• The Journal of Asian Finance, Economics and Business
• /
• 제7권8호
• /
• pp.333-344
• /
• 2020

This research has four specific objectives: (1) identifying factors that affect customer satisfaction with less than container load (LCL) cargo services of logistics companies in HoChiMinh City (HCMC), (2) measuring the level of impact of the factors, (3) testing the difference in satisfaction among groups of customers with different characteristics in terms of type of business and time of using LCL cargo services, and (4) proposing some management implications to improve the quality of LCL cargo services. Researchers interviewed 210 customers who enjoyed the LCL cargo service in HCMC for at least the last six months, using the convenient sampling method. SPSS 20 was used to analyze the reliability of the scale through the Cronbach's alpha coefficient, then exploratory factor analysis and multiple linear regression analysis were used. The results identified the six factors that influence positively customer satisfaction of LCL cargo services of logistics companies in HCMC, by decreasing importance: service process, image, resource, price, management, and outcomes. The results show that there is no difference in customer satisfaction with LCL cargo services by types of business as well as time of using services. The research suggests some implications for the management of logistics companies in HCMC to enhance customer satisfaction.

• 한국항해항만학회지
• /
• 제32권6호
• /
• pp.425-431
• /
• 2008

본 연구에서는 광양항의 장래 컨테이너 물동량 및 교통량을 일변량 시계열모형을 통해 예측하고, 컨테이너 선박교통량을 산출하였다. 광양항의 물돌량과 입항 척당 물동량의 시계열 모형은 모두 추세와 계절적 변동이 있는 Winters 가법 모형으로 최적합 되었다. 광양항의 컨테이너 물동량은 2007년과 비교하여 2011년과 2015년에 각각 7.4%, 16.2% 가량 증가하여 약 2,756천TEU, 4,470천TEU가 될 것으로 예측되었다. 또한 2011년과 2015년의 컨테이너 입항 척당 평균 물동량은 2007년 대비 약 30.3%, 54.6% 증가하여 각각 675TEU, 801TEU가 될 것으로 예측되었다. 광양항에 대한 컨테이너 선박의 교통량은 2011년과 2015년에 각각 4,078척, 5,921척이 될 것으로 추정되었다.

• 무역상무연구
• /
• 제69권
• /
• pp.221-237
• /
• 2016

This study aims to review the article 26 of UCP 600. The article 26 of UCP 600 deals with 'on deck cargo' and 'unknown wording' in L/C transaction. The article 26 of UCP 600 says that a transport document stating that the goods may be carried on deck is accept able. UCP 600 requires to reject transport documents which evidence that the goods are or will be loaded on deck. So the bank will not accept the B/L containing a clause stating the goods are or will be loaded on deck. But in practice a container cargo is carried on deck actually but we do not describe this fact on the Bill of Lading. The deck stowage is not allowed under the clean B/L. But in case of container cargo, the carrier has the right to carry the container on deck in practice. In spite of this practice the carrier can not describe this fact correctly like this : "The container cargo loaded on deck". If carrier describes on B/L like this, the bank rejects the B/L in L/C transaction. So the carrier describes as "the goods may be carried on deck" on the back of the B/L. But they loaded the container on deck actually. This article suggests some ideas on this matter. In addition, the article 26 of UCP 600 says that a transport document bearing a clause such as "shipper's load count" or "said by shipper to contain" is acceptable. This means that a carrier has no responsibility on the contents of containers. In case of FCL Cargo, it is impossible for a carrier to check the details of container cargo. Therefore it is inevitable to insert the expressions such as "SLC(shipper's load and count)" or "STC(said to contain)". The wording described on the face of B/L should be interpreted as intended and consistently. The intention of the carrier is not the actual quantity or weight. So unknown wording does not represent the actual quantity or weight. But some cases show that the carriers are indemnified by such insertion but others reject the effectiveness of such insertion. So this study emphasizes that unknown wording can not fully indemnify the carriers and that the insertion of such expressions shall be minimized.

• 한국정보통신학회:학술대회논문집
• /
• 한국해양정보통신학회 2009년도 춘계학술대회
• /
• pp.317-320
• /
• 2009

At the present day, the use of containers crisscrossing seven seas and intercontinental transport has significantly increased and bringing the change on the shape of the world economy which we cannot be neglected. Additionally, with the recent technological advances in wireless sensor network (WSN) technologies, has providing an economically feasible monitoring solution to diverse application that allow us to envision the intelligent containers represent the next evolutionary development step in order to increase the efficiency, productivity, utilities, security and safe of containerized cargo shipping. This paper we present a comprehensive containerized cargo monitoring system which has adaptively embedded WSN technology into cargo logistic technology. We share the basic requirement for an autonomous logistic network that could provide optimum performance and a suite of algorithms for self-organization and bi-directional communication of a scalable large number of sensor node apply on container regardless inland and maritime transportation.

• 한국항만학회지
• /
• 제14권1호
• /
• pp.1-11
• /
• 2000

Recently, the role of container ports is radically changing, These changes are largely driven by the innovation process of Logistics such as Supply Chain Logistics and Global Logistics due to the international expansional of industry. Under this environment, It is required that the container port should act as a integral part of a Supply Logistics Chain especially to provide the customer-oriented logistics service. This paper deals with the development strategy of container ports coping with these changes in the view point of container ports as a Logistics infrastructure to provide customer-response services and necessary to the economic promotion of hinterlands. Strategy is suggested in the phases of the customers desire, the pattern of container cargo, the economic promotion of hinterlands, and interrelation of container ports in north-east Asia and also domestics through the analysis of competiveness of container ports.

• 한국항해항만학회:학술대회논문집
• /
• 한국항해항만학회 1998년도 추계학술대회논문집:21세기에 대비한 지능형 통합항만관리
• /
• pp.51-58
• /
• 1998

This study is to define the Automated Container Terminal(ACT) and container terminal system. Also, we analyze the present condition of the container terminal system in Pusan port and its automation level by systems approach. And this paper aims at evaluating on the priority of R&D investment until the beginning of the second stage of New Pusan Port Project(2006). In this process we have considered 8 factors (cost, labor, area, time volume, reliability, safety, convenience) to analyze 6 subsystems. The priority order of R&D until target year by sub-systems is as follow : Cargo Handling System〉Transfer System〉Port Entry System〉Storage System(Distribution&Manufacturing System included)〉Inland Transport System〉Port Information System.

• Journal of Advanced Marine Engineering and Technology
• /
• 제24권4호
• /
• pp.502-508
• /
• 2000

The amount of container freight is continuously increasing recently, but freight congestion problem frequently occurs at ports due to low efficiency of container crane in transportation and cargo handling. In this paper, a method for designing a fuzzy controller of the container crane system is presented. In this scheme a mathematical model for the system is obtained in state space representation. The response of the proposed fuzzy controller is compared with that of the optimal controller at the same condition. Through the simulation results, the performance of the fuzzy controller was observed better than that of optimal controller in respect of reference change, disturbances and parameter change. The fuzzy controller was also more stable and robust than the optimal controller.

• 한국항만학회지
• /
• 제15권1호
• /
• pp.27-35
• /
• 2001

In order to deal with the increase of container cargo traffic volume more effectively, the ministry of maritime affairs & fisheries has a long-term plan to develop Gaduk Island. According to the plan, the New Port will handle 4,600,00TEUs annually. The completion of the project will enable the port of Busan to perform as a hub port in the Asia Pacific era of the year 2000 with sufficient port facilities, and this will lead to a new era of oceanic Korea. With the advent of the Pacific Rim Era of the year 2000, Busan metropolis has set a strategic development plan to establish the area as the center of logistics in the noreast Asian region as well as to become the stronghold of economic activity in Korea's southeast region. To this end, industries that will open the doors to a marine era and a new industrial complex focused on logistics are planned in the West Busan area where Gimhae International Airport and the Busan New Port meet. This paper aims to find out the functional relation and complement between the Busan New Port Distri-Park handing container cargo traffic volume and the West Busan Logistics Pa가 handling an air cargo and railroad goods. Especially, paper aims to suggest the West Busan Logistics Park as the efficient management of the container cargo traffic volume due to the Development Plan of the Busan New Port.

• 한국해양환경ㆍ에너지학회지
• /
• 제4권4호
• /
• pp.42-50
• /
• 2001

본 논문에서는 수출입컨테이너 화물의 육상운송에서 연안운송으로의 전환을 이용한 CO₂가스 및 배기가스 배출량 삭감이 제안되어진다. 먼저 국내의 CO₂가스 배출량, 배기가스 배출량, 수출입컨테이너화물의 물동량 등에 대하여 간단히 살펴본다. 또한 경인지역과 부산항사이의 수출입컨테이너화물 수송에 대하여 육상운송에서 연안운송으로의 변환에 의한 CO₂가스 및 배기가스 배출량 삭감효과에 대하여 고찰한다. 마지막으로 연안운송의 분담율 변화와 320TEU 소형컨테이너선 이용에 따른 NOx가스 배출량 변화를 고찰한다. 본 연구의 결과 육상운송에서 연안운송으로의 전환이 CO₂가스 및 배기가스 배출량 삭감에 효과적인 것을 확인하였다.

• 한국항해항만학회지
• /
• 제39권4호
• /
• pp.371-376
• /
• 2015

항만은 우리나라와 같이 국가경제에서 수출입 의존도가 높은 국가에서는 중요기간시설이자 많은 부가가치를 창출하는 매우 중요한 역할을 맡고 있다. 중요한 시설임에도 불구하고 과거에는 항만에 대한 인식이 미흡했었으나 2000년대에 들어 세계 컨테이너 물동량이 증가하고 중국의 경제가 발전함에 따라 동북아 지역에 물동량이 많이 발생하게 되어 항만의 역할의 중요성과 인식도 변화하였다. 본 연구는 우리나라 항만 기본계획 및 항만 구분에 따른 항만 역할을 검토하여 항만 물동량에 영향을 미치는 결정요인을 연구하고자 한다. 연구의 대상으로는 부산항과 광양항 같이 글로벌 환적항만을 제외한 배후지역 물동량의 영향을 많이 받는 국내 중소형 컨테이너항만을 대상으로 정하였다. 분석결과 항만물동량에 영향을 미치는 요인으로는 접안능력, 활성화정도, 연결국가수, GRDP, 제조업체수로 나타났다.