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        검색결과 4

        1.
        2022.10 구독 인증기관·개인회원 무료
        From 1970 to 1990, North Korea’s trade mainly carried out maritime trade through ports for countries around the world. This trend is due to UN sanctions against North Korea, and after the third nuclear test in 2016, North Korea gradually became isolated from the outside world as it expanded to include maritime sanctions in the form of comprehensive sanctions targeting an unspecified majority of North Korea. The logistics structure of North Korea is due to the logistics infrastructure left during the Japanese colonial period in the 1950s and the political structure of the country, with railroads being the main source of logistics and passenger transportation, and roads being secondary. North Korea faced rapid deterioration and lack of facilities after 1990 due to the lack of investment in facilities and improvement of the operating system despite the advanced logistics infrastructure and operating system compared to the South. In particular, the power shortage in North Korea hindered the operation of the railroad and accelerated the aging of the railroad facilities, which has continued to this day. In the 2010s, 96% of cargo transportation in North Korea’s logistics infrastructure depended on railroads and roads, and ports that were developed until the 1980s have deteriorated with little investment since the economic crisis of the 1990s. Although some ports have been developed since 2010, North Korea’s east and west coasts are separated and there is no function of shipping to connect ports, so it did not have a significant impact on enhancing the nation’s port capacity. As North Korea’s trade dependence on China has increased, North Korea has largely relied on land transport, except for some cargoes that are advantageous for marine transport, such as coal. This structure again leads to a decrease in investment in ports, and the current vicious cycle of causing problems with North Korean port facilities is repeated. In this study, North Korea’s land and marine trade logistics system such as railway, road, and shipping and the trend of foreign trade due to sanctions against North Korea were analyzed. Through this analysis, it is planned to be used as a basis for developing the routes and scenarios through which major nuclear items can be transferred in the event of denuclearization of North Korea in the future.
        2.
        2016.10 KCI 등재 서비스 종료(열람 제한)
        The sea-port in Northern Vietnam accounts for around one third of the total country’s cargo throughput and for many decades has been playing an important role in the logistics system of the country. 11 container terminals currently operate in Northern Vietnam, concentrating in Haiphong city and Quang Ninh province. Despite the increasing demand, the competition among these container terminals has become increasingly more critical. In recent years, massive investments from both government and operators have been made to improve the capability of the local sea-port’s logistics infrastructure. This critically needed comprehensive research evaluates the impact of the current logistics infrastructure condition on the competitiveness of terminals and quantitatively compares the competencies of these terminals. In order to meet such requirements, the paper first summarizes the indicators of the logistics infrastructures of the sea ports before developing and testing hypotheses to reveal the correlation between the given factors and the annual throughput of container terminals in the region. Factor analysis will then be applied to score the logistics infrastructure competency of each container terminal. A significant gap between logistics infrastructures among all container terminals was not observed and the competitiveness between container terminals is mostly driven by traditional activities including cargo handling and storage. According to the results, strategic thinking will be needed to contribute to related organizations for better decisions in investment, management, and operation.
        3.
        2012.02 KCI 등재 서비스 종료(열람 제한)
        광양항은 항만 활성화와 물동량 증가를 위하여 2004년부터 항만물류산업 인프라 관련 사업을 실시하고 있다. 이러한 개발 사업계획은 광양항의 개발 축소, 물동량증가 둔화, 터미널 운영사 감소 등으로 인하여 많은 변화에 직면하고 있다. 광양항의 안정적 성장기반 확보와 자립항만의 달성을 위해서는 현 시점에서 인프라에 대한 계획 및 방향에 대한 재검토 필요성이 대두되고 있다. 본 연구에서는 광양항의 하드웨어적인 인프라보다는 소프트웨어적인 인프라 개선의 대안에 중점을 두었다. 이러한 대안의 우선순위를 분석하기 위하여 연구방법론으로 AHP 기법을 적용하였다. 본 연구에서는 의사결정을 위한 측정요소로 수익성, 용이성, 시급성, 장래성이 선정되었으며, 대안으로는 글로벌 네트워킹 구축, 물류전문인력 양성, 친환경저비용항만 운영, 전문물류기업 육성이 선정되었다. 설문조사는 광양항을 이용하는 해운선사, 항만 운영사, 배후물류기업, 화주의 물류전문가를 대상으로 실시하였다. 분석 결과, 측정 영역의 중요도는 해운선사, 항만운영사, 화주, 배후물류기업 순서로 나타났다. 측정요소는 수익성, 장래성, 시급성, 용이성 순서로 중요도가 분석되었다. 대안의 우선순위는 글로벌네트워킹 구축, 친환경저비용항만 운영, 전문물류기업 육성, 물류전문인력 양성 순서로 나타났다.
        4.
        1996.12 서비스 종료(열람 제한)
        This paper focuses on the Japannese policies on infrastructure investment. Generally such issue is considered with respect to the three points: the body who is in charge of the development, maintemance and ownership of a particular infrastructure: financial resources required for investment: and the amount of charge imposed on users. These points are closely related to each other, and are essential for the effective supply of infrastructure. Therefore, this paper reviews the case in Japan and get some insight for solving the problem faced by Korea.