Search results

The Incheon Region has numerous assets that fall within a Pentaport model.' These include the Incheon International Airport, the Port of Incheon, a coastal industrial park, free economic zones, a leisure port, and Songdo new town designed to be the future Silicon Valley of Korea. This paper looks at how Northeast Asia trade flows between China and Korea might be enhanced by application of the Pentaport model in making the Incheon region a North East Asian Hub. It looks also at their trade and logistics systems as well as their water borne commerce. It proposes an integrated transportation system for the Yellow Sea Region being beneficial to the economies of the Northeast Asia. It also stresses that innovative technologies for ships, terminals and cargo handling systems should be introduced to develop a competitive short sea shipping system in the region and cooperation among the regional countries will be essential to achieve the final goal. The potential of methods of container shipping is discussed as it might apply to short sea shipping in the Yellow Sea Region that could greatly facilitate Incheon's situation with respect to the broader region in application of the Pentaport model.

New economic geography theorists, who have revived the importance of local roots and highlighted the significance of cities as a source of international competitiveness, have spurred the global marketing of Incheon. An examination of the new economic geography literature examines the nature of the new localism based on clusters, involving spatial proximity and concentrated face-to-face transaction, agglomeration economies and local knowledge networks. The territorial expression of these ideas is evident in competitive cities and knowledge cities. Both types of cities are embodied in civic attempts to market Incheon as an international city through the development of the international harbor and international airport and a knowledge city at Songdo. As there is no reference to Incheon in the place marketing literature there is a need to market it as Seoul-Incheon and itemize the Capital Region 's key assets and strategic advantages, including logistics and Pentaport - five ports in one - to build a presentation that attracts foreign direct investment and foreign expertise and provokes an energizing debate on the Korean Government's plan to position the country as the hub for international commerce in Northeast Asia. Critics of this place marketing approach designed to make Incheo'} a prosperously middle-class city suggest more evidence is needed before it can be assumed firms locate in cities as a base for export activities to boost their competitiveness. Perhaps there is need to give up the preoccupation with the local focus in cluster analysis and give equal attention to global connections.

In concert with an ambitious national agenda that emphasizes free trade and globalization, lncheon Metropolitan City is taking the first steps toward reinventing itself to become a twenty-first century “Pentaport” with integrated Seaport, Airport, Technoport, Business Port, and Leisure Port components. The lncheon Pentaport transformation-projected to be complete by 2020-will entail significant industrial, sociological, and institutional modification. Leisure Port objectives can be achieved through responsible planning attuned to the ideal of sustainable development and by empirical studies of lncheon tourism and leisure dynamics. International benchmarks of leisure port success are found in Sydney, Australia; Vancouver, Canada; and San Diego, USA, among seven other cosmopolitan cities. Growth estimations for coastal ferry passengers; beach use; recreational vessels and yachts in the lncheon region are encouraging. lncheon Leisure Port development of ten amenity destinations will require equal and multidisciplinary attention to questions of tourism design and tourism impacts. Important issues will concern environmental quality, clean shipping practices, the proper balance of modem and traditional amenities and attractions, trade-offs of cultural homogeneity and cultural diversity, and creative destination branding and marketing, among others.

Using Social Network Analysis (SNA), this paper examines the inter-country airline logistics relationships in East Asia. Based on the flight schedule data, which has been gathered by the authors, the overall features of airline logistics structure and the specific roles of each airport could be more clearly examined.

The main results of this paper are as follows: Beijing has the highest Degree Centrality, but excluding the domestic lines, Incheon has the highest Degree Centrality, which would imply that a relatively high Centrality of logistics for China’s airports is due to the greater number of domestic lines. The focal hub status of Incheon airport is also supported by the fact that Incheon contains the highest Betweenness Centrality.

Secondly, evaluated by the types of brokerage role, Incheon has a remarkably strong role as a liaison, which means Incheon airport functions as a transfer hub between two different regions outside of Korea. However, considering only the to/from China airline links, Hong Kong has the highest score as a liaison. These conflicting results imply that as China’s airline transportation continuously increases, Hong Kong will become a strong rival to Incheon.

Thirdly, in the analysis of Structural Hole which functions the broker and acts as a hub by linking unconnected airports, Incheon has the highest possibilities as a hub airport. However, only considering to/from China airlines, Hong Kong would dominate Incheon.

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.

Lessons are drawn from the experience of the logistics hub at Amsterdam's Schiphol Airport for Korea s Inc he on International Airport. After providing an overview of the air cargo market the key factors underpinning the success of air cargo hubs are outlined. Examples are provided of Schiphol's multi-level strategy that aims at being simultaneously an air transport hub, a multimodal hub, and a logistics hub as a part of the airport city strategy. Consideration needs to be given to how the successful development of an air transport hub depends on the capacity problems at other competing air traffic nodes in the region. With this background, interest is centered upon the prospects of the Incheon International Airport becoming a cargo hub for Japan.

This chapter will examine the interplay among actors who took part in the process of consensus building towards a post-2015 education agenda via different channels of global governance, including both formal and informal channels.

Most of the forums and entities established as part of the global governance structure are composed of representatives from UN or UNESCO member states, civil society organizations (CSOs) and UN agencies. However, each of these categories has diverse constituent groups; representing these groups is not as straightforward a task as the governance structure seems to assume. Therefore, based on interviews and qualitative text analysis, this chapter will introduce major groups of actors and their major issues of concern, decision-making structure, mode of communication and relationship with other actors. Then, based on an understanding of the characteristics of the various channels and actors, it will present the structural issues that arose during the analysis of post-2015 discourse and the educational issues that emerged as the shared concerns of the ‘education community’. While most of the analysis to untangle the nature of discourse relies on qualitative analysis of texts and interviews, the end of this chapter will also demonstrate the trends of discourse in quantitative terms.

What was the post-2015 discourse for the so-called education community, which in itself has an ambiguous and virtual existence? The keywords post-2015 and post-EFA provide us with an opportunity to untangle how shared norms and codes of conduct were shaped at the global scale.

The purpose of this study is to investigate the relationships among abusive supervision, in-role behavior, career commitment and work–life balance.

The data were collected from 310 South Korean company employees using the survey method. To investigate the research hypotheses, structural equation modeling analysis was conducted.

This study found negative effects of abusive supervision on in-role behavior, career commitment and work–life balance. Career commitment and work–life balance has the positive influences on in-role behavior. These results support the research hypotheses.

Although this study empirically confirmed the negative effects of abusive supervision on employees’ attitudes toward their careers, lives and working behavior, the influence of cultural aspects was not considered. This study found mediating effects of work–life balance and career commitment.

This study points out that one leader with abusive supervision can negate all organizational efforts aimed at employees’ well-being because the influence of leaders on employees’ careers, lives and working behavior is very critical.

This paper provides a comprehensive understanding of the relationships between abusive supervision and other related variables from a human resource development perspective.

Global value changes continued to expand until the late 2000s. On the other hand, regional value chains have formed around major regional hubs due to the expansion of domestic demand in emerging economies, such as China, and strengthened trade protectionism since the global financial crisis. Such changes lead to the reorganisation of value chains, focusing on domestic markets (reshoring) or neighbouring countries (nearshoring). In particular, the importance of supply chain risk management has been highlighted following disruptions to the supply network due to the COVID-19 outbreak in December 2019. In this regard, major countries such as the USA and the EU are rapidly shifting to regional value chains for stable and sustainable production, rather than primarily aiming for production efficiency targeted at reducing costs. Industries in particular are more exposed to such supply chain risks under the existing structure and it now has become extremely important for businesses to take reaction to such risks. This is especially important for major industries in a country such as automobile or semiconductor manufacturing industries in South Korea. The aim of this study, therefore, is to establish the basis for the simultaneous growth of ports and linked industries by examining the existing structure of the global value chain for the automotive industry, which has a strong presence in South Korea’s domestic economy. In this regard, this research carries out a supply chain analysis focusing on the imports and exports of automotive parts. It also analyses the current structural risks and suggests risk management measures to secure a stable supply chain.

This article reports on the current state of Common Logistics Center (CLC) adoption in Korea’s industrial complex, identifies the benefits of and barriers of adopting Common Logistics Centers, and provides recommendations for the adoption/expansion of Common Logistics Centers. The author surveyed a cross-sectional of 175 firms in the industry, followed by interviews in an industrial complex in Incheon, Korea. The author founded the benefits and barriers of Common Logistics Centers and the major factors that encourage companies’ participation.