• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.785-795
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• 2018

The International Maritime Organization (IMO) has recognized the risk of hull fouling and announced '2011 Guidelines for the control and management of ship's biofouling to minimize the transfer of invasive aquatic species'and is planning international regulations to enforce them in the future. In this study, to effectively respond to future international regulation, we introduce the case of leading countries related to management of hull fouling and also investigate environmental risk assessment techniques for in-water cleaning. Australia and New Zealand, the leading countries in hull fouling management, have established hull fouling regulations through biological and chemical risk assessment based on in-water cleaning scenarios. Most European countries without their government regulation have been found to perform in-water cleaning in accordance with the IMO's hull fouling regulations. In the Republic of Korea, there is no domestic law for hull fouling organisms, and only approximately 17 species of marine ecological disturbance organisms, are designated and managed under the Marine Ecosystem Law. Since in-water cleaning is accompanied by diffusion of alien species and release of chemical substances into aquatic environments, results from biological as well as chemical risk assessment are performed separately, and then evaluation of in-water cleaning permission is judged by combining these two results. Biological risk assessment created 40 codes of in-water cleaning scenarios, and calculated Risk Priority Number (RPN) scores based on key factors that affect intrusion of alien species during in-water cleaning. Chemical risk assessment was performed using the MAMPEC (Marine Antifoulant Model to Predict Environmental Concentrations), to determine PEC and PNEC values based on copper concentration released during in-water cleaning. Finally, if the PEC/PNEC ratio is >1, it means that chemical risk is high. Based on the assumption that the R/V EARDO ship performs in-water cleaning at Busan's Gamcheon Port, biological risk was estimated to be low due to the RPN value was <10,000, but the PEC/PNEC ratio was higher than 1, it was evaluated as impossible for in-water cleaning. Therefore, it will be necessary for the Republic of Korea to develop the in-water cleaning technology by referring to the case of leading countries and to establish domestic law of ship's hull fouling management, suitable for domestic harbors.

• Management & Information Systems Review
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• v.33 no.5
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• pp.185-212
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• 2014

This study investigated the base of marine leisure facilities and studied the future vision for development of marine industry by conducting a systematic analysis on the category of marine leisure products for development of design and specialization of southeast area of Korea. If the age of $20,000 of per capita national income is called 'the age of my car', $20,000 of per capita national income is called 'the age of my boat'. According to the report of UK-based Marine South East, the scale of world's small boat and personal waterborne equipment reached 277 trillion won in 2010 and domestic market scale is expected to be 11 trillion won. Marine leisure facilities are the new growth engine industry that the government should promote as a nation's strategic and core industry, and the government is pushing ahead with promotion of marine industry actively by announcing Marine Leisure Equipment Industry Activation Plan(June 2009, Ministry of Knowledge Economy), Marine Leisure Activation Plan(July 2010, Ministry of Land, Infrastructure and Transport), The 1st General Plan for Marina Port(January 2010, Ministry of Land, Infrastructure and Transport) etc. The purpose of marine design lies in seeking the status of the country and qualitative value in human life through functional, artistic, industrial and cultural development of design elements for all marine activities made around the sea. Related to all activities made in the ocean and cost, marine design is a sphere of design that includes special conditions centering around water. Considering the condition that 3 sides of land are facing the sea, this study systematically analyzed present condition of equipment possessed by each area, type of facilities, operational status, current status of sectoral use of marine leisure facilities and future prospect of marine leisure products that become the basis of value to raise the statue as an advanced marine power in 2010s through development of the qualitative level of the people, establishment of the direction of national strategy, convergence of industry and culture and specialization of area focusing on the actual condition survey of marine leisure facilities. Especially, this study will be predicting the basis of strategy for strengthening marketability and competitiveness by suggesting role and process of design in developing a promising marine leisure product through an actual condition survey of marine leisure products of southeast area.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.1
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• pp.43-55
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• 2018

The biggest change in the field of coastal ship safety control since the accident of passenger ship Sewol has been the introduction of the maritime safety supervisor system. With its introduction, the safety control system in coastal passenger ships was changed from consisting of operation managers and marine police to operation managers and a newly-introduced maritime safety supervisor. The safety control system for coastal cargo ships was also converted from relying on ship inspection officers to having a maritime safety supervisor and ship inspection officers. However some negative elements have surfaced due to confusion related to the scope of work in the coastal cargo shipping field. These have been caused by dividing the supervisory agency, a lack of work continuity given non-permanent public official status, low supervisor qualifications overlooking reality, and limitations of the order for improvement to secure seaworthiness. It is essential that the maritime safety supervisor system be solidified to reinforce coastal ship safety control. Therefore, systematic safety control in the coastal cargo shipping industry should be conducted by a single, integrated government agency, and the area covered by the order for improvement to secure seaworthiness should be extended. Also limitations of the supervisor recruitment system due to non-permanent public official status should be simultaneously improved. In addition, it is necessary to upgrade supervisor qualifications to require experience with surveyors of international class, ship captains, and chief engineers.

• 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.

• Journal of the Korean Society of Marine Environment & Safety
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• v.17 no.3
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• pp.227-233
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• 2011

Korea coastal area is highly potential dangerous zone of marine accident due to frequent ship's encounters. VTS center can't identify ship's information because of beyond VHF range. It is also difficult of us to efficiently manage vessel traffic beyond VTS control area, so that it can't prevent marine accident. Presently, korean government is conducting maritime traffic safety assessment according to enlargement of harbor & development of new port but do not have the system which provide danger of information depending on maritime traffic environment with real time. So it is necessary to develop evaluation index which can assess sea risk through the evaluation of maritime traffic environment. In this paper, on the basis of vessel navigator's risk consciousness, we carried out survey & statistical analysis vessel navigator's subjective risk depending on the LOA, crossing situation($045^{\circ}$, $090^{\circ}$, $135^{\circ}$), overtaking, head-on situation, encountering vessel's side, within or outside harbor, speed with other vessel(ex. same, fast or slow), speed difference with other vessel and distance with other vessel & propose basic expression to develop maritime traffic safety evaluation model. And by using this model, we can confirm that this proposing expression is suitable for domestic maritime traffic environment.

• 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.

• MISULJARYO - National Museum of Korea Art Journal
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• v.100
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• pp.50-80
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• 2021

This paper critically examines the history of the theories connected to the Wongaksa Temple Pagoda that have developed over the last 100 years focusing on the original number of stories the pagoda would have reached. Part II of this paper retraces the dynamic process of the rediscovery of the Wongaksa Temple Pagoda by Westerners who traveled to Korea during the port-opening period. Koreans at the time viewed the Wongaksa Temple Pagoda as an object of no particular appeal or even as an eyesore. However, Westerners appreciated it as a wonder or magnificent sight. Since these Westerners had almost no prior knowledge of Buddhist pagodas, they were able to write objective travelogues. At the time, these visitors generally accepted the theory common among Joseon intellectuals that Wongaksa Temple Pagoda once had thirteen stories. Part III focuses on Japanese government-affiliated scholars' academic research on the Wongaksa Temple Pagoda after the proclamation of the Korean Empire and the Japanese Government-General of Korea's subsequent management of the pagoda as a cultural property during the colonial era. It also discusses issues with Japanese academic research and management. In particular, this portion sheds light on the shift in theories about the original number of stories of the Wongaksa Temple Pagoda from the ten-story theory supported by Sekino Tadashi (關野 貞), whose ideas have held a great influence on this issue over the last 100 years, to the thirteen-story theory and then to the idea that it had more than thirteen. Finally, Part IV addresses the change from the multi-story theory to the ten-story theory in the years after Korea's liberation from Japan until 1962. Moreover, it highlights how Korean intellectuals of the Japanese colonial era predominantly accepted the thirteen-story theory. Since 1962, a considerable quantity of significant research on the Wongaksa Temple Pagoda has been published. However, since most of these studies have applied the ten-story theory suggested in 1962, they are not individually discussed in this paper. This retracing of the history of theories about the Wongaksa Temple Pagoda has verified that although there are reasonable grounds for supporting the thirteen-story theory, it has not been proved in the last 100 years. Moreover, the number of pagoda stories has not been fully discussed in academia. The common theory that both Wongaksa Temple Pagoda and Gyeongcheonsa Temple Pagoda were ten-story pagodas was first formulated by Sekino Tadashi 100 years ago. Since the abrasion of the Wongaksa Temple Stele was so severe the inscriptions on the stele were almost illegible, Sekino argued that the Wongaksa Temple Pagoda was a ten-story pagoda based on an architectural analysis of the then-current condition of the pagoda. Immediately after Sekino presented his argument, a woodblock-printed version of the inscriptions on the Wongaksa Temple Stele was found. This version included a phrase that a thirteen-story pagoda had been erected. In a similar vein, the Dongguk yeoji seungnam (Geographic Encyclopedia of Korea) published by the orders of King Seongjong in the late fifteenth century documented that Gyeongcheonsa Temple Pagoda, the model for the Wongaksa Temple Pagoda, was also a thirteen-story pagoda. The Wongaksa Temple Stele erected on the orders of King Sejo after the establishment of the Wongaksa Temple Pagoda evidently shows that Sekino's ten-story premise is flawed. Sekino himself wrote that "as [the pagoda] consists of a three-story stereobate and a ten-story body, people call it a thirteen-story pagoda," although he viewed the number of stories of the pagoda body as that of the entire pagoda. The inscriptions on the Wongaksa Temple Stele also clearly indicate that the king ordered the construction of the Wongaksa Temple Pagoda as a thirteen-story pagoda. Although unprecedented, this thirteen-story pagoda comprised a ten-story pagoda body over a three-story stereobate. Why would King Sejo have built a thirteen-story pagoda in an unusual form consisting of a ten-story body on top of a three-story stereobate? In order to fully understand King Sejo's intention in building a thirteen-story pagoda, analyzing the Wongaksa Temple Pagoda is necessary. This begins with the restoration of its original name. I disprove Sekino's ten-story theory built upon flawed premises and an eclectic over-thirteen-story theory and urge applying the thirteen-story theory, as the inscriptions on the Wongaksa Temple Stele stated that the pagoda was originally built as a thirteen-story pagoda.