• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2006년도 International Symposium on GPS/GNSS Vol.2
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• pp.165-171
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• 2006

The appearance of over 10,000 TEU containerships (so called Mega-containerships) is determined. In order to operate these ships effectively, the number of these calling ports will diminish, and then feeder ships will transport cargoes from the hub-ports where mega-containerships call to the destination ports. In the hub-ports, handling containers for mega-containerships become huger, thus it is important for terminals to deal with cargo handling as soon as possible. However, the present terminal layout might have the limitation of maximum throughput per time unit. And then the transit time at the ports become longer. Therefore, we investigate the effect on some different terminal layouts with new alternatives. Actually, we discuss the ship-to-berth allocation at some adjacent berths for mega-containerships on three types of terminal layouts. First one is the conventional type consisted by some linear berths, most container terminals in the world are normally this type. Second one is the indented type consisted by linear berths and indented berths which we can handle from both sides of mega-containership simultaneously. Third one is the floating type consisted by linear berths and the floating berth. On this type, mega-containerships can moor between linear and floating berths. The merits of this type are that we can also handle from both sides of mega-containerships simultaneously, and ships can go through between linear berth and floating berths. Thus it is easier for ships to moor and leave berths. Under such assumptions, we examine the numerical experiments. In most cases, the total service times on the indented type are the longest among three types, these on the floating type are the next longer. Those reasons are that these layouts have the differences of berth occupancy obtained by the time and space axes, and whether the precedence constraints of ship service order needs or not.

• 한국직업건강간호학회지
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• 제25권1호
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• pp.9-18
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• 2016

Purpose: This study was conducted to identify the factors affecting container terminal worker's recovery experience from job stress. Methods: The subjects were 299 workers from one S dock in P city. Data were collected from April 5 to June 5, 2015 and analyzed by SPSS/WIN 18.0 program using descriptive statistics, t-test, ANOVA, $Sheff{\acute{e}}$ test, Pearson's correlation coefficients, and logistic regression. Results: The mean scores of job stress, ego-resilience, and recovery experience from job stress were 47.18, 46.90, and 49.17 respectively. Recovery experience according to the general characteristics showed significant correlation between daily exercise. There was a significant negative correlation between recovery experience and job stress, and a positive correlation between recovery experience and ego-resilience. Recovery experience was 2.54 times higher for a high ego-resilience group than for a low ego-resilience group, and the group that exercised was 2.25 times higher, than the non-exercising group. The group with a low level of interpersonal conflict was 1.97 times higher, than a group with a high level of interpersonal conflict. Conclusion: Based on this study, intervention programs to increase ego-resilience, decrease interpersonal conflict, and encourage over 30-minute-daily exercise for in container terminal workers should be developed to improve recovery experience of job stress.

• 한국주거학회논문집
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• 제26권1호
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• pp.43-51
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• 2015

The purpose of this study was to analyze the planning characteristics and it's application of container architecture as case study. Field survey was used to analyze the spatial planning characteristics in terms of development outline, appearance, exterior, floor plan and interior of eight famous cases in Berlin, Hamburg, Hannover, Amsterdam and Paris of Europe. The results of this study were as follows; Firstly, good examples of container architectures such as student housing, social service center, temporary medical facility and cruise terminal in Europe suggested the potential of domestic applicability in various purposes and development. Secondly, various types of freight container, building container and module frame system should be developed with their reprocessing environment. Thirdly, it is necessary for us to develop ISO type(20~40ft) container and standard plan with interior and storage design reflecting demands of residents. Finally, the use of container module will be an environmental-friendly alternative for its modularity and reusability, so it should be used as it is without severe deformation. The development of environmental friendly energy sources such as hydro and solar power is necessary for domestic container architecture as well. The container design should include the use of high quality of exterior finishing materials and the plan of aesthetical color planning to make the building a local landmark.

• 한국항만경제학회지
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• 제26권4호
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• pp.168-187
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• 2010

항만에서 상호리스크관리는 항만서비스를 제공하는 터미널 운영사와 항만서비스를 사용하는 해운선사간의 기업경영의 운영측면에서 상호이익을 도모하기 위해 중요하다. 본 연구는 상호 윈-윈 전략이 될 수 있는 상호리스크 관리방안을 통하여 국적선사와 항만산업체의 경쟁력을 확보하는데 기여하고자 수행되었다. 광양항의 터미널 운영사별로 해운선사에 대한 리스크 요인 및 리스크관리 개선점을 도출하고, 광양항 입항 해운선사별로 터미널 운영사별 리스크 요인 및 리스크관리 개선점을 도출하여 터미널 운영사와 해운선사간의 리스크에 의한 손실을 감소시키면서 상호이익을 도모하는 리스크 사전인식모델과 리스크 예방모델 등 두가지 종류의 관리모델을 제시하였다. 제시된 관리모델은 광양항의 컨테이너터미널과 해운선사간의 상호리스크 요인에 의한 손실을 파악하고 사전인식을 통해 리스크를 관리하기 위한 리스크 사전인식모델과 리스크에 의한 손실을 예방하기 위한 리스크 예방모델로 구성되며, 사전인식을 통한 관리와 예방을 통한 관리를 동시에 수행하도록 수립하였다. 이를 통하여 광양항 컨테이너터미널 운영사와 해운선사 상호간의 리스크에 의한 손실을 최소화시키면서, 운영의 효율성을 높일 수 있는 논리적 근거를 마련하고자 하였다.

• 한국항해항만학회지
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• 제44권3호
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• pp.195-202
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• 2020

선박 대형화는 규모의 경제 추구를 위한 글로벌 해운선사들의 생존전략이며, 이러한 전략에 따라 허브항만에서 많은 화물을 동시에 적양하하고 있다. 이러한 상황에 대응하기 위해 컨테이너터미널은 터미널 시설 확충과 장치장 공간의 효율성 및 생산성을 높이기 위한 자동화 도입을 추진하고 있다. 유럽의 항만은 지속적인 인건비 상승과 부족한 노동력 문제 해결을 위하여 자동화를 도입하였으며, 최근 세계경제의 저성장과 초대형 선박의 등장, 대기오염, 안전사고 등에 관한 문제를 해결하기 위해 미국, 중국 등 각국에서 완전자동화 컨테이너터미널 건설이 증가하고 있다. 국내 항만은 국외 완전자동화 컨테이너터미널과 비교하면 자동화 도입 초기 단계이며 변화하는 항만환경에 대한 대응책으로 자동화 도입을 추진하고 있음에도 불구하고 컨테이너터미널 관련 이해관계자의 인식에 관한 연구는 부족한 실정이다. 집단 간 인식을 파악한 결과 컨테이너터미널 운영사는 인건비 감소, 해운선사는 서비스 향상, 항운노조는 안전사고 예방, 항만공사 및 정부기관은 서비스 향상의 중요도가 높게 나타났다. 따라서 집단 간 인식을 면밀히 살펴보고자 일원배치 분산분석(One Way Anova)을 수행한 후 집단 간 이해관계를 살펴보기 위한 기초자료로써 시사점을 도출하고자 한다.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 1998년도 추계학술대회논문집:21세기에 대비한 지능형 통합항만관리
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• pp.271-285
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• 1998

This paper aims to suggest the strategies for Korea port, especially Busan to develope into a viable transhipment center and/or Hub port as the articulation points between mainline and feeder nets. To tackle this goal, the authors clarify the requirements for Korea port which will be critical in determining its position as Hub through the careful analysis on competitiveness, environmental impact, port policy and capacity, transhipment traffic and inherent ablity to generate traffic. The results are summerized as follows. (1) Coping with increasing container volumes, new investment is sustainedly necessary to increase the capacity and inherent ability of container port and create economies of scale. Moreover, increasing port capacity will increase the potential for the Korea port's inclusion into mainline rather than feeder networks. (2) Considering an increasing awareness of need for customer-oriented option s and service quality rather than simply a reliance on infrastructure-led efficiency, privatization of one sort or another and corporation of port have been key strategies in achieving greater efficiency in Korea containerport.

• 한국항만학회지
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• 제12권2호
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• pp.161-176
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• 1998

This paper aims to suggest the strategies for Korea port, especially Busan to develope into a viable transhipment center and/or Hub port as the articulation points between mainline and feeder nets. To tackle this goal, the authors clarify the requirements for Korea port which will be critical in determining its position as Hub trough the careful analysis on competitiveness, environmental impact, port policy and capacity, transhipment traffic and inherent ability to generate traffic. The results are summerized as follows. (1) Coping with increasing container volumes, new investment is sustainedly necessary to increase the capacity and inherent ability of container port and create economies of scale. Moreover, increasing port capacity will increase the potential for the Korea port's inclusion into mainline rather than feeder networks. (2) Considering an increasing awareness of need for customer-oriented operations and service quality rather than simply a reliance on infrastructure-led efficiency, privatization of one sort or another and corporation of port have been key strategies in achieving greater efficiency in Korea containerport.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2006년도 추계학술대회 논문집(제1권)
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• pp.163-170
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• 2006

본 연구에서는 국내 컨테이너 전용 터미널(부산항 8개 터미널, 광양항 6개 터미널)을 대상으로 DEA(Data Envelopment Analysis) 분석을 통해 효율성을 분석하였다. 일정 시점을 대상으로 한 분석이 아니라 1998년$^{\sim}$2005년 동안의 효율성 분석을 실시하였으며, 이를 통해 각 터미널의 효율성 변화를 살펴보았다. 본 논문의 분석 결과는 우리나라 터미널의 상대적인 효율성 값을 제시해 줄 뿐만 아니라 신규 터미널 생성, 운영사의 변화, 터미널의 통합 운영 등에 따른 터미널 생산성의 변화 등을 제시하여 줌으로써 터미널 운영사의 향후 운영전략에 시사점을 제공하고 있다.

• 제어로봇시스템학회:학술대회논문집
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• 제어로봇시스템학회 2000년도 제15차 학술회의논문집
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• pp.64-64
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• 2000

The contributing proportion of the increase of port productivity is more increasing concerning not only the port industry, but also all the informations of container crane which is the representative equipment by the rapid increase of the volume of freight of port. The basic of rapid service is the improvement of the productivity, the information of operation as to the productivity of crane for the quick handling within yard and especially the informations of breakdown and to handle breakdown as soon as possible has a great effect on the increase of productivity.

• 한국항해항만학회지
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• 제31권5호
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• pp.361-368
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• 2007

장치공간 소요량은 컨테이너터미널의 장치능력을 결정짓는 매우 중요한 의사결정 변수이다. 일반적으로 장치공간 소요량은 모선의 배선간격, 장치허용기간, 본선작업시간 등 여러 요인들에 좌우된다. 그러나 지금까지는 이들 요인이 확정적이라는 가정 하에 다양한 방법들을 장치공간 소요량 산정에 적용해왔다. 본 연구는 본선작업 물량이 확률적인 것으로 가정하고 요구된 서비스수준을 만족시키는 장치공간 소요량의 산정 방법을 제시했다. 시뮬레이션을 이용한 수치실험은 제시된 방법이 다른 방법들에 비해 확률적 상황에서 더욱 정확한 장치공간 소요량을 산정할 수 있음을 보여주었다.