經營學博士 學位論文
시스템 의
北極航路 常時 運送 構築 方案 에 관한
經濟的 妥當性 硏究
컨테이너 화물을 중심으로
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A Study on Economic Feasibility of Establishing Continuous Haulage System on the Northern Sea Route
指導敎授 金 吉 洙
2013 年 8 月
韓國海洋大學校 大學院
海運經營學科
洪 錫 岩
A Study on Economic Feasibility of Establishing Continuous Haulage System
on the Northern Sea Route
Suk-Arm Hong
Department of Shipping Business Administration Graduate School of
Korea Maritime University
Abstract
This study aimed to achieve establishment of continuous haulage system on the Northern Sea Route, one of the Arctic Passage Routes, running along the Russian Arctic coast from Novaya Zemlya to the Bering Sea.
Although the Northern Sea Route is dubbed as the Third Canal, Arctic shipping of goods is limitedly available only during three to four months of summer depending on the state of sea ice.
For timely exploitation of the Arctic route, solutions to constraints on regular use was sought by analyzing the following aspects:
1) natural conditions,
2) navigation-related conditions to be met by crew members, equipments and vessels, communications system,
3) rescue operation and shelter construction,
4) the administrative regulations recommended or forced by the Arctic Nations including Russia and International Organizations and, most intensively,
5) tolls and cost of transshipment and ice breakers.
As means of establishment of year-round haulage system on the Northeastern Passage, the Combined Shuttle Service is proposed: Goods are transported on normal container ships on the open sea from Busan to Petropavlovsk, Russia and then transshipped to Double Acting Ship in Petropavlovsk for shipment to Murmansk, followed by transshipment back to normal container ships for transport to Rotterdam.
The location of transshipment ports were chosen based on the following rules:
1) Distance that requires the usage of DAS or escort by icebreaker should be minimized.
2) The transshipment ports should be accessible all year around (ice-free port) and be capable of providing basic repair service, fresh water, fuel oil, and general supplies on board.
3) The ports should have loading/unloading facility, container storage yards, and longshoremen available. In addition, the ports’
administrative system for customs and security should be improved while the ports should be competent in terms of time and cost.
4) Deviation from the main trunk channel should be minimized.
By analyzing the aforementioned aspects of the ports located along the NSR between Busan and Rotterdam, Petropavlovsk on the easternmost side and Murmansk on the westernmost side are selected.
The major issue with this approach is the increased extra cost due to the two transshipments(once each at Petropavlovsk and Murmansk), icebreaker escort charge, and toll fee. To address this issue, cost adjustment parameters was introduced to empirically analyze those costs for different scenarios.
This study shows that year-round usage of NSR is economically feasible when 1)the ice breaker escort fee is reduced by 85% and 2) the transshipment cost is reduced by 50% while the transit toll fee is completely waived.
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선박 선용품
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선복생산 화주
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선형(TEU) 신조가격 백만달러( ) 슬롯당 비용 천달러( ) 4,000
6,000 8,000 10,000
45 63 82 94
11.25 10.50 10.20 9.40
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선형 5,000TEU 750TEU
동계 유형 평균 혹독 평균 혹독 비고
일반
연간선적횟수 20.5 14.0 17.5 11.3
적재량 5,000 5,000 815 815 TEU
선박척수 1 1 1 1 pcs
유류비용
가동률 100% 100% 100% 100%
항해시간 7,778 8,090 8,410 8,534 시간 단독항해시간 7,778 8,090 5,584 3,328 시간
호위항해시간 0 0 2,826 5,206
양적하시간 48 48 20 20 시간 편도/
연간양적하시간 982 670 350 226 시간
사용동력 단독시( ) 35,000 35,000 13,000 13,000 kw
사용동력 호위시( ) 24,500 24,500 9,100 9,100 kw 70% of full 총에너지사용량 272,235 283,153 98,313 90,641 백만와트 시간/
연료사용량 180.0 180.0 185.0 185.0 g/kwh
유가 250 250 250 250 달러 톤/
연료비 12,251 12,742 4,547 4,192 천달러 년/
윤활유 270 280 100 92 천달러 년/ (F.O의 1% ) 총 유류비 12,520 13,022 4,647 4,284 천달러 년/
운항비
보험료 800 800 800 800 달러 일/
일반관리비 1,100 1,100 1,100 1,100 달러 일/ 급여 4,300 4,300 3,000 3,000 달러 일/
ship expenses 4,300 4,300 3,000 3,000 달러 일 기술적 문제/ , 드라이 독킹 선용품 등, daily running 10,500 10,500 7,900 7,900 달러 일/
총 운항비 3,833 3,833 2,884 2,884 천달러 년/ 자본비
선박건조비 195,000 195,000 100,000 100,000 천달러
상환기간 20 20 20 20 년
이자율 0.08 0.08 0.08 0.08
연간비용 19,861 19,861 10,185 10,185 천달러 연간 총비용
운항비 16,353 16,855 7,531 7,168 천달러 자본비 19,861 19,861 10,185 10,185 천달러 연간 총비용 36,214 36,214 17,716 17,353 천달러 연간운송량 102,278 69,874 14,244 9,196 TEU
당 비용
TEU 354 526 1,244 1,887 달러/TEU
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42) 박태원 정봉민, ,(2002), 「컨테이너선 대형화에 관한 경제성 분석 중 환적서비스의 고려사항을 기초로」 보완하여 구성.
43) 해양수산개발원(2011),「북극항로개발에 따른 해운항만 여건 변화 및 물동량 전망」, KMI, pp60~61.
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JSC Alumina Terminal JSC Agrosphera Kola Bay
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운송패턴 비용 셔틀1 DAS 셔틀2 합계
패턴 1
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선비 통행료 쇄빙선비용
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