• Journal of Navigation and Port Research
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• v.30 no.10 s.116
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• pp.809-817
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• 2006

Shipping and ports have important roles as the nodes and links in maritime logistics. The environment between shipping and ports is interrelated and has been changing' together. Recently, the changes of shipping and ports are rapidly in progress and it is expected to be developed complementarily. Especially, mega carriers reduce the number of ports of calls because the size of ships is becoming bigger and bigger and the 'hub and spokes' strategy is appeared. Therefore, the position of a hub port by the region has questioned This paper aims to research the competitive ports by the region on the basis of the patterns when mega carriers call at ports. Six regions, Far East, Southeast Asia, Northwest America, Northeast America, West Europe and Mediterranean, are organized for this research. According to the volume of cargoes, the top five ports of each region are analyzed. As a result, the competitive ports by the region are Shanghai, Hong Kong, Los Angeles, New York New Jersey, Rotterdam and Gioia Tauro.

• 해운
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• s.91
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• pp.13-20
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• 2012

최근 그리스 경제 악화 사태에서 촉발된 유럽 전체의 재정 위기, 유가의 지속적 상승, 중국 경제의 경착륙 전망과 컨테이너선박의 공급 과잉현상이 지속됨에 따라 아시아-유럽 항로를 중심으로 글로벌 얼라이언스가 지각변동 수준으로 재편되었다. 이러한 얼라리언스의 대규모 이합집산은 컨테이너 운임시황 악화에도 불구하고 선복량 기준 세계 1위 선사인 머스크(Maersk)사가 2011년 4월 18,000TEU급 선박 20척을 발주(10척은 옵션)하고, 대규모 선대를 투입한 'Daily Service'를 시작함에 따라 촉발되었다. 이후 머스크(Maersk)사의 전략에 대응하고 독주를 막기 위해 그 외 선사의 몸집 불리기가 시작되었다. 이에 따라서 얼라이언스가 초대형화되고, 본격적인 시장점유율 경쟁이 시작되었다. 결과적으로 해운 시장 과점화 현상의 심화가 예상된다. 항만의 고객인 해운 선사 및 얼라이언스의 재편은 필수적으로 항로재편이 수반되며, 대형화 및 과점화는 항만에 여러 가지 순영향과 악영향을 미치게 될 것이다. 다음은 한국해양수산개발원 김근섭 전문연구원이 발표한 "글로벌 해운 선대 재편과 항만의 대응방안"의 주요 내용을 요약정리한 것이다.

• Proceedings of KOSOMES biannual meeting
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• 2008.05a
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• pp.105-114
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• 2008

Kwangyang Yeosu Port is consisted of narrow strait and inclosed harbor and also where is frequently occurred maritime pollution accidents at seas bemuse of a lot of sea traffics for major oil refining company including Yeocheon National Complex. In the paper, we suggest methods to quickly remove the pollutants at seas form maritime pollution accidents in kwangyang Yeosu Port and also protect environmental life and property.

• Journal of Navigation and Port Research
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• v.31 no.5 s.121
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• pp.377-383
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• 2007

The number of calling ports has been decreased and the degree of inter- and intra-port competition has been increased, which is caused by the market trends that shipping liners have and operate their own terminals, strategic M & A frequency occurs among shipping liners, and container vessel size is increasing. The trends also cause shipping liners to change the evaluation factors for decision to call a particular port such as port preference, potential for growth, port competitiveness, etc. Since the decision of liners greatly influences the policies for port and terminal development, it is worth having interest in the evaluation factors. Therefore, this work intended to evaluate 8 major ports (Port of Singapore, Hong Kong, Shanghai, Busan, Rotterdam, Kaoshing, and Tokyo) with regard to liners' evaluation factors (calling port preference, potential for growth and port competitiveness) and to classify ports by similarity of evaluation factors with the methodologies of ANOVA analysis and Duncan test. The result shows implication for liners' viewpoint to evaluate major ports in the world.

• Korean Business Review
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• v.11
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• pp.365-384
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• 1998

Under the rapid change of the world shipping industry, the liner shipping company in Korea should initiate the adaptation power, counterplot for survival, and continuous development. The world shipping industry is in the middle of the wave for the liberalization and openness of it. According to this change in world shipping industry, it is the fact that government policy for shipping industry should start turning its direction from the protectionism to the liberalism. Under this kinds of situations, this study firstly treated the liner shipping company and its governmental policy of Korea and Japan. Based on those studies, analysis of the liner shipping company operation and management reality was executed. Through the execution of studies, the problems which should be solved for development occurred. Furthermore, this thesis takes two way of researches of literature and actual proof for reinforcement plan of international competitiveness. This standard time period of study is set in 1993 except the irregular liner shipping company.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2007.12a
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• pp.223-225
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• 2007

컨테이너 크레인은 대형구조물로써 차폐물이 거의 없는 항만에 설치되므로 풍하중에 의한 영향이 매우 크다. 또한 초대형 컨테이너선의 등장과 대형선사의 등장과 함께 항만하역장비도 대형화, 고속화, 자동화됨으로써 컨테이너 크레인에 작용되는 풍하중의 영향이 더욱 증가하고 있다. 이로 인하여 컨테이너 크레인은 강풍에 의한 재난사고 발생위험이 항상 존재한다. 이러한 사고를 예방하기 위한 기상 및 하중 통합 모니터링 시스템 장치의 개발이 필요하며, 이러한 장치를 개발하게 되면, 국내외 기존 항만에 사용되고 있는 하역장비에 바로 설치할 수 있으며, 차후 개발되고 있는 자동화된 하역장비에도 적용이 가능함에 따라 관련 산업의 발전에 크게 기여할 수 있을 것이다. 본 논문에서는 이러한 하중 통합 모니터링 시스템의 가장 기본이 되는 컨테이너 크레인의 각 레그(Leg)부분에 부착되는 간접부착식 로드셀의 하중과 치수사이의 관계에 대한 연구를 제시하고자 한다.

• Journal of Digital Convergence
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• v.17 no.4
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• pp.65-73
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• 2019

This study performed Panel Regression Analysis (PRA) with the debt ratio as a dependent variable and the ROE (return on equity), sales volume, current ratio, total capital, and Shanghai Containerized Freight Index (SCFI) as an independent variable. According to the GLS analysis, the current ratio to liabilities ratio was negative, and for sales, the ratio of liabilities was positive. Capital totals also had a negative impact on the debt ratio. However, ROE, unlike the hypothesis, had negative effects on the liability ratio, and the SCFI index was not significant. As implications of this research, the company confirmed that its sales increased as the debt ratio of global shipping companies rose, achieving economies of scale. However, it was confirmed that the actual size of the economy through the injection of other capital would help increase sales but not affect net profit. Shipping companies should expand their business power and secure large container vessels to secure credibility of shippers. In the future research, an analysis considering exchange rate, global economic growth rate, and manufacturing production index is needed.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.11a
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• pp.245-251
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• 2004

Determination the optimal containership size is the most important factor for competitiveness if shipping companies. Accordingly, the objective if this research is determining the optimal containership size by service routes. Total shipping cost is calculated at the ground if capital cost, vessel operation costs, voyage costs, port charge and miscellaneous cost for 'Europe-Far East', 'Far East-North America' and 'Europe-Far East-North America' Services. Finally, the optimal containership size was utilized through total shipping cost, slot quantity if containership and average throughput by containership.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.11a
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• pp.241-242
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• 2019

최근 일련의 대형 해양사고로 인하여 해양안전에 대한 국민적 관심이 지속적으로 높아지면서 선사의 사회적 책임이 강조되는 시기이다. 해양수산 CEO 대상 해양안전리더 교육은 선박소유자 등 선사 경영층의 안전의식 내재화를 통한 업계의 안전문화 정착을 도모하기 위해 실시되고 있으며, 2015년부터 시작하여 현재까지 진행되고 있다. 본 연구에서는 교육 수료자를 대상으로 실시된 만족도 조사를 바탕으로 교육 프로그램 개선 및 진행 방식에 개선 방안을 제시하였다.

• Journal of Korea Port Economic Association
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• v.34 no.4
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• pp.141-160
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• 2018

In this paper, to analyze the perception and response strategy of Korean ship owners on Global Sulphur Cap 2020, examined the IMO environmental regulation status focusing on MARPOL Annex VI regulation about air pollution prevention, technological measures to reduce SOx emission, shipping industry and management status of Korean ship owners. First of all, the questionnaire was conducted for Korean ship owners after selecting the evaluation factors. The purpose of this study was to investigate the difference of the perception and response strategy of Korean ship owners by corporation size and main vessel type using frequency and cross analysis. It is confirmed that various researches on SOx emission reduction have been carried out from various points of view at home and abroad. In this study, existing studies related to technical factors for regulatory response and economics analysis were examined and evaluation factors were selected. As a result of analysis, it is found that large-sized shipping companies are more prepared for regulatory response than small and medium-sized bulk carrier owners. There were similar perception and the direction of response strategy about the impacts by corporation size and main vessel type. In about two years to be implemented in 2020, It is necessary to find an appropriate response strategy based on the support policy of the government and related organizations and the systematic analysis of the ship owners. Through this study, although the difference between the perception and response strategy of the ship owners by corporation size and main vessel type was understood, it was found that there were limitations on specific response strategy and corporate data collection. In future research, we should overcome the limitations of this study and conduct an in-depth study.