The Dynamic Mechanism of Logistics Networking Industry in Jing-Jin-Ji Region of China in the Context of"Internet +"

Bo Shu,Shan Lu,Haiju Hu 보안공학연구지원센터 2016 International Journal of u- and e- Service, Scienc Vol.9 No.11

With the development of cloud computing, big data, Internet of things, the traditional logistics industry integration of the Internet. It gave birth to a variety of business models and Shared prosperity. It has discovered the dynamic factors of logistics industry in Jing-Jin-Ji region (Beijing, Tianjin and Hebei region) were related to the regional network, industry integration and business innovation, etc. This article, based on the investigation of "the networked logistics industry" in Beijing, Tianjin, Hebei, influence elements of logistics industry,established the model of combination of the dynamics.The model reflected the network in the process of logistics industry,which including four dimensions :the logistics industry benefit, scale of logistics, the logistics demand and logistics network resources, to simulate the trend of the logistics industry network. In addition, It observed the dynamic effect of the four-dimensional one completely changed. It has been found that the influence of scale of logistics efficiency and logistics more network logistics industry in Jing-Jin-Ji. But it is not obvious, the influence of the network resources, the logistics demand of network logistics industry in Jing-Jin-Ji area.

The Correlation between Logistics Industry and Other Industries: An Evaluation of the Empirical Evidence from China

Yinping GAO,Daifang CHANG,Ting FANG,Tian LUO 한국해운물류학회 2018 The Asian journal of shipping and Logistics Vol.34 No.1

As an emerging producer services industry, the logistics industry is the third-largest industry in China. The rapid development of the logistics industry accelerates the optimization and adjustment of the industrial structure, advances the transformation of economic growth, and thus promotes a rapid economic development. It is essential to understand the correlation between the logistics industry and other industries, for the purpose of facilitating other industries by logistics industry. Based on the current status of the logistics industry and the general industrial structure, several concerns about the development of the logistics industry and other industries have been addressed in this paper. A qualitative analysis between the logistics industry and industrial structure has been presented. Furthermore, the development of the logistics industry was quantified with the regional entropy coefficient. A linear regression model of the regional entropy coefficient and other industries data was established to analyze the correlation between logistics and the industrial structure. Then, the gray correlation was analyzed to further verify the correlation degree. The correlation degrees between logistics and industries in Pizhou were (sorted from high to low): primary industry, tertiary industry, and secondary industry. Combining development issues and the obtained correlation, several feasible suggestions are presented that promote the logistics industry on a county scale.

Research on the Impact of Logistics Industry Efficiency and Agglomeration Effect on Import and Export Trade in Korea

Wen-Si Cheng 한국무역학회 2021 Journal of Korea trade Vol.25 No.5

Purpose – The logistics industry is often featured by its location relevance and industrial concentration. Industrial concentration is conducive to the effective transmission of information by reducing transaction costs and improving transaction efficiency, thus promoting the development of trade. The main purpose of this paper is to measure the spatial total factor productivity and location quotient of the logistics industry in Korea, and to study the impact of the logistics industry efficiency and agglomeration effect on import and export trade in Korea. Design/methodology – First, used the spatial stochastic frontier method to measure the spatial total factor productivity of the logistics industry in Korea, this serves as the efficiency index of the logistics industry in various regions of Korea. Second, calculated the location quotient (LQ) of the logistics industry to measure the industry’s concentration degree. Third, employed a spatial econometric model to analyze the impacts of factors such as the efficiency and concentration levels of the logistics industry on import and export trade in Korea. Findings – This study’s main findings can be summarized as follows: this study found that the overall efficiency of the logistics industry in Korea needs to be improved, even though it showed an upward trend in all regions of the country; Moreover, the agglomeration level of Korea’s logistics industry needs to be improved; Finally, the positive spatial correlation and industrial agglomeration effect of Korea s logistics industry had a positive impact on the country’s import and export trade. Originality/value – This study is innovative in terms of research perspective and methods. Most of the previous studies have measured the development level of the logistics industry using the logistics performance index (LPI), Fewer studies have assessed through the spatial total factor productivity and location quotient of the logistics industry in Korea to measure the efficiency index of the logistics industry in various regions of Korea and concentration degree, as well as there was almost no study on the impact of logistics industry efficiency and agglomeration effect on import and export trade in Korea. This study addresses this limitation by analyzing the impacts of the efficiency and agglomeration effect of the logistics industry on import and export trade in Korea.

중국물류산업의 규모, 구조 및 효율문제와 발전 장애요인에 관한 연구

신주식(Ju Shick Shin) 한국경영학회 2005 Korea Business Review Vol.8 No.2

중국 물류산업의 총 생산액은 늘고 있으나 전체 GDP에 대한 비중은 1991년부터 1997년까지의 기간엔 줄어드는 추세를 보이고 있다. 이는 최근 중국의 제조업과 타 서비스업의 성장이 눈부시게 발전한 탓이다. 또한 타 산업에 비해 상대적으로 많은 취업인구를 흡수하고 있고 취업규모도 매년 약간씩 증가하는 편이나 타 서비스업종에서의 차지하는 비중은 점차 감소하는 추세에 있다. 화물 운송 물동량과 화물 운송 물동량/운송거리 모두 증가추세에 있지만 화물 운송 물동량/운송거리의 증가 속도가 운송 물동량 증가속도 보다 빠르다. 이는 장거리 물류와 국제선 물류의 량이 증가하였기 때문이다. 물류 구조에서는 도로물류가 전체 물류의 75.4%를 점유, 대종을 이루고 있으나 물동량/운송거리 면에서는 수상운송 물류의 비중이 높은 편이다. 지역경제의 발전수준과 물류산업의 발전수준은 정비례하는 관계를 형성하고 있으며 취업인구 창출 및 물류효율 창출은 서로 반비례하는 현상을 보이고 있다. 물류산업의 노동효율은 비교적 높은 편에 속하며 물류산업의 임금수준 역시 높은 편에 속한다. 중국 물류산업의 환경적인 장애요인에는 물류설비의 노후화, 물류전문기업의 부족, 물류기초설비의 부족, 물류전문가 부족 및 현대물류에 필요한 지식과 노하우의 부족 등이 있다. 중국 물류산업의 문제점으로는 물류효율의 저하문제와 낮은 수준의 물류 서비스와 물류신용 문제 등을 들 수 있다. 중국 물류산업의 발전을 위해서는 현대물류 개념의 확립, 효율적인 물류시스템의 구축, 물류정보화 네트워크 작업의 추진 등을 꼽을 수 있다. The total output of logistics industry in China is still on the increase, but the ratio of logistics industry against total amount of GDP in China shows decreasing trend from 1991 to 1997. This kind`s of situation has been caused by the comparatively higher growth rate of other manufacturing and service industries, comparing with that of logistics industry, in recent few decades. The logistics industry in China is also making a high contribution in absorbing the jobless into work, and also the scale of absorbing the jobless into work is continuously increasing. However, its ratio against the whole service industries is on the decrease. Both transportation volume and transportation volume/distance are increasing, but the growth rate of transportation volume/distance is much higher than that of transportation volume. This kind of situation might be caused by the speedy growth of long-distance transportation and international transportation in China. From the viewpoints of logistics industry structure, overland transportation commands a majority, recording 75.4% of all kinds of transportation businesses, but from the viewpoints of transportation volume/distance, water transportation stands first. In China, regional economic growth is in direct proportion to the growth of its logistics industry, but logistics efficiency is in inverse proportion to the degree of absorbing the jobless into work. Logistics industry in China belongs to the industry groups that make higher business efficiency and provide high level of wages to its employees. The environmental factors obstructing the development of logistics industry in China include the problems of old-aged transportation equipments, lack of logistics-specialized companies, lack of fundamental transportation equipments, lack of logistics specialists and lack of knowledge and know-how related to modern logistics. The problems with which logistics industry in China have recently faced include the low efficiency of logistics industry itself and low level of logistics service and logistics credit system provided by logistics industry in China etc. In order to develop logistics industry in China, readjustment of the concept of modern logistics, setting-up of efficient logistics system and promotion of logistics information networks are keenly needed.

항만물류산업 분류에 관한 연구

최근배(Choi, keun bae) 한국무역연구원 2010 무역연구 Vol.6 No.3

This study focussed on the classification of port logistics industry. Many earlier studies concerning this field is not conerrned about classification of port logisgtics industry itself, but focussed on the policy making in order to develop the port logistics industry. So such studies individually classfied the port logistics industry according to the objective of each study. Therefore there is no certain and uniform criterion about what is the port logistics industry's boundary so far. Fortunately there is a clear definition about the port logistics in Port Law. So I drawed three essential factors from the Port Law's definition, that is port, cargo, activities(transport, storage, loading and unloading, packing). In order to be included in port logistics industry, each industry have to satisfied three factors. Based upon this definition, I investigate relevant laws and standard industry classification. In the course of investigate, I excluded the industry overlapped between law and law, between law and standard industry classification. After all I choose various industries having something to do with port logistics. I think that central government and local government can support port logistics industry according to policy goals from now on. And port logistics would be develop with land logistics and air logistics harmoniously. This study is the first try to classify the port logistics industry, I think that hereafter many studies about this field may appear. And I hope that this study can activate the study concerning the development of port logistics industry.

몽골 물류산업의 현황과 선진화 방안에 관한 연구

빠뜨자갈(Tserenkhuu Batjargal),길종구(Kil Jong Gu) 한국물류학회 2017 물류학회지 Vol.27 No.1

몽골은 넓은 국토면적과 채산성이 뛰어난 풍부한 지하자원을 보유한 자원부국이고 유라시아를 연결하는 내륙국가로서 유리한 입지여건을 가지고 있다. 특히 광산업은 경제성장의 버팀목으로서 해외투자자들의 많은 관심을 받고 있다. 그러나 주력산업인 광산업을 물류산업과 연계시켜 나가지 못함으로써 경제개발지연과 자원수출의 기회가 단절되고 경제성장의 동력으로서 제 기능을 발휘하지 못하고 있다. 더구나 열악한 물류 인프라는 국내 소비자물가지수에도 악영향을 미치고 있어 몽골은 성장한계에 놓였다. 그러므로 본 연구는 몽골 물류산업의 문제점을 분석하고 물류산업의 선진화 방안에 대해 제시함으로써 물류 인프라와 물류 서비스 개선을 통한 국제적 수준의 물류경쟁력을 확보하고 풍부한 지하자원과 지리적인 이점을 활용한 경제성장과 연계시켜 나가고자 함이다. 먼저 물류산업 및 정책의 문제점으로는 다음과 같다. 불안한 정치상황으로 물류관련 종합정책을 수립하지 못하고 있고 관련법규 및 표준화된 물류 서비스 매뉴얼이 없다. 그리고 물류전담부서와 전문가가 없어 외교능력을 제대로 발휘하지 못하고 예측할 수 없는 제도변경과 공무원의 부패와 후진적 행정 관행을 들 수 있다. 또한 철도⋅도로⋅항공⋅해운 등을 연계한 물류정책이 없고 물류를 통합적으로 관리 할 시스템이 구축되어 있지 않아 투자환경과 물류인프라와 물류서비스가 열악하다는 점 등이다. 그러므로 이러한 문제점을 극복하기 위해 몽골의 물류환경을 개선하고 활성화시켜 풍부한 자원을 국가경제의 성장 동력으로 연계시키기 위한 대안을 요약하면 다음과 같다. 물류관리 체계의 통일과 합리적인 운영을 위해 종합물류정책과 표준화된 법규의 마련, 해외 투자자들의 투자법률 환경 및 각종 규제의 개선, 물류전담부서의 설립 및 물류 전문가 양성, 물류 운송 네트워크 표준화 구축, 무역 및 외교 관계에 적극적이고 개방적인 입장의 견지, 풍부한 광물자원 개발과 함께 인프라 확충 사업을 위한 장기적인 투자 계획을 마련, 내부 역량을 갖춘 물류업종과 전문물류업체의 경쟁 촉진 및 지원 정책 마련, 물류관련 교육 프로그램 개발과 교육기관설립, 그리고 인프라 확충을 통한 물류 네트워크 구축 및 시스템의 첨단화 등이다. 따라서 몽골이 국제물류 경쟁력을 갖춘 물류산업의 선진화를 위해서는 궁극적으로 정부차원의 장기적이고 지속적인 물류산업정책을 마련하고 적극적인 실천의지가 뒤따라야 한다. 그리고 무엇보다 몽골의 물류 발전을 위한 종합정책은 시대적 흐름에 부응한 하드웨어와 소프트웨어를 결합한 사물인터넷(IoT), AI(인공지능) 등과 같은 첨단화된 물류서비스 체계 구축을 목표로 지속적이고 장기적인 투자를 아끼지 않아야 한다. Mongolia has a large national territory and rich underground resources with high payability and also has advantages of an landlocked country connecting to Eurasia. Especially, the mining industry is the pillar of its economic growth and is drawing great attention from foreign investors. However, the failure in connecting the mining industry which is the key industry and the logistics industry delayed the economic development and blocked the opportunity to export resources, preventing the mining industry to function as the driving force for economic growth. Moreover, the underdeveloped logistics industry is negatively influencing domestic consumer price index and is limiting the economic growth of Mongolia. This study suggested plans to advance the logistics industry which would lead to economic growth in connection with abundant underground resources and geographical advantage by analyzing problems in Mongolian logistics industry securing the international level competitiveness in logistics through the improvement of the logistics infrastructure and service. The following is the summary of the problems in the logistics industry and policy and the plans to secure international competitiveness of Mongolia’s logistics industry. First, Mongolia has not established a comprehensive logistics policy due to unstable political situation and has no standardized logistics service manual and has not utilized diplomatic capabilities due to lack of experts and departments exclusively in charge of logistics while the system is changing unexpectedly. The corruption of public officials and backward administrative practice are worsening the problem. Also, Mongolia has poor investment environment and logistics infrastructure and service due to lack of logistics policy connecting railroad, highway, airline, and marine transportation and a system to manage logistics comprehensively. The following summarizes the plans to improve and activate Mongolia’s logistics environment to overcome said problems and use rich resources as the driving force for national economic growth. For the advancement of logistics industry, Mongolia needs to prepare a comprehensive logistics policy and standardized law to integrate and rationally operate the logistics management system, improve investment environment and related laws and regulations for foreign investors, establish logistics exclusive department and foster logistics experts, develop standardized logistics transportation network, hold fast to the positive and open stance toward trade and diplomatic relations, prepare a long-term investment plan to expand the infrastructure alongside the development of abundant mineral resources, promote the competition between logistics businesses with internal competence and professional logistics companies and prepare policies to support them, develop logistics related training programs and establish training institutions, and develop logistics network and advance the system by expanding the infrastructure. Ultimately, the government shall prepare a long-term and coherent policy for the logistics industry with the will to implement the policy systematically in order to advance the logistics industry of Mongolia. Above all, a comprehensive policy for the advancement of Mongolia’s logistics industry shall make a continuous long-term investment in the industry with the aim to develop an advanced logistics service system such as the Internet of Things (IoT) and artificial intelligence (AI) that integrate hardware and software by following the current of the times.

산업연관표를 이용한 해운물류업의 산업간 연계구조 -사회네트워크분석을 중심으로-

변장섭 ( Byeon Jang-seop ) 한국해운물류학회(구 한국해운학회) 2016 해운물류연구 Vol.32 No.3

본 연구는 2010년도 산업연관표를 이용하여, 사회네트워크분석의 관점에서 해운물류업의 산업간 연계구조를 살펴보았다. 특히 산업연관분석의 가상추출법을 이용하여 해운물류업을 국민경제에서 제외하였을 경우 나타나는 전체 산업의 연계구조의 변화를 추정하였다. 분석결과는 다음과 같다, 첫째, 해운물류업은 산업간 연계구조에서 중심적인 역할은 직접적으로 못하고 있고, 특히 수입거래에 의존하고 있어 해외의 수요변화에 취약한 구조를 가지고 있다. 둘째, 해운물류업에 의한 경제적 연계효과가 높은 산업은 석탄 및 석유제품 제조업, 광업, 운수업, 부동산 및 임대업 등 이며, 이러한 산업들은 산업간 연계구조에서도 중심적인 역할을 하고 있다. 따라서 국가의 산업정책상 해운물류업을 육성시키기 위해서는 이러한 산업들과의 연계정책을 우선 고려해야 할 것이다. This study examines the interindustrial linkages of the shipping and logistics industry, focusing on Social Network Analysis (SNA) via input-output tables. Specifically, using the Hypothetical Extraction Method (HEM) for interindustry analysis, this study explores the changes in the interindustrial linkages of entire industries after excluding the shipping and logistics industry from the national economy. The empirical analysis provides the following four results. First, the degree centrality of the shipping and logistics industry is estimated to be low, namely, it does not play a central role in the interindustrial linkages of entire industries. Third, this study utilizes the HEM to estimate the interindustrial linkages of the shipping and logistics industry due to a change in the final demand, and finds that the shipping and logistics industry has many links with other industries, such as transportation (for equipment, rent, and fuel), petroleum and coal product manufacturing, mining and quarrying, and real estate and leasing. Lastly, utilizing the HEM, this study compares the effects with regard to interindustrial linkages before and after excluding the shipping and logistics industry, and finds that the above-mentioned industries experience the largest decrease in their respective prestige centrality. In other words, these industries may be recognized as having the highest linkages with the shipping and logistics industry. In conclusion, the shipping and logistics industry does not play a central role in interindustrial linkages. However, the following industries show high economic linkage effects owing to the shipping and logistics industry, as they play a central role in the interindustrial linkages with this industry: petroleum and coal product manufacturing, mining and quarrying, transportation, and real estate and leasing. Therefore, in order to foster the shipping and logistics industry through national industrial policies, governments must preferentially consider the corresponding linkage policies with these industries. This study estimates the interindustrial linkages of the shipping and logistics industry using input-output tables at the level. However, the features of the shipping and logistics industry for different regions will vary with regard to the regional economies. Therefore, future studies should use regional input-output tables, so as to be able to derive suitable regional-level policy implications for the shipping and logistics industry.

산업연관분석을 통한 물류산업의 경제적 효과에 대한 분석 -중국 물류산업을 중심으로-

전형월,짱신단,배기형 한국물류학회 2022 물류학회지 Vol.32 No.4

The purpose of this study is to make econometric analysis on the economic effects of China’s logistics industry by using the China industry association table, and provide help for the promotion of China’s logistics industry policy in the future. For this reason, 17 industrial fields, including 5 fields of transportation equipment and 12 fields of transportation service industry, are classified as logistics industry in the 2020 industrial association table issued by the China Bureau of statistics in 2022, and the industrial association table of China’s logistics industry for all 28 industries is compiled and analyzed. The analysis results show that, first of all, the production inducement coefficient of China’s logistics industry is 2.7956, and the line cooperation coefficient is 4.6270, indicating that China’s logistics industry is a basic strategic industry supporting the development of national economy. Second, the influence coefficient (backward chain effect) of China’s logistics industry is 1.0466, and the sensitivity coefficient (forward chain effect) is 1.7322, both greater than 1. China’s logistics industry is an intermediate demand manufacturing industry. Third, the final demand of China’s logistics industry is 8382 billion yuan for input into the national economy. The total production induced amount is 626916.8 trillion yuan (38783.5 trillion yuan, 6.2%) and the value-added induced amount is 224227.75 billion yuan (13718.8 trillion yuan, 6.1%) respectively. The income induced amount is 11420.4 trillion yuan (691.34 billion yuan, 6.1%) respectively, The induced amount of production tax is 23469.2 billion yuan (1379.3 trillion yuan, 5.9%) in the logistics industry. Fourth, China’s logistics industry has a total of 30627 labor inducing effects, including 849 direct labor inducing personnel and 29778 indirect labor inducing personnel, showing its role as an employment creating industry. 본 연구의 목적은 중국 산업연관표를 이용하여 중국 물류산업의 경제적 효과를 계량적으로 분석함으로써 향후 중국의 물류산업 정책 추진에 일조하는데 있다. 이를 위해 중국 통계국에서 2022년에 발행한 2020년 산업연관표 153개 부문 중 운송장비 5개분야와 운송서비스산업 12개 총 17개 산업분야를 물류산업으로 분류하여 전체 28개 산업인 중국 물류산업의 산업연관표를 작성, 분석하였다. 분석 결과 우선, 중국 물류산업의 생산유발계수는 열 합계는 2.7956, 행 합계는 4.6270으로 중국 물류산업이 국민경제발전을 뒷받침하는 기초적 전략적 산업임을 알 수 있다. 둘째, 중국 물류산업의 영향력계수(후방연쇄효과)는 1.0466, 감응도계수(전방연쇄효과)는 1.7322로 모두 1보다 커 중국 물류산업은 중간수요적 제조업형이다. 셋째, 중국 물류산업의 최종수요 83,820억위안을 국가 경제에 투입될 경우 총생산유발액은 626,916.8 십억 위안(물류산업 38,783.5 십억 위안, 6.2%),부가가치유발액은224,227.5 십억 위안(물류산업 13,710.8 십억 위안,6.1%), 소득유발액은 114,208.4 십억 위안(물류산업 6,913.4 십억 위안, 6.1%), 생산세 유발액은 총 23,469.2 십억 위안(물류산업 1,379.3십억 위안, 5.9%)으로 나타났다. 넷째, 중국 물류산업의 노동유발효과는 총30,627명으로 이중 직접 노동유발인원은 849명, 간접노동유발인원은 29,778명에 달하여 고용창출형 산업으로의 역할을 하고 있음을 보여주고 있다.

중국 물류산업의 국민경제 기여도 분석

양영미(Yang, Ying-Fei),서신(Su, Chen),장몽택(Zhang, Meng-Ze) 한국물류학회 2020 물류학회지 Vol.30 No.2

본 연구는 중국 통계청이 발표한 산업연관표를 활용하여 중국 물류산업의 국민경제 기여도를 분석함으로써 향후 중국 물류산 업의 발전을 위한 정책적 자료로 활용하는데 목적이 있다. 이러한 목적을 달성하기 위하여 중국 국가 통계청이 2015년 발표한 <2015년 산업연관표 연장표>를 이용하여 기초 분류 42개 산업 중 교통운송, 창고업 및 우편을 물류산업으로 분류하고 물류산업에 대한 경제적 기여도를 분석하였다. 분석 결과는 중국 2015년 물류산업의 생산유발계수 열합계는 2.8734, 행 합계는 4.3510, 감응도 계수는 0.0439, 영향력 계수는 0.0290, 소득유발계수는 0.5162, 생산세 유발계수는 0.0726, 부가가치유발계수는 0.9976, 최종수요 10 억 위안이 발생할 경우 노동유발계수는 총1,105.2명(간접819.1명, 직접286.1명) 등을 보여주고 있다. 분석결과에 따라 본문의 시사 점은 다음과 같다. 첫째, 중국 물류산업은 전반적으로 제조업보다 낮아 물류산업이 아직 성숙되지 못하기 때문에 정부의 적극적인 지원이나 정책적인 우대가 필요하다. 둘째, 중국 물류산업의 전·후방연쇄효과 모두 1보다 작아 최종 수요적 원시 산업형 산업이 기 때문에 기술적 혁명이나 새로운 운영이념 및 모델이 필요하다. 셋째, 물류산업은 자본, 노동시장에 거대한 경제적 파급효과를 유발할 수 있기 때문에 법적인 규정과 제도의 완비와 시장에 대한 감독이 요구된다. 마지막으로 중국의 급속한 경제성장과 함께 제조업과 서비스업의 균형발전을 염두에 두고 선진국의 성공 경험을 벤치마킹해야 한다. The purpose of this study is to identify the status of the logistics industry and the economic ripple effect of investment in the logistics industry by analyzing the economic contribution of the Chinese logistics industry by using the interindustry relations table published by the National Statistical Office of China, and to use it as a policy data for the development of Chinese logistic industry in the future. In order to achieve this purpose, the transportation, warehousing and postal services among 42 basic industries were classified as logistics industries by using <the Extension Tables of Interindustry relations table 2015> announced by the National Statistical Office of China in 2017, and the contribution of Chinese logistics industry to national economy and the economic ripple effect of logistics industry investment were analyzed. The results of the analysis show that the heat sum of the production inducement coefficient of China’s logistics industry in 2015 was 2.8734, and the row total was 4.3510, the sensitivity coefficient was 0.0439, the influence coefficient was 0.0290, the income inducement coefficient was 0.5162, the production tax inducement coefficient was 0.0726, the value-added inducement coefficient was 0.9976, the value-added inducement coefficient was 0.9976, If the final demand of 1 billion occurs, the labor inducement coefficient is 1,105.2 (indirectly 819.1 and direct 286.1). The implications of the text according to the analysis results are as follows. First, the Chinese logistics industry as a whole is lower than the manufacturing industry, so the government’s active support or policy priority is needed because the logistics industry is not yet mature. Second, both the pre- and rear-end linkage effects of China’s logistics industry are smaller than 1, so technical revolution or new operational ideology and model are needed because it is the final demand primitive industrial type industry. Third, the logistics industry is required to complete legal regulations and systems and supervise the market because it can have huge economic ripple effects on capital and labor markets. Finally, with China’s rapid economic growth and balanced development of manufacturing and service industries in mind, the success experience of advanced countries should be benchmarked.

항만물류산업의 지역경제 파급효과 분석 -부산, 인천, 울산을 대상으로-

이민규 ( Min Kyu Lee ),이기열 ( Ki Youl Lee ) 한국해운물류학회(구 한국해운학회) 2016 해운물류연구 Vol.32 No.2

항만물류산업은 수출입 화물의 운송 및 물류활동을 통한 부가가치의 창출 등 항만도시의 지역경제를 구성하는 근간이 되고 있다. 최근의 항만정책은 항만지역산업의 변화를 반영한 항만별 특화 전략을 수립하는 방향으로 추진 중이다. 이러한 배경 하에 본 연구는 2013년 기준 지역산업연관표를 적용하여 주요 지역별 항만물류산업의 경제적 파급효과를 분석하였다. 즉, 생산유발효과, 부가가치유발효과, 취업유발효과뿐만 아니라 부가가치 순이입 측면에서 경제적 파급효과를 정량화하였다. 분석 결과, 울산 항만물류산업의 생산유발효과가 타 지역 항만물류산업과 비교해서 가장 높지만, 타지역 생산유발률이 34.7%에 이르는 것으로 나타났다. 또한 부산과 인천의 경우 항만물류산업이 부가가치 이입 효과가 높은 산업으로 평가되었다. 분석 결과는 지역별 항만물류 클러스터를 구축하고 항만물류산업의 지역 경제적 중요성을 제시하는 데 활용 가능하다. 본 연구는 항만물류분야에 부가가치 순이입 분석을 최초로 도입함으로써 항만물류 연구의 범위를 넓히는 계기가 될 것으로 기대된다. Generally, ports represent a significant national infrastructure to ensure speedy and seamless transportation of import and export cargoes. For instance, 99.7% of the volume of import and export cargoes in Korea has been handled by maritime transportation. The port logistics industry plays a significant role in the regional economic development of Korea by generating added value and employment. As of late, the Korean Ministry of Oceans and Fisheries formulates the port policy for developing specialized ports in harmony with the change of regional industries. Especially, the port logistics industry should be developed with regard to the relationship with regional linked industries. Such situation drives the need for an analysis of the regional economic impacts of the port logistics industry. Thus, this study attempts to explore the regional economic impacts of the port logistics industry using regional input-output (I-O) analysis focused on Busan, Incheon, and Ulsan. We use the original benchmark 2013 regional I-O tables obtained from the Bank of Korea. For port logistics-based analysis, original tables are aggregated into 4-region and 31-sector tables. Specifically, production, value-added, and employment inducing effects, as well as net trade in value-added are intimately presented. The analysis results reveal that the production inducing effects of the regional port logistics industry range from 1.7730 to 1.9783. Given that 65% of induced effects of logistics industry in Ulsan are generated from industries in this location, the industry is likely to be very dependent on industries in other regions. "Port logistics," "petroleum and coal products," "business support services," "electricity, gas, and steam supply," and "wholesale and retail trade" rank high in the sectoral inducing effects of port logistics. With regard to net trade in value-added, port logistics industries in Busan and Incheon generated positive values respectively, but the industry in Ulsan showed the opposite sign. It should be noted that net trade in value-added allows researchers to capture added values transferred during the production process contrary to value-added inducing effects. Analysis results will offer valuable information on the regional economic importance of port logistics industry for building the master development plan on nationwide ports. Especially, net trade in value-added will serve as a new indicator for describing the industrial status of the regional port logistics industry. In addition, this study can be applied to the design of efficient strategies for constructing the regional port logistics clusters. The sectoral linkages in a regional economy can provide the framework for identifying leading industries in the regional economy and for grouping the industries into spatial clusters. In light of academic research, introducing net trade in value-added using I-O analysis to the port logistics field for the first time will significantly contribute to expanding the range of the port logistics research. We expect this study to motivate future research with respect to the economic impacts of port logistics industry.