• Proceedings of KOSOMES biannual meeting
• /
• 2017.04a
• /
• pp.120-120
• /
• 2017

• Strategy21
• /
• s.44
• /
• pp.103-141
• /
• 2018

As the South China Sea maritime dispute illustrates, when considering the place where maritime claims occur, states do not have many choices to respond to maritime claims in which disputed areas are located far away from the land and are surrounded by the sea. As Mearsheimer (2014) points out, the sea stops power projection. Therefore, in order to adopt coercive as well as peaceful settlement policies to deal with maritime claims, states need to overcome obstacles (the sea) to project power. It means that if states want to conduct a specific foreign policy action, such as negotiating maritime borderlines or arguing sovereignty on islands, they need a tool (naval power) to coerce or to persuade the opponent. However, there are lack of research that studies maritime claims from the perspective of naval power. This research project fills this gap based on naval power. How do relative levels of naval power and (dis) parities of naval power influence the occurrence of MIDs over maritime claims? Naval power is a constitutive element during maritime claims. If disputants over maritime claims have required naval power to project their capability, it means that they have the capability to apply various ways, such as aggressive options including MIDs, to accomplish their goals. So, I argue that when two claimants have enough naval power to project their capabilities, the likelihood of MIDs over maritime claims increases. Given that one or both states have a certain level of naval power, how does relative naval power between two claimants influence the management of maritime claims? Based on the power transition theory, I argue that when the disparities of relative naval power between claimants becomes distinctive, militarized conflicts surrounding maritime territory are less probable. Based on the ICOW project which codes maritime claims from 1900 to 2001, the empirical results of the Poisson models show if both claimants have projectable naval power, the occurrence of MIDs over maritime claims increases. In addition, the result shows that when disputants maintain similar relative naval powers, they are more likely to initiate MIDs over maritime claims. To put it differently, if naval capabilities' gap between two claimants becomes larger, the probability of the occurrence of MIDs decreases.

• Journal of Ocean Engineering and Technology
• /
• v.26 no.4
• /
• pp.23-29
• /
• 2012

Korea has maritime jurisdiction over an area 4.5 times larger than the nation's inland area, but negotiations with surrounding nations on the maritime boundary delimitation have still not been completed satisfactorily. In particular, maritime boundary delimitation has become an important issue in terms of maritime security and resource exploration. Considering national interests, the delimitation of the maritime boundary is essential. However, no system to help the decision-makers involved in maritime boundary delimitation has yet been systematically constructed. Therefore, the aim of this study was the development of a system to support such decision-making. In this study, considerations related to maritime boundary delimitation were investigated through expert advice and international precedents. Based on these considerations, data were collected from several organizations, and a spatial database was systematically constructed. Finally, MBDSS (maritime boundary delimitation support system) was developed to support maritime boundary delimitation. This GIS-based system provides visual information about the considerations for the maritime boundary delimitation. Thus, it could help decision-makers to choose appropriate boundaries during the negotiation. Furthermore, this system is expected to be utilized as a scientific tool on the delimitation of maritime boundaries.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.16 no.1
• /
• pp.71-80
• /
• 2010

This paper compares the maritime education of two traditional maritime countries, Korea and the Philippines, specifically, in their maritime transportation education. The subjects of this review focus on Mokpo National Maritime University(MMU) and the Philippine Merchant Marine Academy(PMMA). The paper presents the curricular and training programs of both institutions and shows the differences in the curriculum designs and methodology of delivery as contained in the requirements of Standards of Training, Certification and Watch keeping 1978, as amended in 1995(STCW 95). It also illustrates the social climate of the two countries and the attitude of maritime community in relation with the maritime programs offered by the institutions towards the quality of the competent maritime graduates.

• Journal of Navigation and Port Research
• /
• v.29 no.7
• /
• pp.619-625
• /
• 2005

The security vulnerabilities in Korea maritime domain were mentioned and analysed with the static data of crimes relating to maritime security. The counterterrorism and initiatives to reduce the security risk and to minimize the damage are introduced and evaluated. The maritime security strategy and the near term initiatives to enhance the non-military security at Korean sea and ports are proposed in order to response maritime security threats economically, efficiently and safely.

• Strategy21
• /
• s.40
• /
• pp.162-189
• /
• 2016

This research deals with the PLAN's capabilities and its implication for regional security, and suggests some measures for maritime security cooperation among regional states. China has began to focus its national strategy more on 'rising as a new maritime power' since the 18th Party Convention in November 2012. Chinese new strategy aims at building a strong navy, contributing economic prosperity and national security, and thus elevating its prestige in international society. Most of all, building a strong navy is the foremost task at this time, and that is why the PLAN has the priority for military modernization. Chinese new maritime strategy could cause naval arms race in East Asia and aggravate maritime territorial disputes among concerned parties. It is the time for regional states to discuss some measures to build confidence, such as arms control of naval weapons, establishment of multilateral maritime security mechanism, and foundation of regional security regime, thus enhancing regional maritime cooperation.

• Journal of Navigation and Port Research
• /
• v.35 no.4
• /
• pp.289-297
• /
• 2011

This paper details the maritime accidents that occurred in the Philippines from 1972 to 2010. Firstly, it describes the general maritime situation in the country. It was followed by the traffic and safety infrastructure and the prevailing weather in the archipelago. The third section deals with the accidents' statistics and their geographical locations which is further sub-divided into three regions. It is grouped according to 10-year period. This paper describes the actual maritime situations, the pertinent national regulations, the inter-agencies policies and their safety regimes. It illustrates the shipping environment in the country including the maritime aids and infrastructure and the on human element factors.

• Journal of the Korean Institute of Navigation
• /
• v.21 no.3
• /
• pp.39-47
• /
• 1997

Under Chinese law system, the maritime law is a special branch of the civil law. For this reason, the maritime litigation shall be governed correspondently by the civil prodecure law. However, since the maritime litigation has its own special prodecure which is different from that of general procedure, there must be some special regulations to be a supplement to the civil procedure law. In this paper, a study is made on such regulations which are "The Regulations Relating to the arrest of Ships Before Litigation" and "The Regulations Concerning the Auction of Ships Which Have Been Arrested by Maritime Court for Clearing off the Debts" The aim of this paper is to describe the basic principles established in the regulations mentioned above in order to make the people who are unfamiliar with Chinese maritime legislation to be understood about Chinese special procedure adopted in maritime litigation.maritime litigation.

• Proceedings of KOSOMES biannual meeting
• /
• 2017.04a
• /
• pp.63-63
• /
• 2017

• Journal of Arbitration Studies
• /
• v.22 no.3
• /
• pp.141-163
• /
• 2012

In Korea, although nearly all maritime arbitration cases are dealt with by the Korean Commercial Arbitration Board (KCAB), the total number of cases that are referred to the KCAB is relatively small compared with the total number of maritime cases that occur in Korea. There may be reasons why maritime arbitration is not utilized more in Korea. However, of the above reasons, the superseding one may be that there is still a lack of confidence in the credibility and foreseeability of maritime arbitration in Korea. To expand the use of maritime arbitration in Korea, it is essential that the base surrounding maritime arbitration be expanded. In addition, it is also necessary that specialists receivetraining in maritime law. In this context, it is strongly recommended that maritime and admiralty law be taught in law schools and be included as a regular subject on the Korean bar exam. Additionally, to promote maritime arbitration, a rule should be introduced allowing for shortened arbitration proceedings in Korea. Although Chapter 8 of the KCAB Arbitration Rules provide for "Expedited Procedure," this process alone is not because the rules for Expedited Procedure generally apply in arbitration cases where both parties have agreed in a separate agreement to follow the procedures provided or in any domestic arbitration valued atless than 100,000,000 Korean won. Therefore, the KCAB Arbitration Rules for Expedited Procedure must be reformed to encompass international arbitrations. Additionally, experts who are experienced in the maritime sector should be elected as arbitrators. Given the factthat a fair number of arbitration cases can be characterized as international, it is important that businesspersons who are very fluent in English be appointed as arbitrators in order to increase the reliability of maritime arbitration in Korea and save costs. Meanwhile, because lawyers and scholars constitute a considerable portion of KCAB arbitrators, commercial persons from relevant industries should be enlisted as arbitrators. Even though there are arguments for the establishment of an independent maritime arbitration board in Korea, establishment of a separate maritime arbitration board will not directly guarantee the prosperity of maritime arbitration in Korea. Instead of instituting a new maritime arbitration board, it is better that a reorganized KCAB modify existing arbitration proceedings to make them faster and more economical if maritime arbitration is to prosper. In this regard, ad-hoc arbitration would be an option for speedy and thrifty maritime arbitration. Finally, to gain the confidence of domestic and foreign parties, we cannot ignore the importance of advertising the specialties and qualifications of the KCAB and its personnel among business entities.