When the “depart in the evening, arrive in the morning” maritime route meets the dual dividends of RCEP and the visa-free policy, China-South Korea ro-ro passenger transport—this “maritime expressway” carrying economic, trade, and people-to-people exchanges between the two countries—is entering the most imaginative golden crossroads in its over thirty years of development history.
Since the launch of the first China-South Korea passenger-cargo liner route in September 1990, this maritime passage connecting the two countries has gone through more than three decades of development. Starting from a single transport mode that initially carried fewer than 10,000 passengers annually, it has now grown into a veritable “maritime expressway”—China-South Korea ro-ro passenger transport not only handles an average annual flow of hundreds of thousands of passengers and millions of tons of cargo across the sea but also plays an irreplaceable role as a supply chain stabilizer in the economic and trade structure of the two countries.
With the full implementation of the Regional Comprehensive Economic Partnership (RCEP) marking its fourth anniversary, the accelerated negotiations for the second phase of the China-South Korea Free Trade Agreement, bilateral annual trade volume rising to a historic high of USD 328 billion, and the strong recovery of people-to-people exchanges driven by the implementation of the two-way visa-free policy, the strategic value of this maritime passage is leaping from “auxiliary supplement” to “key support.” It is not only a logistics artery connecting the two sides of the Yellow Sea but also a maritime bond for China-South Korea industrial chain collaboration, regional economic integration, and people-to-people connectivity.
The Advantage of “Depart in the Evening, Arrive in the Morning”
On January 1, 2026, RCEP marks its fourth anniversary of entry into force. This regional agreement, covering a population of 2.2 billion, has effectively stimulated regional cooperation vitality. Recently, a 200-member South Korean economic and trade delegation visited China, accelerating negotiations for the second phase of the China-South Korea Free Trade Agreement. The two sides plan to expand openness in areas such as finance, telecommunications, AI, and semiconductors, with the coverage rate of zero-tariff products set to increase to 95%.
Data shows that the annual bilateral trade volume between China and South Korea has reached USD 328 billion, with China maintaining its position as South Korea’s largest trading partner for 21 consecutive years. The unique operational model of ro-ro routes—”depart in the evening, arrive in the morning”—provides efficient logistics support for the rapid circulation of goods such as electronic products, high-value-added spare parts, and chemical products, becoming a key component of the supply chain guarantee system under the framework of the free trade agreement.
In terms of people-to-people exchanges, China and South Korea are important tourist source countries for each other. Ro-ro passenger ships, as maritime carriers combining transportation and leisure functions, offer passengers a safe, comfortable, and economical travel option. With the implementation of the two-way visa-free policy, “weekend trips to South Korea” have become a new trend. Taking the port cities of the Shandong Peninsula as an example, the region is home to dozens of schools teaching Korean, and public signage is basically in Chinese, English, and Korean, forming a unique cross-cultural ecosystem.
Compared with air travel, ro-ro passenger ships have a clear price advantage—a ticket price is usually one-third or even lower than that of an airline ticket; compared with pure cargo ships, ro-ro passenger ships can also carry passengers, achieving the unique value of “people and cargo on the same vessel.” More importantly, the “depart in the evening, arrive in the morning” operational model allows passengers to complete cross-border travel while sleeping, neither occupying daytime work or play time nor incurring an overnight accommodation cost. This advantage of balancing time and travel costs is precisely the core competitiveness that makes ro-ro transport difficult to replace.
Currently, China-South Korea ro-ro routes are mainly operated by Sino-South Korean joint ventures or Chinese-controlled shipping enterprises, adopting a business model of “both passengers and cargo.” The Shandong Peninsula port cluster alone has nine China-South Korea passenger-cargo liner routes, covering multiple major ports, with over 50 voyages operating stably each week.
The route network, centered on the port cluster of the Shandong Peninsula and radiating to northern ports such as Jiangsu and Hebei, forms a maritime passage system covering China’s Bohai Rim and eastern coastal areas, directly reaching major gateway ports on South Korea’s west coast. Core routes include Weihai—Incheon, Qingdao—Incheon, Yantai—Incheon, Yantai—Pyeongtaek, Rizhao—Pyeongtaek, Lianyungang—Incheon, Lianyungang—Pyeongtaek, Qinhuangdao—Incheon, etc. As of March 2026, data shows that Shandong Ocean Shipping ranks among the industry leaders with a capacity scale exceeding 27,000 DWT, 2,232 passenger berths, and 1,228 TEU (see Table 1).
Four Major Trends Reshaping the Industry Landscape
Trend One: Ship Upsizing Drives Cost Optimization
From a market structure perspective, the capacity of major players on China-Korea Ro-Pax routes presents a clear hierarchy: some specialized enterprises with decades of market presence operate main vessels with approximately 700 passengers per ship; certain comprehensive shipping companies leveraging port resources have deployed large Ro-Pax ships with 950 passengers per vessel; regional enterprises from East China and North China are also actively renewing their fleets, with newbuilds generally achieving a passenger capacity of 700 to 750 per ship and cargo capacity increased to 300 TEU per vessel.
Ship upsizing helps spread fixed costs per voyage, enhancing route profitability, and aligns with the规模化 development规律 of the modern shipping industry. In recent years, newly commissioned Ro-Pax vessels have generally seen passenger capacity rise to 700–950 passengers and cargo capacity increase to 300–500 TEU. Representative vessels include the “Hai Lan Jing” carrying 930 passengers and the “Harmony Yungang” carrying approximately 950 passengers, both demonstrating the direction of ship upsizing. Additionally, a new vessel under construction by a northern port enterprise adopts a design of 748 passengers and 350 TEU, reflecting the industry-wide trend toward larger ships.
A typical Ro-Pax vessel operates over 150 voyages annually, transporting more than 60,000 passengers. The efficient and stable operational performance highlights the economic advantages of larger ships. Future development of the China-Korea Ro-Pax liner market should follow the trend of ship upsizing, designing and building economical Ro-Pax vessels tailored to the China-Korea market while considering market characteristics and the specific nature of /roll-off cargo.
However, bigger is not always better. Industry experts suggest that newbuilds should control passenger capacity at 900–1,100 people and container slots at 350–450 TEU, allowing full realization of economies of scale without becoming “large but impractical.” The average voyage distance on China-Korea routes is only 12–14 hours; excessively large vessels may lead to port berthing restrictions and insufficient cabin utilization.
Trend Two: Shift from Price Competition to Value Competition
As passengers demand higher travel quality, market competition is shifting from price competition to service quality competition. The full implementation of the bilateral visa-free policy between China and Korea has significantly lowered the threshold for cross-border travel, enabling more travelers to embark on “spur-of-the-moment” trips to Korea. Continuous optimization of port clearance procedures has greatly improved passenger travel efficiency. Ports are intensifying efforts in service upgrades. Taking representative vessels such as “Xin Yong An,” “Ri Zhao Dong Fang,” and “Hai Lan Jing” as examples, onboard facilities include duty-free shops, audio-visual rooms, and自助餐厅, meeting diverse passenger needs for business travel, tourism, and visiting relatives and friends. Furthermore, maritime authorities have opened green channels for key China-Korea Ro-Pax vessels, optimizing port entry and exit procedures to achieve “direct departure and direct berthing,” significantly reducing vessel turnaround time. These measures mark a fundamental shift in the industry’s service philosophy.
Over the past decade, the China-Korea Ro-Pax market experienced fierce price competition, with ticket prices on some routes once falling below cost. This “kill one thousand enemies at the cost of eight hundred self-inflicted losses” competition model not only eroded corporate profit margins but also hindered improvements in industry service quality. As the market matures and consumers become more rational, low prices are no longer the sole means of attracting passenger flow. Conversely, enterprises that continuously invest in service quality are reaping higher customer loyalty and brand premiums.
Trend Three: Fleet Renewal Enters a Window Period
Currently, some main vessels on China-Korea routes have been in operation for over 15 years. Aging fleets bring not only rising maintenance costs and declining fuel efficiency but, more critically, a gap in passenger experience. The new generation of passengers demands much higher standards for onboard facilities, internet services, and cabin comfort compared to a decade ago, which older vessels struggle to meet. The industry is entering a window period for fleet renewal. It is reported that a ferry enterprise in East China has signed contracts to build new ships to replace aging capacity, and a northern port group is also constructing new Ro-Pax vessels, scheduled for operation by the end of 2026. The密集释放 of newbuilding orders will lay a solid foundation for the high-quality development of the China-Korea Ro-Pax market over the next decade.
It is foreseeable that the next three years will see a密集释放 period for new ship orders. Enterprises that complete fleet renewal first will gain a significant competitive advantage in the market.
Trend Four: Diversification of Operating Entities
A monolithic market structure often implies fragility—if a leading enterprise encounters operational issues, the entire market may fall into turmoil. A diversified entity structure, on the other hand, enhances the market’s risk resilience. When a particular route suspends operations for some reason, other enterprises can quickly redeploy capacity to fill the gap; when fluctuations occur in a specific market segment, enterprises can flexibly adjust their business focus. Currently, the China-Korea route transport market features specialized companies with decades of market experience, comprehensive shipping groups leveraging port resource advantages, and regional enterprises relying on geographical advantages, forming a multi-tiered, multi-regional development pattern. Operating entities with different backgrounds各有侧重 in route networks, vessel type selection, and service positioning, collectively building a resilient market ecosystem. This resilience, where “when one area is dark, another is bright,” is a key reason the China-Korea Ro-Pax market has operated stably for over thirty years.
Policy Dividends Continue to Be Released
In September 2025, South Korea implemented a temporary visa-free policy for Chinese group tourists, providing sustained momentum for cross-border passenger flow growth. In March 2026, the Korea-China Customs Directors’ Meeting was held again after a decade, with both sides signing three memoranda of understanding involving further expanding the coverage of the electronic data interchange system for certificates of origin. The scope of application will be extended from the current China-Korea Free Trade Agreement to RCEP, allowing Chinese and Korean enterprises to enjoy tariff preferences without submitting paper documents in the future. These policy benefits will effectively reduce trade and customs clearance costs, injecting long-term growth momentum into the China-Korea Ro-Pax transport market.
Port coordination and customs clearance facilitation are also deepening. The efficient operation of China-Korea Ro-Pax transport relies on coordinated support from port authorities. Customs departments at ports issue certificates of origin for a large volume of goods exported to RCEP member states, with related export goods enjoying tariff preferences exceeding USD 100 million. The electronic interconnection of certificate of origin systems has saved enterprises significant time and costs. Regional customs agencies in China and Korea have established friendly relations and will deepen exchanges on topics such as smart customs cooperation, risk management, and customs statistics. Port authorities have opened green channels for key China-Korea Ro-Pax vessels, achieving “direct departure and direct berthing,” optimizing clearance procedures, and providing solid support for the normalized operation of routes.
Policy dividends are producing a cumulative effect. The impact of a single policy may be limited, but combining multiple benefits such as visa-free policies, customs facilitation, and FTA upgrades creates a chemical reaction that should not be underestimated. The visa-free policy brings increased passenger flow, customs facilitation reduces logistics costs, and FTA upgrades expand trade scale—these three elements reinforce and empower each other, collectively forming the “policy tailwind” for the development of the China-Korea Ro-Pax transport market.
Collaborative Innovation Sails into the Deep Blue
Standing at the golden crossroads, where is the China-Korea Ro-Pax transport market headed? Industry veterans offer three suggestions.
First, optimize network layout and enhance corridor efficiency. It is recommended that operating enterprises flexibly adjust schedules based on market demand, increase voyage frequency during peak seasons, and optimize capacity allocation during off-peak seasons. At the same time, explore the development of differentiated route products, such as combined “sea transport + tourism” and “sea transport + business” services, to meet diverse customer needs. Some routes have already achieved high-density operations of three voyages per week; further exploration of themed products like “weekend trips to Korea” should be pursued to expand the passenger source market.
Second, promote green and smart development to lead industry transformation. It is recommended that the industry collaboratively advance the application of ship energy-saving and emission-reduction technologies, exploring the feasibility of alternative fuels such as LNG and methanol on China-Korea Ro-Pax vessels. Simultaneously, strengthen the construction of intelligent systems, such as remote ship monitoring, smart passenger services, and real-time cargo tracking, to enhance operational efficiency and service experience. Actively develop “LNG, methanol and other new fuels + pure electric” hybrid高端 Ro-Pax vessels, promoting the green and smart upgrade of mainstream ship types.
Third, deepen industrial collaboration to build an ecosystem. China-Korea Ro-Pax transport should strengthen coordination with related industries such as ports, railways, highways, tourism, and finance, constructing a comprehensive service system integrating “port, shipping, trade, and tourism.” Taking port cities as examples, the industrial ecosystem formed around China-Korea ferry services—from the establishment of foreign electronics factories, to the successive construction of component manufacturing plants, and the increasing vitality of the logistics industry—provides valuable experience for upgrading from a single transport service to an industrial ecosystem platform. By extending the industrial chain, enhance risk resilience and value creation capabilities.
When China’s shipbuilding and shipping industries deeply integrate with Korea’s logistics and tourism industries, and when the “maritime highway” seamlessly connects with land corridors and air routes, the value of China-Korea Ro-Pax transport will be redefined—it will no longer be just a mode of transportation, but a super connector linking the economies and societies of the two countries.
Conclusion
From the first route in 1990 to the current maritime corridor network covering China’s Bohai Rim and East China coast, directly reaching major gateway ports on Korea’s west coast, China-Korea Ro-Pax transport has witnessed and propelled the flourishing development of bilateral economic and trade relations. Driven by trends such as ship upsizing, green and low-carbon development, and service upgrades, this “maritime highway” is accelerating its voyage toward a new journey of high-quality development.
