• Journal of Fisheries and Marine Sciences Education
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• v.29 no.2
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• pp.333-342
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• 2017

In this study, we studied and analyzed 3,751 ships regarding detention list of Tokyo MOU from 2013 to 2015 total for 36 months. The Member Authorities of the MOU has 20 committee consists of Korea and Peru joined in 2015. 1,250 ships in a year and 140 ships in a month are granted PSC Action Code-30 corresponding to detention. Averagely, 30,943 ships in a year and 2,579 ships have been received PSC inspection. Additionally, according to this PSC inspection, rate of Detention reaches to 4.04%. When it comes to Korean Flag Ships however, the number of Detention ships of Tokyo MOU has been rather increased from 3 ships in 2013 to 18 ships during 2years. Furthermore, MOU in the all over the world, the number of ships had Detention has largely increased from 5 ships to 9 up-to 19ships. The number of Detention Ships has been reached to 44.8% of 1~2 days period of Detentions, under 3~10 days period of Detentions reaches to 34.7% and over 10 days detention reaches 10.3%, which cause economically enormous loss. Continually, each MOU has been implemented Concentrated Inspection Campaign(CIC) annually. Each MOU including Tokyo MOU implemented "Crew Familiarization for Enclosed Space Entry" for 3 month from september, and During this period, Concentrated Inspection were carried out to 8,429 ships of Tokyo MOU. Accordingly, If ships and owners can get the information of CIC and deliver the information to the ship, then Ships can minimize the rate of Detention by thoroughly preparing for PSC Inspection. In addition, Bulk Carrier and General Cargo ship occupy 50% of rate of Detention and it shows that majority of list among Nature of Deficiencies are identical. Finally, If we can obtain the information of the ships inspected previously, We can reduce the number of detention by preparing for PSC inspection. And this will be able to contribute to shipping industry also.

• Journal of Navigation and Port Research
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• v.35 no.6
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• pp.523-531
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• 2011

The recent increase in international car-ferry lines between Korea and Japan as well as China brings needs for proper transportations of special cargo, such as machinery and luxury yacht, etc. International multimodal transport, especially international car ferry through truck-sea-truck system enables to fulfill shippers' needs for "Door to Door Service", of such special goods. However, this international multimodal transport of bulk cargo will cause a possible claim for concealed damages during such transportation. For this reason, this study aims to examine the liability system of the multimodal transport operator as well as to investigate liability for concealed damages theoretically and finally to seek proper measures for them. Futhermore, this paper intends to verify the claims for concealed damages to further the international multimodal transport by car ferries between Korea and Japan.

• Journal of Navigation and Port Research
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• v.42 no.1
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• pp.57-66
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• 2018

Maritime industry is affected by outside factors significantly due to its derivative demand characteristics. However, the supply side can not react to these changes immediately and due to this uniqueness, maritime industry repeats the boom-bust cycle. Therefore the government itself needs to operate early warning system in order to monitor the market and notice the upcoming risks by setting up a system to prepare for the situations. In this research, signal approach is used to establish early warning system. Overall leading index is composed of crisis index that is based on BDI(Baltic Dry Index) and various leading indexes such as finance, economy, shipping and the others. As a result of computing overall leading index which is early warning system in maritime through signal approach, the index showed a high correlation coefficient with actual maritime risk index by difference of 4 months. Also, the result was highly accurate with overall leading index's QPS(Quadratic Probability Score) at 0.37.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.385-391
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• 2022

In this study, a multivariate time series analysis was conducted to identify various variables that impact ocean freight rates in addition to supply and demand factors. First, we used the ClarkSea Index, Clarksons Average Bulker Earnings, and Clarksons Average Tanker Earnings provided by the Shipping Intelligence as substitute variables for the dependent variable, ocean freight. The following ndependent variables were selected: World Seaborne Trade, World Fleet, Brent Crude Oil Price, World GDP Growth Rate, Industrial Production (IP OECD) Growth Rate, Interest Rate (US$ LIBOR 6 Months), and Inflation (CP I OECD) through previous studies. The time series data comprise annual data (1992-2020), and a regression analysis was conducted. Results of the regression analysis show that the World Seaborne Trade and Brent Crude Oil P rice impacted the ClarkSea Index. Only the World Seaborne Dry Bulk Trade impacted the Clarksons Average Bulker Earnings, World Seaborne Oil Trade, Brent Crude Oil Price, IP, and CP I on the Clarksons Average Tanker Earnings.

• Journal of Korea Port Economic Association
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• v.38 no.4
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• pp.13-23
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• 2022

In this study, from January 2015 to April 2020, we propose a stochastic volatility model to capture the leverage effect on daily freight yields in the dry cargo market and analyze the freight yields. Estimation involving the Bayesian Markov Chain Monte Carlo method for the leverage effect based on the negative correlation that exists between returns and volatility in stochastic volatility analysis yields similar estimates, and the statistcs indicates significant. That is, the results of the empirical analysis show that the degree of correlation between returns and volatility, and the magnitude and sign of fluctuations differ, which suggests that taking into account the leverage effect in the SV model improves the goodness of fit of the estimates. In addition to the statistical significance of the estimated model's leverage effect, the analysis by log predictive power score presents the estimated results with improved predictive power of the model considering the leveraged effect. These astatistically significant empirical results show that the stochastic volatility model considering the leverage effect is important for freight rate risk modeling in the marine industry.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2004.04b
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• pp.137-140
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• 2004

We treated $O_2$ plasma on ITO thin film using RIE (Reactive Ion Etching) system, and analyzed the ingredient of ITO thin film according to change of processing conditions. The ingredient analysis of ITO thin film was used by EDS (Energy Dispersive Spectroscopy) and XPS (X-ray Photoelectron Spectroscopy) to compare and analyze the ingredient of bulk and surface. We measured electrical resistivity using Four-Point-Probe and calculated sheet resistance, and ITO surface roughness was measured by using AFM (Atomic Force Microscope). Finally, we fabricated OLEDs (Organic Light-Emitting Diodes) device using substrate that was treated optimum ITO surface. The result of the study for electrical and optical properties using I V L System (Flat Panel Display Analysis System), we confirmed that electrical properties (I-V) and optical properties (L-V) were improved.

• Journal of the Korean Institute of Navigation
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• v.20 no.1
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• pp.27-46
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• 1996

Vessles in the world merchant fleet generally operate in either liner or bulk trade. The supply and the demand trend of general cargo ship are both on the ebb, however, those trend of tankers and containers are in slight ascension. Oil tankers are so far the largest single vessel type in the world fleet and the tanker market is often cited as a textbook example of perfect competition. Some shipping statistics in recent years show that there has been a radical fluctuation in spot charter rate under easy charterer's market. This implys that the proper scheduling of tankers under spot market fluctuation has the great potential of improving the owner's profit and economic performance of shipping. This paper aims at developing the TS-DSS(Decision Support System for Tanker Scheduling) in the context of the importance of scheduling decisions. The TS-DSS is defined as the DSS based on the optimization models for tanker scheduling. The system has been developed through the life cycle of systems analysis, design, and implementation to be user-friendly system. The performance of the system has been tested and examined by using the data edited under several tanker scheduling scenarios and thereby the effectiveness of TS-DSS is validated satifactorily. The authors conclude the paper with the comments on the need of appropriate support environment such as data-based DSS and network system for succesful implementation of the TS-DSS.

• Journal of the Korean Institute of Navigation
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• v.17 no.1
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• pp.61-78
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• 1993

Large offshore structure are to be considered for oil storage facilities , marine terminals, power plants, offshore airports, industrial complexes and recreational facilities. Some of them have already been constructed. Some of the envisioned structures will be of the artificial-island type, in which the bulk of structures may act as significant barriers to normal waves and the prediction of the wave intensity will be of importance for design of structure. The present study deals wave scattering problem combining reflection and diffraction of waves due to the shape of the impermeable rigid upright structure, subject to the excitation of a plane simple harmonic wave coming from infinity. In this study, a finite difference technique for the numerical solution is applied to the boundary integral equation obtained for wave potential. The numerical solution is verified with the analytic solution. The model is applied to various structures, such as the detached breakwater (3L${\times}$0.1L), bird-type breakwater(318L${\times}$0.17L), cylinder-type and crescent -type structure (2.89L${\times}$0.6L, 0.8L${\times}$0.26L).The result are presented in wave height amplification factors and wave height diagram. Also, the amplification factors across the structure or 1 or 2 wavelengths away from the structure are compared with each given case. From the numerical simulation for the various boundary types of structure, we could figure out the transformation pattern of waves and predict the waves and predict the wave intensity in the vicinity of large artificial structures.

• Journal of the Korean Institute of Navigation
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• v.18 no.2
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• pp.19-40
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• 1994

Several factors can be chosen for evaluating seakeeping performance, such as deck wetness, propeller racing, slamming, rolling, vertical acceleration and vertical bending moment, in consi-deration of the safety of human being, cargo and ship. In fact, there are few developments for an evalua-tion method of seakeepting performance correponding with each ship's characteristics. The purpose of this paper is to develop an quantitative evaluation method of seakeeping performance according to ship types. The scope and the method of this study are as follow. (1) Obtain each response amplitude of ship's motion in waves by Ordinary Strip Method and apply it to short-crested, irregular wave for random process of the factors on seakeeping performance. (2) Define the evaluation index, the dangerousness, the maximum dangerousness and the evaluation diagram. (3) Figure out the different characteristics according to ship types by computer simulation of evaluating seakeeping performance. (4) Adopt vertical acceleration and one of rolling or lateral acceleration as the factors on seakeeping performance by clarifying the correlation of stochastic process. This study developed an evaluation method coincident with each ship's characteristics, and suggested a device for application to actual ship. This method might be useful in developing the practical system of seakeeping performance in accordance with ship types. The ship models for computer simulation are 175m container ship types, 93m tranning ship HANARA as passenger ship type, 259m bulk-carrier type and 164m pure car-carrier type.

• Journal of the Korean Institute of Navigation
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• v.22 no.4
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• pp.1-14
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• 1998

There are three basic modes of operation of ships: liner, tramp and industrial operations. Industrial operations, where the owner of the cargo, i.e. the industrial carrier controls the ships, abound in the shipment of bulk commodities, such as oil, chemicals and ores. Industrial carriers strive to minimize the shipping cost of their cargoes. This paper is concerned with the operational optimization problem of a fleet owned by major international oil company. The major oil company is a holding corporation for a group of oil producing, transporting, refining, and marketing companies located in various countries throughout the world. The operational optimization problem of the fleet is divided into two-phases. The front end corresponds to the optimization of transporting crude oil, product mix, and the distribution of product oil to meet market demand. The back end tackles the operational optimization problem of the fleet to meet the transportation demand derived from the front end. A case study is carried out with the H major oil company problem composed by reflecting the practices of an international major oil company. The results are summarized and examined in the point of optimization for the total operation of the H major oil company and the operational optimization problem of the fleet. The paper concludes with the remark that the results of the study might be useful and applicable in practices of these related decision problems.