• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• 제19권
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• pp.224-242
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• 2003

The author believes that the main task of study in international trade usage and practice is the management of transactional risks involved in international sale of goods. They are foreign exchange risks, transportation risks, credit risk, risk of miscommunication, etc. In most cases, these risks are more serious and enormous than those involved in domestic sales. Historically, the merchant adventurers organized the voyage abroad, secured trade finance, and went around the ocean with their own or consigned cargo until around the $mid-19^{th}$ century. They did business faceto-face at the trade fair or the open port where they maintained the local offices, so-called "Trading House"(商館). Thererfore, the transactional risks might have been one-sided either with the seller or the buyer. The bottomry seemed a typical arrangement for risk sharing among the interested parties to the adventure. In this way, such organizational arrangements coped with or bore the transactional risks. With the advent of ocean liner services and wireless communication across the national border in the $19^{th}$ century, the business of merchant adventurers developed toward the clear division of labor; sales by mercantile agents, and ocean transportation by the steam ship companies. The international banking helped the process to be accelerated. Then, bills of lading backed up by the statute made it possible to conduct documentary sales with a foreign partner in different country. Thus, FOB terms including ocean freight and CIF terms emerged gradually as standard trade terms in which transactional risks were allocated through negotiation between the seller and the buyer located in different countries. Both of them did not have to go abroad with their cargo. Instead, documentation in compliance with the terms of the contract(plus an L/C in some cases) must by 'strictly' fulfilled. In other words, the set of contractual documents must be tendered in advance of the arrival of the goods at port of discharge. Trust or reliance is placed on such contractual paper documents. However, the container transport services introduced as international intermodal transport since the late 1960s frequently caused the earlier arrival of the goods at the destination before the presentation of the set of paper documents, which may take 5 to 10% of the amount of transaction. In addition, the size of the container vessel required the speedy transport documentation before sailing from the port of loading. In these circumstances, computerized processing of transport related documents became essential for inexpensive transaction cost and uninterrupted distribution of the goods. Such computerization does not stop at the phase of transportation but extends to cover the whole process of international trade, transforming the documentary sales into less-paper trade and further into paperless trade, i.e., EDI or E-Commerce. Now we face the other side of the coin, which is data security and paperless transfer of legal rights and obligations. Unfortunately, these issues are not effectively covered by a set of contracts only. Obviously, EDI or E-Commerce is based on the common business process and harmonized system of various data codes as well as the standard message formats. This essential feature of E-Commerce needs effective coordination of different divisions of business and tight control over credit arrangements in addition to the standard contract of sales. In a few word, information does not alway invite "trust". Credit flows from people, or close organizational tie-ups. It is our common understanding that, without well-orchestrated organizational arrangements made by leading companies, E-Commerce does not work well for paperless trade. With such arrangements well in place, participating E-business members do not need to seriously care for credit risk. Finally, it is also clear that E-International Commerce must be linked up with a set of government EDIs such as NACCS, Port EDI, JETRAS, etc, in Japan. Therefore, there is still a long way before us to go for E-Commerce in practice, not on the top of information manager's desk.

• Journal of Distribution Research
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• 제17권5호
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• pp.39-57
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• 2012

The unabated influx of micro businesses has turned the Korean retailing market to a rat race, which causes severe financial distress for micro business owners due to heavy competition. The woes of these micro business owner's are exacerbated by the presence of large scale distributors such as Super Supermarket(SSM) and large discount stores. In summary, the Korean retail market is overburdened an uneconomically viable. Retailing has low barriers to entry which attracts unskilled labor or those with little capital. These start-ups have low opportunity costs since they would make low wages elsewhere in the economy. Thus, these owners are content with relatively low returns on their investment. These 'subsistence ventures' are maintained for economical viability rather than economic growth. These 'subsistence ventures' intensifies competition among small-scale businesses. The presence of large retail corporations also aggravates the situation. The recent stagnation of the economy has worsened the retail market in Korea. The overwhelming competition solidifies the coarse structural system and the prolonged economic sluggishness has increased the risk of insolvency for micro business owners. As the economy continues to stagnate, the imminent risk in retailing market will rise up to surface threatening economic stability. More systematic inflows and outflows of retailers are required in order to redress this structural problem. It has been empirically shown that the self-employment rate is high in Korea compared to other OECD countries. To draw the comparison of self-employment rate by industry, Korea shows high rates among transportation, whole sale, retail, education, lodging, and restaurants. In the case of the transportation and education service sectors, this high rate can be explained by the idiosyncratic nature of Korean culture. In the transportation sector, political policies favor private cap service and private freight carriers. In the education service sector, Koreans put particular emphasis on education that leads to many private institutions that outnumber other OECD countries. For these singular reasons, Korea maintains high micro business, self-employed rates particularly in retailing. A comparable nation is Japan, with its similar social, economic, cultural environment among OECD countries. Unlike Korea, Japan has much lower rates of micro business which continues to decrease. Also Korean retailers are much more destitute than Japanese. The fundamental problem of Korean retailing is the involuntary exit of these 'subsistence ventures,' micro businesses with low margins, in which a small drop in demand can lead to financial difficulties for the owner. This problem will be exacerbated when Korean babyboomers retire and join the micro business ventures. The first priority in order to cope with the severity of oversupply in retailing is to provide better opportunities for the potential self-employers. There should be viable alternatives to subsistent ventures. Strengthening the retirement program, scrutiny of exit process, reconfiguration of policy funds are the recommendations.

• The Journal of Industrial Distribution & Business
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• 제2권2호
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• pp.15-24
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• 2011

Modern enterprises should concentrate their efforts on continuous improvements in focusing their development in the core areas of business and to reduce their expenses and to enhance the quality of service for customers. The enterprises should focus on their core business while outsourcing the non-core areas of business to external specialists for the purpose of reducing cost. In South Korea, the enterprises are becoming increasingly interested in outsourcing their logistics function, especially in using IT technologies to the 3PL. The underlying reason for this trend is because the logistics costs of Korean businesses are much higher than that of other advanced countries. This higher logistic costs weakens the price competitiveness of Korean companies in the overseas export markets and even dampening the balance of international trade. Domestically, the higher logistics costs have the effect of raising prices in the local markets and thus affecting the local economy. Therefore a solution is urgently needed to save the logistics costs for the Korean companies in the interest of increasing national competitiveness. Outsourcing to the 3PL is becoming an attraction solution to this problem. Thanks to the increasing supply of professional logistics companies, many of the enterprises are switching to the Third Party Logistics. Nevertheless the enterprises do not yet utilize the integrated third-party logistics services on a full scale. This study analyzes present conditions and problems of the domestic third-party logistics market and suggests directions for future development. To solve the problems in the domestic third-party logistics market, four actions are recommended. First there should be new supporting policies in the laws and regulations and a system for small and medium sized companies to grow. Solutions to structural problems such as abnormal multilevel merchandising, illegal operation of private cars, and freight dumping should be implemented concurrently. Furthermore, standards for new companies entry into the market should be enhanced to allow only the competitive distribution companies to enter the market. Second, development of variety of educational programs is needed through establishing human-resource development system and specialized formal educational institution focused on this market. Third, the third party distribution companies, which seek long-term relationships with the owners of goods, should endeavor to strengthen their communications capability. Fourth, adoption of high-tech distribution system and the advent of U-Logistics, making use of RFID is urgent. This study has the limitation of objectivity because it does not include various comparative case studies about companies relating to the Third Party Logistics and domestic franchise companies. However, this study is significant to the extent that it analyzes the general present conditions and the problems of domestic Third Party Logistics and suggests recommendations for revitalization of Third Party Logistics. For future studies, analyzing the successful cases of international third party logistics companies' empirical data and studying the application into domestic franchise companies would improve the objectivity of the results. This would assist the domestic third party logistics companies not only to perform excellent domestic logistics function but also to enter into the global market for international logistics.

• Journal of Sericultural and Entomological Science
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• 제17권2호
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• pp.141-149
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• 1975

Silkworm is known to be damaged under the unfavorable environmental conditions. Recently, it has been often argued that nicotine is a main factor to affect the silkworm nutritional balance and to result in decrease of quantitative characters, and unbalance of larval nutrition. Especially in spring season, there is tendency to produce nicotine damage to silkworm fed with the mulberry leaf near to tobacco field early cultivated in mulching system. In these connections, the trial was made in the different pots placing by the different distance 10rn, 20m, 40m, and 60m in the direction of east-north from the tobacco field. Location of pot near to the tobacco fold is 40m below the tobacco Held and gradually higher than the tobacco field by 10 degree of slope. In addition, when the mulberry field is divided into two areas from the east-south to west-north, southern east zone is lowering down below 10 degree of slope and has 36％ of east-south wind, 21％ of south-east wind and 16％ of south wind, etc. Pots are left on the mulberry field from the completion of lower part leaf harvest to just before upper part leaf harvest is completed for 32 days. Then silkworm at 4th-5th stage was fed with the leaf grown during the period and larval characters are statistically analyzed. The results are summarized as follows： 1. 10-40m distant pot statistically at the same level has the longest larval duration and 60m distant pot is. not significant at 5％ level. Whole larval duration has same tendency as in the 5th larval duration. 2. Percentage of delayed molting larvae at the 5th stage is increased in 10m distant pot and there is no significance statistically in other pots, as compared with that of control. 3. It is not showed that there is no damage to mortality of the old larvae in 60m distant pot. 4. 10-20m distant pot produces a low pupation and others are at the same level statistically at 5％ significance, 5. It is showed that nicotine damage is occurred in single cocoon freight and cocoon shell weight up to 60m distant pot, rather higher damage in cocoon shell weight than in single cocoon weight. 6. It is showed that cocoon yield from 10, 000 molted larvae including double cocoon is decreased up to 40m distant pot far from the tobacco field in which 40％ of cocoon yield in 10m distant pot by 7kg, 26％ of cocoon yield in 20m distant pot by 3.9kg, 24％ of cocoon yield in 40m distant pot by 3.6kg, and 12％ of cocoon yield in 60m distant pot by 1.8kg, as compared with control. However, there is no significance statistically at 5％ level in 60m distant pot. With these above results, it is concluded that nicotine da mage could be occurred in cocoon yield and cocoon quality up to 60m distant far from the tobacco field.

• Journal of the Korean Geographical Society
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• 제28권3호
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• pp.247-267
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• 1993

According to developing international economy since the World War II, the increase and competition of the national business is so empha-sized tht both the interest and the necessity about marine transportation playing the impor-thant role of international transportation are increased. Today, the container transportation, as called the innovation of marine transport has been prevailed since the 1970's. The purpose of this paper is to grasp the spatial structure of the hinterlands and forelands, its object is export container cargo at Pusan Export Port, as known for the transportation node of modern containerlization. In this study, for the purpose of grasping the relation between hinterlands and forelands of Korean export container cargo, first, I researched the transition of carloading about container cargo, the bistribution channel of cargo, the change of the items of container and the carlo-adings about transport route, secondly, I used the cluster analysis so as to group hinterlands according to the items of goods and forelands. The object of the analysis is container cargo of Choyang Line, Hanjin Shipping and Hyundai Merchant Marine of National Frag Carriers. The source materials used in this study are Trucking Data of Hanjin Co., Container Ren-tal Data of Samik Transport Co. and Transpor-ting Present Condition Tables of Hyundai Mer-chant Marine. 1. There are two kinds of the transport classi-fied by its form: FCL and LCL. In Pusan Con-tainer Export, a lot of textile goods, clothings and furniture, compound, electric goods, and so on are dealed with but the rate of occupation of the transport is getting lower while that of occupation of equipment, papers and agricultu-ral, mineral and livestock industry higher. 2. In 1990, the transports of container cargo in Korea consist of 7 services and round-the world lines. We can list North America lines, East-South Asian lines, Japan lines and Inter European lines, in order of the quantity of tran-sport form the largest to the smaller. We can have another list that Japan lines, North Ame-rica lines and East-South lines in order of the rate participation of national flag carriers, be-cacuse Korean foreign trade lay disproportionate emphasis on East-South Asian lines. Japan lines among them is the biggest import-export market. Since the rationlization policy of marine tran-sport in 1984, each of national flag carriers have its own lines. Hanjin Shipping predominates over North America lines, Choyang Line over New Zealand, Inter European and Austria lines and Hyundai Merchant Marine over Center-South America lines, in terms of the volume of transport. And small-to-medium sized shippers are prevailing in lines which are adjacent to Korea, Such as Japan lines and East-South Asian lines. 3. In relation to hinterlands and forelands of Choyang Line, the light industry goods, electric goods and machinary produced in Seoul and Pusan are exported to the major ports in Europe and Japan, the same produces in Suwon, Ulsan, Kumi are exported to European Ports, and those in Incheon and Kwangju Austrian and Japanese ports, and those in the rest regions to the major port in Japan. 4. In relation to hinterlands and forelands of Hanjin Shipping, the light industry goods pro-ducing in Seoul and Pusan, the electric goods and machinary in Incheon and Pyeongteck, are exported to New York and Los Angeles. Electric goods and machinary Masan, Anyang, Cheona, Cheongju and Incheon, Electric goods machinary and light industry goods in Kwangju and non mental goods in Pohang, are exported New York, Los Angeles and Oakland. 5. In relation to hinterlands and forelands of Hyundai Merchant Marine, the region of Seoul, Pusan and Incheon closely related with the main ports in U.S.A. The rest regions with Montreal. The hinterlands of export container cargo can be classified by its export items into three kinds: the large city, industrial city and the rest city. Choyang Line's forelands are European lines, Japan lines and Austria lines, and Hanjin Shipping's forelands are North America lines, and Hyundai Merchant Marine's forelands are North America lines and Japan line. 3 National flag carriers' major forelands are determined by the size of port and the shipper's convenient use of the port terminal.

• Korean Journal of Food Science and Technology
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• 제13권3호
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• pp.171-175
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• 1981

Hand deboned and mechanically deboned chicken meat were produced from domestic broilers and spent layers. Meat yield, chemical composition, functional characteristics, storage stability and microbiogical properties were investigated. The results obtained were as follows: 1. 35% of carcass freight was recovered primarily as hand deboned chicken meat (HDM) and 45% secondarily as mechanically deboned chicken meat(MDM), total meat yield reaching 80% of carcass weight. 2. Moisture, protein, fat. ash and calcium content of MDM were 65, 12, 20, 1.7 and $0.2{\sim}0.4%$, respectively MDM was higher than HDM in fat, ash and calcium, but significantly lower in moisture and protein Total pigment content of MDM was 2.5 times higher than that of HDM, such high content being attributed to the increased inclusion of hemoglobin during the mechanical masceration of carcass in the deboning process. 3. The emulsifying capacity (ES) of MDM per g meat was only 70% that of HDM, but when ES was expressed on unit g of protein basis MDM showed even higher ES than HDM primarily due to the higher proportion of salt soluble protein fraction of MDM. 4. Since the TBA value of MDM increased rapidly after 4 weeks of frozen storage at $-20^{\circ}C$, the maximum possible storage period of MDM is estimated to be about 4 weeks. 5. Total microbial counts of MDM was approximately $1.8{\times}10\;cells/g$ showing no great difference from HDM or red meat.

• Proceedings of the KSR Conference
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• 한국철도학회 2009년도 춘계학술대회 논문집
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• pp.1254-1268
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• 2009

In 1998, because of the economic crisis called IMF Crisis in Korea, Kyungbu high speed railway project could run by modifying the original plan to open it as a 1st phase only by utilizing the existing railway lines from Seoul to Siheung and the other one from Daegu to Pusan. The modified plan includes that the line from Daegu to Pusan will be constructed as a second phase in next time. Starting railway operation with the changed plan, the combined application operation of high speed rail, passenger rail and freight rail was caused partly from Seoul to Siheung to run into capital area. As a result, the opinion for additional railway line construction is insisted continuously because the operation volume of passenger rail was forced to be reduced, the service quality of it was decreased and it became difficult to add new high speed services. Moreover, with regard to Honam high speed rail, the new construction plan of station in Kangnam metro area as a basement station for starting from Suseo was changed to the plan of turning out at Osong because of the economic effectiveness and this kept resident people in Kangnam metro area and southern Kyungki area unable to get the opportunity of high speed rail service benefit. After beginning of Kyungbu high speed railway operation, national transportation system developments are focused on high speed rail, and when the second phase construction of Kyungbu high speed rail, beginning operation of Kyungjeon line, Jeolla line double track construction, Honam high speed rail in 2014, is completed, the demand for high speed rail will be increased and it is unavoidable to make Kwangmyung station as a basement station and to reduce the number of passenger rail operation. At this moment, it is valuable to consider adding the railway line capacity in capital area to improve the transferring service for citizen who live in area without Kyungbu high speed rail station and to expand the service area from Kangbuk to Kangnam and southern Kyungki area. Accordingly, in this paper, the effective rail operation method, facility plan and the other issue to be reviewed for increasing capital high speed railway lines will be mentioned.

• Journal of Korea Port Economic Association
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• 제30권1호
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• pp.175-194
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• 2014

Because the thawing of the Arctic ocean is slowly accelerating due to global warming, recently exploring resources in Arctic ocean and transporting resources by using the North Pole route have been getting spotlight. Since the original route transported by the Suez Canal from Korea to Europe could be shorten about 8,000km in distance(decreased about 38% compared to the original route), which means shortening about 10 voyage dates, it is expected to bring huge logistics cost reduction. Once the North Pole route is commercialized successfully, it would be one of the most important variables that affects future of Busan port and guides for economic development of Busan. Therefore, the purpose of this study is to analyze Busan port and the economic growth of Busan area by researching promising industry, based on the effect of freight transporting by the Northern sea route on the economy of Busan. For this study, questionnaire surveys and interviews were conducted for 64 people of experts in the shipping and port industry, relevant government, and academics. The survey finding shows that port logistics industry is a promising business in Busan in terms of its growth and competitiveness. It is necessary to develop feeder network facilities that prepare for commercialization of the Northern sea route as a short and medium term plan and provide professional manpower training in polar regions. Ship supply business would also play an important role. It is identified that revitalization of shipbuilding and ocean plant industry should be done in terms of Arctic business. With regard to the fishery industry it is found that modernization of fishery ship and development of fishery equipment used in polar areas should be carried out.

• Journal of Korea Port Economic Association
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• 제37권2호
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• pp.73-89
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• 2021

The handysize bulk carriers are capable of transporting a variety of cargo that cannot be transported by mid-large size ship, and the spot chartering market is active, and it is a market that is independent of mid-large size market, and is more risky due to market conditions and charterage variability. In this study, Granger causality test, the Impulse Response Function(IRF) and Forecast Error Variance Decomposition(FEVD) were performed using monthly time series data. As a result of Granger causality test, coal price for coke making, Japan steel plate commodity price, hot rolled steel sheet price, fleet volume and bunker price have causality to Baltic Handysize Index(BHSI) and charterage. After confirming the appropriate lag and stability of the Vector Autoregressive model(VAR), IRF and FEVD were analyzed. As a result of IRF, the three variables of coal price for coke making, hot rolled steel sheet price and bunker price were found to have significant at both upper and lower limit of the confidence interval. Among them, the impulse of hot rolled steel sheet price was found to have the most significant effect. As a result of FEVD, the explanatory power that affects BHSI and charterage is the same in the order of hot rolled steel sheet price, coal price for coke making, bunker price, Japan steel plate price, and fleet volume. It was found that it gradually increased, affecting BHSI by 30% and charterage by 26%. In order to differentiate from previous studies and to find out the effect of short term lag, analysis was performed using monthly price data of major cargoes for Handysize bulk carriers, and meaningful results were derived that can predict monthly market conditions. This study can be helpful in predicting the short term market conditions for shipping companies that operate Handysize bulk carriers and concerned parties in the handysize chartering market.

• Journal of Navigation and Port Research
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• 제46권4호
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• pp.375-384
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• 2022

The shipping industry is cyclically impacted by complex variables such as various economic indicators, social events, and supply and demand. The purpose of this study was to analyze the operating profit of 13 Korean liner companies over 30 years, including the financial crisis of the late 1990s, the global financial crisis of the late 2000s, and the COVID-19 global pandemic. This study was conducted to also identify factors that impacted the profit ratio of Korea's liner shipping companies according to economic conditions. It was divided into ocean-going and short-sea shipping, reflecting the characteristics of liner shipping companies, and was analyzed by hierarchical multiple regression analysis. The time series data are based on the Korean International Financial Reporting Standards (K-IFRS) and comprise seaborne trade volume, fleet evolution, and macroeconomic indicators. The outliers representing the economic downturn due to social events were separately analyzed. As a result of the analysis, the China Container Freight Index (CCFI) positively impacted ocean-going as well as short-sea liner shipping companies. However, the Korean container shipping volume only impacted ocean-going liners positively. Additionally, world and Korea's GDP, world seaborne trade volume, and fuel price are factored in the operating profit of short sea liner shipping. Also, the GDP growth rate of China, exchange rate, and interest rate did not significantly impact both groups. Notably, the operating profitability of Korea's liner shipping shows an exceptionally high rate during the recessions of 1998 and 2020. It is paradoxical, and not correlated with the classical economic indicators. Unlike other studies, this paper focused on the operating profit before financial expenses, considering the complexity as well as difficulty in forecasting the shipping cycle, and rendered conclusions using relatively long-term empirical analysis, including three economic shocks.