• International Journal of Computer Science & Network Security
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• v.21 no.3
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• pp.198-205
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• 2021

For twenty years, in the EU there has been a trend of a lack of maritime infrastructure and a redundance of the road one, which has a negative impact on the economy. The intermodal transport market structure in the EU has not changed over the past ten years. The stability of transport systems due to the lack of changes in the transport market remains under threat, affecting supply chains and networks through the optimization of warehousing and transportation costs. The research methodology is based on a quantitative assessment of cause-and-effect relations between economic growth and transport and logistics in the EU. A statistical analysis of security indicators, intermodal and modal transport, international trade in goods within the EU and in the world trade in goods, the dynamics of GDP of the EU countries, the level of openness of the EU economy, investment and maintenance costs of different modes of transport and infrastructure has been carried out. The results show that in 2000- 2010 there were positive changes in the transport and logistics infrastructure of the EU, which had a positive effect on trade, openness of the economy of the EU, GDP growth. However, at that time, negative effects of environmental impact and the load on road and rail transport were accumulating. Investment in different modes of transport is limited, and technical maintenance and infrastructure maintenance costs form a significant part of GDP of the EU. A slowdown in economic growth leads to budget constraints and infrastructure financing gap. As a result, the freight and passenger intermodal and modal transport market structure remains virtually unchanged. The load on rail and road transport remains stable, despite the reduced level of transport hazards. Transport productivity has declined over the past ten years. Herewith, the intensification of trade and the openness of the EU economies require constant modernization and innovative renewal. The EU policy in this direction remains normative, uncontrolled, which is reflected in investment differences within the EU and maintenance costs.

• Journal of Korean Society of Transportation
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• v.5 no.1
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• pp.85-99
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• 1987

The transport a administration in Korea is meeting demands of developing international multimodal transport system. In the past, as Korea transport policy has been emphasizing on the passenger traffic, the physical distribution sector is far behind international trend. Regarding the urging necessities of reducting costs in transport in order to upgrade the competitive edge of industries, Korea has to develop the most efficient transport system so called international multimodal transport system. The existing transport system is inefficient because each transport mode is separate, so this system is aiming at reducing cost and time and developing freight transport. The scope and scheme of this thesis should be as following. Chapter 2. Systems Approach of International multimodal transport 1. general systems theory 2. definition of International multimodal transport system 3. MTO (multimodal transport operator) Chapter 3. Current Situation and Problems of this System. 1. international law and practice 2.current situation A. Europe B. U.S. C. Japan D. Korea Chapter 4. Policy Goal for Improving this System Chapter 5. conclusion.

• Journal of Korea Trade
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• v.24 no.6
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• pp.115-134
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• 2020

Purpose - International trade leads to the international division of labor, improving the efficiency of the global economic system. Transport costs are a more serious barrier to international trade than customs tariffs. An increase in competition in the transport sector may thus lead to a reduction in transport costs. However, if a carrier's nationality significantly influences transport costs, simply adding more competing carriers of different nationalities would be ineffective. Therefore, it is necessary to establish national or regional carriers to influence competition and reduce transport costs. This study investigates this "nationality effect" by treating Hanjin Shipping's collapse as a natural experiment. Design/methodology - The theoretical basis of this study is the 3rd-degree price discrimination in container shipping market. By using the monthly data of container freight rates of Korea, China and Japan, this study shows the so-called Korea Premiums, which are the empirical counterparts of nationality effect in Korea container shipping market. For this empirical investigation, the structural model with state-space form is used and the dummy models are also estimated. In addition, because China has been also affected by the Hanjin's collapse, the China premiums are considered too. Findings - Compared with Japan's case, it is shown that there had been the so-called Korea premiums since the collapse of Hanjin Shipping. These results are robust from both the state-space model and dummy models. The time pattern of Korea premiums was consistent with the market evolution, especially the pattern of substitutability in container shipping markets. In addition, this paper shows the magnitude of Korea premiums. Originality/value - The argument of this study that the nationality effect can be interpreted as an extended concept of the home market effect is original, which is expected to evoke future research efforts. Further, the discussion on the shipping industrial policy from both horizontal and vertical aspects will provide the relevant policy makers with solid information, especially for the policy coordination in a global scale.

• Korea Trade Review
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• v.47 no.4
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• pp.53-68
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• 2022

It has great significance to estimate CIF-FOB margins of international trade. It certainly helps develop statistics on transport costs of international trade and provides basic data for econometric analysis of transport costs. It also contributes much to our standing the correlation between the margins and trade partners' geographical distance as well as one between the margins and trading products. However, the quality issue of international trade statistics renders it very difficult to derive trustworthy CIF-FOB margin estimates. Utilizing various analytical approaches, this study intended to acquire credible estimates of CIF-FOB margins for Korea's total imports and for country/product specific imports data. Major findings are as follows. First, the average of CIF-FOB margins of Korea's total imports is 7.3% and is generally declining. Second, country level analysis provides credible estimates for CIF-FOB margins of Korea's imports from four partners (Japan, the US, Australia, and Brazil). The differences in margins among these four countries are caused by geographical distance and characteristics of traded products. Third, product level analysis reveals that the margins of gold and passenger vehicles are fairly low while those of primary products tend to be high.

• Journal of the Korean Society for Railway
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• v.12 no.6
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• pp.996-1010
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• 2009

This paper proposed the framework for the Korean transport accounts which is suitable to Korean situation and can be used for international comparison. The framework is composed of the costs, the revenues and the estimation methodology. This framework is applied to both the Korean road and rail transport, respectively. The result showed that the total cost compared to GDP for the road was higher than the Europe's by 3.23% and that for the rail was lower than the Europe's by 0.67%. Also, the result showed that, in terms of the unit cost, the passenger cost per person-kilometer of road transport was 4.8 times higher than that of rail transport and the freight cost per ton-kilometer of road transport was 2.4 times higher than that of rail transport.

• International Journal of Railway
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• v.2 no.1
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• pp.1-7
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• 2009

The development of structural solutions for high-speed or very high-speed tracks that minimize total life cycle costs of the system is a key issue to improve the operational profitability of new investments. In opposition to conventional ballasted tracks, slab track solutions can be a cost-effective solution, but only in the cases where the benefits due to the increase in track availability and the reduction of track maintenance offsets its much higher construction costs. In the cases where such investment is not feasible, it is worth to evaluate possible structural improvements to ballasted track that allow reducing its maintenance needs without increasing too much its construction costs. This paper evaluates the design requirements and the impact of improving conventional high-speed ballasted tracks by using a bituminous subballast layer. It is divided into two main parts: first the design requirements of the structural solutions with bituminous subballast and its possible benefits on high-speed track deterioration, and secondly the evaluation of the economic impact, in terms of construction costs, of using this structural solution material in future Spanish high-speed lines.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.75
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• pp.49-69
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• 2017

Making a international contract of sale is not a simple work. International Trade parties(seller and buyer) may choose trade terms such as FOB or CIF to simplify their contracts and avoid misunderstanding of international commercial practice. Incoterms is the international rules for the interpretation of the trade terms, and firstly regulated by the ICC in 1936. The latest version is Incoterms 2010. Incoterms 2010 governs certain responsibilities between the seller and the buyer under the international contract of sale. Moreover, Incoterms 2010 provides the standard of division of costs relating to contract of carriage. But we should note that Incoterms 2010 is not the part of contract of carriage. The writer points out that there is no consistence principle in distributing the special costs under the contract of carriage like unloading cost from the transport vehicle. To avoid the dispute between the parties, it is more safe for international traders to fully and completely understand on the customs and practice of carriage of goods. Incoterms 2010 provides more detailed method of delivery of goods than CISG and RAFTD. Concerning the method of delivery of goods, CISG and RAFTD simply provide that the seller shall place the goods at the discharge of buyers. The writer suggests the basic principles to allocate the special costs of delivery of goods according to the trade terms under Incoterms 2010.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.40
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• pp.147-167
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• 2008

This paper investigates changing business transaction under the e-commerce environment and their implications on freight transport industry with some case studies. It shows that an efficient and reliable delivery system is essential for e-commerce as business industries are faced with the stricter and more diversified demands of customer. In addition, many aspects of business practices such as small batch, customized production and just-in-time distribution in the e-commerce environment, in turn, bring about a number of changes in the volume and service patterns of freight transport. E-commerce requires longer transport distances and often higher delivery frequencies. It also entails to a certain extent a modal shift towards truck and air freight transport modes. On the one hand, the logistical requirements of e-commerce goods may stimulate greater complexity in existing supply chain management, causing higher costs. However it is true that the increased visibility of goods through more efficient information flow allows more efficient and effective transport management in the logistics system.

• International Commerce and Information Review
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• v.14 no.3
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• pp.481-511
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• 2012

Incoterms 2010 Rules consist of 11 rules. The 11 rules are presented in "rules for any mode or modes of transport" and "rules for sea and inland waterway transport". The each rule of Incoterms 2010 rules has the guidance note, 10 articles(A1~A10) in relation to the seller's obligations and 10 articles(B1~B10) in relation to the buyer's obligations. The A6 and B6 of Incoterms 2010 rules, likewise previous Incoterms rules, have the article of allocations of costs. These articles of Incoterms 2010 rules provide the allocation of costs between the seller and the buyer. According to These A6 and B6, in principle, the seller must pay all costs relating to the goods until they have been delivered in accordance with A4, and the buyer must pay all costs relating to the goods from the time they have been delivered as envisaged in A4. The purpose of this paper is, therefore, to analyze the clauses of allocation of costs in Incoterms 2010 and to provide the problems of the clauses.

• Journal of Korea Port Economic Association
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• v.23 no.4
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• pp.91-114
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• 2007

With rapid economic development in China, cargoes from and to China are growing significantly. The 3 Northeast Provinces of China(named Liaoniang, Jilin, Heilongjiang provinces), bordering the Korean Peninsular, is not exception in development of international trade. However long distance from the 3 Northeast Provinces to seaports generates huge transit time and costs because Dalian port is far away almost 1,000km from Jilin and Heiloongjiang Provinces. The new intermodal transport route through the port of Jarubino located in the Russian Far East is under way to reduce the costs incurred from inland transport. This paper investigates the competitiveness of the new international intermodal transport route from the 3 Northeast Provinces in terms of transit time and transport costs. According to the results of this research, The establishment of the new international intermodal transport with development of Jarubino port is expected to increase the competitiveness of trade cargoes from the 3 Northeast Provinces while Korea has a good opportunity to join the port development in the Russian Far East. Futhermore the port of Busan is also benefited the growing transit cargoes from the new intermodal transport route.