• 한국철도학회:학술대회논문집
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• 한국철도학회 2009년도 춘계학술대회 논문집
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• pp.91-98
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• 2009

For maintaining railroad, accumulated passing tonnage is a determinant factor of appropriate rail replacement time. Recently, Seoul Metro's rail maintaining system and technology is being improved from previous years, which increasing a standard of rail replacement. Thus, this brings importance of estimating and managing for accumulated passing tonnage. In case of light weighted train such as subway, current method of calculating accumulated passing tonnage has defaults of misrepresenting accumulated passing tonnage data. Because current method is based on the weight of passengers and train., and operation data. In addition, currently there is no mechanical and electronic system that could represent and support the accurate data between heavy and non-heavy traffic area, and accumulated passing tonnage is calculated inaccurately by estimating average value each line. The current method of calculating accumulated passing tonnage misleads to unpredictable data that represent inappropriate rail replacement period, which leads to under or over analyzed replacement period. If accumulated passing tonnage is over estimated, rail replacement leads to waste of budget. Hence, it is necessary to construct reliable actual measurement system to manage rail's life safely and efficiently, and in this study the accumulated passing tonnage measurement device is installed with using rail pad of optical fiber sensors and its effect is analyzed.

• 한국항해항만학회지
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• 제28권2호
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• pp.121-127
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• 2004

The shipping industry can be explained by a growing process of concentration and centralization of tonnage. A few largest shipping company control a great deal of shipping tonnage in the total tonnage through the process of concentration and centralization of tonnage in shipping over time. It confirms that a decreasing number of operators take an increasing quantity of tonnage in the total tonnage. Thus, the extremely dualistic structure (extremely unequal distribution of tonnage) are shown not only in the shipping industry in a given country but also in liner shipping in the world In this paper, the two countries, that is, Korea and Egypt, are compared considering the absolute size of tonnage and shipping policy in tenn., of concentration and centralization of tonnage in shipping. In order to measure the degree of concentration of tonnage in shipping, the quantitative measurements; the Lorenz curve and Gini coefficient are introduced. But it should be supplemented with the qualitative measures of tonnage in a given country.

• 한국항해학회지
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• 제8권1호
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• pp.103-125
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• 1984

All over the world, one finds different types of dues, charges and fees imposed for the use of port facilities. The positiion is further confused by the fact that different names are often used for the same charge in different ports and again the same name can be used for different types of charge. For instance, in some places "tonnage" dues can be dues on cargo tonnage and in others are dues on shipping tonnage. Charges made by port authorities can be of two kinds; charges on ships and charges on goods. One of the abiding complaints of all port tariffs is that they are too complicated. The plea is for simplicity and comprehension. The purpose of this study is to elucidate and to criticize principles for guiding port pricing policy.ng policy.

• 해양환경안전학회지
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• 제19권2호
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• pp.164-170
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• 2013

최근 선박 대형화 추세가 급격하게 진전된 반면 국내 무역항의 수역시설 조건은 과거와 동일하여 특정 항로에서의 해상교통 혼잡이 발생할 개연성이 매우 높다. 국내항의 해상교통혼잡도를 평가하기 위해 사용하는 표준 선박길이는 70 m로, 30년 전부터 현재까지 그대로 사용하고 있어 이에 대한 검토가 시급하다. 본 연구에서는 국내 Port-MIS 데이터베이스에 저장된 60,000여척 선박 주요 제원을 기반으로 선박 대형화 추세를 분석하고, 최근선박의 총톤수와 선박 길이와의 상관함수를 이용해 선박 대형화가 반영된 표준 선박길이를 제안하였다. 또한 최근 5년간 국내 무역항 이용 선박에 대한 톤수별 척수를 기초로 소형선을 제외한 누적 빈도수가 50 % 이상 차지하는 기준점을 도출해 국내항의 표준 선박길이를 제안하였고, 각 표준 선박길이는 국내 무역항의 특성을 고려하여 적용할 필요가 있다.

• 수산해양기술연구
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• 제54권1호
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• pp.65-72
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• 2018

This study analyzed the condition of marine accident and disaster rate of crew of Korean fishing vessels by vessel type, and checked the Australian safety management system and relevant regulation in Korea to suggest measures to build coastal/offshore fishing vessel safety management system in Korean coastal/offshore fishery. As a result, the power and production amount of Korean coastal/offshore fishing vessel is consistently decreasing while marine accident is increasing. Disaster rate of crew was higher than land industry, especially, the disaster rate of coastal/offshore fishing vessel was very high (100.0‰). Australia applies safety management system differed by vessel type and operation waters which fully considers the characteristics of pertinent vessel. The average accident rate of fishing vessels with gross tonnage over 20 tons among the Korean coastal/offshore fishing vessel was 13.6%, which was significantly higher than fishing vessels with gross tonnage below 20 tons (1.4%). Such result indicates it is urgent to implement safety management system to fishing vessel with gross tonnage over 20 tons and introduce fishing vessel safety supervisor. Establishing safety management system of coastal/offshore fishing vessel will contribute to consistent industrial development by achieving the general goal of reducing marine accident and spreading safety culture.

• 유통과학연구
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• 제16권10호
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• pp.31-38
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• 2018

Purpose - The purpose of this paper is to seek some alternative to overcome difficult shipping situations for overcapacity pursuing economy of scale, which is widely spread in world shipping. Research design, data, and methodology - The research method to be adopted is first to review evolution of larger ships in terms of theoretical overview, and shipping market is examined, and it is studied some problems and solutions in relation to larger ship as field research aspects. Results - Supply and demand of shipping market is flexible and unpredictable nature of market. Sometime fierce competition has spread out the market, and shipowner may deploy mega ship in terms of economy of scale, etc., to overcome the difficult market situations. Both carrier and shipper have their own positions in this matter concerned. However, it causes some problems in the market including port matters, etc. Therefore, it is asked to solve this problems of larger ship employed in the markets, throughout shipping alliances, etc. Conclusions - Over tonnage done by larger ship has caused some problems in the shipping markets, forming monopolistic market by small number of larger shipping companies, destroying oligopolistic nature of shipping business, therefore, the answer is strategic alliance to collaborate each other.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 1997년도 Proceedings of KIN-CIN Joint Symposium 97 on Safety of Shipping and History of Maritime Communication between Korea and China around 9th Century
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• pp.35-41
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• 1997

China has integrated maritime safety system which positively and effectively ensures safe navigation and environmental protection. This paper gives brief account on maritime safety rules and regulations, adminstrations and management mechanism, navigation aids and facilities, maritime communication and GMDSS etc. China is a developing country with fast economical growth. With a long coastline of 18,000 kilometers, and 5,000 more islands, China has a fairly developed shipping industry. China also sits in IMO Council as A member. In China , there are over 200 ports with an annual hadnling capacity of over 10,000 tons of cargo ; there are over 4,000 coasters and ocean-going ships with more than 3 million seafarers of which 1/3 being officers ; there are an aggregate gross tonnage 17 million gt for merchant ships. China ranks No.5 shipping country in the world as shown by Lloyd's Maritime Information Services Ltd. 1995. The Chinese shipping industry plays an important role in both domestic transportation and foreign trade. The Chinese government always attaches great importance to maritime safety . Since 1949, and from the adoption of reform-opening policy, China has gradually formed an integrated maritime safety system.

• 수산해양교육연구
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• 제26권5호
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• pp.1158-1164
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• 2014

The propensity analysis for oral exam candidates of sixth class deck officer's license was conducted to serve as a basic data for improving the ability of seamanship and a stable workforce supply using a questionnaire. A general information of them was identified as 64.4% of offshore fishing, 56.8% of over 50, 56.6% of less middle school education, 55.6% of under 100 gross tonnage, 81.2% of over 10 years experience, 85.6% of deck department, which means they are from mainly less than 100 gross tonnage of offshore fishing vessel, less educated, and long term experienced in the deck job. The reason why they took the test was mainly due to their will (71.1%). And 52.7% of them took the test for the first time, 52.7% of answers responded they are lack of knowledge about a written exam and text of KIMFT in preparation data for an oral exam 23.3%. Given the fact that 83.3% of respondents experienced marine accidents on board, the need for marine casualty reduction education was verified. Even after obtaining a license, they showed a higher preference of boarding that they embarked before the examination. Also, 61.7% of them have a plan for long-term boarding at least three years, thus leading to supply of workforce in coastal and offshore areas.

• 수산해양교육연구
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• 제26권5호
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• pp.1151-1157
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• 2014

The propensity analysis for oral exam candidates of sixth class engineer officer's license was conducted to serve as a basic data for improving the ability of seamanship and a stable workforce supply using a questionnaire. A general information of them was identified as 62.1% of offshore fishing, 59.3% of over 50, 59.4% of less middle school education, 52.4% of under 100 gross tonnage, 75.2% of under 1,500kW engine output, 72.5% of over 10 years experience, 72.4% of engine department, which means they are from mainly less than 100 gross tonnage of offshore fishing vessel, less educated, and long term experienced in the engine job. The reason why they took the test was mainly due to their will (51.7%). And 45.5% of them took the test for the first time, 45.5% of answers responded they are lack of knowledge about a written exam and text of KIMFT in preparation data for an oral exam 35.9%. Given the fact that 74.5% of respondents experienced marine accidents with engine damage on board, the need for marine casualty reduction education was verified. Even after obtaining a license, they showed a higher preference of boarding that they embarked before the examination. Also, 61.4% of them have a plan for long-term boarding at least three years, thus leading to supply of workforce in coastal and offshore areas.

• 대한수사과학회지
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• 제2권2호
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• pp.67-91
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• 2007

The nature of deaths occurred at sea may be revealed the differences from that in the land, but there is no comprehensive statistical analysis of deaths occurred at Korean Sea so far. Therefore, the cases of deaths or missing in the period 1993 - 2006 were analyzed by the cause, place of death, and results of preliminary investigation. In the period from 1993 to 2006, over 1000 peoples were died or missing every year. The cases of marine safety accidents including self-carelessness and mishap were approached over 60% and cases of homicide were less than 1%. The closure cases of preliminary investigation were reached over 70% and the most of deaths occurred in fishing vessels (the range of 20 ~ 99 tonnage). The suspension cases of preliminary investigation were reached to 70% of all missing and drowning cases. The results showed that the most of deaths occurred at sea could be prevented by the safety regulations including mandatory report of accidents, marine safety education and training, punishment the people responsible for the accidents. For the unidentified bodies, data should be collected and recorded for the future identification. The crime scene investigators should be trained to ensure the quality of their professional skills regularly.