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The maritime freight transportation industry has played an important role in the Korean economy. The Korean maritime freight transportation industry is faced with a period of transforming it competitively and efficiently in this global age. This paper, therefore, aims to identify the impact of the maritime freight transportation industry in the Korean national economy. Hence, this paper provides policy-makers with accessible and reliable information regarding the role of the Korean maritime freight transportation industry. This study employs input-output (I-O) analysis to examine the role of the maritime freight transportation industry in the national economy for the period 1995-2003, with specific application to Korea. This study pays particular attention to the maritime freight transportation industry by taking the industry as exogenous variable and then investigates its economic impacts. We identify inter-industry linkage effects in 20 sectors, production-inducing effects, added value-inducing effects, and supply-shortage effects of the maritime freight transportation industry.

This paper analyzes the logistics patterns of Korea to elaborate the strategies of Korean Free Economic Zones (FEZs) in relation to Northeast Asian logistics hubs. As the surface transportation of Korea, China and Japan, is cut off by geographical factors and by political border lines, this paper confines the analysis scope to air and maritime transportation.

From the analysis of air and maritime transportation in Northeast Asian region, this paper tries to understand the cargo flow from and to Korean airports and ports by region and by commodity types, and thereby, to identify the main counterpart regions of trade by commodity types and by modes. The policy implications for the development strategy of Korean FEZs (Incheon, Busan, and Gwangyang) are described from those analyses.

The aim of this paper is to show current position of domestic airports and provide an improvement scheme through the comparative analysis of efficiency and social efficiency. We used SBM (Slack Based Measure) for efficiency and undesirable output model that is extended from SBM for social efficiency. In addition, window analysis is used for analyzing the trend of the values. For the scope of this study, we analyzed fourteen airports in Korea from 2004 to 2009. In the models, we considered the length of runway, the number of employees and terminal area as input factors, and the number of passengers, the amount of cargo and the number of flights as desirable outputs and directly controllable CO2 emissions from airports as undesirable output. The results show that all of the efficiencies are higher than the social efficiencies and both of them are decreasing by years. To improve social efficiency in 2009, the average amounts of reduced CO2 emissions which account for 48.3% of the total emissions are required.

Reverse logistics has been seen as a necessary cost of business, but more companies are seeing it as a core strategic activity. Every firm needs to find more efficicient ways of reclaiming, redistributing, and disposing returns. For a fast growing industry, however, it is difficult to focus on structuring internal processes for reverse logistics because its emphasis is always on time to market and growing sales. In order to capture the most updated trend in the field of reverse logistics, this paper describes best practices of reverse logistics in hi-tech industry and identifies barriers in implementing those practices. The focus areas of the benchmarking survey are outsourcing of the logistics function, organization of the logistics function, return management, and sustainability-green issue. Based on the survey results, we provide an insight for capturing these trends and leveraging them as a strategic core competency for this industry.

This paper evaluates and assesses the competitiveness of airports by analyzing the efficiency of those in Northeast Asia. This research implemented Data Envelopment Analysis (DEA) to compare the competitiveness of airport efficiency and Decision Making Unit (DMU), which was selected by the top ranking freight operations among the airports in this region. Due to the lack of previous research with regard to the competitiveness of hub concentrated airports in air cargo volume, the variables have been screened for selection through referential documents and records related to air freight. Finally, aviation freight experts assisted in the final selection of the relevant variables for this research. The result of the analysis show that the larger airports in Northeast Asia are positively correlated with higher efficiency. In contrast, inefficient airports have suffered from over capacity or insufficient input.

The objectives of this paper are to estimate the annual Malmquist TFP(total factor productivity) index of Korea and China’s road freight transport with DEA(data envelope analysis) and to decompose the index into technical efficiency change and technology change. In the process of the estimation, we used labor, capital, and fuel as input factors and ton-km of road freight transport as output factor. The panel data of Korea and China’s road freight transport industry from 1985 to 2004 are used. The results of the analysis show several points. First, there was no significant improvement in China’s TFP growth before 1997, but there was continuous growth in TFP since 1997 because of constantly increasing domestic freight transport demand. Second, there was downward trend in Korea’s TFP, especially there was a large reduction of productivity in 1998 because of the huge reduction of road freight transport demand during the period of the economic crisis. Third, the technology improvements play a significant role in the TFP growth and the technical efficiency had negative effects on the TFP growth of Korea. However, the technology improvements as well as the technical efficiency had positive effects on the TFP growth of China’s road freight transport industry.

The purpose of this paper is to present a new strategic framework of Supply Chain Management (SCM) in the automobile industry. For our purpose, we first had studied about the structure of relationship between supplier and buyer in Korean automobile industry. With this study, we searched for factors which compose a strategy of SCM, and whether or not the companies’ performance that are influenced by specific SCM strategy factors. Of course, our study based on existing researches, especially Cox et al.(1995) and Venkatraman et al.(1992), but the existing researches is differentiated in this paper that is treated several power factors as resource, value, environment and relation. So, results of our paper are what a good strategy of SCM composed by these factors and how to adopt this strategy on global logistics. And our methodology has some using of statistics method by SPSS 14(v) such as factor analysis, reliability analysis, and SEM(Structural Equation Model) with AMOS.

FDI is considered to be a meaningful component for the economic growth of a country. But, it has not been proven clear that the effect of FDI is really beneficial in a host country regardless of the state of the countries. This paper tries to provide an evidence of the effect of FDI in developing country. To do this, we relate industry level value-added to inward and outward FDI stocks in Korea in a production function framework. Especially we divide inward FDI into FDI on the Greenfield projects and FDI for M&A. The results show that the effect of inward FDI as a whole on productivity is not statistically significant, though we can presume that the direction is positive, whereas the effect of outward FDI is strongly negative, and is statistically significant. But the effects of inward FDI by the characteristics of FDI are not differentiated.

This study estimated greenhouse gas emissions from aviation transportation and sought systems that could manage these emissions based on the IPCC guidelines to prepare for greenhouse gas regulations on international airlines. For this purpose, policies to reduce greenhouse gas emissions from aviation transportation were developed based on international agreements and the cases of advanced countries. In addition, marginal abatement costs and greenhouse gas reduction measures were derived for the effective execution of these policies. While estimating greenhouse gas emissions from aviation transportation, it was found that there has been an average increase of 3.9% and 12.9% for domestic and international flights, indicating that it is urgent that we prepare global greenhouse gas regulations. The estimated marginal abatement cost of greenhouse gas from airplanes was approximately. USD 123, and this amount could be used to decide the price of emission rights, the amount of carbon tax, and could be referred to when distributing incentives for voluntary agreements.

The measures to reduce greenhouse gas emissions for aviation transportation were classified into four types: voluntary agreements, international collaboration, greenhouse gas reduction technology and operation process development, and application of emission trading and carbon tax.

With an increasing air cargo demand in the global air cargo transport industry, not only domestic airlines but also foreign carriers are actively investing in the air cargo service sector and trying to provide a differentiated service in order to gain a competitive advantage. There are a variety of service quality models available but most research to date has not found an optimal model for the air cargo service sector.

Using questionnaire data collected from air freight forwarders in Korea with respect to the air cargo service provided by Korean Air, Asiana Airlines, and foreign carriers(JAL or China Eastern), this paper compares four models in measuring the service quality in the air cargo sector and identifies the best model. We then analyze the weakness of each airline’s service operation and make suggestions for improvement.

For demonstration analysis, the survey of domestic air cargo forwarders revealed that Reliability>Responsiveness> Supply ability>Security in important order in air cargo service quality dimension. In the context of this paper, we considered four models-unweighted SERVQUAL, unweighted SERVPERF, weighted SERVQUAL, and weighted SERVPERF–for our investigation into which is the most suitable model in the air cargo service sector with testing of goodness of fit by three criteria. Our results indicate that the most suitable model for the air cargo service sector is the weighted SERVPERF model.