• Journal of the Korean Institute of Navigation
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• v.11 no.2
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• pp.1-31
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• 1987

Nowadays, the transportation of almost all cargoes depends on sea routes in international trade. In the transaction of trade, cargo transportation must be completed on the base of two contrary objectives, one of which is to protect the vessel, cargoes and crew aborad her safely through every step of the transportation and the other is to pursue profits from the transaction of the trade. In spite of the great development of the modern techniques in shipbuilding today, many sea disaters of big merchant vessels have been occurring successively in winter seasons every year on the sea routes of the North Pacific Ocean. Whenever the accident of losing a vessel in rough sea occurred , many experts of the country to which the vessel belonged had tried to take out the reason of the missing without manifesting the exact cause of the unhappy occurrence. In this paper, we calculated ocean wave status along the route of the North Pacific Ocean theoretically concluded by us as optimum on the basis of weather and sea conditions. In the calculation, we used ITTC wave spectrum formula and meteorological data of "Winds '||'&'||' Waves of the north Pacific Ocean" edited by Ship Research Institute of Japan on the basic data assembled by World Meterological Organization through past 10 years. We selected three sample vessels of most common size in the North Pacific Ocean Routes, a container, a log carrier and a bulk carrier and applied tree sample vessels to the calculated sea conditions for getting the rolling angles of the vessels and stress exerting on the hulls. Examining the calculated results, we concluded as follows; 1. Under the condition of these status7 by beaufort scale, "heave to" maneuvering is the best and safest way to steer every vessel. 2. The most dangerous part of sea area along the west bound optimum route of the North Pacific Ocean in winter season, is the southern sea area of the Kamchatka peninsula.a peninsula.

• Journal of the Korean Institute of Navigation
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• v.12 no.2
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• pp.23-32
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• 1988

This paper offers a method of magnetic compass adjustment for the vessel alongside the wharf using newly designed magnetic north former, which makes the same magnetic field-change as the turning vessel does. The characteristics of the magnetic north former was examined by observing the deviation curves of the magnetic compass installed on the compass deviascop at laboratory. The magnetic north former consists of A and B arms which hold the permanent bar magnets at the both ends of each arm. The arm is to rotae in the horizontal plane about the vertical axis fixed at the center boss of the magnetic compass and it is to compensate the horizontal plane about the vertical axis fixed at the center boss of the magnetic compass and it is to compensate the horizontal component of the earth's field. The B arm makes the artificial magnetic north around the magnetic compass for every ship's heading. The results of investigation are summarized as follows ; 1. The observation and correction of magnetic compass deviation can be done without swinging the ship, of the effect of D coefficient is negligible. 2. The residual deviation curve of the magnetic compass depends on the accuracy of deduced value of ship's multplier($\lambda$). 3. The errors due to the inaccuracy of deduced value of ship's multiplier change in the same way as the B and C coefficient do.

• Journal of Korea Port Economic Association
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• v.36 no.4
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• pp.53-74
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• 2020

It is important to understand the current status and problems of the North Korean shipping industry to prepare for inter-Korean trade in the future era of peace in the Korean Peninsula. In this study, the status of vessels calling in North and South ports was analyzed by year, cargo type (vessel type), and North Korean port type using Port-MIS data. In particular, considering the three years (2006-2008) in which inter-Korean trade was the most active, the flow of maritime transport was analyzed by visualizing data on vessels' arrival and departure in the North and South ports. Findings revealed that sea transportation between Haeju-Incheon was the most frequent, while the Haeju-Mokpo and Nampo-Incheon routes in the west coast area, and the Najin-Busan route in the east coast area were active. With reference to general cargo vessels, ports located on the west coast of Korea tended to operate between those located on the North coast of North Korea and on the east coast of South Korea. These results are expected to serve as a basis for establishing research and policies related to coastal shipping between the two Koreas in the future.

• Journal of Navigation and Port Research
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• v.36 no.5
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• pp.409-418
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• 2012

Amid global economic crisis and skyrocketing oil prices, container shipping companies have raised a sustained series of efforts to reduce vessel operating costs. Under these circumstances, the Grand Alliance has decided to install the dedicated feeder instead of additional vessels in the CCX(Central China Express) and the NCE(North China Express) route. In other words, a vessel in a trunk route is transshiped by a dedicated feeder vessel in Busan port that is a transshipment port, rather than calling at Northen China port. In this study, the actual operating data of Grand Alliance container services were analyzed to determine the economic effect of transshipment through a dedicated feeder service. In this way, the Grand Alliance are saving vessel operating expenses in 'NCE' and 'CCX' routes, making the slow steaming of vessels possible in these trunk routes.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.269-274
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• 2006

It was decided by national vote in Panama to expand the Panama canal. Therefore 12,000TEU sized vessel can pass the canal from 2014. The Far East-North America shipping route, over than post panamax size vessels have to use other routes such as Miniland bridge instead of using the panama canal due to limitation of canal size. Therefore, some changes in the transport route in Far East-North America are expected due to expansion of Panama canal. The objective of this paper is to analyze the transport cost between Far East and North America then compare the competition between Panama canal route and land bridge route.

• Convergence Security Journal
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• v.15 no.5
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• pp.61-70
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• 2015

North Korea invaded South Korea on June 25, 1950 and the armistice agreement was reached on July 27, 1953. After that, there have been about 5,000 provocations large and small. In particular, North Korea attacked a naval vessel called "Cheonanham" on March 26, 2010. After the attack, Korean government announced the sanctions against North Korea, so called "May 24 sanctions". North Korea bombarded Yeonpyeong provocation on November 23, 2010 and they planted wood box mines in the DMZ on August 4, 2015. The explosion of them resulted in injuring two Korean soldiers. In response to this accident, Korean government resumed loudspeaker broadcasting against North Korea in 11 years which had developed as the psychological warfare. After this, North Korea declared "being a state of war" and intensified tension. Suddenly North Korea suggested talks and two countries reached an agreement through inter-Korean high-level contacts. But we should review whether the agreement was reached with ease and in haste. This paper focuses on the North Korea's negotiating tactics and suggests our corresponding directions for the future.

• Journal of Navigation and Port Research
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• v.31 no.1 s.117
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• pp.81-87
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• 2007

It was decided by national vote in Panama to expand the Panama canal. Therefore 12,000TEU sized vessel can pass the canal from 2014. The Far East-North America shipping route, over than post panamax size vessels have to use other routes such as Mini land bridge instead of using the panama canal due to limitation of canal size. Therefore, some changes in the transport route in Far East-North America are expected duo to expansion of Panama canal. The objective of this paper is to analyze the transport cost between Far East and North America then compare the competition between panama canal route and land bridge route.

• Journal of Navigation and Port Research
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• v.29 no.5 s.101
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• pp.421-429
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• 2005

Traditionally, determination of the optimal containership size is the most important factor for competitiveness of shipping companies in the shipping market. Under this environment, many shipping companies and researchers have studied about it. The objective of this research is to determine the optimal containership size using a total shipping cost in the main trunk lines. Total shipping cost is calculated at the ground of capital costs, vessel operation costs, voyage costs, port charges and miscellaneous costs for 'Europe-Far East', 'Far East-North America' and 'Europe-Far East-North America' services. Analysis results showed that the 6,500TEU containership is an optimal size on the 'Europe-Far East' and 'Europe-Far East-North America' services. And the 8,200TEU containership is an optimal size on the 'Far East-North America' service. Moreover, if the larger containerships over 8,200TEU class start operation afterward, it would be less competitive in the analyzed 3services.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.11a
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• pp.245-251
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• 2004

Determination the optimal containership size is the most important factor for competitiveness if shipping companies. Accordingly, the objective if this research is determining the optimal containership size by service routes. Total shipping cost is calculated at the ground if capital cost, vessel operation costs, voyage costs, port charge and miscellaneous cost for 'Europe-Far East', 'Far East-North America' and 'Europe-Far East-North America' Services. Finally, the optimal containership size was utilized through total shipping cost, slot quantity if containership and average throughput by containership.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.22 no.3
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• pp.8-16
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• 1986

The fishing conditions of flying squid, ommastrePhes barsram(Lesueur), in the North Pacific Ocean was studied based on the horizontal water temperature data, satellite data from NOAA and statistical data of flying squid fisheries which were collected from 1980 to 1984. The obtained results were as follows; 1. Since 1979, the Korean drift giIlnet fishery for flying squid was launched in North Pacific. Number of operating vessel and catch of flying squid increased gradually every year. The number of vessels were 111 and their annual catches were 42, 977 M/T in 1984. Therefore, Korean drift giIlnet fishery for this species has played an important role in the products of Korean high-sea fisheries. 2. In the beginning of the fisheries, fishing grounds was formed in the west of long. 1800E. In 1982, in consequence of the center which extended eastward, the fishing ground was formed long. 166$^{\circ}$W in the central North Pacific Ocean. Since 1983, the fishing grounds were formed as far as long. 161$^{\circ}$W. The range of general fishing season in the central North Pacific was from June to August. After september, fishing ground was shifted to the west, in the Northwestern Pacific. 3. The Predominant fishing season for the flying squid was August through January of the coming year. Optimum water temperature for flying sguid at surface layer in the Pacific Ocean ranged from 11 $^{\circ}$e to 17$^{\circ}$e in winter, 13$^{\circ}$e to 17$^{\circ}$e in spring, 12. 8$^{\circ}$C to 19.7$^{\circ}$e in summer and 1O.6$^{\circ}$e -18.7$^{\circ}$e in fall. 4. In summer, the Oceanographic condition in the North Pacific Ocean showed that the water temperature at surface layer was lower in 1980, 1983 and higher in 1981, 1982 and 1984 as compared with mean annual water temperature. 5. The characteristics df oceanographic conditions in the fluation, disformation, mixing and other factors of the Kuroshio and Oyashio currents, which have considerably influenced upon the water masses of the areas. 6. The data and information on surface thermal Structure interpreted from Infrared Satellite Imaginary from NOAA-7 and NOAA-8 are very available in estimating water temperature on the areas and investigating the major fishing grounds. 7. According to the fisheries statics of Japanese drift gilInet, the annual catches of flying squid considerably decreased from 225, 942 M/T in 1983 to 133, 217 M/T in 1984. 8. The fishing grounds in the central North Pacific in several fishing seasons were formed as follows: In June, the initial fishing season, the fishing grounds were formed in the vicinity of lat. 35 - 40oN, the central North Pacific east of 179$^{\circ}$E. In July, the fishing ground were formed in the wide arEa of the central North Pacific north of 400N and long. 174$^{\circ}$E-145$^{\circ}$W In Auguest, concentrative fishing operation carried out in :he central North Pacific north of 43$^{\circ}$N and East of 165$^{\circ}$W. On the other hand, in September, main fishing grounds were disappeared and moved to the west.