• Journal of Navigation and Port Research
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• v.32 no.3
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• pp.237-244
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• 2008

The General Conference of International Labour Organization adopted the Maritime Labour Convention, 2006 which created a single, coherent instrument embodying as far as possible all up-to-date standards of existing international maritime Conventions and Recommendations in its Ninety-fourth session on 23 February 2006. This Convention prescribes the social security for seafarers in the Regulation 4.5 in the Title 4. Regulation 4.1-Medical care on board ship and ashore and Regulation 4.2-Shipowner's liability are related to social security for seafarers. For the purpose of ratifying this Convention in our country, first of all, it is necessary to review the domestic laws and regulations concerned whether they fulfill or not the requirements of the Convention and have to make preparation insufficient sections. Therefore, this paper aims to find out different regulations between the domestic law and the Convention, as to be able to accept the requirements regarding the social security of the Convention, also suggest the solution on problems derived in this process.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.1
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• pp.18-26
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• 2019

The Maritime Labour Convention, 2006, (MLC) aimed to ensure decent working conditions for seafarers and entered into force on August 20, 2013. It was considered as the fourth pillar in the maritime sector. This paper evaluates how the MLC has been implemented in the field and what issues were addressed in the shipping industry. To achieve this, statistical analysis was conducted using inspection data of Port State Control (PSC) carried out by the Paris MOU and the Tokyo MOU during 2010-2012 and 2014-2016 for deficiencies under the MLC and International Labour Organization (ILO) No. 147 Convention. This study compared pre-2013 and post-2013 deficiency data according to ship's age, size (gross tonnage) and type. The results showed that, although the deficiencies reported by the Tokyo MOU during 2014-2016 were nearly double those from 2010-2012, the deficiency share against total deficiencies for the Tokyo MOU remained two thirds of those for the Paris MOU. This study suggests that the Tokyo MOU should strengthen its inspection efforts on MLC and ILO should provide clear references, such as guidelines and a unified interpretation for national discretions under the MLC for the purpose of harmonized PSC inspections. Additionally, it would be desirable to consolidate the deficiency coding system for the MLC by deleting the codes for the ILO No. 147 Convention, which was incorporated into the MLC. It would also be beneficial to add new deficiency codes for social security, including seafarers' leave and repatriation.

• Journal of the Korean Institute of Navigation
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• v.19 no.4
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• pp.9-40
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• 1995

Since Korean Seamen Act(herein after called "the Act") has been legislated in 1962, an amendment of the Act has duly performed several times in order to meet an essential guideline of appropriate international convention and practical requirement of domestic labour movement. As the Act in many area, is based on the application of international convention and regulations, it has been considered essential to call attention to such international rules, to emphasize their importance, and to indicate how and to what extent they may be incorporated in national law, in accordance with national constitutional rules and requirements. Of newly amended act in 1991, it could, however, not fully reflect an adequate and modern labour standard as a guideline of the convention. Therefore, a principal objective of this paper is to provide a comprehensive reference work to assist amending up-to-data seamen act against the Act. The guidelines, however, do not attempt to suggest or formulate a legislative programme, but rather provide an ordered and specific content corresponding to international convention adopted by ILO. Consequentially, these guidelines aim to direct the reader and legislator toward the sources and contents of what has come to constitute an international code of maritime labour standards. The guidelines described herein may also serve as a specific arrangement to the various kinds of legal aspects to be regulated through reasonable future amendment under amicable agreement between interesting parties.g parties.

• 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.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.06a
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• pp.361-362
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• 2022

As the importance of maritime communication in a cross-cultural onboard working environment grows, the importance of developing systematic supporting aids both for learning and teaching maritime English has been emphasized. Given that English communication proficiency is one of the most critical factors in determining a seafarer's competency, a systemic supporting system for enhancing maritime English communication capabilities is essential not only for them to professionally carry out and conduct assigned duties onboard, but also for them to navigate success in their lives through increased labour mobility both at sea and onshore. The APEC Seafarers Excellence Network initiates the production of Maritime English Communication Packages for seafarers in APEC regions, under the leadership of the Republic of Korea. This paper introduces the design of APEC SEN Maritime English Communication Packages, which include textbooks, audio-lingual materials, online/mobile life-long learning platform and testing aids, ultimately for upand re-skilling of seafarers to increase their employability, mobility and preparedness for the future shipping industry where globalisation is expected to further accelerate.

• Journal of Navigation and Port Research
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• v.39 no.2
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• pp.131-140
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• 2015

The main aim of this paper, via the method of statistical data analysis, is to analyze the current situation of the shipping industry and policies of the shipping industry in Vietnam. Section 1 gives some key information about the current situation of the shipping industry in Vietnam such as: shipping companies and their fleets, seafarers and ports. In view of the many restrictions faced by the Vietnamese shipping industry, section 2 is used to disclose the policies issued by the Vietnamese government in order to help the domestic maritime industry develop further in the near future, and the outcomes of implementing these policies. Besides the fact that some of the measures were feasible and reasonable, some others were not as effective as they were supposed to be, or in fact the initial forecast of their effectiveness was far-fetched. In the last section, after analyzing reasons for the failures, the author proposes that focusing on coastal transportation routes, fleet and port restructuring and skilled labour training were truly necessary to the development of the industry in the immediate period. Furthermore, this paper is also expected to provide a basic foundation for further research by the authors about 'the strategical approach for the development of shipping industry in developing countries: a case of Vietnam' in the near future.

• Information and Communications Magazine
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• v.4 no.4
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• pp.505-524
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• 1987

Nowaday all the countries of the world have studied the various problems caused in operating their own ports efficiently. Ship delay in the port is attributal to the inefficient operation in the navigation aids, the cargo handling, the storage and transfer facilities, and to the inefficient allocation of gangs or to a bad service for ships. Among these elements the allocation of gangs is the predominating factor in minimizing ship's turn round time. At present, in the case of Pusan Port. the labour union and stevedoring companies allocate gangs in every hatches of ships by a rule of thumb, just placing emphasis on minimizing ship's turn round time, without applying the principle of allocation during the cargo handling. Owing to this the efficiency of the cargo handling could not be expected to be maximized and this unsystematic operation result in supplying human resources of much unnecessary surplus gangs. Therefore in this paper the optimal size and allocation of gangs for minimizing the ship's turn round time is studied and formularized. For the determination of the priority for allocation the evaluation function, namely $F=PHi^{n}{\times}(W+H)$, can be obtained; where, PHI : Principal Hatch Index W : Total Cargo Weight represented in Gang-Shifts H : Total Number of Ship's hatches and also for the optimal size of gangs the average number of gang allocated per shift (Ng), namely Ng=W/PHI, is used. The proposed algorithm is applied to Pusan Port and its validity is verified.

• Journal of Korean Port Research
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• v.9 no.2
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• pp.39-49
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• 1995

Recently, the traffic volume has been greatly increased partly because of high growth rate of domestic and world economy, and partly because of increased transhipment demand resulting from the destruction of Kobe port by earthqwake early this year. So, container facilities in Pusan Port are under serious congestion. The congestion costs in connection with container traffic in Pusan Port is estimated to be 29.3 billion won in 1994. In 1995 the situation is still worsening. PECT has continued to grow annually by 35% in cargo handling exceeding more than 31% of the total container volumes handled in Korea. The BOR of container berths in PECT in 1994 is 75% reflecting extreme congestion in container traffic. The reason for such serious congestion in PECT is the shortage of container handling facilities in comparison with ever-increasing cargo traffic. In order to solve the provisional problem, the shortage of handling capacity, a model developed to optimize the operation of PECT is described and demonstrated. The model minimizes total port costs, including the costs of dock labour, facilities and equipment, ship, containers, and cargo. The object of this study is, through the model results, mainly to determine the optimal combination of berths and cranes under various circumstances and to show that total costs per ship or unit of cargo served can be reduced by increasing the number of cranes per berth and berth utilization above present levels. Eventually, the results obtained with this model in PECT suggest that increase to 3 in the number of cranes per existing berth could reduce the need for major investments in berths and even reduce operating costs.

• 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 the Korean Institute of Navigation
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• v.3 no.2
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• pp.31-45
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• 1979

The writer has attempted in the present article first to investiqate whether shipping industry is poor countries' business more favourable to them, compared to wealthy nations in terms of comparative cost of operation and to analyse how can developing conntries afford to maintain a modern fleet; secondly to examine the economic aspect of the situation created by the UNCTAD V held in May this year, at which passed a resolution demanding "the right of all countries to an equitable participation in the carriage of cargoes generated by their own trade"; and thirdly to adduce conclusions. The article contains six chapters; chapter I is the introduction on the subject under examination; chapter II provides background information on the structure of the industry and of the operating cost of ship; chapter III addresses itself to the legal backgrounds of ensuring free transfer of resources among nations and free competition of shipping; chapter IV deals with the recent development of shipping nationalism of developing countries at the UNCTAD; chapter V discusses division of labour in shipping and in particular the survival mechanism of high-cost countries; and chapter Ⅵ sets forth conclusion.onclusion.