韩国铁路物流的现状分析及改善方案研究
摘要
到20世纪中叶,韩国铁路是货物运送及旅客运送的重要手段,但是随着物流环境的快速变化,尤其是公路运送的比重急剧增加,铁路物流的竞争力明显下降。公路货物运送分担率从1990年的63.8%持续增加到2004年的76.0%,与此相反,1990年的铁路运送分担率为17.2%,2007年下降至7%。另一方面,为了应对多品种、少量生产的社会生产活动,陆地运输、海上运输、航空运输等业体为了抢得市场占有率,在价格和服务等方面展开激烈的竞争,另外货主的要求日益多样化、具体化。如果铁路物流不能适应这样快速变化的物流环境,就有可能丧失铁路货物运送的竞争力,导致国家物流费用增加、国家物流竞争力下降。铁路具有很高的运送效率、安全性、定时性、环保性等优点,随着高速铁路的开通,其服务能力必将大大提高;而公路和航空等交通手段造成的环境污染、交通事故等问题,也促进了人们重视铁路运送。
随着2004年韩国成功开通世界第五个高速铁路,2005年韩国铁道部准备把国有运营体系转变民营企业形式的“铁路运营公司”,以形成社会环境费用相对低廉的铁路运输体系。
本研究的目的在于剖析韩国及国际物流现状,应用SWOT分析法对韩国铁路物流的优势、劣势、机会、威胁进行详细剖析,寻找出物流的战略方向,通过数据定量分析找出铁路货物运送问题点,提出为了敏捷对应快速变化的韩国铁路物流的改善方案,为建设二十一世纪韩国现代铁路物流体系提供参考。
Korean Railway (Korail) has played an important role for passengers and freight transport through the middle of 20th century; however, according to the rapidly changing logistics environment, the competitiveness of railroad logistics has gradually weakened because the Korean Government has given much more weight to policy concerning road transportation.
The data clearly shows that freight traffic allotment via roadway has continuously increased by 12.2% to 76% in 2004, compared to 63.8% in 1990. On the other hand, the freight traffic allotment by railway has been tending downward and has shown a large decline, dropping by 10.2% to 7% in 2004, compared to 17.2% in 1990. The traffic volume of railway logistics in most foreign countries has also been continuously decreasing due to the inability to meet all the requirements to cope with the rapid change of the international logistics environment.
Therefore, the purpose of this study is meant to steer Korail Logistics in the right direction by making a correct diagnosis of the circumstances and policies of overseas logistics industries, and the present condition of Korail Logistics in order to adapt to the rapidly changing international logistics environment and to reconstruct Korail Logistics which has seen increasingly depressed times. In conclusion, the main purpose of this thesis is to draw-up some revamped measures to revitalize the Korail Logistics as the‘Central Place of Northeast Asian Logistics’by establishing a logistics transportations system to operate a train from Korea to European countries via China and Russia.
Korail Logistics has a number of advantages such as high transportation efficiency, safety, punctuality and timeliness, and environmentally friendliness. However, the volume of freight transportation by rail has been steadily decreasing due to the Korean government’s pro-road transportation-oriented policies which caused a shortage of resources for railway logistics infrastructure, inability to deliver door-to-door service, the increase of untimely“just-in-time”services, and so on. Other main culprits to the decrease in rail fright transport are likely to have stemmed from these problems and difficulties that companies encounter when they transport their products by rail.
However, according to an increase of social economy expenses, such as national distribution costs, environmental issues, operating expenses of automobiles, etc, railway transportation systems are forecasted to be an ever-important strategic transportation method for the 21st century. Since the 1990s major European countries and Japan have given top priority regarding transportation policy to railway transportation. ASEAN, along with China, is also expecting the unification of economies by the connection of the continental railway.
Railway appeared for the first time at the beginning of the 19th century. Its importance has resurfaced as the importance of environmentally friendly transportation becomes controversial and pivotal issue of the 21 century. As a result, the importance of railway has become a greater priority and will bring a new‘Renaissance of railway’to Korea in the near future. In addition, as a result of the Kyoto protocol and economical cooperation between North and South Korea there is an atmosphere of reliance and peace. Consequently, the possibility and prospect of connecting an international railway is very hopeful. Korea also enjoys a geographical advantage as it is located between northeast Asia, central Asia and Europe. Therefore, Korail Logistics can lead in the international railway logistics network. All these facts could help make Korea become a more logistically advanced country.
To strengthen its competitiveness, this thesis makes four alternative proposals for the fundamental remedy of the Korail Logistics systems through review and analysis of the difficulties which have caused the stagnation of railway logistics: strengthening its service system to build up the total railway logistics service, innovation of the railway logistics business system, building up the cost reduction operating system, and a revolution of the railway logistics transportations system.
Korail is currently experiencing difficulties because of the road oriented policy. However, Korean railway logistics industry is just entering the golden age due to the many advantages of the railway industry. It is thought that logistics transportations by rail will play a greater role into the 21st century. Taking advantage of this trend, Korail should boost its competitiveness in rail logistics and industry as part of its efforts to gain a foothold in the railway logistics and industry. It should not only expand its investment plans to leverage its advantages but strengthen its position as an alternative transportation in the 21st century.
First of all, Korea should adjust the allocation of investment which places too much emphasis on road transportation, increase its investment on rail and harbors in order to realize its goal of strengthening its competitiveness, and replace the outdated railway systems to cement reform.
Secondly, in order to strengthen the railway competitiveness and steady efforts for a developing railway Korail must concentrate on introducing and applying high logistics technology of advanced foreign countries and developed management skills of the private sectors into Korean’s rail logistics transportation rather than relying upon management under somewhat inefficient government controlled systems. If the restructuring of the Korean rail industry is successful it will accelerate and advance not only the relations of the North and South and the operating service for continental rail links, but also the revitalization of Korean rail logistics. This will prove to be an invaluable boon for Korail Logistics.
Rail transportation has merits that satisfy the essential requirements of the logistics industry which are speed, accuracy, low cost, and the competitively advantages in bulk and long distance transportation. Besides, because of Korea’s geographical advantage, after NAFTA(North America Free Trade Agreement) and the EU(European Union), Northeast Asia is the world’s third-largest economic bloc and handles 30 percent of the world’s freight cargo. Considering the rapidly rising industrial countries like China, India, Vietnam, the logistics market of the Pacific Rim will become the fulcrum of the world logistics. So for the sake of securing competitiveness, Korail should provide a high-dimensional logistics service which can make the utmost use of economical value and open up a new world market linked between Northeast Asia and the world by taking advantage of the Korean peninsula’s geographical advantage and an outstanding logistics infrastructure.
However, if these solutions and reformations of railway logistics systems are not performed at the proper opportune time it will cause a negative influential effect on railway logistics and industry. So it will require ceaseless efforts in order to achieve the“National Strategy for the 21st century”, called‘Renaissance of Railroad’.
The Korean government should be intensively strengthening internal development capabilities and as the Northeast Asia business hub it will bring about Korea’s competitiveness on the world stage.
With almost no money invested in upgrading the rail system in recent years the quality of Korean railroad infrastructure has declined sharply. Therefore, unless the government and Korail discuss ways to revamp the logistics business environment, such as wide deregulation to help jumpstart investment for the rail sector and improve logistics infrastructure up to par with international practices, Korea rail logistics does not stand much chance when pitted against world competitors.
Accordingly, continuous work both for reform and improvement of the rail logistics system will invigorate the competitiveness of the rail logistics through a rail industry revival and help the unification between the North and South.
随着2004年韩国成功开通世界第五个高速铁路,2005年韩国铁道部准备把国有运营体系转变民营企业形式的“铁路运营公司”,以形成社会环境费用相对低廉的铁路运输体系。
本研究的目的在于剖析韩国及国际物流现状,应用SWOT分析法对韩国铁路物流的优势、劣势、机会、威胁进行详细剖析,寻找出物流的战略方向,通过数据定量分析找出铁路货物运送问题点,提出为了敏捷对应快速变化的韩国铁路物流的改善方案,为建设二十一世纪韩国现代铁路物流体系提供参考。
Korean Railway (Korail) has played an important role for passengers and freight transport through the middle of 20th century; however, according to the rapidly changing logistics environment, the competitiveness of railroad logistics has gradually weakened because the Korean Government has given much more weight to policy concerning road transportation.
The data clearly shows that freight traffic allotment via roadway has continuously increased by 12.2% to 76% in 2004, compared to 63.8% in 1990. On the other hand, the freight traffic allotment by railway has been tending downward and has shown a large decline, dropping by 10.2% to 7% in 2004, compared to 17.2% in 1990. The traffic volume of railway logistics in most foreign countries has also been continuously decreasing due to the inability to meet all the requirements to cope with the rapid change of the international logistics environment.
Therefore, the purpose of this study is meant to steer Korail Logistics in the right direction by making a correct diagnosis of the circumstances and policies of overseas logistics industries, and the present condition of Korail Logistics in order to adapt to the rapidly changing international logistics environment and to reconstruct Korail Logistics which has seen increasingly depressed times. In conclusion, the main purpose of this thesis is to draw-up some revamped measures to revitalize the Korail Logistics as the‘Central Place of Northeast Asian Logistics’by establishing a logistics transportations system to operate a train from Korea to European countries via China and Russia.
Korail Logistics has a number of advantages such as high transportation efficiency, safety, punctuality and timeliness, and environmentally friendliness. However, the volume of freight transportation by rail has been steadily decreasing due to the Korean government’s pro-road transportation-oriented policies which caused a shortage of resources for railway logistics infrastructure, inability to deliver door-to-door service, the increase of untimely“just-in-time”services, and so on. Other main culprits to the decrease in rail fright transport are likely to have stemmed from these problems and difficulties that companies encounter when they transport their products by rail.
However, according to an increase of social economy expenses, such as national distribution costs, environmental issues, operating expenses of automobiles, etc, railway transportation systems are forecasted to be an ever-important strategic transportation method for the 21st century. Since the 1990s major European countries and Japan have given top priority regarding transportation policy to railway transportation. ASEAN, along with China, is also expecting the unification of economies by the connection of the continental railway.
Railway appeared for the first time at the beginning of the 19th century. Its importance has resurfaced as the importance of environmentally friendly transportation becomes controversial and pivotal issue of the 21 century. As a result, the importance of railway has become a greater priority and will bring a new‘Renaissance of railway’to Korea in the near future. In addition, as a result of the Kyoto protocol and economical cooperation between North and South Korea there is an atmosphere of reliance and peace. Consequently, the possibility and prospect of connecting an international railway is very hopeful. Korea also enjoys a geographical advantage as it is located between northeast Asia, central Asia and Europe. Therefore, Korail Logistics can lead in the international railway logistics network. All these facts could help make Korea become a more logistically advanced country.
To strengthen its competitiveness, this thesis makes four alternative proposals for the fundamental remedy of the Korail Logistics systems through review and analysis of the difficulties which have caused the stagnation of railway logistics: strengthening its service system to build up the total railway logistics service, innovation of the railway logistics business system, building up the cost reduction operating system, and a revolution of the railway logistics transportations system.
Korail is currently experiencing difficulties because of the road oriented policy. However, Korean railway logistics industry is just entering the golden age due to the many advantages of the railway industry. It is thought that logistics transportations by rail will play a greater role into the 21st century. Taking advantage of this trend, Korail should boost its competitiveness in rail logistics and industry as part of its efforts to gain a foothold in the railway logistics and industry. It should not only expand its investment plans to leverage its advantages but strengthen its position as an alternative transportation in the 21st century.
First of all, Korea should adjust the allocation of investment which places too much emphasis on road transportation, increase its investment on rail and harbors in order to realize its goal of strengthening its competitiveness, and replace the outdated railway systems to cement reform.
Secondly, in order to strengthen the railway competitiveness and steady efforts for a developing railway Korail must concentrate on introducing and applying high logistics technology of advanced foreign countries and developed management skills of the private sectors into Korean’s rail logistics transportation rather than relying upon management under somewhat inefficient government controlled systems. If the restructuring of the Korean rail industry is successful it will accelerate and advance not only the relations of the North and South and the operating service for continental rail links, but also the revitalization of Korean rail logistics. This will prove to be an invaluable boon for Korail Logistics.
Rail transportation has merits that satisfy the essential requirements of the logistics industry which are speed, accuracy, low cost, and the competitively advantages in bulk and long distance transportation. Besides, because of Korea’s geographical advantage, after NAFTA(North America Free Trade Agreement) and the EU(European Union), Northeast Asia is the world’s third-largest economic bloc and handles 30 percent of the world’s freight cargo. Considering the rapidly rising industrial countries like China, India, Vietnam, the logistics market of the Pacific Rim will become the fulcrum of the world logistics. So for the sake of securing competitiveness, Korail should provide a high-dimensional logistics service which can make the utmost use of economical value and open up a new world market linked between Northeast Asia and the world by taking advantage of the Korean peninsula’s geographical advantage and an outstanding logistics infrastructure.
However, if these solutions and reformations of railway logistics systems are not performed at the proper opportune time it will cause a negative influential effect on railway logistics and industry. So it will require ceaseless efforts in order to achieve the“National Strategy for the 21st century”, called‘Renaissance of Railroad’.
The Korean government should be intensively strengthening internal development capabilities and as the Northeast Asia business hub it will bring about Korea’s competitiveness on the world stage.
With almost no money invested in upgrading the rail system in recent years the quality of Korean railroad infrastructure has declined sharply. Therefore, unless the government and Korail discuss ways to revamp the logistics business environment, such as wide deregulation to help jumpstart investment for the rail sector and improve logistics infrastructure up to par with international practices, Korea rail logistics does not stand much chance when pitted against world competitors.
Accordingly, continuous work both for reform and improvement of the rail logistics system will invigorate the competitiveness of the rail logistics through a rail industry revival and help the unification between the North and South.
引文
[1] 韩国铁路技术研究院(2007).南北铁路连接与韩国铁路物流中心的促进战略. 2007.2
[2] 建设交通部(2002).「FAQ 为什么需要铁路产业结构的改革」.2002.12.
[3] 宋虎达.李石太(1999).「物流管理论」1999.3.
[4] 李在学(2006).「国内铁路物流利用失态及改善方案研究」.2006.12.1.
[5] 铁路新闻(2007).‘韩国铁路的变化和未来’.2007.4.2.
[6] 韩国情报社会振兴院 (2007).‘利用 IT 的物流产业先进化’2007.10.29.
[7] 张中喜(2008).‘韩国物流到了什么地步’.2008.2.
[8] 交通新闻(2008).‘2008 年物流市场前景(3PL 部门).2008.1.4.
[9] 建设交通部(2006).‘铁路物流运输活跃化的促进方案’.2006.10.
[10] 交通开发研究院 (2007).‘20 世纪回顾及 21 世纪的前景’.2007. 4.10.
[11] 韩国铁路公司物流事业团 (2007).‘韩国事业中期经营战略’ 2007.2.10.
[12] 朴太虎(2003).「铁路物流的问题及关于改善方案的研究」.2003. 7
[13] 建设交通部(2001).‘韩国物流产业的现状及前景『国家物流基本计划』.2001.6.
[14] 建设交通部(2000).「铁路旅客及货物分离时期的检讨」.2000.12.
[15] 交通开发研究院 (2003).‘东北亚的地域配送 ? 物流中心的救助’.2003.2.
[16] 莱特斯编辑部 (2005).「物流边缘的小型产业的现状和前景」.2005.1.
[17] 三星经济研究所(2004).‘易懂的物流’.2004.5.
[18] 韩 国 海 洋 水 产 开 发 院 (2005).‘ 世 界 物 流 环 境 变 化 和 对 应 方案’.2005.12.
[19] 韩国海洋水产开发院 (2002).‘铁的性质,让我们更加冷静的接近它’.2002.10.7.
[20] 李尚奎(2001).‘数码时代也不变的市场原则’.2001.11.28.
[21] 韩 国 铁 路 公 司 物 流 事 业 团 (2007).‘ 物 流 事 业 团 业 务 报 告 资料’.2007.6
[22] 建设交通部(2007).'铁路产业发展的基本计划‘.2002.11.28.
[23] 建设交通部(2007).‘有关铁路物流活跃化经济政策调整的会议资料 ‘.2007.8.
[24] 韩国铁路公司物流事业团(2007),.‘物流事业中期经营战略’.2007.2.
[25] 韩国铁路公司(2005).「货物运输制度的改善及旅客满足度 (CSI) 指数的开发与研究」.2005.5.
[26] 李咏在(1996).‘道路与铁路间的货物运输作用分配方案.1996.11.
[27] 韩国铁路技术研究院.李永上,卢学来(2002).‘有关铁路物流运输活跃化方案的研究’.2002,8.
[28] 韩国铁路技术研究院.李永上,刘在军(2005).‘有关铁路物流产业结构改正的研究’.2005.4.
[29] 太形仁(1995).‘火车站的内陆物流地区化战略’.1995.11.
[30] 究本煥(2002a).改善我国铁路物流的方案‘ 「为物流运输体系活跃化的政策方向’.2002.11.28.
[31] (朴大龙, 夏文益(2007).‘铁路连接运输体制的竞争力分析’.2007.4.
[32] David Lustig.‘Railway Gazette International(2006).Railroad Invest in Extra Capacity to Move Asian Import Windfall’.2006.8.
[33] David Hannon(2006).‘Logistics plants new roots’.Academic Research Library.2006.7.13.
[34] Robin Major(2006).‘Delivering the goods’. ABI/INFORM Trade & Industry. 2006.3.
[35] Jeff Green(1997).From factory door to dealership floor. ABI/INFORM Global. 1997.8.
[36] Gwo-Ji Sheen(2006).A Study on Decision Factors and Third Party Selection Criterion of Logistics.2006.9.
[37] James C. Johnson.Donald F. Wood(1993).Contemporary Logistics, 5th edition, New York: Macmillan Publishing Company.
[38] John J. Coyle, Edward J , Bardi.C. John Langley(1997), The Management of Business Logistics.4th ed, St. Paul: West Publishing Co.
[2] 建设交通部(2002).「FAQ 为什么需要铁路产业结构的改革」.2002.12.
[3] 宋虎达.李石太(1999).「物流管理论」1999.3.
[4] 李在学(2006).「国内铁路物流利用失态及改善方案研究」.2006.12.1.
[5] 铁路新闻(2007).‘韩国铁路的变化和未来’.2007.4.2.
[6] 韩国情报社会振兴院 (2007).‘利用 IT 的物流产业先进化’2007.10.29.
[7] 张中喜(2008).‘韩国物流到了什么地步’.2008.2.
[8] 交通新闻(2008).‘2008 年物流市场前景(3PL 部门).2008.1.4.
[9] 建设交通部(2006).‘铁路物流运输活跃化的促进方案’.2006.10.
[10] 交通开发研究院 (2007).‘20 世纪回顾及 21 世纪的前景’.2007. 4.10.
[11] 韩国铁路公司物流事业团 (2007).‘韩国事业中期经营战略’ 2007.2.10.
[12] 朴太虎(2003).「铁路物流的问题及关于改善方案的研究」.2003. 7
[13] 建设交通部(2001).‘韩国物流产业的现状及前景『国家物流基本计划』.2001.6.
[14] 建设交通部(2000).「铁路旅客及货物分离时期的检讨」.2000.12.
[15] 交通开发研究院 (2003).‘东北亚的地域配送 ? 物流中心的救助’.2003.2.
[16] 莱特斯编辑部 (2005).「物流边缘的小型产业的现状和前景」.2005.1.
[17] 三星经济研究所(2004).‘易懂的物流’.2004.5.
[18] 韩 国 海 洋 水 产 开 发 院 (2005).‘ 世 界 物 流 环 境 变 化 和 对 应 方案’.2005.12.
[19] 韩国海洋水产开发院 (2002).‘铁的性质,让我们更加冷静的接近它’.2002.10.7.
[20] 李尚奎(2001).‘数码时代也不变的市场原则’.2001.11.28.
[21] 韩 国 铁 路 公 司 物 流 事 业 团 (2007).‘ 物 流 事 业 团 业 务 报 告 资料’.2007.6
[22] 建设交通部(2007).'铁路产业发展的基本计划‘.2002.11.28.
[23] 建设交通部(2007).‘有关铁路物流活跃化经济政策调整的会议资料 ‘.2007.8.
[24] 韩国铁路公司物流事业团(2007),.‘物流事业中期经营战略’.2007.2.
[25] 韩国铁路公司(2005).「货物运输制度的改善及旅客满足度 (CSI) 指数的开发与研究」.2005.5.
[26] 李咏在(1996).‘道路与铁路间的货物运输作用分配方案.1996.11.
[27] 韩国铁路技术研究院.李永上,卢学来(2002).‘有关铁路物流运输活跃化方案的研究’.2002,8.
[28] 韩国铁路技术研究院.李永上,刘在军(2005).‘有关铁路物流产业结构改正的研究’.2005.4.
[29] 太形仁(1995).‘火车站的内陆物流地区化战略’.1995.11.
[30] 究本煥(2002a).改善我国铁路物流的方案‘ 「为物流运输体系活跃化的政策方向’.2002.11.28.
[31] (朴大龙, 夏文益(2007).‘铁路连接运输体制的竞争力分析’.2007.4.
[32] David Lustig.‘Railway Gazette International(2006).Railroad Invest in Extra Capacity to Move Asian Import Windfall’.2006.8.
[33] David Hannon(2006).‘Logistics plants new roots’.Academic Research Library.2006.7.13.
[34] Robin Major(2006).‘Delivering the goods’. ABI/INFORM Trade & Industry. 2006.3.
[35] Jeff Green(1997).From factory door to dealership floor. ABI/INFORM Global. 1997.8.
[36] Gwo-Ji Sheen(2006).A Study on Decision Factors and Third Party Selection Criterion of Logistics.2006.9.
[37] James C. Johnson.Donald F. Wood(1993).Contemporary Logistics, 5th edition, New York: Macmillan Publishing Company.
[38] John J. Coyle, Edward J , Bardi.C. John Langley(1997), The Management of Business Logistics.4th ed, St. Paul: West Publishing Co.