• 한국항해항만학회지
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• 제34권2호
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• pp.137-144
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• 2010

In light of the growing traffic congestion problem and congestion cost, the container transport by railway has to be increased. The freight transport by railway can have decided advantages over trucks in terms of energy efficiency, emissions and cost for certain freight movements, just as transportation in the metropolitan region can have great advantages over driving truck. But the freight transport by truck should gain significant mobility benefits from a freight railway system. Thus, the DMT(Dual Mode Trailer) transport system which is coupled railway transport advantages with load transport advantages has been developed and used in the european countries. The DMT transport will therefore serve the areas required by transport organizers. The purpose of this paper is to estimate economical feasibility analysis for development of DMT transport system. Consequently, this study analyzed the characteristics of the DMT system. The horizontal load.unload system is being considered as an adoptable DMT system in consideration of the situation in Korea.

• 한국항만학회지
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• 제8권1호
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• pp.3-15
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• 1994

Most of Cities are suffering from the traffic congestion problem with the vehicles increased. Especially, the City of Pusan is experiencing the severest traffic congestion with the lower read capacity and the higher travel demand than any other cities in the country. Thus, the purpose of this study was to grasp the conditions, review the problems and finally suggest the improvements which we faced at this time for the construction of the Urban Transportation System considered in Pusan area. Based upon the results, it was concluded that firstly the Urban Transportation System(UTS) in Pusan area should be constructed by the Public Transportation System in the center of the Public Transit Modes(i.e., bus and subway), secondly the Para-transit Modes(i.e., Light Rail Transit, LRT) introduced, and thirdly the Transportation Demand Management(TDM) implemented with the expansion of the transportation facilities if possible.

• 해양환경안전학회:학술대회논문집
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• 해양환경안전학회 2018년도 공동국제학술발표회
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• pp.37-37
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• 2018

• 해양환경안전학회:학술대회논문집
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• 해양환경안전학회 2017년도 추계학술발표회
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• pp.198-198
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• 2017

• 한국항해항만학회지
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• 제43권2호
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• pp.110-121
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• 2019

Ports play a key role in international trade, as integral hubs where passengers and cargoes are loaded, discharged, and transshipped. However, the function of ports is becoming more diversified, expanding on roles as industrial clusters, as well as logistical centers. Such roles combined, reap numerous and significant benefits, mainly with growth of jobs and wealth creation, for the local population living in the city, and beyond. Citizens' awareness of the function and value of ports may not be positive, because of a range of negative factors such as emissions, noise, and road congestion, which can influence their perception. This study's contribution focuses on empirically evaluating the perception of Busan citizens of the local port, by applying Q methodology. The links connecting the port-city and local population, are assessed by identifying: 1) The level of awareness of the Busan citizens of the port; 2) Factors perceived as positive as well as factors perceived as negative by Busan citizens. There are four main factors, derived from the analysis: 1) Port functional knowledge; 2) Lack of social connectedness port-city; 3) Environmentally concerned and; 4) Absent port's ripple's effect. Policy recommendations suggest focusing on improving citizens' perception of the port, for each of the four main factors derived from the analysis.

• 해양환경안전학회지
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• 제23권1호
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• pp.1-8
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• 2017

본 연구에서는 계절별 혼잡도 변화를 검토하기 위해 1년 동안의 주요 연안 통항로 및 항만 입출항로를 대상으로 계절별 기상특보가 발효되지 않은 1주일간의 GICOMS Data를 바탕으로 혼잡도 평가를 실시하였다. 그 결과 시간당 평균 혼잡도의 계절별 차이는 최대 약 11 %, 평균 약 3.5 %, 피크시간 혼잡도의 계절별 차이는 최대 약 82 %, 평균 약 30 %를 보이는 것으로 분석되었다. 향후 혼잡도 평가시에 이러한 계절별 혼잡도 변화를 감안하여야 하며, 특히 해상교통안전진단에서의 평가 시에는 이러한 계절별 차이가 존재하므로 혼잡여부에 대한 해상교통 안전대책 마련에 더욱 주의를 기울여야 할 것이다.

• 한국항해학회지
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• 제25권4호
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• pp.477-486
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• 2001

Although the ports are actually competing with various strategies, the definition and structural understanding of port competitive power are not known very much. Therefore this study has launched from this fact, and has the objective of obtaining the structural model of the competitive power, and understanding the components of the port competitive power. The following are the results of the study. First, the process began by abstracting the components that composed the port competitive power through recent research, and grouping it by the most core components using the KJ method. Also, by using the FSM(Fuzzy Structural Modeling) method to understand the structure of the grouped components, and the structural model of the port competitive power was able to obtain as the result. Second, when analyzing the obtained structural model, port expenses, main trunk location, port congestion and port facility came out to be the most important component groups, and especially port expenses was the most effective component that effected all the other components overall. Third, the component groups that were relatively less important, effected by most of the other components, and located on the top level of the structure model were the hinterland accessibility, port ownership, customs duties speed, and large ship port entrance possibility etc. Fourth, the results of this study will be able to be used when establishing competing strategies for our country's ports by proposing the relatively important components with the port competitive rower considered.

• 한국항해학회지
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• 제21권1호
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• pp.13-31
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• 1997

Being situated at the key point of northeast asia, the port of Inchon as an entrance to the captial city, Seoul is expected to play in marine transportation in Korean Pennisular on the verge of its reunification. In this thesis, inner-lock physical disstribution system of the port was analyzed, which treats more than 82% of total incoming and outgoing cargoes. The overall findings are as follows; 1. In thet viewpoint of physical distribution system of the port, it takes disadvantages of accessing to inner lock berth due to such natural restrictions as tides, passing the lock and so on. And insufficient port facilities as a whole, causes delay in quay-handling, transfer and storage, also facing with serious congestion in inland transport on the road. 2. It was revealed that the port facilities are insufficient yet in spite of its improved productivity by means of raising the effectiveness of port operation and of installing advanced cargo handling facilities. 3. In order to enhance the effectiveness of inner port physical distribution system , the improvement of lock facilities, expansionof port facilities and more effective terminal operating system are crucial. 4. To ensure the measures to solve the above problem, existent outer-lock ports such as Inchon Sourthern-port and Northern-port are necessary to be redeveloped more positively , otherwise a new port at outskirt of the city should be developed to ensure free connection to inland transportation.

• 한국항해항만학회지
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• 제29권6호
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• pp.481-485
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• 2005

평택${\cdot}$당진항의 내항에 대한 항만형식은 1990년 '아산공업기지 항만계획 기본계획용역'에서 갑문식으로 채택되었으나, '2001년 '평택${\cdot}$당진항 종합개발 기본계획 정비용역'에서 감조식으로 변경되었다. 따라서 서해대교 하부에 건설된 남측호안이 철거되어 내항을 입${\cdot}$출항하는 선박은 상시 통항이 가능하게 되었다. 그러나 서해대교 하부의 통항 안전성을 고려할 때 내항의 통항여건은 통항가능 최대 규모선박이 단독통항을 전제로 한 50,000 DWT급이며. 교행 가능한 선박이 30,000 DWT급 이하라는 제약을 가지고 있다. 이에 본 연구에서는 평택${\cdot}$당진항의 남측호안이 철거된 후 내항의 전망된 물동량을 처리하기 위한 연간 입${\cdot}$출항 선박 척수를 가정하고, 이리한 통항제약 상황에서 이들 선박들이 내항을 입${\cdot}$출항함으로써 발생되는 교통혼잡도를 예측하고 평가하였다. 평택${\cdot}$당진항의 서해대교하부 항행구간에 대한 교통혼잡도는 이를 통항하기 위해 2006년 0.005${\~}$0.011(h), 2011년 0.02${\~}$0.054(h). 그리고 2020년 0.034${\~}$0.098(h)의 평균대기시간이 소요될 것으로 예상되어 통항의 지장이 크게 발생되지 않을 것으로 판단되었다.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2005년도 춘계학술대회 논문집
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• pp.191-195
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• 2005

평택(아산)항의 내항에 대한 항만형식은 1990년 '아산공업기지 항만계획 기본계획용역'에서 갑문식으로 채택되었으나, 2001년 '평택(아산)항 종합개발 기본계획 정비용역'에서 감조식으로 변경되었다. 따라서 서해대교 하부에 건설된 남측호안이 철거되어 내항을 입${\cdot}$출항하는 선박은 상시 통항이 가능하게 되었다. 그러나 서해대교 하부의 통항 안전성을 고려할 때 내항의 통항여건은 통항가능 최대 규모선박이 단독통항을 전제로 한 50,000 DWT급이며, 교행 가능한 겉박이 3O.000 DWT급 이하라는 제약을 가지고 있다. 이에 본 연구에서는 평택(아산)항의 남측호안이 철거된 후 내항의 전망된 물동량을 처리하기 위한 연간 입${\cdpt}$출항 선박 척수를 가정하고 이러한 통항제약 상황에서 이들 선박들이 내항을 입${\cdot}$출항함으로써 발생되는 교통혼잡도를 예측하고 평가하였다. 평택(아산)항의 내항에 대한 교통혼잡도는 서해대교를 통항하기 위해 2006년 0.04(h), 2011년 0.17(h), 그리고 2020년 0.4(h)의 평균대기시간이 소요될 것으로 예상되어 통항의 지장이 크게 발생되지 않을 것으로 판단되었다.