• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2004년도 Asia Navigation Conference
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• pp.54-63
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• 2004

There are two principal routes for the Asia-North America containerized cargo, that of Asia-West Coast and Asia-East Coast. On the West Coast, the Asia-Los Angeles, dominate the commerce, whereas on the Asia-East Coast it's the Panama Canal. Each of these routes has different characteristics. All are similar in that each is the door to the commerce of containerized cargo originating in Asia; each combines maritime and overland transportation; each has important intermodal connections and is able to distribute cargo throughout the West and East Coasts of the United States. Each route also has its port of preference that has the necessary infrastructure, equipment and intermodal connections. For example, in the case of the Port of Los Angeles, in spite of some of its advantages, it has several serious problems due to the interminable containerized cargo traffic that must be solved rapidly and satisfactorily in order to progress. In this paper, we would like to show the problems of two main routes.

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

• 통상정보연구
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• 제10권4호
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• pp.395-416
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• 2008

The advance information for oceangoing cargoes destined to th United States enable CBP to evaluate the potential risk of smuggling WMD and to facilitate the prompt release of legitimate cargo following its arrival in the Unites States. On January 1, 2008, CBP promulgate regulations, also known as 10+2 rule, to require the electronic transmission of additional data elements for improved high-risk targeting, including appropriate security elements of entry data for cargo destined to the United States by vessel prior to loading of such cargo on vessels at foreign seaports. The potential impact to an importer's international supply chain will be as follows ; Firstly, importers will take incremental supply chain costs and filing costs. Secondly, anticipate delay in shipment of containerized cargo. Thirdly, importers could be charged fines if they fail to file and file inaccurate or missing data. Companies exporting to the United States should be interested in 10+2 rule, analyze their current processes and procedures to ensure that they are prepared to handle the additional filing requirements of 10+2 rule. And they should focus on how 10+2 impacts their supply chain in terms of costs and sourcing. They will be necessary to revise service legal agreements with their forwarders, customs brokers or carriers in order to meet filing requirements of 10+2 rule.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2016년도 춘계학술대회
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• pp.141-142
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• 2016

Port in Northern Vietnam has been playing an important role in the logistics system the country. In recent years, the cargo throughput of the region, especially, containerized cargo has increased gradually. There are totally 11 container terminals in Northern Vietnam, concentrating in Haiphong city and Quang Ninh province. Despite of increasing demand, the competition among the terminals is becoming more and more critical. The paper, firstly, summarizes factors impacting the market share of the terminals before reveal the correlation between given factors and annual container throughput. Factor analysis will be then applied to evaluate the level of terminals' logistics infrastructure. For the conclusion, strategic thinking of terminals' logistics competitiveness will be contributed to related organizations.

• Asian Journal of Atmospheric Environment
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• 제5권1호
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• pp.41-46
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• 2011

The port of Busan is the fifth busiest container port in the world in terms of total mass of 20-foot equivalent units transported. Yet no attempts have been made to estimate the greenhouse gas (GHG) emissions from the port of Busan by accounting for all port-related activities of the various transportation modes. With these challenges in mind, this study estimates the first activity-based GHG emissions inventory in the port of Busan, which consists of four transportation modes: marine vessels, cargo-handling equipment, heavy-duty trucks, and railroad locomotives. The estimation results based on the most recent and complete port-related activity data are as follows. First, the average annual transportation GHG emission in the port of Busan during the analysis period from 2000 to 2007 was 802 Gg $CO_2$-eq, with a lower value of 773 Gg $CO_2$-eq and an upper value of 813 Gg $CO_2$-eq. Second, the increase in the transportation-related GHG emissions in the port of Busan during the analysis period can be systematically explained by the amount of cargo handled ($R^2$=0.98). Third, about 64% of total GHG emissions in the port of Busan were from marine vessels because more than 40% of all maritime containerized trade flows in the port were transshipment traffic. Fourth, approximately 22% of the total GHG emissions in the port of Busan were from on-road or railroad vehicles, which transport cargo to and from the port of Busan. Finally, the remaining 14% of total GHG emissions were from the cargo handling equipment, such as cranes, yard tractors, and reach stackers.

• 산업공학
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• 제14권3호
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• pp.255-262
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• 2001

Containerization of cargo transportation has been norm in the word wide maritime services, but containerized trades are typically unbalanced in terms of the number of inbound and outbound containers. Therefore it is critical for shipping companies to find operating policy such as the repositioning of empty containers or replenishing of short-term leasing containers from leasing companies to satisfy the freighter's demands of containers. This paper develops a simulation model using ARENA to establish shipping company's operational policy to relocate and replenish empty containers. Furthermore, this study proposes simple and heuristic empty container repositioning rules to minimize the relevant cost in terms of leasing, repositioning, and inventory holding costs.

• 한국항해항만학회지
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• 제29권6호
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• pp.567-572
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• 2005

세계무역기구(WTO : World Trade Organization)를 설립된 이후 무역은 세계화가 되고, WTO에서 무역 장벽을 낮춰 국가 간의 경제 교류가 점점 증가하면서 국제적인 물류 시스템이 필요하게 되었다. 원가를 절감하기 위해 대랑 수송 수판으로 컨테이너선을 이용하면서 대형 컨테이너 선사들은 국제적인 물류 시스템의 대안으로 기업에게 화물추적 정보시스템의 제공이나 장비, 기기 관리를 위한 정보시스템 네트워크를 구축하여 자동화 시스템을 도입했다. 컨테이너 터미널 자동화를 위해 본 논문에서는 수시로 변경되는 정보를 인식하여 에이전트간의 정보교환을 위해 유동적으로 대처할 수 있는 XML(eXtensive Markup Language)과 JMS(Java Message Service)를 이용한 멀티에이전트간의 통신모델을 제안했다. 이 논문은 기존의 자동화한 컨테이너 터미널 시스템 사례와 자동화 시스템을 개발하는데 어려움, 컨테이너 터미널 시스템이 요구하는 통신과 자동화에 대하여 분석하였다.

• 한국항만경제학회지
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• 제40권2호
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• pp.175-189
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• 2024

컨테이너를 이용한 해상운송이 본격적으로 도입되면서 컨테이너 선박의 크기는 꾸준히 증가하고 있다. 선박대형화는 근본적으로 선사가 규모의 경제 실현을 목적으로 추진되는 것이기는 하나, 선박이 기항하는 항만운영 환경에 많은 영향을 미치게된다. 이러한 초대형 컨테이너 선박의 등장에 따른 효율성이 항만의 운영 관점에서 과연 타당한지에 대한 의문이 지속적으로 제기되었다. 이에 본 연구에서는 부산 신항 컨테이너 터미널 사의 내부자료를 이용하여 2022년 1월부터 12월까지의 선박 규모별 효율성을 분석하였다. 분석 대상의 경우 A 컨테이너 터미널의 The Alliance에 가입된 선사별 입항 선박과 B 컨테이너 터미널의 The Alliance 및 2M에 가입된 선사별 입항 선박을 대상으로 하였으며, 투입변수는 선박규모(TEU), 총 접안시간, 순 작업시간을 선정하였고, 산출변수는 해당 컨테이너 터미널 화물처리실적으로 선정하였다. 분석결과 선박 규모별 효율성은 규모가 커질수록 낮은 선형의 컨테이너 선박에 비하여 높은 효율성을 나타내는 것으로 분석되었다.

• 한국항해항만학회지
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• 제46권5호
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• pp.419-426
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• 2022

This study aimed to identify new routes for transporting automobiles from Korea to Mongolia by comparing them with the existing route. At present, a route from the Incheon Port through the Tianjin Port to Zamiin-Uud is commonly used to transport containerized cargo from Korea to Mongolia. This study examined five possible logistics routes from Korea to Mongolia using a time/cost-distance methodology based on real data. Through consecutive discussions with importers and freight forwarders in Mongolia, the potential routes were selected and costs, distance, and lead time were evaluated to provide additional route options for automobile logistics from Korea to Mongolia. The results indicated that each route could be ranked in terms of the total cost while the lead time for all options in the present COVID-19 period is 2 - 4 months, with no difference among the routes. In addition, although the confidence index of all routes was not impressive, route 3 was the most preferred option, followed by route 1. However, the study results cannot provide the answer to the question of "which route is more attractive for transporting automobiles from Korea to Mongolia." This limitation notwithstanding, this study provides real information on the critical factors of distance, cost, and lead time in terms of the selected transportation routes so that importers and exporters can compare the routes in terms of the priority of each factor in uncertain logistics environment.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.3268-3277
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• 2011

의왕ICD는 현대적 시설과 하역장비를 갖추어 연간 100만TEU를 처리 할 수 있는 수도권유일의 내륙컨테이너기지이다. 유리한 입지조건, 수도권 물류수송의 거점 역할, 내륙통관 기능 등 많은 이점을 가지고 있어 철도수송 활성화의 중요한 부분을 차지한다. 그러나 의왕ICD는 현재 시설 및 운영상의 문제점으로 컨테이너화물 철도수송 활성화의 한계에 있는 실정이다. 본 연구에서는 의왕ICD의 문제점을 시설부분과 운영부분으로 구분하여 분석하고, 2023년 점용허가 기간이 만료되는 시점을 기준으로 단기, 중장기로 구분하여 개선방안을 제시하였다. 그러나 의왕ICD의 철도수송 활성화는 이러한 개선방안 외에도 철도공사와 입주업체의 노력과함께, 정부, 의왕시, 철도시설공단 등 관련기관의 지원과 협력이 있어야만 가능 할 것이다. 이러한 의왕ICD의 개선은 복합일관수송체계를 구축하여 효율적인 철도물류 인프라 조성 및 철도물류 활성화에 기여하고, 또한 친환경 수송시스템 구축으로 정부의 저탄소 녹색성장 정책에도 기조 할 것으로 기대된다.