본 연구의 목적은 21세기 국제물류전략의 근간이 되는 ASEAN과 한국의 주요 컨테이너항만의 경쟁력 파악과 비교ㆍ평가를 통하여 한국항만의 경쟁력 제고를 위한 對 ASEAN에 관한 정책적 시사점을 강구함에 있다. 연구방법론과 범위는 ASEAN과 한국에 있어서 컨테이너항만의 경쟁력이라는 정성적인 속성을 정량화하여 평가하는 계층퍼지 분석(HFP)기법을 도입하여 실증분석을 하였다. 연구의 결과 싱가포르가 1위, 부산과 마닐라항만이 공동 2위의 선두그룹으로 평가되었다. 본 논문의 기여도는 한국과 ASEAN의 항만경쟁력 비교 연구를 통해 사회과학분야의 연구에 적용할 수 있는 HFT방법론을 도입하여 정책수립에 응용한 최신의 실증적인 연구접근에 있다.

세계 경제의 글로벌화에 따른 국제물류의 환경변화로 세계 주요 항만은 각 권역에서의 물류거점 항만이 되기 위한 경쟁이 치열하게 전개되고 있다. 우리나라(한국)에서도 동북아지역에서의 지리적인 이점을 활용하여 새정부의 출범과 함께 국가차원에서 한반도를 동북아 물류 중심기지로 육성하기 위한 전략을 적극적으로 추진 중에 있다. 그 중 한가지 전략이 관세자유지역 지정을 통한 다국적 물류기업의 유치로 물류산업의 활성화 및 동북아의 국제물류기지로 육성할 계획이다. 그러나 세계 각국에 비해 후발주자인 부산항 관세자유지역에 세계적인 다국적 기업의 유치를 위해서는 중앙정부 및 지방정부의 많은 투자가 필요한 것이 현실이다. 따라서 본 연구에서는 중국 및 일본에 있는 업체의 설문 조사를 토대로 부산항 관세자유지역의 경쟁력을 분석하고 활성화 방안을 제시하는데 목적을 두고 있다. 컨조인트 분석을 통한 응답 업체의 선호도 조사결과 투자절차 및 제한이 36.2％로 가장 높은 선호도를 나타내고 있기 때문에, 관세자유지역에 기업을 유치하기 위해서 가장 중요시해야 할 전략은 투자절차 및 제한에 대한 문제점을 해결해야 한다. 시장점유율 시뮬레이션 분석을 통하여 경쟁력을 평가한 결과, 5개 국가중 UAE의 경쟁력이 가장 높고 한국은 가장 낮은 것으로 나타났다. 그러나 투자절차 및 제한과 생산요소 비용의 현재 수준을 개선시켰을 경우에는 5개 국가중 UAE 다음으로 경쟁력이 높은 것으로 나타났다. 따라서 부산항 관세자유지역이 경쟁력을 가지기 위해서는 투자절차 및 제한에 대한 개선뿐만 아니라 생산요소 비용에서도 기업들이 만족하는 수준으로 절감되어야 한다는 것을 알 수 있었다.1〈/TEX〉, 0.88t0.1, 0.89t0.1, 0.97t0.1.과 같은 결과를 주었다.인 확산을 도모하고 있다.일부의 선박은 편의치적국의 선적을 이용하여 운항되기도 한다. 이 연구의 결과를 바탕으로 한 정책적 제언은 경영기술, 자본력, 선박의 질적수준 및 경쟁의 측면에서 일본보다도 취약한 상태에 있는 우리나라의 근해해운을 성장.발전시키기 위해서는 정부는 먼저 연안해운에 적용시키고 잇는 면허제도를 점진적으로 개방화시켜 우리나라의 연안해운의 자본력을 증강시키고 경쟁원리에 의한 경쟁력을 제고시켜야 하며, 제 2선적제도의 발달과 해운경영의 국제성에 맞추어 근해해역에서 활동하는 우리나라의 선박에대해서 부분적으로 선박의 국적을 점차 개방시켜 나가는 정책을 검토해야 할 단계라는 것이다. 이러한 점에 있어서 지난 30여년간 외항해운부문에 중점을 두어온 우리나라의 해운정책은 이제 근해해운정책의 개발에도 관심을 기울여야 하는 전환점에 있다고 할 수있다.의 목적과 지식)보다 미학적 경험에 주는 영향이 큰 것으로 나타났으며, 모든 사람들에게 비슷한 미학적 경험을 발생시키는 것 이 밝혀졌다. 다시 말하면 모든 사람들은 그들의 문화적인 국적과 사회적 인 직업의 차이, 목적의 차이, 또한 환경의 의미의 차이에 상관없이 아름다 운 경관(High-beauty landscape)을 주거지나 나들이 장소로서 선호했으며, 아름답다고 평가했다. 반면에, 사람들이 갖고 있는 문화의 차이, 직업의 차 이, 목적의 차이, 그리고 환경의 의미의 차이에 따라 경관의 미학적 평가가 달라진 것으로

본 연구의 목적은 아시아 주요항만의 특성을 종합적으로 분석/분류하는 것이다. 특히, 본 연구에서는 기존연구가 지닌 연구대상 선정과 관련한 문제점을 극복하기 위해, 객관적인 지표에 의거하여 부산항이 속한 아시아 주요 대상 항만을 선정했다. 그리고, 연구 방법론의 측면에서 기존연구의 계층평가 알고리즘을 이용한 항만평가와 군집분석법을 이용한 연구의 경우 상호보완적인 장/단점을 지니고 있어, 두 가지 알고리즘을 연계하여 아시아 항만의 전체적인 판도와 항만의 경쟁력 순위 등을 종합적으로 고찰했다. 또한, 본 연구에서는 일반군집분석법에 퍼지 알고리즘을 적용한 FC<(Fuzzy C-Means)법을 이용하여, 기존 방법보다 다양한 고찰이 가능케 하였다. 분석결과, 아시아 16개 주요 항만들 중 10개 항만이 독자적이 위상을 가지고 6가지 항만군을 형성하고 있었으며, 순위면에서 싱가폴항, 홍콩항, 부산항 카오슝항이 높은 경쟁력을 가지고 있었다. 특히, 부산항과 카오슝은 여러 가지 특성에서 유사하여 동일 항만군으로 분류되었고, 싱가폴하엥 이어 2번째로 높은 경쟁력을 보유한 항만군을 형성하고 있는 것으로 파악되었으나, 경쟁력 면에서 싱가폴항과의 격차는 큰 것으로 파악되었다.

본 연구는 한중정기항로에서 국적선사 활성화 방안에 관한 실증연구이다. 본 연구를 위하여 한중항로의 국적정기선사, 중국적 정기선사, 3국적 정기선사 등의 종사자에 실문지 500매를 배포하여 290매 회수하였으며, 한중정기항로 국적선사 활성화 요인과 물동량 증대효과의 관련성을 검증하기 위하여 먼저, 설문문항의 신뢰성(Reliability)은 크론바하 알파(Cronbach's Alpha)에 의한 내적 일관성 검사법을 통하여 검정하였고, 독립변수의 구성타당성(Construct Validity)을 검정하기 위해서 변수들이 선형결합이라는 가정 하에 요인을 추출하는 주성분 법(Principal Components)을 이용한 요인분석(Factor Analysis)을 실시하였다. 그리고 연구가설을 검증하기 위하여 다변량 회귀분석(Multiple Regression Analysis)을 실시하였다.

이 연구는 산업현장에서 직접 수집한 자료를 근거로 수행된 한국 선박관리업의 국제경쟁력 실태에 대한 분석이다. 본 연구에서는 국내 선박관리회사를 국제시장에 존재하는 다국적 선박관리회사와 비교하는 것이 보다 목적에 부합할 것이다. 그러나 국내 선박관리회사는 전반적으로 국제경쟁력 수준이 너무 낮아 다국적 선박관리회사와 비교하기에는 부적절하였다. 때문에 본 연구에서는 국적 외항선사의 선박관리부문을 국내 선박관리업의 비교주체이자 표본으로 선정, 비교하였다. 경쟁력분석은 크게 가격 경쟁력과 비가격 경쟁력으로 구분하여 실시하였다. 각격 경쟁력 요소로는 선원비, 입거수리비, 운항수리비, 선용품비, 기부속비, 윤활유비 및 관리수수료를 포함하였으며, 비가격 경쟁력 요소로는 선원 및 육상관리인의 자질, 관리조직의 효율성, 관리체계의 역량, 산업규격인증, 선박관리 노하우, 대선박 관리지원체계, 사무. 선박자동화 등으로 구성되었다. 분석결과 국적선사 선박관부문은 외국의 전문 선박관리회사들에 비해 전박적으로 국제경쟁력을 확보한 것으로 나타났다. 따라서 한국의 선박관리 사업은 선박관리 경쟁력 수준을 지속적으로 재고하여 적극적으로 국제시장 진출은 시도할 필요성이 있다.

Although the ports are actually competing with various strategies, the definition and structural understanding of port competitive power are not known very much. Therefore this study has launched from this fact, and has the objective of obtaining the structural model of the competitive power, and understanding the components of the port competitive power. The following are the results of the study. First, the process began by abstracting the components that composed the port competitive power through recent research, and grouping it by the most core components using the KJ method. Also, by using the FSM(Fuzzy Structural Modeling) method to understand the structure of the grouped components, and the structural model of the port competitive power was able to obtain as the result. Second, when analyzing the obtained structural model, port expenses, main trunk location, port congestion and port facility came out to be the most important component groups, and especially port expenses was the most effective component that effected all the other components overall. Third, the component groups that were relatively less important, effected by most of the other components, and located on the top level of the structure model were the hinterland accessibility, port ownership, customs duties speed, and large ship port entrance possibility etc. Fourth, the results of this study will be able to be used when establishing competing strategies for our country's ports by proposing the relatively important components with the port competitive rower considered.

Since the mid 1980s, the concept of logistics has become more important to the enterprises in strategic sense because it had aggrandized itself to more comprehensive and integrative concept. Therefore study on the service organization of the logistics system for customer’s satisfaction from the management’s point has been focused as one of the major subject in order to improve the logistics quality which would ultimately increase the value of logistics service. This study has been focused on what the port logistics functions and the factors of the port logistics quality are those Korean port managers acknowledge as important factor. And examins these port logistics quality levels and the port logistics value (port productivity, service results) obtained by the results of these activities while reviewing the relation of the custom value which the port managers evaluate in order to evaluate and promote the competitiveness of the Korean port. According to the study results the port logistics function which the Pusan Container Terminal managers recognized as important were customer service management the flexibility of the port facilities and curtailment of the original operation cost of the port. It also indicated that the managers recognized the importance of the customer-oriented terminal management as it showed a close relationship with the port quality level.

This paper aims to derive the strategies for the container terminal in Pusan. So it has focused on analyzing the current conditions of Pusan container terminal while evaluating the difficulties arising from the existing facilities/equipment and the operating system in the Pusan Korea Container Terminal through the workers at the container terminal and at off-dock CY. The object of this study is to assist the existing terminals to operate the facilities/equipment reasonably and to contribute shaping the ports policy which will be the basis of constructing new ports that will remain competitive while maintaining superiority over the ports in northeast area. According to the analysis 68% of the supplier answered that their terminal services which are the most important factor in running a terminal were superior to the other while only 28% of the user answered that they thought the current services were superior. For the areas of supplementing the terminal the people working at the terminal answered in the order of business operation equipment the number of berth service and management ability while the user answered in the order of service computer system transportation system and equipment. According to the regression analysis it became clear that there should be more effort toward improving or supplementing the facility scale facility usage charge transportation facilities which will assist in developing competitiveness of the terminal. It was also noted that management ability and business ability were mentioned as the important factors in operating a terminal.

Capital cost of ships for advanced maritime countries is generally regarded as an international cost, which is, or can be, irrelevant with respect to the nationality of shipowners. However, Korean shipowners have been not only forced by national laws and regulations to build their ships at Korean shipyards, but also restricted to access to foreign financial markets. Having said that, as far as Korean shipowners are concerned, the capital cost has become a national cost. Consequently, it causes them to lower International competitiveness. This paper aims to identify the causes deteriorating international competitiveness of Korean shipping with reference to capital costs and suggest constructive proposals.

Port competition is generally classified into two type of inter-domestic ports and intermational ports and the latter is measured how to secure the function of intermediacy for foreign cargoes among competing parts. In the Northeast Asia top 20 world container ports such as Pusan, Kobe, Yokohama and Kaohsiung are struggling to induce transshipment containers generated in the North China region. This paper aims to analyze and evaluate the competitive factors of the said ports such as port site facilities expenses service level and flexibility of management and operations and suggest the feasible strategies that the Pusan Port to be viable transshipment center in the region. The evaluation is attempted twice. First attempt is evaluated by present conditions of each port and second attempt by upgraded conditions of evaluation value such as port service level and flexibility of port management and operations resulted from the implementation of the ON-DOCK service system. The results of evaluation are as follows; (1) Port competitiveness of first evaluation is ranked in Kobe=Kaohsiung >Pusan>Yokohama. (2) Second evaluation is resulted in Kobe> Pusan= Kaohsiung>Yokohama. According to this results the competitiveness edge of the Pusan Port is able to strengthen by implementation of the ON-DOCk system.

The evaluation of port competition could be applied to determining the selection of a calling port. A few fundemental attributes of port competition were adapted by the 'brian storming'method. The criteria used for evaluating a port's competitiveness were as follows : efficiency of port operations, competitive power of each port's industry, economic activity of the hinderland associated with each port and capability of globalization. The weight of each criterion was 30%, 40%, 20% & 10%, respectively. And the most important factors that were considered in choosing each of the above criteria were profitability, port information system, cargo volume & inducement of foreign capital. The results of this study seemed to suggest that factors which influence port competition varied according to port circumstances, such as computer and communication systems and access to the global trade within the World Trade Organization.

The intensification of the competition among container terminals has led to important affect such as, decision making or aggressive intervention of customers for terminal operation. Therefore, in case of developed ports, the large transition of port operation is composed of the press of terminal customer than decision making of terminal manager. Overall port tariffs for using terminal is made out by the conference of terminal customers than the supreme headquarters of terminal operation, and the related investment of terminal has been made according to requisition or proposal of customers. Therefore, among decision making problems that shippers, shipping companies, and freight forwarder among decision making problems that shippers, shipping companies, and freight forwarder face, the choice of the container terminal is one of the most important problems. So, the decision making of the users seems to have a significant impact on the competitive power of container terminals. The main objective of this study is to design port marketing strategy for strengthening the competitive power of container terminals. The results of this study were found as follows: Firstly, port authority should establish user-oriented operation policy of terminal as the means of activating the opinion window, using terminal monitoring system(TMS). Secondly, terminal planning and development of government should be made to minimize the lead time, to induce the civil capital and to utilize the economies of scale. Thirdly, port authority needs to endeavor to analyze the information of competing foreign terminals as well to promote the concentrated marketing for the terminal on the users, to train the expert and to develop the new port charge system. Fourthly, to improve the competitive power of the container terminal, Port Authority should optimize the subsystems related to port marketing, far more these systems should be joined organically to work effectively. Finally, port authority system should be introduced, Namely, port should have the enterprise inclination as well s the public inclination.

The development of Korean shipping industry is maybe defined into three development stages-industry fixing stage, industry coordinating stage, industry development stage-. The development of shipping industry has been depended on the geovernment/authority role such as shipping policy, system, law, rules and regulations. In 1983, Korean shipping industry reorganization and coordination by shipping authority have made our shipping industry on the stable condition together with each company's efforts. Today's world economic environment such WTO/UR negotiation results get this government role limited. According to the being reduced government role, each company's competitive advantage power becomes more important. Besides, korean shipping industry is exposed into the entire and bitter world competition. In order to win and prevent the world shipping competition, it is necessary to look out the competitive advantage power of Korean shipping industry. The first purpose of this study is the situation analysis for competitive advantage power of Korean shipping industry. The second is to compare with our shipping policies with foreign ones concerned with ship, cargo, crew, tax and others. But in order to compare with foreign shipping, this study need their shipping statistics data, this study has some limit of the foreign data. This study has been carried on the basis of the following items. 1. Shipping environment, 2. Ships and ship acquirement(shipbuilding/purchasing), 3. Oceangoing cargo and ship's stowage rate, 4. Human factor in shipping-crew, 5. The incomes and costs in finacial statements. We have some conclusions as following through the this study. First, Korean shipping industry environment-competitive disadvantage situation- has changed rapidly due to the shipping market opening, free market entering of foreign shipping. Second, Korean shipping is disadvantageous due to the high tax rate and financing conditions in connection with ship acquirement. In order to improve the competitive advantage power, the shipping tax system and ship financing conditions should be reviewed to profitable for owners. Third, but both world and Korean oceangoing cargoes quantity have been increased annualy, Korean ship's cargo stowage rate is being decreased. This is serious situation but Korean shipping take well use of foreign vessel with hire. It is recommended to take use of owner's vessel and hired ones in the long range view, considering the world shipping management. But the number of crew has been decreased by 2, 000~3, 000 annualy, it is desirable that the long sea-experienced crew have been increased. Almost of owners usauly complain the crew cost is the main obstacles to competitive advantage power. Human factor is the most important firm's asset. All owners should pay attention to this though, and invest the proper budget to training, education, welfare as much as possible. In the long run this effects could be feedback to owners. Fifth, We must improve the financial statements structure, that is, the first step is to increase income, the second is to decrease cost, the third is to increase income on the same cost, the fourth is to decrease cost on the same income. It is essential to find out what the urgent investment is and what unnecessary cost is. At last, in order to competite world shipping race, each shipping firm must try for himself to retain the power. The government/authority is no longer dependable. I believe that each firm's power will be the industry's power, the industry's power will be the nations's power.

What is the national competitive power\ulcorner What are the determinants of national competitive advantage\ulcorner In order to find these problems, this study was initiated theoretically through the international trade theory and international managerial strategic theory. The flow of studies, in connection with these competitive advantage, come into industries competitive advantage from national competitive advantage. It is understood that the flow of studies is based on the change of paradigm about the international industry environment. Today, the international industry environment has been changed into vigorous situation with the new trade system such as globalization, UR negotiation, WTO system instead of GATT. Among these environments, all enterprises in any industries should try to enhance their benefit, income profits and develop their management strategy, because it is essential for them to keep and make a profit in order to be competitive against all other rivaling enterprises. According to researchers and the ages of history, the concept and determinants of competitive advantage have been dissimiliar as followings. 1) Theory of absolute advantage : Absolute Product Cost. 2) Theory of comparative advantage : Comparative Product Cost. 3) Theory of reciprocal demand : the Reciprocal Demand Structure. 4) Theory of Hechsher-Ohlin : Factor Endowment. 5) Paradox of Leontief : the Quality of Factor Endowment. 6) Theory of technological gap : R & D. 7) Technological gap model : The Technological Gap. 8) Theory of the product life cycle : Product Life Cycle. 9) Christensen's study : Firm's character & manager's character. 10) Monopolistic Advantage Theories : Monopolistic Advantage 11) Electic theory : Ownership, location and internalization specific advantages. 12) Theory of value chain : Cost advantage, Differentiation, Focus. However all these theories have the limit of illustration regarding today's competitive situation, the Porter's theory shows well the determinants of competitive advantage with competitive strategy. Therefore, the analysis of the competitive advantage for maritime industry should be studied by the determinants of competitive advantage of nations