On the 24th, at the headquarters of Shinjologitech in Centum City, Haeundae District, Busan. An unusual scene for a typical forwarding company office caught the eye. On one side, a developer was implementing the cargo loading process in code; on the other, an engineer was designing the internal structure of a container.
Founded at the Port of Busan in 1998, the company has recently been reconstructing the entire logistics process with data and algorithms. The backdrop is a sharp rise in operational complexity as transport volume grew.
Forwarding is a business that designs and manages the entire process of transporting import and export cargo. The whole process includes selecting a carrier, setting transport routes, deciding packing methods, customs clearance, and inland and ocean transport consolidation. Shinjologitech specializes in transporting ultra-heavy and precision cargo such as power plant equipment, steelmaking equipment, offshore cranes, and nuclear fusion equipment.
The International Thermonuclear Experimental Reactor (ITER) project, in which the company has participated since 2015 as the Korean logistics partner, is one example. A single component can weigh up to 600 tons, with an allowable tolerance of 0.001 millimeters. Chief Executive Kwon Sun-uk said, "The ITER project is a case that verified our capabilities in transporting ultra-heavy and ultra-precision cargo," adding, "We generated about 20 billion to 30 billion won in revenue in the process." An additional roughly 5 billion won is expected from extra volumes.
Experience with such large projects built technical capability but also exposed limits in internal operations. Previously, checking carrier schedules, monitoring emails, and tracking vessel positions all happened in separate systems. Staff then compiled the information and passed it to shippers. The information provided to shippers also stayed focused on departure and arrival schedules.
As operational complexity hit a threshold, the company decided to change how it worked. It judged that a system transition was needed beyond individual automation.
The result was an automated cargo-tracking system. Once basic shipment information is entered, the rest of the process is handled automatically. Carrier schedules and vessel position data are collected in an integrated way. Shippers receive current location, transport stage, and expected schedule together. Schedule changes are also reflected automatically. Kwon added that the company is developing the related communication module in-house.
The company also expanded automation into the container loading (CLP) area. CLP is the task of placing cargo as efficiently as possible in limited container space, taking cargo size and weight into account. Previously, staff had to design the loading sequence by hand, and optimization accuracy fell as the number of items increased. In some cases, it led to adding extra containers.
Kwon said, "Even now, we spend hours sketching layout plans by hand," noting, "Design methods differ by person, results vary greatly, and structurally it's a hard area to optimize."
Shinjologitech solved these limits with an algorithm-based system. By setting field conditions such as door openings, axle load, and equipment interference, as well as route-by-route fare structures, the system calculates and automatically outputs loading positions and container combinations.
In simulations under the same conditions, the time to process more than 100 items of cargo fell from over four hours to 30 seconds to two minutes. Space utilization also improved, producing expense savings. According to the company, container freight rates for exports to Los Angeles fell from about $244,900 to $171,200. That is about a 30% expense reduction.
Kwon said, "Development is about 80% complete and we aim to finish within the year."
Alongside operational automation, the company has continued research on physical structures. The view is that beyond loading and transport efficiency, the structures holding the cargo themselves must be improved.
The company focused on container flooring. Standard containers use wood, which allows moisture and salt to penetrate during ocean transport. That creates a risk of cargo corrosion.
Shinjologitech developed a "dehumidifying container" using a steel floor and a sealed structure. It blocks outside air to reduce moisture and salt penetration. Inside, brackets and fastening devices let cargo be secured without separate wooden reinforcement. As a result, work processes are simplified and wood use is reduced.
Kwon said, "We also expect reduced transport fuel consumption thanks to lightweight design," adding, "There is also potential for improved durability over existing designs."
The company will begin a dehumidifying container demonstration test at the end of May. It plans to build a plant in the Hwanggeum Industrial Complex in Gwangyang, South Jeolla, with annual capacity of 170,000 units. Construction is slated to start within the year, with commercialization targeted for 2028. Further expansions are under review.
Shinjologitech has recently invested about 10 billion won in research and development (R&D). The investment is based on a stable financial structure. The company's revenue rose from about 21.7 billion won in 2021 to 41.6 billion won in 2022 and has stayed in the 40-billion-won range. Last year's revenue was 44.2 billion won. Operating profit is 1 billion to 2 billion won a year.
Kwon said, "We aim to reach 70 billion won in revenue this year and 100 billion won within three years."