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Ha, Hun-Koo,Kim, Tae-Seung,Kim, Yong-Jin Jungseok Research Institute of International Logis 2005 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.3 No.2
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.
Determinants of Bus Transit Ridership
Hun-Koo Ha 대한교통학회 1998 대한교통학회 기타자료 Vol.1998 No.-
The population of Seoul, the capital of Korea, was 3 million in 1963 when Korea stepped on the road to develop her economy. Since then, Seoul has experienced rapid population growth; at last count the population of Seoul had reached 10 million in 1996. In addition, much more rapidly achieved passing-demand resulted in an excess demand for transportation and congestion. Since the 1980' s, rapidly, increasing private auto ownership and use, have deepened the transportation problems such as road traffic congestion, parking, etc. Seoul's transportation situation is often expressed as a "transportation hell". The government's policies to counter these problems have been road supply expansion, constraint on private auto ownership by various ownership taxes, and supply of improved public transportation--especially increasing the subway service supply through subway construction. Road supply expansion has been a difficult and high-cost measure since Seoul is one of the highest land price region in the world. This results from severely restricted land availability due to geographical features and the government's rigid green belt policy. The constraints on private auto ownership with various taxes were overcome by rising income and reducing the real costs of owning and using cars since the 1980's.
Ha, Hun-Koo,Lee, Sang-Won,Cheng, Zhao 정석물류통상연구원 2006 JOURNAL OF INTERNATIONAL LOGISTICS AND TRADE Vol.4 No.2
The objectives of this paper are to estimate the annual Malmquist TFP(total factor productivity) index of Korea and China's road freight transport industry using 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 continuous growth in TFP since 1997 because of constantly increasing domestic freight transport demand. Second, there was downward trend in Korea's TFP, especially 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.