• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2917-2920
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• 2011

This study aim at demonstrating the environmental performance of freight transport of the rail and road mode through an indicator of embodied energy and $CO_2$ emissions. Using the concept of LCA, the scope of evaluation includes energy production, supply chain activity and operation. The results of embodied energy and $CO_2$ emissions are normalized by means of traffic volume. The results shown that embodied $CO_2$ emissions road mode is 607.07 $gCO_2-eq./tkm$ and 284.67 $gCO_2-eq./tkm$ for road and rail mode, respectively. This number reveals that road mode is 2.1 times larger than rail mode. The results also indicate that the main contribution of $CO_2$ emission from road mode is in the operation stage, which accounts for 70%; however, it is the construction and supply chain stage that accounts for over 50% of the emission of rail mode.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.44
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• pp.181-210
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• 2009

This paper discusses global expansion and global strategies of shipping firms. Acknowledging the lack of research on global expansion by freight transport companies, this paper employs the resource-focused model, and explores "why shipping companies emerge" and "why the strategic behaviour of shipping companies is different in the global market". Despite there being a plethora of theoretical and empirical studies on the international operations of business organisations, it is acknowledged that researchers have largely neglected the issues regarding the international expansion within the freight transport industry. Identifying the general lack of contemporary studies concerning the international behaviour of shipping firms, this study addresses the important gap in our knowledge in the theoretical manner. The theoretical analysis suggests that the shipping company's internal resources can be a real reason for the international market participation.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.378-381
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• 2009

This paper investigates the productivity growth in Korean railway transport. The productivity growth is calculated by a process of measuring of pure efficiency change index(PECI), scale efficiency change index(SECI), and technical change index(TCI), using Data envelopment analysis (DEA) method. The data cover the period 1999$\sim$2006; 1999$\sim$2003 are the pre-structural reform years and the post-structural reform years are 2004$\sim$2006. The framework for the analysis is Malmquist Productivity Index (MPI) of the to investigate the impacts of structural reform on productivity growth, respectively. The inputs considered are the length of operating line, the number of staff, the number of coach and wagon, and the outputs are the trains movement of passenger and freight, and the traffic of passenger and freight. Results indicate that Korean railway experienced a annual productivity growth of approx. 3% after the structural reform.

• Proceedings of the KSR Conference
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• 2003.05a
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• pp.185-189
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• 2003

According to opening Seoul-Busan high speed rail line in 2004, we are studying to offer speedily for the parcel service of high speed rail-combined transport as it does, tender the quality freight services within a one and the same high speed train formation. Therefore, we reviewed for various types of HSR-combined transport and suggested to application methods in Korean high speed rail line. Through these kinds of approaches, we are able to expect the fulfillment of customer needs for high speed rail market segments, the profit maximization of future railway operating companies, and enhancement for cost-effective rail network operation of the mixed traffic on infrastructure cost-reduction in national logistics.

• Journal of the Korea Safety Management & Science
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• v.25 no.3
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• pp.37-43
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• 2023

Since 2024, small business are also going to be ruled under the Serious Accident Punishment Act. As the scope of the law expands, the small logistics companies are required to pay more attention on preventing serious accidents on the field. Freight vehicle accidents can cause personnel accidents and cargo accidents which are the two serious accidents that the Serious Accident Punishment Act is trying to prevent. The purpose of this research are to study the factors that cause the serious accidents that happens in the small logistics companies and to suggest preventive. The results of the study shows that fall prevention is the top-priority and then driving experience, safety management, and cargo driving hours. However, the gaps between the evaluation values of each are not huge, which means all the preventives are significant.

• Journal of the Korean Society for Railway
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• v.16 no.5
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• pp.418-429
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• 2013

This study assesses the appropriate amounts and applicable ranges of travel time values for freight transport modes in Korea. The findings suggest that it is possible to determine appropriate sizes and applicable ranges of travel time values of goods set for road transport mode (i.e. truck), whereas those for railway, inland waterway, marine, and air transport modes are not as easily estimated. The adequate travel time value for trucks is 20,000won/vehicle hour, and the application range of travel time value of trucks is 17,000~23,000won/vehicle hour considering other variables. The most adequate estimation method of determining the travel time value for road transport is the wage rate method, whereas the marginal rate of substitution method is more rational for railway, inland waterway, marine, and air transport modes considering the application purpose and characteristics of the goods transported.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.43
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• pp.117-142
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• 2009

The purpose of this paper is to examine the basic principles for the examination of documents in terms of the basic duty to examine the documents, the time allowed to the banks to examine the documents, linkage among the documents, the originality of documents and their issuers, and the rejection formula of documents. Further this author would look at the changes of particular transport document including bill of lading, charter-party bill of lading and so on. From the seller's perspective, the changes of the principles and individual documents under UCP600 are the most important in the sense that they affect the criteria against which the payment is made. The major changes include the omission of the phrase "with reasonable care", in terms of the basic examination principles, substitute the phrase "five banking days following the day of presentation" for the phrase "reasonable time, not to exceed seven banking days following the days of receipt of documents", introduce the new wording about the linkage between the documents tendered, and make clear the meaning of the originality of documents as well as the rejection formula. For transport documents, even though dealing with bill of lading, charter-party bill of lading, transport document covering at least two different modes of transport, freight-forwarder bill of lading and freight collect transport documents, this paper focuses on the "transhipment" of bill of lading and the definition of charter-party bill of lading. Thus, UCP has been changed several times to reflect the new banking customs and practice. It, however, would not answer every questions which users and banks will raise. These questions may be best answered in the particular underlying contract. The UCP are necessary but not a sufficient instrument for the smooth operation of an international trade transaction. The rules are now out: it remains to be seen what the players do with it.

• Asia-Pacific Journal of Business
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• v.10 no.2
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• pp.117-130
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• 2019

The land transport industry is more important than the air transport or shipping industry. Land transport has the largest number of business and employees, and the fourth industrial revolution technology has recently infiltrated the most rapidly. In this paper, we examine the status, future prospects, and implications of the land transport industry in Korea for the past 7 years based on the statistical database and related literature. We survey the scope and characteristics of the freight truck or rail transport industry, government policies, and recent logistics industry trends. From the results of these current and forecast statistical surveys, we propose a way forward for the domestic transport business.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.3D
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• pp.247-254
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• 2010

The positive effects of the air quality improvement policy have revealed sufficiently such as 3.3 trillion won of social benefits under the Environmental Zone in five years(K. Choi, 2009). In case of low-income freight truck owner, however, could be burdened with the requirement likes emission decreasing equipment. Eventually, restraint of running in the Environmental Zone would be affected their livelihood seriously. After estimating the scale of low-income freight truck owner for three alternatives with Road Freight Transport Center data, this study calculates decreased VKT to estimate the scale of monetary loss. In the result, decreased income amount of low-income freight truck owner under the restricted running estimated 6.1 trillion won during 5 years, quite exceeding 3.3 trillion won of the positive benefits as improving air quality, which means the necessity of immediate countermeasure. In other words, even though the governmental policy aimed benefits for the majority, the result implies that the total monetary losses of the minority could be exceed against the positives, therefore analysis should be considered carefully before the policy becomes effective.

• Journal of the Korean Society for Railway
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• v.16 no.2
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• pp.138-143
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• 2013

Recently, the demand for rail freight has gradually decreased. In particular, the demand in Korea for open freight cars, which classification includes gondola cars, hopper cars and gravel cars has been significantly reduced. The role of gondola cars in the rail transportation market shrank to 14.5% in 2010 from 23.3% in 2001. The transportation demand of gondola cars in the long term is expected to be reduced further. Because some gondola cars have been converted to container cars and various containers are being developed to transport bulk cargo by container cars. However, gondola cars still play an important role in rail freight transport. Therefore, the management planning of gondola cars is needed in order to prepare for the long-term declining demand. In this study, we propose a future direction for the management planning of gondola cars through the effectiveness analysis of gondola cars operation.