• International Journal of Internet, Broadcasting and Communication
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• v.13 no.4
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• pp.112-120
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• 2021

Recently, the number of consumers using digital online distribution platforms is increasing. This caused the rapid growth of the e-commerce market and increased delivery volume in urban areas. The logistics system, designed ar006Fund the city center to handle the delivery volume, operates a delivery system from the outskirts of the city to the urban area using cargo trucks. This maintains an ecosystem of high-cost and inefficient structures that increase social costs such as road traffic congestion and environmental problems. To solve this problem, research is being conducted worldwide to establish a high-efficiency urban joint logistics system using urban railway facilities and underground space infrastructure existing in existing cities. The joint logistics system begins with linking unmanned delivery automation services that link terminal delivery such as cargo classification and stacking, infrastructure construction that performs cargo transfer function by separating from passengers such as using cargo platform. To this end, it is necessary to apply the device to the vertical and horizontal transportation machine supporting the vertical transfer in the flat space of the joint logistics terminal, which is the base technology for transporting cargo using the transfer robot to the destination designated as a freight-only urban railway vehicle. Therefore, this paper aims to derive holistic viewpoints needs for design requirements for vertical and vertical transportation machines and freight transportation standard containers, which are underground railway logistics transport devices to be constructed by urban logistics ecosystem changes.

• Journal of Korea Port Economic Association
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• v.39 no.2
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• pp.41-57
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• 2023

The drybulk shipping market has high freight rate volatility in the chartering market and various and complex factors affecting the market. In the unstable economic situation caused by the COVID-19 pandemic in 2020, the BDI plunged due to a decrease in trade volume, but turned from the end of 2020 and maintained a booming period until the end of 2022. The main reason for the market change is the decrease in the available fleet that can actually be operated for cargo transport due to port congestion by the COVID-19 pandemic, regardless of the fleet and trade volume volatility that have affected the drybulk shipping market in the past. A decrease in the actual usable fleet due to vessel waiting at port by congestion led to freight increase, and the freight increase in charting market led to an increase in second-hand ship and new-building ship price in long-term equilibrium relationship. In the past, the drybulk shipping market was determined by the volatility of fleet and trade volume. but, in the future, available fleet volume volatility by pandemics, environmental regulations and climate will be the important factors affecting BDI. To response to the IMO carbon emission reduction in 2023, it is expected that ship speed will be slowed down and more ships are expected to be needed to transport the same trade volume. This slowdown is expected to have an impact on drybulk shipping market, such as a increase in freight and second-hand ship and new-building ship price due to a decrease in available fleet volume.

• 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.

• Journal of Korea Port Economic Association
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• v.24 no.3
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• pp.79-99
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• 2008

All the major ports around the world as well as those in Korea have been exploring their own strategies to survive rapidly changing marine transport environment worldwide. In particular, Busan New Port under development still fails to meet expected logistical traffic, although it operates 6 berths. That is why it is necessary to point out current challenges in logistical strategy of Busan New Port for fully dealing with logistical traffic. Therefore, this study can propose the following ways to facilitate logistical traffic of Busan New Port. First, it is necessary to apply equal tariff to incentives given to shipping agent under the associations between existing harbors and Busan New Port. Second, it is required to increase governmental subsidy for truck freight transport. Third, it is demanded to seek possible ways to transport export and import freight and thereby create independent logistical traffic. Fourth, it is necessary to contact shipping agents residing in new ports and establish a logistical program for shipping freights via Europe, Middle East and Russia as well as those by way of North America, Japan, Korea and China, ultimately making sustainable marketing strategy to create a series of continuous transshipment freight, not temporary one. Finally, it is advisable to operate networked logistical programs with small- or medium-sized overseas shipping agents in business association with large-scale overseas shipping agents.

• Journal of the Korean Society for Railway
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• v.14 no.5
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• pp.452-460
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• 2011

The logistics collaboration is begun in the transport part and introducing it in all fields of the distribution including delivery and the storage in these days. The effectiveness by the logistics collaboration is proved in many forms and adopted in many parts positively. However, logistics collaboration are enforced around road transport now. In this paper, it is examined for logistics collaboration introduction plan in the railroad part which is outstanding in environmental. The logistics collaboration are examined for transport and storage in not only the Railway main line transport but also the railroad station.

• 한국기계연구소 소보
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• s.14
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• pp.145-155
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• 1985

The recent trend in shipbuilding technology is toward development of highly economical vessels of which construction and operation costs are minimized, whereas cargo transport capacity is maximized. But, most of the vessel which are now operated by some of the nation's shipping companies are uneconomical ones built before oil crisis and consequently the companies are suffering from long-lasted deficit problem. In this paper, derivation study of optimum vessel for multi purpose cargo vessel on south-East Asian trade route is carried out to solve this problem. The Required Freight Rate is used as a measure of merits.

• Journal of the Korean Professional Engineers Association
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• v.41 no.2
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• pp.59-63
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• 2008

The construction of the Great Korea Canal(GKC) In the Korean peninsular requires consideration from a aspect of vision of the national land development. GKC will bring enormous benefits to the Korean economy. First, effect of the equitable regional development. Second, reduction In freight transport costs and contribution of innovation in physical distribution. Finally, creation of large numbers of new jobs and development of Tourism & Leisure Industry and its related industry. Lets view the construction and finance supply.

• Journal of the Korean Institute of Navigation
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• v.4 no.2
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• pp.45-79
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• 1980

The aim of this paper is to analyze the mechanics of price formation in the tramp shipping. For the purpose of this study, the main characteristics of tramp freight rates and the market is examined, and a brief examination of the nature ofthe costs of operation is given which are essential for the understanding of the functioning of shipping firms as well as for the understanding of developments in the tramp freight market. The demand and supply relationships in the market is also analysed in detail. Tramp shipping is an industry that has a market which functions under conditions that are not dissimilar to the theoretical model of perfect competition. However, it does notmean that tramp shipping market is a perfectly competitive market. It is apparent that this realworld competitive system has its imperfections, which means that the market for tramp shipping is near to being a perfectly competitive market on an internaitonal scale and it is freight are therefore subjext to the laws of supply and demand. In theory, the minimum freight rate in the short term is that at which the lowest cost vessels will lay-up in preference to operating, and is equal to the variable costs minus lay-up costs; and this would imply that in all times except those of full employment for ships there is a tendency for newer low-cost, and, probably, faster vessels to be driving the older high-cost vessels in the breaker's yards. In this case, shipowners may be reluctant to lay-up their ships becasue of obligations to crews, or because they would lose credibility with shippers or financiers, or simply because of lost prestige. Mainly, however, the decision is made on strictly economic grounds. When, for example, the total operating costs minus the likely freight earnings are greater than the cost of taking the ship out of service, maintaining it, and recommissioning it, then a ship may be considered for laying-up; shipowners will, in other words, run the ships at freight earnings below operating costs by as much as the cost of laying them up. As described above, the freight rates fixed on the tramp shipping market are subject to the laws of supply and demand. In other words, the basic properties of supply and demand are of significance so far as price or rate fluctuations in the tramp freight market are concerned. In connection with the same of the demand for tramp shipping services, the following points should be brone in mind: (a) That the magnitude of demand for sea transport of dry cargoes in general and for tramp shipping services in particular is increasing in the long run. (b) That owning to external factors, the demand for tramp shipping services is capable of varying sharphy at a given going of time. (c) The demad for the industry's services tends to be price inelastic in the short run. On the other hand the demand for the services offered by the individual shipping firm tends as a rule to be infinitely price elastic. In the meantime, the properties of the supply of the tramp shipping facilities are that it cannot expand or contract in the short run. Also, that in the long run there is a time-lag between entrepreneurs' decision to expand their fleets and the actual time of delivery of the new vessels. Thus, supply is inelastic and not capable of responding to demand and price changes at a given period of time. In conclusion, it can be safely stated that short-run changes in freight rates are a direct result of variations in the magnitude of demand for tramp shipping facilities, whilest the average level of freight rates is brought down to relatively low levels over prolonged periods of time.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.15 no.4
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• pp.100-107
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• 2007

We proposed the concatenation of logistics' Information to constructing the intelligent logistics city that is to manage efficiently cargo distribution as providing at real-time information of cargo location trace and management through the Telematics/RFID. Case of the Incheon of the "Air Logistics Hub", this area is on an increasing trend on the quantity of cargo transport of the Air & Sea cargo system until 2006. As intelligent project of the Air's and the Sea's field is independently developed at each area, it is a problem on the concatenation of logistics' information such as freight location trace and management, operation management and route information of cargo vehicles. Therefore, we propose the advanced transport service model for the concatenating smoothly of Air & Sea cargo system. In this paper, we only manage the model of Air & Sea cargo system of the advance logistics city.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2017.11a
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• pp.70-71
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• 2017

현재 국내 대도시권은 도시의 외연적 확장과 도로 중심의 교통물류체계 및 통행패턴으로 인하여 도로운송 시스템은 이미 포화상태에 도달하여 교통 혼잡으로 인한 물류비용의 증가, 도로 시설 유지보수 비용 증가 등 사회 경제적 비용 부담이 가중되고 있다. 화물운송시스템도 도로운송에 의존하고 있어 이산화탄소의 배출량이 많아 대기오염의 주된 요인으로 작용하며, 야간 운송에 따른 소음 유발, 교통사고 발생, 도로파손 등 사회문제를 야기하고 $\cdots$(중략)$\cdots$.