• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.7
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• pp.1044-1050
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• 2021

After the occurrence of several passenger ship accidents in Korea, various systems are being developed for passenger ship safety management. A total of 162 passenger ships operate along the coast of Korea, of which 105 (65 %) are car-ferries with open vehicle decks. The car-ferry has a navigation pattern that passes through 2 to 4 islands. Safety inspections at the departure point(home port) are carried out by the crew, the operation supervisor of the operation management office, and the maritime safety supervisor. In some cases, self-inspections are carried out for safety inspections at layovers. As with any system, there are institutional and practical limitations. To this end, this study was conducted to suggest a method of detecting a vehicle using image processing and linking it to the calculations for ship stability. For vehicle detection, a method using a difference image and one using machine learning were used. However, a limitation was observed in these methods that the vehicle could not be identified due to strong background lighting from the pier and the ship in the cases where the camera was backlit such as during sunset or at night. It appears necessary to secure sufficient image data and upgrade the program for stable image processing.

• Journal of Intelligence and Information Systems
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• v.29 no.3
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• pp.79-101
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• 2023

The current status of local road pavement management in Jeollabuk-do only relies on the accomplishments of the site construction company's pavement repair and is only managed through Microsoft Excel and word documents. Furthermore, the budget is irregular each year. Accordingly, a systematic maintenance plan for local roads is necessary. In this paper, data related to road damage and road environment were collected and processed to derive possible areas which could suffer from road damage. The effectiveness of the methodology was reviewed through the on-site inspection of the area. According to the Ministry of Land, Infrastructure and Transport, in 2018, the number of damages on general national roads were about 47,000. In 2019, it reached around 38,000. Furthermore, the number of lawsuits regarding the road damages were about 93 in 2018 and it increased to 119 in 2019. In the case of national roads, the number of damages decreased compared to 2018 due to pavement repairs. To measure the priorities in maintenance of local roads at Jeollabuk-do, data on maintenance history, local port hole occurrence site, overlapping business section, and emergency maintenance section were transformed into data. Eventually, it led to improvements in maintenance of local roads. Furthermore, spatial data were constructed using various current status data related to roads, and finally the data was processed into a new form that could be utilized in machine learning and predictions. Using the spatial data, areas requiring maintenance on pavement were predicted and the results were used to establish new budgets and policies on road management.

• Journal of the Korean Society for Marine Environment & Energy
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• v.14 no.4
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• pp.213-223
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• 2011

The status and changes of water quality of national fishing harbors and designated ports in East Coast of Korea were analyzed to support establishment effective water environmental management. COD (Chemical Oxygen Demand) concentration was satisfied to designated water quality criteria in most areas, but TN (Total Nitrogen) and TP (Total Phosphorus) exceeded the criteria frequently. Also, peak concentration was summer in COD and SS (Suspended Solid), but winter in TP. Eutrophication index of Ganggu and Pohang (old) area were the highest. Pollution index by function of COD, TN, and TP of Ganggu, Pohang, Jumunjin, and Guryongpo was high with gradual increasing recently, on the contrary, that of Samcheok, Imwon, and Chuksan was decreased. Pollution index involving multi-indictors relation to organics and inorganics was necessary for water quality assessment. Designated water quality criteria needed to be improved because the criteria of Jukbyun and Chuksan was applied more strictly compared to the other regions although without difference of environmental characteristics. Furthermore, the criteria notified lately needed to be related to management pollutants from land-based sources. The continuous diagnosis and monitoring on sediment quality within the study area were necessary for prevention of water pollution and eco-friendly disposal of dredged sediment. Especially, monitoring of Designated Ports was implemented partially, however monitoring ratio of National Fishing Har-bors was 7% to whole part. Therefore, systematic and integrated environmental monitoring for ports and harbors with charge of national management was reestablished by strengthening and securing a legal basis.

• Journal of Korea Port Economic Association
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• v.23 no.3
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• pp.165-184
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• 2007

This study reviews the concept and protection system for the geographical Indication(GI) to support the Korea-EU FTA. A geographical indication(GI) is a name or sign used on certain products or which corresponds to a specific geographical indication or origin (eg. a town, region, or country). The use of a GI may act as a certification that the product possesses certain qualities, or enjoys a certain reputation, due to its geographical origin. In the WTO Agreement on Trade-Related Aspects of Intellectual property Rights("TRIPS"). There are, in effect, two basic obligations from Article 22 to article 23 on WTO member governments relating to GIs in the TRIPS agreement. Geographical Indications have long been associated with Europe as an entity, where there is a tradition of associating certain food products with particular regions, Under European Union Law, the protected designation of origin system which came into effect in 1992 and 2003 regulates the following geographical indications: Protected designation of origin(PDO) and protected geographical indication(PGI) and Traditional Specialty Guaranteed(TSG). They have 5,000 articles for GI. We have the GI system and 40 articles rotating to registration by the law for quality management of production in agriculture. Cinclusinally, geographical indications could potentially serve as tools to helf holders of trade benefit more equitable through the mutual Acceptance for Korea-EU FTA.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.6
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• pp.662-671
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• 2015

As the type of Hazardous and Noxious Substances(HNS) becomes various and the transport volume of HNS increases, HNS spill incidents occur frequently on land and the sea. In view of various damages to human lives and properties by HNS spills, it is necessary to educate and train professional personnel in preparation for and response to potential HNS spills. This study shows the current state of response systems and education courses against HNS spill incidents on land and the sea to compare those with each other between land and sea in Korea. Incident command system on land are basically similar to that at sea, but leading authority which is responsible for combating HNS spills at sea is changeable depending on the location of HNS spill, as it were, Korea Coast Guard(KCG) is responsible for urgent response to HNS spill at sea, while municipalities are responsible for the response to HNS drifted ashore. Education courses for HNS responders on land are established at National Fire Service Academy(NFSA), National Institute of Chemical Safety(NICS), etc., and are diverse. Education and training courses for HNS responder at sea are established at Korea Coast Guard Academy(KCGA) and Marine Environment Research & Training Institute(MERTI), and are comparatively simple. Education courses for dangerous cargo handlers who work in port where land is linked to the sea are established at Korea Maritime Dangerous Goods Inspection & Research Institute(KOMDI), Korea Port Training Institute(KPTI) and Korea Institute of Maritime and Fisheries Technology(KIMFT). Through the comparison of education courses for HNS responders between land and sea, some recommendations such as extension of education targets, division of an existing integrated HNS course into two courses composed of operational level and manager level with respective refresh course, on-line cyber course and joint inter-educational institute course in cooperation with other relevant institutes are proposed for the improvement in education courses of KCG and KOEM(Korea Marine Environment Management Corporation) to educate and train professionals for combating HNS spills at sea in Korea.

• Journal of Korea Port Economic Association
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• v.34 no.4
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• pp.141-160
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• 2018

In this paper, to analyze the perception and response strategy of Korean ship owners on Global Sulphur Cap 2020, examined the IMO environmental regulation status focusing on MARPOL Annex VI regulation about air pollution prevention, technological measures to reduce SOx emission, shipping industry and management status of Korean ship owners. First of all, the questionnaire was conducted for Korean ship owners after selecting the evaluation factors. The purpose of this study was to investigate the difference of the perception and response strategy of Korean ship owners by corporation size and main vessel type using frequency and cross analysis. It is confirmed that various researches on SOx emission reduction have been carried out from various points of view at home and abroad. In this study, existing studies related to technical factors for regulatory response and economics analysis were examined and evaluation factors were selected. As a result of analysis, it is found that large-sized shipping companies are more prepared for regulatory response than small and medium-sized bulk carrier owners. There were similar perception and the direction of response strategy about the impacts by corporation size and main vessel type. In about two years to be implemented in 2020, It is necessary to find an appropriate response strategy based on the support policy of the government and related organizations and the systematic analysis of the ship owners. Through this study, although the difference between the perception and response strategy of the ship owners by corporation size and main vessel type was understood, it was found that there were limitations on specific response strategy and corporate data collection. In future research, we should overcome the limitations of this study and conduct an in-depth study.

• Journal of Korea Port Economic Association
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• v.38 no.1
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• pp.1-14
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• 2022

The change in the management environment of the logistics industry in the era of global competition is becoming an era in which customers choose companies. Differentiation from competitors through the provision of products and services suitable for customers As customers' choices change depending on their superiority, companies are constantly striving to receive or retain customers' choices. Ultimately, this competitive structure can be seen as the importance of long-term relationship building. Therefore, in this study, we examined how factors related to transaction characteristics performed by logistics companies for customer satisfaction in the transaction relationship between cargo companies and shippers affect performance and long-term transaction intentions. First, we derived the factors of logistics service, cost, logistics infrastructure, and company competency, which are transaction characteristics factors of a logistics company that must be specifically realized for customer satisfaction in transactions between logistics companies. Second, we analyzed how the transaction characteristics factors of a logistics company affect the company's performance, and finally, how the company's performance factors affect long-term transaction intentions. As a result of empirical analysis, there were no statistically significant results on the relationship between transaction characteristics and performance of logistics companies, which can be attributed to the small size of the logistics companies that were the sample. In other words, logistics companies that do not have sufficient capacity to provide services at low prices have no choice but to engage in constant bleeding competition. It can be seen that it reflects the characteristics of the industry. On the other hand, the relationship between corporate performance factors and long-term transaction intention was found to have a positive relationship. The higher the level of partnership with logistics companies and visible financial performance is, the higher the transaction will be in the future, and the more the transaction volume will be gradually increased. And even if it costs a little more, it can be seen that the intention to continue trading is greatly expressed.

• Journal of the Korean Society of Marine Environment & Safety
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• v.17 no.4
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• pp.399-405
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• 2011

Recently, the navigation risk is increasing significantly with growth of marine traffic volume and construction of marine facilities, water bridges, port development and marine wind farm etc. To reduce this kinds of risk, Ministry of Land, Transport and Maritime Affairs enacted a new law called MSA(Maritime Safety Audit) as a comprehensive maritime traffic safety management scheme in order to ensure safety improvements from the early planning stage to post managing of the development which affect the maritime traffic environment. MSA as a tool for improving maritime traffic safety is a formal safety assessment in the existing or future ship's fairway by an independent audit team. It examines the potential hazards of maritime traffic safety, if necessary, and is to ensure the implementation of appropriate safety measures. The object of this paper is to comprehensively evaluate the achievements and implementation problems of MSA about the 2 years, to define the fundamental problems of MSA by conceptualizing and analyzing MSA limits. MSA requires further examination about the introduction of screening and scoping in order to increase the efficiency and objectivity. It will be required the measures concerning policies directions as a tool for planning process for project owner. It will lead to right understanding concerning audit scheme and used in various ways such as amendments to related law.

• Journal of Digital Convergence
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• v.15 no.11
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• pp.187-197
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• 2017

The purpose of this study is to analyze factors that have significant influence on decision making of inland transportation of shippers. The study was conducted in Republic of Korea and Northern areas of China where marine feeder lines are operated, and logistic regression analysis was used as a research method. More than 67% of the domestic shippers who received the questionnaire were found to make inland transportation decisions. As a result, the inland freight and unloading costs had a significant influence on the inland transportation decision of the shippers. On the other hand, in order to attract domestic and overseas shippers to generate profits, it is necessary to establish various infrastructures and incentives for government support to reduce inland transportation costs and freight charges by identifying needs of shippers. In addition, it is necessary to review the factors influencing decision making of inland freight in shippers and port facilities, and ways to create freight should be sought through continuous improvement efforts in these areas. An analysis using various factors which can influence inland transport is needed as a future study.

• Economic and Environmental Geology
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• v.47 no.5
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• pp.533-540
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• 2014

The Wangdol-cho area, in the Hupo Bank, plays a very important role in main fishing grounds, leisure tourism and marine environmental researches of the East Sea. We analyzed the detailed bathymetry and classified the seabed characteristics of the Wangdol-cho area, based on seafloor backscattering images and sediment grain size. The Hupo Bank is developed in parallel with the eastern coastal line of Korean peninsula, and the shallowest area (Wangdol-cho) of the Hupo Bank is located along the eastern part of Hupo Port. The Wangdol-cho comprises three summits; north summit, middle summit, and south summit. The middle summit area among the three summits has the most shallow water depth with minimum about 6 m. The north summit shows about 8 m minimum depth and the south summit about 9 m. The bathymetry data around three summits represent undulating seabeds with many scattered underwater reefs and shallow water depth. The area between the underwater reefs, the flat seafloor in the northeastern part of the survey site, and the western steep slope area have relatively coarse sediments such as sandy gravel and gravelly sand. The bathymetry in the western side of the Wangdol-cho shows steep slope seabed, extending to the Hupo Basin. Fine sediments including mud and silty sand occur in the Hupo Basin area of the survey site. The submarine detailed topography and the analysis of the seafloor characteristics of the survey area are expected to contribute to management for marine environmental researches and sustainable use of ecosystems in the Wangdol-cho.