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        • KCI등재

          논문 : 해운물류산업 안전 성과 결정요인 분석

          조혁수 ( Hyuk Soo Cho ),김장훈 ( Jang Hoon Kim ) 한국해운물류학회(구 한국해운학회) 2015 해운물류연구 Vol.31 No.4

          해운물류산업은 개별국가의 경제성장에 중요한 기반이 되고 있다. 다양한 분야에서 논의되고 있는 ``안전(safety)`` 이슈는 해운물류산업에서도 중요한 주제이다. 이러한 중요성에도 불구하고 해운물류산업 안전과 관련한 체계적인 선행 연구가 진행되지 않았다. 본 연구는 안전 성과가 컨테이너항을 포함한 해운물류산업 경쟁력에 미치는 영향에 대해 실증적으로 분석하고 있다. 구체적으로 해운물류산업 관련 다양한 유형 혹은 무형 자원과 안전 성과와의 관계를 국가 수준의 자료를 활용해 분석하고 있다. 선행연구 및 실증분석 결과 개별국가의 인프라 수준과 정보통신기술 역량이 해운물류산업 관련 안전 성과에 긍정적인 영향을 미치고 있으며, 해운물류산업 네트워크의 중요성도 도출할 수 있었다. 하지만 해운물류산업 효율성과 안전 성과와의 상관관계는 추가적인 연구가 필요한 것으로 파악되었다. 또한 향후 국가 수준이 아닌 관련 업계 참여자 대상 설문조사(survey)를 병행하는 것이 본 연구의 한계점을 보완할 수 있는 합리적인 연구 과제로 판단되고 있다. Globalization has played an important role in the maritime industry. A growing competition in marine transportation and seaports has been leaded by the increasing globalization. In particular, globalization of markets or production has led to a rapid increase in vessel movements in many seaports. Many conglomerates are trying to extend enterprises far beyond their home countries via global Supply Chain Management (SCM). It is important for them to compete and survive in the global marketplace. However, on the other hand, the activity to overcome the severe competition may put marine transportation and seaports at risk. The maritime industry has witnessed several accidents worldwide. These disasters have raised the awareness of both researchers and policy makers about the importance of risk assessment and safety in marine transportation and seaport operation. There have been various accidents in marine transportation such as ship collisions, oil spills, ship sinks, etc. In Korea, the sinking of a domestic cruise (the MV Sewol) occurred in 2014. This disaster has raised the awareness of both researchers and policy makers about risk assessment and safety in marine transportation and seaport operation. ``Safety`` has been a key issue in many areas including the maritime industry. According to previous studies, there are two different approaches to analyze maritime risk, although there is a considerable overlap (and often confusion) between them. Maritime risk is associated with marine transportation and seaport operation. According to previous studies, safety performance can be an important factor determining competitiveness of the maritime industry. Nevertheless, there are limited studies emphasizing it. Historic safety performance of vessels sailing under particular flags and passenger ferry safety were the core subjects in the previous studies. Some of them assessed the safety of individual vessels or marine structures. Additionally, probabilistic risk assessment in the maritime domain has been discussed. However, there has been little research about risk management in the maritime industry across countries. This study is thus designed to undertake maritime risk and performance in seaport operation with a cross-country empirical analysis. This study aims to investigate the influence of safety performance to the competitiveness of maritime industry. Various tangible and intangible resources regarding the safety performance and competitiveness are empirically examined with secondary data. This study uses several databases regarding safety performance, infrastructure, ICT capability, efficiency, and network of maritime industry, which contain country-level data. Based on them, this study found that maritime infrastructure and ICT capability can play an important role to improve safety performance of individual countries. This study tested hypotheses with country-level data. We suggest to combine country-level and firm-level data for future research. It can be an alternative to overcome some limitations of this study.

        • KCI등재

          국내 물류기업들의 신규물류시장 진출방안

          김율성 ( Yul Seong Kim ),양윤옥 ( Yun Ok Yang ) 한국해운물류학회(구 한국해운학회) 2015 해운물류연구 Vol.31 No.3

          본 연구에서는 국내 물류기업들이 아직 진출하지는 못하였으나, 미래에 진출가능성이 높거나 신규 개척이 요구되는 물류시장을 살펴보았다. 향후 부가가치가 높을 것으로 예상되는 신규물류시장을 선정하였으며, 국내 물류기업들이 신규물류시장에 진출하기 위한 역량에 맞는 진출방안을 제시하였다. 연구결과로는 첫째, 에너지 및 자원조달시장에서는 신재생에너지와 폐자원·리사이클 물류시장의 전망과 국내 역량이 높은 것으로 나타났다. 둘째, 해외조달시장으로는 국제기구(UN)조달시장과 공적개발원조(ODA)조달시장으로 나타났다. 셋째, 중량화물 물류시장으로는 LO-LO시장과 RO-RO시장의 전망과 국내 역량이 높은 것으로 나타났다. 넷째, 콜드체인 물류시장으로는 농,축,수산물 및 화훼, 가공품, 의약품 물류시장이 높은 것으로 나타났다. 국내 기업들의 신규물류시장 진출방안으로는 단계별 타켓시장, 품목시장 선정 등을 제시하였다. 본 연구는 국내 기업들의 역량에 맞는 신규물류시장을 진출방안을 탐색적으로 살펴보는데 그 의미가 있다. Along with heightened expectations that there will be a rise in exports of South Korea according to a global economic recovery and growth of concluded FTAs, there is a high possibility that logistics enterprises in South Korea will develop new international markets. Therefore, There is a need for domestic logistics enterprises to get away from the limited domestic market and enter the global logistics market to secure new growth engines. The study examined logistics markets which logistics enterprises of South Korea have not entered or need to newly develop. The study also selected new logistics markets which are expected to be highly value-added in the future and suggested ways within the capacity of the domestic logistics enterprises to enter those markets. Firstly, it was shown that new regeneration energy, waste resources, and recycling logistics markets hold great promise for the future regarding energy and resource procurement markets. Ways to enter those markets suggested logistics enterprises’ efforts to seek ways to enter the global market in connection with resources development, to expand and develop trade with the countries in the Far Eastern area and to develop diversified energy projects. Secondly, it was shown that there were UN procurement market and ODA procurement market regarding foreign procurement markets. Ways to enter those markets suggested expanding information channels through KOICA and training experts for procurement markets. Thirdly, it was shown that LO-LO and RO-RO markets hold great promise for the future regarding heavy cargo logistics markets. Ways to enter those markets suggested designating a port operated exclusively for heavy cargo, establishing the network for heavy cargo and project cargo transport and providing support. Fourthly, it was shown that agricultural, marine, livestock, and floriculture products and medicine and medical supplies logistics markets hold great promise for the future regarding cold chain logistics markets. Ways to enter those markets suggested creating effective promotion plans by selecting target markets and products step-by-step, promoting cold chain logistics clusters for each product unit, establishing a platform for cargo owners and the logistics enterprises to enter the market together. To develop new logistics markets, building support systems which include promotion of the plans to be carried out step-by-step, establishment of cooperative systems between the central and local governments and private enterprises, and financial support is required.

        • KCI등재

          서비스 특성 및 기업 역량이 물류서비스 만족도에 미치는 영향 분석: 중국 물류시장을 중심으로

          양천여 ( Yang Xi-ru ),조혁수 ( Cho Hyuk-soo ) 한국해운물류학회(구 한국해운학회) 2017 해운물류연구 Vol.33 No.특별호

          중국 물류시장은 외국계 기업의 진출과 함께 경쟁이 치열해지고 있으며, 물류서비스 관련 다양한 화주의 요구 충족이 강조되고 있다. 본 연구는 중국기업의 관점에서 물류서비스 만족도에 영향을 미치는 요인을 분석하였다. 특히 서비스 특성과 물류기업 역량을 중심으로 이론적, 실증적 분석을 실시하였다. 분석결과 물류서비스 특성 중 정보의 다양성, 활용성, 가격대비 효용성 수준이 중요한 요인으로 확인되었다. 또한 물류기업의 인적 역량, 재무 건전성, 입지조건, 물류 네트워크 수준이 물류서비스 만족도와 직접적인 상관관계가 있었다. 이러한 결과를 바탕으로 물류서비스 만족도 향상과 물류기업 경쟁력 제고에 영향을 미치는 요인을 실증적으로 확인하였다. 하지만 물류서비스 만족도 결정요인에 대한 보다 포괄적인 분석이 요구되며, 설문조사 대상의 확대 및 다양화도 필요하다. 이러한 내용은 본 연구의 한계점이며, 동시에 향후 관련 연구의 중요한 과제로 판단되고 있다. Several countries seek to become global logistics centers that link major trading ports. Various factors are associated with becoming a global logistics center and service satisfaction is one of them. Considering the development of the Chinese economy, global logistics companies are attempting to enter China, with competition in the industry remarkably increasing. A number of systematic logistics services are emphasized to meet customer needs in the Chinese market. This study aims to investigate the various determinants of customer satisfaction relevant to logistics services. Based on theoretical foundations and previous studies, this study provides nine hypotheses using primary data to empirically verify the hypotheses. A survey was conducted on Chinese companies using international logistics services. According to empirical findings, informative and economic services play an important role in improving customer satisfaction of logistics services. In addition, human, financial, and geographical resources are important in logistics services. We consider that the findings can provide implications to logistics companies and policy makers.

        • KCI등재

          특별기고 : 『해운물류 연구』의 연구동향 분석 -학회지 제61호부터 제70호까지를 중심으로-

          김길수 ( Gil Soo Kim ) 한국해운물류학회(구 한국해운학회) 2012 해운물류연구 Vol.28 No.1

          본 연구에서는 『해운물류연구』 제61호에서 제70호를 대상으로 게재 논문의 연구동향을 분석하였다. 분석결과 항만관리와 해운법/관습 및 물류관리/운영 분야의 논문이 가장 많았고, 연구자 중에서는 교수의 비율이 가장 높았으며 2인 공동연구가 가장 많았다. 채택된 연구방법으로는 수리/계량 분석이 가장 선호되었으며 설문분석은 줄어드는 반면 계량분석은 증가하고 있다. 아울러 참고문헌의 평균인용수는 29.9편으로 지난 번 연구에 비해 증가하였다. 『해운물류연구』의 피 인용건수는 평균 2.9편으로 제 51호부터 제 60회까지의 평균인 1.3편에 비해 증가한 것으로 나타났다. This paper analyzed tendency of research of articles published in the Journal of Shipping and Logistics from Vol. 61 to Volume 70. The results of the analysis are as follows: First, the subjects mainly researched in shipping and in logistics are port economics/management and shipping law or shipping practice which shows 25.3% and 21.8%, respectively. Second, university professors carry out research more actively than other research groups. Third, quantitative analyses are more often used than qualitative analyses for research method. Finally, Korean literatures and English literatures are used at the same rate for reference. In conclusion, for the development of the Journal of Shipping and Logistics, the subjects should be diversified, systematic collaboration between educational and industrial circles is required. and cooperation with foreign academies should be continued.

        • KCI등재

          제주도 물류체계 개선을 위한 지원제도에 관한 연구

          이충효 ( Choong Hyo Lee ),안우철 ( Woo Chul Ahn ) 한국해운물류학회(구 한국해운학회) 2015 해운물류연구 Vol.31 No.2

          본 연구에서는 2014년 4월 인천-제주간을 운항하던 화객선 사고 이후 더욱 악화된 제주-내륙간 물류체계 현황을 파악하여 연근해 운송 활성화 지원을 통해 물류비 및 탄소 발생 저감을 기본방향으로 하고 있는 경인항의 발전 전략을 도출하고자 하였다. 연구방법으로서 제주도 소재의 제조, 도소매 및 물류기업을 대상으로 제주도 반출입 물류현황 및 애로사항 등의 일반현황과 제주-내륙간 물류비 절감을 위한 지원제도의 중요도 우선순위를 조사하고 DEA CK 모형을 활용하여 분석하였다. 제주-내룩간 물류비용 절감, 즉 연안해운 활성화 지원제도에 있어 물류서비스 공급자와 이용자간에 중요도 우선순위에 있어 인식의 차이가 발생한 항목들을 분석하였다. 제주도내 제조 및 도소매 업체는 선박현대화 지원제도 확대 항목에 대해 1순위(내항화물선면세유 공급 5순위)로 도출된 반면, 선사 및 운송업체 등 물류기업은 해당 지원제도에 대한 제약으로 실직적인 혜택의 체감이 낮아 가장 낮은 6순위(내항화물선 면세유공급 1순위)를 보였다. The Gyeong-In Ara Waterway is the first canal in the Korea. The construction began in 2009 and was completed in 2011. The waterway commenced operations in 2012. K-water, which is the Korea water resources corporation in Korea, carried out the project. There are three important functions such as flood prevention, freight transport and a recreational waterfront. The waterway was constructed with a length of 18km, a mean width of 80m and the water depth of 6.3m. There are two ports. Both are located at the end of the waterway. One side is the West Sea and the other side is the Seoul (the capital of South Korea). Each port is composed of a wharf and a port logistics complex. Despite Korean government``s effort to shift the transport mode from road to coastal shipping including modal shift subsidy scheme, its effect has not been demonstrated yet. This study aims to present the development strategy of Gyeongin Port with reducing of logistics costs and carbon emissions taken as the basic direction by the support to vitalize short sea shipping, by understanding the present of logistics system between Jeju Island and the mainland, which has been aggravated since the marine accident of the car ferry that carried passengers between Incheon and Jeju in April 2014. This study analyzed the present status and issues of import-export cargo throughput and the priority for the support system designed to reduce logistics cost between Jeju Island and the mainland, and conducted in-depth analysis using the DEA CK model the focusing manufacturers, wholesalers, retailers and logistics firms (including shipping company) in Jeju island. As a result of this study, we have revealed that significant differences in awareness of the order of priority in support system to cut logistics costs between Jeju Island and the mainland, or to vitalize coastal shipping were found in extended support to modernize ships and to supply tax-free oil for coastal shipping company. While manufacturing and retail/wholesale companies in Jeju-do island were ranked 1st (5th in supplying tax-free oil to inbound cargo ship) in the category of expanded support for vessel modernization program, logistics companies such as vessel carrier and transportation companies, due to restriction on the support program, received low benefits in real, thus being ranked 6th, the lowest rank (1st in supplying tax-free oil to inbound cargo ship). In conclusion, in order to enhance distribution system in Jeju-do Island, it is necessary to aggressively expand programs to stimulate coastal shipping. Also, problems in distribution system from Jejudo-island and Seoul metropolitan area should be solved using growth strategy linked to Gyeongin port. The main limitations of this study include that countermeasure in substantial industry that utilized these findings could be weakened. Because, government policies such as financial support or tax-free for coastal shipping company have been reduced recently by welfare funding, but the application of the government support for activating the coastal shipping and improvement logistics system in Island are needed aggressive efforts by government.

        • KCI등재

          한국물류기업의 녹색활동 결정요인에 관한 연구: 이해관계자 이론을 중심으로

          김성태 ( Seong Tae Kim ),한철환 ( Chul Hwan Han ) 한국해운물류학회(구 한국해운학회) 2013 해운물류연구 Vol.29 No.2

          본 연구는 국내 물류기업이 인식하는 이해관계자 압력과 녹색활동 수준과의 관계를 분석함과 동시에, 구체적으로 어떠한 이해관계자 집단이 국내 물류분야의 녹색패러다임 변화를 주도하고 있는지 파악하는데 그 목적이 있다. 이를 위해 관련 문헌을 고찰하고 설문지를 개발하였으며, 최종적으로 국내 127개의 물류기업을 대상으로 실증분석을 수행하였다. 군집분석을 통해 국내 물류기업은 이들이 이행 또는 고려하는 녹색활동의 수준에 따라 반응적(reactive) 집단, 방어적(defensive) 집단, 그리고 순향적(proactive) 집단으로 분류되었으며, 분석결과 반응적 물류기업은 정부의 압력을, 방어적 물류기업은 고객, NGOs/지역사회, 정부의 압력을, 그리고 순향적 물류기업은 모든 녹색 이해관계자의 압력(종업원, 고객, NGOs/지역사회, 정부, 그리고 주주)을 자사의 녹색활동 도입의 주요 동인으로 인식하고 있는 것으로 나타났다. The purpose of this study is to analyze the relationship between stakeholder pressure and the level of green practices in the Korean logistics industry and at the same time to find out what stakeholder groups have led to the greening of this area. To achieve this, the survey questionnaire was designed using the relevant literature review, and then empirical test was conducted based on a data set of 127 Korean logistics companies. Cluster analysis suggested a classification consisting of three dominant green practices in the logistics industry: reactive, defensive, and proactive. The test results suggest that reactive logistics groups attached the highest importance to only government pressure, that defensive logistics groups attached weight to customer, NOGs/society, and government pressure, and that proactive logistics groups perceived all stakeholder groups` pressure as key drivers for the adoption of green practices.

        • KCI등재

          DEA와 Malmquist 지수를 활용한 한·중·일 해운기업의 효율성 및 생산성 분석

          가이어동 ( Gai Yu-tong ),구종순 ( Koo Jong-soon ) 한국해운물류학회(구 한국해운학회) 2017 해운물류연구 Vol.33 No.특별호

          본 논문은 DEA와 Malmquist 지수를 활용하여 한·중·일 해운기업의 효율성 및 생산성을 평가하였다. 2009년부터 2015년까지 자료수집이 가능한 13개 중국 해운기업, 9개 한국 해운기업, 5개 일본 해운기업을 대상으로 DEA를 활용하여 각 연도별 효율성을 평가한다. CCR 모형과 BCC 모형에 의한 정태적 효율성 분석 결과, 대체로 일본 해운기업이 한·중 해운기업보다 효율성이 높게 나타났다. Malmquist 지수에 의한 생산성 변화의 측정 결과, 2009년~2015년간 7개 중국 해운기업의 평균생산성 변화는 1.064로 매년 6.4%씩 생산성이 상승하는 것으로 나타났고, 4개 한국 해운기업의 평균생산성 변화는 1.075로 매년 7.5%씩 생산성이 상승하는 것으로 나타났고, 4개 일본 해운기업의 평균생산성 변화는 1.066로 매년 6.6%씩 생산성이 상승하는 것으로 나타났다. This paper aimed at evaluating the efficiency and productivity of shipping companies from Korea, China, and Japan using the DEA method and Malmquist index. The DEA method was first employed to assess the annual efficiency of 13 Chinese, nine Korean, and five Japanese shipping companies based on the data collected from 2009 to 2015. As a result of the statistical efficiency analysis through the DEA-CCR and DEA-BCC models, the Japanese shipping companies showed higher efficiencies than the Korean and Chinese shipping companies. Furthermore, the measurement of productivity change through the Malmquist model demonstrated the following outcomes: the average productivity change of the seven Chinese shipping companies during the period 2009 to 2015 was 1.064, which represented an annual productivity increase of 6.4%; the average productivity change of the four Korean shipping companies was 1.075, increasing at 7.5% annually; and the average productivity change of the four Japanese shipping companies was 1.066, increasing at 6.6% annually.

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          중국 해운기업을 대상으로 한 DEA-AR/AHP 모형의 타당성 분석

          구종순 ( Jong Soon Koo ),가이어동 ( Yu Tong Gai ) 한국해운물류학회(구 한국해운학회) 2016 해운물류연구 Vol.32 No.2

          2008년 글로벌 금융위기 이후 전세계 해상 물동량 감소 및 해운산업의 침체는 해운기업 간의 치열한 경쟁을 야기하고 있으며 또한 해운기업들 간의 전략적 제휴의 확대를 가져왔다. 전략적 제휴를 통해 규모의 경제를 달성한 거대 해운동맹들과의 경쟁에서 살아남기 위한 경쟁력 제고를 위해 중국 해운기업들의 효율성을 진단하고, 본 연구의 결과인 해운기업 간 효율성 측정치의 우선순위결정은 중국 정부의 해운기업 육성정책 또는 해운기업의 운영평가의 순위를 결정하는데 있어서 객관적이고 합리적인 평가기준을 제시하는 기초자료로 사용될 것이다. 이에 본 연구는 중국 해운기업들을 대상으로 DEA-AR/AHP 분석방법을 사용하여 상대적 효율성을 평가하고 DEA-AR/AHP 결합모형이 기존의 DEA모형에 비해 효과적인 방법임을 제시한다. The study attempts to analyze the efficiency of Chinese shipping companies using DEA-AR/AHP and to verify that this methodology is the most effective to analyze the efficiency of shipping companies compared to DEA(Data Envelopment Analysis), which is used for efficiency analysis in general. DEA has two models: CCR (Charnes, Cooper, and Rhodes, 1978) and BCC (Banker, Charnes, and Cooper, 1984). This study compares the results both between CCR and CCR DEA-AR and between BCC and BCC DEA-AR. According to the empirical analysis, DEA-AR/AHP is very effective to analyze the efficiency compared to previous DEA methodology because it is possible to show the order of priority among shipping companies. Some results of the empirical analysis and the implication are as follows. First, the study verified the order of priority of 13 Chinese shipping companies through DEA-AR analysis. According to CCR-AR, only one company was effective throughout entire period (2009-2014) of analysis and other companies were not effective at all. Additionally, the difference in effectiveness between effective and ineffective shipping companies is too big. The results of BCC-AR also show that the effective number of shipping companies are 3, 3, 2, 2, 3, and 2 in 2009, 2010, 2011, 2012, 2013, and 2014 respectively. The number of effective shipping companies based on CCR-AR is smaller than the number of effective shipping companies based on BCC-AR, considering variable RTS (returns to scale). Second, according to the empirical results between DEA and DEA-AR/AHP, the number of effective shipping companies under BCC-AR is reduced twice or three times as much as it is in BCC. In the same way, the number of effective shipping companies in CCR-AR is reduced three or four times as much as it is in CCR. Based on this result, DEA-AR/AHP is more effective than previous DEA for the effective analysis of shipping companies. Moreover, according to empirical analysis, some Chinese shipping companies still maintain high efficiency under what has become a challenging environment. The contribution of this study has been to provide objective evidence of Chinese shipping companies` competitiveness to policy-makers and thus encourage them to consider practical ways for the sustainable development of shipping companies. Moreover, the academic research in relation to Chinese shipping companies using DEA-AR/AHP methodology is still insufficient. It is absolutely necessary that academic research analyzes the situation and environment of shipping companies, and suggests strategies and policy to increase shipping companies` competitiveness. This study has some limitations with regard to the empirical analysis. This study uses general data and financial data to analyze efficiency due to the absence of data. However, it is better to consider other data such as capacity of operation, satisfaction, policies by shipping institutes or authority in order to verify the efficiency of shipping companies. Moreover, this study conducted the empirical analysis with smaller samples even though DEA analysis requires large DMUs for relative efficiency analysis; it also did not consider Chinese small-sized shipping companies. Therefore, in the future, we will attempt to conduct research related to the efficiency of small-sized shipping companies.

        • KCI등재

          항만물류산업의 지역경제 파급효과 분석 -부산, 인천, 울산을 대상으로-

          이민규 ( Min Kyu Lee ),이기열 ( Ki Youl Lee ) 한국해운물류학회(구 한국해운학회) 2016 해운물류연구 Vol.32 No.2

          항만물류산업은 수출입 화물의 운송 및 물류활동을 통한 부가가치의 창출 등 항만도시의 지역경제를 구성하는 근간이 되고 있다. 최근의 항만정책은 항만지역산업의 변화를 반영한 항만별 특화 전략을 수립하는 방향으로 추진 중이다. 이러한 배경 하에 본 연구는 2013년 기준 지역산업연관표를 적용하여 주요 지역별 항만물류산업의 경제적 파급효과를 분석하였다. 즉, 생산유발효과, 부가가치유발효과, 취업유발효과뿐만 아니라 부가가치 순이입 측면에서 경제적 파급효과를 정량화하였다. 분석 결과, 울산 항만물류산업의 생산유발효과가 타 지역 항만물류산업과 비교해서 가장 높지만, 타지역 생산유발률이 34.7%에 이르는 것으로 나타났다. 또한 부산과 인천의 경우 항만물류산업이 부가가치 이입 효과가 높은 산업으로 평가되었다. 분석 결과는 지역별 항만물류 클러스터를 구축하고 항만물류산업의 지역 경제적 중요성을 제시하는 데 활용 가능하다. 본 연구는 항만물류분야에 부가가치 순이입 분석을 최초로 도입함으로써 항만물류 연구의 범위를 넓히는 계기가 될 것으로 기대된다. Generally, ports represent a significant national infrastructure to ensure speedy and seamless transportation of import and export cargoes. For instance, 99.7% of the volume of import and export cargoes in Korea has been handled by maritime transportation. The port logistics industry plays a significant role in the regional economic development of Korea by generating added value and employment. As of late, the Korean Ministry of Oceans and Fisheries formulates the port policy for developing specialized ports in harmony with the change of regional industries. Especially, the port logistics industry should be developed with regard to the relationship with regional linked industries. Such situation drives the need for an analysis of the regional economic impacts of the port logistics industry. Thus, this study attempts to explore the regional economic impacts of the port logistics industry using regional input-output (I-O) analysis focused on Busan, Incheon, and Ulsan. We use the original benchmark 2013 regional I-O tables obtained from the Bank of Korea. For port logistics-based analysis, original tables are aggregated into 4-region and 31-sector tables. Specifically, production, value-added, and employment inducing effects, as well as net trade in value-added are intimately presented. The analysis results reveal that the production inducing effects of the regional port logistics industry range from 1.7730 to 1.9783. Given that 65% of induced effects of logistics industry in Ulsan are generated from industries in this location, the industry is likely to be very dependent on industries in other regions. "Port logistics," "petroleum and coal products," "business support services," "electricity, gas, and steam supply," and "wholesale and retail trade" rank high in the sectoral inducing effects of port logistics. With regard to net trade in value-added, port logistics industries in Busan and Incheon generated positive values respectively, but the industry in Ulsan showed the opposite sign. It should be noted that net trade in value-added allows researchers to capture added values transferred during the production process contrary to value-added inducing effects. Analysis results will offer valuable information on the regional economic importance of port logistics industry for building the master development plan on nationwide ports. Especially, net trade in value-added will serve as a new indicator for describing the industrial status of the regional port logistics industry. In addition, this study can be applied to the design of efficient strategies for constructing the regional port logistics clusters. The sectoral linkages in a regional economy can provide the framework for identifying leading industries in the regional economy and for grouping the industries into spatial clusters. In light of academic research, introducing net trade in value-added using I-O analysis to the port logistics field for the first time will significantly contribute to expanding the range of the port logistics research. We expect this study to motivate future research with respect to the economic impacts of port logistics industry.

        • KCI등재

          한,중 조선산업의 국제경쟁력 실증 분석

          이정선 ( Jung Sun Lee ) 한국해운물류학회(구 한국해운학회) 2012 해운물류연구 Vol.28 No.2

          본 연구는 한중 조선산업의 국제경쟁력을 비교하기 위해 실증분석을 시도하였다. 수출경쟁력 분석을 위한 TSI 분석에서 중국의 수출경쟁력은 2003년 이래 현재까지 지속적인 증가추이(0.58→0.92)를 보이는 반면 한국은 감소추이를 보이고 있다(0.91→0.87). RSCA분석에서 2010년 기준 양국 수출경쟁력은 큰 격차를 보이고 있다. (한국:0.80, 중국:0.39). 또한 한국은 탱커와 특수선박 등 소수 선종에 비교우위를 가지는 반면 중국의 비교우위는 다양한 선박에 분포되어 있다. 화물화객선은 치열한 경쟁(2010년:0.78(한국), 0.54(중국))이 예상되고 있으나, 탱커는 중국에 비해 3배, 특수 선박은 14배의 큰 비교우위 격차를 보이고 있어 고기술이 요구되는 선박의 경우 한국이 중국보다 월등한 경쟁력을 가지는 것으로 분석되었다. 시장점유율에 있어서도 2010년 기준 한국은 28%, 중국은 24%로 큰 차이가 없으나 탱커(한국:0.47,중국:0.19)와 특수선박(한국:0.81, 중국:0.12)에서는 큰 격차를 나타내고 있다. 단위가격비 분석 결과 한국은 고품질의 상품을 수출하고 중국은 저품질의 상품을 수출하는 형태를 취하고 있는 것으로 분석되었다(한국 RUP=1.92, 중국 RUP=0.09). The purpose of this study is to analyze the global competitiveness in shipbuilding industry between Korea and China. According to the result of TSI analysis, the export competitiveness of Chinese shipbuilding industry is increasing(0.58→0.92) since 2003 while the competitiveness of Korean shipbuilding industry is decreasing(0.91→ 0.87). RSCA analysis shows that there exists big difference in competitiveness between Korea and China(Korea:0.80, China:0.39). Moreover, Korea has a comparative advantage in few types of ships such as tankers and special vessel, but China has a comparative advantage in various ships. In case of cargo ship, there will be expected to be a keen competition between Korea and China(2010: 0.78(Korea), 0.54(China)). However, In case of tankers and special vessel which requires high value added skills, Korea has higher competitiveness. The market share in shipbuilding industry of Korea and China is 28% and 24% respectively, but Korea occupies high market share in tankers and special vessels than China (Tanker: Korea-0.47, China-0.19, Special vessel: Korea-0.81, China-0.12). According to the ratio of unit price analysis, Korea exports high quality of vessels and China exports low quality of vessels(Korea:1.92, China:0.09).

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