航空貨物터미널의 效率的인 運營方案 硏究 = (A) Study of Efficient Management plan of Aircargo Terminal

다국어 초록 (Multilingual Abstract)

This thesis is the study of the present condition of the existing aircargo terminal which has been the center of the aircargo transportation, and the study of the new airport which will be opened. And on the basis of these I try to offer an solution to the effective plan for aircargo transportation.
World aircargo transportation, according to the regular airline transportation results of ICAO member nations, has steadly increased 4.3% between 1984 and 1994. Particularly in 1994, the transportation results showed about 20 million tons on rate of increase international regular lines. This was a rise of 14.3% over the year before - three times the average increasing rates.
Also Asian and Pacific areas are important to regional groups, since their growth of 15.7% in 1978, 16.9% in 1988, 36.5% in 1993. That was a high growth rate compared with other regions such as Europe, North and South America, the Middle East etc. So IATA anticipates that the Asian, and Pacific regions will reach a growth rate of 50% by 2010.
Thus many nations such as Japan, Hong Kong, Singapore, Thailand, and Malaysia, have not only extended their existing airports but built new airports to prepare for the competitive 21th century. Those airports will be operated 24 hours a day and possess 4,000m runways. Also each nation has selected places which would suffer lightly from the noise and the same time would minimize the access time to the city. Through all these preparations, the airport not only functions as a locas, but plays an role as the strongpoint of the international business, information and communication.
The airport transportation rate in Korea has increased very much owing to economic development and trade growth. Korea exports indecreasing amounts heavy goods, light goods, marine products, and mineral products. Air transportation is the most appropriate means of exporting these goods. From 1984 to 1994, domestic and international aircargo transportation indicated 14%, and 9% growth respectively. One research said that aircargo exports will continue to grow 7.72% yearly till 2010. But comparing marine-transportation and air-transportation, the coefficient of utilization of aircargo is only 1% world-wide. Especially in Korea, though the rate of air-transportation of international cargo has been increased, the coefficient is no more than 0.3%.
In the case of the Kimpo International Aircargo Terminal, the total of 1994's dealings are 84.9 thousand tons on the international lines, and 16.1 thousand tons on the domestic lines, which is the 11th in the world and a rise of 17.4% over the year before.
Many of Kimpo's facilities are already approaching their limits. It is estimated that runaways, for examples, will reach their limits in 1996, moorages in 1996, aircargo terminals in 1992(domestic lines), and in 1996(international lines). Therefore the new airport must be built under a long and short range plan to get an advantage in international competitiveness, prepare for the demands of next century airline usage, and meet the changes in the world airline market.
So Youngjong Do new airport is expected to fulfill this role, for there are few obstacles like noise, fog, or other planes which are landing or taking off in surrounding areas.
The construction plan of the Youngjong Do new airport will be fitted withone 3,750m×60m runway in the first step, and four 3,750m∼4,200m×60m runways in the second, and will have the capacity to handle 7million tons of freight.
But most of the cargo will be charged in the Kimpo International Cargo Terminal till the new airport is opened. So our current task is the practical use of the existing terminal.
Therefore the Kimpo International Cargo Terminal is needed for relieving the piling-up of goods by smooth flowing of the cargo, accommodating outworn equipment and deficient space, and effective disposal of the transit cargo that occupies 60% of the import-export freight. The transition between the old and the new airports must be carefully planed.
First of all, the problem of the piling-up in the high demand season and the present manifest must be improved by reducing red-tape formalities though EDI type management. And in the case of transit cargo, maximum self-imposed control must be guaranteed. Also for the practical use of the old and new airport the correlation between main and secondary airport will have to be matched. Finally the problem of connection between the airports and access to the airport must also be solved rationally.

목차 (Table of Contents)

• 目次
• 序論 = 1
• 1. 硏究의 目的 = 1
• 2. 硏究의 方法 및 範圍 = 2
• 第1章 國際航空貨物 터미널의 機能 = 3
• 第1節 航空貨物 流通시스템의 機能 = 3
• 1. 時間과 空間의 連結機能(保管) = 3
• 2. 空間과 空間의 連結機能(輸送) = 4
• 第2節 航空貨物 流通시스템의 特殊性 = 5
• 1. 時間的 特殊性 = 5
• 2. 經濟的 特殊性 = 7
• 3. 空間的 特殊性 = 9
• 第3節 國際航空貨物 터미널 = 10
• 1. 國際航空貨物 터미널의 形態 = 10
• 2. 航空貨物 터미널의 役割 = 12
• 3. 航空貨物 터미널의 航空構成 및 施設 = 12
• 4. 航空貨物 터미널의 機械設備 = 13
• 第2章 航空産業의 現況 = 14
• 第1節 航空貨物 運送 現況 = 14
• 1. 世界 航空貨物 運送 現況 = 14
• 2. 우리나라 航空貨物 運送 現況 = 21
• 第2節 航空貨物 需給 展望 = 25
• 1. 世界 航空貨物 需給 展望 = 25
• 2. 우리나라 航空貨物 需給 展望 = 27
• 第3節 空港開發 趨勢 = 28
• 1. 아시아지역 空港施設 現況 = 30
• (1) 아시아 主要空港 施設 現況 = 30
• (2) 아시아국가의 新空港 建設計劃 = 32
• 2. 우리나라 空港施設 現況 = 35
• (1) 金浦 國際航空貨物 터미널의 現況 = 35
• (2) 우리나라의 首都圈 新國際空港 = 40
• 第3章 航空賞物 터미널의 問題點과 改善方向 = 45
• 第1節 運營 部門 = 45
• 1. 盛需期의 積滯現狀 = 45
• (1) 問題點 = 45
• (2) 改善方向 = 46
• 2. 現行 積荷目錄의 問題 = 46
• (1) 問題點 = 46
• (2) 改善方向 = 47
• 3. 通過貨物 處理 = 48
• (1) 問題點 = 50
• (2) 改善方向 = 50
• 第2節 施設 部門 = 53
• 1. 施設의 老朽化 Space의 不足 = 53
• (1) 問題點 = 53
• (2) 改善方向 = 56
• 2. 新空港과 旣存 空港과의 活用 = 57
• (1) 問題點 = 57
• (2) 改善方向 = 58
• 要約 및 結論 = 61
• ABSTRACT = 68
• 參考文獻 = 71