• Proceedings of the KOR-KST Conference
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• 2001.02a
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• pp.31-70
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• 2001

• The monthly packaging world
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• s.308
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• pp.54-58
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• 2018

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.45
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• pp.85-109
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• 2010

L/C provides the exporter and the importer with safe assurance in the exchange of goods for payment in international trade. It involves a number of parties. Although the parties may have confidence in their client, bad faith or ignorance of international banking practice by any of these parties could cause the failure of transaction, which makes international trade a risky business. Most of the risks are found in transport document, which can cause disputes. There are many factors in the risk of transport documents under L/C transaction. One most common risk factor for the beneficiary in all transport documents is even if there is no discrepancy in document, the issuing bank or the applicant refuses to pay or delay payment insisting there is a discrepancy. In some very rare cases, the beneficiary may not get paid due to unfair injunction of the local court of the applicant. For the applicant, most common risk factors are fake bill and fraud. Risks classified according to the sorts of transport documents are as follows. 1. In B/L, payment can be refused because it is regarded as charter party B/L, although there is no real charter party contract. And the applicant can bear the potential risk of the loss or deterioration of cargo through transhipment of the cargo loaded on board in container if transhipment is prohibited without excluding of UCP 600 article 20 (c). 2. In charter party B/L, the applicant may take delivery without paying when charter party B/L is signed by charterer, which can result in a big loss for the beneficiary and the negotiating bank. And risks may arise when cargo is seized because the charterer does not pay the hire. The applicant and the issuing bank are also vulnerable to a risk - Against whom should they file a suit when cargo gets damaged during transportation? 3. In multimodal transport document, which is subject to a conflict because there is a big difference in viewpoints between transport industry and banks, conflicts may also arise when L/C requires ocean B/L and accepts multimodal transport document at the same time, but does not specify the details. 4. In air waybill, where the consignee is not the issuing bank but the applicant, risks may take place to the beneficiary when the applicant takes delivery but refuses to pay asserting minor discrepancies in document. The applicant may also bear the risk when cargo may not be loaded because air waybill is a received bill. Another risk may arise when although the applicant prohibits transhipment without excluding UCP 600 article 23 (c), the cargo may be transhipped, provided that the entire carriage is covered by one and the same air waybill.

• The Korean Journal of Air & Space Law and Policy
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• v.13
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• pp.207-230
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• 2001

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2016.05a
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• pp.207-208
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• 2016

By according to increase the research for autonomous vehicle in automobile industries, the efficient of autonomous cargo truck instead of conventional driver cargo truck will be analyzed in logistics areas. The inland transportation has been serious problem such as traffic accident, traffic congestion in downtown, air pollution, noise and etc. even if it have a great effect to logistics industries. Especially there have to be improved its transportation schedule and sleepy driving in night which induced heavy accident in highway. In this study, the effectiveness of autonomous cargo truck will be analysed by considering the logistics cost including social effects.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.40
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• pp.97-144
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• 2008

The purpose of this paper is to review the text of national legislation relating to the carrier's liability in respect of the carriage of passengers, baggage and cargo by air in major states such as United Kingdom, Germany, France, Canada, Russia and China, and to compare the air carrier's liability under the national legislations of above states with them under the Warsaw System relating to the international carriage by air. Also this paper reviews the text of the draft legislation relating to the carrier's liability in respect of the carriage by air in Korea. The Warsaw Convention for the Unification of Certain Rules Relating to International Carriage was adopted in 1929. In 1999, the ICAO adopted the Montreal Convention for the Unification of Certain Rules for International Carriage by Air vastly modernizing the unification of private air law. The Montreal Convention replaced the instruments of the “Warsaw System”, and came into force on 4 November 2003. The Montreal Convention is not only an international convention. It has also exercised a considerable influence on national legislation. A the Convention, or certain of its principles, with the object of regulating their national air transport. The main feature of the liability regime of the air carrier under the Montreal Convention is the two-tier liability system for death or injury of the passenger with strict liability up to 100,000 SDR and presumptive liability with a reversed burden of proof without any limit above that threshold. The principles of the liability of the air carrier under the Montreal Convention have been adopted into national legislations by the United Kingdom, Germany, France, Canada, Russia and China. Now the Ministry of Justice of Korea is proceeding to make a new national legislation relating to the liability of the air carrier in respect of the carriage by air. The draft legislation of the Part VI the Carriage by Air of the Commercial Code of Korea has adopted the main principles of the liability of the air carrier under the Montreal Convention. In conclusion, the national legislation relating to the liability of the air carrier in Korea will contribute to settle efficiently the dispute on the carrier's liability in respect of the carriage of passengers, baggage and cargo by air.

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.2
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• pp.177-199
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• 2015

Commerce enriches human life enriched and within commerce, transportation of cargo is arguably the most important in business transactions. Traditionally, marine transport has been major commercial transaction, but carriage cargo by air is on the increase. While the fare for freight in comparison with that of ocean is higher, air freight has many benefits that justify the higher shipping fee; lower insurance premium, packing charges, inventory control, cost management and especially speed. Therefore, air freight transport is accumulating gradually. An air waybill(AWB) is needed in the air transport flow. It is a nonnegotiable security, so the holder cannot transfer of a right to a third party. Some scholars suggest that a negotiable AWB is needed. However, it seems nearly impossible to do so; an e-AWB use shows a gain in numbers, even if it has not met expectations. Going forward, it would appear reasonable to conduct a follow-up study on the utility and legal problem for e-AWB. After sending goods, the consignor has the right of disposition of cargo in some cases, and more research is necessary, because it is related to change of ownership and a trade settlement. According to WATS (World Airlines Transport Statistics), the Korean Air took third place in international freight in 2014, and fifth in total, domestic and international to great acclaim. However, there is a lack of research supporting the business showing. It is hope that more studies on e-AWB, stoppage in transit, and a risk of outstanding amount, etc. connect to develop Korean air freight industry.

• Journal of Advanced Marine Engineering and Technology
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• v.23 no.2
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• pp.140-149
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• 1999

This study is on the development of the computer program that calculates a 3-D hull temperadistribution and analyzes BOR(Boil off rate) to be important to the heat design of a membrane type LNG carrier. The quarter of a tank is taken as an calculation model. And the thermal conductivity of insulation is assumed to be the function of a temperature. In the present steady state calculation, the temperature of LNG in a cargo tank is assumed to be -$162^{\circ}C$ and the air temperature of a cofferdam, to be +$5^{\circ}C$. The lowest air temperature in compartments is calculated as $21.39^{\circ}C$ under the USCG condition ($T_{air}=-18^{\circ}C,\;T_{sw}=O^{\circ}C)$ and B.O.R value is O.0977%/day under the maximum boil-off condition, IMO IGC ($T_{air}=45^{\circ}C,\;T_{sw}=32^{\circ}C$), which satisfies the requirement by KOGAS. The calculated temperature distribution over tank panels at each condition is maximum 3% less than GTT's results. From the results of this study, it can be concluded that the present design of LNG cargo tank satisfies the requirement by KOGAS.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.31 no.1
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• pp.99-106
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• 2023

글로벌 팬데믹 사태는 항공 수요에 부정적인 영향을 끼치는 요소 중 하나다. 글로벌 팬데믹으로 인해 한국은 2020년과 2021년의 항공 승객 수가 2019년 대비 각각 68.1%와 47% 감소했다. 본 연구는 지난 20여년 동안 발생한 4대 팬데믹 특성을 분석, 전염병의 영향을 연구하는 것을 목표로 한다. SARS, H1N1, MERS 및 COVID-19의 발생기간 동안 한국의 항공 여객 및 화물 수요에 대한 실증 데이터를 활용하여 영향력을 분석한다. 또한 머신러닝 회귀 모델을 구축하여 향후 발생할 다른 전염병 대한 항공 수요를 예측하고자 한다. 연구 결과, 전염병이 항공 운항편수와 승객에 부정적인 영향을 미친다는 사실을 발견하였다. 반면화물 수송에는 긍정적인 영향을 미친다는 분석 결과를 도출하였다. 본 분석에 활용되는 회귀 모델은 팬데믹 기간 동안 항공수요를 예측하는 데 평균 86.8%의 기능을 보였다. 또한 본 연구는 특정 국가의 팬데믹 상황보다 전 세계적인 팬데믹 상황이 항공 운송 수요에 더 많은 영향을 미친다는 것을 보여준다.

• Korea Trade Review
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• v.47 no.4
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• pp.35-52
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• 2022

Air transport is at the core of global economic growth. There is a close relationship between the flow of regional elements and the growth of the regional economy. It is easy to misestimate the impact of airports on the regional economy without considering spatial spillover effects. This study attempted to establish an asymmetric economic geographical weight matrix by applying the Spatial Durbin Model with cargo volume and passenger numbers as indicators. The influence of spillover effects on the regional economy, including direct spillover effects and indirect spillover effects are studied. The results revealed that passenger numbers and cargo volume have significant positive spillover effects on the regional economy. The driving effect of the airport on the regional economy was considered from a wider space scope. This study contributes to the scientific evaluation of the aviation economy.