한국은 1940년대 남북분단 이후 국제 무역 및 물류를 위해 해상운송에 의존해 왔으며, 현재는 북한을 경유하는 유라시아 횡단 물류를 위해 새로운 경로의 개발을 준비하고 있다. 이를 위해 극복해야 할 많은 어려움이 존재하지만, 한국은 아시아와 유럽 구간의 기존 해상경로보다 짧은 새로운 육상경로가 앞으로 더욱 빠르고 비용 효과적인 물류서비스를 통해 더 많은 교역을 가져올 것으로 기대하고 있다. 이와 관련하여 본 연구는 한국종단철도가 개발되어 중국 및 시베리아 횡단철도와 연결된 상황에서의 국내물류 변화를 미리 분석해 보고자 한다. 국내 물류시스템의 모델링을 위해 시스템다이내믹스시뮬레이션 기법을 사용하였다. 시뮬레이션 결과 수도권과 가까운 의왕 ICD의 물동량은 증가하는 반면, 부산항의 물동량은 감소할 가능성이 있는 것으로 나타났다. 철도를 활용한 유라시아 횡단 물류의 성공을 위해서는 본 연구의 보완과 더불어 국내 물동량 처리 용량의 조정에 관한 후속연구가 필요하다.
한국은 1940년대 남북분단 이후 국제 무역 및 물류를 위해 해상운송에 의존해 왔으며, 현재는 북한을 경유하는 유라시아 횡단 물류를 위해 새로운 경로의 개발을 준비하고 있다. 이를 위해 극복해야 할 많은 어려움이 존재하지만, 한국은 아시아와 유럽 구간의 기존 해상경로보다 짧은 새로운 육상경로가 앞으로 더욱 빠르고 비용 효과적인 물류서비스를 통해 더 많은 교역을 가져올 것으로 기대하고 있다. 이와 관련하여 본 연구는 한국종단철도가 개발되어 중국 및 시베리아 횡단철도와 연결된 상황에서의 국내물류 변화를 미리 분석해 보고자 한다. 국내 물류시스템의 모델링을 위해 시스템다이내믹스 시뮬레이션 기법을 사용하였다. 시뮬레이션 결과 수도권과 가까운 의왕 ICD의 물동량은 증가하는 반면, 부산항의 물동량은 감소할 가능성이 있는 것으로 나타났다. 철도를 활용한 유라시아 횡단 물류의 성공을 위해서는 본 연구의 보완과 더불어 국내 물동량 처리 용량의 조정에 관한 후속연구가 필요하다.
Ever since Korea was geopolitically divided into North and South Korea in the 1940s, South Korea has depended on maritime transportation for global trade and logistics. Now, however, South Korea is preparing to develop a new global route for trans-Eurasia logistics passing through North Korea. Even ...
Ever since Korea was geopolitically divided into North and South Korea in the 1940s, South Korea has depended on maritime transportation for global trade and logistics. Now, however, South Korea is preparing to develop a new global route for trans-Eurasia logistics passing through North Korea. Even though there are difficulties to overcome, South Korea expects that a new overland route, shorter than the existing seaways in the Europe-Asia section, will bring more frequent trade with more rapid and cost-effective logistics services in the future. Related to this issue, this study aims to proactively analyze dynamic logistics changes in South Korea when a trans-Korea railway is developed and linked with the trans-China railway and the trans-Siberian railway. This study employed a system dynamics simulation approach to model the logistics system in South Korea. The simulation results indicated that the traffic of the Uiwang inland container depot near the capital area may increase but the traffic of the Port of Busan may decrease. With supplementary research, consequently, follow-up studies on adjusting the traffic capacity in Korea are required to attain successful trans-Eurasia logistics by rail.
Ever since Korea was geopolitically divided into North and South Korea in the 1940s, South Korea has depended on maritime transportation for global trade and logistics. Now, however, South Korea is preparing to develop a new global route for trans-Eurasia logistics passing through North Korea. Even though there are difficulties to overcome, South Korea expects that a new overland route, shorter than the existing seaways in the Europe-Asia section, will bring more frequent trade with more rapid and cost-effective logistics services in the future. Related to this issue, this study aims to proactively analyze dynamic logistics changes in South Korea when a trans-Korea railway is developed and linked with the trans-China railway and the trans-Siberian railway. This study employed a system dynamics simulation approach to model the logistics system in South Korea. The simulation results indicated that the traffic of the Uiwang inland container depot near the capital area may increase but the traffic of the Port of Busan may decrease. With supplementary research, consequently, follow-up studies on adjusting the traffic capacity in Korea are required to attain successful trans-Eurasia logistics by rail.
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문제 정의
In addition, this study helps envisage the dynamic logistics changes in South Korea caused by operation of the TKR and provides insight for relevant studies to develop a Eurasian logistics strategy focusing on South Korea in the future.
In terms of the modeling scope, this study focuses on the logistics dynamics of containerized cargo inside South Korea caused by trans-Eurasia logistics. It abstracts the area outside of South Korea.
This study examined the domestic logistics changes caused by a modal shift from the existing seaway to trans-Eurasia railways for faster and cheaper global trade to and from South Korea, which has operated a port-centric logistics system for the last seven decades.
To realize this new route, South Korea will need to proactively understand and cope with diverse changes inside and outside its borders. This study, in terms of logistics, aims to analyze the dynamics in South Korea after the TKR is connected with the TCR and TSR systems to Europe. For this analysis, the system dynamics simulation approach is employed.
제안 방법
As previously mentioned, approximately 80% of South Korea’s total container throughput is handled in Busan; therefore, this study regards the container handling data of Busan as helpful to represent and simplify the global shipping model of South Korea.
Based on the existing logistics process and data (including Tables 1 and 2 and Fig. 3), this study developed a baseline simulation model (Model 1) for the global and domestic container logistics of South Korea (See Fig. 5).
Based on this assumption, this study built a simulation model to characterize the container traffic change in the Port of Busan (the busiest sea port in South Korea) and the Uiwang ICD (the busiest inland depot in South Korea) for various modal shift scenarios (rates) of Europe and FEA traffic ranging from 10% to 90%.
To analyze the logistics dynamics inside South Korea caused by trans-Eurasia logistics, this study builds and compares the following two models: a baseline model (the existing seaway model) and a trans-Eurasia railway model. The handling of containers (containerized cargo) is reproduced in the two models.
To characterize the change that occurred before and after the modal shift to a trans-Eurasian railway passing through North Korea, this study assumes that the existing container traffic of FEA and Europe from/to Busan shifts to the trans-Eurasia railway connected with the TKR from the seaway.
To characterize the logistics dynamics in South Korea after the TKR is developed and connected to the TCR and TSR for trans-Eurasia logistics, this study first builds a maritime transportation model as a baseline model to compare with the trans-Eurasia railway model.
대상 데이터
3 presents the annual container traffic of the Uiwang ICD from 2003 to 2016. The data are composed of carrying-in and carrying-out by truck (Truck-In, Truck-Out) and rail (Rail-In, Rail-Out). Total carrying-in and carrying-out containers are marked as Total-In (Truck-In + Rail-In) and Total-Out (Truck-Out + Rail-Out) on the graph.
In the case of the Port of Busan, the maximum storage capacity is approximately 505,000 TEU [55]. The initial storage of containers was set to 250,000 TEU in the model.
이론/모형
This research employs the SD approach, which is more abstractive and deductive than DES or agent-based modeling approaches focusing on individualized objects [47]. Building a complex model such a trans-Eurasia logistics system requires considering numerous factors (e.
성능/효과
The simulations indicate that the handling traffic of the Port of Busan decreases, while the traffic of the Uiwang ICD increases.
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