러시아 내륙수운 현황 및 활성화 방안연구

예병환 ( Yae Byung Hwan ) 배재대학교 한국-시베리아센터 2020 한국시베리아연구 Vol.24 No.3

하천과 운하 등으로 연결되는 내륙수운은 러시아의 자원개발과 교통체계를 구성하는 매우 중요한 구성요소이다. 러시아는 인공운하 1만 6,000km를 포함하여 총 700여개 이상의 수력구조물을 갖춘 내륙수로가 장장 10만여 km 이상이나 되는 국가이다. 또한 시베리아 지역에는 길이가 4,000km에 달하는 하천(오비, 이리티슈, 예니세이, 레나, 아무르강 등)과 호수들이 많기 때문에 내륙수운의 이용가능성이 매우 높은 지리적인 특성이 있다. 러시아의 내륙수로는 수자원 공급, 전력생산, 생태균형 유지, 관광사업 발전, 그리고 개발된 자원의 수송수단으로서 매우 중요한 역할을 담당한다. 러시아는 지속가능한 경제성장을 견인하기 위해서는 시베리아지역에서 개발된 에너지자원을 효율적으로 수송하기 위한 철도, 하운 그리고 북극항로를 연계하는 복합 물류시스템의 구축이 절실히 필요하다. 물류수송에서 장거리 운송을 위한 가장 환경친화적이며 효율적인 수송수단은 선박을 이용하는 것이다. 이러한 이유로 러시아 정부는 정책적으로 내륙수운을 활성화하고자 하는 다양한 구상을 하고 있다. 현재 러시아에서 내륙수운은 화물의 수송에서 차지하는 비중은 비록 낮지만, 러시아에서 내륙수운이 갖는 의미는 특별하다고 할 수 있다. 러시아에서 내륙수운의 역할을 공정하게 평가하기 위해서는 내륙수로의 지리적 환경, 계절적 성격에 의해 다르게 평가되어야 한다. 실제로 러시아는 일부 지역과 수송회랑의 일부 영역에서 내륙수운은 자원의 수송과주민들의 물류수요를 충족시키는 데 매우 중대한 역할을 담당한다. 러시아의 동북지역, 철도노선에서 원거리에 위치한 시베리아 내륙지역, 다른 운송수단이 발달되어 있지 않거나 전무한 북방지역에서 하천은 근간이 되는 운송수단이거나 유일한 운송수단이 될 수 있기 때문이다. 경제적인 측면에서는 시베리아 지역을 중심으로한 자원개발과 원자재 및 농산물의 생산이 증가할 것으로 예상되어 내륙수운을 이용한 화물수송량은 지속적으로 증가할 것으로 예상된다. 러시아의 내륙에 위치한 주요 도시와 자원개발지역은 대부분 오비, 예니세이, 그리고 레나강과 인접하고 있다. 또한 이들 주요 하천이 북해로 연결되어 있어 시베리아 내륙의 개발된 자원을 이들 주요 하천과 북극항로를 연계하여 수송하는 물류수송시스템은 경제적인 측면에서 효율성을 증대시킬 수 있을 것이다. 이들 하천을 활용하면 개발된 자원을 북극해의 거점 항구도시인 아르한겔스크, 딕슨, 그리고 틱시를 경유하여 서유럽과 아시아로 연결되는 해상수송이 가능하게 된다. 하운을 연계한 물류비용의 절감이 유럽과 아시아와의 경제적 협력을 강화하는 수단이 될 것이다. 특히 러시아의 유럽지역 하천의 내륙수로는 백해, 발트해, 아조프해, 흑해, 카스피해 수역을 연계할 수 있어 향후 유라시아 교통로에서 통과화물의 운송에서 주도적인 역할을 담당할 것으로 기대하고 있다. Inland waterways, consisted of rivers and canals are crucial element of Russia’s transportation and resource development. Including 16,000 km of canals and more than 700 artificial water structure, its total length is longer than 100,000 km. It provides good accessibility to Siberia region if combined with many lakes and rivers in the area. Total length of the rivers in the Siberia including Ob, Irtysh, Yenisei, Lena, Amur river is 4,000 km. This inland waterway is a crucial factor of Russia economy as it is used for water resources, electricity, tourism and transportation. Integrated logistic system of railroad, waterways and Arctic route will help the sustainable growth of Russia’s economy by providing efficient way to transport energy resources in the Siberia region. In terms of logistics, shipping is the eco-friendliest and economic way so far. For these reasons, Russia government is considering various options to vitalize inland waterway system. Currently, inland waterway is consisting only small portion of total cargo transportation in Russia. However, it would be more fair to evaluate it based on the geographical environment and seasonal characteristics. Inland waterway is crucial in several regions because people heavily rely on it for the transportation of goods. Waterways are the backbone or maybe the only ways of transportation in north-east region, inland Siberia region where it is far from railroad system, or northern regions where lacks developed means of transportation. In economic perspective, growing demand on resources, raw materials and agricultural products in Siberia region will expand the logistical volume using the inland waterways. Major cities and regions with abundant resources in inland Russia are adjacent to Ob, Yenisei and Lena river. As these rivers are connected to the Arctic, the integrated logistic system will enhance economic efficiency by transporting resources of inland Russia through the Northern Sea Route. Resources can be transported to western Europe and Asia through major ports in Arctic including Arkhangelsk, Dikson and Tiksi. Lower cost of logistic using the waterways will enhance economic cooperation between Europe and Asia. Moreover, Russia’s inland water system in Europe regions can connect White, Baltic, Azov, Black and Caspian Sea. By this, Russia is expected to play major role in Eurasia’s transit cargo logistics.

ISBP상의 도로, 철도 또는 내륙수로운송서류의 일치성에 관한 심사기준

전순환(Jeon Soon-Hwan) 한국상품학회 2006 商品學硏究 Vol.24 No.1

  The Purpose of this Article is to analyze the examination criteria on the compliance of road, rail or inland waterway transport document in the ISBP. The road, rail or inland waterway transport document is not used in Korea. However, These documents are frequently used in European countries, since these countries have a land frontier and inland waterway.   When the road, rail or inland waterway transport document is presented by the beneficiary to the bank in the letter of credit operations, the bank should examinate the bill of exchange and/or shipping documents, including road, rail or inland waterway transport document.   There are two rules(UCP 500 and ISBP) in connection with examination of the documents in the letter of credit operations. As long as the road, rail or inland waterway transport document fulfils the requirements of UCP 500 Article 28 in conjunction with ISBP(Para. 170 to 182), banks must accept the road, rail or inland waterway transport document.

ISBP 745의 도로, 철도 및 내륙수로운송서류조항의 심사기준과 유의점에 관한 연구

전순환(Soon-Hwan Jeon) 한국무역연구원 2018 무역연구 Vol.14 No.3

Road, rail or inland waterway transport documents used in letter of credit transactions can not be used in countries where land border or inland waterways are not adjacent, such as in Korea. These transport documents are, however, highly likely to be used in countries with adjacent land borders or inland waterways. If such documents are presented to the Bank in a letter of credit transaction, they shall be examined for compliance with the terms and conditions of the credit, the applicable provisions of UCP 600 and International Standard Banking Practice for the Examination of Documents under documentary credits (hereinafter referred to as ʻISBP 745ʼ). The ISBP 745 that was revised by the ICC Banking Commission in 2013 prescribes the examination criteria of road, rail or inland waterway transport documents along with shipping documents. These transport documents stated in the ISBP 745 must be presented to the nominating bank or issuing bank by the beneficiary. The practitioners related to the letter of credit transaction such as bankers, applicants and beneficiaries need to know well the provisions of ISBP 745 as well as UCP 600. Otherwise, this can cause disputes in letters of credit between practitioners around the world. Therefore, the purpose of this paper is to reduce the disputes occurring in credit transactions by analyzing the examination criteria of road, rail or inland waterway transport documents provided in ISBP 745.

An analysis of research trends of inland waterway utilizing social network analysis

Choi Young-Seo,Yeo Gi-Tae 한국해운물류학회 2023 The Asian journal of shipping and Logistics Vol.39 No.2

This study aimed to analyze the research trends of inland waterways in the field of logistics by compiling previous studies that contain keywords related to inland waterways. To investigate the research trend, this study used a keyword network among the SNA methodology and deduced results using the concepts of centrality, including degree centrality, betweenness centrality, closeness centrality, and eigenvector centrality. According to the results of the comprehensive analysis by each region based on the eigenvector centrality outcome, Europe had a core keyword of modal shift, which refers to the conversion to ecofriendly vehicles due to the exhaust problem of land carriage, as well as the continuously implemented government policy. The results of China showed that the country’s task to solve was on studies aimed at reducing traffic jams in inland waterways using AIS data. In the case of the US, the problems of ship delay remain unsolved owing to old locking facilities and equipment. This study provided academic implications that clarify the state-of-the-art in this research topic in three regions that have advanced inland waterways.

Uruguay - Brazil Inland Waterway Transportation System Defining the Right Vessel

Gastó,n L. Petrocelli,Yuji Hayashi,Koji Murai,Masayoshi Kubo 한국항해항만학회 2006 한국항해항만학회 학술대회논문집 Vol.1 No.-

Within the frame of the MERCOSUR (South Common Market), one of the most important goals to achieve by its member states is a better cost effective international cargo transportation system. For this purpose the project of developing a commercial waterway linking the east region of Uruguay with the south of Brazil has been under study for a number of years now. Because of the high costs involved on the development of such waterway, the project has been indefinitely delayed. It is our intention to show an alternative way to reduce the present obstacles by using a budget oriented approach in order to determine the vessel best suited to use on the proposed waterway. So far, every study related to the project has been focused on the amount of work needed to modify the environment in order to accommodate the hardware already available in the region. The conclusions show that the cost of opening and maintaining the required navigation channel is high enough to discourage investment; the added responsibility to take care of any environmental damage incurred during the building and/or operation of the waterway makes searching for a less costly and hazardous option an interesting challenge. The proposed terminal on the Cebollatí River would be located at the heart of the Uruguayan rice growing region. Uruguay exports 90% of its rice production, being Brazil its biggest buyer. Wood chips and clinker are the other types of cargo considered to use the proposed waterway in route to either Brazil or to overseas destinations through the deep water port of Rio Grande. Through the analysis of local data by a Geographical Information System, international regulations regarding inland waterways and shallow draught vessel characteristics, we seek to propose a cost efficient alternative to apply on this particular scenario.

확률론적 시뮬레이션을 이용한 내륙수로 교통안전시설의 경제성 분석

김정훈(Jung-Hoon Kim) 한국항만경제학회 2009 韓國港灣經濟學會誌 Vol.25 No.4

본 연구는 캄보디아의 내륙수로인 프놈펜-총크니아스항 내륙수로 구간에 대한 교통안전시설사업의 경제성 분석을 다루었다. 이 분석에서 B/C의 값은 몬테카를로 시뮬레이션을 이용하여 산출되었다. 대상 사업의 비용 및 편익은 3.5%의 할인율을 적용하여 2009년의 현재가치로 환산되었다. 편익의 경우 사업에 대한 비관적, 중도적, 그리고 낙관적 전망의 편익을 각각 최소, 최빈, 그리고 최대값으로 하는 삼각분포로 가정하였다. 대안별 비용은 해당 총비용의 10%를 표준편차로 하는 정규분포로 가정되었다. 시뮬레이션 결과로서 대안 A의 B/C 평균은 0.25이며, 90% 신뢰구간은 0.16∼0.35로 나타났다. 대안 B는 B/C의 평균이 0.10이고, 90% 신뢰구간이 0.06∼0.13로 나타났다. 대안 C의 경우에는 평균 0.15과 0.12∼0.19의 90% 신뢰구간을 보였다. 결론적으로 모든 대안에서 B/C가 1보다 낮아서 연구대상 구간의 교통안전시설에 대한 경제적 타당성은 낮은 것으로 나타났다. 그러나 본 교통안전시설사업에 대한 시행여부는 정책적 분석까지 고려하여 결정되어야 할 것이다. This study analyzed the economic analysis on the Cambodian inland waterway from Phnom Penh to Chong Kneas. The social discount rate of 3.5% was applied for the cost and benefit of projects and converted to the current values in 2009. The benefits were supposed as the triangle distribution with minimum, mode, and maximum value corresponding to pessimistic, moderate and optimistic prospect separately. And the distributions of costs were the normal. As the result of probabilistic simulations, the average of B/C for scenario A showed relatively the highest with 0.25 and its 90% confidence interval 0.16~0.35. The average B/C of scenario B is 0.10 with the 90% confidence interval 0.06~0.13 and the one of scenario C is 0.15 with 90% confidence interval 0.12~0.19. Therefore it was concluded as low economic feasibility to install inland waterway aids to navigation along the surveyed waterway. However, the performance of the project should be determined by its political analysis as well as the economic.

연안해운 활성화 측면에서의 경인아라뱃길 활용방안

이충효(Choong-Hyo Lee),선일석(Il-Suck Sun) 한국항만경제학회 2016 韓國港灣經濟學會誌 Vol.32 No.2

환경오염 및 환경부하량 감소를 위해 세계 각국이 교통수단에 있어서 많은 기술적 발전을 이루고 있는 가운데, 유럽의 내륙수로를 중심으로 친환경 교통 루트 및 수단에 대한 기능 정립과 개선을 추진 중에 있다. 이러한 시점에서 국내에서도 물류기능을 갖춘 내륙수로인 경인 아라뱃길의 특수화물(중량화물, 토사 등) 운송 사례분석을 진행하였다. 분석결과, 한강과 서해를 연결하고 있는 경인 아라뱃길을 활용한 연안해운 활성화가 가능하며, 환경 · 경제 · 사회적 측면에서도 모두 긍정적인 시너지 효과가 예상되었다. 즉 공로운송의 해상운송으로의 전환을 통해 환경오염 저감, 교통체증 완화, 교통사고 감소, 한강 이북지역의 중량화물 운송수요에 대한 인허가 행정 기간 단축 등이 가능하다. 이러한 측면에서 경인 아라뱃길이 지속가능한 친환경 운송루트로서 자리매김 함으로써, 국내 전반적으로 연안해운 활성화가 이루어지도록 하여야 할 것이다. 이를 위해서는 유럽연합에서 진행중인 해상운송 및 내륙수로 이용을 위한 보조금 등의 활성화 지원제도를 국내에서도 여건에 맞게 적용하여 기존 연안해운 활성화 정책의 개선 및 확대 적용이 선행되어야 할 것이다. Many countries are developing transportation technologies aimed at reducing environmental pollution and the environmental burden. For example, environmentally friendly transportation routes and methods are being used to improve inland waterways in Europe. Against this backdrop, a case study was conducted on special cargo (weight cargo, earth and sand, etc.) on Korea’s Gyeong-In Ara Waterway, an inland waterway connecting the Han River and the West Sea, serving a distribution function. The results of the analysis showed that coastal shipping could be promoted using the waterway, including a positive synergy among environmental, economic, and social aspects. That is, by shifting from overland transportation to marine transportation, it is possible to reduce environmental pollution, ease traffic congestion, decrease traffic accidents, and shorten the licensing period for the weight cargo demand of the northern area of the Han River. In this respect, the Gyeong-in Ara Waterway could become an environmentally friendly transportation route, promoting coastal shipping in Korea. However, for this to occur, support systems such as subsidies for marine transportation and using the inland waterway are required, as happens in the EU. Furthermore, existing policies to promote coastal shipping should be improved and applied more broadly.

Case Study on Installation of Aids to Navigation Along the Inland Waterways

전민수,이중우,김기담,김규광 한국항해항만학회 2009 한국항해항만학회지 Vol.33 No.9

Road and maritime transport which connecting main cities in the world is already fully saturated, and the loss cost caused by recent high oil prices is getting bigger. Transportation by inland waterway is rising as an alternative method of them. Concerning this, the GI Waterway is on construction to connect the Yellow sea and Seoul. Nevertheless, there are no existing aids to navigation around the area and no studies have been carried out for them. As the construction progresses, installation of proper aids to navigation should be considered and profound studies need to be carried out. This study focused on introduction of the cases and the systems of other countries inland waterway aids to navigation and suggested a suitable navigation aids system along the inland waterways in Korea and a way of installation for that system.

Case Study on Installation of Aids to Navigation Along the Inland Waterways

Min-Su Jeon,Joong Woo Lee,Ki-Dam Kim,Kyu-Kwang Kim 한국항해항만학회 2009 한국항해항만학회지 Vol.33 No.9

Road and maritime transport which connecting main cities in the world is already fully saturated, and the loss cost caused by recent high oil prices is getting bigger. Transportation by inland waterway is rising as an alternative method of them. Concerning this, the GI Waterway is on construction to connect the Yellow sea and Seoul. Nevertheless, there are no existing aids to navigation around the area and no studies have been carried out for them. As the construction progresses, installation of proper aids to navigation should be considered and profound studies need to be carried out. This study focused on introduction of the cases and the systems of other countries inland waterway aids to navigation and suggested a suitable navigation aids system along the inland waterways in Korea and a way of installation for that system.

Intermodal Inland Waterway Transport: Modelling Conditions Influencing Its Cost Competitiveness

Bart WIEGMANS,Rob KONINGS 한국해운물류학회 2015 The Asian journal of shipping and Logistics Vol.31 No.2

In this paper a model is developed to analyse and compare the transport costs of intermodal inland waterway transport and road-only-transport. The influence of the economies of scale in inland waterway transport and terminal operations are taken into account in the analysis. In the model the transport costs are defined and related to different transport operations and conditions (e.g. share of empty kilometres, capacity usage of terminals, etc.) in order to analyse the sensitivity of the cost performance of intermodal inland waterway transport. By doing this it is possible to analyse to what extent intermodal freight transport is competitive with road-only transport in terms of transport costs and specific operations and conditions (both in shipping and terminal). The conclusions prove that roundtrips, drop & pick operations in pre- and end-haulage and smaller containers (20ft instead of 40ft) considerably improve the competitiveness of intermodal inland waterway transport, while the relative high cost operations in small terminals reduce the competitiveness of intermodal inland waterway transport.