• Journal of Korea Port Economic Association
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• v.25 no.2
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• pp.57-72
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• 2009

The purpose of this paper is to show the empirical measurement way of operation risk evaluation in domestic seaports for overcoming the limitations which the traditional DEA method has by using 13 Korean ports in 2003 for 4 inputs(birthing capacity, cargo handling capacity, number of coastal guard vessel, number o f coastal special guard vessel ) and 5 outputs(Export and Import Quantity, Number of Ship Calls, number of coastal accident, number of coastal crime, number of coastal pollution). Because traditional DEA method has produced the limited set of information, negative DEA mixed with tier, stratification and layering methods should be adopted. The goal of negative DEA is to set up DEA models that will place the poor operating ports on or close to the empirical frontier. The core empirical results of this paper are as follows. First, Donghae ports should benchmark the operation way of Yeasu, Busan, Woolsan ports in terms of the middle and longterm base. Second, 5 ports(ports of Taean, Yeasu, Tongyoung, Busan, Sokcho) which were revealed as the poor operating ports in Negative DEA analysis should benchmark Incheon, Woolsan, Pohan, and Donhae ports. The policy implication to the Korean seaports and planners is that Korean seaports should introduce the new methods like Negative DEA of this paper for predicting the poor operating in the ports.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2021.11a
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• pp.78-80
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• 2021

This study is based on Degree of Recognition and AHP surveys for experts, this study investigates changes in the demand of seafarers in response to changes in the shipping industry environment in which Maritime Autonomous Surface Ships(MASS) emerge according to the application of the fourth industrial revolution technology to ships, and it looks into changes in seafarers' skills. It also analyzes and proposes a plan for cultivating seafarers accordingly. As a result of Degree of Recognition and AHP analysis, it is analyzed that a new training system is required because the current training and education system may cover the job competencies of emergency response, caution and danger navigation, general sailing, cargo handling, seaworthiness maintenance, emergency response, and ship maintenance and management, but jobs such as remote control, monitoring diagnosis, device management capability, and big data analysis require competency for unmanned and shore based control.By evaluating the importance of change factors in the duties of seafarers in Maritime Autonomous Surface Ships, this study provides information on seafarers educational institutions response strategies for nurturing seafarers and prioritization of resource allocation, etc. The importance of factors was compared and evaluated to suggest changes in the duties of seafarers and methods of nurturing seafarers according to the introduction of Maritime Autonomous Surface Ships.It is expected that this study is meaningful as it systematically derived the duties and competency factors of seafarers of Maritime Autonomous Surface Ships from a practical point of view and analyzed the perception level of each relevant expert to diagnose expert-level responses to the introduction of Maritime Autonomous Surface Ships.

• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.3
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• pp.269-274
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• 2010

Present state of nationwide marine facilities reported to Minister of Land, Transport and Maritime Affairs{MLTM} in Korea for two years 2008 and 2009 was analyzed, and management plan was proposed in this study. As of the end of 2009, total number of nationwide marine facilities was reported to be 672 and to be scattered along the coasts all over the nation. 124 marine facilities reported to Masan regional maritime affairs and port office occupied 18.5% of total nationwide number. 69 marine facilities reported to Mokpo regional office and 69 marine facilities reported to Pohang regional office occupied 10.3%, respectively. 181 marine facilities reported to Busan and Masan regional offices occupied 26.9%, meaning that about a quarter of total nationwide marine facilities concentrated in Southeastern Sea of Korea centering around Busan and Masan. 320 oil and noxious liquid substances storage facilities occupied 47.6% of total nationwide number. 11 pollutant storage facilities occupied 1.6%. 178 ship construction, repair and scrap facilities occupied 26.5%. 7 cargo handling facilities occupied 1.0%. 12 waste storage facilities occupied 1.8%. none of marine facilities for tourism, housing and restaurant were reported. 88 water intake and outlet facilities occupied 13.1%. 37 fishing spots at play occupied 5.5%. 13 other marine facilities occupied 1.9%. 6 integrated marine science base facilities occupied 0.9% of total nationwide number. The guidance and the public relation for national report system of marine facilities, the improvement of national report system and management plan, the advancement and complement of national report affairs-handling guides, and the voluntary participation in national report system and the performance of duties by the owners of marine facilities were proposed for better management plan of marine facilities.

• Journal of Korea Port Economic Association
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• v.25 no.3
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• pp.139-164
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• 2009

The purpose of this paper is to investigate the value chain efficiency of Korean port investment by using the newly developed multi-year and multi-stage value chain efficiency model of DEA(Data Envelopment Analysis). Inputs[port investment amount, cargo handling capacity, and berthing capacity], and outputs[cargo handling amount, number of ship calls, revenue, and score of customer service satisfaction] are used during 14 years(1994-2007) for 20 Korean seaports by using two kinds of DEA models. Empirical main results are as follows: First, Model 1 shows that the ranking order of multi-stage value chain efficiency is Stage 2, Stage 3-1, Stage 1, and Stage 3-2. And according to the value chain average efficiency scores, ranking order is stages 2, 1, 3-1, and 3-2. In Model 2, 3(Incheon, Mogpo, and Jeju) out of 9 ports show the ranking order of Stages 2, 3-2, 3-1, and 1. And value chain average efficiency scores rank in order of Stages 2, 3-2, 3-1, and 1. Second, the difference among the value chain efficiency scores of each stage comes from the efficiency deterioration of all ports except Stages 2 and 1 in Model 1. In Model 2, value chain efficiency scores among the Stages 3-1, 3-2 compared to Stage 1 were deteriorated. The main policy implication based on the findings of this study is that the manager of port investment and management of Ministry of Land, Transport and Maritime Affairs in Korea should introduce the multi-year, multi-stage value chain efficiency method for deciding the port investment amount and evaluating the effect of port investment after considering the empirical results of this paper carefully.

• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.3
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• pp.275-285
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• 2010

Present state of nationwide marine facilities reported to 12 regional maritime affairs and port offices of MLTM in Korea for two years 2008 and 2009 was analyzed based on region and type of facilities, and national management plan was proposed in this study. As of the end of 2009, 8 types of marine facilities were reported to Yeosu regional maritime affairs and port office, while only 3 types of facilities were reported to Pohang, Daesan and Jeju regional offices, respectively. Oil and noxious liquid substances storage facilities belonged in the type of facility which was reported to all of 12 regional offices, and ranged from 11 facilities reported to Pyeongtaek regional office to the respective 38 facilities to Yeosu and Masan regional offices. In pollutants storage facilities, 4 facilities were reported to Masan regional office, 2 facilities to Donghae and Mokpo regional offices, respectively, 1 facility to Yeosu, Gunsan and Pyeongtaek regional offices, respectively, and none of facilities to the other regional offices. Ship construction, repair and scrap facilities belonged in the type of facility which was reported to all of 12 regional offices, and 45% of the facilities were concentrated in Southeastern Sea of Korea centering around Busan and Masan. In cargo handling facilities, 3 facilities were reported to Busan and Masan regional offices, respectively, 1 facility to Daesan regional office, and none of facilities to the other regional offices. In wastes storage facilities, 5 facilities were reported to Ulsan regional office, 4 facilities to Gunsan regional office, 2 facilities to Incheon regional office, 1 facility to Yeosu regional office, and none of facilities to the other regional offices. 65% of nationwide water intake and drainage facilities were concentrated in the areas of Pohang and Mokpo, and 78% of nationwide fishing spots at play were concentrated in the area of Masan. In other marine facilities, 4 facilities were reported to Donghae regional office, 3 facilities to Masan regional office, 2 facilities to Yeosu and Pyeongtaek regional offices, respectively, 1 facility to Incheon and Ulsan regional offices, respectively, and none of facilities to the other regional offices. In integrated marine science base facilities, 3 facilities were reported to Jeju regional office, 1 facility to Yeosu, Ulsan and Gunsan regional offices, respectively, and none of facilities to the other regional offices. The management based on the circumstances of regional offices, the management based on the characteristics of the type of facilities, the amendment of the relevant rules and regulations, facility owner's full knowledge and observance of the relevant rules and regulations with regard to the relevant type of facilities, and positive management actions from national point of view were proposed for national management plans of marine facilities.

• Journal of the Korean Society of Marine Environment & Safety
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• v.12 no.4 s.27
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• pp.293-300
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• 2006

Domestic laws such as Korea Marine Pollution Prevention Law (KMPPL) which has been mae and amended according to the conclusions and amendments of various international conventions for the prevention a marine pollution such as MARPOL 73/78 were reviewed and compared with the major contents of the relevant international conventions. Alternative measures for legislating new laws or amending existing laws such as KMPPL for the acceptance of major contents of existing international conventions were proposed. Annex VI of MARPOL 73/78 into which the regulations for the prevention of air pollution from ship have been adopted has been recently accepted in KMPPL which should be applied to ships which are the moving sources of air pollution at sea rather tlnn in Korea Air Environment Conservation Law which should be applied to automobiles and industrial installations in land. The major contents of LC 72/95 have been accepted in KMPPL However, a few of substances requiring special care in Annex II of 72LC, a few of items in characteristics and composition for the matter in relation to criteria governing the issue of permits for the dumping of matter at sea in Annex III of 72LC, and a few of items in wastes or other matter that may be considered for dumping in Annex I of 96 Protocol have not been accepted in KMPPL yet. The major contents of OPRC 90 have been accepted in KMPPL. However, oil pollution emergency plans for sea ports and oil handling facilities, and national contingency plan for preparedness and response have not been accepted in KMPPL yet. The waste oil related articles if Basel Convention, which shall regulate and prohibit transboundary movement of hazardous waste, should be accepted in KMPPL in order to prevent the transfer if scrap-purpose tanker ships containing oil/water mixtures and chemicals remained on beard from advanced countries to developing and/or underdeveloped countries. International Convention for the Control if Harmful Anti-Fouling Systems on the Ships should be accepted in KMPPL rather tlnn in Korea Noxious Chemicals Management Law. International Convention for Ship's Ballast Water/Sediment Management should be accepted in KMPPL or by a new law in order to prevent domestic marine ecosystem and costal environment from the invasion of harmful exotic species through the discharge of ship's ballast water.

• The Korean Journal of Air & Space Law and Policy
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• v.35 no.3
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• pp.151-208
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• 2020

Japan's two outer space-related laws were promulgated on November 16, 2016. There are the Act on Launching of Spacecraft, etc. and Control of Spacecraft (Act No. 76 of 2016, Space Activities Act) and the Act on Securing Proper Handling of Satellite Remote Sensing Records (Act No.77 of 2016, Remote Sensing Records Act). Japan's Space Activities Act states that a person who launches a satellite from the territory of Japan, or from a ship or airplane registered in Japan, must obtain permission from the Prime Minister prior to the launch. To obtain the permission, the person must have a certificate for a rocket design and for radio equipment at a launching facility. In addition, the ability to launch a rocket safely and the purpose for the satellite launch must be evaluated. Managing a satellite from Japan also requires permission from the government. A person who launches a rocket must have insurance for any potential damage arising from accidents, and the government is to supplement the potential compensation to allow for damage that cannot be covered by private insurance. The purpose of this paper reviews regulations of launch services and management of satellites in the Japan's Space Activities Act. It also offers some implications and suggestions for regulations of launching of spacecraft and management or operation of satellites.

• Journal of Korea Port Economic Association
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• v.25 no.1
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• pp.15-28
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• 2009

The purpose of this paper is to show the empirical extraction way of benchmarking ports for overcoming the shortcoming which the traditional DEA method has by using 20 Korean ports in 2003 for 2 inputs (birthing capacity, cargo handling capacity) and 2 outputs(Export and Import Quantity, Number of Ship Calls). Because DEA method has produced the limited set of efficient units which are reference to inefficient units respective of their differences in efficiency scores, it is necessary to adopt the more feasible benchmarking information according to the path analysis(tier or stratification). The core empirical results of this paper are as follows. Benchmarking ports against inefficient ports according to the tier analysis are that Masan Port(Janghang$\rightarrow$Jeju$\rightarrow$Seogoipo$\rightarrow$Yeosu), Jinhae Port(Janghang$\rightarrow$Mogpo$\rightarrow$Seogoipo$\rightarrow$Wando), Pohang&DonghaePort(Janghang$\rightarrow$Samcheonpo$\rightarrow$Pyungtag$\rightarrow$Samcheog), and Sogcho Port(Janghang$\rightarrow$Mogpo$\rightarrow$Seogoipo$\rightarrow$Wando). The policy implication to the Korean seaports and planners is that Korean seaports should introduce the new methods like Tier analysis of this paper for evaluating the port performance and enhancing the efficiency in short term, mid term, and long term according to the tier 3 stage, the tier 2 stage, and the tier 1 stage with original DEA stage.