군산 현대조선소 폐쇄 대신 울산 현대조선소 수출물량을 감축했더라면?

윤재호 한국해양비즈니스학회 2022 해양비즈니스 Vol.- No.52

In this paper, first, the effects of the closure of Gunsan Hyundai Shipyard on 165 industrial sectors in 17 Korean provincial economies have been estimated. An inter-regional and inter-industry analysis of the reduction of ship exports, worth ₩1,232.2 billion at Gunsan Hyundai Shipyard, which caused its closure, has been conducted with the most recent ‘2015 regional input-output statistics,’ publicized in 2020 by the Bank of Korea. Second, another inter-regional and inter-industry analysis of the reduction of ship exports, worth the same ₩1,232.2 billion at Ulsan Hyundai Shipyard has been conducted as an assumed scenario that Hyundai Heavy Industries should have chosen if it did not have closed the Gunsan Hyundai Shipyard. And their results are compared and contrasted for the analysis of regional economy as well as business policy implications. The estimated effects on the production, value-added, imports in aggregation nation widely have no significant difference in both cases. But significantly different figures have been estimated in the unemployment effects between the two cases. It is shown that the Gunsan Hyundai Shipyard case reduces 13,046 workers while Ulsan Hyundai Shipyard case reduces 11,444 workers nation widely. And it is found that this difference is mainly attributed by the higher labor productivity in Ulsan Hyundai Shipyard than Gunsan Hyundai Shipyard, which supports the management decision to close Gunsan Hyundai Shipyard by Hyundai Heavy Industries in 2017.

New shipyard layout design for the preliminary phase & case study for the green field project

Young Joo Song,Jong Hun Woo 대한조선학회 2013 International Journal of Naval Architecture and Oc Vol.5 No.1

For several decades, Asian nations such as Korea, Japan and China have been leading the shipbuilding industry since the decline in Europe and America. However, several developing countries such as India, Brazil, etc. are going to make an entrance into the shipbuilding industry. These developing countries are finding technical partners or information providers because they are in situation of little experiences and technologies. Now, the shipbuilding engineering companies of shipbuilding advanced countries are getting a chance of engineering business against those developing countries. The starting point of this business model is green field project for the construction of new shipyard. This business model is started with a design of the shipyard layout. For the conducting of the shipyard layout design, four kinds of engineering parts are required. Those are civil engineering, building engineering, utility engineering and production layout engineering. Among these parts, production layout engineering is most important because its result is the foundation of the other engineering parts and it determines the shipyard capacity during the shipyard operation lifecycle. Previous researches about the shipyard layout design are out of the range from the business requirements because most research cases are in the tower of ivory, which means that there are little consideration of real ship and shipbuilding operation. In this paper, a shipyard layout design for preliminary phase is conducted for the target of newly planned shipyard at Venezuela of South America with an integrated method that is capable of dealing with actual master data from the shipyard. The layout design method of this paper is differentiated from the previous researches in that the actual product data from the target ship and the actual shipbuilding operation data are used for the required area estimation.

The State of Marine Pollution in the Waters adjacent to Shipyards in Korea - 1. Analysis of Pollution Incidents occurred in Shipyards

Kwang-Soo Kim,Won-Hui Han 해양환경안전학회 2014 해양환경안전학회지 Vol.20 No.6

최근 10년간(2004 2013년) 국내의 조선소에서 발생한 해양오염사고의 건수를 연도별, 지역별, 조선소 작업별 및 오염물질별로 분석하였고, 이 분석 결과를 바탕으로 조선소 내 오염사고 방지 방안을 제시하였다. 전국의 조선소 내 오염사고는 10년간 총 103건이 발생하여 연평균 10.3건이었고, 연간 발생건수는 2004년 8건에서부터 점증하는 추세를 보이면서 2010년 23건으로 최고를 기록하였다가 다시 감소하는 추세로 바뀌어 2014년 9건을 나타내었다. 지역별 오염사고 건수는 부산이 32건(31%)으로 1위이고, 전남이 30건(29%), 경남이 21건(21%), 제주가 5건(5%), 강원과 경북이 각각 4건(4%), 인천과 충남이 각각 3건(3%)이었다. 조선소 작업별 오염사고 건수는 선박수리 작업이 60건(58%)으로 1위이고, 선박해체 작업이 25건(24%), 선박건조 작업이 10건(10%), 기타가 8건(8%)이었다. 오염물질별 오염사고 건수는 기름 및 유성혼합물이 59건(57%)으로 1위이고, 폐페인트 가루가 22건(21%), 쇳가루 및 용접슬래그가 13건(13%), 폐기물이 4건(4%), 폐FRP 가루가 3건(3%), 기타가 2건(2%)이었다. 국내 조선소 내의 오염사고를 방지하기 위한 방안으로는 ① 관련 법규의 준수, ② 조선소 밀집 지역에 대한 오염사고방지 실행계획의 수립 및 시행, ③ 특히 선박 수리 및 해체 작업을 하는 경우 조선소 내 기름오염방지 방안의 수립 및 시행, ④ 조선소 오염사고에 대한 민원 해결 대책의 마련, ⑤ 조선소 단속에 대한 국가 관리의 개선 등을 제시하였다. Data of pollution incidents which occurred in shipyards of South Korea for 10 years from 2004 to 2013 were collected and analyzed in order to propose the plans for the prevention of pollution incidents in shipyards. Total number of pollution incidents in shipyards was 103 cases over the nation of Korea for the recent 10 years and the average annual number was about 10 cases, and annual cases tended to increase from 8 cases in 2004 to 23 cases in 2010 and then to decrease to 9 cases in 2013. The location data of pollution incidents showed 32 cases in Busan metropolitan city (31%), 30 cases in Jeonnam (29%), 21 cases in Gyeongam (21%), 5 cases in Jeju (5%), 4 cases in Gangwon (4%), 4 cases in Gyeongbuk (4%), 3 cases in Chungnam (3%) and 3 cases in Incheon metropolitan city (3%). According to the data of work types of shipyards, 60 cases happened during the work of ship repair (58%), 25 cases during the work of ship breakup (24%), 10 cases in the course of ship building (10%) and 8 cases by others (8%). The data of pollutant type showed oil and oily mixtures to be 59 cases (57%), waste paint dust to be 22 cases (21%), iron dust and welding slag to be 13 cases (13%), wastes to be 4 cases (4%), waste FRP powder to be 3 cases (3%), and others to be 2 cases (2%). The plans for the prevention of pollution incidents in shipyards of Korea were proposed as follows; ① Observance of the related laws and regulations, ② Establishment and implementation of action plans to prevent areas dense with shipyards from causing pollution incidents, ③ Establishment and implementation of oil pollution prevention plans in shipyards, especially during the ship repair and breakup works, ④ Preparation of measures to solve civil complaints against pollution incidents in shipyards, and ⑤ Improvement in national management for the control of shipyards.

New shipyard layout design for the preliminary phase & case study for the green field project

송영주,우종훈 대한조선학회 2013 International Journal of Naval Architecture and Oc Vol.5 No.1

For several decades, Asian nations such as Korea, Japan and China have been leading the shipbuilding industry since the decline in Europe and America. However, several developing countries such as India, Brazil, etc. are going to make an entrance into the shipbuilding industry. These developing countries are finding technical partners or information providers because they are in situation of little experiences and technologies. Now, the shipbuilding engineering companies of shipbuilding advanced countries are getting a chance of engineering business against those developing countries. The starting point of this business model is green field project for the construction of new shipyard. This business model is started with a design of the shipyard layout. For the conducting of the shipyard layout design,four kinds of engineering parts are required. Those are civil engineering, building engineering, utility engineering and production layout engineering. Among these parts, production layout engineering is most important because its result is the foundation of the other engineering parts and it determines the shipyard capacity during the shipyard operation lifecycle. Previous researches about the shipyard layout design are out of the range from the business requirements because most research cases are in the tower of ivory, which means that there are little consideration of real ship and shipbuilding operation. In this paper, a shipyard layout design for preliminary phase is conducted for the target of newly planned shipyard at Venezuela of South America with an integrated method that is capable of dealing with actual master data from the shipyard. The layout design method of this paper is differentiated from the previous researches in that the actual product data from the target ship and the actual shipbuilding operation data are used for the required area estimation.

New shipyard layout design for the preliminary phase & case study for the green field project

Song, Young Joo,Woo, Jong Hun The Society of Naval Architects of Korea 2013 International Journal of Naval Architecture and Oc Vol.5 No.1

For several decades, Asian nations such as Korea, Japan and China have been leading the shipbuilding industry since the decline in Europe and America. However, several developing countries such as India, Brazil, etc. are going to make an entrance into the shipbuilding industry. These developing countries are finding technical partners or information providers because they are in situation of little experiences and technologies. Now, the shipbuilding engineering companies of shipbuilding advanced countries are getting a chance of engineering business against those developing countries. The starting point of this business model is green field project for the construction of new shipyard. This business model is started with a design of the shipyard layout. For the conducting of the shipyard layout design, four kinds of engineering parts are required. Those are civil engineering, building engineering, utility engineering and production layout engineering. Among these parts, production layout engineering is most important because its result is the foundation of the other engineering parts and it determines the shipyard capacity during the shipyard operation lifecycle. Previous researches about the shipyard layout design are out of the range from the business requirements because most research cases are in the tower of ivory, which means that there are little consideration of real ship and shipbuilding operation. In this paper, a shipyard layout design for preliminary phase is conducted for the target of newly planned shipyard at Venezuela of South America with an integrated method that is capable of dealing with actual master data from the shipyard. The layout design method of this paper is differentiated from the previous researches in that the actual product data from the target ship and the actual shipbuilding operation data are used for the required area estimation.

The State of Marine Pollution in the Waters adjacent to Shipyards in Korea - 2. Assessment of the Pollution of Heavy Metals in Seawater around Major Shipyards in Summer 2010

Kwang-Soo Kim 해양환경안전학회 2015 海洋環境安全學會誌 Vol.21 No.1

국내 대형 조선소 주변해역의 중금속오염 현황을 밝히기 위하여 2010년 여름에 4개의 대형 조선소 주변 11개의 채수정점과 4개의 대조 정점에서 해수 시료를 채취하여 6종의 금속(Cu, Zn, Fe, Cd, Pb, Hg)을 분석하였다. 조선소별 주변해역 수중의 금속을 분석한 결과, (1) 구리(Cu)의 평균 농도는 0.817 ~ 1.638 ㎍/L로 해역환경기준(사람의 건강보호기준 20 ㎍/L, 해양생태계 보호 단기기준 3 ㎍/L)보다 낮았지만, 대조정점에 비하여 1.64 ~ 2.75배의 높은 값을 나타냈다. (2) 아연(Zn)의 평균 농도는 0.228 !~ 0.567 ㎍/L로 해역환경기준(사람의 건강보호기준 100 ㎍/L, 해양생태계 보호 단기기준 34 ㎍/L)보다 낮았지만, 대조정점에 비하여 1.62 ~ 5.91배의 높은 값을 나타냈다. (3) 철(Fe)의 평균 농도는 3.332 ~ 7.410 ㎍/L로 대조정점에 비하여 1.30 ~ 6.75배의 높은 값을 나타냈다. (4) 카드뮴(Cd)의 평균 농도는 0.013 ~ 0.028 ㎍/L로 해역환경기준(사람의 건강보호기준 10 ㎍/L, 해양생태계 보호 단기기준 19 ㎍/L)보다 낮았지만, 대조정점에 비해 1.18 ~ 2.33배의 높은 값을 나타냈다. (5) 납(Pb)의 평균 농도는 0.007 ~ 0.126 ㎍/L로 해역환경기준(사람의 건강보호기준 50 ㎍/L, 해양생태계 보호 단기기준 7.6 ㎍/L)보다 낮았다. (6) 수은(Hg)의 평균 농도는 0.002 ~ 0.004 ㎍/L로 해역환경기준(사람의 건강보호기준 0.5 ㎍/L, 해양생태계 보호 단기기준 1.8 ㎍/L)보다 낮았다. 비록 모든 중금속의 수중 농도가 해역환경기준보다 낮다고 할지라도, 선박 건조작업에 사용되는 구리, 아연, 철과 같은 중금속의 농도가 대조해역에 비해 조선소 주변해역에서 높다는 것은 조선소의 영향에 기인하는 것을 암시한다. 따라서 조선소로부터 각종 오염물질이 해양에 유입되지 않도록 통제하고 해양오염을 방지하는 국가적 차원의 해양환경관리가 필요하다. In order to elucidate the current state of marine pollution of heavy metals around major shipyards in Korea, seawater samples were collected at eleven sampling stations and four control stations around 4 major shipyards located in the southeastern coast of Korea in summer 2010, and 6 kinds of metals such as copper(Cu), zinc(Zn), iron(Fe), cadmium(Cd), lead(Pb) and mercury(Hg) in seawater samples were analyzed. The analyses of heavy metals in seawater showed that the mean Cu concentrations in seawater around 4 major shipyards were in the range of 0.817 ~ 1.638 ㎍/L which were lower than Korean environmental standards of 20 ㎍/L for the protection of human health(PHH) and of 3 ㎍/L for short-term protection of marine ecosystem(SPME) but higher than Cu concentration at control station by a factor of up to 2.75. The mean Zn concentrations were in the range of 0.22 ~ 8 0.567 ㎍/L which were lower than Korean environmental standards of 100 ㎍/L for PHH and 34 ㎍/L for SPME but higher than Zn concentration at control station by a factor of up to 5.91. The mean Fe concentrations were in the range of 3.332 ~ 7.410 ㎍/L which were higher than Fe concentration at control station by a factor of up to 6.75. The mean Cd concentrations were in the range of 0.013 ~ 0.028 ㎍/L which were lower than Korean environmental standards of 10 ㎍/L for PHH and 19 ㎍/L for SPME but higher than Cd concentration at control station by a factor of up to 2.33. The mean Pb concentrations were in the range of 0.007 ~ 0.126 ㎍/L which were lower than Korean environmental standards of 50 ㎍/L for PHH and 7.6 ㎍/L for SPME. The mean Hg concentrations were in the range of 0.002 ~ 0.004 ㎍/L which were lower than Korean environmental standards of 0.5 ㎍/L for PHH and 1.8 ㎍/L for SPME. Although the concentrations of metals such as Cu, Zn and Fe which were used in shipbuilding works were lower than Korean environmental standards for PHH and SPME, the fact that the concentrations of Cu, Zn and Fe at sampling stations around major shipyards were higher than those at control stations implies that the works in shipyards had some effects on marine water quality around shipyards. Therefore, marine environment management such as the prevention and control of the discharge of various pollutants from shipyards is required on national level.

1970년대 초 조선산업의 수출전문산업 전환기 국가와 기업 ― 대한조선공사 옥포(玉浦)조선소 건설계획 추진과정 분석

배석만 ( Bae Suk Man ) 서울대학교 인문학연구원 2021 人文論叢 Vol.78 No.3

이 글은 대한조선공사 옥포조선소의 건설이 시작되는 과정을 구체적으로 분석하였다. 옥포조선소 건설은 1970년대 초반 한국 조선 산업이 수출전문산업으로 전환하는 계기로써 현대건설 울산조선소의 건설과 함께 중요한 의미를 가진다. 대한조선공사가 세계 최대 규모인 100만 톤급 옥포조선소 건설계획을 공식화하고 계획 승인과 관련 지원을 요청했던 1972년 8월 시점의 정부 태도는 부정적인 것이었다. 정부가 태도를 바꾸어 계획 승인과 적극적 지원을 결정한 것은 1973년 1월 중화학공업화 선언 이후부터였다. 정부는 1억 달러에 이르는 옥포조선소 건설 차관의 제공자가 확정되지 않으면 승인과 지원을 할 수 없다는 입장이었다. 그러나 중화학공업화로의 정책전환 이후 갑자기 승인이 이루어졌다. 이 시점에도 여전히 차관 제공자가 확정되지 않은 동일한 상황이었다. 옥포조선소 건설계획의 추진 과정은 한국 조선산업의 수출전문산업화 전환이 정부의 정책적 육성에 의한 것이었다기보다는 기업의 생존과 성장 전략에 따른 결과물이었음을 보여준다. 대한조선공사를 자극한 것은 정부 정책이 아니라 현대 울산조선소 건설이었다. 1970년대 초반 수출전문산업으로 전환하는 시점의 조선산업에서 정부 정책의 역할은 그 전환을 ‘선도’했다기보다는 민간 기업의 전략 추진을 ‘조절’하고 ‘보조’하며 따라가는 것이었다. This article specifically analyzed the process of starting the construction of the Okpo Shipyard of Korea Shipbuilding and Engineering Corporation. The construction of the Okpo Shipyard in the early 1970s was an opportunity for the Korean shipbuilding industry to transform into an export- specialized industry, and it has an important meaning along with the construction of Hyundai E&C Ulsan Shipyard. The attitude of the government at the time of August 1972, when Korea Shipbuilding and Engineering Corporation formalized the world's largest 1 million-ton Okpo Shipyard construction plan and requested the approval of the plan and related support, was negative. It was after the declaration of heavy and chemical industrialization in January 1973 that the government changed its attitude and decided to approve the plan and actively support it. The government took the position that it could not approve and provide support until the provider of the $100 million Okpo Shipyard Construction Loan was confirmed. However, approval was suddenly granted after the policy shift to heavy and chemical industrialization. At this point, it was still the same situation where the loan provider had not been confirmed. The progress of the Okpo Shipyard construction plan shows that the transformation of the Korean shipbuilding industry into export-specialized industrialization was a result of the survival and growth strategy of the company rather than the government's policy fostering. It was not the government policy that stimulated Korea Shipbuilding and Engineering Corporation, but the construction of the Hyundai Ulsan Shipyard. The role of government policy in the shipbuilding industry at the time of transition to an export-specialized industry in the early 1970s was not to “lead” the transition, but to “regulate” and “assist” and follow the strategic promotion of private companies.

원격 조선소의 펨토셀 로컬 게이트웨이 구성과 패킷 오프로드 방식 제안

이원희(Won Hee Lee),민상원(Sang Won Min),정민아(Min A Jeong),이성로(Seong Ro Lee) 한국통신학회 2013 韓國通信學會論文誌 Vol.38 No.4(융합기술)

조선소는 다양한 용량 및 규격을 여러 사이트에서 제작하여 최종통합하기까지 여러 단계를 걸치게 되며 이들 사이의 정보공유가 필수적이며 최근 유무선통신망을 활용하여 단순 문자에서 동영상 정보를 주고받아 조선 산업의 스마트화가 이루어지고 있다. 본 논문에서는 원격에 위치한 조선소에 적용할 수 있는 LTE 펨토셀 로컬 게이트웨이 구성을 제안하고 상위 조선소와 중요정보를 주고받는 트래픽을 주고받기 위한 방안과 일반 트래픽을 분리하는 오프로드 방식을 제안하였다. 상위 조선소 메인 서버와 하위 원격 조선소 간에 정보와 일반 트래픽의 오프로드를 지원하기위해서 펨토셀 게이트웨이에서의 모드 전환, 오프로드 관련 정보 관리, 트리거로서의 메시지 정의, cache entry를 정의하였다 우리는 펨토셀 게이트웨이에서의 송수신 메시지 플로우와 state transition diagram을 이용하여 제안하는 방안의 기능 수행 여부를 확인하였다. 우리는 이동통신망과 광대역 인터넷 활용 기술을 조선 산업에 적용하여 조선소 산업 생산성 향상을 고려하였다. In shipyard site, a ship is constructed by integrating lots of modules that are made in several sites with different capabilities and specifications. Recently, it needs to make a shipyard to be smart with wired and wireless broadband networks between hierarchical shipyards. In this paper, we propose an installation of LTE femtocell local gateway at a remote shipyard, an information exchange method between hierarchical shipyards, and an offload method to separate the general traffic. We define the mode change in a femtocell gateway for supporting the offload of the general traffic between the headquarter and a remote shipyard, the offload data management and trigger message, and cache entry fields. To show the operation of our proposed off-loading function, we consider the transcipient message flow at the femtocell gateway with its state transition diagram. Hence, it is expected to increase the productivity of shipyard industry with mobile communications and broadband Internet technologies.

일본적 노사관계의 형성: 미쓰비스 중공업 나가사키 조선소의 사례(1995-1965)

신원철 ( Won Chul Shin ) 한국사회사학회 2007 사회와 역사 Vol.0 No.76

이 논문은 1955년부터 1965년까지 미쓰비시나가사키 조선소(三菱長崎造船所) 에서 이른바 ‘일본적 노사관계’가 형성되는 과정을 살펴보고 있다. 특히, 기업별 노동조합체제와 협조적 노사관계가 형성되기까지 전개된 노자간의 갈등과 대립, 그리고 노동조합 내부에서 전개된 노선다툼에 주목하고 있다. 1950년대 미쓰비시 나가사키 조선소에 존재한 전투적인 좌파 노동조합운동은 산업별 노동조합조직을 지향하고, 산업별 임금정책을 추구하였으며, 생산성향상운동에 대해서 반대하고 직장에서 강력한 규제력을 발휘하였다. 1964년 미쓰비시중공업의 합병 합병을 계기로 노사관계의 재편이 이루어졌는데, 나가사키조선소의 좌파 노동조합이 1964년 임금인상 투쟁에서 패배한 이후, 우파가 주도하는 기업별노동조합으로 통합되는 것을 거부하자, 제2조합이 결성되었고, 곧 다수파가 되었다. 일본 조선산업의 고능률 대량 생산체제는 바로 기존의 대립적 노사관계를 협력적 노사관계로 재편하는 과정과 더불어 성립되었고, 이는 노사협조주의를 내세운 운동노선이 주도권을 확립해가는 과정이었다. This article deals with the evolution of ‘Japanese industrial relations’ in the Mitsubishi Nagasaki shipyard from 1955 to 1965. The ‘Japanese industrial relation’s can be characterized as the enterprise-level union organization and as the cooperation between labor and management. But this article notes that the ‘Japanese industrial relations’ could only be established through the conflicts and the struggles between labor and management, and through the competition among workers themselves. The left-wing labor union of the Mitsubishi Nagasaki shipyard had made efforts to organize the industrial union and to establish industry-wide wage system. And the union had strong influences on the shopfloor issues and opposed to the movement for the promotion of the productivity driven by the management of the shipyard. Barely had the three firm been merged into the Mitsubishi Heavy Industries, the industrial relations of the Nagasaki shipyard began to be reorganized. When the left-wing labor union did not accept the proposal of the merger with the enterprise union of the MHI, the second labor union of the Nagasaki shipyard appeared and soon became the majority. The high-performance mass production system of the Japanese shipbuilding industry could be established only after the arms-length relations between labor and management was transformed into the cooperative ones, and the capital-labor conciliation policy was adopted by the labor movement in the Nagasaki shipyard.

Three decades of TBT contamination in sediments around a large scale shipyard

Kim, N.S.,Shim, W.J.,Yim, U.H.,Ha, S.Y.,An, J.G.,Shin, K.H. Elsevier Scientific Pub. Co 2011 Journal of hazardous materials Vol.192 No.2

Tributyltin (TBT) contamination in sediments was investigated in the vicinity of a large-scale shipyard in the years after the implementation of a total ban on the use of TBT based antifouling paints in Korea. Extremely high level of TBT (36,292ngSn/g) in surface sediment was found at a station in front of a drydock and near surface runoff outfall of the shipyard. TBT concentration in surface sediments of Gohyeon Bay, where the shipyard is located, showed an apparent decreased TBT concentration gradient from the shipyard towards the outer bay. The vertical distribution of TBT contamination derived from a sediment core analysis demonstrated a significant positive correlation (r<SUP>2</SUP>=0.88; p<0.001) with the annual tonnage of ship-construction in the shipyard within the past three decades. TBT concentrations at six stations surveyed before (2003) and seven years after (2010) the total ban showed no significant differences (p>0.05). Despite the ban on the use of TBT, including ocean going vessels, surface sediments are still being heavily contaminated with TBT, and its levels well exceeded the sediment quality guideline or screening values.