• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2020.11a
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• pp.169-170
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• 2020

Although Busan Port is a world-class transshipment port, it is geographically divided and, despite the continuous increase in transshipment volume, ITT port integrated operation is not being performed, reducing port operation efficiency. In addition, the operation raises the problem of inefficiency in social and economic aspects, along with an increase in the volume of transshipment transport and the resulting increase in transshipment transport costs. This paper deals with the necessity of forming an integrated operation organization to carry out the ITT joint dispatch in the process of improving the ITT efficiency in Busan Port, and the organization structure centering on the transport companies and freight owners performing the Busan Port ITT. We intend to make a proposal for the establishment of an integrated operation organization in the form of a consortium and support plans. In addition, through analysis of implications, the role of the ITT stakeholders in Busan Port and related organizations will be addressed.

• The Journal of Bigdata
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• v.7 no.2
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• pp.205-215
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• 2022

The current development of digital platform-based online retail business leads to the rapid growth of freight demand and service innovation. With the demand for converged logistics technologies, our government supports R&D projects to innovate the logistics service. The digital platforms are developed based on their own standard process and data formats. It may cause interoperability and connectivity-related problems. In this research, the standard data flow to connect the data among systems is defined based on the standard process. Especially, data for connectivity is categorized into three groups, common data, connected data, and management data. It may be possible to enhance the applicability to the practical logistics business.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.2D
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• pp.191-203
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• 2008

According to a characteristic analysis of traffic accidents of industrial vehicles (RTSA 2007), the occurrence rate and lethality per 10,000 vehicles is 6.7 times higher and 5.3 times higher than that of non-industrial vehicles respectively. For the recent 10 years, in contrast to the 1.5% decrease of the annual rate of entire traffic accidents, the accident rate of industrial vehicles have been increasing 2.0% on the annual average. For the recent 10 years, the accidents of a freight truck and bus have been steadily falling off. But, in the case of a taxi, it has constantly been rising 5.6%. In these situations, the countermeasures to decrease the accident rate are suggested by grasping the inclination of taxi drivers through Q analysis which is character and psychology analysis method.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.2D
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• pp.225-231
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• 2006

On-line shopping allows consumers to order goods via internet and receive them at homes or workplaces. Emergence of online shopping industry has brought the changes in the structure of freight industry, in the location selection pattern of industrial clusters and in the consumer's travel pattern. This trend is likely to continue, especially in Korea, as the society sees increases in women's participation in workforce, in population of the elder and in production pattern of manufacturing individually customized goods. Despite on-line shopping's heavy influence on travel demand, no study on this particular topic has been done yet, and thus the effect of on-line shopping on travel demand has not been properly reflected on policy making process. This paper suggests the transportation strategy to cope with this change based on the analysis of the effect of on-line shopping on personal travel demand.

• Journal of Korea Port Economic Association
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• v.39 no.2
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• pp.195-204
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• 2023

In this study, the causes of the boom in the container shipping industry pointed out by the media were analyzed. As a result of the analysis, it was found that on the supply side, shipping companies mooring ships in response to IMO environmental regulations caused a rise in freight rates due to 'ships that could not be operated' even if demand increased. In terms of demand, it was determined that the claim that social distancing promoted purchases and increased demand was somewhat unfounded. The reason is that the relationship between social distancing and rising fares is weak.

• Korea Trade Review
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• v.47 no.6
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• pp.55-69
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• 2022

Within the worse of the environment, Climate change caused by global warming is becoming serious around the world, and green logistics to pursue sustainable development in the logistics sector are receiving more and more attention. Along with the acceleration of the global economy, eco-friendly issues are playing an increasingly important role in the logistics industry, and various policy measures are being pursued to establish the green logistics system. This study aims to analyze research trends in eco-friendly logistics, and the SNA methodology was applied by extracting keywords from 518 domestic and foreign papers from 2013 to August 2022. The period is divided into three stages: 2013-2015, 2016-2019, and 2020-2022, and 'logistics' and 'sustainable development' were derived as top logistics eco-friendly keywords at all stages. Besides, In the first stage(2013-2015), the term 'environmental performance' and 'freight transport' attracted the attention of scholars. In the second stage(2016-2019), keywords such as 'third-party logistics' and 'lean logistics' have attracted the attention of scholars. In the third stage(2020-2022), the 'internet of things' and 'circular economy' received the attention of scholars. In line with the growth of the economy, it was confirmed that research related to eco-friendly logistics is gradually expanding to a sustainable concept. Based on this study, it is possible to grasp the research trends of the academic community to cope with recent environmental changes and provides reference materials to consider future research directions.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.57-64
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• 2020

The IOPC Fund general assembly reported that the International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea (known as the HNS Convention) will meet the requirement for the convention to take ef ect between 2021 and 2022. When the convention comes into effect, the liability-limit insurance of the HNS transport ship will be enforced and the shipper receiving the HNS will pay the share of the contribution from the International Fund for damages exceeding the limit of the ship's liability insurance. Korea is one of the major shipping and shipper countries in the world; thus, this study aimed to the need to analyze the effect of the convention on the related industries. The survey of ships and contribution targets analyzed the research data of the Ministry of Oceans and Fisheries. The P&I premium estimation was reviewed by the Korea Shipping Association and the K P&I as insured ships. In addition, the contribution of the HNS cargo volume was analyzed in an annual report by a representative international association for each cargo. About 1,500 ocean-going and domestic vessels have been identified as ships subject to the convention. The effect of changes in premiums under the convention was minimal for most ships. The effect of the shipping industry is expected, with about 150 domestic tankers expected to increase insurance premiums. In the case of shipper industries, 52 freight terminals were found to be eligible for the payment of the share of the international fund, as the proportion of freight volume in Korea was ranked second to fourth in the world by individual HNS accounts. This implies the obligation to pay contributions according to the convention. Considering the status of HNS transport ships entering and leaving ports and the quantity of HNS cargo, it can be concluded that the validity of Korea's convention is sufficient and that, it is necessary to coordinate with global major shipper countries.

• Journal of Korea Port Economic Association
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• v.36 no.3
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• pp.115-136
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• 2020

This study aims to analyze the impact of China's iron ore imports and exports on the tramper freight rate of China. The import volume of iron ore in China, the export volume of steel products in China, and exogenous variables were used as independent variables. The dependent variables were BDI, BCI, C5, C10, C14, BSI, S2, and S3. Correlation analysis and regression analysis were conducted. The correlation analysis showed that China's iron ore imports were not related to the remaining BDI, BCI, BSI, C5, C10, S2, and S3, except for the C14 index. However, there was a positive correlation between the ship's space and international oil prices, and it was not related to China's Purchasing Managers Index (PMI). The export volume of steel products was negatively correlated with BDI, BCI, BSI, C5, C10, C14, S2, S3, and international oil prices, and was not related to iron ore imports, ship space, and China's PMI. In the verification of the hypothesis between China's iron ore imports and exogenous variables, China's PMI was rejected within the hypothesis. However, the hypothesis on international oil prices and ship space was adopted. In the verification of the hypothesis between China's steel export volume and exogenous variables, the hypothesis on BDI and the S3 index was adopted, and the hypothesis on BSI and S2 was rejected. In the analysis results of this study, the ship space and oil prices were adopted in all the hypothesis results. Domestic companies participating in the tramper shipping market will need to be prepared through continuous monitoring of related indicators.

• Journal of the Korean Geographical Society
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• v.29 no.3
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• pp.297-317
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• 1994

This study demonstrates the changes in the spatial organization of Korea by the construction of Seoul-Pusan railroad. This Seoul-Pusan line, which is the most important one in Korea was constructed in 1905. The original plan of the line was selected to cross the main traditional roads to control the entire Korean peninsular and to mobilize the Korean commercial potentials. It was the line to exploit the staples and to expand the Japanese market in Korea. In accordance with the contracts between Japan and Korean government, Korean government had to supply the lands for railroad, office, and service facilities. That was one of the important reasons that Korean government had been broken down. The main findings of this study are as follows: 1. The Seoul-Pusan railroad line was constructed Japanese colonial policy which emphasized three main purposes; the first was to reorganize the economic space and to collapse the traditional Korean markets for Japanese ruling, and the second was to find out the military supply routes, and the third was to search for the transcontinental line for China and Siberia. As the results, the old Korean pedestrian routes, which were the Eastern, the mid, the westren, and the Samnam route lost their functions. 2. Japanese requested for Korean government usually ten times of wider space for the site of stations than the needed one. The land was expropriated, and constructed the new centers aparted from the original Korean towns. In this process Japanese got the most developmental and windfall profits. The newly constructed centers were for Japanese immigration and the town service facilities which would be used to control the Korean financial market. At last, they easily converted the Korean spatial economy into Japanese colonial one, which made to reinforce the sphere of Seoul-Pusan line. 3. Japanese planned the stations as the central points in Korea. So the railroad stations were located apart from the centers of towns, to avoid the Korean resistances, and to maximize their profits. The mean distance from staiton to 'the town center is about 1km while the Japanese case is 0.6km. 4. The pattern of present Korean railroads is not the 'X type'. Because the Honam line is not the trunk one. So, we could call the Korean railroad pattern as the 'Ip(Chinese character 入) type' . The operational effects of Seoul-Pusan line brought out the concentration of the national economy to this line as Japanese planned. And the polorization had occurred between this line and the other parts of Korea. For twenty years (1910-1930), the transported freights were increased about 5 times. In 1930, the total freight of Seoul-Pusan line became 2, 010, 444 metric tons. If we examine this process, the underconstructing Seoul-Pusan express electric railroad should avoid adjacent this line to reduce the regional and ecological imbalance. 5. The forms of centers on the Seoul-Pusan line were classified into six types in relation to station, town center, and built-up area; the compact (integrated) type, the elongated one, the splited (independent) one, the absorbed one, the consolidated one, and the declined one. All types of these towns might be developed in accordance with the centrality, railroad function, and the other transportational functions. 6. The Seoul-Pusan line plays the most important role among Korean railroads but the ratio of passenger and freight become lower because the effiects of other inaugurated railoads the different transportation modes such as trucks and cars would be got more merits in competition. 7. The results of cluster analyses on the cities of railroad stations showed the rudimentary urban systems in 1910 and 1930. In 1930, the cities were classified into three groups; the group of small cites, the intermediate (developing) city-group, and the special city-group. In 1930s the spatial organization and urban system of Korea were similar to the present ones. We call appreciate that these were the effects of the Seoul-Pusan line.

• The Korean Journal of Air & Space Law and Policy
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• v.1
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• pp.193-222
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• 1989

The purpose of this study is to review the rights and duties of cargo owners, the party to the contract of international carriage of goods by air under the Warsaw Convention System and the IATA conditions. It is generally known that air freight is the most-cost mode of transportation. However, should there be considerations of total distribution cost, the use of air freight leads exporters to be advantageous in physical distribution. The Warsaw Convention System defined and limited the rights and duties of cargo owners and air carriers paticipating in the international carriage of goods, but it does not regulate every aspect of air transportation. Therefore, the unregulated parts are governed by national laws and by individual contracts of carriage. The International Air Transport Association(lATA), a worldwide organization of airlines, has formulated model conditions of contract for the carriage of cargo. These models are not uniformly followed but they serve as a basis for many of the individual standard form of contracts prepared by air carriers. The contract of air carriage of goods is a contract of adhesion, 'the consignor recognizing and accepting the conditions laid down by the carrier'. There are consignors and carriers as the parties to the contract of international carriage of goods. In addition to his basic right, implied in Warsaw Convention Article 18 and 19, to require devery of the goods in good condition and at the date agreed upon, the consignor has the right to dispose the goods in the course of the journey up to the moment when the consignee is entitled to require delivery. If it is impossible to carry out the orders of the consignor, the carrier must so inform him forthwith. The right conferred on the consignor ceases at the moment when that of the consignee begins in accordance with Warsaw Convention Article 13. Nevertheless, if the consignee declines to accept the air waybill or the goods, or if he cannot be communicated with, the consignor resumes his right of disposition. Unless it is otherwise agreed, it is the duty of the carrier to give notice to the consignee as soon as the goods arrive. The consignee is entitled, on arrival of the goods at the place of destination, to require the carrier to hand over to him the air waybill and to deliver the goods to him, on payment of the charges due and on complying with the conditions of carriage set out in the air waybill. The air waybill is supposed to be made out by the consignor. If the carrier makes it out, he is deemed, subject to proof to the contrary, to have done so on behalf of the consignor, whether there is one air waybill or several, each must be made out in three original parts. The first is for the carrier, the second is for the consignee, and the the third is handed to the consignor when the shipment has been accepted. The consignor is responsible for the correctness of the particulars and statement concerning the cargo appearing in the air waybill. Each of the original parts of the air waybill has evidential value and possession of his part is a condition for the exercise by the consignor or consignee of his rights under the contract of carriage. Hague Protocol set forth in Article 9 that nothing in this. Convention prevents the issue of a negotiable air waybill, but Montreal Additional Protocol No. 4 deleted this article. All charges applicable to a shipment are payable in cash at the time of acceptance thereof by the carrier in case of a prepaid shipment or at the time of delivery thereof by the carrier in case of a collect shipment. The carrier shall have lien the cargo for unpaid charges and, in the event of non-payment thereof, shall have the right to dispose of the cargo at public or private sale and pay itself out of the proceeds of such sale any and all such amounts. In conclusion, the Warsaw Convention System has the character of ambiguity in various respects, not only in the part of the forms of documents but also in conditions of contract. Accordingly, the following propositions might be considered: (1) If the carrier does not obey the orders of the consignor for the disposition of the goods without proper reasons, he will be liable strictly for any damage which may be caused thereby to the cargo owner. The special agreement and carrier's conditions of carriage which limit unreasonably the consignor's right of disposition of the goods will be nullified. (2) The instrument of the Warsaw Convention System which is not yet in force(Montreal Additional Protocol No. 4) would considerably simplfy the processing and keeping of computerized records of the carriage. Until this instrument enters into force, the airlines will be faced with practical problems preventing them to substitute computerized data processing techniques for the formal issuance of the documents. Accordingly, Montreal Additional Protocol No. 4 should become effective as soon as posisble. From a practical point of view in the international trade, the issuance of negotiable air waybill should be permitted for the security of the bank.