• 해양환경안전학회지
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• 제2권1호
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• pp.157-180
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• 1996

The improvement in the high-class planning, design, and construction characteristics of new model Cruise Liner has been required. To find design philosophy way to improve the total Cruise, we need a world Cruise Fleet which agrees well with design morphology results. This paper describes the creation of world Cruise Fleet from conceptual design to total Cruise model and procedures to confirm the model with embodiment design test result.

• 한국항해학회지
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• 제24권5호
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• pp.385-395
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• 2000

In the transportation literature, many useful decision making models for ship routing and ship scheduling have been studied. But the majority of these studies are on industrial carriers, bulk carriers, or tankers. It is quite recent that a few optimization models have been developed for liner fleet routing and scheduling problems. However there have been few academic studies on decision making models for the routing or scheduling problems of passenger ships in spite of their economic importance in the entire shipping industry. The purpose of this study is to develop analytic decision making models for ship routing and scheduling for the passenger ship fleet. This study gives two optimization models, one is a linear programming model and the other a goal programming model. These two models are solved easy by commercial linear programming softwares and suggest optimal ship routing plans and many other useful implications for passenger ship fleet managers.

• 한국경영과학회지
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• 제23권4호
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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.

• 한국항해학회지
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• 제22권4호
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• pp.1-14
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• 1998

There are three basic modes of operation of ships: liner, tramp and industrial operations. Industrial operations, where the owner of the cargo, i.e. the industrial carrier controls the ships, abound in the shipment of bulk commodities, such as oil, chemicals and ores. Industrial carriers strive to minimize the shipping cost of their cargoes. This paper is concerned with the operational optimization problem of a fleet owned by major international oil company. The major oil company is a holding corporation for a group of oil producing, transporting, refining, and marketing companies located in various countries throughout the world. The operational optimization problem of the fleet is divided into two-phases. The front end corresponds to the optimization of transporting crude oil, product mix, and the distribution of product oil to meet market demand. The back end tackles the operational optimization problem of the fleet to meet the transportation demand derived from the front end. A case study is carried out with the H major oil company problem composed by reflecting the practices of an international major oil company. The results are summarized and examined in the point of optimization for the total operation of the H major oil company and the operational optimization problem of the fleet. The paper concludes with the remark that the results of the study might be useful and applicable in practices of these related decision problems.

• 한국항해항만학회지
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• 제35권9호
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• pp.765-776
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• 2011

For container shipping company, fuel oil prise is a considerable expense. Since 2008, fuel oil prises have risen dramatically. An increasing fuel oil price in container shipping, in the short term, is only partially compensated through surcharges and may affect earnings negatively. This study discusses the impact of an increasing fuel oil price and capital costs for vessels on the Asia-Europe trade of 'H' Shipping Company. According to the result of 'H' carrier's operation in 2008, there were no cost differences between 8 and 9 vessels operations in case of fuel oil price with USD 169/tons while adopting USD 31,818 as a fixed cost. We can expect that the fuel oil price will not go lower than USD 200/Ton on the basis of current high oil price phenomenon. When the fuel oil price is over USD 200/ton, 9 vessel operation is more economic than 8 vessel operation even if the fixed cost is over USD 35,000.

• 디지털융복합연구
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• 제14권7호
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• pp.145-154
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• 2016

본 연구는 Fuzzy-AHP방법을 활용하여 세계 주요선사의 선박투자 전략을 비교분석하는 것을 연구의 목적으로 하였다. 선박투자요인은 선행연구를 통해 1차적으로 선정한 후, 해운선사 근무경력 15년 이상의 전문가와 심층 인터뷰(Indepth-Inerview)를 수행하였다. 전문가의 지식추출이 가능한 Fuzzy-AHP를 사용하여 최종적으로 선박투자요인에 대한 가중치를 산정하였다. 선행연구에서 제시한대로 선사들을 "시황흐름 무관 선박투자" 형, "시황상승기 이전 선박투자" 형, "과다발주에 동참 후 시황하락" 형, "시황상승기 선박투자 회피" 형으로 분류하여 선박투자 전략을 비교분석하였다. 분석결과, "시황흐름 무관 선박투자" 형의 선박투자 우선순위는 해운운임(0.132), 중고선가(0.121), 선복량(0.103), "시황상승기 이전 선박투자" 형의 선박투자 우선순위는 해운운임(0.134), 선주여건(0.113), 정책금융기관의 지원(0.109)이 중요요인으로 분석되었다. "과다발주에 동참 후 시황하락" 형의 선박투자 우선선위는, 해운운임(0.173), 선복량(0.169), 국제정세 변화(0.121), "시황상승기 선박투자 회피" 형의 경우 해운운임(0.293), 선복량(0.232), 유가(0.150)가 중요한 요인으로 분석되었다.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2009년도 공동학술대회
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• pp.173-174
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• 2009

연료유 비용은 컨테이너 해운 선사에 있어 상당한 비용을 차지한다. 지난 3년 간, 연료유 가격은 상당하게 증가하여 왔다. 컨테이너 해운에서 단기간에 계속적으로 증가하는 연료유 가격의 일부만이 운임애 대한 할증료를 통해서 보완되고 있다. 따라서 수익(earnings)에는 상당한 부정적인 영향을 주게 된다. 본 연구에서는 H선사의 AEX 항로에 대한 유가 및 선박 관련 자본비용에 대한 경제성 분석을 하였다. H선사의 2008년 DAYLY 척당 평균 고정비 31,818 USD 적용 시 연료유 가격이 169.35$/TON 일 때 8척 운항과 9척 운항의 항차당 운영비용이 동일하였다. 현제의 고유가 상황을 고려할 때 연료유 가격이 200$/TON이하로 형성되기 어려울 것으로 예상된다. 따라서 200$/TON이상 일 때 고정비(용선료)가 35,000$이 넘어서더라도 8척 운항 시 보다 9척 운항이 경제성이 있는 것으로 분석되었다.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 1996년도 The Korean Institute of Navigation 1996년도 춘계학술발표회 논문집
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• pp.59-76
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• 1996

Vessels in the world merchant fleet generally operate in either liner or bulk trade. The supply and the demand trend of general cargo ship are both on the ebb however those trend of tankers and containers are ins light ascension. Oil tankers are so far the largest single vessel type in the world fleet and the tanker market is often cited as a texbook example of perfect competition. Some shipping statistics in recent years show that there has been a radical fluctuation in spot charter rate under easy charter's market. This implies that the proper scheduling of tankers under spot market fluctuation has the great potential of improving the owner's profit and economic performance of shipping. This paper aims at developing the TS-DSS(Decision Support System for Tanker Scheduling) in the context of the importance of scheduling decisions. TS-DSS is defined as a DSS based on the optimization models for tanker scheduling. The system has been developed through the life cycle of systems analysis design and implementation to be user-friendly system. The performance of the system has been tested and examined by using the data edited under several tanker scheduling has been tested and examined by using the data edited under several tanker scheduling scenarios and thereby the effectiveness of TS-DSS is validated satisfactorily. The authors conclude the paper with the comments of the need of appropriate support environment such as data-based DSS and network system for successful implementatio of the TS-DSS.

• 한국항해학회지
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• 제20권1호
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• pp.27-46
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• 1996

Vessles in the world merchant fleet generally operate in either liner or bulk trade. The supply and the demand trend of general cargo ship are both on the ebb, however, those trend of tankers and containers are in slight ascension. Oil tankers are so far the largest single vessel type in the world fleet and the tanker market is often cited as a textbook example of perfect competition. Some shipping statistics in recent years show that there has been a radical fluctuation in spot charter rate under easy charterer's market. This implys that the proper scheduling of tankers under spot market fluctuation has the great potential of improving the owner's profit and economic performance of shipping. This paper aims at developing the TS-DSS(Decision Support System for Tanker Scheduling) in the context of the importance of scheduling decisions. The TS-DSS is defined as the DSS based on the optimization models for tanker scheduling. The system has been developed through the life cycle of systems analysis, design, and implementation to be user-friendly system. The performance of the system has been tested and examined by using the data edited under several tanker scheduling scenarios and thereby the effectiveness of TS-DSS is validated satifactorily. The authors conclude the paper with the comments on the need of appropriate support environment such as data-based DSS and network system for succesful implementation of the TS-DSS.

• 한국항해항만학회지
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• 제42권6호
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• pp.529-538
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• 2018

항만산업은 수출입 중심인 우리나라의 경제구조에서 중요한 국가기간산업이라 할 수 있다. 특히 국내 컨테이너 물동량의 75%를 처리하는 부산항은 지속적으로 글로벌 선사 물동량 유치를 위해 정기선 항로 서비스를 확대하는 노력 등 컨테이너 정기선 항로에 대한 중요도가 높아질 것으로 예상된다. 본 연구는 사회연결망 분석을 활용하여 2012년부터 2016년까지 부산항을 기항하는 컨테이너 정기선 항로 패턴 분석을 통해 세계 주요항만과의 중심성을 파악하여 부산항과 연결되어 있는 항만 네트워크의 구조적인 특성을 파악하였다. 부산항 컨테이너 정기선 항로 네트워크상에 연결정도 중심성, 근접중심성, 매개중심성이 높은 항만은 싱가포르항으로 분석되었으며, 실제 연도별 부산항 주요 국가 항만별 처리물동량 순위와 부산항 컨테이너 정기선 항로 네트워크 중심성 분석 결과 간 순위 비교는 서로 상이한 것으로 나타났다. 이를 통해 부산항 처리 물동량의 높은 비율을 차지하고 있는 중국 동부항만이 부산항 컨테이너 정기선 네트워크상에서 보았을 때 부산항의 허브항으로 보기 어렵다는 점을 확인하였다. 또한 부산항 컨테이너 정기선 서비스 항로 수는 증가하더라도 해당 항로에 투입되는 선박이 중소형으로 한정되어 있거나 네트워크상 부산항이 싱가포르항 기항을 위한 피더항(Feeder Port)의 성격을 띄고 있는 것으로 추정된다.