• 한국항해학회지
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• 제21권3호
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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.

• 해양환경안전학회지
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• 제28권1호
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• pp.91-99
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• 2022

해운산업은 선박이라는 재화를 이용하여 화물을 운송하고 운임을 수취하여 사업을 영위하는 서비스산업이다. 따라서 선박운영을 위해 대규모 자본투자가 필요한 환경 속에서 선박의 가치가 불확실하다면 해운경영상의 리스크는 클 수 밖에 없다. 본 연구는 선박가치 변화에 영향을 미치는 변화요인을 파악하고 각 변화요인에 대한 중요도를 분석하고자 하였다. 이를 위해 텍스트마이닝과 토픽모델링 기법을 활용하여 선박가치 변화요인을 추출하고 구조화하여 3개의 주요인과 12개의 보조요인으로 계층적 구조를 설정하였다. 이를 대상으로 AHP분석을 통해 연구를 진행하여 각 요인별 상대적 중요도를 분석하였다. 분석 결과 선박가치 변화에 가장 큰 영향을 미치는 주요요인은 Shipping Factor였으며, 그 뒤를 Investment Factor와 Environment Factor가 차지하였다. 보조요인 가운데는 Volatility of Shipping Market와 Volatility of Shipping Freight 등 해운시장의 변동성과 관련된 요인들이 가장 큰 영향을 미치는 것으로 분석되었다.

• 수산해양교육연구
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• 제27권2호
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• pp.441-451
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• 2015

The one-year onboard training, which has been implemented since 1988 according to the STCW Convention in 1978, is a crucial part of cadets' training and education. The choice of training shipping company is important that like a internship. This basic study is for the satisfaction at the shipping companies that trains cadets the Mokpo National Maritime University. The satisfaction for onboard training consists of a conscious, educational and environmental parts with six demographic characteristics and carried out the questionnaire survey of 206 cadets in shipping companies. The low parts of satisfaction are implemented cross tabulation analysis and in-depth interview for realize the reason. In this paper, the satisfaction from environmental part($3.83{\pm}0.75$) is high but conscious part($3.35{\pm}0.86$) and educational part($3.33{\pm}0.79$) are low. In demographic characteristics, male in gender, apprentice officer in duty, others in kind of crew, container in kind of vessel and 30,000~100,000 tons in size of vessel are high satisfaction in general. Specifically, feeding service($4.02{\pm}0.75$) in environment, influence on future vision($3.65{\pm}0.84$) in consciousness, goal for training($3.50{\pm}0.65$) in education showed the highest level in satisfaction.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2004년도 추계학술대회
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• pp.245-251
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• 2004

적정 규모의 컨테이너선박을 선택하여 노선에 투입시키는 것은 선사의 경쟁력 측면에서 큰 부분을 차지하고 있다. 따라서 본 연구는 대형 정기선사 운영노선에서의 최적 선형을 도출하고자 한다. 이에 본 연구에서는 먼저 선사들의 주 간선노선인 '유럽-극동', '극동 북미', '유럽 극동 북-미' 노선을 대상으로 선박 운항시 발생되는 자본비, 운영비, 항해비, 항만비, 기타비용에 의한 총 운항비용을 산출하며, 산출된 총 운항 비용과 선형별 Slot수 및 평균 처리물동량을 이용하여 노선별 최적선형을 도출한다.

• 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.

• 한국항해항만학회지
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• 제31권2호
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• pp.127-132
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• 2007

The primary purpose of this study is to examine empirically the effect of the organizational characteristics in the vessel with foreign crews on their self-efficacy and organization commitment. Currently, the restrictions on the employment of the foreign crews are being eased in the Korean shipping industry and many problems are occurring consequently. However, specific and empirical studies on the relevancy of organizational characteristics to the crew's self-efficacy and organizational commitment on board the vessels with combined crews have not yet been carried out. To solve these problems, we examined how the organizational characteristics such as communication and leadership trust of different language and culture related to vessels with combined crews influence on the self-efficacy, job satisfaction and organizational commitment of the foreign crews through SEM analysis. According to the results, hypothesis 1, 2 and 3 were all supported with statistical significance. That means that communication and leadership trust of the vessel with foreign crew had positive effects on their self-efficacy and that such self-efficacy also had a positive effect on the organizational commitment and job satisfaction. To conclude, this study suggests that foreign crew's self-efficacy should be firstly enhanced in order to improve organizational commitment on the vessel with combined crews. Furthermore, studies on self-efficacy of foreign crew's organization are urgently needed to enhance the effectiveness of an organization in a vessel with combined crews that has special environment - working environment with depression and uneasiness due to the exposure to the different language and culture, and excessive stress from the social and psychological adaptation. Therefore, an attempt of this study is considered to be timely since there has not been a study on this subject so far and result of this study will contribute a lot to the organization management of a vessel with combined crews.

• 한국항해항만학회지
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• 제36권5호
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• pp.409-418
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• 2012

컨테이너 선사들은 세계경제의 불황과 고유가가 지속되고 있는 상황에서 선박운영비용을 낮추기 위한 다각적인 노력들을 전개하고 있다. 이러한 상황에서, Grand Alliance는 극동 북미서안 서비스인 CCX와 극동 북미동안 서비스인 NCE에 서비스별 선박추가 투입대신에 Dedicated Feeder 투입을 하기로 결정하였다. 즉, 기간항로의 선박이 북중국항만에 기항하지 않고 환적항인 부산항에서 Feeder선을 통하여 환적 운송하게 된다. 본 연구에서는 전용피더 서비스 도입을 통한 환적의 경제성 효과를 확인하기 위하여 Grand Alliance 컨테이너 서비스의 실제 운영 자료에 대해 분석하였다. 이와 같은 전략을 통해 Grand Alliance의 'NCE, 'CCX'항로는 기간항로에 투입되는 선박의 감속운항이 가능하게 되어 선박 운영비의 절감 효과를 보이고 있다.

• 한국항해항만학회지
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• 제35권7호
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• pp.605-611
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• 2011

In this paper, practical problems for current feeder service between Busan port and west coast of Japan were extracted through in depth interviews with Japanese feeder vessel companies, shippers, and port authority based upon which major criteria (elements) for improvement of the feeder network are structured in hierarchic order and weighed relative importance through AHP method. From the questionnaire answered by Korean and Japanese port users and experts the weights of criteria were calculated and the shipping service was ranked the first by both parties with 0.235 and 0.217, respectively. The port service and support system ranked the second and the third, whereas the port marketing was shown to be the lowest of all. Considering the overall weights, the increase in a port loading and unloading speed of port service was followed by provision of dedicated deck for feeder vessel of port facilities for Korean respondents. Therefore, speed up of the port operations and providing docks for feeder vessel are to be firstly provided for more efficient feeder operations, which would be the basis for the construction of optimal transportation network.

• 한국항해항만학회지
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• 제29권5호
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• pp.421-429
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• 2005

선사가 운영하는 노선에서 최적선형의 선박을 결정하는 것은 선사가 해운시장에서의 경쟁력을 가지는데 매우 중요한 요소라 할 수 있다. 해운시장이 가지고 있는 이러한 특성 아래 경쟁관계에 있는 여러 선사들과 연구자들은 최적의 선형을 도출하기 위하여 많은 연구를 해왔었다. 본 연구는 선사들이 주요노선 상에 운영하고 있는 선형들에 대한 총 비용 분석을 통하여 노선별 최적의 선형을 도출하는데 그 목적이 있다. 총 비용을 산출하기 위하여 투입되는 비용변수들은 자본비용, 운영비용, 항해비용, 항만비용 및 기타비용이 포함되며, 대상이 되는 주요노선은 '유럽-극동 노선', '극동-북미 노선', '유럽-극동-북미 노선'으로 구분된다. 분석 결과 '유럽-극동 노선' 및 '유럽-극동-북미 노선'의 경우 6,500TEU급 선형이 최적으로 나타났으며, '극동-북미 노선'의 경우 8,200TEU급 선형이 최적으로 나타났다.

• 한국기계연구소 소보
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• 통권14호
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• pp.145-155
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• 1985

The recent trend in shipbuilding technology is toward development of highly economical vessels of which construction and operation costs are minimized, whereas cargo transport capacity is maximized. But, most of the vessel which are now operated by some of the nation's shipping companies are uneconomical ones built before oil crisis and consequently the companies are suffering from long-lasted deficit problem. In this paper, derivation study of optimum vessel for multi purpose cargo vessel on south-East Asian trade route is carried out to solve this problem. The Required Freight Rate is used as a measure of merits.