• 국제학술발표논문집
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• The 6th International Conference on Construction Engineering and Project Management
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• pp.200-204
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• 2015

This paper presents 10 input measures influencing project outcomes. Construction Industry Institute (CII), a consortium of more than 130 project owner and contractor companies, has collected project-level data for over 20 years. Recently, CII has developed a new system measuring project-level performance and factors presumably influencing project performance. The system, called 10-10, collects data for 10 input and 10 output measures for capital projects. The input measures include planning, organizing, leading, controlling, design efficiency, human resources, quality, sustainability, supply chain, and safety. This paper provides theoretical background for these measures. Although the input measures have been known to impact on project outcomes such as cost and schedule, there has been no study quantitatively evaluating how they are operated in the construction industry. This study contributes to revealing the current status of their uses, which will be helpful in establishing strategies improving construction project performance.

• 산업경영시스템학회지
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• 제39권4호
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• pp.7-14
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• 2016

Unlike most researches that focus on single manufacturer or single buyer, this research studies the cooperation policy for two participants of supply chain such as single vendor and single buyer. Especially, this paper deals with single vendor-single buyer integrated-production inventory problem. If the buyer orders products, then the vendor will start to make products and then the products will be shipped from the vendor to the buyer many times. The buyer is supposed to order again when the buyer's inventory level hits reorder point during the last shipment and this cycle keeps repeated. The buyer uses continuous review inventory policy and customer's demand is assumed to be probabilistic. The contribution of this paper is to present a mixed approach and derive its cost function. The existing policy assumes that the size of shipping batch from single vendor to single buyer is increasing, called Type 1, or constant, called Type 2. In mixed approach, the size of shipping batch is increasing at the beginning part of the cycle, and then its size is constant at the ending part of the cycle. The number of shipping for Type 1 and Type 2 in a cycle in mixed approach is determined to minimize total cost. The relationship between parameters, for example, the holding cost per product, the set up cost per order, and the shortage cost per item and decision variables such as order quantity, safety factor, the number of shipments, and shipment increasing factor is figured out via sensitivity analysis. Finally, it is statistically proved that the mixed approach is superior to the existing approaches.

• 한국항해항만학회지
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• 제34권2호
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• pp.131-136
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• 2010

The aim of the paper is to solve the problem of customer reduction due to the difficulty of parts sourcing which impacts production delay and delivery delay in SC networks. Furthermore, this paper is to suggest the new inventory policy of MTS in order to solve the problem of current inventory policy. In order to compare two policies, a LCD maker is selected as a case study and the real data for 2007 years is used for simulation input. The maker uses MTO policy for parts sourcing which has the problem of lead time even if it has some advantage of inventory cost. Based on current process. The simulation program of AS-IS model and TO-BE model using ARENA 10 version is developed for evaluation. In a result, the order number of two policies shows that MTO is 52 and MTS is 53. However the quantity of order shows big difference such that MTO is 168,460 and MTS is 225,106. Particularly, the lead time of new inventory policy shows much shorter that that of MTO such that MTO 100 is days and MTS is 16 days. In spite of short lead time by MTS policy, new policy has to take burden of inventory cost per year. Total inventory cost per year by MTS policy is US$ 11,254 and each part inventory cost is that POL is US$ 1,807, LDI is US$ 2,166 and Panel is US$ 7,281. The implication of the research is that the company has to consider the cost and the service simultaneously in deciding the inventory policy. In the paper, even if the optimal point of deciding is put into tactical area, the ground of decision is suggested in order to improve the problem in SC networks.

• 경영과학
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• 제28권3호
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• pp.1-13
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• 2011

Hub-and-spoke transportation network is a powerful and useful network structure that takes full advantage of economies of scale on routes between hubs. In recent studies, the network structure is extended to hybrid hub-andspoke that allows direct transportation between spokes. In this study, we considered more extended network structure which is called hybrid multiple hub-and-spoke that has multiple hubs and allows direct transportation between spokes. We developed a mathematical optimization model for automotive service parts transportation planning under hybrid multiple hub-and-spoke network structure. The model suggests a long-term transportation route planning and a short-term vehicle assignment planning. The model is verified by simulation and validated in real world application to Hyundai Mobis automotive service parts transportation planning. From the simulation result, the model reduced the transportation cost about 24.7%, the total distance about 6.8% and the CO2 emissions about 8.8%. In real world application for 6 months from July to December 2010, the model reduced the transportation cost about 9.1% by changing the long-term transportation route without daily vehicle assignment planning.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2012년도 추계학술대회
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• pp.84-85
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• 2012

지속적인 유가 상승과 탄소배출 규제 강화는 기업들로 하여금 높은 경쟁력을 가지도록 요구한다. 따라서 고객 서비스 증대와 비용절감을 위해 효율적인 물류시스템을 구축하고 운영하는 것에 많은 노력을 기울이고 있으며 경쟁력을 가지는 물류단지의 필요성이 증대되고 있는 실정이다. 이러한 물류도시를 구축하기 위해서는 적절한 정책과 화물수송 공동화를 통한 물류시스템이 필요하다. 특히, 단지내 물류시스템의 체계구축을 통한 효율적인 운영은 저비용 친환경적인 측면에서 매우 중요하다. 따라서 본 연구에서는 물류단지내 효율적 운송을 위한 물류네트워크를 운영 모델을 제시하고 특히 운송 다단화 단계를 통해 문제에 접근하고자 한다.

• 산업경영시스템학회지
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• 제46권4호
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• pp.93-100
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• 2023

In this paper, an alternative inventory policy that trades off the bullwhip effect at an upstream facility with cost minimization at a current facility, with the goal of reducing system wide total expected inventory costs, when external demand distributjon is autocorrelated, is considered. The alternative inventory policy has a form that is somewhere between one that completely neglects the autocorrleation and one that actively utilizes the autocorrelation. For this purpose, a mathematical model that allows us to evaluate system wide total expected inventory costs for a periodic review system is developed. This model enables us to identify an optimal inventory policy at a current facility that minimizes system wide total expected inventory costs by the best tradeoff of the bullwhip effect at an upstream facility with cost minimization at a current facility. From numerical experiments, it has been found that (i) when the autocorrelation is negative, the optimal policy is one that actively utilizes the autocorrelation, (ii) when the autocorrelation is small and positive, the optimal policy is one that neglects the autocorrelation, and (iii) when the autocorrelation is large and positive, the optimal policy is somewhere between one that actively utilizes the autocorrelation and one that neglect the autocorrelation.

• 국제학술발표논문집
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• The 4th International Conference on Construction Engineering and Project Management Organized by the University of New South Wales
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• pp.453-458
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• 2011

The construction industry's importance to nation building, economic empowerment, and contributions to global commerce cannot be over emphasised. However, poor productivity, accidents, rework, time and cost overruns, and client dissatisfaction have characterised the industry performance in a multi-dimensional way. The central issue in this particular research is the seemingly inadequate achievement of optimum performance in the construction process, either with respect to value for money for the client and the entire construction supply chain or value in terms of the utility derived from built assets in spite of efforts by government and governmental bodies such as the Construction Industry Development Board (cidb) to increase industry performance. Therefore, based upon an extensive review of related literature, the paper reports on effects and causes of non-value adding activities in the construction industry in general, and South African construction in particular. The research findings indicate that activities that can be referred to as non-value activities are not only prevalent, but they can also be held responsible for performance related issues in terms of cost, time, quality and health and safety (H&S) in construction; and the exploration of pluralism in the research methodology may result in a robust model based upon the system dynamics approach. Therefore, the study suggests that there is major scope for value optimisation in the construction process especially in terms of availability and implementation of interventions, which have not only proven successful in other industries, but are also adaptable in the construction industry context.

• 한국중재학회지:중재연구
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• 제10권1호
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• pp.92-113
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• 2000

Products liability refers to the liability of any or all parties along the chain of manufacture of any product for damage caused by that product. This includes the manufacturer of component parts (at the top of the chain), an assembling manufacturer, the wholesaler, and the retail store owner (at the bottom of the chain). Products containing inherent defects that cause harm to a consumer of the product, or someone to whom the product was loaned, given, etc., are the subjects of products liability suits. The goal of products liability system should be to maximize consumer welfare by efficiently providing just compensation for injuries incurred and deterring future injuries without unreasonably impeding the supply of the goods and services to consumers. Some advanced countries, apart from relying on products liability systems, also apply other policies and legislation directly aimed at the safety of the consumer. The application of general safety policies as well as products liability rules is not costless. An efficient system will not eliminate risk from society. An efficient system ... that maximises consumer welfare ... maximises the benefits while minimising the costs. Products liability claims can be based on negligence, strict liability, or breach of warranty of fitness depending on the jurisdiction where the claim is based. In view of international business and law circumstances, it should be stressed that international enterprises in Korea should consider how to cope with the situation of international transaction. International enterprises should have a correct perception about products liability which is to contribute the stabilization and improvement of the people's life and the sound develpement of the national economy. Products liability system creates incentives that influence behaviour and performance in ways that are desirable, such as more diligent monitoring to prevent defective products from reaching the market-place. At the same time, any liability system will impose burdens that are undesirable, such as greater costs imposed on business and consumers and reduced avaiability of consumer goods. The concern for society is to balance. The ideal situation is where the cost imposed on producers of goods and services pushes them to a desirable level of care but not so far that producers reach undesirable level of caution that may deprive consumers unnecessarily of the benefits from new and innovative products.

• Journal of Information Technology Applications and Management
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• 제24권2호
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• pp.25-37
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• 2017

The aim of this study is to analyze the effect of the growing activities of large purchasing enterprises on the trust of small and medium size contractors, which is mediated by 'purchase accompany activity'. This subject study includes the first and second contractor companies in Korea. The results of this study are as follow. First, the knowledge and cost price sharing activities of major purchase vendor with cooperative company had a positive effect on the trust of cooperative company, however this was not so with the information sharing activities in that case. Second, the trust of contractors on large purchasing enterprises was positively influenced by sharing activities with purchasing activities of major company. Third, the knowledge and cost price sharing activities of purchasing enterprise with contractors on the sharing activities were mediated by the trust of contracting company on the large purchase enterprise. According to this study, the mediated effect of trust relationship can influence a contracting company. Whereas preceding studies of sharing activities were conducted about unidirectional instruct of large purchase enterprises to small and medium size contracting companies, this study was conducted on bidirectional effects, which included knowledge, cost price, information sharing activities between contracting companies and large purchasing enterprises. Conclusively, this study showed the possibility of spreading cognitive and change about mutual benefits strategy between small and medium size contracting company and large purchasing enterprise.

• 한국의류학회지
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• 제31권6호
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• pp.942-954
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• 2007

본 연구는 의류기업의 공급사슬 기반활동과 마케팅 역량, 업무성과의 구성차원을 파악하고, 업무성과 향상을 위한 공급사슬 기반활동과 마케팅 역량의 효율적인 활용방안을 모색해 보았다. 공급사슬구조의 중간단계에 위치하고 있어 전체 산업의 전후방에 미치는 효과가 크고, 모든 가치활동을 수행할 능력을 가진 대규모 의류유통기업을 대상으로, 한국패션브랜드연감, 한국의류산업협회 등에 등록된 회원사 리스트를 바탕으로 단순무작위 표집하였다. 설문지 조사방법을 통해 총 95부를 자료분석에 이용하였고, 공급사슬 기반활동, 마케팅 역량, 업무성과 수준을 6점 척도로 측정하였다. 변수의 차원 분류 및 타당도, 신뢰도를 파악하기 위해 요인분석과 신뢰도분석을 실시하였고 공급사슬 기반활동, 마케팅 역량이 업무성과에 미치는 영향을 알아보기 위해 다중회귀분석을 실시하였다. 공급사슬 기반활동은 구조적, 물류적, 기술적 요인으로 분류되었고, 마케팅 역량은 차별화, 비용우위, 경영우위 요인으로 분류되었고, 업무성과는 재무시장, 생산, 고객만족으로 분류되었다. 공급사슬 기반활동이 업무성과에 미치는 영향은 기술적 활동강화를 통해 재무시장, 생산, 고객만족성과를 얻을 수 있었고, 구조적 활동강화를 통해서는 생산성과를 극대화 할 수 있었다. 마케팅 역량이 업무성과에 미치는 영향은 차별화 역량강화를 통해 재무시장과 고객만족성과를 얻을 수 있었고, 비용우위 역량은 생산성과에, 경영우위 역량은 재무시장성과에 영향을 미치는 것으로 나타났다.