• Proceedings of the Korean Society of Computer Information Conference
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• 2021.01a
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• pp.325-326
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• 2021

LNG는 환경규제에 따라 화석에너지에서 친환경 재생에너지로 전환되는데 중요한 역할을 하는 에너지원이다. UN산하 세계해사기구(IMO)의 MARPOL협약에 따라 선박 황산화물 배출가스규제로 LNG추진 선박에 대한 수요가 증가되고 있을 뿐만 아니라 미국의 쉐일혁명으로 LNG를 수출함에 따라 공급의 변화가 급격하게 이뤄지고 있다. 과거 국가 주도의 프로젝트 성격이 강한 LNG 운송시장은 장기정기용선계약이 대부분이었으나 수요와 공급시장의 급격한 변화로 스팟시장의 중요성이 커지고 있다. 따라서 본 논문은 LNG 운송시장에서 시장참여자들의 스팟거래에 합리적인 의사결정이 이뤄지도록 과학적인 예측방법을 제시하고자 한다. LNG 스팟운임 예측에 기계학습모델 중 인공신경망 모델을 적용할 것이며 기존의 시계열분석 방법인 ARIMA모델과 비교하여 본문에서 제시된 모델의 예측성능의 우수성을 확인하였다. 본 논문은 LNG 스팟운임을 다룬 최초의 연구로서 학문적인 차별성이 기대된다.

• Korean Journal of Heritage: History & Science
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• v.51 no.1
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• pp.126-147
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• 2018

The compositions and iconographies of the three Illustrations of the Sixteen Contemplations produced in the early Joseon Dynasty effectively manifest the transitional period of Joseon society as well as the Joseon people's perception of the Pure Land. In particular, the painting at titled Chionji (知恩寺) dated 1435 and another painting at titled Chion' in (知恩院) from 1465, which were commissioned by the Joseon royal family and high-ranking monk, embody the Pure Land faith of the Tiantai School of Buddhism (天台宗) which thrived during the late Goryeo period. This indicates that the Joseon royal court continued to favor the Pure Land faith that emphasized salvation through "self-power" (自力), which was popular among both the royal family and the nobility of Goryeo. On the other hand, in the painting at titled $H{\bar{o}}rinji$ (法輪寺), which is presumed to have been made in the sixteenth century, the compositions and iconographies shown in late Goryeo examples of the Illustrations of the Sixteen Contemplations are disassembled. Moreover, a new iconographical motif, i.e. "welcoming the dragon boat" (龍船接引), emerged with this painting. This motif symbolizes the idea that the souls of the deceased are guided by Amitabha Buddha to rebirth in the Pure Land of Extreme Bliss, which is based on the "other-power" of the Pure Land faith that emphasizes the power of Amitabha Buddha in attaining salvation rather than the educational "self-power" of the Pure Land faith. The emergence of this motif demonstrates the transformation of the Pure Land belief into a faith that relied on the "other-power" of Amitabha in Joseon's Confucian society.

• Journal of Korea Port Economic Association
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• v.39 no.2
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• pp.41-57
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• 2023

The drybulk shipping market has high freight rate volatility in the chartering market and various and complex factors affecting the market. In the unstable economic situation caused by the COVID-19 pandemic in 2020, the BDI plunged due to a decrease in trade volume, but turned from the end of 2020 and maintained a booming period until the end of 2022. The main reason for the market change is the decrease in the available fleet that can actually be operated for cargo transport due to port congestion by the COVID-19 pandemic, regardless of the fleet and trade volume volatility that have affected the drybulk shipping market in the past. A decrease in the actual usable fleet due to vessel waiting at port by congestion led to freight increase, and the freight increase in charting market led to an increase in second-hand ship and new-building ship price in long-term equilibrium relationship. In the past, the drybulk shipping market was determined by the volatility of fleet and trade volume. but, in the future, available fleet volume volatility by pandemics, environmental regulations and climate will be the important factors affecting BDI. To response to the IMO carbon emission reduction in 2023, it is expected that ship speed will be slowed down and more ships are expected to be needed to transport the same trade volume. This slowdown is expected to have an impact on drybulk shipping market, such as a increase in freight and second-hand ship and new-building ship price due to a decrease in available fleet volume.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.39
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• pp.251-280
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• 2008

A party to the charter will not be able to rely upon the doctrine of frustration if an event which makes further performance impossible has been caused by his breach of the charter. Strictly speaking, this is not a situation of frustration at all but rather a case of discharge of the contract by breach. In the Sea Angel case, the defendant entered into a Lloyd's Standard Form of Salvage Agreement with owners of the casualty on the LOF 2000 form, incorporating the SCOPIC clause. The time charter was on the terms of the Shelltime 4 form. This case the trial of the action brought by the claimants owners of the vessel Sea Angel claiming outstanding hire from the defendant charterers. This Case was issued whether charterparty frustrated by refusal of port authorities to issue "No Demand Certificate" allowing port clearance pending payment of oil spillage clean-up costs. The court concluded that no attempt had yet been made to invoke the assistance of the Pakistani court to obtain the release of the vessel. There was not so radical or fundamental a change in the obligation assumed by defendant as to establish frustration. The purpose of this study aims to analyse frustration and time charter in the Sea Angel case.

• Journal of Arbitration Studies
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• v.14 no.2
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• pp.281-300
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• 2004

This paper is about a case on the arbitration of disputes between the parties of charter party. 'B' vessel owner on the original charter party first made a charter party with 'L' cargo owner on the original charter party. Then, 'B' entered into another charter party with 'D' vessel owner, who will actually take charge of carriage of the cargoes which is described on the original charter party. Therefore, 'B' is a carrier of cargoes of 'L' and 'D' is a carrier of cargoes of 'B', according to the contracts. The cargoes of 'B' is cargoes of 'L', by nature. In these circumstances, damages to the cargoes occurred in the transit by the vessel of 'D'. Who should take the responsibility for the damage of cargoes? Who must be liable for those, 'B' or 'D'？. According to the original charter party, 'L' signed 'as Charterers' and 'B' was the counterpart of 'L'. But 'B' signed as 'for and on behalf of 'B',' without 'as Owners'. Tribunal of arbitration award that 'B' should take the responsibility for the damage to the cargoes, because 'B' is the vessel owner. Although 'B' is a contract carrier, 'B' must bear the liability of transport of the cargoes. The counterpart of charterer, 'L' is 'B' who is presumed to be the vessel owner by the original charter party. 'D', actual carrier is not the privy of 'L', cargo owner. This case teach us that signature on the contract is the matter of great importance.

• Journal of Korea Port Economic Association
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• v.21 no.4
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• pp.75-101
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• 2005

Every time charter must have a final terminal date, that is a date by which the charterer is contractually obliged to redeliver the vessel. Where the law implies a margin or tolerance beyond an expiry date stipulated in the charter party, the final terminal date comes at the end of such implied extension. When the parties have agreed in the charter party on the margin or tolerance to be allowed, the final terminal date comes at the end of such agreed period. But the nature of a time charter is that the charter is for a finite period of time and when the final terminal date arrives the charterer is contractually bound to redeliver the vessel to the owner References to delivery and redelivery are strictly inaccurate since the vessel never leaves the possession of the shipowner, but the expression are conventionally used to describe the time when the period of the charter begins and ends. The legitimacy or otherwise of what is to be regarded as a vessel's final voyage must be judged at the time when the charterers give an order for the vessel to carry out the voyage in question, and then by reference to what they order her to do. The purpose of this paper aims to analyse cases on the final voyage of time charter, and specially to explore implications of the final voyage in time charter through the Gregos case.

• Resources Recycling
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• v.10 no.3
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• pp.37-42
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• 2001

Current iron and steelmaking operation was re-evaluated on the basis of slag engineering technology to optimize slag operations. In blast furnace process, increase in the basicity of slags (C/S) could obtain progressed fluidity and hot metal quality. COREX process would be stabilized in view of slag fluidity and hot metal quality by reducing input content of $SiO_2$and $A1_2$$O_3$In STS-AOD process, addition of small amount of lime could improve refining capacity of the slag; also calcium aluminate flux could be taken into account as a potential substitute for fluorspar, without degradation of operation efficiency and steel quality.

• The Journal of the Korea institute of electronic communication sciences
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• v.12 no.2
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• pp.309-314
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• 2017

Recently, the fields such as the service robot, the autonomous driving electric car, and the torpedo ladle cars operated autonomously to enhance the efficiency of management of the steel mill are receiving great attention. But development of automatic power supply that doesn't need human intervention be a problem. In this paper, a position tracking technology of power connector receptacle based on the computer vision is studied which can recognize and identify the position of the power connector receptacle, and finally its possibility is verified using OpenCV program.

• Ocean policy research
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• v.33 no.2
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• pp.205-228
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• 2018

Since many RFMOs have been established, various measures to protect small island developing States have been enacted. WCPFC CMM 2017-01 also enacted various measures for that purpose. However, it is notable that CMM 2017-01 has enacted a measure in a manner to reduce benefits of the small island developing States in relation to the vessel charter scheme, although it has made another exception. This study aims to draw implications in establishing Korea's fisheries policy and making an appropriate strategy of the fisheries industries in Korea, through analyses of the charter issue in the WCPFC CMM 2017-01. This paper examines an issue of the vessel charter scheme in the WCPFC CMM 2017-01 comparing with the flag of convenience issue. It concludes that it is recommended to further restrict the application of the vessel charter scheme in the WCPFC CMM 2017-01 and to repeal it ultimately. Finally, this paper draws implications for the Korean government to participate in the WCPFC in a manner to reflect its positions and to harmonize interests of the fishing States and the small island developing States, considering various joint venture business with such States. It further draws implications for the fisheries industries in Korea to actively participate in the WCPFC to maximize their interests.

• Korea Trade Review
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• v.45 no.1
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• pp.119-135
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• 2020

It is well-known that if a claim for damage [Note: Damage can be singular or plural] is made based on a breach of contract, calculating the existence and magnitude of certain profits to be deducted based on the damage can be problematic. In the case of a time charter party, even if the early redelivering vessel by the time charterers constitutes a breach of contract, it is still not an exception. In particular, interest in the shipping business seems to be relatively high in terms of how claims for damage by ship owners have been adjusted. In the case of the New Flamenco, there is a debate over whether or not to deduct the difference between the sale price immediately after redelivering the ship and the sale price upon expiration of the contract from the damage based on the breach of contract for the early time charter redelivery vessel. This paper focuses on this case since it appears to be of practical importance and has implications on how to calculate the amount of damage in the case of cancellation for early redelivery vessel in a time charter party.