• 한국항해학회지
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• 제18권2호
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• pp.91-109
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• 1994

Technological and organisational changes in transport system have introduced new dimension into port system development and inter-port competition. The quality of service now required by the customer is costly and not easily provided by small shipping companies and small ports. It has been suggested that in the future container shipping may be concentrated by space-sharing arrangements or actual mergers into the hands of a few mega-operators with the investment potential to provide total logistics networks. In order to compete effectively, high load factors will be essential and port concentration inevitable. A fa-voured few ports will become the load centres and other ports will assume a secondary feeder role. In this study, three questions are raised and attempts are made to answer them : (a) what is the new role of ports today ; (b) why should ports be engaged in this new role ; and (c) how can ports play this new role. In short, a modern port should be a service centre and a logistic platform for international trade and transport-a third generation port. Ports, in particular, have to make every effort to be competitive in the cost and quality of services and to make the port a transport and distribution service centre. For most ports, this is not an option but a must ; an essential requirement for survival in this win or lose situation. The best way to win is to maintain a close contact with port users, listen to them, discuss with them, help them and satisfy them. That is port marketing. Starting from the findings of port marketing, it is es-sential to work out appropriate development plans and marketing targets and to improve port competitive-ness. As an alternative method, a port competitiveness model is suggested, which may help port managers to make appropriate improvements.

• 한국항만경제학회지
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• 제20권1호
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• pp.57-77
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• 2004

The meaning of seaport has always been translated into something concerned with nation-wide goals and viewpoints, which used to be in developing country. The time developing countries have tried to be in pursuit of their economic development, one of important sectors is SOC investment that is needed into huge capital input which they couldn't easily afford to it. Another one which we have to mention in terms of seaport at contemporary maritime matters is privatization of port, that is strongly connected with efficiency to achieve port productivity. All these factors can produce high quality of service, and port co-operation and diversification of their business areas, etc. Therefore we then have to think of private port management companies such as P&O Ports, Hutchison Whampoa in HK, etc. in order to provide better port service to the customers, and they can also get involved into capital port investment as well. This kind of concept already comes from Denholm Ship management companies in shipping. So, it is necessary for us to look into port management company in our side, which means, we have to be involved into such a business to invest and manage foreign ports as well as our ports. Then, port competitiveness will follow in our ports.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2013년도 춘계학술대회
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• pp.429-431
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• 2013

선박 교통의 안전을 확보하고 항만의 효율성의 제고, 해양사고예방 및 해양환경 보호의 역할 기능으로 오늘날 해상교통관제의 중요성이 증대되고 있는 실정이다. 하지만 해상교통관제 운영의 법적근거가 미흡하여 적극적 체계적 관제 시행이 어려운 것이 현실이다. 이러한 해상교통관제 제도 선진화에 따라 관련 규정의 재정비는 필연적인 것으로 보인다. 따라서 본 연구는 현재 우리 나라 관제대상 선박의 적절성을 검토하고 나아가 관제대상 선박 적정 규정에 관한 지향점을 제시하기 위한 기초 연구로 삼고자 한다. 전 세계 27개국 124개 지역을 대상으로 조사한 관제대상 선박기준을 조사하여 우리나라 각 지방해양항만청의 관제대상 선박기준과 비교 분석을 통하여 적절성을 검토를 하고자 한다.

• 무역상무연구
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• 제38권
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• pp.229-262
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• 2008

With the introduction of supply chain management concept, the nature of a firm is fundamentally changed. Control is no longer based on direct control of the business processes, but rather based on integration across member organizations in the supply chain. Firms are trying to achieve a competitive edge by managing their supply chain performance to gain advantages in cost and service differentiation. The supply chain elements of a sea port involves ILSP (Inbound Logistics Service Provider) at the input side and OLSP (Outbound Logistics Service Provider) at the output side. The goal of sea port is to satisfy the needs of different parties, both upstream and downstream, in the chain with greater effectiveness and efficiency than it's competitors. In this context, the purpose of this paper is to derive conceptualization of the SCP (Supply Chain Performance) in the sea port from literature review on the previous researches and to tackle their theoretical and practical implications. The paper deals with conceptualizing SCP in sea port using the SCOR (Supply Chain Operation Reference) model. It incorporates both the effectiveness and efficiency aspects of performance measurement. And it also recognizes customer related reasons for measuring performance.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2006년도 춘계학술대회 및 창립 30주년 심포지엄(논문집)
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• pp.153-162
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• 2006

본 연구의 목적은 남한과 북한간의 화물운송을 위한 해상운송과 항만서비스를 위한 협력적인 관리계획을 수립하고 한강하구와 서해접경지역에 해상운송과 항만개발의 번영을 신속히 실현하는 방안을 제공하는 것이다. 특히 해상평화공원을 둘러싼 환경을 보존하기 위한 노력을 개발계획에 반영하는 것이다. 본 연구의 취지는 한강하구지역의 번영은 보존을 병행한 해상운송과 항만서비스의 개발을 통해서 가능하다는 것을 보이는 것이다.

• 한국정보시스템학회:학술대회논문집
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• 한국정보시스템학회 2001년도 추계학술대회 발표논문집:차세대 전상거래 시대의 비즈니스전략
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• pp.14-30
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• 2001

At present, EDI system is indispensable process in Port and e-logis industry. Using EDI system service has been variably applicable Client/Server system base on 2-Tier, Web EDI and skill oriented distribution object. Up to date, EDI System has been Closed. Moreover it raised several points on User. For settling the problem, A study make progress with Web EDI system, XML/EDl system, distribution object technology based on 3-Tier. This Study produce several EDI system and Service. With a Result of study as the central figure, All kinds of System and Service make a comparative study synthetically in port and e-logis industry. As a result of Study, this paper make an Model Construction Planning for estimating the Port EDI System.

• 전기전자학회논문지
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• 제14권4호
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• pp.297-304
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• 2010

This paper presents a link layer design of DisplayPort interface with a state machine based on packet processing. The DisplayPort link layer provides isochronous video/audio transport service, link service, and device service. The merged video, audio main link, and AUX channel controller are implemented with 7,648 LUTs(Loop Up Tables), 6020 register, and 821,760 of block memory bits synthesized using a FPGA board and it operates at 203.32MHz.

• 한국항만학회지
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• 제11권2호
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• pp.145-156
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• 1997

The purpose in this study is development of model for the Container Terminals of Pusan Port, First of all, Quantitive and Qualititve factors are characterized which effects on Physical Distribution System in Container Terminals. The System Dynamics method is used to develope the model by using these factor. This model is able to present the timinig of investment in Container Terminals of Pusan Port. Six models are showed by change of parameters in System Dynamics, in this paper. In the model, Five feedback loop were found. Loop 1 : Number of Liners$\rightarrow$Number of Congested ships$\rightarrow$Port's Charges$\rightarrow$Export & Import Cargo Volumes$\rightarrow$Number of Liners$\rightarrow$The will to investment of government$\rightarrow$Length of berth→Number of Liners. Negative loop was acquired. Loop 2 : Port's Charge$\rightarrow$Economic of Port$\rightarrow$The will to Private management$\rightarrow$Efficiency for Port's Operation$\rightarrow$Port's Charges. Positive loop was acquired. Loop 3 : Number of Congested ships$\rightarrow$Planning for future development$\rightarrow$Information Service$\rightarrow$Support service for port's user$\rightarrow$Number of Congested ships. Negative loop was acquired. Loop 4 : Number of Congested ships$\rightarrow$Planning for future development$\rightarrow$Extent of stacking area$\rightarrow$Number of handling equipmint$\rightarrow$Number of Congested ships. Negative loop was acquired. Loop 5 : Export & Import Cargo Volumes$\rightarrow$Number of Liners$\rightarrow$Econmic of Port$\rightarrow$Support service for port's user$\rightarrow$Export & Import Cargo Volumes. Positive loop was acquired. System's level variables were selected as followings ; Number of Liners, Number of Congested ships, Export & Import Carge Volumes, Length of berth, and Port's Charges. As result of simmulation of model, fluctuation of respective year was found in level variables. This fluctuation can be used properly to present timing of investment.

• 한국항만경제학회지
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• 제39권4호
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• pp.285-294
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• 2023

항만은 국가의 주요한 교통시설이자 국가보안시설로써, 지속적인 감시가 필수로 이뤄진다. 특히, 입항선박, 컨테이너 보관, 주요 근접 도로, 출입통로 등 많은 대상을 감시하고 있다. 이에 따라 항만보안은 항만을 위협하는 테러, 범죄 등을 예방하는 것 뿐만 아니라, 항만을 출입하는 고객과 차량을 이용하는 항만이용객에게 출입증, 절차 등을 안내하는 서비스가 복합적으로 제공된다. 따라서 본 연구에서는 항만 보안 서비스를 정의하고, 선행연구를 바탕으로 서비스 품질 결정요인(직원품질, 물리적품질, 결과품질)을 파악하여, 확인적 요인분석을 통해 유의하다는 결과를 도출하였다. 이를 통해 항만보안서비스를 제공하는 기관 및 기업의 항만보안 업무 개선 방향을 제안하고자 한다.

• 한국항해항만학회지
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• 제40권1호
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• pp.35-41
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• 2016

항만 혼잡은 항만의 서비스 경쟁력 및 선화주의 항만 선택 요인으로 중요하게 인식된다. 우리나라 항만의 현행 체선지표인 체선율은 항만별 선박척수 비율로 단순 산정되어 항만의 고객인 선화주의 항만 선택 결정 및 항만관리자의 항만 개발 및 관리 운영 정책 수립 의사결정에 제한적으로 활용된다. 본 연구는 항만운영정보시스템과 해상교통관제시스템 원시자료를 활용하여 우리나라 항만의 선박 입출항 서비스 수준을 측정하고자 약 10년간의 부두별, 선종별 대기율을 산정하였다. 컨테이너선박의 대기율은 4% 미만, 비컨테이너선박의 대기율은 15% 미만으로 UNCTAD, OECD에서 제시한 적정 수준을 만족했다. 대기율 분석 결과, 포항항이 57%로 가장 높았고, 세부 부두별로는 포항 신항의 1부두, 8부두, 4부두, 5부두, 선종별로는 철강재운반선, 일반화물선, 산물선(벌크선) 등의 순으로 높았다. 선박의 접안시간에 대한 묘박지 대기시간의 비율로 측정되는 대기율과 함께 선석점유율, 선박 대기 척수 및 시간 등은 항만 고객의 관점에서 항만별 부두별 서비스 수준을 평가할 수 있는 유용한 지표이고, 나아가 항만관리자의 항만 투자의사결정이나 관리 운영 정책 수립에 중요한 지표로 활용될 수 있다.