• Journal of Navigation and Port Research
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• v.35 no.1
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• pp.93-100
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• 2011

This dissertation analysed actuality and literatures aimed at optimizing added value of Busan Port. As far as the literatures are concerned, the limits and the direction to go of Busan Port have been reached through analysing and comparing Busan Port, Antwerp Port, and Rotterdam Port by their each function. While Rotterdam and Antwerp Port are each functioning as an integrated port disposing container freight, general freight and liquid cargo, the container of Busan port contributes over 88 percent of its cargo and the function of the others like bulk is scattered to Ulsan, Masan, and Jinjae Port. Hereby, Busan Port needs to develop its function so as not to duplicate its function with the others in Korea and add value of theirs each. As a result of the local experts about analysing actuality, it turn out that it is similar with the literatures. In macroscopic view, specialization mainly with container, general cargo disposal ability enforcement and etc. are the most important. In microscopic view, rear complex of container tier and the supply base of liquid energy.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.17 no.1
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• pp.13-18
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• 1981

Corrosion loss of the shell plates of the steel vessels are measured and analyzed on the thirty cargo vessels and fifteen lumber carriers of which nationality belong to Korea. Thickness of the shell plates were determined at the every observed points set along the fore and aft line and perpendicular to it, by use of the ultrasonic thickness meter. Difference of the thickness between the original and the determined shell plates are given as the corrosion loss at the present age. The results obtained are summarized as follows: 1. On the cargo vessels, (1) The total mean of the corrosion loss is greatest at the light waterline, in every age class of the vessels. (2) The total mean of the corrosion loss on the fore and aft line shows little difference, even though it is slightly greater at the fore part, in every age class of the vessels. (3) Corrosion loss along the perpendicular line grows greater in the order of freeboard, load waterline, upper bilge line and light waterline, within the 16 of the age of the observed vessels. Its order varies to freeboard, upper bilge line, load waterline and light waterline in the age of 35. Corrosion loss at the light waterline and load waterline, in the age of 35, shows 3 times of it at the freeboard, and it at the upper bildge line shows twice of it at the freeboard. The fact significates the corrosion grows rapidly around the waterline. 2. On the lumber carriers, (1) The total mean of the corrosion loss is greatest at the upper bilge line, in the every age class of the vessels. (2) Total mean of the corrosion loss on the fore and aft line shows little difference, even though it is slightly greater at the fore part, in every age class of the vessels. (3) Corrosion loss along the perpendicular line is least at the freeboard and greatest at the upper bilge line, and its value at the upper bilge line shows twice of it at the freeboard. 3. The total mean of the corrosion loss of the lumber carriers shows almost twice of the cargo vessels.

• Journal of Korea Port Economic Association
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• v.27 no.2
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• pp.313-331
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• 2011

Due to have been more keen in East-North Asia Hub Port competition, to be accelerated Busan New Port development, and to result to supply excess position, Busan port has been confronted by many problems. Also, as facilities of North Port is old, it is impossible to secure 16m depth of water at North Port, and North Port redevelopment is being, container traffic of North Port is accelerated to shift at New Port. Therefore, it. is time to seek for connection growth plan of succeeding together-Busan North & New Port as soon as possible. Connection growth plan of succeeding together-Busan North & New Port is focused, as follows. First, it is required to set up model for connection growth plan of succeeding together-Busan North & New Port. It is valid to specialize for ULCC, to promote to global port at New Port, and it is effective to focus on feeder service and general cargo handling, and to include most space to North Port redevelopment. Second, through port function reorganization, it is required to create a synergy by port function clustering. Third, through effective connection traffic network expansion for moving T/S cargo effectively, it is required to develop Busan Port for T/S cargo-focused port. Fourth, it is required to develop port hinterland logistics zone for creating container traffic through connection development of New Port-BJFEZ. Finally, it is required to build SCM system for creating container traffic among shipper, carrier, freight forwarder and related institution.

• International Commerce and Information Review
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• v.15 no.2
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• pp.285-313
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• 2013

By the revision of the Commercial Code of Korea in 1991 and 2007, some provisions for the regulation of Time Charterparty have been introduced into our own maritime law system. But, those provisions are in their nature mainly the reproduction of the provisions prescribed in the standard forms of time charterparty which are widely used, such as BALTIME Charter and NYPE Form, and the subject matters of their regulation are restrictive, so that the applicability of the provisions is not desirable. The cargo is lost or damaged, the cargo owner should seek compensation form, or sue, the carrier as, traditionally, under the COGSA, the cargo carrier is responsible for loss of damage of cargo. However, it is difficult to determine who is the responsible carrier under charters. There is no test to determine the carrier, but the courts in every country generally consider the bill of lading. Although the master has general authority to sign bills of lading on behalf of the shipowner, he can also sign bills of lading for, and on behalf of, the charterer. In this case, the charter is considered the carrier. Furthermore, the charterer is authorized to contract with third parties on behalf of the shipowner and, as such, the responsible carrier is the shipowner. Therefore, when determining the carrier we should examine carefully the all factors and the circumstances surrounding the case. Also, negligence of a captain of a time-chartered ship causing damages to a third party. It will analyze the legal character of a time-charter contract, review judicial precedents on time-charter. The Inter-Club Agreement was drawn up and is intended to be a somewhat easier way of allocating liability for cargo claims between owners and charterers and, although there is still scope for disputes to arise, the Inter-Club Agreement does in fact to some extent make the allocation of liabilities for cargo claims easier. Finally, it will also make legislative suggestions to resolve complex issues involving maritime transportation contracts under the current Commercial Code.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.15 no.7
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• pp.1583-1590
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• 2011

As the existing radiation scanning systems use 2-dimensional radiation scanned images, the low accuracy has been pointed out as a problem of it. This research analyzes the applicability of the stereo image processing technique to X-ray scanned images. Two 2-dimensional radiation images which have different disparity values are acquired from a newly designed stereo image acquisition system which has one additional line sensor to the conventional system. Using a matching algorithm the 3D reconstruction process which find the correspondence between the images is progressed. As the radiation image is just a density information of the scanned object, the direct application of the general stereo image processing techniques to it is inefficient. To overcome this limitation of a stereo image processing in radiation area, we reconstruct 3-D shapes of the edges of the objects. Also, we proposed a new volume based 3D reconstruction algorithm. Experimental results show the proposed new volume based reconstruction technique can provide more efficient visualization for cargo inspection. The proposed technique can be used for such objects which CT or MRI cannot inspect due to restricted scan environment.

• Journal of Korea Port Economic Association
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• v.34 no.1
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• pp.65-80
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• 2018

This paper attempts to estimate GHG emissions, primarily $CO_2$ ship emissions, at the port of Incheon in October 2014. This study employed a bottom-up approach based on Automatic Identification System (AIS) data to estimate the total amount of fuel consumption and the total amount of $CO_2$ emission produced as a result of fuel combustion. Using a sample of 330 ships operating at the port of Incheon in Korea, the total amount of $CO_2$ gases emitted from ships in October 2014 were estimated to be 164693.06 tons, with estimated total fuel consumption of 51953.64 tons. General cargo ships were most common type of ships, but they were less polluting compared to passenger ships. The detailed emission estimates by ship type revealed that passenger ships were the most polluting ships (81409.6 tons of emissions), followed by tugboats (37248.4 tons), cargo ships (32154.6 tons), ships used for other activities (9039.1 tons), chemical tankers (4027.06 tons), and fishing ships (814.048 tons), respectively.

• The Korean Journal of Air & Space Law and Policy
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• v.5
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• pp.171-205
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• 1993

On the contrary to the general principle of private law, carriers' liability for passengers and cargo owners have been quantatively limited in some cases. The author traces the rule of liability limitation in the law of Korea and United States to verify two hypotheses. The first hypothesis is that the rule of liability limitation has been introduced to motivate investment when new technology with high risk has been adopted in business. The second hypothesis is that the rule of liability limitation can be maintained only when damages have been fully compensated. The former is a necessary condition for liability limation, and the latter sufficient condition. There are strong evidences for the first hypothesis. Navigation or aviation, artificial satellite lauching, urban transportation system are good examples. The second hypothesis is supported by the fact that there have been continuous controversies on the Warsaw System, including the failure of ratification of Montreal Additional Protocols No.3 & 4 by the U.S. Senate and voluntary removal of liability limitation by the Japanese airline companies. Loss of cargo can be compensated fully, but damages from personal injury and death not. The value of human body and life is not easy to be estimated. Passengers, moreover, do not usually buy insurance for accidents in travel. Passengers do not accept insurance premium as the cost of being whole and alive. They do not accept accident rates realistically. They have no bargaining power in dealing with insurers. The rule of liability limitation in personal losses would not be supported in future because damages have not fully compensated.

• Journal of the Korean Institute of Navigation
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• v.18 no.2
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• pp.129-149
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• 1994

Sea casualties may happen in ship, cargo and the others concerned with sea transportation. : the shipo-wer, marine insurer and salvage company have been endeavored to compensate salvage award with some rule and regulation such as Marine Insurance Act, York Antwerp Rules and Average adjustment rules. Once sea casualties happened, the salvage contract is established between the owners, marine insurance and salvage company, the contract are divided into so many kinds of them. In this paper, we have an analysis on the character of the salvage contract whether the characteristic contents of them are in benefit to any party or not. In this connection with these positive or negative character of the contract, it is worthwhile to compare the actual salvage expenses contract with no cure no pay contract. LOF 1990 has been revised recently, which is based on no cure no pay, expecially, the special compensation, safety net clause of LOF 1990 could be understood in the view of the prevention of sea pollution and the preservation of sea circumstances in the world. Salvage has the complicated and quality, because the adjustment of almost salvage charges have been treated through the other sea casualties which is accompanied by and mixed with. Besides of the importance of salvage contracts, we are in need to understand that what the diversified character of salvage charges are. Furthermore the owners should carefully select the insured conditions on Hull Insurance according to the type of his company, operating ocean route, loading cargo and etc. In this paper, we would try to analyze the character of the salvage award such as General Average, Sue and Labour Charges and Particular charges. We would like to propose that the uniformed system of the salvage award. Compensation should be built up for the effective and efficient salvage operation and for reducing the claims and conflicts from the concerned parties. To this end, we could expect that the uniformed system for salvage award compensation will come to be the benefit of all owners, insurers, salvage company.

• Water for future
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• v.12 no.1
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• pp.60-71
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• 1979

In general, the lock structure is built at place of having great deal range for dealing with effective ships operation such as in the west coast of Korea. In Inchon harbour, the two locks of 10 KT and 50 KT tonnage class in total has been constructed for several years age, however, it has been recorded many waiting vessels at outer harbour due to the increment of oceangoing vessels & shortage of berthing facilities in accordance with beyond expectation of cargo amount increment. This paper attempts to solves the waiting vessels problem at outer harbour by simulation in applying queing theory. It is found that the simulation results such as average queue time, service time, and queue length during lock operation can be applied to find the minimum of the cost function for determination of optimum Lock Size

• Journal of the Korean Institute of Navigation
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• v.15 no.1
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• pp.67-93
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• 1991

In general, marine casualities take palace by the composite action of three elements such as waterway condition, vessel condition and man condition. One of the important characteristics of most marie casualties for small cargo vessels in maritime transportation of near-coastal and greater-coasting seas in that the same kind of casualities take place repeatedly in spite of the apprent causes, Because, it takes much time and effort for seamen to master waterway, vessel or operatin technique only to the practical and sensible level. In these days, with the development of our economy, our shiypping industry has grown and therefore the demand of marine officers has increased. This economic growth brought about undesirable situation like the evasion of seamen and frequent casualities of Korea vessels. These marine casualities are being caused mainly by the unskilfulness of operating technique as well as the bad waterway condition and ship's installation condition. Therefore, I conclude, in this paper, that the most efficient and economic preventing measures of marine casualities are seeking causes and removing them in advance under the close coperation system among all concerned parties.