• International Commerce and Information Review
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• v.14 no.3
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• pp.559-583
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• 2012

This study was conducted on the assumption that for Incheon international airport to become the logistics hub of northeast asia's region, it is necessary to investigate and analyze problems of forwarder's international air cargo transportation process, those factors and so on. The conditions of the process of international air cargo transportation was analysed individually according to the time required, satisfaction and problems of each step of process by dividing those into import and export. Consequently it turned out that the time required for the export process of the international air cargo transportation is longer by about 1 hour than the import process which means the improvement of import section rather than export is more urgent to improve the overall international air cargo transportation process. For the improvement of the process, it is also necessary to construct the international air cargo transportation' information system, secure competition of operating and to improve logistics standardization by considering all factors above.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.29 no.4
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• pp.142-152
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• 2021

The International Civil Aviation Organization (ICAO) and the World Customs Organization (WCO) emphasize securing supply chain security through mutual cooperation between aviation security and customs by establishing a standardized security system by regulations, procedures and practices of international air cargo. Accordingly, in accordance with the Aviation Security Act, the known consignors system aims to secure cargo security before loading air cargo into the aircraft, while the customs AEO system is a public-private cooperation program that focuses on simplification of customs clearance procedures. These systems basically have the same purpose of effectively identifying high-risk cargo through a risk-based approach in international air cargo transportation and preventing risks in advance, and the content that a common basic standard for cargo security must be established is also similar. Therefore, it is necessary to establish a cooperation system by simplifying problems such as cumbersome and redundant authentication procedures and on-site verification through coordination of security requirements for mutual recognition between the two systems. As a result, it is necessary to establish a process for coordinating security and customs' supply chain security program and maximize the effect of harmonizing supply chain security by strengthening the linkage between known consignors and AEO.

• Journal of Korean Society of Transportation
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• v.22 no.5
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• pp.35-45
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• 2004

This paper analyzes the differences in the service quality priorities of air cargo service providers and customers. After having identified what constitutes the decisive factors with regards to air cargo service quslity, research was carried out to evaluate the differences in the service quality priorities of air cargo service providers and customers. Moreover, this paper analyzes these differences by separating air cargo service providers into Korean and international air cargo service providers. In order to attain the objectives of this research, the air cargo service sectors were divided into three general categories: supply capability(H/W), service accountability, and competitiveness of service fees and management capability(S/W). The researchers then placed 6 different criteria into each service category, for a total of 18. The evaluation of the service quality priorities of air cargo service providers and customers revealed very little difference between these two groups. With regards to the service criteria found in each service category, our research found marked differences between the service quality priorities of providers and customers in only three of the 18 criteria. However, we found marked differences in service quality priorities in 7 of the 18 criteria when the air cargo service providers were divided into Korean and international air cargo providers. While domestic air cargo service providers evaluated management's capability to handle cargo accidents and incidents as the most important priority, international air cargo service providers placed the highest priority on the cargo rate system. The results of this research imply that in order to properly evaluate the differences between the service quality priorities of air cargo service providers and customers, the air cargo service providers itself should be separated between the Korean air cargo service providers and the foreign providers because of their respective inherent perception on service quality.

• Korea Trade Review
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• v.46 no.1
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• pp.135-154
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• 2021

This study aims to investigate the difference in the perception of shippers on the quality of air freight service between air express and air freight forwarders. This study suggests hypothesis verification and implications on importance-performance between two groups of air express and air freight forwarders. In this study, we find that important variables through paired t-test and importance-performance analysis. As a result of paired t-test, there was a difference in the use variables of the document work variables through computerization in the importance area. In the satisfaction area, there was a difference between the groups in the response to customer request and the response to accidents. The variables that need to improve the focus derived from the importance-performance analysis are document work through computer and response to accidents. It is necessary to observe and manage the response of shippers continuously by holding various transportation schedules in the schedule area, possibility of adjustment of transportation schedule, regular freight and schedule provision.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.78
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• pp.1-29
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• 2018

This article demonstrates that both the Warsaw Convention Systemand the Montreal Convention are not designed for multimodal transport, let alone for "Door to Door" transport. The polemic directed against the "Door to Door" application of the Warsaw Convention systemand the Montreal Convention is predominantly driven by the text and the drafting philosophy of the said Contentions that since 1929 support unimodalism-with the rule that "the period of the carriage by air does not expend to any carriage by land, by sea or by inland waterway performed outside an airport" playing a profound role in restricting their multimodal aspirations. The drafters of the Montreal Convention were more adventurous than their predecessors with respect to the boundaries of the Montreal Convention. They amended Art. 18(3) by removing the phrase "whether in an aerodrome or on board an aircraft, or, in the case of landing outside an aerodrome, in any place whatsoever", however, they retained the first sentence of Art. 18(4). The deletion of the airport limitation fromArt. 18(3) creates its own paradox. The carrier can be held liable under the Montreal Convention for the loss or damage to cargo while it is in its charge in a warehouse outside an airport. Yet, damage or loss of the same cargo that occurs during its surface transportation to the aforementioned warehouse and vice versa is not covered by the Montreal Convention fromthe moment the cargo crosses the airport's perimeter. Surely, this result could not have been the intention of its drafters: it certainly does not make any commercial sense. I think that a better solution to the paradox is to apply the "functional interpretation" of the term"airport". This would retain the integrity of the text of the Montreal Convention, make sense of the change in the wording of Art. 18(3), and nevertheless retain the Convention's unimodal philosophy. English courts so far remain loyal to the judgment of the Court of Appeal in Quantum, which constitutes bad news for the supporters of the multimodal scope of the Montreal Convention. According the US cases, any losses occurring during Door to Door transportation under an air waybill which involves a dominant air segment are subject to the international air law conventions. Any domestic rules that might be applicable to the road segment are blatantly overlooked. Undoubtedly, the approach of the US makes commercial. But this policy decision by arguing that the intention of the drafters of the Warsaw Convention was to cover Door to Door transportation is mistaken. Any expansion to multimodal transport would require an amendment to the Montreal Convention, Arts 18 and 38, one that is not in the plans for the foreseeable future. Yet there is no doubt that air carriers and freight forwarders will continue to push hard for such expansion, especially in the USA, where courts are more accommodating.

• Journal of Korean Society of Transportation
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• v.31 no.3
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• pp.3-18
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• 2013

This study develops a forecasting method to estimate air cargo demand from ICN(Incheon International Airport) to all airports in EU with Seasonal Autoregressive Integrated Moving Average (SARIMA) Model using volumes from the first quarter of 2000 to the fourth quarter of 2009. This paper shows the superiority of SARIMA Model by comparing the forecasting accuracy of SARIMA with that of other ARIMA (Autoregressive Integrated Moving Average) models. Given that very few papers and researches focuses on air route, this paper will be helpful to researchers concerned with air cargo.

• 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.

• Journal of Korean Society of Transportation
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• v.29 no.6
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• pp.75-83
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• 2011

This research explores the relative importance of factors and service items that influence the air cargo service quality for provision services by the Skyteam Cargo in the Korean market. In general, the Skyteam Cargo provides a package of services which are different functions and operations of service such item as Equation Heavy (heavy and large express freight), Equation (small express freight), Variation (special freight), and Dimension (general freight). To carry out the research, the expert questionnaire survey, the Analytic Hierarchy Process (AHP) analysis had adopted to evaluate the level of quality for the provision air cargo operation services by the Skyteam Cargo at Incheon International Airport. Based on an expert survey and the AHP, five core service factors, namely, infrastructure as installed facilities, reliability, promptness, efficiency, and safety are defined.

• Journal of the Korean Professional Engineers Association
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• v.34 no.1
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• pp.14-22
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• 2001

Kimpo International Airport, located within the Seoul metropolitan district, experienced a sudden surge of passengers and cargo in recent years. In 1990, MOCT sponsored feasibility studios and Youngjong Island location was selected as the most suitable choice among four proposed sites to build a new airport. The construction work was then commenced in November 1992. Phase I project facilities are scheduled to start its operation in March 2001 with an annual capacity of 27 million passengers and 1.7 million tons of cargo for both enplaning and deplaning from International liners. Kimpo International Airport will remain in operation primarily for domestic passengers and cargo only. Phase II project construction work will add two more runways with its related facilities by 2005. Inchon International Airport will then conveniently serve 100 million passengers for enplaning and deplaning, and 7 million tons of inbound and outbound cargo annually in its full capacity. All the airport facilities In phase I and phase II periods are constructed to meet international standards. A fully integrated transportation network and logistics function systems should be accomplished prior to the full operation of the airport. With these sccomplishments, the state-of-the-art airport is poised to meet the needs of a rapidly growing worldwide air transport industry, and will more than adequately fulfill its role as a hub airport for the Northeast Asia region.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.29 no.4
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• pp.1-20
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• 2021

Due to the recent rapid increase in passenger and cargo air transport demand, the capacity of Jeju International Airport has been approaching its limit. Even though in COVID-19 crisis which has started from Nov 2019, Jeju International Airport still suffers from strong demand in terms of air passenger and cargo transportation. However, it is an undeniable fact that the delay has also increased in Jeju International Airport. In this study, we analyze the correlation between weather and delayed departure operation based on both datum collected from the historical airline operation information and aviation weather statistics of Jeju International Airport. Adopting machine learning techniques, we then analyze weather condition Jeju International Airport and construct a delay prediction model. The model presented in this study is expected to play a useful role to predict aircraft departure delay and contribute to enhance aircraft operation efficiency and punctuality in the Jeju International Airport.