Earticle

연구목적: 본 논문은 컨테이너 터미널에서 발생하는 사고 및 잠재적 위험에 대한 분석과 컨테이너 터미 널 맞춤형 안전관리계획에 대한 연구를 수행하는데 목적이 있다. 연구방법: 컨테이너 터미널 위험성 평 가 사례연구 및 문헌분석을 통하여 안전관리 모델을 제시한다. 연구결과: ‘항만하역산업 사고 재해 통 계’에 따르면 2011년부터 2021년까지 10년 동안 항만 작업 중 숨지거나 다친 사람이 무려 2,800명에 달 했다. 이는 1.5일에 한 명꼴로 산업재해가 발생한 수치이다. 이러한 사고 재해의 개선 방법으로, 항만안 전특별법에 따라 사고 재발 방지를 위하여 실효성이 높은 안전관리계획을 수립하여야 한다. 컨테이너 터미널의 위험성평가, 안전조직, 안전예산, 안전수칙, 안전교육 등을 반영한 안전관리계획을 수립할 것 을 제시하였다.

Purpose: The purpose of this paper is to analyze accidents and potential risks occurring at container terminals and to conduct on safety management plans tailored to container terminals. Method: A model for establishing a safety management plan is presented through a case study of container terminal risk assessment and literature analysis. Result: According to the ‘Statistics of Accidents in the Harbor Handling Industry’, 2,800 people were killed or injured during port work for 10 years from 2011 to 2021. This corresponds to an occupational accident rate of one person every 1.5 days. As a method of improving these accidents and disasters, a highly effective safety management plan should be established to prevent the recurrence of accidents in accordance with the Special Act on Port Safety. It is proposed to establish a safety management plan that reflects the risk assessment of container terminals, safety organization, safety budget, safety rules, and safety education.

국내 컨테이너터미널에서는 야드 트랙터의 위치를 실시간으로 인식하기 위해 RFID시스템을 사용하고 있다. 그러나 RFID를 이용한 위치인식은 트랜스퍼 크레인을 이용하는 야드 작업에는 문제가 없으나, 컨테이너 크레인을 이용하는 본선 작업에는 문제가 있다. 즉, 컨테이너 크레인에서 크레인 밑의 4개 차선에서 움직이는 야드 트랙터들을 구분하여 정확히 인식하기가 불가능하기 때문이다. 따라서 본 논문에서는 트랜스퍼 크레인의 야드 작업은 물론이고 컨테이너 크레인의 본선 작업에서도 동일한 방식으로 정확히 야드 트랙터를 인식할 수 있는 적외선 통신시스템을 개발하였다. 본 연구의 결과 인식 횟수가 일정하게 측정되었으며, 25m의 거리에서도 인식범위가 5.7m로 측정 가능하였다. 즉, 컨테이너 크레인 밑을 이동하는 여러 대의 야드 트랙터들을 구분하여 인식할 수 있는 인식 범위를 가지게 되었다.

In Korea, the location of yard tractors is figured out in real time by using RFID system in container terminals. However, even though the location recognition of RFID system works fine when transfer crane is in yard operation, there are some problems when container crane is in ship operation. That is because yard tractors come one by one to each transfer crane in an order, but yard tractors come in 4 lanes to the container crane, which makes the system impossible to recognize each yard tractor separately. Therefore, we developed the infrared-ray communication system which can recognize yard tractors accurately in not only in the yard operation of transfer crane but also in the ship operation of container crane in same way in this study. The result in this study showed constant number of recognition, and the range of recognition measures 5.7m in 25m distance. The range of recognition shown in this study is enough to recognize each yard tractor passing under container crane separately.

Purpose: The purpose of this study was to identify the impacts of job stress and job embeddedness on presenteeism among container terminal workers. Methods: The participants were 299 workers at the S Harbor in P City. Data were collected from April 22 to June 5, 2015. The data were analyzed using t-test, ANOVA, Scheffe’s test, Pearson’s correlation coefficients, and logistic regression. Results: These workers on presenteeism were affected by the department of work, annual pay, and exercise of more than 30 minutes per day, revealing a statistically significant difference according to these variables. In other words, when job stress was high, job embeddedness was less, the extent of work impairment was higher, and in turn perceived productivity was lower. Work impairment was 3.11 times higher in workers with above-average job stress than those with lower job stress. Perceived productivity was 2.31 times higher in workers with above-average job embeddedness than those with lower job embeddedness. Conclusion: To reduce work impairment and increase productivity among container terminal workers, it is necessary to decrease their job stress, to increase their job embeddedness, and especially to do exercise for more than 30 minutes a day.

GTOs have entered into Busan Port due to the continuous throughput increase, favorable global network and location for terminal operators even if they have had to face risks, such as political issues, unstable financial markets, and pricing differentials. The measures to utilize GTOs for the development of Busan Port which are suggested in this study are as follows: First, GTOs should be permitted to participate in the consolidation of terminal operators and establishment of K-GTO in Busan Port so that we can utilize their know-how for terminal operation and financial abilities. A second measure is to make a chance for K-GTO’s entrance into the overseas terminals which are owned by GTOs in Busan Port by negotiating with them. The final suggestion is to grant GTOs in Busan Port a chance to operate berths in a limited period, in the case that there is a timing differential between the completion of phase 2-4 construction in Busan New Port and the redevelopment of Busan North Port so that there might be surplus berths.

본 논문은 동북아 물류중심의 양항체제 구축을 목표로 추진된 광양항의 물류 경쟁력을 제고하기 위한 방안 마련을 목적으로 한다. 광양항은 장기적인 개발계획에 따라 부두에서의 처리 능력은 향상되고 있으나, 능력과 비교하여 물동량 실적이 저조하다. 따라서 중부 이북으로부터의 물동량 유입이 절실히 요구되고 있으나, 광양항을 중심으로 한 배후연계 수송인프라가 지연되고 있어 수도권으로부터의 접근성이 낮다. 특히 배후 연계 철도망의 수송력 저하는 광양항 경쟁력 제고에 장애 요인이 되고 있는 바 그 현상을 분석하고 이에 대한 대안을 제시한다.

This study is focused on the how to improve the competitiveness of gwangyang container terminals. Gwangyang container terminals have been constructing on the long-run national plan and its cargo flows capacity at berth are continually increasing. But cargo flows through terminals does not match the capacity of that terminals. So it is necessary to increase inflow of cargos from central city. But the transport mechanisms through the gwangyang container terminal has not been timely constructed, the accessibility from the metropolitan area is not so good. Particularly the investigation of railroad network via gwangyang station, several blocking factors have been pointed out. Finally the countermeasures to relieve the blocking factors are suggested.

최근 컨테이너 항만에서는 점점 컨테이너선의 대형화에 따라 증가하는 물동량을 처리하기 위해, 하역장비 들의 효율적인 배차 계획과 대기시간 최소화를 통해 작업 생산성을 높이는 다양한 방법들을 적용하고 있다. 본 연구에서는 생산성을 높이는 방법으로 기존 휴리스틱 방법론을 개선한 최적화 모형인 솔버(Solvers)를 적용하였 다. 실험 계획은 6개의 샘플 문제를 통해 두 가지 목적함수인 공차주행시간 최소화와 지연시간 최소화의 수행 결과 를 기존의 휴리스틱 방법론의 결과와 비교하는 것이다. 실험 결과 두 가지 목적함수 모두 6개의 샘플 문제 중에서 4개의 샘플 문제에서 최적화 모형이 휴리스틱 방법론보다 평균 5.3% 향상된 결과를 도출하였다.

Recently the cargo transportation is increasing according to lager containerships in the container terminal. Thus, the various ways(such as efficient vehicle scheduling and minimizing delay time) are applied to increase productivity to handle the increasing cargo transportation in the container terminal. In this paper, the optimized model(Solvers) is applied to improve the existing heuristic method as a way of increasing productivity. The experimental design is that the result of two objective functions(minimizing travel and delay time of the empty vehicle) is compared to the result of the existing heuristic method by six sample problems. As a result of the two objective function experiments, the optimized model draws 5.3% more improved performance than the heuristic method in four of six problem samples.

유선과 무선 등 다양한 융복합 기술을 이용하고 있는 컨테이너 항만에서는 작업을 위해 항만운영정보시스 템(TOS)과 하역장비(CC, TC, YT) 간의 무선통신을 통해 작업정보를 교환한다. 그러나 컨테이너항만의 야드에 컨테 이너화물이 높게 장치되어 있는 경우, 무선통신이 단절되어 음영지역(작업자가 정보를 받을 수 없는 지역)이 발생하 여 작업 지연 및 작업 지시 오류가 발생한다. 이 때 작업자인 야드 트랙터(YT)의 운전자가 통신 상태를 인식할 수 있어야 한다. 그래야만 통신 음영지역에서의 작업 지연 및 작업지시 오류를 방지할 수 있고, 통신 단절로 작업이 지 연될 때에도 작업자가 스스로 처리할 수 있다. 즉, 야드 트랙터에 장착된 웹-패드의 기능 개발, 그리고 통신 단절 시 빠르게 통신을 회복하는 기능 등을 개발하여 업무 처리속도를 향상시키는 등의 하역작업의 효율성을 높일 방안이 필 요하다. 본 연구에서는 통신 모듈의 흐름을 변경하고, 야드 트랙터의 웹-패드에 단락(끊김) 또는 통신지연에 대한 네 트워크 상태를 알려주는 UI 개발 등을 통해 작업자가 작업지연 및 작업지시 오류에 능동적으로 대처하여 하역작업 의 효율성을 높이는 무선통신 환경을 구축하였다.

The container terminals use convergence technology that exchange information for cargo work, using wireless communication between the TOS(Terminal Operations System) and the handling equipments(CC, TC, YT). But if the container cargoes pile up high in the container yard, delayed cargo work and cargo working list information error happen because of communication dead spots(the worker can not receive the information) which wireless communication is disconnected. At this time the driver of the yard tractor(YT) must be able to recognize the communication state. If then, delayed cargo work and cargo working list information errors that occur in the shaded communication area can be avoided, and can process the delayed work due to wireless communication break. In this project, we have built wireless communication environment to increase the efficiency of the loading and unloading operations which the operator can respond actively, when the work is delayed and work orders result in errors. That is, the flow of the wireless communication module has been changed.

Comparing container terminal rate of North Port and New Port in Busan, it was judged that New Port was maintaining an appropriate level of rate for import/export and transshipment compared to the service cost. On the other hand, for North Port, it could be seen that the rate for import/export compared to service cost was higher than the cost, but the transshipment rate was lower than the cost. Such phenomenon is expected to be a big obstacle to rate stabilization of North Port container terminal in future due to open low-price bidding by foreign shipping companies and reduction of transport quantity. In this study, in order to resolve such problems of container terminal rate, the following rate stabilization plan was proposed: first, the method by governmental regulations and law amendments; second, rent reduction through transport quantity linked rent system method or a separate incentive reimbursement; third, introduction of port pooling system; fourth, mixed type of transportation quantity linked rent system method and port pooling system; lastly, increased size of container terminal operator. It is positively judged that through good utilization of these five, the rate of North Port can also be stabilized and thus the competitiveness of Busan port can be consistently maintained.

In this study, 12 factors were extracted in the results of analyzing the interaction of each workspace based on operation conditions of the container terminal. And this study discovered positioning of productivity improvement factors on by the benchmarking model using Delphi, AHP and IPA method. In the result of Fuzzy-AHP analysis, the weight between productivity elements of container terminal was the highest in equipment capacity and number. This study came to a conclusion that the productivity improvement factors that belonged to the quadrant Ⅳ were the equipment capacity and number, the berth size and the skill of operator. This result also concluded that these productivity improvement factors that requires intensive improvement.

In this study, demographic characteristics and importance-satisfaction analysis on reliability, expertise, speed, and safety were conducted on actual shipping companies, shippers, transport companies, port support companies, and others to use as basic data for strengthening the competitiveness of container terminals. In addition, the impact on the importance-satisfaction of customers using container terminals was analyzed. Through the importance-satisfaction analysis (IPA) of the selected attributes of customers using the container terminal, there first identified the evaluation measurement items that require improvement. By analyzing the influence of selection attributes on the reuse intention of container terminal users, the most influential measurement items that promote reuse of container terminal users were identified and the influence of evaluation measurement items was presented. As a result of the verification, Durbin-Watson showed a value close to 2 at 1.851, indicating the independence of the model, and multicollinearity among independent variables was confirmed to be absent as the VIF index was less than 10 except for reliability. This appears to be a model suitable for multiple regression analysis, and the selection attribute factors were confirmed to have a significance probability value of <0.001. By identifying the selection attributes and satisfaction levels that container terminal users consider important through importance-satisfaction analysis, it will be possible to more accurately identify customer needs, improve container terminal operation efficiency, and strengthen container terminal competitiveness.

Despite much research being conducted on the efficiency of ports, there is little information available on the efficiency of container terminals that constitute these ports. The purpose of this study is to propose an efficient operation method for terminals by comparing and analyzing the efficiency of 18 container terminals that recorded high berth productivity in 2013. The technical efficiency, pure technical efficiency, and scale efficiency of each terminal were measured using data envelopment analysis. For efficiency analysis, terminal area, berth length, and a number of C/C were used as input variables and the number of containers moving per hour was used as the output variable. Of the 18 terminals analyzed, the Total Terminals International - Pier T, Ningbo Gangji (Yining) Terminal, and Tianjin Five Continents International Container Terminal were the most efficient.

This paper introduces a scheme of constructing a three-dimensional container handling and distributing system between crane yard and storage yard for the efficient, smart, energy-saving automated container terminal (ACT). This scheme can effectively solve the problem that the AGVs in existing ACT should give way to each other in ground planer transportation mode, and has advantages of lower investment cost higher handling efficiency. The safety and running stationarity of the container vehicle-truss bridge structure greatly affects the ACT’s efficiency and lifespan. The assessment criteria for structural security and running stationarity was put forward first. By utilizing free-interface component mode synthesis (CMS) method, the coupled vibration time-domain responses, inspired by self-excitation including track irregularity and hunting movement as well as wind and seismic load, were obtained. Accordingly, the structural and running stationarity were assessed by indicators such as deflection-span ratio, vibration acceleration, wheel-rail relative displacement, suggesting a speed threshold of container vehicle under seismic and operational wind loads. The simulation and model test results also validate lead rubber bearing (LRB)’s effects on vibration isolation and absorption, thus can increase ground motion intensity and vehicle speed thresholds to structural safety.

Container transportation has gradually become the main direction of the development of shipping today. With the ship's large-scale, specialization and modernization the development of handling capacity of modern container terminal plays a key role in low-cost transportation, and efficient circulation. Automated container terminal can not only improve the utilization rate of equipment, reduce operating costs, but also greatly improves the efficiency of terminal. This paper analyzes the efficient and economical automation container terminal based on the frame-bridge handling technology of transport vehicles independently developed by the ZPMC And on this basis put forward the improvement of handling technology, and compare models created to validate the superiority of its improvement plan.

The key to improve the container terminal efficiency is the integrated optimization of the quay crane (QC) and the yard truck (YT) scheduling, which is normally settled separately and considered in a certain condition in classical literatures. To improve the operation efficiency and simulate the practical operation, a PSO-based integrated QC-YT scheduling optimization model with uncertain factors is established in this research, considering two uncertain factors of YT travel speed and unit time of QC loading/discharging operation that affect the operating efficiency of the terminal greatly. The goal is the minimal operated time of QCs with the coordination of YTs. To solve this difficult combinatorial problem, the PSO algorithm is developed. PSO is evaluated for combinatorial problems with uncertain factors, which represents a new application of PSO. Numerical experiments show that the model of this research gives systemic simulation for the scheduling process with uncertain factors. And the results are better than model without uncertainties in terms of the accuracy and stability.

An efficient, smart, energy-saving automated container terminal (ACT) scheme is introduced in this paper, in which one three-dimensional container distribution system is proposed between crane yard and storage yard. In this scheme, container vehicle-low bridge coupled vibration greatly affects the ACT’s structural safety and handling efficiency. Firstly, the coupled vibration time-domain responses, inspired by self-excitation including track irregularity and hunting movement as well as environmental (wind and seismic) load, were obtained by using free-interface component mode synthesis (CMS) method. The relationship of response and vehicle speed, wind velocity and ground motion intensity was studied as well. Accordingly, the structural safety, running safety and stationarity were assessed by indicators such as deflection-span ratio, vibration acceleration, wheel-rail relative displacement, etc. The container vehicle speed limits of the low bridge rigid supported or lead rubber bearing (LRB) supported under seismic and operational wind load were compared. The results of model test and prototype simulation prove with each other, which validates LRB’s effects on vibration isolation and absorption, thus can increase ground motion intensity and vehicle speed thresholds to structural safety.

There has been abundant empirical research undertaken on the technical efficiency of Korean ports. There has been, however, little or no empirical research that has analyzed the service evaluation index. The main objective in this research is to measure, analyze and evaluate the relative efficiency of the container terminals in Busan using the DEA. This paper utilizes data for the period 2003-2008 to offer a new perspective on the overall efficiency of Busan container terminals with the use of waiting and/or congestion rate. One of the crucial issue to build a model for the assessment of container terminal efficiency is the identification of appropriate inputs and outputs. This issue is not straightforward and an extended and unresolved controversy remains in the literature. Here, the framework assumes that container terminals use various combinations of two inputs to produce one output; the output includes the container volume in term of TEUs and the variables used as inputs are congestion rate and container yard, congestion rate and container crane, waiting rate and container yard, and waiting rate and cargo crane. The Jarque-Bera statistics showed that all the variables including the inputs and outputs were not normally distributed, while the positive value of excess skewness indicated that all the variables had long right tails. This means that there are many small-scaled container terminals.

본 연구는 항만하역근로자의 직무스트레스 회복경험 정도에 영향을 미치는 요인을 파악하고자 시도된 서술적 조사 연구이었다. 연구대상자는 P 시 S 부두의 항만하역에 종사하는 일개 업체의 근로자 299명이었으며, 자료수집은 구조화된 자가보고식 설문지를 2015년 4월22일부터 동년 6월 5일까지 수거하였다. 항만하역근로자의 직무스트레스와 자아탄력성 및 직무스트레스 회복경험 정도는 각각 평균 47.18점과 46.90점, 그리고 49.17점의 중간정도로 나타났다. 항만하역근로자의 일반적 특성에서 하루 평균 30분 이상의 운동이 직무스트레스 회복경험과 유의한 차이가 있는 것으로 나타났다(p=.008). 직무스트레스 회복경험 정도와 직무스트레스는 약한 역상관관계(r=-.15), 자아탄력성과는 약한 정상관관계(r=.36)로 나타났다. 직무스트레스 회복경험은 자아탄력성이 높은 군이 낮은 군보다 통계적으로 유의하게 2.54배 높게 나타났으며, 하루 평균 30분 이상의 운동을 하는 군이 하지 않는 군보다 유의하게 2.25배 높게 나타났다. 또한 직무스트레스 하위영역인 관계갈등 정도가 낮은 군이 높은 군보다 직무스트레스 회복경험 정도가 통계적으로 유의하게 1.97배 높게 나타났다. 결론적으로 항만하역근로자의 직무스트레스 회복경험 정도를 증가시키기 위해서 자아탄력성을 높여주고, 관계갈등을 감소하기 위하여 동료들과의 지지적인 관계를 향상시켜주며, 작업장 내에서 하루 30분 이상의 규칙적인 운동을 실시한 후 퇴근하는 것이 바람직하리라 본다.

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, Sheffé 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.

Automation ensures accurate and well-organized container transportation in container terminals. This paper addresses operational issues such as equipment scheduling and the coordination between various pieces of equipment in a rail-based automated container terminal. Containers are relayed using multiple types of equipment from road trucks to a vessel and vice versa. Therefore, handshaking is required during a container transfer between different pieces of equipment. Synchronization between the schedules of all the equipment is important to reduce equipment waiting times and the time required for transporting containers, which results in a short turnaround time for a vessel. This paper proposes an integrated control system with the objective of synchronizing the operations of different types of equipment, provides a list of decisions to be made by the control module of each type of equipment, and shows all the required information transfers between control modules. A scheme for the integrated scheduling of multiple types of equipment is proposed. The decisions made by each control module in a real-time fashion are listed with detailed explanations, and the information transfer between managers in a real-time situation at the proposed terminal is described.

In this paper, we deal with an allocation model of vertical type container yard for minimizing the total ATC (Automated Transfer Crane) working time and the equivalence of ATC working load in each block on automated container terminal. Firstly, a layout of automated container terminal yard is shown The characteristic of equipment which work in the terminal and its basic assumption are given Next, an allocation model which concerns with minimizing the total working time and the equivalence of working load is proposed for effectiveness of ATC working in automated container terminal. Also, a weight values on critical function are suggested to adjust the critical values by evaluating the obtained allocation plan. For ATC allocation algorithm, we suggest a simple repeat algorithm for on-line terminal operation.