논문 : 균형성과표와 Network-Malmquist 모델을 활용한 해운기업의 효율성 및 생산성 변화 분석

황경연 ( Kyung Yun Hwang ),구종순 ( Jong Soon Koo ) 한국해운물류학회(구 한국해운학회) 2015 해운물류연구 Vol.31 No.4

본 연구는 Network DEA와 Network-Malmquist 모델을 활용하여 BSC관점에서 우리나라 주요 해운기업의 효율성 및 생산성 변화를 비교분석하였다. Network DEA 결과에서 주력선종별로는 벌크선사의 효율성이 가장 높고, 탱커선사, 컨테이너선사의 순으로 나타났고, 기업규모별로는 종업원수 100~200인 해운기업의 효율성이 가장 낮은 것으로 나타났다. Network-Malmquist 모델 분석결과에서 주요 해운기업의 생산성은 2012년 이후 하락한 것으로 나타났다. 주력선종별로는 벌크선사의 생산성이 가장 낮게 하락하였고, 그 다음은 컨테이너선사, 탱커선사 순으로 생산성이 낮게 하락한 것으로 나타났다. 기업규모면에서는 종업원수 200인 이상 해운기업의 생산성이 가장 낮게 하락하였고, 종업원수 100인 미만 해운기업, 종업원수 100~200인 해운기업 순으로 생산성이 낮게 하락한 것으로 나타났다. The shipping industry has been depressed since 2008 as a result of the global financial crisis, which has put more pressure on shipping companies to optimize operations. This study aims at analyzing the financial data of Korea``s main shipping companies for the period 2011-2014 to establish the change in these companies`` efficiency and productivity using the Balanced Scorecard (BSC) and Network Data Envelopment Analysis (DEA) methods, together with the Network-Malmquist model. In this study, 28 shipping companies in Korea were selected as a representative sample because their detailed performance indicators were available from the BSC perspective. The results of Network DEA under the assumption of CRS (constant returns to scale) showed that bulk shipping companies had the highest efficiency, followed by tanker shipping companies and container shipping companies in that order. In terms of company size, companies having less than 100 employees had the highest efficiency, followed by those with 200 employees or more and those with 100 to 200 employees in that order. In the analysis of productivity using the Network-Malmquist model, the productivity of Korea``s major shipping companies showed a continuing decline since 2012. By shipping type, the productivity of bulk shipping companies showed the smallest decline followed by container shipping companies, while that of tanker shipping companies showed the biggest decline. In terms of company size, shipping companies with 200 employees or more showed the least decline in productivity, followed by those having less than 100 employees, while the shipping companies with 100~200 employees showed the biggest decline. This study has important implications for shipping companies from the perspective of management. First, shipping companies with more than 100 employees should strive to improve their financial performance by enhancing their internal processes and customer service. In the results of Network DEA and traditional DEA, shipping companies having less than 100 employees was found to be more efficient than shipping companies with 100 employees and with 100~200 employees. Therefore, a large-scale shipping company will strive for further efficiencies than small-scale shipping companies to eliminate inefficiencies that appear depending on the larger scale. Second, the major shipping companies in Korea, and in particular, tanker shipping companies, need to make more efforts to improve their productivity. In the analysis of productivity changes using the Network-Malmquist model, productivity of tanker shipping companies showed more decline than in the bulk shipping companies and container shipping companies. Therefore, tanker shipping companies will strive to improve productivity and find ways to overcome the current difficult environment. In addition, shipping companies having less than 200 employees that has reduced the productivity than those with 200 employees or more will require more effort to improve productivity.

세계 주요 정기선사의 항만네트워크에 관한 연구

강동준(Dongjoon Kang),방희석(Heeseok Bang),우수한(Suhan Woo) 한국항만경제학회 2014 韓國港灣經濟學會誌 Vol.30 No.1

해상과 육상운송의 접점인 항만은 생산, 거래, 물류 및 정보 교류의 필수적인 플랫폼으로 각 항만을 교차하는 공급사슬 시스템의 노드이다. 또한, 항만은 이를 이용하는 선사와 화주에게 경쟁우위를 확보할 수 있도록 하며, 국가 경제에 큰 영향을 미치고 있다. 지금까지 이루어진 항만에 대한 선행연구에서는 항만의 경쟁력을 TEU 단위의 항만처리물동량(Throughput)으로 평가하여 왔다. 그러나 최근 컨테이너 처리물동량이 허브항만으로서의 주된 혹은 유일한 조건인가에 대한 의문이 제기되고 있으며 항만과 항만을 연결하는 해운선사들에 의한 주변 항만들과의 연결성 정도가 지역 내 확실한 허브 항만인지에 대한 판단을 할 수 있는 요인으로 부각되고 있다. 본 연구는 사회네트워크분석(SNA: Social Network Analysis)을 이용하여 2006년부터 2011년까지 19개 선사의 기항패턴과 선박투입량을 대상으로 전 세계 항만 네트워크 분석을 실시하였다. 연구결과로 좁은세상, 멱함수 법칙 등과 같은 항만 네트워크의 구조적인 특성을 파악하고 네 가지 항만중심성을 나타냈으며 시계열 자료(2006년~2011년)를 이용하여 연도별 중심성 추이를 나타내고 있다. 이를 통해 항만운영자 및 선사의 항만개발계획 및 선대운영시 항만물동량만을 기준으로 계획을 세우는 것이 아닌 새로운 개선 정책이 필요할 것으로 판단된다. Competitiveness of container ports has been traditionally evaluated by capability of individual ports to provide services to customers or their service quality. However, since container ports are connected by container shipping networks to varying degrees, the status of the ports in liner shipping service networks also determines competitiveness of the ports. Sometimes same ports may play different roles in different forms of shipping networks. Shipping network connections that formulate in container ports therefore have more significant impact on their performance than service capabilities they have. This study aims to explore how the shipping and port network has been structured and changed in the past and to examine the network characteristics of ports using Social Network Analysis(SNA). In this SNA study, nodes in the network are the ports-of-call of the liner shipping services and links in the network are connections realized by vessel movements, such that the liner shipping networks determine the port networks. This study, therefore, investigates the liner shipping networks and through its results demonstrates the network characteristics of the ports that are represented by the four centrality indices. This provides port authorities and terminal operating companies with managerial implications to enhance competitiveness from customers’ perspectives.

Knowledge Acquisition in the Global Strategic Alliance Network

Lee, Eon-Seong Korean Institute of Navigation and Port Research 2014 한국항해항만학회지 Vol.38 No.3

This paper aims to empirically examine how shipping companies can effectively acquire knowledge from their strategic alliance partners. This paper adopts cooperative network embeddedness mechanism, such as network density and tie closeness, as a channel through which to acquire more knowledge for shipping participants within a strategic alliance network. This study also examines the moderating role of competition between alliance partners in reinforcing the effectiveness of the cooperative relationships on the knowledge acquisition. Based on the literature, hypotheses to predict the aforementioned associations between cooperative network embeddedness and knowledge acquisition and the moderating role of competition in facilitating that association are established. A quantitative research method using survey data conducted in the Korean shipping industry was employed in order to empirically test the presented hypotheses. The results show that if players in a shipping alliance network are embedded in a dense network and have close relationships with their alliance partners, this helps to facilitate a greater degree of knowledge acquisition from the partners; and the impact of network density on the knowledge acquisition would be intensified with the higher level of competition between shipping companies.

Knowledge Acquisition in the Global Strategic Alliance Network

Eon-Seong Lee 한국항해항만학회 2014 한국항해항만학회지 Vol.38 No.3

This paper aims to empirically examine how shipping companies can effectively acquire knowledge from their strategic alliance partners. This paper adopts cooperative network embeddedness mechanism, such as network density and tie closeness, as a channel through which to acquire more knowledge for shipping participants within a strategic alliance network. This study also examines the moderating role of competition between alliance partners in reinforcing the effectiveness of the cooperative relationships on the knowledge acquisition. Based on the literature, hypotheses to predict the aforementioned associations between cooperative network embeddedness and knowledge acquisition and the moderating role of competition in facilitating that association are established. A quantitative research method using survey data conducted in the Korean shipping industry was employed in order to empirically test the presented hypotheses. The results show that if players in a shipping alliance network are embedded in a dense network and have close relationships with their alliance partners, this helps to facilitate a greater degree of knowledge acquisition from the partners; and the impact of network density on the knowledge acquisition would be intensified with the higher level of competition between shipping companies.

부산항의 해운네트워크 발달과 중심성 측정에 대한 고찰

박용안(Yong-An Park) 한국산업경제학회 2012 산업경제연구 Vol.25 No.5

해운네트워크는 항만의 지위를 결정하는 중요한 요소중 하나이다. 이 연구는 부산항을 사례로 하여 항만의 위상변화를 해운네트워크 측면에서 고찰하고 항만의 중심성 지수를 산정하여 항만의 물동량 변화와 상관관계를 분석하였다. 부산항은 1971년 재래 정기선 운항시기와 1981년 컨테이너 본격화 초기 고베항 등 인접 거점항만과 경쟁을 해야 하는 관문항에서 점차 위상을 제고하여 1980년대 들어서는 동북아 거점항으로 성장하였다. 이 연구에서는 부산항을 대상으로, 사회학에서 이용하고 있는 중심성 지수를 항만에 적합하도록 단순화하여 해운네트워크의 중심성 평가에 이용하였다. 우선 우리나라 항만의 해운네트워크만을 고려한 중심성 지수는 우리나라에서 부산항의 거점기능이 지속되어 왔음을 나타내고 있다. 또한 세계 항만들을 포괄하여 산정된 중심성 지수도 부산항의 거점기능이 2000년대 초기까지 지속적으로 제고되어 왔음을 보이고 있다. 중심성 지수와 컨테이너 물동량과 총물동량의 상관 관계를 살펴보면, 우리나라 항만만을 고려한 중심성 지수는 항만의 물동량 변화를 표현하는 데에 적합하지 않는 것으로 분석되었다. 그러나 세계 항만들을 포괄하여 산정된 중심성 지수는 부산항 물동량 변화와 비교적 밀접한 상관관계를 나타내고 있다. 이 연구는 항만의 해운네트워크만 고려하고 있는 한계를 지니고 있어 향후 연구에서 투입선박의 특성, 운항거리, 항만의 시설과 내륙네트워크를 고려할 경우 항만의 위상변화를 더욱 명확히 나타낼 것으로 판단된다. Shipping network is a key element of deciding the status of a port. This study analyses the status change of a port in view of shipping network and scrutinises the correlation between the centrality index and cargo throughput after evaluating centrality of a port, using the data of Busan port. Busan improved its role of a gateway port for Korean shippers while competing with Kobe and other neighbouring ports in the age of conventional liner routes in 1970s and expanded full container service routes from the early 1970s. It developed as a hub port in North-East Asia in 1980s. This study adopts the measurement of centrality in sociology in order to evaluate the centrality of a port after simplifying and improving suitability for shipping network in Busan port. The centrality index including the number and shipping network of Korean ports implicates that the hub status of Busan among Korean ports has sustained. The centrality index using the number of World ports shows us that the hub status of Busan port had been rising by the early 2000s. In the analysis on the correlation between centrality index and cargo throughput of Busan port, the centrality index including the number and shipping network of Korean ports is assessed to be unsuitable for explaining the periodic trend of throughputs. The centrality index using the number of World ports presents the strict correlation between centrality index and cargo throughput of Busan port. We could find a suitable centrality index that represents well the hub status of a port by adding the evaluation of vessel size, route distance, port facility and inland network.

Knowledge Acquisition in the Global Strategic Alliance Network

이언승 한국항해항만학회 2014 한국항해항만학회지 Vol.38 No.3

This paper aims to empirically examine how shipping companies can effectively acquire knowledge from their strategic alliance partners. This paper adopts cooperative network embeddedness mechanism, such as network density and tie closeness, as a channel through which to acquire more knowledge for shipping participants within a strategic alliance network. This study also examines the moderating role of competition between alliance partners in reinforcing the effectiveness of the cooperative relationships on the knowledge acquisition. Based on the literature, hypotheses to predict the aforementioned associations between cooperative network embeddedness and knowledge acquisition and the moderating role of competition in facilitating that association are established. A quantitative research method using survey data conducted in the Korean shipping industry was employed in order to empirically test the presented hypotheses. The results show that if players in a shipping alliance network are embedded in a dense network and have close relationships with their alliance partners, this helps to facilitate a greater degree of knowledge acquisition from the partners; and the impact of network density on the knowledge acquisition would be intensified with the higher level of competition between shipping companies.

SNA를 활용한 연안해운 중심성 평가에 관한 연구

이해찬,박성훈,여기태 한국디지털정책학회 2021 디지털융복합연구 Vol.19 No.2

Coastal shipping performs a pivotal role as a national transportation network and is highly valuable in terms of enabling more economical transportation at affordable prices than road transportation. In this regard, this study aimed to examine changes in the characteristics and centrality of South Korea’s costal shipping sea-route networks by analyzing the centrality of domestic coastal shipping. To this end, social network analysis was used as an analysis technique that enables an analysis on the characteristics of coastal shipping networks. As a result, Jeollanam-do showed the highest degree centrality, ranking first in both the in-degree and the out-degree. Jeollanam-do also exhibited the highest betweenness centrality, and Gangwon-do registered the highest closeness centrality. In terms of hub and authority centrality, Jeollanam-do topped the list, followed by Gyeongsangnam-do and Gangwon-do in order. Lastly, Jeollanam-do ranked highest in the hub index, followed by Incheon, other regions, and Gangwon-do in order. This study is significant for suggesting the cities and provinces that play a key role in coastal shipping each year and their corresponding items. Future studies are recommended to identify the trend of coastal shipping through more detailed research on each port by city and province 연안해운은 국가 기간 운송망으로서 중추적인 역할을 수행하고 있으며, 도로운송에 비해 저렴한 비용으로 경제적인 운송이 가능하다는 측면에서 가치가 높다. 이러한 측면에서 본 연구는 국내 연안해운 중심성 분석을 통해 연안해운 항로 네트워크의 특성 및 중심성 변화를 살펴보는 것을 연구의 목적으로 한다. 이를 위하여 연안해운의 네트워크의 특성을 분석할 수 있는 SNA(Social Network Analysis) 분석방법을 활용하였다. 연구결과, 전라남도가 In-Degree 및 Out-Degree 모두 가장 높은 순위를 기록하며 연결 중심성이 제일 높은 것을 확인하였다. 매개 중심성은 전남이 가장 높은 순위를 보였으며, 근접 중심성의 경우 강원이 가장 높은 순위를 보였다. 허브와 권위 중심성 결과 전남이 가장 높은 순위를 기록했고, 경남, 강원 등의 순으로 높은 중심성이 도출됐다. 마지막으로, 허브 인덱스(Hub Index) 결과, 전남이 1순위로 도출됐으며, 인천, 기타지역, 강원 순으로 순위를 기록했다. 본 연구는 연안해운의 중추적인 역할을 맡고 있는 시·도 및 관련 품목을 제시하였다는 시사점이 있다. 향후 연구에서는 시·도에 속한 항만별 연구를 통해 연안해운의 흐름을 파악할 필요가 있다.

4S 다중매체 스위칭 서버와 육해상 정보교환 시스템 개발

문성미(Seong-mi Mun),장원석(Won-seok Jang),손주영(Joo yong Son),양규식(Gyu-sik Yang) 한국항해항만학회 2013 한국항해항만학회지 Vol.37 No.3

선박표준 네트워크는 2005년 IMO MSC 제 81차 회의에서 e-navigation을 공동 의제로 제출되었다. 2006년 MSC 81의 WG 프로그램으로 승인된 후 2008년까지 e-navigation 구현전략을 수립하기로 결정됨으로써 선박 네트워크의 표준화 작업은 본격화되었다. 이는 선박의 안전 항해 뿐 아니라 400여종의 이기종 항해통신장비 및 기관 장비를 탑재하는 선박에서의 효율적인 정보 교환을 지원하기 위한 것이기도 하다. 그 가운데 4S 네트워크는 육상과 선박, 선박과 선박사이의 무선통신을 말하며 선박과 육상 간 통신채널을 항상 연결하도록 해주는 기본이 된다. 4S 네트워크는 이를 기반으로 다양한 서비스를 제공할 수 있는 많은 활용 분야가 존재하기 때문에 향후 e-navigation이 적용되면 다양한 시장 창출이 가능할 것으로 보이나 현재 이에 대한 구체적인 기반 기술 연구나 시제품 개발은 전무한 상태이다. 본 논문에서는 육해상간 효율적이고 저렴한 통신환경을 제공하도록 하는 4S 다중매체 스위칭 서버와 육해상 정보교환 시스템을 개발하고, 구현한 시스템의 성능을 TTA(Telecommunications Technology Association) V&V(Verification and Validation) 인증을 통해 확인하였다. Ship Standard Network was submitted as a common subject of e-navigation by 81th IMO MSC 2005. This agenda was given an official status with strategy planning of e-navigation for Ship Standard Network after approval of WG program of 81th MSC 2006. Nowadays approximately 400 heterogeneous navigation and communication equipments are working on ships at sea. Standardization of ship network is to support exchanging various data efficiently. Among them, 4S network is defined as a wireless communication network between ship to ship and ship to shore which provides unceasing communication channel ship to shore. It has been expected to trigger various services and applications based on 4S network. However, no technologies and products has been appeared at fields yet. but now there's not specific technologies and developing products. In this paper, We developed a 4S multiple media switching server and a ship-land information exchange system to overcome the heterogeneity and provide efficient communication environments.. The performance of the implemented system was verified by TTA(Telecommunications Technology Association) V&V(Verification and Validation).

세계 주요지역 항만의 네트워크 특성이 성과에 미치는 영향에 관한 연구

강동준(Dongjoon Kang) 한국항만경제학회 2015 韓國港灣經濟學會誌 Vol.31 No.4

본 연구의 목적은 네트워크 이론 관점에서 정기선 운항에 따른 해운네트워크 분석을 통한 세계 주요 항만의 중심성을 분석해 보고 항만경쟁력으로 대변되는 항만물동량에 미치는 영향에 대해 알아봄으로써 선사 중심의 항만경쟁력 평가 및 항만당국 및 항만운영자의 컨테이너항만 경쟁력 향상방안과 개발정책에 필요한 근거를 마련하는데 있다. 항만의 네트워크 중심성을 파악하기 위해 이용된 데이터는 Containerization Yearbook과 online의 2007년부터 2011년까지 6년간의 정기선사 서비스 및 항만 데이터를 활용하였으며 분석방법으로는 그래프 이론의 한 부문인 사회 네트워크 분석(SNA: Social Network Analysis)을 이용하였다. 또한 이를 통해 도출된 주요 항만의 중심성과 항만경쟁력에 영향을 미치는 요인을 선행연구를 통해 도출하여 항만물동량과의 패널 회귀분석을 실시하였다. 연구결과, 세계 주요항만의 중심성을 분석하여 시간에 흐름에 따른 항만 네트워크 내 역할에 대해 파악되었고, 고정효과모형(Fixed effect model)으로 선택된 패널회귀분석을 통해 거시경제변수인 GDP, 선석의 변화율 및 항만 중심성 중 위세 중심성(Eigenvector Centrality)이 정(+)의 영향을 미치는 변수로 분석되었다. The purpose of this study is to examine the relationship between the network characteristics of ports and their performance that is represented by port competitiveness for the port operators. The study employs Social Network Analysis (SNA) to evaluate network characteristics comprising four centrality indices. For this research, data from Containerization International Yearbooks for 2006–2011 is used to analyze the service networks of 20 major liner shipping companies. In SNA, nodes (vertices) in the network are the ports and links (edges) in the network are connections realized by vessel movements, such that the liner shipping network determines the port network. In addition, panel regression analysis has been employed to investigate the relationship between port network characteristics and their performance. The results suggest that the four centrality indices identify the roles of the world"s major ports from 2006 to 2011 and that port performance is determined not only by macroeconomic variables and service capabilities but also by the eigenvector centrality of ports in networks.

SANET-CC : 해상 네트워크를 위한 구역 IP 할당 프로토콜

배경율(Kyoung Yul Bae),조문기(Moon Ki Cho) 한국지능정보시스템학회 2020 지능정보연구 Vol.26 No.4

Currently, thanks to the major stride made in developing wired and wireless communication technology, a variety of IT services are available on land. This trend is leading to an increasing demand for IT services to vessels on the water as well. And it is expected that the request for various IT services such as two-way digital data transmission, Web, APP, etc. is on the rise to the extent that they are available on land. However, while a high-speed information communication network is easily accessible on land because it is based upon a fixed infrastructure like an AP and a base station, it is not the case on the water. As a result, a radio communication network-based voice communication service is usually used at sea. To solve this problem, an additional frequency for digital data exchange was allocated, and a ship ad-hoc network (SANET) was proposed that can be utilized by using this frequency. Instead of satellite communication that costs a lot in installation and usage, SANET was developed to provide various IT services to ships based on IP in the sea. Connectivity between land base stations and ships is important in the SANET. To have this connection, a ship must be a member of the network with its IP address assigned. This paper proposes a SANET-CC protocol that allows ships to be assigned their own IP address. SANET-CC propagates several non-overlapping IP addresses through the entire network from land base stations to ships in the form of the tree. Ships allocate their own IP addresses through the exchange of simple requests and response messages with land base stations or M-ships that can allocate IP addresses. Therefore, SANET-CC can eliminate the IP collision prevention (Duplicate Address Detection) process and the process of network separation or integration caused by the movement of the ship. Various simulations were performed to verify the applicability of this protocol to SANET. The outcome of such simulations shows us the following. First, using SANET-CC, about 91% of the ships in the network were able to receive IP addresses under any circumstances. It is 6% higher than the existing studies. And it suggests that if variables are adjusted to each port’s environment, it may show further improved results. Second, this work shows us that it takes all vessels an average of 10 seconds to receive IP addresses regardless of conditions. It represents a 50% decrease in time compared to the average of 20 seconds in the previous study. Also Besides, taking it into account that when existing studies were on 50 to 200 vessels, this study on 100 to 400 vessels, the efficiency can be much higher. Third, existing studies have not been able to derive optimal values according to variables. This is because it does not have a consistent pattern depending on the variable. This means that optimal variables values cannot be set for each port under diverse environments. This paper, however, shows us that the result values from the variables exhibit a consistent pattern. This is significant in that it can be applied to each port by adjusting the variable values. It was also confirmed that regardless of the number of ships, the IP allocation ratio was the most efficient at about 96 percent if the waiting time after the IP request was 75ms, and that the tree structure could maintain a stable network configuration when the number of IPs was over 30000. Fourth, this study can be used to design a network for supporting intelligent maritime control systems and services offshore, instead of satellite communication. And if LTE-M is set up, it is possible to use it for various intelligent services.