• 한국해양공학회지
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• 제29권6호
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• pp.418-426
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• 2015

Recently, shipping operators have been making efforts to reduce the fuel cost in various ways, such as trim optimization and bulb re-design. Furthermore, IMO restricts the hydro-dioxide emissions to the environment based on the EEDI (Energy Efficiency Design Index), EEOI (Energy Efficiency Operational Indicator), and SEEMP (Ship Energy Efficiency Management Plan). In particular, ship speed is one of the most important factors for calculating the EEDI, which is based on methods suggested by ITTC (International Towing Tank Conference) or ISO (International Standardization Organization). Many shipbuilding companies in Korea have carried out speed trials around the Korea Straits. However, the conditions for these speed trials have not been exactly the same as those for model tests. Therefore, a ship’s speed is corrected by measured environmental data such as the seawater temperature, density, wind, waves, swell, drift, and rudder angle to match the conditions of the model tests. In this study, fundamental research was performed to evaluate the ship resistance performance due to changes in the water temperature and salinity, comparing the ISO method and numerical simulation. A numerical simulation of a KCS (KRISO Container ship) with a free-surface was performed using the commercial software Star-CCM+ under three conditions that were assumed based on the water temperature and salinity data in the Korea Straits. In the simulation results, the resistance increased under low water temperature & high salinity conditions, and it decreased under high water temperature & low salinity conditions. In addition, the ISO method showed the same result as the simulation.

• Strategy21
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• 통권43호
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• pp.29-55
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• 2018

Arctic sea ice has been retreating as a result of the global warming. Arctic sea ice extent for April 2018 averaged 13.71 million square kilometers. This figure shows far less sea ice compared to the average extent from 1981 to 2010. Meanwhile, 287 times of maritime transits through the Northwest Passage have been made during the 2017 and the first ship traversed the Northern Sea Route without the assistant of ice-breaker in August 2017. Commercialization of the Arctic Passage means significant economic and strategic advantages by shortening the distance. In this article, 'Arctic Passage' means Northern Sea Route along the Arctic coast of Russia and Northwest Passage crossing Canadian Arctic Ocean. As climate changes, the potential feasibility of the Arctic Passage has been drawing international attention. Since navigation in this area remains hazardous in some aspects, IMO adopted Polar Code to promote safe, secure and sustainable shipping through the Arctic Passage. Futhermore, Russia and Canada regulate foreign vessels over the maritime zones with the authority to unilaterally exercise jurisdiction pursuant to the Article 234 of UNCLOS. The dispute over the navigation regime of the arctic passage materialized with Russia proclaimed Dmitrii Laptev and Sannikov Straits as historically belong to U.S.S.R. in the mid 1960s and Canada declared that the waters of the passage are historic internal waters in 1973 for the first time. So as to support their claims, In 1985, Russia and Canada established straight baseline including Northern Sea Route and Northwest Passage. The United States has consistently protested that the Northern Sea Route and Northwest Passage are straits used for international navigation which are subject to the regime of transit passage. Firstly, it seems that Russia and Canada do not meet the basic requirements for acquiring a historic title. Secondly, since the Law of the Sea had adopted before the establishment of straight baseline over the Russian Arctic Archipelago and the Canadian Arctic Archipelago, Ships can exercise at least the right of innocent passage. Lastly, Northern Sea Route and Northwest Passage have fulfilled the both geographical and functional criteria pertaining to the strait used for international navigation under the international law. Especially, should the arctic passage become commercially viable, it can be expected to accumulate the functional criterion. Russia and Canada regulate the ships navigate in their maritime zones by adopting the higher degree of an environmental standard than generally accepted international rules and standard mainly under the Article 234 of UNCLOS. However, the Article 234 must be interpreted restrictively as this contains constraint on the freedom of navigation. Thus, it is reasonable to consider that the Article 234 is limited only to the EEZ of coastal states. Therefore, ships navigating in the Arctic Passage with the legal status of the territorial sea and the international straits under the law of the sea have the right of innocent passage and transit passage as usual.

• East Asian Economic Review
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• 제18권4호
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• pp.367-394
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• 2014

In this study, we examined the fractal structure of the Nikkei225, HangSeng, Shanghai Stock Exchange and Straits Times Index of Singapore. Empirical analysis was performed via non-parametric, semi-parametric long memory tests and also fractal dimension calculations. In order to avoid spurious long memory features, besides the Detrended Fluctuations Analysis (DFA), we also used Smith's (2005) modified GPH method. As for fractal dimension calculations, they were conducted via Box-Counting and Variation (p=1) tests. According to the results, while there is no long memory property in log returns of any index, we found evidence for long memory properties in the volatility of the HangSeng, the Shanghai Stock Exchange and the Straits Times Index. However, we could not find any sign of long memory in the volatility of Nikkei225 index using either the DFA or modified GPH test. Fractal dimension analysis also demonstrated that all raw index prices have fractal structure properties except for the Nikkei225 index. These findings showed that the Nikkei225 index has the most efficient market properties among these markets.

• 한국중재학회지:중재연구
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• 제28권2호
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• pp.111-135
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• 2018

As the disputes in the investment and civil/commercial sectors of China and Taiwan have increased due to active cross-strait economic exchanges, the Chinese government is addressing cross-strait disputes through various dispute resolution methods. In recent years, the Arbitration Center Across the Straits (ACAS) has been established to resolve disputes between cross-strait parties, while ACAS Arbitration Rules have been enacted and enforced. ACAS Arbitration Rules are prepared by referring to the Arbitration Act of China and Taiwan, the relevant provisions and practices of the China International Economic and Trade Arbitration Commission (CIETAC) Arbitration Rules and the cross-strait practical affairs of the China International Economic and Trade Arbitration Commission, and the cross-strait practical affairs giving consideration to the specificity of the cross-strait relationship and the characteristics of economic and trade disputes. Therefore, this paper has compared the features and main contents of the ACAS Arbitration Rules with those of the CIETAC Arbitration Rules. This refers to arbitration proceedings such as form and effect of arbitration agreement, decision of place of arbitration, and organization of arbitral tribunal; the provision of consolidation of multiple contracts and arbitration, and the provision of joinder of arbitration parties, which are implementing the "principle of party autonomy" with streamlining arbitration proceedings and reducing costs; "common, simple, and small sum arbitration proceedings which require shorter arbitration proceedings depending on the size of the arbitration object; and regulations on the "interconnection of mediation and conciliation" which is characteristic of China's arbitration system. Based on the above-mentioned main contents of the ACAS Arbitration Rules in China, there are some implications to be considered in the establishment of the Arbitration Rules of the South-North Commercial Arbitration Commission which will be applied to solve commercial and investment disputes arising from the Inter-Korean Economic Cooperation process, suggesting implications such as the need for the rapid composition and operation of the South-North Commercial Arbitration Commission, requirements for selecting arbitrators, expansion of the object of arbitration, specification of concreteness in deciding the place of arbitration, need to create a variety of arbitration proceedings, and application plan of the International Center for Settlement of Investment Dispute (ICSID) or Third Power Arbitration Agency.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2006년도 추계학술대회 논문집(제1권)
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• pp.91-96
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• 2006

International law provides for fundamental navigational rights called the right of transit passage in international straits as defined by UNCLOS. However, the Australian government published Marine Notice 8/2006 and the associated Part 54 of Australian Marine Orders which requires ships transiting the Torres Strait to engage the services of a pilot and imposes significant penalties for non-compliance on the basis of the IMO MEPC 133(53) which is just a resolution as a recommendation. This paper aims to study legal aspects in UNCLOS on the pilotage in the Torres Strait following the extension of the Great Barrier Reef PSSA neighbouring Australia.

• 한국마린엔지니어링학회:학술대회논문집
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• 한국마린엔지니어링학회 2006년도 전기학술대회논문집
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• pp.133-134
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• 2006

Recently, despite of the effects of international Coordination and cooperation to prevent piracy, piracy is on an increasing trend every year. Such circumstances may have a bad effect on the sound development of world economy by means of trade in sea as well as treat to the safety of crews and safe operation of ships. Finally, Modern maritime piracy has become one of the major threats to safety at sea. We having Cargo-owners or Ship-owners attacked by piracy, it causes enormous economic losses. Therefore, Ship-owners and Cargo-owners insure Cargo Insurance, Hull Insurance and P&I Insurance to indemnity of losses which is caused by piracy. The Purpose of this paper was to explain the losses caused by piracy and studying the limits of the possibility of indemnity in the Cargo Insurance, Hull Insurance and P&I Insurance.

• International Journal of Naval Architecture and Ocean Engineering
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• 제11권1호
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• pp.474-481
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• 2019

The speed trial of a ship is one of the important elements guaranteeing its performance under the contract between the ship owner and shipbuilding company. A speed trial at sea, where the tidal current and waves are suppressed to the maximum, can prevent measurement errors due to external force conditions. On the other hand, it is difficult to maintain a calm sea state in most sea areas determined by the influence of the tidal current, wave, wind, etc. Therefore, this study evaluated a method of simulating a tidal current, which is one of the external force conditions, at the speed test operation of a ship, and applied the simulation result to the plan of a speed trial.

• 인문언어
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• 제8집
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• pp.241-263
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• 2006

Place names are generally composed of first half and second half, whether the originality of those names comes from Korean or Chinese. The first half, modifying the second half, represents the naming flexibility of the name, while the second half of the name points out its directive object, which refers to a branch of the name. For example, 'Myeong' in 'Myeongryang' and 'No' in 'Noryang' represent their naming flexibility while 'Ryang', constituting the second half, points out the name's directive object. The purpose of this study was to investigate the etymology of place names, 'Myeongryang' and 'Noryang', by figuring out the meanings of those two elements. In order to search for the meaning of the second half, 'Ryang', other examples presented in the related literature have been examined. The finding indicated that 'Ryang' means 'dol', or 'do', which refers to 'moon(door)'. Furthermore, it is found out that the meaning of 'Ryang' has been transferred from 'dol' or 'do' to 'moon(door)', furthermore, to the straits. Upon looking into the origins of those names on the field, it is interpreted that 'Myeong Ryang' has been meant as a door in which huge and rough waves cry out, and 'No Ryang' has been meant as a door in which huge and rough waves rise up.

• 한국환경과학회지
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• 제9권1호
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• pp.1-11
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• 2000

A study on the variational characteristics of water quality and phytoplankton biomass by principal component analysis(PCA) was carried out in Kogum-sudo from February to October in 1993. We analyzed PCA on biological factors such as chlorophyll a and phytoplankton cell numbers for centric and pennate diatoms, phytoflagellates, and total phytoplankton as well as physico-chemical factors as water temperature, salinity, transparency, dissolved oxygen(DO), saturation of DO, apparent oxygen utilization (AOU), chemical oxygen demand(COD), nutrient (ammonia, nitrite, nitrate, phosphate and silicate), N/P ratio and suspended solid(SS). The source of nutrients supply depended on the mineralization of organic matters and inputs of seawater from outside rather than runoff of freshwater. The phytoplankton biomass was changed within short interval period by nutrients change. And it was controlled by the combination of several environmental factors, especially of light intensity, ammonia and phosphate. The marine environmental characteristics were determined by the mineralization of organic matters in winter, by runoff of freshwater including high nutrients concentration in spring, by ammonia uptake and high phytoplankton productivity in summer, and phosphate supplied input seawater from outside of Kogeum-sudo in autumn. And Kogum-sudo was separated with 2 regions by score distributions of PCA. That is to say, one region was middle parts of straits which was characterized by the mixing seawater and the accumulated organic matters, other one region was Pungnam Bay and the water around Kogum Island which was done by high phytoplankyon biomass and productivity year-round.

• 화약ㆍ발파
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• 제11권4호
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• pp.38-44
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• 1993

환동해(일본해)권는 EC등과 같이 정치 ·경제 문화적인 면으로 하나의 이념하에서 형성된 권역은 아니다. 현재, 특히 냉전후, 5본은 대중제국과 지방 자치체나 민간의 레벨에서, 우의적인 면에서 경제적인 면으로 교류가 넓어지고 있다. 앞으로 국제적인 경제론 중으로 한 권역을 형성하기 위해서는 그 골격이 될 국제교류네트워크와 교통기관별 교통체계의 확립과 정비의 추진이 불가피한 것이다. 이를 위해서는 각국의 국토계획 지역계획의 수정이 기본이 되고, 기술적으로는 국제해협등의 해양토목기술에 관한 연구와 관발, 그리고 고속도로와 고속철도의 구축기술의 연구와 자동차 ·전차등의 차량개발이 중요한 과제가 된다. 이번에는 이들의 교통체계와 교통시스템의 꿈에 대하여 기술자의 눈으로 본 방책등을 제기 한다.