• Journal of Global Scholars of Marketing Science
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• v.9
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• pp.129-151
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• 2002

Today, shipping companies have shown the positive volition to the finding of chanced market through the development of new route with the new recognition and enhancement of competitiveness on the quality management in order to cope with the sharply-changing environment of shipping industry. Accordingly, this study is an empirical study which attempts the general and situational approach in order to clarify what TQM source, Activities and performance affect the enterprises and how it is different upon the step of quality management activities in the object of the incidental business related to the oceangoing and costal transportation, and marine and the groups related to the marines, subdividing the area of offering the shipping service.

• Journal of Navigation and Port Research
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• v.29 no.6 s.102
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• pp.501-508
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• 2005

The purpose of this paper is to present the alternatives for improving coostal shipping logistics system to be a logistic hub-nation with a competitive edge. For this purpose, major environmental factors in Northeast Asia and accordingly its effects are analyzed And then the effects of coastal shipping system's development strategy is analysed using Structural Equation Model and Multiple Regression Model. Research results show that three types of coastal shipping development strategy( connected transportation system, structure of coastal shipping system, governmental support policy) will contribute much to being a logistics hub-nation. From the results, some implications are derived as follows. Firstly, environmental-friendly balanced ocean-coastal transport system is required Secondly, a excusive feeder port, Ro-Ro ship & high-speed ship are necessary to establish the one-stop logistics service system Finally, governmental support policy and subsidy(tax-exempted oil & various tax benefits) are required to reactivate lagged coastal shipping system to be a logistic hub-nation with a competitive edge.

• Journal of the Korean Institute of Navigation
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• v.16 no.3
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• pp.43-53
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• 1992

1992년 전반기에 우리나라에 근해해운기업 3개사가 도산하였으며, 많은 그해해운기업이 심한 경영상의 어려움을 겪고 있다. 그러한 도산이유를 대별하면 기업 내적요인과 기업 외적요인으로 나눌 수 있을 것이다. 이 논문에서는 기업외적 요인의 하나로서 근해지역에 있어서의 선박의 과잉공급과 운임의 덤핑을 상정하고서 최근 소련의 연방해체 이후 극동지역에서 생성되기 시작한 러시아의 해운사기업의 생성배경 및 경영형태를 분석하고, 그러한 러시아의 해운사기업이 보유하고 있는 선박이 우리나라의 근해해운시장에 미치는 영향을 살펴본 뒤 이에 대처하기 위한 우리나라 해운정책의 기본방향을 제시한다. 이 논문의 목적을 달성하기 위하여 사용된 연구방법은 문헌조사, 현장조사, 그리고 면접법이다. 본 연구는 러시아 해운사기업의 생성근원이 되는 국영해운기업, 실제로 극동지역에서 경영되고 있는 러시아의 해운 기업 및 러시아 연방정부의 교통부산하 해운국을 방문하여 각 조직의 최고 책임자 및 주요 인사를 대상으로 면접과 현장조사를 실시하였으며, 일본 및 러시아의 해운연구기관의 주요인사와 우리 나라의 해운기업의 최고경영자들도 본 연구의 면접대상에 포함되었다. 이 연구에서 도출된 주요 결과로서는 첫째, 러시아의 해운사기업은 소련연방산하에 이었던 국영해운기업에서 제공된 매운 낮은 용선료의 선박과 우리나라의 근해선사 또는 대리점과의 노우 하우(know-how) 의 결합에 의해 생성되었으며 둘째, 그러한 매커니즘에 의해서 우리나라 근해지역에 영업활동중인 러시아 선박은 재화중량톤수 약 4천 내지 5천톤에 해당하는 하천.해상형태(river sea type)의 살물선으로서 총 40여척에 달하고 있으며, 셋째, 그러한선박의 용선료는 1992년 3월에 현재 우리나라 근해해운시장에서 형성된 용선료 수준의 50% - 60%에 해당하며, 넷째, 우리나라의 근해화물을 원활하게 확보.수송하기 위하여 일부의 선박은 편의치적국의 선적을 이용하여 운항되기도 한다. 이 연구의 결과를 바탕으로 한 정책적 제언은 경영기술, 자본력, 선박의 질적수준 및 경쟁의 측면에서 일본보다도 취약한 상태에 있는 우리나라의 근해해운을 성장.발전시키기 위해서는 정부는 먼저 연안해운에 적용시키고 잇는 면허제도를 점진적으로 개방화시켜 우리나라의 연안해운의 자본력을 증강시키고 경쟁원리에 의한 경쟁력을 제고시켜야 하며, 제 2선적제도의 발달과 해운경영의 국제성에 맞추어 근해해역에서 활동하는 우리나라의 선박에대해서 부분적으로 선박의 국적을 점차 개방시켜 나가는 정책을 검토해야 할 단계라는 것이다. 이러한 점에 있어서 지난 30여년간 외항해운부문에 중점을 두어온 우리나라의 해운정책은 이제 근해해운정책의 개발에도 관심을 기울여야 하는 전환점에 있다고 할 수있다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.29 no.1
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• pp.441-449
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• 2005

The purpose of this research is to present the improvement measure of lagging behind coastal shipping system to be a logistic hub-nation with a competitive edge. For this purpose, this research tries to find out major northeast asia environment factors and accordingly the effects of its. The effects of coastal shipping system's development strategy is analysed by structural equation model and multiple regression model. Research results show that three types of coastal shipping developing strategy(connected transportation system, structure of coastal shipping system, governmental support policy) will contribute much to be logistic hub-nation. The contribution effects is increasing cargo from strengthened feeder transport system and maximizing logistic service &minimizing logistic costs. From the result, some implications are derived as follow. First, familiar environmental balanced ocean-coastal transport system is required. Second the one-stop logistic service system is necessary to build excusive feeder port, and to establish Ro-Ro ship & high-speed ship, etc.. Third, governmental support policy and subsidy(tax exempted oil & various tax benefits) are required to bring up lagging behind coastal shipping system to be a logistic hub-nation with a competitive edge.

• Journal of Navigation and Port Research
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• v.28 no.8
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• pp.687-697
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• 2004

This paper is aimed to guide ocean-going companies to reasonable decisions and to increase the competitiveness of Korean shipping industry by clarifying the determinants of political costs of ocean-going companies, which only depend for the enormous amount of money to introduce the operating fixed assets, or the vessels, upon the supporting policy from the government or the loan from the related financial institutions. As independent variables of the political costs, 5 elements were settled such as company size(sales, total assets and market share), debit ratio, capital concentration ratio, profitability(operating profit) and marine risk(sales fluctuation). To verify the relations and the effect level between dependent variables and political costs, the Multiple Regression Analysis Model was applied The result of the analysis shows significantly positive relations between size variables and political cost of shipping industry. Moreover, debt ratio and profitability were proved significant related with political costs of shipping industry.

• Proceedings of KOSOMES biannual meeting
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• 2006.05a
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• pp.27-31
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• 2006

본 연구에서는 ISM Code 의 국내도입에 따른 성과를 실증 분석하였다. 안전관리체제 도입 성과를 21 개 항목으로 조사한 결과, 5점 만점에 3.5점으로 전반적으로 도입성과가 높은 것으로 나타났다. 내항 해운기업보다는 외항 해운기업이, 98년 이후 가동기업 보다는 그 이전 기업이, 중소기업보다는 대기업에서 ISM 시스템이 정착되고 도입 성과도 높은 것으로 분석됐다. 본 연구는 국내 도입이 본격적으로 진행된 지난 1995년 이후 10여년 경과 시점에 연구가 진행되어 매우 시의적절하다고 할 수 있겠다.

• Proceedings of the Korea Port Economic Association Conference
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• 2006.08a
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• pp.103-124
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• 2006

This paper is concerned with a comparative study on the economic effects upon the Korean economy by transport mode, ie road, rail, air, and coastal and inland water transportation between 1990 and 2000, using input-output analysis. The economic effects consist of backward and forward linkage effects, production inducing and import-inducing effects. The data employed for this study come from the Bank of Korea database for Input-Output structure of the Korean economy. The major findings in this study are, among others:(1) the power of dispersion(=backward linkage effect) of coastal and inland water transportation sector is the highest among the four transport sectors, while road cargo transport mode showed the highest the degree of sensitivity (=forward linkage effect); (2) rail cargo transport recorded the highest production inducing effects; and (3) air transport mode achieved the highest ranking in the import-inducing effects.

• Journal of Navigation and Port Research
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• v.32 no.3
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• pp.185-192
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• 2008

This paper firstly aims to classify the applicability of the Balanced Scorecard approach to Korean ocean-going shipping firms' management system. The applicability of this approach from Korean shipping firms using Balanced Scorecard will create more effective and efficient organizational performance with reflecting non-financial indexes and making a balance among missions in organization. Secondly, the paper suggests positive information and theoretical evidences to improve Korean shipping firms' management system with examining an availability of the Balanced Scorecard as one method of management tools. So these factors are analysed by structural equation model. This study provides CEO in Korean ocean-going shipping firm the guideline and availability of the Balanced Scorecard as to what kinds of factors should be considered and what is the most critical factor to adopt the BSC into their business.

• Journal of Navigation and Port Research
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• v.46 no.6
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• pp.547-553
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• 2022

This study analyzed the changes in the operational productivity of fourteen Korean container lines from 2019 to 2021 using MP I(Malmquist Productivity Index). The results indicated that the operational productivity of the shipping companies has increased by 38.4% annually, representing the TCI (Technical Change Index) increasing by 58.3% and the TECI (Technical Efficiency Change Index) decreasing by 12.6%. The increase in the operational productivity of the container shipping lines was mainly attributed to the high rise in ocean freight rates rather than an increase in fleet size or ship technical efficiency. However, the deep-sea shipping lines (i.e. HMM and SM lines) experienced increases in both the TCI and TECI, which was not the case for other shipping lines(i.e. Intra-Asian short-sea shipping lines). The intra-Asian short-sea shipping lines enhance their productivity due to the TCI but failed to appreciate the cost savings of the increased fleet effects due to the low SECI(Scale Efficiency Change Index) values.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.351-358
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• 2022

This study analyzed changes in the market concentration of Korean ocean-going shipping companies using shipping revenue based CR (Concentration Ratio), and HHI (Herfindahl - Hirschman Index) to examine the effects of the government's selection and concentration based the shipping reconstruction scheme. The results of this study showed that the market structure of the Korean shipping industry has changed from a competitive market to a rather concentrated market, as CR as well as HHI values have increased from 2019 to 2021. In particular, the market share of the deep-sea shipping lines has risen significantly compared to the intra-Asian short-sea shipping lines and the tramp carriers, implying that the Korean liner shipping market has become a monopoly, or highly concentrated oligopoly market. Compared to other shipping markets, the high rise in ocean freight rates (i.e. Asia-Europe America) was the leading cause of the increase in the revenues of the ocean-going shipping lines, and the increased fleet through preemptive government support has enabled them to achieve more revenues. As a result, it can be interpreted that the government's fleet expansion strategy has been more effective than expected, but it is too early to conclude if the market structure of the Korean ocean-going shipping companies has been strengthened.