JP2006244196A - Support system for managing international transportation risk - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a cargo accident by using a support system for managing an international transportation risk provided by risk consulting from a user, to manage the risk in a supply chain, to quickly solve a claim after occurrence of the accident, and to reduce a cost and a time concerned in a damage reparation activity. <P>SOLUTION: All the risk management programs prepared by processes from (1) registration comprising mainly safety to (15) reconsideration of risk management in a conceptional schema of an international transportation risk management system shown in Fig. 2 and Fig. 3 (not shown) can be used when the user accesses a risk consulting home page 40 via a user terminal 20. The server 10 is provided to attain it with a main system such as a safe consigner data input support part 12, a check list preparation support part 22, a safety condition tracking service control part 27 and a claim treatment process control part, and a related system. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

The present invention relates to an international transportation risk management system, and more particularly to an international transportation risk management support system that enables accident prevention in advance, execution of risk management in a supply chain, and speeding up of claim resolution.

The end-to-end international air freight supply chain process (from the originator to the consignee) is a long process.
FIG. 28 shows the flow of international air cargo (supply chain process) from the departure point (shipper's factory) to the destination (consignee's door). In the supply chain process, there are suppliers such as packers, truckers, warehouse companies, forwarders, airlines, airline sheds, etc. involved in international air freight transportation. It can be understood that the frequency of loading / unloading at each node (node) is high, and that most of the loading / unloading is performed by forklifts. Cargo accidents such as damage and loss are detected at the time of cargo acceptance at the departure airline (A), at the time of cargo break or cargo acceptance at the destination airport shed (B), and at the consignee warehouse. At the time of packaging (C). However, most of them are discovered at the time of a cargo break or cargo pickup at the destination airport shed (B) and at the time of cargo unpacking at the consignee warehouse (C). What is discovered at the time of cargo acceptance at the departure airline (A) is rare, except for very large damage (damage).
In order to detect damage (damage / loss) at the destination, the pallet is unloaded at the airport shed at the destination, and the cargo is sorted, and the cargo that has been cleared is delivered to a customs broker, freight agency, or forwarder (released) The first step before is). The second is when the delivered cargo is stored at a destination (such as a warehouse) designated by the consignee by a domestic trucker, the cargo is unpacked, and the interior and product conditions are inspected.
Each supplier in the supply chain (packer, trucker, warehouse company, forwarder, airline company, airline shed, etc.) is responsible for the quantity, exterior, damage, and loss of cargo within their responsibilities (node to node). I am doing a check, but the check is limited to my own responsibility. Since it is only necessary to check the part (the scope of responsibility of the company), the management of the check is vague and ambiguous. As a result, even if freight damage (damage / loss) is found at the destination airport or consignee warehouse, the location of responsibility is unclear. The reason is that there is no through risk management system that can clarify the responsibilities of each supplier at each node in the supply chain and can see from end to end.

Since there is no “through-check system”, the general idea is that the responsibility for damage is the airline (execution carrier) or forwarder (contract carrier) that transported the cargo from airport to airport. Damage found at the destination airport shed may have occurred at the forwarder warehouse at the departure location, may have occurred at the airport shed at the arrival location at the time of sorting, or the domestic truck after release It may have happened during the transportation process. However, confirming this fact is not possible with the current process unless there is a witness (unless the shipper or supplier proves). If damage occurs, it is difficult to prove the cause-and-effect relationship between the cause of the accident and the damage. It is. It introduces a “risk management system” that predicts the risk source of damage occurrence in a preventive manner and prevents it, reduces damage compensation costs and cargo insurance costs, and increases supply chain throughput (productivity). There is no concept of improvement. Furthermore, since there is a strong belief that if an accident occurs, it can be resolved with a claim (a claim for compensation for damages), so the current situation is preventing the introduction of a management system to prevent the accident.

The existing international trade contract conditions (incoterm) can be broadly divided into FOB (Free On Board / Export Port Main Ship) and CIF (Cost, Insurance and Freight / Fare, Insurance-included Main Ship). This trade condition defines the scope of cost burden and the risk burden of cargo (Figure 29). In the FOB, the consignee bears the fare / costs and designates the provider of the transportation service. In CIF, the shipper bears the fare / costs and designates the provider of the transport service. In principle, the responsibility of the transportation service is from the airport to the consignee's door in the case of FOB, and from the consignor's door to the consignee's airport in the case of CIF. As a transport service provider, there are an airliner that sells aircraft space, an airline that operates the airport from the airport, and a forwarder (mixed carrier) that provides the transport service to the shipper by purchasing the space from the airline.
An airline is a direct carrier that provides airport-to-airport transport services, and forwarders provide door-to-airport, airport-to-door, door-to-door transport services. Contract carrier
Carrier).
The difference in responsibility regarding the transport service between the consignor and the consignee due to the trade conditions, and the difference in responsibility between the airline carrier and the forwarder that is the transport service provider are the end-to-end through responsibility process and the through risk management process. A wall that prevents the establishment of the system is created (Fig. 29 / Fig. 30).

The complaint handling process in the international cargo industry is a manual process (Fig. 31 / Fig. 32), and it takes too much time and cost. There are a lot of unprocessed and unresolved claims in the shipper and forwarder offices. There are many things, such as those that do not submit claims, those who have given up on submitting claims, and those who have submitted claims but have not yet received an answer from airlines, forwarders and insurance companies.
The major factors are the lack of a clear and efficient process for handling claims in the international cargo industry and the lack of a risk management system. The reasons why the claims processing process is obsolete are as follows.
(1) Management and many employees are indifferent to the work of claim processing, and it is a post-processing work that does not have any problems even if it takes time.
(2) Because the work of claim processing is a shady work that everyone dislikes, there is no awareness of improving the claim processing process.
(3) Claim processing requires specialized knowledge such as law (civil law, commercial law, international law, conditions of carriage, etc.), risk management, supply chain management, insurance, trade, etc. ing.
(4) Since awareness of risk management is weak, the introduction of a damage prevention system has been delayed.
(5) Since the conventional idea of taking responsibility from airport to airport has been deeply rooted and the entire supply chain cannot be looked at, there is an attitude of clearly pursuing the risk source of cargo damage and preventing / improving it. I can't see it.

For the above reasons, when a cargo accident occurs, it takes a lot of time and cost to resolve claims, and the shipper and forwarder suffer. The reason may be that there is a lot of waste in the process of claim processing. For example, in the existing system, it is difficult to clarify the cause of the accident. Notice of Claim / Step 2 and Fig. 32) of prior notice of filing a claim are submitted. Currently submitted manually. Submitted Notice
Of the claims, only a few percent are claims. Understand how inefficient work is being done.
Further, at the stage of the claim solution process, the documents prepared by the claim claimant (climate) are complicated and many (FIG. 31 / step 3). The time required for the complaint assessment by the airline is too long (Fig. 32 / Step 5), and most of the reasons for refusal of the claim are insufficient packaging strength without objective proof. Total loss insurance by insurance companies (Shippers)
All Risk) or the fact that supply chain cargo insurance with delayed compensation according to the present invention is not widespread causes the time and cost required for claims to increase.


JP2002-163337 "Sell" Creation of Logistics Quality / Osamu Uno / Hakutoshobo / 2003

In the above conventional example, when damage to cargo that has passed through the supply chain from end to end, which is frequently loaded and unloaded, is detected at the airport shed or consignee warehouse, the cause of the accident and the responsible supplier are clearly identified. There was an inconvenience that could not be proved.
In addition, the liability for accidents is unclear, which takes time and cost in the damage compensation process (claim procedure), and there has been a disadvantage that prompt claim resolution has not been performed.

Moreover, since a system for preventing damage accidents and a system for efficiently processing claims after an accident have not been established, there has been a disadvantage that inefficient work increases.

Furthermore, because there are many managers and employees who are indifferent to handling claims, the development of human resources with the specialized knowledge necessary for the compensation process is delayed, and it is impossible to introduce an innovative risk management system. was there.

As described above, the conventional example has inconveniences that it is difficult to introduce a prior accident prevention system, clarify accident responsibilities, and introduce a system for accelerating claims processing after an accident occurs.

Therefore, in the present invention, in order to solve the above inconvenience, an “international transport risk management system conceptual diagram” (FIGS. 2 and 3) for understanding an outline of risk management in international transport and an accident prevention system in advance. Introduction, clarification of accident responsibilities, and realization of a system for accelerating claims processing after an accident occurs. Various databases and data provided by multiple suppliers are used as a reference, and a server that performs the above operations. Prepared.

The “international transport risk management system conceptual diagram” can be viewed by the user from the portal site on the homepage of the risk consultant. The “international transportation risk management system conceptual diagram” is configured based on the PDCA concept in order to introduce an accident prevention system in advance, clarify the responsibility for accidents, and realize a system for speeding up claims processing after an accident occurs. The PDCA cycle consists of Plan / risk prevention management, Do / execution, Check / claim resolution process, and Act / review process.

The server includes a prior application for a safety entity related to risk prevention management (a supplier engaged in transportation work on the supply chain), a safety shipper data input support unit that supports input of registration data, a safe transporter input support unit, and a rating of the safety entity And a safety agency rating support section that supports the company and a joint responsibility distribution identification section that distributes the compensation for damages to related suppliers when the cause of the accident is unclear and the accident responsible supplier cannot be identified.
Furthermore, a risk prevention management supply chain hazard source prediction sheet generation unit that supports generation of a risk prevention management supply chain hazard source prediction sheet that predicts in advance the risk sources (risks) that exist for each end-to-end transportation route, and a prediction based thereon A risk data storage unit for storing risk sources (risks) and risk management plans established by the risk prevention management supply chain risk source prediction sheet to encourage participation in supply chain insurance (cargo insurance) And a supply chain cargo insurance support department with delay.

The server includes a checklist generation support unit that supports generation of a checklist for checking a risk source and damage at each node related to risk management execution, and a check of a damage situation taken by a collaborative administrator. A checklist transmission / reception unit that transmits / receives a checklist that records measures for damage to / from the shipper and related suppliers.

The server includes a shipment specification declaration creation support unit that creates a shipment specification declaration that describes the freight packaging status and the carrier information that the consignor creates immediately before the start of transportation, and data of the generated shipment specification declaration Stores shipper / shipper data storage, SCID storage that stores supply chain ID (SCID) used consistently for tracking and claim processing, and damage status clarified by checklist A damage status storage unit, a safety status tracking service control unit that controls a safety status tracking service using a checklist, and an accident report creation support unit that quickly creates an accident report based on the checklist when an accident occurs Prepared.

Further, according to the present invention, a claim processing process control unit that manages a process from the occurrence of an accident to the end of claim resolution, a claim document creation support unit that quickly creates a large number of claim documents, Complaint document transmission / reception unit for sending and receiving from the supplier, claim amount settlement support unit for supporting settlement when the claim resolution amount is determined, and a claim related document storage unit for storing all documents related to the created / generated claims Prepared.

In the present invention, functions to support the introduction of the prior accident prevention system, the clarification of accident responsibilities, and the quick processing of claims after an accident have been added. Risk prevention management Hazard source prediction sheet generation, supplier management system storage unit and risk management success / failure case storage unit that stores information to be used as reference when generating supply chain checklist, and cargo insurance product storage useful when joining supply chain insurance And equipped with. In addition, it has a risk management term storage unit that is useful for the execution of risk management related to international transportation, and various data update control units that update data that needs to be updated in all information necessary for the execution of risk management.

In addition, based on the safety-based rating system, a freight rate / insurance fee generation support section that provides discounted fares and insurance fees based on ratings, and freights that generate surcharges (freight fares) based on cargo prices It has a configuration that includes a price-based risk management fee generation support unit. Thus, the above-described problem is to be solved.

The effects of the present invention can be summarized as follows.
As can be understood from the comparison of the existing process and the process according to the present invention in FIG. 4 and the productivity comparison table of the existing process from the discovery of international air cargo damage to the settlement of damages in FIG. Compared with the existing process, looking at the existing process from international air cargo damage discovery to damage resolution in Figure 32, it can be seen that the time productivity improved by more than 84%. Furthermore, the process according to the present invention in FIG. 4 introduces risk management based on a PDCA cycle that was not found in existing processes. New action items from (1) to (15) in Fig. 4 are set in the processes of Plan / risk prevention management, Do / execution, Check / claim resolution process, and Act / review process.
The execution of such a revolutionary international transportation risk management system has the effect of dramatically improving the efficiency of the entire international logistics industry.

Registration of a safe shipper / safe transporter enables a safe subject and a non-safe subject to be drawn. The prerequisite for safe risk management is that the shipper is safe and the carrier is safe. As a result, the shipper selects the safe transporter to avoid the risk, and the safe transporter selects the safe shipper. This creates a synergistic effect, both sides strengthening safe transport, reducing supply chain risk, resulting in fewer claims and improved claims management efficiency.

The safety-based registration system enables the introduction of a rating system for shippers / carriers, and the shippers / carriers make efforts to improve the rating, leading to strengthening of risk management throughout the supply chain. In addition, the rating system introduces various international standards / management systems (ISO9001, ISO14001, OHSAS18001, ISMS, TAPA (Warehouse Security), BCP (Business Continuity Plan), etc., stimulates certification, and CSR (corporate social responsibility) In addition, the introduction of a freight rate / insurance rate system that provides discounted fares and insurance premiums based on ratings will result in higher rates producing discounted fares and discounted insurance premiums. Since it is a system, risk management and management system strengthening to acquire high ratings will be actively carried out, and the risk management competitiveness of the entire industry will be improved.

If the cause of the accident is unclear in the existing system and the accident responsible supplier cannot be identified, it will be difficult to resolve the claim and it will take a long time to resolve it. This system enables quick resolution of complaints, leading to a reduction in complaint costs and at the same time strengthening risk management among responsible suppliers.

The introduction of a price-based risk management fee (risk surcharge / freight surcharge) system will change the existing concept in the international cargo industry, which has set fares on a weight basis. "Weight-based fare system based on freight value" (Fig. 7) is an existing weight-based (a high fare system by weight per kilogram is constant regardless of the price) This will correct the contradiction. It is a lever that changes to the concept that what is carried by aircraft is not only the weight of the cargo but also the value of the cargo. Transportation carries value. Value transport is a system that creates an opportunity to enter the world of “awareness” that the risk changes depending on the magnitude of the value, and has the effect of changing the old fare system of the international transport industry and changing the revenue structure. I can expect.

Risk prediction and prevention can be achieved by introducing a system that supports the risk prevention management supply chain risk source prediction sheet generation that predicts the risk sources (risks) that exist for each transportation route from end to end in advance. This enables risk management that can be pre-prevented from post-processing risk management, leading to the strengthening of risk management, facilitating the generation of risk prevention management supply chain hazard source prediction sheets, and risk management execution. Become realistic. In addition, the risk prevention management supply chain risk source prediction sheet makes it easier for insurance companies to make assessments when subscribing to supply chain insurance (cargo insurance), and insurance premiums are also discounted.

The introduction of supply chain cargo insurance with delayed compensation introduced the concept that delays due to human error are subject to damages. In conventional cargo insurance, delay was a disclaimer, but a reasonable cargo insurance was adopted in which human error and provable delay are subject to damages.
This insurance expands the shipper's purchasing class and increases the speed with which claims can be resolved by insurance.

The cargo safety status tracking service by introducing a check list with SCID as the number of cargo damage status tracking ensures the check of the damage status at each node in the supply chain, and it has been difficult for the existing system It is possible to increase the efficiency of claim processing by strengthening the clarification and estimation environment. In addition, clarification of the cause of the accident can be replaced with a Notice of Claim with a checklist, making it easy to create an accident report. This also results in faster claim processing.

The claim processing process that manages the process from the occurrence of an accident to the end of claim resolution shows the logical process of claim processing and how to proceed. The prompt decision process, insurance claims, normal claims process, joint responsibility distribution system, and consent of claim processing time have the effect of speeding up the claim resolution process.

In the complaint resolution process, when the accident source / accident responsibility is clear, a complaint resolution technique that has not been found in the conventional technology called “prompt decision on the net” is introduced. Thereby, the claim cost and the time required for the claim are dramatically improved. In addition, the use of checklists for clarifying accident sources / responsibility will increase, leading to the effect of strengthening risk management.

As can be understood from FIG. 31 and FIG. 32, the claim document creation can be automatically created by the claim document creation support unit and sent to the parties concerned by the claim document transmission / reception unit. Accident report to be submitted when an accident occurs, Notice
Official Claim Documents, Completed Supply Chain Checklist, Accident Report, Damaged Weight and Damaged Price Certificate Required for Submission of Formal Claim (Formal Claim), including of Claim In addition, the disposal document certificate, survey report, etc. can be generated by the complaint document preparation support unit. Further, the HAWB copy, MAWB copy, commercial invoice copy, packing list copy, and digital camera photo transmission / reception can be automatically performed by the claim document transmission / reception unit (FIG. 27). Thereby, the effect that the claim resolution process is drastically reduced can be expected.

The claim amount settlement can be automatically executed by the claim amount settlement support unit. The verification of the claim amount can also be identified by the SCID number.
In the conventional system, it took time to verify the claim compensation amount and the claim transfer amount. However, the environment in which the SCID number can be used for checking improves the efficiency of the claim amount transfer confirmation work.

Next, an embodiment of an international transportation risk management support system according to the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a configuration diagram of an embodiment of the present invention. As shown in FIG. 1, the user terminal 20 is used by a user (a shipper, forwarder, airline company, customs broker, truck / warehouse company, etc.) and is an information processing apparatus such as a personal computer. In this first embodiment, the user terminal 20, the risk consultant / home page 40, safety entity information, shipping statement declaration information, risk (danger source) information, damage status information, claims provided by multiple providers The database (DB1, DB2, DB3, DB4, DB5) storing the processing information and the operation of the user terminal used by the user are received and the data stored in the database according to the operation is referred to The server 10 is configured to transmit risk prevention management, risk management execution, claim resolution process, and the like to the user terminal, and a communication network 30 such as the Internet for interconnecting them.

The server 10 is configured based on the “international transportation risk management system conceptual diagram” shown in FIGS. 2 and 3. In order to introduce an accident prevention system in advance, clarify accident responsibilities, and realize a system for speeding up claims processing after an accident occurs, the “international transport risk management system conceptual diagram” is composed of the PDCA concept. The PDCA cycle consists of Plan risk prevention management, Do execution, Check claim resolution process, and Act review process. The Plan risk prevention management process consists of (1) registration of safety entity, (2) acquisition of SCID (supply chain ID number), (3) preparation of shipping statement, and (4) risk prevention management supply chain risk source prediction sheet. It consists of generation, (5) subsidized supply chain insurance, (6) supply chain checklist generation, and (7) shipper carrier data storage. The Do execution process consists of (8) from the start to the end of transportation (execution of risk management based on the supply chain checklist from end to end), (9) damage status check, and (10) safety status tracking service. ing. In the case where the transportation is successfully completed in the Do execution process and there is no damage accident, the risk management is completed as shown in FIG. If a damage accident occurs during or after transportation, risk management continues and proceeds to the next step, the Check Claim Resolution Process. The Check complaint resolution process consists of (11) Accident report preparation, (12) Notice
of Claim (Damage Reservation Notice), (13) Prepare Claim Document, Submit Formal Claim, (14) Claim Processing Process. The Act review process consists of (15) risk management review. The Act review process refers to performing a continuous improvement of the risk management process by reviewing the cycle from the Plan risk prevention management process to the Check claim resolution process, extracting issues to be improved, and making improvements. . In other words, it means that the PDCA cycle is run and the existing risk management system is continuously refined.
The Plan risk prevention management process consists of a safety application (supporter, carrier, forwarder, truck / warehouse company, customs broker, etc.) in advance, a safety shipper data input support unit 12 that supports registration data input, and a safety carrier input support unit. 13 and Safety Agency Rating Support Department 14 that supports safety agency ratings, and joint responsibility sharing identification that distributes damages to related suppliers when the cause of the accident is unclear and the supplier responsible for the accident cannot be identified Part 15 is provided.
Further, it relates to a risk prevention management supply chain hazard source prediction sheet generator 19 that supports generation of a risk prevention management supply chain hazard source prediction sheet that predicts in advance the risk sources (risks) that exist for each transportation route from end to end. Based on the risk management plan established by the route data generation support unit 16 for generating route data, the risk data storage unit 17 for storing the predicted risk source (risk), and the risk prevention management supply chain risk source prediction sheet. And a supply chain insurance enrollment support unit 21 with a delay for encouraging participation in supply chain insurance (cargo insurance).
In addition, the checklist generation support unit 22 that supports the generation of a checklist for checking risk sources and risks at each node related to the execution of risk management, and the damage status check and damage taken by the cooperating manager And a checklist transmission / reception unit 23 that transmits / receives a checklist recording actions to the shipper and related suppliers / suppliers.

The risk management execution process of the Do includes a shipper / carrier data storage unit 24 for storing the contents of the shipment details declaration describing the cargo packing state and the carrier information created immediately before the start of transportation by the shipper, and the cargo SCID storage unit 25 that stores supply chain IDs (SCID) that are used consistently for tracking, complaint processing, etc., damage status storage unit 26 that stores the damage status clarified by the checklist, and safety by the checklist A safety situation tracking service control unit 27 that controls the situation tracking service and an accident report creation support unit 28 that quickly creates an accident report based on a checklist when an accident occurs are provided.

In the Check complaint resolution process, the complaint processing process control unit 32 that manages the process from the occurrence of an accident to the completion of the complaint resolution, the complaint document creation support unit 33 that quickly creates a large number of complaint documents, and the created complaint documents are related. Complaint document transmission / reception unit 34 that transmits / receives to / from the supplier, a claim amount settlement support unit 35 that supports settlement when a claim resolution amount is determined, and a claim related to storing all documents created during the claim processing process And a document storage unit 36.

In the Plan risk prevention management process, a safety subject rating system is introduced. Based on this safety rating, a freight rate / insurance fee generation that provides discounts on fares (air fares, truck fares, etc.) and premiums that are beneficial to highly rated shippers and suppliers (less risky) A support unit 29 was provided.

In the present invention, the server 10 is also provided with functions for supporting the introduction of an accident prevention system in advance, clarification of accident responsibilities, and a system for speeding up complaint processing after an accident occurs. Risk prevention management Supply chain hazard source sheet generation, supplier management system storage unit 37 and risk management success / failure case storage unit 39 that store information for reference when generating a supply chain checklist, and supply chain cargo with delayed compensation A cargo insurance product storage unit 38 that is useful when joining the insurance is provided. In addition, a risk management term storage unit 41 useful for executing risk management related to international transportation is provided. In addition, in order to strengthen the risk management of airlines / forwarders, etc. related to international transportation, the existing fare system will be reviewed to provide a new fare system that takes into account not only the fare based on weight but also the price of cargo. It is configured to include a risk management fee generation support unit 31 for each cargo price.

To ensure the safety of cargo on the end-to-end supply chain, the shipper knows not only the shipper's safety but also the safety of the carrier (airline, forwarder, truck warehouse company, customs broker, etc.) There is a need. The safety of shippers and suppliers is a prerequisite for safe cargo transportation.

Establishment of the Safety Shipper / Safety Supplier Association: All shippers and carriers in Japan are the safety suppliers at the same time that the shipper and carrier data are entered into the safe shipper data input support unit 12 and the safe transporter data input support unit 13 of the server 10. The establishment (tentative name) of the “Safe Shipper / Safety Supplier Association”, which is an organization that can be registered, is useful for supplier evaluation, registration and rating work.
“Safety Shippers / Safety Supplier Association” (operated by Risk Consulting) conducts regular safety audits by evaluating and rating registered shippers / registered carriers, and continually improves safe transportation systems. Develop risk management to implement.

Acquisition of safe shipper number and safe transporter number: The shipper and transporter register necessary items in the safe shipper data input support unit 12 and the safe transporter data input support unit 13 of the server 10 on the net, and the safe shipper number and safety Get the carrier number.

Audit of the safety system of the safe shipper and safe transporter: Audit of the safety system of the safe shipper and safe transporter registered in the safe shipper data input support unit 12 and the safe transporter data input support unit 13 of the server 10 using the Internet. Are performed periodically (once a year) using the “Shipper / Transporter Rating Evaluation Table” and the like (see the rating of the safety entity in FIG. 5) If there is a non-conformance, request corrective action from the auditee, conduct a follow-up audit again, and reflect the result in the shipper / carrier rating.

An example of a safety shipper registration required document:
(1) Shipper's name (address, telephone number, etc.), (2) International air cargo shipment results for the past year (import / export shipment results, weight, number of cases, destination, main items,
Name of dangerous goods / number of dangerous goods / weight of dangerous goods, (3) number of international air cargo claims over the past year / accident rate / type of accident,
(4) Submission of documents proving shipping results (MAWB and HAWB: 10 copies each), (5) Cargo insurance (total loss insurance) out of all imports and exports.

Registered safety entities: shippers (shippers, consignees), airlines, airport sheds, forwarders, truck companies, warehouse companies, customs brokers, packing companies, insurance companies, surveyors, law firms, etc. Includes all suppliers involved in the process from start to finish of transportation and all suppliers involved in the claims resolution process.

As mentioned above, the rating targets of safety entities are shippers (shippers, consignees), airlines, airport sheds, forwarders, truck companies, warehouse companies, customs brokers, packing companies, insurance companies, surveyors, and law firms. Includes all suppliers involved in the process from start to finish of transportation, etc. and all suppliers involved in the claim resolution process. 6 is an example of a shipper / transporter rating evaluation table shown in FIG. 5. Evaluation items include IATA agency authorization number, consolidated license number, affiliated industry group, number of networks, ordinary profit, risk management department, international air cargo import / export record for the past year, number of international air cargo claims for the past year / Accident rate / Type of accident, Total number of imports and exports, Cargo insurance (whole insurance), Number of risk prevention management Risk source prediction sheet, Supply chain checklist, ISO9001 quality management system, ISO14001 environmental management system, OHSAS18001 Occupational Safety and Health Management System, Warehouse Security System, Forklift Driver Management System, Type of Insurance Coverage, Truck / Warehouse Management System, Packing Company Used, STC (Domestic Transportation Standard Terms), Major Logistics Business, Supply Chain Management System Product, Risk Material handling process manual Al, subcontractor (supplier) management system. Evaluation points may be evaluated by giving overall evaluation points such as A / 3 points, B / 2 points, and C / 1 points. This operation is executed by the safety subject rating support unit 14 of the server 10.
The rating of the safety entity is data that comprehensively determines the risk management ability of the shipper and the carrier, and is useful for improving the risk management system. In addition, the rating helps to increase the accuracy of the shipper's selection by the shipper and the accuracy of the shipper's selection by the carrier. Furthermore, it stimulates the introduction of a transportation fee system classified by rating and an insurance fee system classified by rating.
The transportation fee system classified by rating and the insurance fee system classified by rating apply a discounted fee system to highly rated shippers and suppliers (persons with low risk). The introduction of this system has the role of strengthening the risk management system for shippers and suppliers, and thus helps to reduce accident rates and promote efficient complaint handling.

As described above, the transportation fee system classified by rating and the insurance fee system classified by rating apply a discount fee system to highly rated shippers and suppliers (persons with low risk). FIG. 6 shows an example of application of transportation charges by rating and insurance charges by rating. The higher the overall evaluation score, the greater the discount rate. The more risk management is strengthened, the higher the rating rating and the lower the cost of transportation and insurance. This work is performed by the transportation fee / insurance fee generation support unit 29 according to rating of the server 10.

The discount of the transportation fee and insurance fee is an incentive executed by the carrier and the insurance company for the shipper, but conversely sets the risk management cost (risk surcharge) imposed on the shipper by the airline and the forwarder. The international air fare uses a high weight and low fare system, and the higher the weight, the lower the fare unit price, but no fare system has been established for product prices. When airlines carry high-priced products, the risk increases. The higher the product price, the more risk management must be strengthened. In other words, risk management costs are required. It is better to introduce a risk surcharge system that raises the fare fee according to the total price of the cargo.
FIG. 7 shows the introduction of risk management fees by freight price by applying risk surcharge. As can be seen in the weight and price matrix, weight and price are not proportional. There is a cargo of 30 million yen at 10 kgs and 1 million yen at 500 kgs. The liability for damages under the Conditions of Carriage is a maximum of US $ 20 per KG. When damage occurs, the amount of compensation per KG is the same even if a cargo of 30 million yen is carried at 10 kgs and 1 million yen is carried at 500 kgs. However, from the point of view of the carrier, there is a big difference in the risk of carrying 30 million yen cargo at 10 kgs and 1 million yen cargo at 500 kgs. A freight system that takes into account the price and weight of the cargo is required. It is necessary to introduce a risk management fee for each freight price that imposes a price-based risk surcharge on the fare.

The freight price-specific risk management fee generation is performed by the freight price-specific risk management fee generation support unit 31 of the server 10.

The shipper must apply for and obtain a supply chain ID number (SCID) from the “Safe Shipper / Safe Supplier Association” (server 10). If the forwarder uses the checklist for mixed or direct flights, he / she must apply for and obtain a SCID. The acquired SCID is stored in the SCID storage unit 25 of the server 10. SCID applies a common SCID number to documents required for cargo hazard source prediction, cargo damage status check and cargo safety tracking service, document preparation necessary for complaint procedure after accident occurrence and claim resolution process, All are used as a unified identification number. The purpose of applying SCID is to enhance freight preparation, tracking the safety status of the cargo, and improving the efficiency of complaint processing after an accident.

Documents (1) to (18) shown in FIG. 8 are SCID application documents. Using the user terminal and homepage and entering the SCID number, a list of all related documents can be viewed on the screen. All related documents are created by the cooperating manager of each node at the time of creation, and the electronic signature / authenticated one is stored in the claim related document storage unit 36 of the server 10.

FIG. 9 shows a shipping statement declaration by the shipper. The shipper's declaration forms the required information on the shipment details application form on the homepage from the user terminal,
When it is transmitted, it is created by the shipping statement declaration creation support unit 18 of the server 10. The shipment specification declaration is a sheet on which the shipper declares the shipper and carrier data at the time of shipment, the exterior display of the shipment cargo, the packaging state, the packaging material, and the interior state to the carrier. This proves that it is possible to start freight transportation. The shipper / carrier data in the shipping statement declaration is stored in the shipper / carrier data storage unit 24 of the server 10.

According to the designation of the shipper who applies for international transportation of cargo based on the shipping statement, the international transportation as a combination of predetermined node data such as a shed and link data such as air transportation between the nodes. A route data generation support unit 16 for supporting the generation of route data for specifying the route of
A risk data storage unit 17 for storing risk of international transportation predetermined for each node and each link as risk data;
Based on each node and each link of the route data, a risk prevention management supply chain that extracts a risk that becomes a problem for each node and each link from the risk data storage unit and aggregates the risk for each node and each link A risk prevention management supply chain risk source prediction sheet generating unit 19 for generating a risk source prediction sheet; The risk prevention management risk source prediction sheet generated by the risk prevention management risk source prediction sheet generation section has the function to specify the risk burden and responsibility burden of the shipper and the transporter and the risk checkpoint during international transportation of cargo. It is characterized by that.
FIG. 10 shows an example of a risk prevention management hazard source prediction sheet.
The following is a summary of the process for generating the risk prevention management risk source prediction sheet and the points to consider when generating the sheet.
(1) Draw a supply chain process map “from end to end” (door to door) to clarify responsible suppliers at each node. In addition, for each supplier (consignor, airline, forwarder, truck / warehouse company, consignee, etc.), possible hazards / failures are assumed. Risks and obstacles are assumed from a safety, commercial, environmental, and occupational health and safety perspective. When not only damage to air cargo but also damage to people, aircraft, equipment, etc. is predicted, fill in the “Supply Chain Hazard Source Prediction Sheet” and “Supply Chain Check List” and cooperate with them. Request management by the general collaborator (lead collaborator).
(2) Check Incoterms (trade terms) and confirm the risk share of seller and buyer. Sufficient management is required because the risk burden is a dangerous node (node) requiring priority check.
(3) Examine the cargo transportation method (straight cargo or mixed cargo, etc.), the type and nature of the cargo.
High Value or High Risk cargo, general cargo (straight cargo: cargo carried by airline MAWB), mixed cargo (carried by forwarder HAWB and airline MAWB), project / exhibition cargo, etc. Goods, fresh food, animals and plants, long cargo, heavy cargo, and other cargo requiring special advance procedures.
(4) Estimate risks (danger sources) by listing aircraft / truck departure / arrival times, transit points, warehouse storage periods, customs clearance time (including customs duties at the time of import), etc.
(5) Calculate the “throughput time” from door to door, consider supply chain management that can be changed within that range, and adopt the most appropriate method. (6) Clarify the packaging state (interior and exterior). For dangerous goods in particular, clarify the packaging state that proves safety.
(7) Clarify the customer's needs regarding cargo requirements (IATA Dangerous Goods Regulations, Warsaw Convention / Hague Protocol Ratified Countries, etc.) and transportation methods / products.
(8) Clarify the details of insurance contracts applied in the supply chain.
(9) Clarify the requirements for loading cargo into aircraft pallets and containers (no use on top and bottom, use of wet pallet / Plastic Skid, etc.).
(10) Necessity of temperature management (11) Existence and outline of “safety management system” and “safety management manual” of suppliers (trucks, warehouse companies, forwarders, customs brokers, airlines, etc.).
(12) Existence and outline of suppliers' “quality control, environmental management, occupational safety and health system” and “manual”.
(Generation of risk prevention management supply chain hazard source prediction sheet)
Information related to items (1) to (12) above is collected / organized from interested parties, risk assessments are performed, risk sources including nodes (nodes) that can be used for risk management are identified, and risk prevention management is performed. Generate a supply chain hazard source prediction sheet. For risk assessment, calculate what happens when a danger / failure occurs, how much loss will occur, and create a “risk prevention management supply chain hazard source prediction sheet”, thinking about how to prevent it To do. Estimate losses and risk management costs in the event of an accident and determine the need for additional insurance and the scope of risk management. The risk prevention management supply chain risk source prediction sheet is prepared and prepared by the consignment manager of the shipper or forwarder, and is transmitted to the risk prevention management supply chain risk source prediction sheet generation support unit 19. “Risk prevention management supply chain hazard source prediction sheet” for dangerous goods, high value, fresh food, weight / long cargo and other special cargo should have more detailed check items than list for general cargo.

FIG. 11 and FIG. 12 show an example of a supply chain check list for checking a cargo safety status tracking service and a cargo damage status. The checklist is generated by the checklist generation support unit of the server 10 based on the completed risk prevention management supply chain hazard source prediction sheet.
Common minimum check items for each node are (1) presence / absence of damage, (2) exterior abnormality, (3) total number, (4) presence / absence of delay, (5) presence / absence of confirmation sign of cooperating manager, (6) SCID number, (7) Cargo interior and product abnormality at consignee warehouse. The collaborative manager at each node checks these common minimum check items, and notifies the related suppliers of the status of the cargo to the related suppliers through the check list transmission / reception unit of the server 10. When an accident occurs, a code number is selected from the damage status code shown in FIG. 12, and is entered in the damage status code column of FIG. This makes it clear what kind of damage has occurred at which node. Further, the collaborative manager takes a damage situation with a digital camera, transmits the static and dynamic images to all suppliers for each SCID, and stores them in the damage situation storage unit 26 of the server 10. In addition, when an accident occurs, as shown in Fig. 12, the accident, such as measures for damage, date of action, name and signature of the cooperating manager who took the action, weight loss / damage price, amount of damage, etc. Check the matters necessary for resolution. These operations are executed by the safety status tracking service control unit 27 of the server 10 through the operations of the cooperating manager of each node.
In the supply chain checklist field of Fig. 12, an accident report column (contents of Fig. 13) will be set up so that an accident report can be immediately submitted to the relevant parties when an accident is discovered. In the event of an accident, it is desirable that the accident report can be quickly created by the accident report creation support unit 28 of the server 10 based on the supply chain checklist.
Two supply chain checklists, one for online management and one for manual check by relay type, are created, and one for manual check is placed in the checklist Pouch, from the time the shipper ships to delivery to the consignee In the whole process, move with the cargo. The “checklist Pouch” is managed by the collaborative administrator of each node. If the “checklist pouch” is lost, the “check item” information from the net until the time of loss is obtained, a new “checklist” and “checklist pouch” are created, and use is resumed. Information on lost and newly created items will be communicated to all suppliers on the Internet, and electronic items will be obtained from relevant parties for items that require signing.

Figure 13 shows the accident report and Notice of
About the Claim (Damage Reservation Notice). Based on the supply chain checklist, the accident report creation support unit 28 of the server 10 creates an accident report. With conventional technology, accident reports are also notices.
Of Claim (Damage Reservation Notice) was also created and submitted manually over time, but in the present invention, the accident report is created by the accident report creation support unit 28 of the server 10 and the claim document is created. Notice by support department 33
Of Claim (Damage Reservation Notice) is created and sent to the relevant supplier by the claim document transceiver 34. As a result, the productivity (up 83%) of the work in Step 2 of the “existing process by manual from discovery of international air cargo damage to compensation for damages” in FIG. 31 / FIG. 32 is drastically improved. The work of confirming damage by the checklist is the subsequent action, the accident report and Notice.
It can be understood that the efficiency of the creation of of Claim (Damage Reservation Notice) is remarkably improved.

In the conventional technology, even if there is no possibility of claiming damages, we have created a Notice of Claim manually for each case. It takes enormous time and cost. To improve this, Notice
It is better to introduce a comprehensive application system for of claim. Based on the comprehensive application form shown in FIG.
Applying for a comprehensive claim for a claim can save you a lot of time and money.

There is a disclaimer in the airline and forwarder's conditions of carriage, including "company uncontrollable facts (including weather conditions, natural disasters, force majeure, industry, civil war, detention, convocation, war, hostility, social unrest or unstable international circumstances. ) Due to aircraft delays, predictions, anticipation or unforeseen facts (emergencies, airport closures, labor disputes), dangerous goods, valuables, animals, perishable / corrupt, remains / bones etc. It is regrettable that it is not the target of.
Airlines and forwarders have escaped delays in this disclaimer. This provision has imbued the international transport industry with the customary notion that all delays are not subject to damages. In other words, we have decided that even delays that do not fall within these limits are not eligible for damages. There is an error in this existing concept. The reason is that there are cases where delays occur due to inadequate management systems (management mechanisms) related to airline operations, cargo handling, and safety systems related to forwarder cargo handling. Even for these mistakes, if they are delayed, it is not reasonable to provide damages (customer) negligible transportation service, and it is not reasonable.
Similarly, insurers' whole-life insurance (cargo insurance) also puts delays in a disclaimer. The reason is that the insurance company's calculation of premiums compensates for direct damages to the price of the cargo itself, the CIF. In this sense, the delay is an indirect damage, so the extent of the damage cannot be quantified. The reason why it cannot be quantified is that there is difficulty in proving delay.
Another reason is that the carrier's airline or forwarder makes delays indemnity clauses, so it is not possible to exercise the right of reimbursement (Fig. 16 / reimbursement right substitution process) for delayed accidents. Another reason is that the concept of compensation for damages by cause of delay has not been developed.
In fact, some delays are not reasonable unless they are subject to damages. As shown in FIG. 15 (Delayed insurance payment target), delays due to human error are obviously delays caused by airline and forwarder management errors. Delays due to airline flight changes (due to customer-specific loading priorities, when wind direction changes and maximum paid loading is reduced, or airline convenience) also damage customers. As for engine troubles, this is the result of a lack of maintenance management systems. The present invention provides “Supply Chain Insurance with Delayed Compensation”, which is an insurance that compensates for damage due to damage and loss of cargo and also compensates for delay due to human error. An example of the features of the delayed liability insurance of the present invention is shown in FIG. It consists of supply chain cargo insurance products, eligible cargoes, damages coverage, insurance discounts, delay insurance eligibility, delay insurance payment targets, amount of insurance paid, and immunity.
Insurance insurance payments are classified into three cases: loss of merchandise value, loss of merchandise value, and cargo designated for delivery date. If there is no loss of merchandise value, weight is set as a unit of damages. In the case where there is a loss of merchandise value and the shipment is designated as a delivery date, the merchandise price is set as a unit of damages.
With regard to insurance premiums, discount systems have been established for highly rated shippers, checklist shippers, and accident source shippers. In principle, the use of a checklist is necessary for the application of delayed insurance.However, even if there is no checklist, for a cause of delay belonging to the scope of payment of delayed insurance, a system that can pay the insurance claim can be established if the cause of the delay can be proved. ing. Joining supply chain insurance with delayed compensation by the shipper leads to faster claim processing, and further stimulates enhanced risk management by the carrier. This insurance participation is performed by the supply chain cargo insurance participation support unit 21 with delayed compensation of the server 10.

17 to 20 show the relationship between the accident source selection sheet (accident source list) and the damage caused by the accident source. It shows the causal formula of the cause (cause) of the accident and the damage (result) caused by the cause. In the event of an accident using the checklist, when the damage status code on the checklist is entered, prior consent between the shipper and the carrier regarding the source of the accident (cause) and the damage caused by the cause (result) Necessary. In other words, it is an agreement with the source of the accident. The accident source selection sheet (accident source list) requires the accident source list to have a high probability of accident source list and accident cause.
Consent to the accident source is an indispensable function for identifying responsibility distribution of damages, consenting the claim processing time, and executing the claim processing process when the accident responsible supplier in FIG. 21 cannot be specified. In the present invention, the server 10 is provided with the shared responsibility distribution identification support unit 15 that automatically identifies the shared responsibility distribution based on the accident source consent function. FIG. 21 shows an example of the ratio of each responsibility-specific specific supplier.
Consent for claim processing time is preferably based on prompt decision of the claim processing process, normal claims, and insurance use claims after sending and receiving the checklist.

FIG. 31 shows the existing claim resolution process from “accident discovery to claim processing end”. To summarize this process:
(1) Finding an accident, (2) Submitting a Notice of Claim to the carrier, (3) Preparing the claim documents
Submission of Claim (formal claim) to the carrier or insurance company, (4) Claim examination / assessment by the carrier or insurance company, and (5) Notification of the examination result / compensation amount to the claimant (the claimant / shipper) (6) Agreement between the carrier or the insurance company and the client, the result of the examination / the amount of compensation, (7) the transfer of the amount of compensation to the client, and (8) the end of the claim processing process.
The gist of the present invention is to provide an efficient process using this existing process using a network. One of the most complex and time consuming processes described above is the claim review / assessment process.
FIG. 22 to FIG. 26 show the process of logically and efficiently assembling the claims examination / assessment process. There are two types of claim resolution methods: (1) use of cargo insurance by insurance companies (in the present invention, use of supply chain insurance with delay) and (2) use of carrier's conditions of carriage.
In the present invention, each is divided into use of a checklist and nonuse of a checklist. Furthermore, it is subdivided into accident sources / accident responsibilities clearly and accident sources / accident responsibilities unclear, and logical solution methods are introduced. When the checklist is used / not used, and the accident source / accident responsibility is clear, it is not found in the conventional technology called “prompt decision on the net” on condition that the shipper is confirmed when checking the contents of damaged cargo. Introducing a new claim resolution method. When the accident source / accident responsibility is unclear, the normal claim process is taken regardless of whether the checklist is used or not used.
Furthermore, the breakthrough is the use of insurance companies' cargo insurance, and when the source of the accident / accident responsibility is unclear when using the checklist, a “shared responsibility distribution” system is introduced for damage / loss / delayed damage. This is a system that can automatically solve the problem based on the responsibility distribution specific concept shown in Fig. 18 (Fig. 21). 24/25/26 show the details of the new claim resolution method process from “accident detection to claim processing end” and how to proceed. This new claim resolution approach process enables logical, efficient and effective claim resolution. These processes are performed by the claim processing process control unit 32 of the server 10.

The formal claim for claim for damages must include the amount of the claim to be claimed. How to calculate / determine the amount of claims
I can think of three. (1) The claim processing cost type. This is a method of calculating the cost required for processing one claim based on the required man-hours and determining the prompt decision amount based on that cost, and (2) the accident rate standard type. There are a method of calculating the amount according to the type of accident and the accident rate, and (3) a method of calculating with reference to the cost of the packaging material and the cost of the product (commercial value). This method is divided into (1) the use of cargo insurance by an insurance company (use of supply chain cargo insurance with delay in the present invention) and (2) the use of transportation contracts by a carrier.
In the case of using the former “Supply Chain Cargo Insurance with Delayed Compensation”, in the case of damage / loss, the damage price calculated from the total amount of claims processing cost and packaging material cost / product cost or the weight loss , Whichever is higher is the insurance amount charged. In the case of a delay, as shown in FIG. 15, it is classified into three categories: (A) when there is no loss in merchandise value, (B) when there is a loss in merchandise value, and (C) freight designated cargo. The maximum payment limit is set, so follow these terms and conditions. In the case of using the conditions of carriage of the latter carrier, it is based on the provisions of the conditions of carriage. As shown in Fig. 23, the international freight provisions stipulate that the legal liability for the freight provisions is up to 20 USD / kg.

As can be understood from FIGS. 31 and 32, the preparation of a claim document is the most costly and time consuming part of the claim processing process.
In the present invention, the claim document creation support unit 33 of the server 10 can automatically create a claim document and send it to the related party by the claim document transmission / reception unit 34. Accident report to be submitted when an accident occurs, Notice
Official Claim Documents, Completed Supply Chain Checklist, Accident Report, Damaged Weight and Damaged Price Certificate Required for Submission of Formal Claim (Formal Claim), including of Claim In addition, the disposal document certificate, survey report, and the like can be generated by the claim document creation support unit 33 of the server 10. Further, the HAWB copy, MAWB copy, commercial invoice copy, packing list copy, and digital camera photo transmission / reception can be automatically performed by the claim document transmission / reception unit 34 (FIG. 27). FIG. 33 and FIG. 34 show examples of the weight loss / damage price certificate and the disposal processing certificate, respectively.
Figure 35 shows Notice
of Claim (Damage Reservation Notice), Fig. 36 shows a sample formal claim.

Similarly, the claim amount settlement support unit 35 can automatically execute the claim amount settlement. The claim amount can also be identified by the SCID number.

If you use the checklist and the source of the accident / the person responsible for the accident is unclear, you may need to request a complaint from the surveyor. In such a case, since it is inefficient to investigate all processes, a system for selecting and requesting investigation items based on a checklist is also introduced. Thereby, the time required for the survey can be shortened, and the surveyor cost can be reduced. In other words. This will increase the speed of claim resolution. Furthermore, since the surveyor list for investigating accidents is classified by field of expertise, the time required for surveyor selection can be saved.

The server 10 supplier management system stores the management system of all suppliers (airline companies, shippers, truck companies, warehouse companies, customs clearance companies, law firms, etc.), as in the safety agency rating table in Figure 5. The storage unit 37. It can be used to generate risk prevention management supply chain risk source prediction sheets and supply chain checklists, as well as to evaluate supply chain cargo insurance subscribers with delayed compensation.

FIG. 37 is a chart showing the types of insurance. Non-life insurance marine insurance and non-marine insurance are insurance related to cargo.
If these insurances are organized by product, characteristic, and insurance company, and stored in the cargo insurance product storage unit 38 of the server 10, it is possible to select insurance products based on needs.

The risk management success / failure case storage unit 39 that stores the risk management success / failure cases of the server 10 selects a reference case when generating the risk prevention management supply chain hazard source prediction sheet and the supply chain checklist. It is possible.

The risk management term storage unit 41 includes risk terms, insurance terms, trade terms, contract terms, domestic laws related to damages (civil law, commercial law, etc.), international laws related to damages (Warsaw Convention, Hague Protocol, Conditions of Carriage, etc.) are stored.

One of the biggest areas of improvement in the international transportation industry is the introduction of risk management on the end-to-end supply chain. The risk management support system of the present invention drastically improves the productivity of an inefficient claim solution system, and can be understood from the international transportation risk management conceptual diagram shown in FIG. 2 and FIG. It aims to continually improve the international transportation risk management system while rotating the PDCA cycle consisting of an execution process, a claims resolution process, and a review process.
Safety entity registration, safety entity rating, risk prevention management hazard source prediction sheet, safety status tracking service using checklist, delayed supply chain cargo insurance, automatic creation system for claims related documents, introduction of prompt decision system in claim resolution process, etc. This innovative program is the system that shippers and carriers in the international transportation industry are just looking for, and we can be confident that they are awaiting their realization.
The best embodiment according to the present invention can sufficiently realize industrial applicability, and is novel and inventive.

FIG. 1 is a block diagram showing a configuration example of an international transportation risk management support system in the present embodiment. It is a conceptual diagram of an international transportation risk management system. It is a conceptual diagram (continuation) of an international transportation risk management system. It is a conceptual diagram of an international transportation risk management system, an explanatory view comparing an existing process and a new process according to the present invention. It is explanatory drawing which showed an example of the rating of a safety main body. It is the figure which showed the example of application of the transportation charge classified by rating / insurance charge classified by rating. It is explanatory drawing which showed the example of introduction of the risk management charge (risk surcharge) according to cargo price. It is explanatory drawing which showed the structure of supply chain cargo ID number (SCID), and application object document. It is the figure which showed an example of the shipment detailed statement by a consignor. It is explanatory drawing which showed risk prevention management supply chain danger source prediction sheet | seat preparation. It is explanatory drawing of execution / safety condition tracking service of risk management by a check list. FIG. 6 is a diagram showing risk management execution / damage status codes and an accident cause clarification by a checklist and measures for damages. It is the figure which showed an example of an accident report and Noticeof Claim (damage claim reservation notice). It is explanatory drawing which showed an example of the comprehensive application of Noticeof Claim (damage claim reservation notice). It is explanatory drawing which showed the outline | summary of the supply chain cargo insurance with delay compensation. It is explanatory drawing which showed the process of the subrogation right substitution by an insurance company. It is explanatory drawing which showed the relationship between the accident source selection sheet | seat and the damage which an accident source brings. It is explanatory drawing (continuation 1) which showed the relationship between the accident source selection sheet | seat and the damage caused by an accident source. It is explanatory drawing (continuation 2) which showed the relationship between the accident source selection sheet | seat and the damage caused by an accident source. It is explanatory drawing (continuation 3) which showed the relationship between the accident source selection sheet | seat and the damage caused by an accident source. It is the figure which showed an example of responsibility distribution specification. It is explanatory drawing which showed the process (cargo insurance utilization) from accident discovery to claim resolution. It is explanatory drawing which showed the process (use of transportation agreement) from accident discovery to claim resolution. It is explanatory drawing which showed the new process from accident discovery to completion | finish of a claim process. It is explanatory drawing (continuation 1) which showed the new process from accident discovery to the end of claim processing. It is explanatory drawing (continuation 2) which showed the new process from accident discovery to the end of claim processing. It is the figure which showed an example of the claim document preparation assistance part. It is explanatory drawing which showed the existing international air cargo supply chain process (flow of the existing cargo). It is explanatory drawing of the divide of the trade conditions (incoterm) and risk burden (risk) of the existing supply chain process. It is explanatory drawing which showed the freight / storage agreement and the scope of responsibility in the supply chain. It is explanatory drawing of the existing process by the manual (manual operation) from international air cargo damage discovery to damage compensation. It is the figure which showed an example of productivity comparison of the new process by the existing process from international air cargo damage discovery to damage compensation and the net. It is the figure which showed an example of the weight loss / damage price certificate. It is the figure which showed an example of the disposal processing certificate. It is the figure which showed an example of Noticeof Claim. It is the figure which showed an example of FormalClaim Letter. It is explanatory drawing which showed the kind of insurance. An example of a safety status confirmation device

Explanation of symbols

DB1 Safety Subject Registration / Safety Subject Rating (Database)
DB2 root data
DB3 risk / source data
DB4 checklist
DB5 SCID
Ten
server
11
Communication control unit
12
Safety shipper data input support department
13
Safety Carrier Data Input Support Department
14
Safety Subject Rating Support Department
15
Joint responsibility distribution specific support department
16
Route data generation support unit
17
Risk data storage
18
Shipping Statement Declaration Support Department
19
Risk Prevention Management Supply Chain Hazard Source Prediction Sheet Generation Support Department
20
User terminal
twenty one
Supply Chain Cargo Insurance Support Department with Delayed Compensation
twenty two
Checklist generation support unit
twenty three
Checklist transceiver
twenty four
Shipper / carrier data storage
twenty five
SCID storage
26
Damage status storage
27
Safety status tracking service control unit
28
Accident Report Creation Support Department
29
Transportation fee / insurance fee generation support department by rating
30
network
31
Risk Management Fee Generation Support Department by Cargo Price
32
Complaint process control unit
33
Complaint Document Creation Support Department
34
Complaint Document Send / Receive Department
35
Claim amount settlement support department
36
Claims related document storage
37
Supplier management system storage
38
Cargo insurance product storage
39
Risk management success / failure case storage
40
Risk consulting website
41
Risk management term storage
42
Various data update control units
43
Disk drive

Claims (20)

Shippers applying for international transport of cargo (transported goods), consignees receiving cargo from consignors, and multiple transporters and suppliers (warehouse / airport sheds) transporting cargo from the shipper to the consignee A risk management support system that connects each node with a database that stores risk management information provided by multiple providers and user terminal operations used by shippers and suppliers And a server that executes risk management (risk prevention management process, risk management execution process, claim resolution process, risk management review process) based on the risk management information input from the user terminal according to the operation. It has.
The consignor applying for international transport of cargo (transported goods), the consignee receiving cargo from the consignor, and a plurality of the transporters and suppliers (warehouse / This is an identification number shared directly or indirectly between the shipper, the consignee and the transporter, and the shipper / transporter data storage unit for storing the shipper / transporter data with the airport shed, etc. SCID storage unit for storing a supply chain ID (SCID) for identifying the cargo from other cargo together with the safe shipper number, HAWB number, MAWB number, SCID acquisition date, IC tag number / barcode number, etc. of the cargo And at each node, which is the delivery point of the cargo between the transporters on the transport route of the cargo from the shipper to the consignee, the delivery date and damage status code of the cargo is input for each SCID. Safety status check A damage status storage unit for storing the delivery date and time and the damage status code transmitted from the container (FIG. 38) for each SCID, and when the SCID is referenced from the sender or consignee's terminal, An international transportation risk management support system comprising a safety status tracking service control unit that provides a damage status code and delivery date and time at each node of the cargo for each SCID as a tracking service with safety status to the terminal. . The damage status storage unit has an image storage function for storing, for each SCID, a dynamic or static image obtained by photographing the appearance or damage status of the transported goods transmitted from the safety status confirmation device with a digital camera, 2. The international transportation risk management support system according to claim 1, further comprising a screen addition function, wherein the safety status tracking service control unit adds the image to the tracking service with safety status on the terminal. . The damage status storage unit stores a damage status comment at each node input according to the damage status code from the safety status confirmation device or the terminal, the damage status code, delivery date and time, the damage status comment, etc. The international transportation risk management support system according to claim 1, further comprising an accident report creation support unit that edits the accident report as an accident report with a predetermined layout. Whether the consignor applying for the international transportation of cargo and the consignee receiving the cargo have agreements regarding the risk of international transportation, implementation matters regarding quality control such as packaging of cargo, and special cargo transportation with specific risks regarding delay or damage A safety shipper data input support unit that prompts input,
To the carrier responsible for all or part of the transportation of the international transportation, the consent matter regarding the risk of international transportation, the implementation matters regarding the quality control of transportation,
A safe carrier data input support unit that prompts input of claims-related matters such as insurance, and a safety subject rating control unit that performs control to determine a rating related to safe transportation based on the safe shipper data and the safe carrier data. International transportation risk management support system characterized by having. A rating-specific transportation fee / insurance fee generation support unit that generates a discount amount for a transportation fee and an insurance fee based on a safety subject rating by the consignor and the consignee;
An international transport risk management support system comprising a freight price-based risk management charge generation support section that generates risk management charges (additional fare / risk management surcharge) for each cargo price (invoice value). An international transportation risk management support system comprising: a supply chain cargo insurance participation support section with delayed compensation for supporting the supply chain insurance to compensate the shipper and the consignee for damage, loss and delay . The Safety Carrier Data Input Support Department agrees to an accident source list that indicates the relationship between the type of international transport accident and the work in the international transport (accident source) as one of the agreements regarding the risk of international transport. The international transportation risk management support system according to claim 4, further comprising an accident source consent control function for prompting the transporter. Joint responsibility to support the identification of the responsibility distribution of the damage caused by international transportation of the cargo based on the relationship of the safety entity rating determined according to the control of the safety entity rating control unit of the cargo and the consent matter of the safety entity The international transport risk management support system according to claim 4 or 7, further comprising a distribution identification support unit. Route data specifying the route of the international transport as a combination of predetermined node data such as a shed and link data such as air transport between the nodes according to the designation of the shipper who applies for the international transport of cargo A route data generation support unit for supporting generation of data, a risk data storage unit for storing risk of international transportation predetermined for each node and each link as risk data, and each node and each link of the route data Based on this, risk that is problematic for each node and each link is extracted from the risk data storage unit, and risk prevention management that generates a risk chain management source risk sheet that summarizes the risk for each node and each link. International transport risk management characterized by the supply chain risk source prediction sheet generation support section Assistance system. The risk prevention management supply chain risk source prediction sheet generated by the risk prevention management supply chain risk source prediction sheet generation support section specifies the risk burden and responsibility burden of the shipper and transporter, and the risk checkpoint during international transportation of cargo. International transport risk management support system characterized by having the function of The risk data storage unit stores, as a priority check item, an item for which the cargo should be confirmed with priority for each node according to the work and risk of each node and each link, and based on the route data. Relationship between the checklist and a checklist generation support unit that generates a checklist used to confirm the damage status of the cargo at each node of the route and adds a priority check item at each node to the checklist 11. The international transportation risk management support system according to claim 8, 9 or 10, further comprising a checklist transmission / reception unit that performs transmission / reception to / from a supplier. The checklist created on the basis of the risk prevention management supply chain hazard source prediction sheet has an execution function in which the cooperating managers of each node must check seven common minimum check items. 12. The international transportation risk management support system according to claim 11, wherein Shipment statement declaration, which is a sheet that the shipper declares to the carrier the shipper and carrier data at the time of shipment, the exterior display of the shipment cargo, the packaging status, the packaging material, and the interior status certifying that the freight transportation can be started An international transportation risk management support system comprising a shipment specification creation support section that supports document creation. The claim processing process control unit that manages the process from the occurrence of an accident to the end of claim resolution in the claim resolution process, the claim document creation support unit that quickly creates a large number of claim documents, and the created claim documents from the related suppliers / suppliers Complaint document sending / receiving unit, claim amount settlement support unit that supports settlement when the claim resolution amount is determined, and claim related document storage unit that stores all documents created in the process of claim processing International transport risk management support system characterized by this. Claims for damages caused by an accident in a node in the supply chain are usually made by submitting a Notice of Claim, but this is supported by a checklist (safety subject data, SCID, etc.) ) The use shipper will receive a notice by sending and receiving a checklist confirming the date of the accident between the accident confirmation supplier and the shipper.
12. The international transportation risk management support system according to claim 11, further comprising a checklist transmission / reception unit that is a claim of claim. Claim resolution methods in the claim review / assessment process are divided into two types: (1) use of cargo insurance by an insurance company (in the present invention, use of supply chain insurance with delay) and (2) use of a carrier's conditions of carriage. In the present invention, each is divided into use of a checklist and nonuse of a checklist. Furthermore, it is subdivided into accident sources / accident responsibilities clearly and accident sources / accident responsibilities unclear, and logical solution methods are introduced. If the checklist is used / not used and the source of the accident / accident responsibility is clear, the claim that has not been found in the conventional technique of prompt decision on the net, provided that the shipper is confirmed when checking the contents of the damaged cargo An international transportation risk management support system characterized by the introduction of a solution method. A formal claim document, a completed supply chain checklist, and an accident report required when filing a formal claim, including an accident report submitted at the time of an accident, a Notice of Claim A claim that has a function to automatically create a weight loss and damage price certificate, a disposal certificate, a survey report, etc., and a function to automatically send and receive claims-related documents. Item 14. International transportation risk management support system. 15. The international transportation risk management support system according to claim 14, further comprising a function of automatically confirming the claim transfer amount based on the SCID number when the claim amount is transferred. If you use the checklist and the source of the accident / the person responsible for the accident is unclear, you may need to request a survey from the surveyor. In such a case, since it is inefficient to investigate all processes, it is characterized by the ability to select and request survey items based on the field of expertise of the surveyor who conducts the accident investigation. 12. The international transportation risk management support system according to claim 11. Create a Notice of Claim based on the checklist, send it to the relevant supplier, and proceed to the formal claim. Formal claims are made according to the new claims process according to the present invention of FIGS. As shown in Fig. 29, this process is a mechanism that can predict the time required for claim resolution such as prompt decision (for example, within 3 days), insurance use claim (for example, within 25 days), and normal claim (for example, within 30 days). It has become. An international transportation risk management support system having a claim processing time agreement function that allows a claim processing time to be agreed with a client (shipper) based on the predicted time before claim processing is started.

Images