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장봉규(Bong-Gyu Chiang),양항진(Hang-Jin Yang) 한국항만경제학회 2005 韓國港灣經濟學會誌 Vol.21 No.4
To acquire a port traffic, governments in North-East Asia have intensively invested port development. Furthermore, the major shipping company directly make a call at northern chinese ports like Qingdao, Dalian and Tianjin. Those changes of port environment will have a considerable effect on a port traffic in Korea. In order to prepare against those changes, it is necessary to estimate a port traffic in Korea.<br/> A port traffic in Korea is estimated by the use of explanation variables like GDP of Korea, real effective exchange rate, world economic performances and the trade in China, et al. When GDP in Korea goes up 1%, it is estimated that container port traffic of all ports and Pusan Port is upward 1.0~1.2% and 0.8~0.9% respectively. When the trade in China goes up 1%, it is estimated that Container transshipment is upward 1.6~1.7% approximately.
장봉규 ( Chiang¸ Bong Gyu ) 한국경제통상학회 2021 경제연구 Vol.39 No.3
이 논문은 장기균형모형을 근거로 우리나라 산업별 수입물가에 대한 환율전가의 비대칭성과 비선형성을 분석한 연구이다. 월간 자료를 이용한 추정결과에 따르면 우리나라 수입물가는 환율이 상승할 때보다 하락할 때 수입전가도가 더 큰비대칭성을 보이는데, 특히 외환위기 이전의 경우 평가절하의 전가효과가 더 큰 반면 외환위기 이후에는 평가절상의 전가효과가 확연히 더 큰 모습을 보인다. 즉 외환위기 이후 수입시장이 더 경쟁적인 시장으로 변화하여 해외수출업자는 한국시장에서 시장점유율을 중시하는 가격전략을 구사하는 것으로 판단된다. 또한 월간 환율변동의 크기가 2% 이상일 때의 환율전가도가 더 큰 전가의 비선형성을 보여주는데 이는 메뉴비용에 의한 가격설정이론을 지지하는 것으로 보인다. This paper examines the asymmetric and nonlinear exchange rate pass-through(ERPT) to import prices in Korea, since there are reasons to believe that the degree of ERPT depends on whether the exchange rate appreciates or depreciates, and on whether the size of exchange rate fluctuation is greater than some level or not. Using the long-run equilibrium model, the two exchange rate coefficients of import price setting models are estimated. In 11 of 13 manufacturing industries, the import prices react more greatly to the won appreciations than to won depreciations. This asymmetry seems to have reinforced after the financial crisis. In 8 out of 13 sectors, the ERPT levels in cases of 2% or more monthly exchange rate fluctuation are greater than those in cases of 2% or less fluctuation. This nonlinearity of ERPT seems to support the price setting theory based on menu cost.
지속적인 경쟁우위 창출을 통한 경쟁력의 지속성 확보방안
김시현(Si Hyun KIM),장봉규(Bong Gyu CHIANG) 한국무역상무학회 2017 貿易商務硏究 Vol.73 No.-
Amidst dynamic business environment, creating competitive advantage, source of competitiveness, is a critical issue for international port operations. To overcome limitations of prior studies adopted cross-sectional approach, this study reviews away to continually sustain and create competitive advantage, based on the case of Busan port inSouthKorea. Development plans, operations andmanagement practices from2005 to 2014were investigated and reviewed. Results revealed that enhancement of infrastructure, newengine to sustainable growth, green and safety, and partnership enhancement were a source of creating competitive advantage. The results help theoretical advances on competitiveness and its durability, and provide useful insights for creating competitive advantages and future improvement in international port operations.
양항진(Hang-Jin Yang),장봉규(Bong-Gyu Chiang),정두식(Doo-Sik Jung) 한국항만경제학회 2005 韓國港灣經濟學會誌 Vol.21 No.1
The port environment is rapidly changing in North-East Asia. Containerships are getting larger and faster and major shipping companies are converting to Hub & Spoke port networks on the transport systems. Therefore, the main ports in North-East Asia are intensively competing with each other for hub port.<br/> In terms of geopolitical position, locational conditions and external reputation of ports, Busan and Kwangyang ports have a comparative advantage in comparison with main ports in other countries. But in terms of weight of transshipment cargos in total container cargos, the quality of infrastructure in ports, the environment of logistics service and the cost of using ports, Busan and Kwangyang ports have a comparative disadvantage.<br/> For the growth into hub port in North-East Asia, it is necessary that Busan and Kwangyang ports improve their weakness. Besides It is necessary to develope ports and hinterland quickly, offer uniformity of foreign investment laws and incentive systems.
탄소중립(Net Zero)이 해운산업에 미치는 영향에 관한 연구
양항진(Hang-Jin Yang),장봉규(Bong-Gyu Chiang) 한국국제상학회 2021 國際商學 Vol.36 No.3
정부의 탄소중립(Net Zero) 선언은 이산화탄소 등을 다량 배출하고 있는 산업의 생산 및 수출입 구조에서 대전환이 예고하고 있다. 이는 벌크선, 원유 및 석유제품운반선 등을 가장 많이 보유하고 있는 국적선사들의 해상운송 수요에도 직접적인 영향을 미치게 된다. 이 연구는 탄소중립 선언에 따라 전력산업의 석탄화력발전소의 단계적 폐쇄와 철강산업의 생산 공정의 변화가 원재료인 유연탄의 해상운송 수요에 미치는 영향을 살펴보고자 하였다. 또한, 전기차/수소차로의 전환에 따른 정유산업의 석유 및 석유제품의 수출입 구조의 변화가 해상운송 수요에 미치는 영향 관계도 도출해 보고자 하였다. 연구결과, 탄소중립에 따른 전력산업, 철강산업 및 정유산업의 구조변화로 2040년경 유연탄은 3,031만톤, 석유와 석유제품은 8억 4,826만 배럴의 해상운송 물동량 감소가 예상되었다. 이에 대비하여 정부는 선제적 대응방안을 마련하고, LNG 등 전략화물의 국적선사 적취율 개선과 액화수소 해상운송 체계 구축 등이 필요하다. Purpose : This study examines the impact of structural changes in the electric power, steel, and oil refining industries following the Korean government’s declaration of carbon neutrality on the demand for maritime transport of bituminous coal and petroleum products. Research design, data and methodology : This study examined the Korean government’s carbon neutrality policy, the expected changes in the structure, and the status of ship ownership of national shipping companies. Based on this, the study predicted maritime transport demands facing shipping companies. Results : The results of the study reveal that the demand of the transport of bituminous coal is expected to decrease by 30.31 million tons by 2040. Furthermore, the demand for the transport of oil and petroleum products is also expected to decrease by 848.26 million barrels by 2040. Conclusions : This study suggests that port authorities should develop an active response plan, improve the utilization rate of national shipping companies for strategic cargo, and prepare a hydrogen transport system in response to the decrease in maritime transport demand due to Korea’s carbon neutrality policy.