• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2012.10a
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• pp.265-267
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• 2012

OSV는 해양플랜트 운영을 지원하는 선박으로, 해저 석유가스 산업의 성장으로 동반성장하고 있는 산업이다. 2008년 글로벌 경기침체 이후 경영난에 빠져있는 구내 해운선사, 중소조선업체, 기자재업체가 동반성장할 수 있는 대표적인 산업임에도 불구하고 아직까지 국내기업의 경쟁력을 극히 미흡한 수준이다. 이에 본 연구에서는 OSV 시장의 전반적인 동향을 살펴보고 국내기업, 특히 해운선사가 진출할 수 있는 방안을 모색하였다.

• 한국산학경영학회:학술대회논문집
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• 2006.12a
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• pp.55-61
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• 2006

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.06a
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• pp.387-388
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• 2022

세계 주요 글로벌 해운·항만의 산업 트랜드는 COVID-19 바이러스 확산, 글로벌 기업들의 GVC 재편, IMO의 환경규제 강화 등으로 인해 급속도로 변화하고 있다. 이러한 환경변화 속에서 부산항은 2014년 글로벌 컨테이너 항만순위 5위였으나 2015년 한진해운 파산 이후 6위로 떨어졌다.

• Journal of Navigation and Port Research
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• v.48 no.1
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• pp.62-77
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• 2024

In the maritime shipping industry, imbalance between supply and demand has persistently increased, leading to the utilization of blank sailings by major shipping companies worldwide as a key means of flexibly adjusting vessel capacity in response to shipping market conditions. Traditionally, blank sailings have been frequently implemented around the Chinese New Year period. However, due to unique circumstances such as the global pandemic starting in 2020 and trade tensions between the United States and China, shipping companies have recently conducted larger-scale blank sailings compared to the past. As blank sailings directly impact freight transport delays, they can have negative repercussions from perspectives of both businesses and consumers. Therefore, this study employed Poisson regression models and negative binomial regression models to analyze the influence of maritime freight rate determinants on shipping companies' decisions regarding blank sailings, aiming to proactively address potential consequences. Results of the analysis indicated that, in Poisson regression analysis for 2M, significant variables included global container shipping volume, container vessel capacity, container ship scrapping volume, container ship newbuilding index, and OECD inflation. In negative binomial regression analysis, ocean alliance showed significance with global container shipping volume and container ship order volume, the alliance with container ship capacity and interest rates, non-alliance with international oil prices, global supply chain pressure index, container ship capacity, OECD inflation, and total alliance with container ship capacity and interest rates.

• Journal of Navigation and Port Research
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• v.46 no.3
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• pp.216-226
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• 2022

The industry trends of major global shipping and ports in the world are changing rapidly because of the spread of COVID-19, resulting in the reorganization of GVCs by global companies, and strengthening of environmental regulations by IMO. Based on these environmental changes, Busan Port was ranked 5th in the global container port rankings in 2013. However, since the outbreak of COVID-19, Busan Port's global container port ranking in 2020 fell to 7th, behind Qingdao Port. In the post-Corona era, for Busan Port to compete with global container ports and gain a competitive edge in the port, it is necessary to accurately identify the competitive factors of Busan Port and establish a comprehensive policy. Thus, the purpose of this study was to analyze how the competitive factors of Busan Port have changed in the selection of ports by current global shipping companies, compared to the first study conducted in 2005. Additionally, a comprehensive policy plan was established by identifying factors impacting the frequency of future calls as well as the growth potential of Busan Port, through a stepwise multiple regression analysis. As a result of the analysis, it was found that the call preference and growth potential of Busan Port in the post-Corona era are most affected by 'port facilities'. And it was found that the calls frequency in the future is most impacted by 'the geopolitical location' factor.

• Journal of Korea Port Economic Association
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• v.24 no.2
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• pp.289-315
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• 2008

In Korea-China shipping route, the level of freight rate has been maintained very low for last two decades not only because supply of shipping capacity is higher than its demand but also because the route was regulated by the two governments. An examination is made of the effects of openness of Korea-China Liner Shipping Route on competitiveness of Korean-flag Liner Shipping companies. This task is undertaken by detailing the development of the cargo sharing respectively by shipping companies of each country. Then it is suggested the ways to cope with the new environmental changes in Korea-China liner shipping route for the future by examining the future strategies for Korean-flag companies by in-depth interviews with major shipping companies.

• Korea Trade Review
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• v.41 no.3
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• pp.157-176
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• 2016

This study is to investigate Trademark Prior Use Defence of prior use party under Trademark Law of the People's Republic of China. Chinese Trademark Law was amended for the third time and this Law shall enter into force on 1 May 2014. This third amendment introduced Prior Use Defence Right of Trademark for the first time. Article 59(3) gives the right to the prior use party for the continuous use of such trademark under the condition that first, an identical or similar trademark has been used in connection with the same goods or similar goods by others before the registrant's application, second, such trademark should have a certain influence in certain market, and third, such aforesaid trademark should be used within the original scope continuously. Then the exclusive right holder of said registered trademark shall have no right to prohibit others from continuous use of such trademark. Korean companies should be aware that it is almost impossible to search prior use trademark before a dispute arises, since the prior use trademark has never been registered. The best way to control the prior use trademark is to superintend aforesaid trademark for the use within the original scope.

• Journal of Korea Port Economic Association
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• v.29 no.1
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• pp.23-45
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• 2013

This paper aims to identify the problems of incentives and find a solution to them by empirically analyzing the port incentives and the development of cargo volume. The current method of paying performance incentives and cargo-increase incentives makes it is possible for shipping companies to get the maximum incentives just by regulating cargo volumes without increasing them. Since the processing volume of transshipment cargo of the Busan port is over the volume eligible for the maximum incentive determined by the tie-up of shipping companies, the transshipment cargo can decrease. The incentive of the Busan port based on the cargo record and increase does not affect the increase of transshipment cargo, only to suffer a loss, and thus a new incentive system is needed that does not allow shipping companies to regulate cargo volumes. Based on the result of this study, We have to apply the even-handed incentive rule which pays the incentive for the cargo volume of the pertinent year with the unit price per 1 TEU to avoid the chicken game among the ports.

• Journal of Navigation and Port Research
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• v.34 no.8
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• pp.659-667
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• 2010

In this study, we examine features of marine transport environment which shipping companies are facing, analyze the ability to cope with this environment, and present the relationship between the ability and business performances. Then, we demonstrate that diagnosis of shipping environment in the global marine transport environment and preparing to it is very important. Also, we present that the ability to prepare is the main factor to decide the competitive power of the company. This study has a meaning in that the importance of business activities related to environment such like diagnosis of environment, analyzing, management, adaptation, and prediction is presented. Besides, the value of this study is that we analyze the relationship between corresponding ability, strategic execution process and business performance in general.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.06a
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• pp.141-143
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• 2013

경제의 글로벌화로 항만과 해운산업은 경쟁이 가장 치열한 대표적인 산업분야로 자리매김하고 있다. 이에 따라 과거 항만간, 선사간 경쟁에서 최근들어서는 이들이 속한 전체 logistics chain 간의 경쟁으로 확대되고 있다. 이같은 항만과 해운의 경쟁구조 변화로 logistics chain 참여자들(터미널운영사, 정기선사 등)의 성공은 자신만의 경쟁력에 좌우되지 않고 오히려 이들이 속한 전체 logistics chain의 경쟁력에 달려 있다. 특히 logistics chain 참여자들은 새로운 경쟁환경에 대응하여 경쟁력을 제고하고자 상호 수평적 또는 수직적 협력관계를 강화하고 있다. 이에 본 논문에서는 항만의 경쟁구조 변화를 검토한 후 우리 항만의 대응방안을 제시하고자 한다.