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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

          논문 : 중국 중심의 동북아 6개국 무역물류 공동화 전략 수립에 관한 연구

          이재원 ( Jae Won Lee ),선길균 ( Kil Gyun Sun ) 한국해운물류학회(구 한국해운학회) 2011 해운물류연구 Vol.27 No.2

          동북아 6개국은 중국, 러시아, 일본, 몽고, 한국, 남한으로 구성된다. 이 국가들의 경제력의 차이가 매우 크기 때문에, 그들의 자원부존에 따라 각국은 자원의 상호보완성을 가질 수 있고, 지역내 각종 자원의 상호이전을 조성할 수 있다. 따라서 이는 무역과 운송을 통한 수요에 근거한 합리적인 자원배치를 이행할 수 있다. 이들 국가는 무역물류 공동화의 구성을 통하여 지역경제 일체화의 발전을 촉진하며, 동북아 지역의 경제성장 가능성을 통하여 물류산업의 협력과 협조를 유도할 수 있다. 이 때문에 중국, 일본 및 한국의 학자들이 공동운송 및 공동배송 등의 물류공동화를 공유하여 실시하고자 한다. 각국의 전문가들이 유럽물류의 성공을 참조하여 자유무역지역 등 협력 방안을 제안하였고, 국가간의 동북아 무역물류 공동화를 제창하고 있다. 본고에서는 중국의 관점에서 중국 연구가들이 제기한 내용을 정리하여 발전전략을 제안하고자 한다. Six countries in North-east Asia are composed of China, Russia, Japan, Mongo, Korea, North-Korea. With different economic circumstances of these countries, they can have co-supplement of resources, and can bring co-exchange of each resource in this area. Because international trade and transportation volume among these countries are steadily increasing, this can perform rational resource reallocation based on demand. Through the strategies establishement for joint trade-logistics, these countries can promote development of area economical unification, and through the potential of economic development, these countries can bring the cooperation and assistance of trade-logistics. In this paper logistics factor and strategies for developing joint trade-logistics in North-east area are suggested.

        • KCI등재

          한국 해운기업의 부실예측 연구

          박성화 ( Park Sung-hwa ),김태일 ( Kim Tae-ill ),권장한 ( Kwon Jang-han ) 한국해운물류학회(구 한국해운학회) 2017 해운물류연구 Vol.33 No.4

          글로벌 금융위기 이후 이어진 세계 해운산업의 장기침체는 국내 해운기업의 부실위험을 크게 증가시켰다. 우리나라 경제에서 해운산업의 중요성을 고려한다면 개별 해운기업의 위기를 조기에 식별하고 그에 따른 대응방안을 마련하기 위한 부실 예측수단마련이 필수적이라 할 수 있다. 본 연구는 해운기업의 반복되는 위기에 대응하기 위한 위기진단 및 예측모형을 개발하여 제안하고, 장기적인 관리 방향을 설정하고자 하였다. 해운기업의 부실예측을 위해 로짓(logit)모형을 활용하였으며 본 연구에서 고안한 부실예측모형을 통해 실제 법정관리를 신청한 해운기업들을 대상으로 예측력을 검증하였다. 분석결과, 해운기업들이 실제 법정관리를 신청한 시점 이전에 모형의 추정 부실확률이 위기에 대한 신호를 보내는 것을 확인할 수 있어 본 연구의 모형이 해운기업의 부실예측에 도움이 될 수 있다는 것을 확인할 수 있었다. 본 연구를 통해 불확실한 글로벌 해운시장에서 우리나라 해운기업의 리스크를 관리할 수 있는 토대를 마련하였으며 실무적으로도 활용 가능할 것으로 기대된다. Long-term stagnation in the global shipping industry has greatly increased domestic shipping companies’ default risk. Considering the importance of the shipping industry to the Korean economy, the early identification of a crisis in an individual shipping company is essential, to establish a default prediction method that will facilitate preparing necessary countermeasures. The purpose of this study is to develop a crisis diagnosis and prediction model that deals with repetitive crises in shipping companies, and presents a long-term management direction. The Logit Model was used to predict defaults in shipping companies. This study compared default probabilities of companies filing for legal management. The results show that the model’s estimated default probability sent crisis signals to those companies before they filed for court receivership. This confirmed the study’s models could help shipping companies predict possible failure, which lays the foundation for the risk management of Korean shipping companies in an uncertain global market. The practicality of this tool is also expected to be high.

        • KCI등재

          한국의 동북아물류중심지화 전략에 따른 법률적 문제점과 해결방안

          최석범,박종석 한국해운물류학회 (구 한국해운학회) 2003 해운물류연구 Vol.37 No.-

          물류환경변화와 동북아지역 주변의 급격한 환경 변화에 유연적으로 대응하고 지정학적으로 유리한 위치를 최대한 활용하여 한국경제의 총체적 경쟁력확보전략의 하나로서 동북아물류중심지화 전략이 구상되어 시행되고 있다. 동북아물류중심지화전략의 성공적인 도입을 위해서는 우선, 외국인의 투자와 물류흐름의 장애가 되는 요인을 제거하는 제도적 개선이 이루어져야 한다. 이러한 제도적 개선을 위하여 제반 법률 중에서 문제점을 도출하여 그 해결책을 제시하는 것이 본 연구의 주요내용이다. 무역관련기본법규로서 대외무역법, 관세법, 외국환거래법 그리고 물류중심화와 관련한 제반법률로서 외국인투자법, 화물유통촉진법, 유통단지개발촉진법 등을 다루었다. Korean Government is increasingly focusing on the strategy improving distribution and logistics to create a competitive advantage. A key element of this strategy is creating or leveraging distribution and logistics hubs that act as centres for distribution in Northeast Asia. A logistics hub is an integrated, sophisticated set of transportation, warehousing and distribution facilities any services that provides access to a marketplace. Korean Government aims to become a regional hub for multi-national corporations in Asia and a logistics hub in Northeast Asia by making the most use of the locality that Korea is located at the very core of the Northeast and Southeast Asian trade and logistics network and in the main trunk route of the World. When the TKR(Trans-Korean Railway) is connected with the TSR(Trans-Siberian Railway) Korea as Northeast Asian Logistics Hub will be become all the more attractive as it reach Russia and Europe. Thus, Korea can derive maximum benefits from its geographic centrality, yet in order to be the future logistics hub of the Northeast Asia. Systematic and procedural improvement must be made. This study deals with legal problems and solutions for the Northeast Asian logistics hub in Korea to provide the most effective and efficient customs adminstration and simplify import/export procedures in view of the logistics hub-related various Korean Regulations and Laws.

        • KCI등재

          한국의 북극항로 이용에 따른 국제물류네트워크의 재편성에 관한 연구

          최한별 ( Han Byul Choi ),최석범 ( Seok Beom Choi ),리신강 ( Kevin X Li ) 한국해운물류학회(구 한국해운학회) 2014 해운물류연구 Vol.30 No.1

          기후의 변화는 국제운송에 있어서 새로운 운송루트인 북극항로를 열고 있다. 아시아와 한국의 항만의 입장에서 북극항로의 매력은 아시아와 유럽을 통하는 전통적인 경로였던 수에즈운하에 비하여 선적항과 양륙항의 위치에 따라 10일에서 20일까지 운송기간이 단축된다는 것이다. 이러한 운송시간의 단축은 해운업이 연료를 절약하고 비용을 절감할 수 있음을 의미한다. 게다가 새로운 운송경로는 인도양과 홍해에 있는 해적들의 악행으로부터 피할 수 있도록 해줄 것이며 이는 곧 인명피해와 재산의 손실을 막을 수 있다. 위와 같은 이유로 북극해 연안국과 아시아 국가를 포함한 많은 국가들이 지구온난화로 인한 북극해빙에 따른 환경파괴의 우려와 함께 북극해 개발을 추진하기 위해 노력하고 있다. 한국도 역시 북극항로 개발을 위해 활발한 활동들을 해 왔으며 그 중 중요한 단계라고 할 수 있는 옵서버 자격을 2013년 5월 13일에 북극이사회로부터 획득하였다. 새로운 개발로부터 이익을 얻고 경쟁적 우위를 차지하기 위해 한국은 특히 부산항, 광양항, 울산항과 같이 동해에 위치한 기존 항만들의 시설을 확장하거나 새로운 항만을 구축하는 것과 같은 항만개발을 위하여 러시아와 협력관계를 구축하고 있다. 이제 한국은 북극항로 이용이 현실화되는 시대적 상황의 도래로 한국경제의 성장에 박차를 가할 기회를 갖게 되었다. 따라서 본 논문은 한국의 북극항로 개설과 그 경제적 효과를 분석하여 북극항로개설에 따른 국제물류루트의 재편성 방안을 논의함으로써 북극항로의 활성화에 기여하는 것이다. Climate change is opening a new route for international shipping - the North Pole Route. The attraction for Asian and Korean ports in opening up the North Pole route is straightforward - it will shorten the traditional route (Southwest route) between Asia and Europe via the Suez Canal by 10-20 days depending on exactly the locations of the loading and unloading ports. Making such cuts in transport times means major savings in fuel and lower costs for shipping industry. In addition, the new route will avoid the pirate-active waters of the Indian Ocean and the Red Sea, which will save hugely in terms of damage to the property and human lives. For the above reason, many countries including arctic coastal and Asian nations are trying to open the North Pole Route, thereby avoiding environmental destruction to the area. Korea has been also taking action actively in the development of NSR. As a milestone, Korea has been admitted as an observer to the Arctic Council on May 15, 2013. To benefit from this new position and to gain comparative advantage, Korea is constructing partnership with Russia in such ports development as expanding its facility of existing ports located in East Sea such as Pusan Port, Kwangyang Port and Ulsan Port. As it is anticipated that the summer sea ice is almost gone in the Arctic Ocean in 2030, Korea must reorganize the international logistics network by using NSR under the scenario of the thawing of the Arctic ice caps. Therefore the purpose of this paper is to contribute to the improvement of NSR by studying the ways to reorganize international logistic route via North Pole Route as well as analyzing the opening of Korean North Pole Route and its economic effects.

        • KCI등재

          외항해운기업의 경영성과에 대한 비교 분석 -금융위기 전후 변화와 전산업,운수업과 비교를 중심으로-

          김태일 ( Tae Il Kim ) 한국해운물류학회(구 한국해운학회) 2014 해운물류연구 Vol.30 No.1

          외항해운기업은 우리나라 해운산업의 핵심적 역할을 하고 있어 이들 기업이 지속적인 경영난을 겪는 경우 우리나라 해운산업의 근간이 무너질 수 있다는 우려가 팽배하다. 본 연구는 글로벌 금융위기 이후 경영에 어려움을 겪고 있는 외항해운기업의 경영성과를 분석하였다. 구체적으로 이 연구는 우리나라 외항해운기업의 경영분석을 통하여 금융위기 전후 재무구조를 분석하고, 전산업 및 운수업 경영성과와 비교하였다. 이를 통해 우리나라 외항해운기업 경영성과의 특징을 도출하였다. 연구 결과 외항해운기업은 금융위기 이후 경영이 크게 악화되었으며, 금융위기 이전 전산업 및 운수업보다 보다 나은 경영성과를 보였으나 경제상황이 악화된 금융위기 이후 경영성과는 비교 업종보다 악화되었다. 즉, 외항해운기업은 경제 악화시 리스크 관리의 필요성이 증대하며, 경제 호전시 기타 업종에 비해 경영성과가 큰 산업으로 분석되었다. As the ocean-going shipping companies play a key role in Korea`s shipping industry, concern that the basis of Korea`s shipping industry may collapse is prevalent among the shipping markets if they are continuously suffering from financial difficulties. This paper analyzes the business performance of ocean-going shipping companies that have experienced difficulties in management since the global financial crisis. Specifically, the study conducts financial statement analysis of ocean-going shipping companies in Korea, analyzes their financial structure before and after the financial crisis, and compare with business performance of transportation industry and all industries. As a result, this paper finds the characteristics of the business outcome of korea`s ocean-going shipping companies. Overall, their management condition has deteriorated considerably since the global financial crisis. In the result of comparative analysis, while their business outcomes were better than the transport industry and all industries before the financial crisis, their business outcome is getting significantly worse than the transport industry and all industries after the crisis. Therefore, during the economic boom, business outcomes of ocean-going shipping companies are better than the other industries, whereas during the economic recession, the need for risk management is growing.

        • 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

          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

          물류공동화의 물류협력 결정요인과 성과에 관한 실증연구

          이제현 ( Je Hyun Lee ),이용운 ( Yong Un Lee ) 한국해운물류학회(구 한국해운학회) 2015 해운물류연구 Vol.31 No.2

          본 연구는 물류공동화에 참여한 기업들 간에 물류협력을 형성시키는 요인이 무엇인지 규명하고 물류협력 형성이 성과에 어떠한 영향을 미치는지 분석하였다. 가설을 확인적 요인분석으로 검정한 결과 물류협력을 형성하는 요인의 세부요인들은 유의한 것으로 나타났다. 그러나 이러한 형성요인들이 물류협력을 결정하는데 직접적으로 영향을 주지 않는 것으로 나타났다. 기업특성 요인과 의사소통 요인, 물류정보시스템특성 요인은 물류협력 결정요인의 일부 혹은 전부에 영향을 미치는 것으로 나타났으나, 운영특성 요인은 거의 영향을 주지 않는 것으로 나타났다. 물류협력 형성요인, 결정요인 및 성과간의 인과관계에 대한 분석결과, 형성요인은 결정요인에 영향력이 높지 않지만 결정요인은 성과에 모두 긍정적 영향을 미치는 것으로 나타났다. Increasing logistics costs affects profits of firms engaged in manufacturing, distribution, logistics. In this regard, the Governments have carried out, as a method of cost savings, various supporting policies in order to activate logistics public facilities. This, however, comes out not successful due mainly to conflict of participating firms in different business lines, resulting in obstacles of operations. The success of public logistics facilities depends on cooperation among the participating firms. The logistic partnership of physical distribution cooperation is critical to efficient and effective logistical operations. In order to improve logistic performance, it may be necessary for forms participated in logistic partnership of physical distribution cooperation to form closer cooperation Unfortunately, there are few studies examining the nuance and outcomes of the logistic partnership of physical distribution cooperation And therefore this study identifies elements which form logistics cooperation and analyse whether these elements contribute to performance of logistics and lastly suggests alternatives as to the participating firms`` moving toward trust and devotion together with the government support in different respect. This study drew, through precedent studies and relevant theories about logistics cooperation, several elements relating to logistics cooperation and operational characteristics and communicational characteristics, logistics information systems. This study adapted concepts of trust and devotion as a factor for logistics cooperation. And the logistics cooperation was measured by logistics performance and logistics non-performance, This study verified research hypotheses by use of AMOS 4.0 programme as a model for structural equation. Survey was circulated to 851 public logistics participating firms which are located in Daejon 1,2,3,4 Industrial Complex, Cheongju 1,2,3,4 Industrial Complex, Oksan Industrial Complex, Ochang Science Industrial Complex, Daejon Noeun Agri Fishery Market. Among the 851, 238 (which is 27.9%) questionaries were answered and further 211 (24.7%) were selected as meaningful and used for empirical analysis. The analysis tested the hypotheses as follows. First, firms characteristics and communicational characteristics, logistics information systems characteristics affected confidence. Second, only logistics information systems characteristics affected devotion. Third, confidence affected devotion. Lastly confidence and devotion, respectively, affected performance positively. This hypotheses test leaves the following points : First, confidence is a prime element to form a devotion. And therefore a system shall be developed to make the firms trust each other. Second, cooperation for the public logistics affects the performance. And therefore the firms participating in the public logistics shall be recognized as horizontal partners not vertical. Third, the participating firms are required to understand other firms`` corporate cultures along with operational features of public logistics, work standardization, fairness.

        • KCI등재

          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.

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