• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.12
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• pp.349-376
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• 1999

The objective of this paper is to identify the problems of Korean inland transportation system and suggest the improvement plan for reducing the export logistics cost. The results are as follows: (1) Expansion of logistics hub facilities : Logistics hub facilities- integrated freight terminal and ICD, etc. can shorten the empty leg and reduce the logistics cost. (2) Design for CVO(Commercial Vehicle Operations) : CVO has various functions that improve the efficiency and effectiveness of freight transportation. (3) Rationalization of freight transportation industry : In particular, the deregulation of the motor freight industry and the privatization of the railway industry induce the competition among their firms and undercut the transportation rates in the long run. (4) Use of third-party logistics : The benefits of TPL are system reliability, improved customer service, and more efficient cost performance.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2009.10a
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• pp.11-13
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• 2009

As the quantity of goods transported, port industry and inland transport industry have developing still, but almost 80% of inland transport industry consists of ground transport. According to issue "global warming", many regulations and agreements with countries in the world are becoming necessary and it is being fulfilled now. It is sure that Korea will have duty to reduce CO2 emission from 2013. And inland transport have to cut CO2 emission down. Therefore, this paper will address that calculate CO2 emission under route of transportation container at Korea by using O/D analysis. And then, it will predict routes of transportation containers which can reduce CO2 emission.

• Journal of Digital Convergence
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• v.15 no.11
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• pp.187-197
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• 2017

The purpose of this study is to analyze factors that have significant influence on decision making of inland transportation of shippers. The study was conducted in Republic of Korea and Northern areas of China where marine feeder lines are operated, and logistic regression analysis was used as a research method. More than 67% of the domestic shippers who received the questionnaire were found to make inland transportation decisions. As a result, the inland freight and unloading costs had a significant influence on the inland transportation decision of the shippers. On the other hand, in order to attract domestic and overseas shippers to generate profits, it is necessary to establish various infrastructures and incentives for government support to reduce inland transportation costs and freight charges by identifying needs of shippers. In addition, it is necessary to review the factors influencing decision making of inland freight in shippers and port facilities, and ways to create freight should be sought through continuous improvement efforts in these areas. An analysis using various factors which can influence inland transport is needed as a future study.

• Journal of Korea Port Economic Association
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• v.28 no.4
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• pp.59-77
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• 2012

Inland transportation system has been improving inefficiencies and structural problems due to excess of supply. Therefore, inland transportation market needs to reform its regional logistics structure in order to increase its competitiveness. To improve the solution, the research studied efficiencies and productivity of inland transportation systems in regions. In order to obtain specific facts, each cities' five years of (2005-2009) balanced panel data on inland transportation system has been studied. According to CCR and BCC analysis, Ul-San has been evaluated as the most efficient DMU during 2005-2008. In addition, in 2009, Seoul was the most efficient DMU. Also, according to Window analysis, Gwan-Ju and Gwangwon-do scored 0.062. Therefore, they were estimated as stable DMUs. According to Malmquist productivity analysis, average productivity indexes of four terms of Chungcheongnam-do and Chungcheongbuk-do haves been increased to 6.6% and 7.3%. I hope this study contributes to the improvement of regional inland transportation system.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.11a
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• pp.152-154
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• 2018

Inland Container Depot is regarded as an important link in the multimodal transport, contributing to reduce transportation costs, reduce the time saved at the port, with the main function of clearing domestic goods, empty containers and refrigerated containers, super cargo. Inland Container Depot has just used in the South of Vietnam in recent years which are starting in the business. In this paper, i want to research on the potential of dry ports including the development and effective for economic of Vietnam.

• Journal of Korea Port Economic Association
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• v.38 no.2
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• pp.69-80
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• 2022

Road transportation accounts for the largest share of cargo transport in Korea. Inland transportation is not only the beginning and completion point of container transportation, but it is also very complex and has many workers. The main job of container drivers, who play a key role in inland logistics, is to transport containers from ports and terminals to destinations. However, in addition to the main role, various container management obligations, such as cleaning containers and managing damaged containers during the transportation process, are implicitly transferred to container drivers. However, little research has been conducted on this issue. This study identified the working environment of container drivers and empirically analyzed the current status of container management responsibilities by drivers. Furthermore, it analyzed whether there was a difference in the degree of container management requirements by shipping company, terminal, and shipper. Differences in requirements for region(Busan, Kwangyang, Pohang) were analyzed, and improvement measures for the problem of transferring container management were also presented.

• Journal of Korea Port Economic Association
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• v.27 no.3
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• pp.311-329
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• 2011

This study examined economic ripple effect of marine transport and port industry using Input-Output Tables. The results of the study are summarized as follows: first, in 2005 production inducement coefficients of harbour facilities was the highest(1.958), followed by coast and inland water transportation(1.857), load and unload(1.842), other transportation services(1.768), storage and warehouse(1.676), water transportation assistant services(1.422), and outport transportation (1.283). Second, value added inducement coefficient of water transportation assistant services was the highest(0.924), followed by load and unload, storage and warehouse(0.902), other transportation services(0.885), harbor facilities(0.832), coast and inland water transportation (0.752), and outport transportation(0.258). Third, import inducement coefficient of outport transportation was the highest(0.742), followed by coast and inland water transportation, harbor facilities, other transportation services, load and unload, storage and warehouse, and water transportation assistance services. Fourth, indexes of the sensitivity of dispersion of other transportation services and load and unload were 1.125 and 0.882 respectively while those of harbor facilities and outport transportation were 0.514. Indexes of power of dispersion of harbor facilities, coast and inland water transportation, load and unload, and other transportation services were the highest, respectively 1.006, 0.954, 0.946, and 0.908 while that of outport transportation was low, 0.659.

• Journal of Digital Convergence
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• v.15 no.10
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• pp.123-132
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• 2017

In order to identify the factor and effect of shippers' inland transportation decision in North China and the Republic of Korea, the determinants of shipping liners, shippers and forwarders when selecting ports were extracted through previous studies and then analyzed using factor analysis and Fuzzy-AHP. As a result of analyzing the importance between groups, it can be found that while logistics costs at port and accessibility to hinterland are the most important factors for shipping liners, shippers and forwarders. Transportation cost by feeder is the most important sub factors for shipping liners. Inland transportation cost is the most important sub factors for shippers and forwarders. Through this study, it was recognized that one of the biggest concerns of shippers was reduction of inland transportation cost In addition, it was confirmed that the main factor of shifting the decision of the port selection from the shipping liners to the shipper is the reduction of inland transportation cost.

• Journal of Navigation and Port Research
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• v.32 no.5
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• pp.387-394
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• 2008

The cost of domestic container transportation is higher than international sea transportation and it cannot meet the needs of customers either. However, domestic carriers try hardly nothing to improve the carriage system. Especially, the inland transportation connecting Busan port is not receiving a careful study in spite of the importance and urgency now. This paper reviews intention of forwarders, shipping companies, and transport companies conducting a questionnaire and analyse the preferences of transportation modes amongst existing highway, railway, coastal shipping and inland waterway. Its aim is to analyse which factors affect freight agents to choose particular mode.

• Journal of Korea Port Economic Association
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• v.22 no.2
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• pp.35-60
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• 2006

This paper uses input-output techniques to analyze the impacts of the coastal and inland water transportation (CIWT) upon the Korean economy between 1990 and 2000. The impacts were identified by means of backward and forward linkages effects, production inducing and import-inducing effects, and commodity prices repercussion effects of the coastal and inland water transportation. The data of this study come from The Bank of Korea databases for Input-Output Structure of the Korean economy. The major findings in this study can, among others, be summarized: that the power of dispersion(=backward linkage effect) and the degree of sensitivity (=forward linkage effect) of CIWT are higher than those of the deep sea transportation sector and that it has higher production-inducing effect than the average of total industries, while it has lower import-inducing effect than the average of total industries.