• 한국항만학회지
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• 제13권2호
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• pp.267-278
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• 1999

Since the mid 1980s, the concept of logistics has become more important to the enterprises in strategic sense because it had aggrandized itself to more comprehensive and integrative concept. Therefore study on the service organization of the logistics system for customer’s satisfaction from the management’s point has been focused as one of the major subject in order to improve the logistics quality which would ultimately increase the value of logistics service. This study has been focused on what the port logistics functions and the factors of the port logistics quality are those Korean port managers acknowledge as important factor. And examins these port logistics quality levels and the port logistics value (port productivity, service results) obtained by the results of these activities while reviewing the relation of the custom value which the port managers evaluate in order to evaluate and promote the competitiveness of the Korean port. According to the study results the port logistics function which the Pusan Container Terminal managers recognized as important were customer service management the flexibility of the port facilities and curtailment of the original operation cost of the port. It also indicated that the managers recognized the importance of the customer-oriented terminal management as it showed a close relationship with the port quality level.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2009년도 공동학술대회
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• pp.397-401
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• 2009

세계적인 경제위기 시기를 맞아 최근 정부는 경제위기 극복은 물론 저탄소 녹색성장을 통하여 경제의 성장동력을 찾고자 노력하고 있다. 그리고 2008년 초에 불어닥친 초고유가 사태는 해양교통시설업무를 추진함에 있어 관련 운영시설의 비효율적인 에너지 낭비 요소를 적극 발굴하고 친환경적인 대체에너지 체계를 적극 도입하는 계기가 되었다. 이에 따라 예산절감 등 정부의 '초 고유가 대응 에너지절약대책'에 부응하기 위하여 추진되었던 태양광발전시스템 확충 등의 자체 개선사례 분석을 통하여 해양교통시설의 친환경 에너지시스템 적용가능성에 관하여 논하고자 한다.

• 무역학회지
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• 제45권5호
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• pp.141-159
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• 2020

Container terminals at Gwangyang Port are operated by three container operators: A, B and C. Ultimately, there is consensus that a single operator should operate all terminals so that economies of scale can be achieved even in the operation of the container terminal. Integration between operators has a positive effect on both operators and shipping companies. From the operator's point of view, overlapping fixed costs between operators can be unified, reducing overall costs and utilizing spare facilities. On the other hand, from the viewpoint of the shipping company, it is possible to ensure stable use of the port facilities and always allow berthing, reduce days on demurrage and ship waiting, and provide one-stop service for work. However, existing cases of operators' integration or relocation of terminals remained to estimate the expected effects of alternatives, emphasizing only the financial point of view. The port terminal is a large system, and it is important to consider that it is an aggregate of major logistics facilities and equipment. Moreover, if the estimation can be made by quantifying the expected effect, the justification of the terminals' relocation can be further emphasized. Therefore, it is very important to estimate the expected effect from the viewpoint of systemic operation. Moreover, the need for operators' integration can be further emphasized if it can be estimated through quantification of expected effects. Currently, three alternatives are considered as alternatives to the terminals' relocation, and in this study, the optimal plan was derived for the 3 alternatives by the linear planning model of the minimum shuttle transportation cost in the terminal. The optimal plan is alternative 2, which shows the most advantageous integration effect in terms of expected effects. Alternative 2 integrates the B terminal into the C terminal, and the A terminal operates independently as it is.

• 한국산업보건학회지
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• 제32권4호
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• pp.449-455
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• 2022

Objectives: In order to provide basic data for future researchers, this study aims to explore future tasks after reviewing the changes in port safety management due to the enforcement of the Special Act on Port Safety. Methods: The provisions of the Special Act on Port Safety were analyzed and the latest literature related to port safety management was reviewed. Results: There are two major changes that have stemmed from the Special Act on Port Safety: 1. The scope of application for port participants has been expanded, safety education has been made compulsory, and safety management plans have been established and implemented for each business site. 2. The government is operating a port safety consultative body for each port and has hired one port safety inspector for each of the eleven local maritime and fisheries offices across the country. Future tasks include elaboration of port safety accident statistics, strengthening shipping companies' responsibility for stevedore safety, the unification of contracts, and government interest and support for port safety facilities. Conclusions: The primary feature of the Special Act on Port Safety is the emphasis on autonomous safety management by participants in port transportation. In addition, the enactment of the special law has allowed the Ministry of Maritime Affairs and Fisheries to actively intervene in port loading and unloading safety.

• 한국정보통신학회:학술대회논문집
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• 한국해양정보통신학회 2011년도 춘계학술대회
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• pp.743-745
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• 2011

현재 RFID 기술을 이용한 항만의 관리 시스템은 점차 그 분야를 확대해가고 있다. 기존의 센서 기술이 물적 자원을 관리하기 위한 용도였다면, 이제는 인원관리를 위한 분야로 확대되고 있다. 이에 본 논문은 항만 내 작업인원에 대하여 여러 대역의 RFID 태그와 다양한 디자인의 태그를 소지하게 하여, RFID 리더를 통해 위치 정보를 수집하여 모니터링 하고 그 특성을 조사 분석하였다.

• 한국항만경제학회지
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• 제22권2호
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• pp.61-82
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• 2006

In order to cope with improvement of labor cost and cargo volume, Korean ports, especially Busan port, are in need of many new facilities. Of course, current facilities should be fully used, and at the same time it needs to make every effort to maximize its productivity as well as cost saving. To this end, this study has decided to focus on automatic yard operation suitable to the domestic container terminal environments, making a survey of many advanced container terminals, trying to find out their common factors, and finally suggesting several alternatives based on the combination of these factors. Also, this study has suggested the present value of initial investment and operating cost by alternative, and at the same time presented the relationship between cargo handling volume and cost/revenue of the optimal alternative, so that it may be of help in decision making.

• 한국항만경제학회지
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• 제30권1호
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• pp.119-142
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• 2014

연구의 목적은 광양항을 사례로 항만 경쟁력에 영향을 미치는 요인들을 평가하고, 세부 평가요소의 우선순위에 따른 광양항의 경쟁력을 강화하기 위한 중요한 항만정책방향을 규명하는 데 있다. 논문에서는 의사결정기법인 AHP기법을 이용하여 항만입지, 항만운영관리, 항만비용, 항만시설, 배후지여건 등 5가지 주요 평가요인과 14가지 세부평가 요소에 대한 중요도를 파악하였다. 광양항의 항만경쟁력 평가를 위한 주요 평가요인의 중요도는 항만입지, 항만시설, 항만비용, 항만운영관리, 배후지여건 순으로 계산되었다. 세부 평가요소별 복합가중치를 이용한 종합중요도는 배후지역과 연결성, 국제항만과 접근성, 인센티브제도, 터미널의 시설용량. 항만운영인력의 전문성 숙련도, 등의 순서로 확인되었다. 광양항은 배후지와 연결성 및 국제항만과의 접근성을 강화하여 항만의 중심성과 중계성을 제고시겨 항만의 경쟁력을 강화해야 한다. 항만물동량을 창출하기 위해서 다양한 인센티브 제공과 항만비용을 절감시켜 국제거점항만으로서의 경쟁력을 증진해야 한다. 초대형 컨테이너선이 원활하게 하역작업을 수행하도록 하역시스템의 첨단화 및 효율화방안이 강구되며, 항만운영인력의 전문성과 작업도 향상을 위하여 다양한 방안들을 모색해야 한다. 연구의 결과는 관련 학계, 항만당국 및 항만공사 등에 광양항 발전전략에 대한 학술적이며 정책적인 시사점과 지식을 제공하고 있다. 대형항만의 경쟁력 평가에 필요한 이론의 형성, 간단한 분석방법의 틀을 제시하는 데도 연구의 의의가 있다.

• 수산해양교육연구
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• 제21권2호
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• pp.325-334
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• 2009

The aims of this study is to suggest the strategic development plan of Ulsan Port using SWOT/AHP method. In order to do this, 16 detailed factors for SWOT Matrix were identified both from previous studies and from brainstorming professionals of the port and these made into a 3 level hierarchy structure. AHP method identified the relative weight of SWOT level as threat(0.311), opportunity(0.259), strength(0.218) and weakness(0.212), also the composite relative weight of detailed factors as recession of global economy(0.125), strengthening of economic function in port(0.085), insufficiency of port facilities(0.080) and a government regulation of port management(0.075). As a result, the study suggests S/T strategy, W/T strategy, S/O strategy, W/O strategy as a strategic development plan of the Ulsan Port.

• 지역연구
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• 제31권1호
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• pp.83-101
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• 2015

유럽과 미국 등 선진국에서는 산업화시대에 조성되었던 항만들이 노후화되면서 1970년대 부터 항만재개발과 도시재생사업이 활발하게 추진되었다. 우리나라에서는 2000년대 들어서서 부산북항 재개발사업을 시작으로 인천내항의 시민개방과 함께 재개발사업이 추진되고 있다. 그러나, 이들 사업은 항만과 도시의 재개발이 통합적으로 추진되고 있지 못할 뿐 아니라, 역사성과 장소성의 훼손, 부동산시장 의존형 사업구조 등의 문제점을 안고 있다. 유럽, 미국 등의 성공적인 항만도시 재생사업을 살펴본 결과, 지자체가 중심이 되어 항만과 배후도시를 하나의 패캐지로 한 통합적인 접근이 이루어지고 있음을 알 수 있다. 또한, 항만도시 특유의 역사적 지역자산을 최대한 보전, 활용하고 정교한 디자인 가이드라인을 제시해서 수준 높은 수변도시를 만들어 나가고 있다. 안정적인 사업의 추진을 위해서 앵커시설의 유치, 장소 판촉, 재원조달을 위한 새로운 아이디어 도입 등이 정책적 시사점으로 도출되었다.

• 한국항만학회지
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• 제13권2호
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• pp.215-232
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• 1999

Privatisation has emerged within the past few decades as one of the most significant challenges to public ports and their governments throughout the world. More than forty countries have committed to some form of port privatisation thus far and they will quite likely be joined by dozens more by the turn of the century. A decision to privatise ports can be driven by a variety of forces. The most obvious is to relieve a financially strapped government by turning to the private sector for an infusion of capital required to modernise and sustain port operations, or to bolster the national treasury. Inefficient and costly port operations can seriously impair the competitiveness of a nation’s export industries and artificially raise the cost and thus constrain the availability of imported goods. Privatisation in certain circumstances therefore holds the promise of stimulating economic growth particularly for those whose livelihood depends directly upon port activity and trade. The main objective of this paper is first of all, to introduce a variety of methods of port privatisation after reviewing the reason why port facilities should be privatised. This paper also aims to make some proposals with which a port privatisation process in Korea can be improved after summarising the present Terminal Operating Company(TOC) system propelled by Ministry of Maritime Affairs and Fisheries.