• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.24
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• pp.51-72
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• 2004

Over the past fifty years, the share of the World's shipping fleet operating under open registry has grown from 4 % to almost half of the total tonnage. While there has been strong opposition based on the costs of maritime disasters and opposition both from the traditional maritime nations, which have suffered erosion of their fleets, and from labour unions, which point to worker exploitation, the shipping companies have found the greater operational and financial flexibility which accompanies open registry to be a considerable attraction The paper consists of seven sections. Section 1 explains the background and of the study. Section 2 reviews the characteristics and definition of FOC. Section 3 is to identify ship register categories and their competitive conditions. Section 4 tackles the emerging forces of globalisation-the advent of FOC. Section 5 deals with legal maritime framework. Section 6 tackles the current structure and characteristics of FOC vessels. Some concluding comments follow in the last section.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.06b
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• pp.147-152
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• 2006

Nowadays, the redevelopment of the conventional pier in Busan port has been one of top issues on Busan port. Busan Port Authority has already launched a research project on that and the Master Plan undergoing. However, the conventional pier is still booming one for small vessels providing feeder service to and from Busan port and both Japanese ports and Chinese ones. Accordingly, there are several terminal operation companies(TOC) and union workers which make might be a major obstacle for the redevelopment. Furthermore, it has been said that alternative pier is necessary before starting redevelopment. Under such circumstance this paper tries to review the major limitations and provide some thought for the solution.

• Journal of Korea Trade
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• v.26 no.3
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• pp.23-44
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• 2022

Purpose - Recent issues such as vessel enlargement, strengthening of environmental regulations, and port smartization are expected to increase costs and intensify competition in the port industry. In the new normal era, when external growth has reached its limit, the efficient operation of ports is becoming indispensable for achieving sustainable growth. This study aims to identify the determinants of inefficiency by examining the cost structure and efficiency of container terminals in Korea and furthermore propose the political implications to derive the maximization of efficiency. Design/methodology - This study estimates the cost function of container terminal operators and identifies the efficiency of container terminals using stochastic cost frontier (SCF) in the first stage. In the second step, the SCF results are compared with the data envelopment analysis (DEA). Last, this paper proposes efficiency determinants on container terminal operation to establish appropriate strategies. Out of the 29 container terminal operators in South Korea, 13 operators participated in the survey. The translog cost function was estimated utilizing a total of 116 observations collected over the 2007-2017 period. Findings - Empirical analysis shows that economies of scale exist in Korea's container ports, which provides a rationale for the government's policy to establish the global terminal operator by integrating small terminal operators to enhance competitiveness. In addition, as a result of the determinants analysis, container throughput, weight of direct employment costs, and labour cost share have positive effects on improving cost efficiency, while inefficiency increases as the length of quay increases. More specifically, cost efficiency improves as the proportion of direct employment costs to outsourcing service costs increases. Originality/value - This study contributes to analyzing the inefficiency factors of container terminals through efficiency analysis with respect to a cost function. In addition, this study proposes the practical and political implications, such as establishing a long-term manpower pool, the application of the hybrid liner terminal system, and the construction of a statistical data system, to improve the cost inefficiency of terminal operators.

• Journal of Korean Society for Quality Management
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• v.24 no.3
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• pp.160-174
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• 1996

The paper reviews briefly of the codes above, together with the effects of the successful introduction of the QMS into the shipping industry. This paper suggests a conceptual prototype for a quality management system (QMS) of seafaring labour, which itself would be a sub-system of the total quality management (TQM) system in a shipping company, on the basis of the ISM and the ISMA Codes, ISO 9002, ISO 9004, and other quality management guidelines. The QMS is essential for the survival of the Korean shipping industry. It will contribute not only to assuring the quality of crew, but also, consequently, to increasing the international competitive edge of the shipping companies in Korea.

• Journal of Legislation Research
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• no.53
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• pp.491-524
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• 2017

Under the general maritime law, a life salvor has no claim against the person saved, and a pure life salvor has no right to compensation from the owner of the ship or its cargo. This harsh rule, which treats the salvor of life less generously than the salvor of property, has been modified by international conventions, statutes, so that life salvors may expect a reward in most cases. It is, especially, unreasonable that a prerequisite of a salvage award is that at least some of the property must be saved, because life of a person can not be compared to values of goods such as vessels and cargoes. Also it is not understandable that only pure life salvors can not expect a reward for the saving of life from the owners of the property. In the meantime, according to Article 39 of the Korean Maritime Search and Rescue Act (hereunder, KMSARA), any person who has gave assistance and rescued in accordance with a governmental officer's order may get a compensation for their time and labour. The above mentioned compensation which is stemmed from the KMSARA may play a role as a compliment for the lack of enough compensation to a life salvor. This means that even though a life salvor failed to save property, he may expect a minimum compensation from the KMSARA. However, it should be recognized that when a life salvor is entitled to both remuneration for the salvage of life and recourse of expenditures from the KMSARA, the total remuneration shall be paid only if and to the extent that such remuneration is greater than any reward recoverable by the salvor under the Korean Commercial Code and the KMSARA.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.1
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• pp.57-63
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• 2015

Foreign seafarers have embarked on the fishing vessels as industrial trainees since 1990s and the total number of foreign seafarers on merchant ships and fishing vessels marked 21,327 as of the end of 2013. Especially, in case of deep-sea fishing vessels and coastal/inshore fishing vessels, although the number of fishing vessels decreased, the number of foreign seafarers nearly doubled during recent 5 years. Looking at the marine accidents occurred to fishing vessels, after multinational seafarers are joining on board fishing vessels, difficulties in communication among seafarers has become a major issue. And the safety rules which could be understandable by foreign seafarers are not provided and the education and training for foreign seafarers are not properly conducted either. Consequently, the risk of marine accidents during fishing operation on fishing vessels has increased and emergency response under the captain's control was not effective enough to cope with such emergency situation. Several forced labour issues were also reported resulting from abusive words and assault committed by Korean seafarers. Therefore, This study aims first to review the cases of marine accidents on board fishing vessels which foreign seafarers are working and, the problems concerning employment and education for those foreign seafarers, and then to point out the necessity of conducting training on the safety rules and regular emergency drills for the foreign seafarers in order to prevent marine accidents.