• Journal of the Korean Institute of Navigation
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• v.21 no.3
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• pp.1-18
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• 1997

From the beginning of 1990s , also in the shipping industry, especially liner shipping industry competition has been more intensive and difference of the service quality among shipping companies has been learned . On the other hand, a shipping company has some limitations to do its international mission for itself just by broadening service area. For this reason, the necessity for the global strategi alliance among the shipping companies, which is orginally aimed at sharing of facilities and organixation, has been developed. Through strategic alliance, liner shipping companies do not need to input the additional capitals to increase the material assets such as vessel capacity and spread the risk by the enlargement of the market. Also, they can secure the competitive edge through efficient utilizaton of assets. The purpose of strategic alliance of Hanjin Shipping Ltd., can be summarized as follows ; broadening of service area, cost reduction through vessel sharing, realization of rationalized shipping service by terminal and equipment or facilities sharing. Liner strategic alliances are agreement among liner companies to pol their equipment , andterminals for joint operations and services in which each alliance partner continues to serve its market using jointly operated or used inland feeders,inland terminals, port terminals, and mainline fleets of ship as well as joint pools of containers and equipment. Strategic alliances are generally more formal agreements than consortia and impose longer term and far reaching obligation on their members. It also acts as one in developing and advancing the strategic aims of the alliance members. The most important objective for liner strategic alliances is cost reduction and improvement in capital asset utilization. Main aims of strategic alliance drawn in this paper, can be enumerated follows : 1. improvements in service frequency and quality : 2. improvements in vessel and equipment utilization and thereby reductions in fixed and variable cost ; 3. improvements in market shares and high value cargo booking ; 4. reductions in intermodal storage and port terminal throughput costs ; 5. improvements in negotiating powers with ports and feeder transport providers ; 6. reduction in financial and other fixed costs such as insurance; 7. coordination and integration of MIS and EDI systems and service for greater efficiency and market penetration ; and, 8. improvements in logistic chain management and economic of scale by equipment depot, terminal, and vessel sharing.

• Journal of Navigation and Port Research
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• v.27 no.2
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• pp.163-170
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• 2003

This empirical study takes the activation approach for the competitive power of Korean shipping companies in the Korea-China liner routes. Data for this study were collected from Korea/ China/ 3rd flag shipping companies through the 500 questionnaires. The data of 250 respondents were analyzed statistically to verify the hypotheses and to induce Regression Equation which could predicts the influencing level of the determinants to competitive advantage for Korean shipping companies on Korea-China Liner Shipping Routes. Factor Analysis/ Cronbach's Alpha/ Principal Analysis/ Multiple Regression Analysis were used in order to test the hypotheses for the empirical study.

• Journal of Korea Port Economic Association
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• v.38 no.1
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• pp.143-158
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• 2022

The shipping industry has experienced significantly fluctuated while decline in long-term and boom in short-term period due to the continuous recession of the shipping industry since the 2010s and during the recent COVID-19 pandemic. This study aims to suggest implications for securing manpower and personnel policy by analyzing the effects of job environmental factors of a liner shipping company on job satisfaction and turnover intention and differences between land and marine workers. For the analysis, the job environmental factors of a liner shipping company were divided into work character, relational factors, personnel characters, and remuneration factors, and then structural equation model and t-test were conducted to test the relationship between job satisfaction and turnover intention. As a result of the study, it was found that job environmental factors, such as work, relationship, personnel, and remuneration, had a positive (+) effect on job satisfaction, and job satisfaction had a negative (-) effect on turnover intention. In a comparative analysis between groups such as land and sea workers, it was found that the maritime workers group had higher job satisfaction and lower turnover intention than the land workers.

• Journal of Navigation and Port Research
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• v.30 no.1 s.107
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• pp.73-83
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• 2006

The purpose of this study is to analyze the dynamic market mechanism adopting relationship marketing techniques between the shipping companies and shippers. As shipping companies mainly rely on sales operation, the relational structure of shipping companies and shippers is considered to be one of the determinants in business performance and customer satisfaction In this respect, the characteristic relationship between sales person and shipping company takes an important roles in relationship marketing in shipping business industry. An empirical study was carried out to find out the determinants cf relationship quality and antecedent factors of characteristics in shipping companies and sales person.

• Journal of the Korean Operations Research and Management Science Society
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• v.23 no.4
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• pp.33-51
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• 1998

The industrial operation is one of the three basic modes of shipping operation with liner and Tramp operations. Industrial operators usually control vessels of their own or on a time charter to minimize the cost of shipping their cargoes. Such operations abound in shipping of bulk commodities, such as oil, chemicals and ores. This work is concerned with an operational optimization analysis of the fleet owned by a major oil company. a typical industrial operator. The operational optimization problem of the fleet of a major oil company is divided Into two phase problem. The front end corresponds to the optimization problem of the transportation of crude oil. product mix. and the distribution of product oil to comply with the demand of the market. The back end tackles the scheduling optimization problem of the fleet to meet the seaborne transportation demand derived from the front end. A case study reflecting the practices of an international major oil company is demonstrated to make clear the underlying ideas.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2005.10a
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• pp.341-352
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• 2005

This study tries to analyze the dynamic market mechanism adopting relationship marketing techniques targeting between the shipping companies and shippers. Shipping companies rely on sales operation. so that analyzing the relation of structure of shipping companies and shippers needs to focus on the sales person's characteristic relationship and shipping company characteristic relationship. Therefore this study tries to focused on shipping companies to make a long term relationship with shippers affect matters which are, main of relationship quality and antecedent factor of characteristics of the shipping company and characteristics of the salesperson. It can be proffered available informations for construction of long term relationship between shipping companies and shippers.

• Journal of Navigation and Port Research
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• v.28 no.2
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• pp.121-127
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• 2004

The shipping industry can be explained by a growing process of concentration and centralization of tonnage. A few largest shipping company control a great deal of shipping tonnage in the total tonnage through the process of concentration and centralization of tonnage in shipping over time. It confirms that a decreasing number of operators take an increasing quantity of tonnage in the total tonnage. Thus, the extremely dualistic structure (extremely unequal distribution of tonnage) are shown not only in the shipping industry in a given country but also in liner shipping in the world In this paper, the two countries, that is, Korea and Egypt, are compared considering the absolute size of tonnage and shipping policy in tenn., of concentration and centralization of tonnage in shipping. In order to measure the degree of concentration of tonnage in shipping, the quantitative measurements; the Lorenz curve and Gini coefficient are introduced. But it should be supplemented with the qualitative measures of tonnage in a given country.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.66
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• pp.263-284
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• 2015

This study has analyzed the efficiency of 10 leading global shipping companies listed in the New York Stock Exchange from2010 to 2014 in order to find the changes of the productivity of shipping industry. The paper observed the Malmquist Productivity Index by using Efficiency and Productivity Analysis System Version 1.0. The data used in this study is the Guggenheim Shipping ETF mainly including the companies of shipping, management, and shipbuilding areas. The results from this statistical analysis indicate that the 10 selected companies have experienced a severely negative growth in 2010. Nevertheless, these companies have accomplished a significant growth of productivity. In particular, the energy transport companies operating Tanker and LNG ships carried out remarkable growth. The reason why the productivity of liner shipping companies did not show the improvement of productivity for five years was attributed to the fact that the P3(Project 3) or M2(Maersk-MSC) including Maersk, MSC, and CMA-CGM were excluded in this research because of the difficulty of attaining reliable source data. The method of this study could be extended to Korean shipping corporations and other global airlines to investigate a changes of certain industries.

• Journal of Digital Convergence
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• v.14 no.7
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• pp.145-154
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• 2016

The purpose of this study was to carry out comparative analysis on the world major liner shipping companies' ship investment strategy using Fuzzy-AHP model. In this study, the ship investment factors were firstly selected by literature review and finally adopted them by in-depth interview with experts who had working experiences over 15 years in the field of shipping business. As suggested in the previous research, the liner shipping companies have been classified into four types such as 'ship investment irrelevant to market trend'(Type1), 'ship investment before market rise'(Type2), 'market decline after participation in excessive orders'(Type3), 'avoidance of ship investment during market rise'(Type4) and the comparative analysis were conducted among four ship investment types. According to the results of analysis, ship investment priority in Type1 was freight rates(0.132), price of used ship(0.121) and fleet(0.103). The priority in Type2 was freight rates(0.134), need for ship owner(0.113) and public funding(0.109). Type3 put its priority in freight rates(0.173), fleet(0.169) and the changes in international circumstances(0.121). Type4 considered freight rates(0.239), fleet(0.232) and oil price(0.150) as its priority.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2016.05a
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• pp.237-238
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• 2016

해운선사들은 IMO를 비롯한 많은 연구단체에서 제시하고 있는 에너지 효율성 개선방안을 기반으로 선사의 실정과 유가의 등락 상황에 따라 투자환수(payback) 기간을 고려하여 에너지 효율성 개선방안을 결정하고 있다. 그러나 저유가 시대에서는 갈수록 투자환수 기간이 늘어나고 있어 현존 운항선에 대한 레트로피트(Retrofit)는 극히 1~2년 내 투자비용 회수가 가능한 항목에 국한되는 경향이다. 특히 용선 선박의 경우 설비의 투자를 통한 에너지 효율성 개선은 용선계약 특성상 이해관계 및 인센티브 차이로 인하여 매우 어려운.