17 research outputs found

    Trade in Northeast Asia: Why do Trade Costs Matter?

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    Trade costs are often cited as an important determinant of the volume of trade. This paper provides enough evidences to ascertain that todayโ€™s trade issues in Northeast Asia go beyond the traditional mechanisms of tariffs, and include โ€œbehind-the-borderโ€ issues. By estimating a modified gravity equation, controlling for endogeneity and remoteness, we find that variations in transaction costs along with trade infrastructure facilities have significant influence on regional trade flows in Northeast Asia. On average, 10 percent saving in transaction costs increases imports by about 5 percent in Northeast Asia. This paper concludes that when tariffs tend to become low in Northeast Asia, the economies in this region could potentially benefit substantially from higher trade provided trade costs are well controlled.trade costs, transaction costs, infrastructure, regional trade, tariff

    Requirements for the development of a competitive Logistics Hub based on Northeast Asia studies

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    The main purpose of this study is to explore the concept of a logistics hub, identify key factors and milestones for its development, and give some recommendations and implications to developing countries in South America. To attract capitals and cargo, and to improve business logistic activities, developing a scheme called logistics hub can be consider as a general aim of this study. The terms Free Trade Zone (FTZ), Special Economic Zone (SEZ), within other necessary variables for the implementation of a hub area will be discussed. Ideas of South Korea, Japan and China, competitors in Northeast Asia (NEA) to be Logistics hub are going to be described. Important mega logistics hub as Singapore or Hong Kong for Southeast Asia, Rotterdam or Lyon for Europe or Jabel Ali in Dubai are just some examples of the idea for successful mega hub area. This successful city ports have develop its position as gateways to its regions on the basis of its excellent infrastructure and quality of services. In the new โ€œglobalโ€ environment the world is still facing steps of regional integrationKorea, Japan and China have under its priority policies the development of a logistics hub visioning to be the central area of the region. The winner will achieve micro economic and macroeconomic prosperity with developments in port, IT, R&D within other activities. After reviewing cases in this region, five factors came up as key determinants for the success implementation of a hub project: 1. Logistics services support and infrastructure. 2. Business environment. 3. Economic determinants. 4. Political support and 5. Access to international markets. These are going to be analyzed together with its different variables. Different governments of developing countries including South America should evaluate the challenge and milestones of the projects in Northeast Asia. National and local governments should start thinking in being central areas of their blocs or of different countries among the future Free Trade Area or the Americas in the economic integration scheme. South America region has big amount of natural resources and it is still โ€œvirginโ€ in the development of different activities. From a logistic perspective, South America markets are ripe for innovation and integration to develop competitive supply chain activities. The result of this study can be used as research material for project developers and governments of developing and also developed regions. Key words: Logistics hub, Special Economic Zone, Free Trade Zone, Foreign Direct Investments, Regional Integration, Distribution Centers, Clusters, Competitiveness, Relaibility, Multimodalism, IT, Logistics Service Providers, Business Operations, Political Support, Fiscal policies.the countries that becomes hub in their specific region will achieve socio-economic benefits. In Northeast Asia1. INTRODUCTION 1 2. LITERATURE REVIEW 3 2.1 Logistics centers 3 2.2 Foreign Direct Investments (FDI) 6 2.3 Port activity 8 2.4 Air port activity 9 2.5 Multimode transport activity 11 3. NORTH EAST ASIA EXPERIENCE 15 3.1 The economic and logistic environment of the Northeast Asia 15 3.2 Logistics demand in North East Asia (NEA) 16 3.3 Logistics infrastructure systems in Northeast Asia and trends 17 3.3.1 Maritime transport 17 3.3.2 Air transportation 18 3.3.3 Rail and Road transportation 19 3.4 Korea, China and Japan situation. 20 3.4.1 Republic of Korea 20 3.4.2 Republic of China 26 3.4.3 Japan 30 4. RESEARCH DESIGN 34 4.1 Selection of the research topic 34 4.2 Scheme to develop trade: 35 a) The Logistics hub (LH) 35 b) The Special Economic Zone (SEZ) and Free Trade Zones(FTZ) 35 c) Special Economic Zones (SEZ) and Logistics hub (LH) 36 4.3 Research instrument 36 4.4 Sample design 37 5. EMPIRICAL RESULT 39 5.1 Descriptive analysis of data. 39 5.2 Correlation analysis 41 5.3 Factor analysis 43 5.4 Regression analysis 45 5.4.1 Factors of Importance in the Building of an integrated Hub 45 5.4.2 Regression Model 46 5.4.3 One-Way analysis and t-test. 50 5.5 Interpretations of results. 55 6. RECOMMENDATIONS AND IMPLICATIONS TO DEVELOPING REGIONS 57 6.1 Situation in Latin America 57 6.2 Foreign Direct Investments (FDI) 58 6.3 Policy Recommendations for Attracting Center 60 7. CONCLUSIONS AND RECOMMENDATIONS FOR FUTURE RESEARCHES 63 BIBLIOGHAPHY 6

    Focusing on the case analysis of advanced smart ports

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    ํ•™์œ„๋…ผ๋ฌธ(์„์‚ฌ) -- ์„œ์šธ๋Œ€ํ•™๊ต๋Œ€ํ•™์› : ํ–‰์ •๋Œ€ํ•™์› ๊ธ€๋กœ๋ฒŒํ–‰์ •์ „๊ณต, 2023. 2. Lee, Soo-young.๋ณธ ์—ฐ๊ตฌ์—์„œ๋Š” ์ตœ๊ทผ ๊ฐ๊ด‘๋ฐ›๊ณ  ์žˆ๋Š” ์Šค๋งˆํŠธ ํ•ญ๋งŒ์˜ ๊ฐœ๋…๊ณผ ํ•ญ๋งŒ ๊ฒฝ์Ÿ๋ ฅ๊ณผ์˜ ๊ด€๊ณ„๋ฅผ ๊ณ ์ฐฐํ•ด ๋ณด๊ณ , ์„ ์ง„ ์Šค๋งˆํŠธ ํ•ญ๋งŒ์— ๋Œ€ํ•œ ๋‹ค๊ฐ์ ์ธ ๋ถ„์„์„ ํ†ตํ•ด ์šฐ๋ฆฌ๋‚˜๋ผ ์Šค๋งˆํŠธ ํ•ญ๋งŒ ๋ฐœ์ „ ๋ฐฉํ–ฅ์— ๋Œ€ํ•œ ์‹œ์‚ฌ์ ์„ ๋„์ถœํ•˜๊ณ ์ž ํ•˜์˜€๋‹ค. ์ด๋ฅผ ์œ„ํ•ด A. Molavi ์™ธ์˜ ์—ฐ๊ตฌ์—์„œ ํ™•๋ฆฝ๋œ ์Šค๋งˆํŠธ ํ•ญ๋งŒ ํ‰๊ฐ€ ์ฒ™๋„์˜ 4๊ฐ€์ง€ ์ธก๋ฉด, ์šด์˜์ธก๋ฉด(Operation), ํ™˜๊ฒฝ์ธก๋ฉด(Environment), ์—๋„ˆ์ง€ ์ธก๋ฉด(Energy), ๊ทธ๋ฆฌ๊ณ  ์•ˆ์ „๊ณผ ๋ณด์•ˆ ์ธก๋ฉด(Safety & Security)์˜ ๋ถ„์„ํ‹€์„ ํ™œ์šฉํ•˜์—ฌ ์Šค๋งˆํŠธ ํ•ญ๋งŒ ๊ฐœ๋ฐœ๊ณผ ๋ฐœ์ „์— ๊ฐ€์žฅ ์•ž์„  ๋„ค๋œ๋ž€๋“œ์˜ ๋กœํ…Œ๋ฅด๋‹ด ํ•ญ๋งŒ๊ณผ ๋…์ผ์˜ ํ•จ๋ถ€๋ฅดํฌ ํ•ญ๋งŒ์˜ ์ •์ฑ… ๋ถ„์„์„ ์‹œ๋„ํ•˜์˜€๋‹ค. A. Molavi ์™ธ์˜ ์—ฐ๊ตฌ๋Š” ์ธก์ • ๊ฐ€๋Šฅํ•œ ์Šค๋งˆํŠธํ™” ์ง€์ˆ˜๋ฅผ ๋ฐœ์ „์‹œ์ผœ ๊ฐ ํ•ญ๋งŒ์˜ ์Šค๋งˆํŠธํ™” ์ •๋„๋ฅผ ๊ฐ€๋Š ํ•˜๊ณ  ์žฅ๋‹จ์ ์„ ํŒŒ์•…ํ•  ์ˆ˜ ์žˆ๊ฒŒ ํ•˜๊ธฐ ์œ„ํ•œ ์ทจ์ง€์—์„œ ๊ฐœ๋ฐœ๋˜์—ˆ๋‹ค. ํ•˜์ง€๋งŒ ๋ณธ ์—ฐ๊ตฌ์—์„œ๋Š” ์Šค๋งˆํŠธ ํ•ญ๋งŒ์˜ ํ‰๊ฐ€ ์ฒ™๋„๋ฅผ ํ™œ์šฉํ•˜๋˜ ์งˆ์ ์ธ ๋ถ„์„์œผ๋กœ ์ ‘๊ทผํ•˜์—ฌ ์ •์ฑ… ํ™œ์šฉ ์ธก๋ฉด์—์„œ ์œ ์šฉํ•œ ์‹œ์‚ฌ์ ์„ ๋„์ถœํ•˜๋Š”๋ฐ ๋ชฉ์ ์„ ๋‘์—ˆ๋‹ค. ๋˜ํ•œ ๋™์ผํ•œ ํ‹€์„ ํ™œ์šฉํ•˜์—ฌ ํ˜„์žฌ ๋ถ€์‚ฐ ์ปจํ…Œ์ด๋„ˆ ํ„ฐ๋ฏธ๋„์˜ ์Šค๋งˆํŠธ ํ•ญ๋งŒ ๋ฐœ์ „ ๊ณ„ํš์„ ๋ถ„์„ํ•˜๊ณ  ๋ฐœ์ „๋ฐฉํ–ฅ ์„ค์ •์— ๋„์›€์„ ์ฃผ๊ณ ์ž ํ•˜์˜€๋‹ค. ์šฐ์„  ์šด์˜ ์ธก๋ฉด์—์„œ ์„ ์ง„ ์Šค๋งˆํŠธ ํ•ญ๋งŒ๋“ค์€ ํ•ญ๋งŒ ๋‚ด ํ•˜์—ญ ์ „ ๊ณผ์ •์˜ ์™„์ „ ์ž๋™ํ™”๋ฅผ ๋‹ฌ์„ฑํ•˜์˜€๊ณ , ์ด์— ๊ทธ์น˜์ง€ ์•Š๊ณ  ํ•ญ๋งŒ ๋‚ด ๋ชจ๋“  ๊ณผ์ •์„ 4์ฐจ ์‚ฐ์—…ํ˜๋ช…์˜ ์ฒจ๋‹จ ๊ธฐ์ˆ ๋“ค์„ ํ™œ์šฉํ•˜์—ฌ ๋ฌด์ธํ™”์™€ ํšจ์œจํ™”๋ฅผ ์ถ”๊ตฌํ•˜์˜€๋‹ค. ์ด ๊ณผ์ •์—์„œ A.I, IoT, ๋ธ”๋ก์ฒด์ธ ๋“ฑ 4์ฐจ ์‚ฐ์—…ํ˜๋ช…์˜ ํ•ต์‹ฌ ๊ธฐ์ˆ ๋“ค์„ ์ ๊ทน ํ™œ์šฉํ•˜์—ฌ ํ•ญ๋งŒ์˜ ์ „์ฒด์ ์ธ ๋ชจ์Šต์„ ๋ณ€ํ™”์‹œ์ผœ ๊ฐ€๊ณ  ์žˆ์œผ๋ฉฐ, ๋น„์šฉ์ ˆ๊ฐ๊ณผ ์ƒ์‚ฐ์„ฑ ์ฆ๋Œ€ ๋“ฑ ์ง์ ‘์ ์ธ ํšจ๊ณผ๋ฟ๋งŒ ์•„๋‹ˆ๋ผ ๊ธ€๋กœ๋ฒŒ ๋ฌผ๋ฅ˜์˜ ํ•ต์‹ฌ ๊ตฌ์‹ฌ์ ์œผ๋กœ์จ ์Šค๋งˆํŠธ ํ•ญ๋งŒ์˜ ๊ฐ€๋Šฅ์„ฑ์„ ๋ฐœ์ „์‹œ์ผœ ๋‚˜๊ฐ€๊ณ  ์žˆ๋‹ค. ์ด๋ฅผ ํ†ตํ•ด ํ•ญ๋งŒ ๊ฒฝ์Ÿ๋ ฅ ํ–ฅ์ƒ์€ ๋ฌผ๋ก  ๋ฌผ๋ฅ˜ ํฌํ„ธ๋กœ์จ์˜ ์ง€์œ„๋ฅผ ์„ ์ ํ•˜๊ธฐ ์œ„ํ•œ ๊ฒฝ์Ÿ๋„ ์‹ฌํ™”๋˜๊ณ  ์žˆ๋‹ค. ํ™˜๊ฒฝ ์ธก๋ฉด์—์„œ๋Š” ์นœํ™˜๊ฒฝ ํ•ญ๋งŒ์— ๋Œ€ํ•œ ๊ด€์‹ฌ์ด ์ฆ๋Œ€๋˜๊ณ  ์žˆ๋‹ค. ํ•ญ๋งŒ์€ ๋” ์ด์ƒ ๋„์‹œ์™€ ๋ถ„๋ฆฌ๋˜์–ด ์กด์žฌํ•˜๋Š” ๋…๋ฆฝ๋œ ์˜์—ญ์ด ์•„๋‹Œ, ์ธ์ ‘ ๋„์‹œ ์ฃผ๋ฏผ๋“ค๊ณผ ์ƒํ˜ธ ์˜ํ–ฅ์„ ์ฃผ๊ณ ๋ฐ›์œผ๋ฉฐ ๋ฐœ์ „ํ•˜๋Š” ํ˜ธํ˜œ์ ์ธ ๊ด€๊ณ„๋ฅผ ๊ตฌ์ถ•ํ•ด์•ผ ํ•œ๋‹ค๋Š”๋ฐ ๊ณต๊ฐ๋Œ€๊ฐ€ ํ˜•์„ฑ๋˜๊ณ  ์žˆ๋‹ค. ์ด๋ฅผ ์œ„ํ•ด ๊ทธ๋™์•ˆ ํ•ญ๋งŒ ํ™œ๋™์„ ํ†ตํ•ด ์•ผ๊ธฐ๋˜์—ˆ๋˜ ํ™˜๊ฒฝ ์˜ค์—ผ ๋ฌธ์ œ๋ฅผ ์ค„์ด๊ณ  ์ง€์—ญ์‚ฌํšŒ์— ๊ธฐ์—ฌํ•˜๊ธฐ ์œ„ํ•œ ๋…ธ๋ ฅ๋“ค์ด ํ™œ๋ฐœํžˆ ์ง„ํ–‰๋˜๊ณ  ์žˆ๋‹ค. ์ „๋ ฅ์— ๊ธฐ๋ฐ˜ํ•œ ์นœํ™˜๊ฒฝ ํ•˜์—ญ์žฅ๋น„๋กœ ๋Œ€์ฒดํ•˜๊ณ , ์„ ๋ฐ•์˜ ์—ฐ๋ฃŒ๋ฅผ ์นœํ™˜๊ฒฝ ์—ฐ๋ฃŒ๋กœ ์ „ํ™˜ํ•˜๋Š” ๋…ธ๋ ฅ์ด ์ง„ํ–‰ ์ค‘์ด๋‹ค. ํ•ญ๋งŒ ๋‚ด ์œ ํœด๋ถ€์ง€๋ฅผ ํ™œ์šฉํ•ด ์‹ ์žฌ์ƒ์—๋„ˆ์ง€๋ฅผ ๋ฐœ์ „ํ•˜๊ณ  ์ธ๊ทผ ์ง€์—ญ์— ๊ณต๊ธ‰ํ•˜๋Š” ๋ฐฉ์•ˆ๊ณผ, ํ•ญ๋งŒ์˜ ํ™˜๊ฒฝ ๋ฌธ์ œ๋ฅผ IoT ๊ธฐ์ˆ ์„ ํ™œ์šฉํ•˜์—ฌ ์‹ค์‹œ๊ฐ„์œผ๋กœ ๊ฐ์‹œํ•˜๊ณ  ๊ณต์œ ํ•˜๋Š” ์‹œ์Šคํ…œ์„ ๊ตฌ์ถ•ํ•˜์—ฌ ํ•ญ๋งŒ์˜ ์ง€์† ๊ฐ€๋Šฅํ•œ ๋ฐœ์ „์„ ์˜๋„ํ•˜๋ฉฐ ํƒ„์†Œ ์ค‘๋ฆฝ ์‚ฌํšŒ๋กœ์˜ ์ง„์ „์— ์ค‘์š”ํ•œ ์—ญํ• ์„ ์ž์ฒ˜ํ•˜๊ณ  ์žˆ๋‹ค. ์—๋„ˆ์ง€ ์ธก๋ฉด์—์„œ๋Š” ์Šค๋งˆํŠธ ํ•ญ๋งŒ์ด ๋ฏธ๋ž˜ ์ˆ˜์†Œ ์‚ฌํšŒ์˜ ํ•ต์‹ฌ ๊ณต๊ธ‰ ๊ธฐ์ง€๊ฐ€ ๋  ์ „๋ง์ด๋‹ค. ํ•ด์ƒ ๋ฌผ๋ฅ˜์™€ ์œก์ƒ ๋ฌผ๋ฅ˜๊ฐ€ ๊ฒฐํ•ฉ๋˜๋Š” ๊ธฐ๋Šฅ์  ์ด์ ์„ ํ™œ์šฉํ•˜์—ฌ ์ˆ˜์†Œ์˜ ์ƒ์‚ฐ๊ณผ ์ €์žฅ, ๋ถ„๋ฐฐ ๋“ฑ ์ˆ˜์†Œ ๊ฒฝ์ œ์˜ ํ•ต์‹ฌ ์ธํ”„๋ผ๋ฅผ ํ•ญ๋งŒ ๋‚ด ๊ตฌ์ถ•ํ•˜๊ณ  ํ•ญ๋งŒ ๊ธฐ๋Šฅ๊ณผ์˜ ๊ฒฐํ•ฉ์„ ์‹œ๋„ํ•˜๊ณ  ์žˆ๋‹ค. ์ด๋ฅผ ์œ„ํ•ด ์„ ์ง„ ํ•ญ๋งŒ๋“ค์€ ๋Œ€๊ทœ๋ชจ ํŒŒ์ดํ”„ ๋ผ์ธ์„ ๊ฑด์„คํ•˜๋Š” ํ”„๋กœ์ ํŠธ๋“ค์„ ์ง„ํ–‰ํ•˜๋ฉฐ ๋ฏธ๋ž˜๋ฅผ ์ค€๋น„ํ•˜๊ณ  ์žˆ๋‹ค. ์•ˆ์ „๊ณผ ๋ณด์•ˆ ์ธก๋ฉด์—์„œ๋Š” ํ•ญ๋งŒ์ด ์ฒจ๋‹จ ๊ธฐ์ˆ  ํ™œ์šฉ์˜ ๊ฒฝ์—ฐ์žฅ์ด ๋˜๊ณ  ์žˆ๋‹ค. ํ•ญ๊ณต ๋ฐ ํ•ด์ƒ, ์ˆ˜์ค‘ ๋“œ๋ก  ๋“ฑ ์ฒจ๋‹จ ์žฅ๋น„๋“ค์„ ํ™œ์šฉํ•˜์—ฌ ๋“œ๋„“์€ ํ•ญ๋งŒ์„ ๊ฐ€์ƒ ํ˜„์‹ค์„ธ๊ณ„์ธ ํŠธ์œˆ ํƒ€์›Œ์— ์ด์‹ํ•˜๊ณ  ์ธ๊ณต์ง€๋Šฅ์— ์˜ํ•œ ์‹ค์‹œ๊ฐ„ ๊ด€๋ฆฌ ๊ฐ๋…์ด ๊ฐ€๋Šฅํ•œ ์‹œ์Šคํ…œ์ด ๊ตฌ์ถ•๋˜๊ณ  ์žˆ๋‹ค. ํ•ญ๋งŒ ๋‚ด ํ•˜์—ญ์ž‘์—…์˜ ๋ฌด์ธํ™”๋Š” ์•ˆ์ „์‚ฌ๊ณ ์˜ ์œ„ํ—˜์„ ํš๊ธฐ์ ์œผ๋กœ ์ค„์ผ ์ˆ˜ ์žˆ์„ ๋ฟ๋งŒ ์•„๋‹ˆ๋ผ, ์‚ฌ๊ฐ ์ง€๋Œ€๊ฐ€ ์—†๋Š” ๊ด€๋ฆฌ ๊ฐ๋…๋„ ๊ฐ€๋Šฅํ•ด์ ธ ํ•ญ๋งŒ ๋‚ด ์žฌ๋‚œ์‚ฌ๊ณ ์™€ ๋ฐ€์ž…๊ตญ ๋“ฑ์˜ ๋ฌธ์ œ๋ฅผ ๊ทผ๋ณธ์ ์œผ๋กœ ๋ณ€ํ™”์‹œํ‚ฌ ๊ฒƒ์œผ๋กœ ๊ธฐ๋Œ€๋˜๊ณ  ์žˆ๋‹ค. ํ•˜์ง€๋งŒ ์„ ์ง„ ์Šค๋งˆํŠธ ํ•ญ๋งŒ์—์„œ ์ถ”๊ตฌํ•˜๋Š” ๊ทผ๋ณธ์ ์ธ ๋ฐฉํ–ฅ์€ ์„ธ๊ณ„ ๋ฌผ๋ฅ˜์˜ ํ•ต์‹ฌ ํฌํ„ธ์„ ๊ตฌ์ถ•ํ•˜๋Š” ๊ฒƒ์ด๋ฉฐ ์ด๋ฅผ ์œ„ํ•ด ํ•ญ๋งŒ์˜ ์—ญํ• ์€ ๊ธฐ์กด์˜ ์ง€์—ญ์ ์ธ ํ•œ๊ณ„๋ฅผ ๋„˜์–ด ๊ธฐ๋Šฅ์ ์œผ๋กœ ๊ทธ๋ฆฌ๊ณ  ๋ฌผ๋ฆฌ์ ์œผ๋กœ ํŒฝ์ฐฝํ•˜๊ณ  ์žˆ๋‹ค. ์šฐ๋ฆฌ๋‚˜๋ผ์˜ ๊ฒฝ์šฐ ์ผ์ฐ์ด ์ž๋™ํ™” ํ•ญ๋งŒ์˜ ๋ฐœ์ „์„ ์‹œ์ž‘ํ•œ ์œ ๋Ÿฝ ํ•ญ๋งŒ์€ ๋ฌผ๋ก  ์ธ๊ทผ ์ค‘๊ตญ๊ณผ ์‹ฑ๊ฐ€ํฌ๋ฅด์˜ ์ž๋™ํ™” ํ•ญ๋งŒ๊ณผ ๋น„๊ตํ•ด๋„ ๋’ค์ณ์ง€๊ณ  ์žˆ๋Š” ๊ฒƒ์ด ํ˜„์‹ค์ด๋‹ค. ์ด๋ฅผ ๋งŒํšŒํ•˜๊ธฐ ์œ„ํ•ด ์ค‘์•™ ์ •๋ถ€ ์ฐจ์›์—์„œ ์Šค๋งˆํŠธ ํ•ด์ƒ๋ฌผ๋ฅ˜์ฒด๊ณ„ ๊ตฌ์ถ• ์ „๋žต์„ ์ˆ˜๋ฆฝํ•˜๊ณ  2030๋…„ ์Šค๋งˆํŠธ ํ•ญ๋งŒ์˜ ๋ณธ๊ฒฉ์ ์ธ ์šด์˜์„ ๊ณ„ํšํ•˜๊ณ  ์žˆ๋‹ค. ํ•˜์ง€๋งŒ ๋ณธ ๊ณ„ํš์€ ์ „๋ฐ˜์ ์ธ ๋ฌผ๋ฅ˜ ๊ธฐ๋Šฅ ์ค‘ ํ•˜์œ„ ์š”์†Œ๋กœ ์Šค๋งˆํŠธ ํ•ญ๋งŒ์„ ์ธ์‹ํ•˜๊ณ  ์žˆ์œผ๋ฉฐ, ์ด๋Š” ์Šค๋งˆํŠธ ํ•ญ๋งŒ์„ ์ž๋™ํ™” ํ•ญ๋งŒ์ด๋ผ๋Š” ์ข์€ ์ธก๋ฉด์—์„œ๋งŒ ๋ฐ”๋ผ๋ณด๊ณ  ์žˆ๋Š” ๊ฒƒ์œผ๋กœ, ํ•ญ๋งŒ์˜ ๋ฏธ๋ž˜ ์ž ์žฌ๋ ฅ์— ๋Œ€ํ•œ ์„ ์ง„ ํ•ญ๋งŒ๋“ค์˜ ์ธ์‹๊ณผ๋Š” ํฐ ์ฐจ์ด๊ฐ€ ์žˆ๋‹ค๊ณ  ํ•˜๊ฒ ๋‹ค. ๋˜ํ•œ ์Šค๋งˆํŠธ ํ•ญ๋งŒ์˜ ๋ฐœ์ „ ๊ณผ์ •์—์„œ ๋ฏผ๊ฐ„ ๊ธฐ์—…๊ณผ ํ•ญ๋งŒ ์ดํ•ด๊ด€๊ณ„์ž๋“ค์ด ์ ๊ทน์ ์œผ๋กœ ์ฐธ์—ฌํ•˜๊ณ  ํ˜‘๋ ฅํ•˜์—ฌ ์Šค๋งˆํŠธ ํ•ญ๋งŒ์˜ ๋ชจ์Šต์„ ๊ทธ๋ ค๊ฐ€๋Š” ์„ ์ง„ ํ•ญ๋งŒ๊ณผ๋Š” ๋‹ฌ๋ฆฌ ์šฐ๋ฆฌ๋‚˜๋ผ์˜ ๊ฒฝ์šฐ ์—ฌ์ „ํžˆ ์ •๋ถ€ ์ฃผ๋„ ๋ฐœ์ „ ๋ฐฉ์‹์„ ๊ณ ์ˆ˜ํ•˜๊ณ  ์žˆ์œผ๋ฉฐ, ๊ฐ€์žฅ ์ฃผ๋„์ ์ธ ์—ญํ• ์„ ํ•ด์•ผ ํ•  ํ•ญ๋งŒ ๊ณต์‚ฌ๋“ค์˜ ์—ญํ• ์ด ๋ฏธ๋ฏธํ•œ ๊ฒƒ์€ ํ•œ๊ณ„๋ผ๊ณ  ํ•˜๊ฒ ๋‹ค. ๊ทธ๋ฆฌ๊ณ  ํ–ฅํ›„ ํƒ„์†Œ ์ค‘๋ฆฝ ์‚ฌํšŒ๋กœ์˜ ์ดํ–‰์˜๋ฌด ๋“ฑ ํ™˜๊ฒฝ์ ์ธ ๋ฌธ์ œ์™€ ์นœํ™˜๊ฒฝ ์—๋„ˆ์ง€๋กœ์˜ ์ „ํ™˜์ด ์ค‘์š”์‹œ๋˜๊ณ  ์žˆ๋Š” ์‹œ์ ์—์„œ ์ด์— ๋Œ€ํ•œ ๊ทผ๋ณธ์ ์ธ ์ „ํ™˜๊ณ„ํš์ด๋‚˜ ํ•ญ๋งŒ์˜ ์ƒˆ๋กœ์šด ์—ญํ• ์— ๋Œ€ํ•œ ๊ณ ๋ฏผ์ด ๋ถ€์กฑํ•œ ๊ฒƒ๋„ ๋น„๊ต ์—ฐ๊ตฌ๋ฅผ ํ†ตํ•ด ๋„์ถœํ•  ์ˆ˜ ์žˆ์—ˆ๋‹ค. ์œ ๋Ÿฝ์˜ ํ•ญ๋งŒ๋“ค๊ณผ๋Š” ๋‹ฌ๋ฆฌ ์ˆ˜์†Œ ๊ฒฝ์ œ๋กœ์˜ ์ดํ–‰์— ์žˆ์–ด ํ•ญ๋งŒ์˜ ํ•ต์‹ฌ์  ์—ญํ• ์ด ๋น ์ ธ ์žˆ๋‹ค๋Š” ๊ฒƒ์€ ์Šค๋งˆํŠธ ํ•ญ๋งŒ์— ๋Œ€ํ•œ ์ธ์‹ ๋ถ€์กฑ์—์„œ ๋น„๋กฏ๋œ ๊ฒƒ์œผ๋กœ ๋ณด์ด๋ฉฐ ์ด์— ๋Œ€ํ•œ ์ •์ฑ…์  ๊ฐœ์„ ์ด ํ•„์š”ํ•œ ๊ฒƒ์œผ๋กœ ๋ณด์ธ๋‹ค.This study examines the relationship between the concept of smart ports and port competitiveness, which have recently been in the spotlight, and attempts to derive implications for Korea's smart port development direction through various analysis of advanced smart ports. To this end, this research attempted to analyze the policies of Rotterdam Port in the Netherlands and Hamburg Port in Germany, which are most advanced in smart port development and development, using the analysis framework of four smart port evaluation measures established in A. Molavi et al. In terms of operation, advanced smart ports achieved complete automation of the entire loading and unloading process in the port, and not only this, but all processes in the port were pursued for unmanned and efficient use of the advanced technologies of the 4th Industrial Revolution. In terms of the environment, interest in eco-friendly ports is increasing. There is a consensus that ports should no longer be independent areas that exist separately from cities, but should establish reciprocal relationships that interact and develop with residents of neighboring cities. In terms of energy, smart ports are expected to become a key supply base for the future hydrogen society. Taking advantage of the functional advantages of combining marine logistics and land logistics, the core infrastructure of the hydrogen economy, such as hydrogen production, storage, and distribution, is built in ports and attempted to combine them with port functions. In terms of safety and security, ports are becoming a competition for the use of advanced technology. Using high-tech equipment such as aviation, sea, and underwater drones, a system that allows real-time management and supervision by artificial intelligence is being established by transplanting a wide port into a virtual reality twin tower. In the case of Korea, the reality is that it is lagging behind not only European ports that started the development of automated ports early but also automated ports in neighboring China and Singapore. To make up for this, the central government has established a "smart maritime logistics system construction strategy" and plans to operate smart ports in earnest in 2030. However, this plan recognizes smart ports as a sub-factor of the overall logistics function, which only looks at smart ports in the narrow aspect of automated ports, which is very different from advanced ports' perceptions of the future potential of ports. In addition, unlike advanced ports in which private companies and port stakeholders actively participate and cooperate in the development of smart ports, Korea still adheres to the government-led development method, and the role of port authorities to play the most leading role is insignificant. In addition, at a time when environmental problems such as the obligation to transition to a carbon-neutral society in the future and the transition to eco-friendly energy are becoming important, this comparative study was able to derive the lack of concern about the fundamental transition plan or the new role of ports. Unlike ports in Europe, the absence of a key role in the transition to a hydrogen economy seems to stem from a lack of awareness of smart ports, and policy improvements are needed.Chapter 1. Introduction ๏ผ‘ 1.1. Study Background ๏ผ‘ 1.2. Scope and Method of Study ๏ผ’ Chapter 2. Theoretical Discussions and Prior Study Reviews ๏ผ” 2.1. Theoretical discussion of smart ports ๏ผ” 2.1.1. Significance of Ports ๏ผ” 2.1.2. Development of Ports ๏ผ• 2.1.3. Prior Study of Smart Ports ๏ผ– 2.1.4. Smart Port Index (SPI) ๏ผ™ 2.2. Theoretical discussion of port competitiveness ๏ผ‘๏ผ‘ 2.2.1 The Concept of Port Competitiveness ๏ผ‘๏ผ‘ 2.2.2. A Prior Study on Port Competitiveness ๏ผ‘๏ผ“ 2.2.3. Port Competitiveness and Performance Evaluation ๏ผ‘๏ผ• 2.3. The relationship between smart ports and port competitiveness ๏ผ‘๏ผ— 2.3.1. Smart Port Components and Port Competitiveness ๏ผ‘๏ผ— 2.3.2. Trends in Smart Port Development ๏ผ’๏ผ“ 2.4. Results of previous study review ๏ผ’๏ผ— 3.1. Analysis Targets and Data ๏ผ’๏ผ˜ 3.2. Analytical Model ๏ผ’๏ผ™ Chapter 3. Case Analysis ๏ผ“๏ผ’ 3.1. Port of Rotterdam (Netherlands) ๏ผ“๏ผ’ 3.1.1. Background and Status of Smart Port Introduction ๏ผ“๏ผ’ 3.1.2. Operational Aspects of Smart Port ๏ผ“๏ผ” 3.1.3. Environmental Aspects of Smart Port ๏ผ“๏ผ— 3.1.4. Energy Aspects of Smart Port ๏ผ“๏ผ™ 3.1.5. Safety and Security Aspects of Smart Port ๏ผ”๏ผ‘ 3.1.6. Implications ๏ผ”๏ผ“ 3.2. Port of Hamburg (Germany) ๏ผ”๏ผ• 3.2.1. Background and Status of Smart Port Introduction ๏ผ”๏ผ• 3.2.2. Operational Aspects of Smart Port ๏ผ”๏ผ˜ 3.2.3. Environmental Aspects of Smart Port ๏ผ•๏ผ‘ 3.2.4. Energy Aspects of Smart Port ๏ผ•๏ผ“ 3.2.5. Safety and Security Aspects of Smart Port ๏ผ•๏ผ• 3.2.5. Implications ๏ผ•๏ผ– 3.3. Port of Busan (S.Korea) ๏ผ•๏ผ˜ 3.3.1. Background and Status of Smart Port Introduction ๏ผ•๏ผ˜ 3.3.2. Operational Aspects of Smart Port ๏ผ–๏ผ 3.3.3. Environmental Aspects of Smart Port ๏ผ–๏ผ’ 3.3.4. Energy Aspects of Smart Port ๏ผ–๏ผ“ 3.3.5. Safety and Security Aspects of Smart Port ๏ผ–๏ผ” Chapter 4. Conclusion ๏ผ–๏ผ– 4.1. Results of Research ๏ผ–๏ผ– 4.2. Policy Implications ๏ผ—๏ผ 4.3. Limitations of Research ๏ผ—๏ผ” Bibliography ๏ผ—๏ผ– Abstract in Korean ๏ผ˜๏ผ’์„

    Research on port logistics and customs clearance at Shanghai Port

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    The importance of national trade logistics performance on export in African countries

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    Bilateral trade asymmetries: a case study of Switzerland : why is there an important lack of accuracy in trade data?

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    The accuracy of international trade data can be rather questionable as in some cases large asymmetries in bilateral trade statistics result. Bilateral trade asymmetries are also referred to as mirror discrepancies and occur when the declared value of a country's imports does not correspond to the value of exports declared by its trading partner. Such mirror discrepancies are problematic because they jeopardize the quality of international merchandise trade statistics (IMTS) and thus lead to misreported bilateral deficits or surpluses, which in turn can motivate policy-makers to adopt ill-considered economic decisions. In order to improve the overall quality of IMTS, it is of utmost importance to understand the various factors that lead to mirror discrepancies

    WTO and e-commerce diffusion in developing countries : the case of China's coastal urban area

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    The increasing use of Internet and the potential of e-commerce give rise to important policy issues relating to both national economic policy and multilateral rules of international trade. Motivated by the argument that the liberalization commitments made at the World Trade Organization (WTO) may have a major impact on the e-commerce development, this research aims to investigate the relationship between WTO commitments and e-commerce diffusion in developing countries by using Chinaโ€™s coastal urban area as a case study. Taking critical realism as the underlying philosophy, the research develops two process models to answer the research questions. The model at the lower level focuses on the single process of how the WTO commitments can affect an individual infrastructural sector related to e-commerce. It was developed by analyzing the four most important e-commerce input sectors: telecommunications, banking, logistics and express delivery, and information technology (IT). The model at the higher level is a network combining the processes at the lower level, examining the overall effects of WTO commitments on e-commerce diffusion. Nine propositions were made from the higher-level model. Conclusions are drawn from outcomes in verifying these propositions. The WTO commitments are found to have indirect effects on liberalization in telecommunications, banking, and logistics and express delivery services. Improvements in these sectors have made information infrastructure and commercial services less important barriers to e-commerce than other issues. In addition, the WTO commitments have directly boosted Chinese enterprisesโ€™ interest in e-commerce adoption and positively affected the taxation policy on e-commerce. All these have positively influenced e-commerce diffusion in China, while the effects of the WTO commitments on IT product imports, computer and related services, intellectual property rights (IPRs) protection, and educational services have not been evident. This research is the first study to use a specific case to examine the WTO rules in the context of e-commerce diffusion. It has implications for both research and practice. First, by examining the interactions between the external pressure from multilateral agreements and internal forces of domestic institutions, the research investigates the actual process of how the impacts of the WTO rules can be materialized. Second, the thesis confirms the argument that while the socio-economic challenges to e-commerce are difficult to surmount, the path to reducing regulatory barriers is clearer and the benefits quicker to observe. Government action is critical to removing these impediments to electronic commerce

    Privatization of Airport Authority and Mass Transit Railway Corporation after 1997.

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    by Ng Wai-Hung and Tong Chung-Yan = ๅณๅ‰้ดป, ๅ”้ Œๆฉ.Thesis (M.B.A.)--Chinese University of Hong Kong, 1996.Includes bibliographical references (leaves 181-187).by Ng Wai-Hung and Tong Chung-Yan = Wu Weihong, Tang Song'en.ACKNOWLEDGMENT --- p.iiABSTRACT --- p.iiiTABLE OF CONTENTS --- p.vLIST OF APPENDICES --- p.viiCHAPTERChapter I. --- INTRODUCTION --- p.1Chapter II. --- METHODOLOGY --- p.3Chapter III. --- LITERATURE REVIEW --- p.5Modes and Definitions --- p.5Motives and Objectives --- p.8The Issue Of Ownership --- p.12Objections --- p.15Case Study --- p.17British Airport Authority --- p.17The Albany County Airport --- p.23Los Angeles Airport --- p.25British Rail Privatization --- p.28Other Railway Privatization Examples in Europe --- p.35Railway Development and Operational Strategies in China --- p.37Privatization and Private Financing Examples in China --- p.45Private Financing Examples in Hong Kong - BOT --- p.52Kowloon-Canton Railway Corporation --- p.55Hospital Authority --- p.60Critical Success Factors --- p.64Chapter IV. --- SITUATIONAL ANALYSIS --- p.66Airport Authority --- p.66Background --- p.66Economical --- p.68Corporate Culture --- p.68Corporate Structure --- p.69Decision Making Process --- p.70Human Resources Policy --- p.70Potential for Efficiency Gain - Benchmarking --- p.71Competition --- p.74Profit Potential --- p.77Funding --- p.78Social --- p.80Aircraft Operators --- p.80Retailers --- p.81Airport Users --- p.82Authority Staff --- p.82The Public --- p.83Political --- p.84Summary --- p.88The Mass Transit Railway Corporation --- p.90Background --- p.91Introduction --- p.91Corporate Objectives --- p.93Economical --- p.94Corporate Structure --- p.94Management and ownership --- p.94Operating Organization --- p.96Customer Satisfaction --- p.98Market Analysis --- p.99Market Competition --- p.104Financial Conditions --- p.107Operational Performance --- p.119Social --- p.121Fare Policy --- p.121Employee Compensation --- p.125Political --- p.127The Local Government --- p.127China's Influences --- p.128Summary --- p.131MTRC Operating Railway and the Lantau and Airport Railway --- p.131MTRC New Extensions --- p.135Conclusions --- p.136Chapter V. --- RECOMMENDATIONS --- p.138Airport Authority --- p.138Short-term --- p.138Long-term --- p.139The Mass Transit Railway Corporation --- p.142Short-Term --- p.142Long-Term --- p.142Contingency Plan --- p.147APPENDIX --- p.152BIBLIOGRAPHY --- p.18

    Robust global supply chain planning under uncertainty

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    The New World Economy presents business organizations with some special challenges that they have never met before, when they manage their activities in the global supply chain network. Business managers find that traditional managerial approaches, techniques and principles are no longer effective in dealing with these challenges. This dissertation is a study of how to solve new problems emerging in the global supply chain network. Three main issues identified in the global supply chain network are: production loading problems for global manufacturing, logistics problems for global road transport and container loading problems for global air transport. These problems involve a higher level of uncertainty and risk. Three types of dual-response strategies have been developed to hedge the uncertainty and short lead time in the above three problems. These strategies are: a dual-response production loading strategy for global manufacturing, a dual-response logistics strategy for global road transport and a dual-response container loading strategy for global air transport. In order to implement these strategies, the two-stage stochastic recourse programming models have been formulated. The computational results show that the two-stage stochastic recourse models have an advantage in comparison to the corresponding deterministic models for the three issues. However, the two-stage stochastic recourse models lack the ability of handling risk, which is particularly important in today's highly-competitive environment. We thus develop a robust optimization framework for dealing with uncertainty and risk. The robust optimization framework consists of a robust optimization model with solution robustness, a robust optimisation model with model robustness and a robust optimization model with trade-off between solution robustness and model robustness. Each type of the robust optimization models represents a different measure of performance in terms of risk and cost. A series of experiments demonstrate that the robust optimization models can create a global supply chain planning system with more flexibility, reliability, agility, responsiveness and lower risk

    A risk based approach in order to improve trade facilitation and enhance its customs enforcement.

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    Thesis (MBA)-University of KwaZulu-Natal, Durban, 2004.The World Customs Organisation (WCO) predicted that the 21st century will bring with it major challenges. The former Commissioner of the United States Customs, Raymond, W, Kelly also remarked in the symposium for the America's 2000, a common dilemma for customs will be how to manage the "exploding volumes", of trade with declining or static resources. Globalisation has brought with it an influx of international trade. Production facilities being spread over different continents creating one virtual market place. This has brought about the need for increased Trade facilitation. Customs being the major role player in the supply chain process needs to provide efficient and effective release of cargo while at the same time ensure that it eradicates smuggling and protects its fiscal base. This responsibility that customs authorities are placed in makes it impossible to conduct high levels of physical interventions, as a result this has created a need for the use of a more strategic tool. The Risk Management Model is such a tool which if used effectively can provide value to Customs as well as the client's, it serves
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