive due to wagon loading efficiency in cargo hold of the ship compared to Car Ferry System or Liner Shipping System. But RFS is recommendable in case of Block Train transport between Korea and EU area by may of TCR and TSR comparing Car Ferry System, because it can reduce total transport cost and connecting procedure at border lines of passing countries.

• Proceedings of the KSR Conference
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• 2001.10a
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• pp.54-61
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• 2001

The purpose of this study is establishing effective multimodal logistics structure in northeast Asia. For this end, the interface between transport modes, construction method of rail-ferry transport system, system operation and implementation strategies by step were studied. Rail-ferry system have a competition over present transportation system in international cargo trade market between Korea and China. And, the operation of rail-ferry transportation system between Korea and China is meaningful project in the point of providing various choices to clients. Korea and China should have agreements in trade, customs duties, ports in the next year for the success of this project.

• Journal of Navigation and Port Research
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• v.36 no.8
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• pp.683-689
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• 2012

The logistics industry is growing rapidly with China's economic development in recent years. Particularly, the intermodal freight system is becoming the main issue to reduce the logistic costs under the situation that the quantity of cargo transported between Korea and China is continuously increasing. Shift from road transportation to eco-friendly modes such as rail and coastwise shipping is also increasing. The present study suggests technical aspects related to the implementation of intermodal transport system centered on train ferries between two countries with already employed Chinese infrastructure into consideration. Technical assessment of intermodal train ferry system entails not only the vessels but supporting facilities and technologies as well. Port and rail facilities and operating skills for efficient modal shifting, and their standardization is indispensible to the realization of an intermodal train ferry system between the two countries.

• Proceedings of the KSR Conference
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• 2003.10b
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• pp.305-310
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• 2003

This study is intended to outline the lessons that can be learned from European experience of the opportunities and challenges involved in operating train ferries to carry freight. The study considers the various train ferry routes that have operated over recent years in Europe, examines their characteristics, and then proceeds to evaluate the economic viability of train ferries in general. On the basis of this analysis, we have attempted to outline the conditions that appear to be required under which Train Ferries may be competitive. This study shows that long crossing train ferries in Europe have survived where the adjacent railway systems handle a significant volume of domestic traffic and do themselves playa serious role in the transport industry. There is no reason to suppose railway wagons cannot be carried economically over long distances. Experience in Western Europe is that they are best operated as mixed road trailer and rail wagon services. Only the lower deck need carry railway wagons, which greatly simplifies loading and the physical construction of the ship. Existing road based ro-ro ferries can be adapted to become rail ferries. It is, however, essential that there is commercial clarity as to the responsibility for ensuring the overall service is viable. To that end, the ferry company is responsible for marketing the service and managing relationships between the two railway authorities.

• Journal of Korea Port Economic Association
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• v.23 no.1
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• pp.61-73
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• 2007

Creating more efficient and effective intermodal transportation service in Northeast range is a critical issue because of more increased trade volume & demand for intermodal service in the world market and geographical barriers associated with goods transportation, especially in Korea, China and Japan. This study examines the possibility of Rail-ferry introduction and possible route in Northest area which can provide each country mutual economical and logistical satisfaction. But, this study requires more empirical and concrete examination based on the cost & benefit analysis.

• Journal of Navigation and Port Research
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• v.34 no.3
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• pp.257-265
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• 2010

This research aims to grasp ripple effect of land space by assuming the linkage of transcontinental railway, asian highway, rail ferry and undersea tunnel. The result of research was drawn positively. But all region don't have same result. Pacific Yellow Sea of Chnia has better route on the present sea transport. The other region has better route on changing network. This research has some academic significants as a research start in an unexplored field and basic research for following research. Also, Academic contribution is in attempt to analyze effect size, change of effect and contribution of balance development by linkage of ultra infra structure and gives political proposals for related research development.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.225-233
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• 2006

Creating more efficient and effective intermodal transportation service in Northeast range is a critical issue because of more increased trade volume & demand for intermodal service in the world market and geographical barriers associated with goods transportation, especially in Korea, China and Japan. This study examines the possibility of Rail-ferry in Northest area which can provide each countries mutual economical and logistical satisfaction.

• Proceedings of the KSR Conference
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• 1999.05a
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• pp.41-51
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• 1999

Trade between Korea and China was 372million dollars accounting for 1.56% of total in 1988 and has been increased to 23,689 million dollars occupying 7% in 1997, which implies 32.2% increase on average per year. This trend will continue dramatically and consistently as China's open policy toward the world accelerates and korean companies advance into chinese market. The main trade routes are with marine transportation between korean west sea area and chinese San-Dong peninsula around east sea. However, due to the increasing traffic congestion on main roads connecting harbors and main consumer cities and capacity problem in west sea harbor areas, the logistics cost have been increased resulting in losing competitiveness of freight trade. Therefore, these road-oriented inland transportation means need to be changed to rail transport system to reduce congestion and to conserve natural environment. To achieve this scheme, efficient intermodal transportation system connecting road and rail should be constructed. These combined system will ensure timely delivery of goods and consequently the customers would make proper transportation schedule for the import/export goods in advance. Especially, combined transportation of Railroad and train ferry would cope with the logistics problem and this system would be efficient means for trade with not only China but further with many adjacent countries in central asia such as Kazakhstan and Uzbekistan

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.389-396
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• 2010

After analyzing network of the region of western sea, which is the center of Circle Yellow-Sea economic region, and Circle Bo-Hai and the delta of a long river economic region, which are belong to three major economic region of China, as an efficient strategy, rail & sea multi-transport system of Korea-China joint SOC strategy is suggested. Rail & Sea multi-transport system, which is the links of railroads and shipping transport, can be subdivided into train-ferry, which is the transport of loaded trains into a vessel, and transshipment, which is transshipment of containers from railroads to vessels. And, the way of railroads transport through a tunnel under the sea is also suggested.

• 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.