[국제운송론] 복합운송의 유형과 기능(영문)

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2011.01.25 / 2019.12.24
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목차: #Contents

1. INTRODUCTION
2. THE EVOLUTION OF THE PORT
3. SEA - ROAD INTERMODAL TERMINAL
4. SEA - RAIL INTERMODAL TERMINAL
5. SEA - AIR INTERMODAL TERMINAL
6. CONCLUSION
7. REFERENCES

본문내용: Picture 2 World top 20 container ports

This graph explains the world top 20 container ports in 2007. To be a logistics hub in east-north Asia, we deeply discuss and research Busan port which is ranked 5th in the world top 20 container ports. This report will be ended with a strategy for Busan port.

2. Evolution of the Port

2-1. Change in function of a port
Ports are a component of freight distribution as they offer a maritime/land interface for export and import activities. They are points of convergence of inland and coastal transportation systems, defining a port's hinterland. The function of a port can be divided into two parts; direct function as freight reaches a port directly through road transportation and indirect function as freight reaches a port though a freight distribution center or through traffic being consolidated at a regional port and shipped by coastal transportation. Likewise, ports are points of distribution to inland and coastal transportation systems, defining a port's foreland. At the local level, every port provides services to ships with berths, docks, navigation channels and repairs (occasionally), and services to merchandises with cranes, warehouses and access to inland distribution systems. The figure below explains the function of the port visually.

However, the function of the port has been changed over time and one of the main reasons that caused it is containerized transportation. There was the gradual shift from conventional break-bulk terminals to container terminals since the early 1960s. It brought a fundamental change in the function and layout of terminals.

2-2. Evolution of the port

This table shows the evolution of the port over time from 19th century to early 21st century.
Stage 1: Until up to the mid 19th century, the main function of the port was general cargo handling, storage, and trade. Since there was no interactive service with other ports or terminals during this period, the scale of the port was considered as ‘port city’. In that time, a port authority simply played a role of nautical service provider.
Stage 2: From mid 19th century to mid 20th century which the boom of industrialization occurred the port provided more functions including industrial manufacturing. In order to manufacture products at the port, port authority started to equip relevant infrastructure near the port. As a result, the scale of the port became bigger than stage 1, called ‘port area’.
Stage 3: In the time of late 20th century many companies started to do business not only in domestic, but also overseas. In this period there was the significant shift from conventional break-bulk terminals to container terminals. It brought a fundamental change in the function and layout of terminals. To deliver cargo more safely and efficiently carriers used containers. Therefore the port had to provide container distribution service and the port authority worked on port marketing. The scale of the port was even bigger, so-called ‘port region’.
Stage 4: Logistics became a development rationale from late 20th century to early 21st century. The ports needed to have a function of logistics control in order for them to be more efficient and competitive ports in the world. In this period, successful ports handled not only physical flow, also information flow which means many other ports in the world have a network globally so that they share information each others. To deal with this environment the port authority provides network management nowadays.
Today the port is not simply considered as a ‘node’ which means the place to provide basic maritime services on the sea and land network. As the single functions are integrated more and more, the port becomes an essential part of value-driven chain system.

3. Sea-Road Intermodal Terminal

3-1.The Road Haulage Role in Intermodal
Road haulage is a vital constituent in virtually all intermodal movements. In fact, very little cargo moves intermodally without, at sometime being carried on the back of a lorry, either before being transferred onto a rail wagon, a waterway barge or a coastal ship, or after shipment by one of these alternative modes; so-called 'initial' and 'final' legs of an intermodal journey. It is by far the most predominant modal choice for freight movement.

3-2. Sea-Road intermodal terminal

참고문헌: 7. References
 Won Geun Park, 『A study on air/sea Intermodal Transportation using Incheon international Airport』, 2004
 김율성, 『해공(Sea&Air)복합운송의 유통경로 및 포트폴리오 분석』, 2008
 Lecture ‘Introduction to Logistics’ Handout by Prof. Sang-yoon Lee
 Lecture ‘Northeast Asian Economy & Logistics’ Handout by Prof. Yong-hwa Park
 Evolution and trends of the port Organizations, Jose Roberto Nicoletti, 2007
 Port Terminals, Authors : Dr. Jean-Paul Rodrigue, Dr. Brian Slack and Dr. Theo Notteboom,
 http://people.hofstra.edu/geotrans/eng/ch4en/conc4en/ch4c3en.html
 http://www.transport.vic.gov.au/DOI/Internet/Home.nsf
 http://people.hofstra.edu/geotrans/eng/ch4en/conc4en/ch4c3en.html
http://www.busanpa.com/service
 Robinson. R. (2002) “Ports as Elements in Value-Driven Chain Systems: The New Paradigm”. Maritime Policy and Management, Vol.29, No.3, pp.241-255
 http://people.hofstra.edu/geotrans/eng/ch4en/conc4en/portfunctions.html
 Evolution and trends of the port Organizations, Jose Roberto Nicoletti, 2007
 Port Terminals, Authors : Dr. Jean-Paul Rodrigue, Dr. Brian Slack and Dr. Theo Notteboom,

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