CHINA'S EXTRA-AND INTRA-ASIAN LINER SHIPPING CONNECTIONS, 1990-2000 : Peter J.Rimmer and Claude Comtois

Peter J.Rimmer,Claude Comtois Jungseok Research Institute of International Logis 2005 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.3 No.1

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, there 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.

Integrating the supply chain management system operated by multinational corporations within global logistics

Rimmer, Peter J.,Hamilton, Mary Krome Jungseok Research Institute of International Logis 2008 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.6 No.1

Intersectionist, unionist and relabelling models have largely superseded the subsumption of supply chain management within logistics that formed the basis of the traditionalist model. As there is little congruence between logistics and supply chain management in the emergent intersectionist model, this is eliminated from consideration at the outset. However, an examination of the new unionist and relabelling models, offering differing permutations of the relationship between logistics and supply chain management, suggests that they offer a misleading foundation for examining the costs involved with the dispersal of supply chain activities across the world. The roof problem is the failure to integrate the industrial goods transformation network operated by multinational corporations with the global transport and communications network. Reverting to privileging the global transportation and communications network over the industrial good transformation network in a revamped traditionalist model can overcome this difficulty and open up new research vistas.

Port dynamics since 1965 : Past patterns, current conditions and future directions

Rimmer, Peter J. Jungseok Research Institute of International Logis 2007 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.5 No.1

An examination is made of developments in port dynamics since 1965. Initially, this task is addressed by studying changes in past port patterns using a simple descriptive model to accommodate shifts induced by containerization. Over time these changes have led to the reversal of the concentration and centralization of port activities. Then consideration is given to the behavior of stake holders active in the contemporary port scene by elaborating a bipolar global-local analytical framework through an invocation of th hybrid concepts of glocalization and loglobalization. This analysis leads to an examination of emerging economies to gauge future trends in port dynamics following the dramatic emergence of China. Finally, there is a discussion of the need to go beyond inter-port competition to comprehend global production-distribution networks by exploring synergies between the supply chain and the total transport network to bring out parallels in the hub-and-spoke structure not only underpinning maritime activities but also air transport and telecommunications.

Repercussions of impeding shipping in the Malacca and Singapore Straits

Rimmer, Peter J.,Lee, Paul T.W. Jungseok Research Institute of International Logis 2007 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.5 No.1

As the Malacca and Singapore Straits are part of the shortest route between Europe and Asia any impedance to shipping has serious commercial and strategic repercussions. What would be the consequences to tankers and container shipping if access was restricted or prevented? This issue is addressed by examining the costs of using alternative tanker routes to the Straits and the flow-on consequences of removing a mega-hub port from the container-shipping network. The analysis highlights differences between tanker shipping, where the ship itself is the prime unit of interest, and container shipping, where the door-to-door network is of paramount importance.

Future Northeast Asia Transport and Communications System

Rimmer, Peter J. The Korea Port Economic Association 2001 韓國港灣經濟學會誌 Vol.17 No.2

Korea has been at the forefront of efforts to enhance international cooperation in transport and communications within Northeast Asia. This effort is driven not only by the benefits that could accrue to the Korean Peninsula but also to all nations in the region. Mutual cooperation within Northeast Asia would reduce transport and communications costs and provide the basis for a regional transport and logistics network. Before progress can be made towards an integrated transport and communications system in Northeast Asia, however, there is a need to evaluate its prospects, outline a visionary plan, and detail a preferred strategy. The strategy to develop the Korean Peninsula as the gateway for Northeast Asia should harmonize with the region's common transport (and communications) policy The strategy adopted by South Korea is focused primarily on the development of an improved logistics infrastructure that would be extended to North Korea upon reunification. The seaport and airport developments In Korea will have to be supported by improved access to planned high-speed railways, expressways and freight distribution centers that, in turn, are to be integrated with new telecommunications and computer technologies. The benefits from these improvements will be lost unless existing government monopolies controlling seaport, airport, rail, road and expressway developments are commercialized to ensure that the price of transport reflects its actual cost. Technical harmonization between different modes should be promoted to facilitate efficient intermodal transport between the Korean Peninsula and the rest of Northeast Asia.

The Spatial Restructuring of Northeast Asia in the New Millennium

Peter J. Rimmer 한국학술연구원 2003 Korea Observer Vol.34 No.3

Any evaluation of the proposal to develop Korea as a logistic platform for Northeast Asia and Seoul-Incheon as a multifaceted hub needs to be conscious of the primacy of developments in China and to assess the decentralization of political power and resources in the region since the 1990s. The governments of Japan, Korea and China have adopted varying degrees of decentralization as a means of resolving a range of common domestic and foreign policy problems. Each has produced grand plans for restructuring space to provide a base for decentralization through investments in transport and communications infrastructure. These ‘hard’ investments, linked with the decentralization of political power and other processes such as privatization, were designed to encourage the development of markets in local areas (i.e. marketization) and engender cross-border linkages. Apart from the Pearl River Delta and the Yangtze River Delta, these plans have been largely unrealized in Northeast Asia because of the pre-modern and modern legacy of over-centralization. Indeed, there are signs that recentralization has occurred during the second phase of modernization in the late 1990s, which has intensified pressures on the sustainability of coastal development. Suggestions have been made for an alternative approach to decentralization that combines globalization, regionalization and localization.

The Great Canadian Grain Logistics Crisis of 2013-14 and Its Aftermath

Peter J. Rimmer AM,Claude Comtois 인하대학교 정석물류통상연구원 2018 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.16 No.2

This study revisits the Great Canadian Grain Logistics Crisis of 2013-14 to explore the competitiveness of the country"s grain exports. An approach to comprehending the dilemmas of the international grain supply chain and trade, and national logistics policy in an era of multinational corporations, draws upon the literature on global value chain analysis. This analysis identifies both the grain industry"s global and local dimensions. An important literature on the "politics’ of the supply chain is also called into play to discuss who controls what aspects. This task of interpreting the various steps in Canada"s grain logistics chain recognizes the key economic actors - producers, grain companies, railway companies, port terminal operators and export buyers - and political struggles between them as they each seek to maximize their self-interest. Policy implications for streamlining logistics operations are drawn from identifying where changes in the supply chain arrangements have gained or lost opportunities in export markets, particularly in the Asia-Pacific region.

The Great Canadian Grain Logistics Crisis of 2013-14 and Its Aftermath

Peter J. Rimmer,Claude Comtois 인하대학교 정석물류통상연구원 2018 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.16 No.2

This study revisits the Great Canadian Grain Logistics Crisis of 2013-14 to explore the competitiveness of the country's grain exports. An approach to comprehending the dilemmas of the international grain supply chain and trade, and national logistics policy in an era of multinational corporations, draws upon the literature on global value chain analysis. This analysis identifies both the grain industry's global and local dimensions. An important literature on the 'politics’ of the supply chain is also called into play to discuss who controls what aspects. This task of interpreting the various steps in Canada's grain logistics chain recognizes the key economic actors - producers, grain companies, railway companies, port terminal operators and export buyers - and political struggles between them as they each seek to maximize their self-interest. Policy implications for streamlining logistics operations are drawn from identifying where changes in the supply chain arrangements have gained or lost opportunities in export markets, particularly in the Asia-Pacific region.

Guest Editorial

Peter J. Rimmer 인하대학교 정석물류통상연구원 2004 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.2 No.1

Guest Editorial

Peter J. Rimmer 인하대학교 정석물류통상연구원 2004 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.2 No.2