• 경영정보학연구
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• 제5권1호
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• pp.1-18
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• 2003

효율적 경영활동과 경쟁우위 확보 및 고객관계 경영을 죄하고자 하는 기업들은 정보시스템 투자 비율을 확대하고 있다. 그러나 현실적으로 볼 때 투자를 위한 의사결정 단계에서 검토되었던 정보시스템의 기대가치와 실현가치 간에는 예상치 못했던 격차가 발생하는 경우가 빈번하다. 또한 최근 e비즈니스 전략을 적극적으로 추진중인 기업들은 SCM(Supply Chain Management), ERP(Enterprise Resource Planning), CRM(Customer Relation-ship Management) 시스템을 상호 연동하고자 하는 요구가 증대되고 있다. 그러나 기존 연구들의 경우 개별 정보시스템 단위의 성공 요인들에 대한 연구가 대부분이고, 이들 시스템 간의 연동이나 시스템 구축이후 발생하는 조직 내외적인 장애요인 관련 연구는 미미한 실정이다. 본 연구에서는 이들 시스템을 구축하여 운영중인 기업들을 선정하여 시스템별 그리고 시스템 간의 투자 전후가치격차 유발 요인을 규명하고자 하였다. 연구결과는 기업의 정보시스템 투자 의사결정시 반드시 사전에 고려하여야 할 가치격차 유발 요인들에 대한 통찰력을 제시할 수 있을 것이며, 관련 분야 연구의 실증적 접근을 위한 토대를 제시할 것이다.

• 유통과학연구
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• 제11권8호
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• pp.31-37
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• 2013

Purpose - This study aims to strengthen the economic cooperation between Korea and Japan by studying the pattern of trade between them and identifying drawbacks. Thus, it aims to enable trade expansion by analyzing the factors that affect trade and identifying ways to improve them. If economic cooperation is improved, transport and communication costs, as well as the transaction cost of economic exchanges, can be minimized. Research design, data, methodology - The trade intensity index developed by the Japanese economist Yamazawa under his trade intensity theory was used to analyze the trade decision factor of Korea and Japan. Trade structure and decision factors were analyzed for the target period of 2000 to 2012, and the period ranging from 2000 to 2005 was compared with the period ranging from 2005 to 2012. This paper is an analysis of the resultant time series. The data were collected from Korea Traders Association, Korea Customs Office, and UN Comtrade (2000, 2005, 2012) and whole table indexes were calculated by the author. Trade related index was used to analyze the comparative advantage based on time-series analysis statistics data (2000. 2005, 2012) through an analysis of the trade intensity index (TII), revealed comparative advantage index (RCA), and trade specialization index (TSI). Results - The trade intensity index of the industries of Japan and Korea is 1.814 in 2000. The export ratio of Japan against China was slightly higher at 2.128. TII is indicated to be 1.600 in both 2005 and 2012, which means export ratio of Japan against China is considerably maintained in 2005; however, export ratio of Japan against China is diminishing gradually as its index is 1.600 in 2012. Second, as per the trade specialization index of the ship industry in Japan and China, TSI is indicated to be -0.818 in 2000, -0.308 in 2005, and -0.847 in 2012. Generally, it is still closer to -1 and especially, we can see it is more closer to -1 in 2012. Third, as per the revealed comparative advantage index of the ship industry in Japan and China, the RCA index in 2012 is 0.007, which is quite far from 1 as compared to the value in 2000 and 2005. Hence, the Japanese ship industry has a significant comparative disadvantage against the Chinese ship industry. Conclusions - Both countries invest most of their capital in the shipping industry. It is the shipping industry that receives the most capital investment in the two countries is invested and governmental policy funds are needed. As both countries have large shipping industries, this research project is very valuable. Japan and China are compared because they are Korea's neighbors. Also, Korea is strategically located in Northeast Asia and has a history of foreign intrusion from several countries. Therefore, the purpose of this research study is to understand the trade structures of both countries and intensify the economic cooperation between Japan and China.

• 한국항해학회지
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• 제19권3호
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• pp.35-65
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• 1995

The development of Korean shipping industry is maybe defined into three development stages-industry fixing stage, industry coordinating stage, industry development stage-. The development of shipping industry has been depended on the geovernment/authority role such as shipping policy, system, law, rules and regulations. In 1983, Korean shipping industry reorganization and coordination by shipping authority have made our shipping industry on the stable condition together with each company's efforts. Today's world economic environment such WTO/UR negotiation results get this government role limited. According to the being reduced government role, each company's competitive advantage power becomes more important. Besides, korean shipping industry is exposed into the entire and bitter world competition. In order to win and prevent the world shipping competition, it is necessary to look out the competitive advantage power of Korean shipping industry. The first purpose of this study is the situation analysis for competitive advantage power of Korean shipping industry. The second is to compare with our shipping policies with foreign ones concerned with ship, cargo, crew, tax and others. But in order to compare with foreign shipping, this study need their shipping statistics data, this study has some limit of the foreign data. This study has been carried on the basis of the following items. 1. Shipping environment, 2. Ships and ship acquirement(shipbuilding/purchasing), 3. Oceangoing cargo and ship's stowage rate, 4. Human factor in shipping-crew, 5. The incomes and costs in finacial statements. We have some conclusions as following through the this study. First, Korean shipping industry environment-competitive disadvantage situation- has changed rapidly due to the shipping market opening, free market entering of foreign shipping. Second, Korean shipping is disadvantageous due to the high tax rate and financing conditions in connection with ship acquirement. In order to improve the competitive advantage power, the shipping tax system and ship financing conditions should be reviewed to profitable for owners. Third, but both world and Korean oceangoing cargoes quantity have been increased annualy, Korean ship's cargo stowage rate is being decreased. This is serious situation but Korean shipping take well use of foreign vessel with hire. It is recommended to take use of owner's vessel and hired ones in the long range view, considering the world shipping management. But the number of crew has been decreased by 2, 000~3, 000 annualy, it is desirable that the long sea-experienced crew have been increased. Almost of owners usauly complain the crew cost is the main obstacles to competitive advantage power. Human factor is the most important firm's asset. All owners should pay attention to this though, and invest the proper budget to training, education, welfare as much as possible. In the long run this effects could be feedback to owners. Fifth, We must improve the financial statements structure, that is, the first step is to increase income, the second is to decrease cost, the third is to increase income on the same cost, the fourth is to decrease cost on the same income. It is essential to find out what the urgent investment is and what unnecessary cost is. At last, in order to competite world shipping race, each shipping firm must try for himself to retain the power. The government/authority is no longer dependable. I believe that each firm's power will be the industry's power, the industry's power will be the nations's power.

• 통상정보연구
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• 제14권4호
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• pp.317-337
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• 2012

본 연구는 조선산업과 해운 발전을 위해 한국과 중국의 선박금융제도에 대해 비교하고 이를 바탕으로 문제점을 도출하고, 우리나라 선박금융제도의 발전방안 제시하였다. 2008년 글로벌 금융위기 이후 리먼브라더스의 파산 이전까지만 하더라도 유럽의 주요선진국이 독점하던 선박금융이 한국, 일본, 중국 등 상대적으로 강력한 금융시스템과 저금리를 바탕으로 아시아 지역으로 중심이 변화되고 있는 실정이다. 본 연구는 동북아 3국 가운데 가장 먼저 선박금융을 도입한 한국이 오히려 중국의 도전에 직면하고 있는 현재의 상황을 극복할 수 있는 대안이 무엇인지 연구하였다. 본 연구에서 한국의 선박금융의 문제점을 선박금융 조달의 한계, 전문 인력의 부족, 환리스크 상존, 관계자의 이해 부족을 제시하였으며, 이러한 문제점을 해결하기 위한 대응방안으로 선박금융전문기관의 설립, 금융산업에서의 전문인력 양성, 원화의 대외신임도 상승, 이해당사자간의 지속적 협의 등을 제시하였다. 우리나라는 아시아 최초의 선박펀드 도입국가이지만, 해운과 조선 및 선박금융의 유기적인 연결 속에서 중국 선박펀드의 성장과정을 눈여겨봐야 할 것이다.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2007년도 추계학술대회 및 제23회 정기총회
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• pp.51-55
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• 2007

이 글은 선박매매에 관하여 해사법상 법률관계와 영국 보통법상 판례의 판결 그리고 한국 해운산업에 대하여 몇 가지 입법적 제언으로 구성한다. 최근 신조선박의 수주량과 거래는 대부분 동아시아의 한국, 일본 그리고 중국에서 형성되고 있다 특히 한국의 주요 조선소들은 규모를 확대하고 있고 LNG(액화천연가스) 수송을 위한 새로운 해운산업을 개척하고 있다. 여기에 한국의 정부도 점차 인터넷을 통한 중고선박매매의 활성화에 관심을 두고 있으며, 한국해운거래소를 설립할 계획도 모색하고 있다. 그러므로 이 글은 선박매매의 법적 특질, 선박매매의 표준서식, 및 선박매매에 관한 해사법상 문제점 과 개선방안을 제언함으로 결론적으로 해사법상 선박매매의 입법적 제시와 한국형 선박매매서식의 제작, 해사법상 선박매매에 관한 현행법 제 ${\cdot}$ 개정 및 특별법제정과 한국해운거래소 설립의 필요성을 제언한다.

• Journal of Advanced Marine Engineering and Technology
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• 제38권7호
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• pp.854-867
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• 2014

지속적인 유가의 상승에 따라 국제 석유 자본들의 유전개발에 대한 투자가 활발하고 지속적으로 증가하고 있는 추세에 있다. 최근 5년 동안(2008~2013)에 인도된 드릴쉽(drill-ship)은 67척으로 그 이전 30년 동안에 인도된 척수의 두 배에 이른다. 그리고 최근에는 3,000 m 내외의 심해유전 개발이 증가하고 있다. 이에 따라 시추 장비와 시스템이 대형화 추세에 있으며, 이들의 운전을 위한 디젤발전기의 용량이 증가하였다. 디젤발전기 용량은 일반 상선과는 달리 고출력 및 고전압이 요구되며, 이를 충족시키기 위하여 V-type 320 mm 실린더 내경의 고출력 엔진에 대한 수요가 증가하게 되었다. 드릴쉽의 경우 일반 상선 대비 선박건조 기간이 길어짐에 따라 커미셔닝 기간 중 장시간 저 부하 운전이 불가피하여 엔진 윤활유 관리의 중요성이 대두되었다. 최근에는 선박인도 전 크랭크핀에 캠마모(Cam wear)와 같은 이상마모가 발생하였으며 시리즈 호선 및 관련 호선들에 대한 크랭크핀의 전수 검사 결과 정도의 차이가 있었으나 모두 크랭크핀에 이상마모가 발생한 것이 확인되었다. 본 논문은 실제 호선에 적용된 엔진 크랭크핀의 이상마모 발생 원인에 대해 이상마모 메커니즘 분석과 실증결과 분석을 통하여 재발방지를 위한 대책 방안에 대하여 논하였다.

• 해양환경안전학회지
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• 제26권3호
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• pp.262-268
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• 2020

The IMO (International Maritime Organization) has mandated the restriction of SOx emissions to 0.5 % for all international sailing vessels since January 2020. And, a number of countries have designated emission control areas for stricter environmental regulations. Three representative methods have been suggested to cope with these regulations; using low-sulphur oil, installing a scrubber, or using LNG (Liquefied Natural Gas) as fuel. In this paper, economic analysis was performed by comparing the method of installing a scrubber with the method of using low-sulphur oil without installing additional equipment. We suggested plausible layouts and compared the pros and cons of dif erent scrubber types for retrofitting. We selected an international sailing ship as the target vessel and estimated payback time and benefits based on navigation route, fuel consumption, and installation and operation costs. Two case of oil prices were analyzed considering the uncertainty of fuel oil price fluctuation. We found that the expected payback time of investment varies from 1 year to 3.5 years depending on the operation ratio of emission control areas and the fuel oil price change.

• 한국국방경영분석학회지
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• 제9권2호
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• pp.23-30
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• 1983

A simulation study was conducted to determine optimum capacity of Navy drydock facility using GASP-IV, an advanced FORTRAN-based simulation language, under demands of regular overhauls and emergency repairs by ships of an hypothetical fleet composition. Three year dock usage data was analyzed to produce probability distributions underlying drydock repair demands. The present facility size of two drydocks was simulated and was found to be somewhat short of adequate service capability, showing excessive average waiting time and average queue length. The simulation model was then modified to include an additional drydock of similar size as the other two and a year's simulation was again conducted. All repair needs were quite satisfactorily met and all docks showed very high utilization factor (0.98). This contributed to an increase in the fleet's ship availability from 0.95 to 0.99. This study illustrates the usefulness of simulation technique as a tool for analyzing policy alternatives in military long-term investment areas.

• 한국시뮬레이션학회:학술대회논문집
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• 한국시뮬레이션학회 1998년도 추계학술대회 및 정기총회
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• pp.17-20
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• 1998

The purpose of this paper is to develop a port simulation program for Inchon Port. The arrival and departure data from Inchon Port are analyzed, several probability density functions for the interval time and service time are estimated, and the berthing rules are constructed based on experts experiences. The port simulation program is written in visual basic considering the interarrival p.d.f., service rate p.d.f., berthing rules, and dual-dock system, and is used to analyze the effects of the changes in ship arrival rate and service rate upon the demurrage. It is expected that we can use the simulation results in order to prepare proper service level and to evaluate the appropriate investment strategy to be planned.

• 산업경영시스템학회지
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• 제22권49호
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• pp.163-168
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• 1999

The purpose of this study is to develop a port simulation program for Inchon Port. The arrival and departure data from Inchon Port is analyzed and the berthing rule based on formal materials and experiences is constructed. A Port-Simulation program to analyze the effects of the changes in ship arrivals, service capacities upon the demurrage is constructed and several scenarios are analyzed. It is expected that we can use the simulation results in order to prepare proper service levels and plan appropriate investment strategies.