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This study aims to analyze information on vessel traffic between the two Koreas with a probability distribution for each route/vessel type. The study will then conduct an estimate for maritime transport patterns of inter-Korean trade in the future. To analyze the flow of inter-Korean coastal shipping, this study conducted visualization analysis of shipping status between North and South Korea by year, ship type, and port using navigation data of three years from Port Logistics Information System (Port-MIS) sources during 2006 to 2008, which saw the most active exchanges between the two governments. Also, this study analyzes shipping status between the two governments as a probability distribution for each port and provides the prospects for future maritime transport for inter-Korean trade by means of Bayesian Networks and simulation. The results of the analysis are as follows: i) when North-South routes are reopened, the import volume for sand from North Korea will be increased; ii) investment in the modernization of ports in North Korea is required so that shipping companies can generate profit through economies of scale; iii) the number of the operating vessels including container ships between the two governments is expected to increase like when the tensions and conflict on the Korean Peninsula was release, especially between Busan port in South Korea and Nampo port in North Korea; and iv) among container ships, transshipment containers imported and exported through Busan Port will be shipped to North Korea by feeder transportation.

The development of the current European economic area maritime cabotage market occurred when, at a policy level, the European Union forced the opening of its member-states cabotage markets to Community shipowners and extended this openness, in 1997, to the european free trade area countries. A two-tier cabotage market emerged, where a European economic area legislative framework co-exists with the legislative acts of each member-state. With such a unique background, this paper aims to investigate both the European economic area member-states and the rest of the world cabotage regimes and identify a list of reasons and policy measures used to implement cabotage policies.

By means of a desk research methodological approach, this paper analyses, from a geographical perspective, different countries’ cabotage policies and classifies them, and identifies in a systematically way a set of reasons and policy instruments that support each of chosen policies approach.

The outcome indicates that only a few countries promote free liberalised cabotage services and that most countries favour protectionist cabotage policies, whose governments can control the number of foreign vessels participating in these trades. Cabotage regimes have been categorised and the reasons behind both policies and respective policy instruments have been identified.

Quite often, researchers only focus on the cabotage policies of the European economic area countries, the USA, Australia, Japan and South Korea. This paper value rests on its ability to incorporate cabotage policies from other African, Asian and Latin American countries and to update existing information on the subject. Overall, this paper paves the way to broaden the cabotage knowledge.

In the 21^st Century, a region 's growth and prosperity will depend upon its intermodal transportation infrastructure and its ability to efficiently move goods, materials, and people within the system whether it be from origin to destination; from supplier to customer through the various levels of the supply-chain; or from point to point within the system. Planning for the future focuses on improving a region 's intermodal transportation system efficiencies and infrastructure, its connection to other economies, and on the development of logistics institutions and facilities.

With China 's rapidly developing economy and society, record numbers of new modern facilities such as airports, ports, highways, logistics parks and warehouses are being built. Along with this, companies have made extensive investments in information technologies and software to support the tremendous growth that has taken place in the logistics industry. The development and improvement of China's historic inland water transport system is essential to their continued future growth and prosperity. In Korea, past and present National Governments have emphasized the importance of developing a North East Asian Logistics and Business Hub in their region and have worked on strategies, which include water transport, as part of an important national agenda to that end.

This article looks at how trade flows in the Yangtze and Yellow Sea Regions and between China and South Korea might be enhanced by application of improved shipping methods in marine commerce that will promote economic growth in the region. The application of logistics practices and use of barges is explored for the movement of containers on inland and coastal waterways as well as in short sea shipping which could greatly facilitate the region 's situation with respect to future economic growth.

It is well known that within an economic region, shippers’ practice of logistics is shaped significantly by various factors, such as transportation regulation. The precise purpose of this paper is to describe these factors and their influence on logistics practice in the New Zealand context. Discusses the various modes of domestic freight transport, as well as the deregulation and privatization of the transportation sector of the New Zealand economy. Also examines international shipping and airfreight in the context of New Zealand’s foreign trade. Identifies three sets of contextual factors (structural, regulatory, and developmental) that, in the New Zealand situation, shape shippers’ practice of freight logistics.

The case looks at the Sethusamudram Shipping Canal Project from its inception in the year 1860 to 2012 when the Pachauri Committee was about to submit a report on the latest canal alignment (4A) as suggested by the Supreme Court. It takes the reader through a series of developments starting from the initial proposals and alignments to formation of Sethusamudram Corporation Limited and highlights the impact of National Environmental Engineering Research Institute Report, Tsunami Detailed Project Report, and Subramaniam Swamy Report on various issues including environmental, political, religious, security and legal. The case brings out multi-dimensional aspects involved in an Indian infrastructure project and gives both students and the faculty an opportunity to explore the complexities faced by the Indian decision makers in today's context.

The growth of China’s economy during the 1990s has both shaped and reflected changes in the span and function of the country’s shipping connections both within Asia and with the rest of the world. Although sea-land developments within China have been studied, less attention has been paid to the wider global implications stemming from the transformation of the country’s maritime geography during a decade of further market reforms and greater integration into the world economy. Consequently, there is a need to comprehend how China’s state-owned shipping industry has been reorganized during the 1990s to meet the new requirements, with special reference to the country’s liner shipping connections between and within Asia respectively. More purposely, these topics are addressed by examining changes in the organization, approach and set of connections of the state-owned China Ocean Shipping (Group) Company (Cosco) and its post-1993 offshoot COSCO Container Lines Company Ltd (Coscon). This review provides a springboard for a detailed analysis of shifts in both extra- and intra-Asian shipping patterns between 1990 and 2000 and consideration of their strategic implications. Finally, short-sea shipping is defined and the phenomenon’s operational strengths and weaknesses discussed.

The attributes of services can be categorised as service quality and service preference. While studies have addressed the importance of service quality, shippers’ service preference and its relationship to perceived value and purchase intentions remain unexplored. Therefore, the purpose of this study is to propose a causal model in the context of short sea shipping services to investigate the influence of purchase intention through the shipper’s service preference and perceived value.

Structural equation modelling is applied to assess the empirical strength of the relationships in the proposed model. The model is validated through empirical testing by taking samples from shippers in Taiwan.

The results show that service attributes, namely, timing related, pricing related, warehousing, sales, door-to-door, information and advertising, positively affect shippers’ service preference. Service preference significantly affects customer perceived value as well as purchase intentions. Moreover, perceived value strongly affects purchase intentions.

Matching between the product offered and the diversified customer need is key to the business operation’s success. This study suggests that carriers should position themselves to both self-competence and market values.

Offering an empirical study of the rush to promote a new technology of its time, which is a significant phenomenon in its own right, the paper's purpose is to offer a reminder that new technologies often generate speculative and unstable business conditions.

The paper uses Henry English's A Complete View of the Joint Stock Companies Formed during the Years 1824 and 1825 to identify companies (n=70), and follows up cases with record and archive study.

The development of steamship services was an important push of transportation and communication technology. The establishment of steam shipping services in coastal waters and near country trade is an analogy of later technologies such as the telegraph, telephone and latterly computer‐mediated digital communication over the internet with global reach. Unlike the canal and railway manias the outcome was minimal.

As in the Dotcom boom of the early 2000s the study highlights the dangers of speculative business ventures (over‐ambitious promotion and fraud) which lacked a strong link to markets, the pull of significant demand and were weak in terms of business acumen and organization.

As a piece of original business historical research it is not only the findings which are of value, but the paper represents an exemplar of the continued use of archival and record material and information resources to support scholarly activity. Historians of today who wish to study the emerging digital economy may yet encounter problems in an ability to draw on bodies of contemporary evidence. The current issues of digital archiving and digital curation are only just beginning to be appreciated.

The purpose of this paper is to attempt to explore the relative importance of the physical and interactive elements of service on overall satisfaction, particularly when these elements are moderated by the point‐of‐view of repeat and new customers. Evidence is drawn from the transport sector industry.

The data for this study come from 388 ferry passengers. Regression analysis was used to test the influence of each parameter and SEM employed to assess the moderating effects of repeat patronage on satisfaction.

The results suggest that the physical elements of the service are of greater importance in determining customer evaluations on overall satisfaction than interactive features of service. The results also suggest that these effects are not just direct but also moderated by the repeat use of the service. Finally, both elements are very good predictors of overall satisfaction.

As results are obtained from only one industry, generalisations should be drawn with care.

The presumption of managers when looking at satisfaction as the primary, even sole, gauge of customer loyalty appears to be erroneous. The consequence is potential misallocations of resources due to myopic focus on customers' satisfaction increase. The findings suggest that attention should be given to increasing the loyalty of passengers/customers.

This study suggests a moderating role for repeat and new customers in the satisfaction‐loyalty relationship and implies that to maximise investments in service improvements based on a focus on increasing physical satisfaction rather than seeking to develop an interactive “delight” to the customer.

Distress signalling according to generally accepted methods and codes has always been the main reason for human survival in sea disasters. Examines the origin of this type of communication and its connection to natural senses and channels together with the alphabets, codes and special distress signals used at sea. Reviews the evolution and transformation of the old channels through the introduction of electronic communication, and the opening of some entirely new channels. Compares the different distress channels and makes some proposals concerning new distress signals.