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구종순(Jong Soon Koo),동무성(Wu Cheng Dong) 한국무역학회 2008 무역학자 전국대회 발표논문집 Vol.2008 No.8
The structure of world's international trade is divided by two parts, one is multilateralism which in succession to GAIT system, the other is regionalism like ED and NAFTA. But in North-eastern region has not taken place any economic unification. At the beginning of 1990, the economic unification is expending, this situation raised the need of North eastern railway integration on new concept. At this background, firstly, this Research analyzed the status and prospect of Asia transcontinental railway. Secondly, reviewed the north east 3 provinces in China, and the possibility of connection between Asia transcontinental railway. Finally, analyzed the effect that connection of Asia transcontinental railway will give north east 3 provinces of China's economy. A country's logistics network should use existing facilities enough and utilize other facilities to produce synergy effect. If only depends on the exterior change or simple development to reinvigorate the whole system, it will be inefficient. Internal logistics facilities should be connected with exterior and optimize the network effect. To reach this aim, analyzing the status of Asia transcontinental railway, this thesis mainly use the literature studying method and analyzing internal research institute statistics and material, put emphasis on analyzing advanced literature, related references, recent seminar and on-time publication.
여희정(Hee-Jung Yeo),구종순(Jong-Soon Koo),동무성(Wu-Cheng Dong) 한국관세학회 2010 관세학회지 Vol.11 No.2
The maritime transportation has been largely used for the trade between Korea and the EU even if the two partners are located in the Eurasian continent Recent improvement of railway, linkage system in border areas, and safety level leads to the increased use of railway transportation such as the Trans-Chinese Railway(TCR) and the Trans-Siberian Railway(TSR). Korean shippers choose either the TCR or the TSR as a means of railway transportation with respect to their priority consideration. The short running distance and low damage level of freight are cost saving factors of TCR However, since gauges in the outside China are different and same in the EU, frequent transshipment is needed when crossing borders. This creates delayed clearances and waiting time for quarantine. By contrast, the TSR passes less borders and encounters less gauge differences, thus less transshipment Though the physical length of the TSR between Korea and the EU is longer than that of TCR, the transportation time with the TSR is advantageous. However, by the fact that the railway is located in a polar climate region, freight damage is frequent in winter.
아시아 횡단철도의 경제적 효과 분석 : 중국 동북 3성을 중심으로
구종순,여희정,동무성 한국관세학회 2009 관세학회지 Vol.10 No.1
The paper explores economic effects of the Trans-Asian Railway North Corridor(TAR-NC) in the Northeast regions of China. The 3 Northeast regions, called Dongbeisan Sheng(3 provinces composed of Liaoning Sheng, Helongjiang Sheng, Jilin Sheng) possess natural resources and form a large regional economic block. In the 2000's the Chinese government has led a development policy of land transport via TAR-NC. Volumes transported by rail from origin/destination stations such as Erlianhaote, Suifenhe, Arasankou, Manzhouli are significantly increasing. Furthermore, by the fact that the Russian government plans to reduce railway tariffs and the Chinese government reforms laws related to container transport to increase competitiveness of the TAR-NC as an international railway route, the TAR-NC will offer a better package of services such as transit times, tariffs to attract shippers and compete against well-established shipping lines. Europe is the second export/import trade partner for the 3 Northeast regions. The reduced transit times and tariffs offered by the railway route for land movements of containers will enhance the competitiveness of products of the regions in the European market.