• 한국항만경제학회지
• /
• 제28권3호
• /
• pp.215-234
• /
• 2012

항만은 바다와 육지의 관문으로서 기능하여 왔다. 따라서 그 기능을 검토할 때, 타 항만과 해운네트워크 그리고 배후지와 내륙네트워크에 대한 검토가 필요하다. 1998년부터 운영을 시작한 광양항-컨테이너부두-은 비교적 짧은 운영기간에도 불구하고 거점항만으로 발돋움하고 있다. 이 연구는 우선 우리나라 항만의 선박운항 스케줄과 해운네트워크의 중심성지수를 이용하여, 광양항의 글로벌 해운네트워크 구축과정과 네트워크 확장 특징을 도출하였다. 광양항의 내륙네트워크는 트럭운송, 철도운송, 연안운송을 중심으로 배후권과 연결망을 확장하여 왔으나, 연안운송 중단(2004), 연안운송 재개(2009)와 재중단(2012년)의 사례에서처럼 다양성에서 취약성을 나타내고 있다. 2000년대 들어 평택항, 울산항 그리고 군산항에서 해운과 내륙 네트워크 확장은 지역물량을 둘러싼 항만 간 경쟁을 가열시켰다. 한편 광양항의 운영은 삼성전자 등 제조업의 이전에 간접적으로 영향을 주었던 것으로 사료되지만, 컨테이너항만 운영에 따른 제조업의 지역적 분포 변화는 차후 심도 있는 연구를 필요로 하는 주제이다.

• 한국항만경제학회:학술대회논문집
• /
• 한국항만경제학회 2007년도 국제학술대회 및 정기총회
• /
• pp.161-173
• /
• 2007

This paper considers the problem of determining the cargo flow and the transportation mode in each trade route while satisfying the demand. Especially, the problem incorporates short sea shipping in Korea, which is becoming more important in order to improve efficiency of Logistics. The objective is to minimize the sum of shipping and inland transportation costs. To solve optimally the problem, this paper employs a linear programming model, which is an operations research technique for optimization. The problem is formulated by extending the well-known network design problem by considering capacity at seaport and limitation of total number of vehicles. The model is solved using CPLEX, a commercial linear program software. The test results using a real cargo flow data in Korea show that the model represents closely the real situation.

• 한국항만학회지
• /
• 제7권1호
• /
• pp.43-58
• /
• 1993

There has been fast progress in economy in Korea derived by a consecutive five-year plan program for economic development started in the early 1960's. In the field of transportation, rapid changes in the technological environment of transportation and communication have brought a revolution of the transport system, of which inter-modal transportation through containerisation is typical. Because of the rapidly growing traffic volumes of cargo, especially container traffic, and lack of investment into transport infrastructure in the past, both road and railway are beyond their capacity. As a result, the public-road network has suffered a serious congestion problem. For instance, in relation to the corridor between Seoul and Pusan, today, it takes about 14 hours for the journey of container trailer through Kyongbu Expressway, for which it used to take only 7 hours in 1986. For the railway, though the congestion problem is not very serious compared with the road sector, a shortage of capacity on certain main lines has emerged as a problem as railway traffic has increased. Furthermore, the further expansion of the system in near future is difficult due to burden of higher construction the cost. Unlike these two modes, coastal shipping, which has been paid relatively less attention for commodity transport in Korea, shows no constraint in this respect. In addition, it is the most cost efficient mode of transport. This work therefore aims to make a proposal for the alternative inland transportation mode, which is to promote the coastal transport of container. Three obstructing factors for the promotion of the coastal transport are investigated and some solutions for those are suggested as follows : First, it appears to be essential to provide exclusive ports for the coastal shipping, that comply with simplification, specialization and rationalization. The optimum size of berths on the exclusive ports in Pusan port is estimated as 16-20. We found that it needs periodical study and publicity on the advantages from the adoption of the coastal mode. Inducing competition in the coastal shipping market is also necessary. For the supply of the fleet in the coastal shipping, chartering of the surplus ships in the oversea shipping is found to be more desirable than new shipbuilding. Second, to solve the fragmentation of the companies which wish to participate in the coastal transport, government has to implement the subsidy policy. The encouragement of participation of the shipping lines engaging in Korea-Japan run and Korea-East South Asia run, into coastal shipping also needs to be considered cautiously. Third, simplification of the document for entry in ports is needed for rational coastal shipping management. We can use B/L (Bill of Lading) for coastal shipping as a prerequisite to get the indemnity by P & I Club. The reduction of the government controls on entering and leaving the ports also needs.

• 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.

• International Journal of Computer Science & Network Security
• /
• 제23권1호
• /
• pp.64-70
• /
• 2023

Maritime transport is dominant in the overall volume of all international transportation. Existence and overcoming of problems, which cause pressure on shipping safety, remain actual and fully concern both maritime and inland transport. Increasing speed and cargo capacity of the ships along with the reduction of crew members lead to the automation of a growing number of work processes, which indicates the need to actively introduce appropriate measures in the security system of sea-going ships and commercial ports and to develop modern approaches to minimize negative events and incidents in the process of ship operation. Advantages in use of modern methods of monitoring the safety of ship operations, management of possible events and incidents, including investigation of accidents, first, aimed at prevention of negative occurrences and ways of prevention on this basis. Considering statistics on incidents increase, this work presents analysis of general ship accident rate, study of major accidental events growth annually, and investigation of causes of incidents, which most frequently occur in port waters and at open sea. A survey of current approaches to ensuring the safety of shipping by implementing effective tools, such as event and incident management, has been conducted.

• 한국철도학회논문집
• /
• 제16권4호
• /
• pp.348-351
• /
• 2013

The aim of this research is to analyze and periodize the relationship between railroad and river transportation as one aspect of the transformation of the land transportation system in Korea. As a result, three phases can be observed: a first phase of equality and interdependence (1910s); a second phase, subordinating rivers to feeder lines under railroad's dominance; and a third phase when trucks and buses became a major means for local transportation in place of traditional shipping routes. River ports were among the main planned destinations during the first and second phases, but such plans were changed or withdrawn after the third phase. This relationship between river and rail illustrates one geopolitical factor relating to the development of Korea's rail transportation network.

• 한국항만경제학회지
• /
• 제24권4호
• /
• pp.71-96
• /
• 2008

본 연구의 목적은 컨테이너 항만으로서의 서해안 항만 특히 목포항 발전방안을 제시하고자 한다. 먼저 최근 일어나고 있는 컨테이너선의 대형화, 선사의 M&A, 전략적 제휴를 통한 정기선 선사의 수평적, 수직적 통합 전략, 선박의 연료비 상승 등과 같은 세계 및 동북아 해운 환경의 변화를 살펴보고 향후 목포항은 이들 환경변화에 대한 대응전략을 제시하고자 한다. 본 연구에서는 목포항 발전을 위해서 수요자인 화주의 물류부문의 애로사항을 파악하여 개선하고, 또 선사가 기항할 항만 결정 시 고려하는 평가요소인 항만의 이용 중요도와 인천, 평택, 군산, 목포항 이용 만족도 및 항로 적합성과 목포항 발전을 위한 추진업무를 설문 조사하여 목포항의 항로 적합성과 발전 방안을 파악하였다. 설문조사의 결과 목포항의 가장 큰 문제는 컨테이너 물량이 부족하고, 컨테이너 수출입 밸런스가 맞지 않고, 포워더, 내륙운송 업체의 부재, 배후연계 운송네트워크의 미비 등이 지적되었고, 발전방안으로서 항로의 유치, 저렴한 하역비 제공, 배후연계 운송네트워크의 구축 등이 제시 되었다. 위와 같은 사항이 개선되어 목포항의 컨테이너 화물이 유치되면, 항로 적합성으로서 중국의 중부 및 남부 항만의 항로 개설이 유력하고 북중국 및 일본 항로도 적합한 것으로 제시되었다.

• 한국항해학회지
• /
• 제13권1호
• /
• pp.21-53
• /
• 1989

In the past twenty years, there has been a rapid increase in the volume of traffic in Korea due to the Korean great growth of the Korean economy. Since transformation provides an infrastructure vital to economic growth, it becomes more and more an integral part of the Korea economy. The importance of coastal shipping stands out in particular, not only because of the expansion limit on the road network, but also because of saturation in the capacity of rail transportation. In spite of this increase and its importance, coastal shipping is falling behind partly because it is givenless emphasis than ocean-going shipping and other inland transportation systems and partly because of overcompetition due to excessive ship tonnage. Therefore, estimating and planning optimum ship tonnage is the first take to develop Korean coastal shipping. This paper aims to estimate the optimum coastal ship tonnage by computer simulation and finally to draw up plans for the ship tonnage balance according to supply and demand. The estimation of the optimum ship tonnage is peformed by the method of Origin -Destimation and time series analysis. The result are as follows : (1) The optimum ship tonnage in 1987 was 358, 680 DWT, which is 54% of the current ship tonnage (481 ships, 662, 664DWT) that is equal to the optimum ship tonnage in 1998. this overcapacity result is in excessive competition and financial difficulties in Korea coastal shipping. (2) The excessive ship tonnage can be broken down into ship types as follows : oil carrier 250, 926 DWT(350%), cement carrier 9, 977 DWT(119%), iron material/machinery carrier 25, 665 DWT(117%), general cargo carrier 17, 416DWT(112%). (3) the current total ship crew of 5, 079 is more than the verified optimally efficient figure of 3, 808 by 1271. (4) From the viewpoint of management strategy, it is necessary that excessive ship tonnage be reduced and uneconomic outdated vessels be broken up. And its found that the diversion into economically efficient fleets is urgently required in order to meet increasing annual rate in the amounts of cargo(23, 877DWT). (5) The plans for the ship tonnage balance according to supply and demand are as follows 1) The establishment of a legislative system for the arrangement of ship tonnage. This would involve; (a) The announcement of an optimum tonnage which guides the licensing of cargo vessels and ship tonnage supply. (b) The establishment of an organization that substantially arrangement tonnage in Korea coastal shipping. 2) The announcement of an optimum ship tonnage both per year and short-term that guides current tonnage supply plans. 3) The settlement of elastic tariffs resulting in the protect6ion of coastal shipping's share from other tonnage supply plans. 4) The settlement of elastic tariffs resulting in the protection of coastal shipping's share from other transportation systems. 4) Restriction of ocean-going vessels from participating in coastal shipping routes. 5) Business rationalization of coastal shipping company which reduces uneconomic outdated vessels and boosts the national economy. If we are to achieve these ends, the followings are prerequisites; I) Because many non-licensed vessels are actually operating and threatening the safe voyage of the others in Korea coastal routes, it is necessary that those ind of vessels be controlled and punished by the authorities. II) The supply of ship tonnage in Korean coastal routes should be predently monitored because most of the coastal vessels are to small to be diverted into ocean-going routes in case of excessive supply. III) Every ship type which is engaged in coastal shipping should be specialized according to the characteristics of its routes as soon possible.

• 정보기술응용연구
• /
• 제3권2호
• /
• pp.67-82
• /
• 2001

오늘날 날로 증가하는 물류비는 개별 기업은 물론 국가 전체의 수출 경쟁력을 약화시키는 주요 원인으로 지적되고 있다. 그러나 특히 육상물류의 경우 그 비중이 전체 화물 운송의 60% 이상을 차지함에도 불구하고 심각한 교통체증 및 물류기반 시설의 미비, 효율적인 정보시스템의 미비 등으로 인하여 물류비가 계속 증가하는 양상을 보여 왔다. 따라서 본 논문에서는 우리나라 육상물류산업이 안고 있는 문제점의 해결을 위한 방안들 중의 하나로 공급사슬관리(Supply Chain Management) 개념을 운송산업에 적용한 e-logistics 시스템 개발 프로젝트의 길과를 소개하고 있다. 본 논문에서 소개하는 육상물류중개시스템은 공급사슬개념을 운송산업에 적용하여 화주, 물류중개회사 및 운송사 사이의 업무처리 프로세스 및 데이터 베이스를 공유하면서 차량의 흐름과 정보흐름을 원활하게 하여, 고객에 대한 서비스를 제고하는 한편 인건비, 통신비, 차량유지비 등을 절감할 수 있게 한다. 특히 육상물류중개시스템은 화물의 운송과 관련하여 발생하는 다양한 정보들을 데이터베이스에 저장하여 두었다가 세관 및 터미널에 대한 각종 신고업무에 이용할 수 있으며, 이밖에도 교통정보 및 화물 위치정보 등 다양한 서비스를 제공해 주고 있다. 육상물류중개시스템은 현재 개발중인 항만물류통합데이터베이스를 기반으로 한 항만물류원스톱서비스 시스템과 연계되어 차후에는 물류원스톱시스템으로 발전할 수 있을 것이다.