• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2002.05a
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• pp.205-208
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• 2002

When establishing the submarine optical fiber table between international and domestic, marine survey in advance it grasps the submarine geological features which is accurate and a depth of water condition. And the route which is safe for selecting and submarine optical fiber cable laying it is a work which secures an ease one location. If also, the PLGR the submarine of optical fiber table root the sea contamination material (rope, wire and net) it removes in advance and if the submarine of the optical fiber cable ease it does to arrive safely. And it is a work the Plough and ROV laying work hour laying work efficiency improvement and laying equipment it will be able to protect. So, This paper presents the monitoring system of ship information management and operation for marine survey and PLGR work in submarine optical fiber table construction enterprise. In order to achieve these purpose, overall serial multi-port communication modulo of configuration, realtime processing for management and operation of receiving data, realtime graph and a printout are described.

• Journal of the Korean Institute of Navigation
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• v.21 no.3
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• pp.1-18
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• 1997

From the beginning of 1990s , also in the shipping industry, especially liner shipping industry competition has been more intensive and difference of the service quality among shipping companies has been learned . On the other hand, a shipping company has some limitations to do its international mission for itself just by broadening service area. For this reason, the necessity for the global strategi alliance among the shipping companies, which is orginally aimed at sharing of facilities and organixation, has been developed. Through strategic alliance, liner shipping companies do not need to input the additional capitals to increase the material assets such as vessel capacity and spread the risk by the enlargement of the market. Also, they can secure the competitive edge through efficient utilizaton of assets. The purpose of strategic alliance of Hanjin Shipping Ltd., can be summarized as follows ; broadening of service area, cost reduction through vessel sharing, realization of rationalized shipping service by terminal and equipment or facilities sharing. Liner strategic alliances are agreement among liner companies to pol their equipment , andterminals for joint operations and services in which each alliance partner continues to serve its market using jointly operated or used inland feeders,inland terminals, port terminals, and mainline fleets of ship as well as joint pools of containers and equipment. Strategic alliances are generally more formal agreements than consortia and impose longer term and far reaching obligation on their members. It also acts as one in developing and advancing the strategic aims of the alliance members. The most important objective for liner strategic alliances is cost reduction and improvement in capital asset utilization. Main aims of strategic alliance drawn in this paper, can be enumerated follows : 1. improvements in service frequency and quality : 2. improvements in vessel and equipment utilization and thereby reductions in fixed and variable cost ; 3. improvements in market shares and high value cargo booking ; 4. reductions in intermodal storage and port terminal throughput costs ; 5. improvements in negotiating powers with ports and feeder transport providers ; 6. reduction in financial and other fixed costs such as insurance; 7. coordination and integration of MIS and EDI systems and service for greater efficiency and market penetration ; and, 8. improvements in logistic chain management and economic of scale by equipment depot, terminal, and vessel sharing.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2015.10a
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• pp.252-254
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• 2015

In the maritime field, desktop-based ENC systems and services have been used for supporting the safe navigation of ship. However, with increasing level of needs for mobile device-based marine information service, ENC systems that provides basis for maritime service needs to be ported to mobile device. It is difficult to directly port desktop ENC system to the mobile devices, because the system operating environment and methods such as process management and memory management of the mobile devices are different from the desktop. In this paper, we analyze the characteristics of the Android-based mobile devices. Based on this, during porting process of desktop-based ENC system to android system, we modified and improved the display module with the characteristics of Android-based mobile devices in mind.

• Journal of Korea Port Economic Association
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• v.36 no.4
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• pp.17-30
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• 2020

In the shipping industry, it is essential to engage in the preemptive prediction of freight rate volatility through market monitoring. Considering that freight rates have already started to fall, the loss of shipping companies will soon be uncontrollable. Therefore, in this study, factors affecting the freight rates of bulk carriers, which have relatively large freight rate volatility as compared to container freight rates, were quantified and analyzed. In doing so, we intended to contribute to future shipping market monitoring. We performed an analysis using a vector error correction model and estimated the influence of six independent variables on the charter rates of bulk carriers by Handy Size, Supramax, Panamax, and Cape Size. The six independent variables included the bulk carrier fleet volume, iron ore traffic volume, ribo interest rate, bunker oil price, and Euro-Dollar exchange rate. The dependent variables were handy size (32,000 DWT) spot charter rates, Supramax 6 T/C average charter rates, Pana Max (75,000 DWT) spot charter, and Cape Size (170,000 DWT) spot charter. The study examined charter rates by size of bulk carriers, which was different from studies on existing specific types of ships or fares in oil tankers and chemical carriers other than bulk carriers. Findings revealed that influencing factors differed for each ship size. The Libo interest rate had a significant effect on all four ship types, and the iron ore traffic volume had a significant effect on three ship types. The Ribo rate showed a negative (-) relationship with Handy Size, Supramax, Panamax, and Cape Size. Iron ore traffic influenced three types of linearity, except for Panamax. The size of shipping companies differed depending on their characteristics. These findings are expected to contribute to the establishment of a management strategy for shipping companies by analyzing the factors influencing changes in the freight rates of charterers, which have a profound effect on the management performance of shipping companies.

• Journal of Navigation and Port Research
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• v.46 no.6
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• pp.525-529
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• 2022

In the eLoran system, the Loran Data Channel (LDC) is used to provide precise timing and positioning. The LDC message can be modulated with the Eurofix method, which modulates the transmission time of the 3rd-8th pulse not used for navigation, and the 9th pulse method, which modulates data using the 9th additional pulse after the existing 8 Loran pulses. In this paper, we analyzed the reception performance of the LDC message transmitted from the eLoran transmitter according to the modulation method. The eLoran testbed transmitter in Incheon was set to transmit LDC messages simultaneously with the 9th pulse modulation method and the Eurofix modulation method. Then, the LDC messages stored in the databases of the eLoran differential stations in Incheon and Pyeongtaek were analyzed in terms of the message reception rate according to the modulation method. Using the navigation aid management ship Inseong No. 1, the range of LDC message reception of actual sea users near Incheon Port was also analyzed. The results of this study are expected to be utilized in the full operational capability service after the eLoran pilot service.

• Proceedings of the Korea Port Economic Association Conference
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• 2007.07a
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• pp.391-405
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• 2007

The purpose of this paper is to verify the two problems(normalization for the different inputs and outputs data, and translation invariant for the negative data) which will be occurred in measuring the seaport DEA(data envelopment analysis) efficiency. The main result is as follow: Normalization and translation invariant in the BCC model for measuring the seaport efficiency by using 26 Korean seaport data in 1995 with two inputs(berthing capacity, cargo handling capacity) and three outputs(import cargo throughput, export cargo throughput, number of ship calls) was verified. The main policy implication of this paper is that the port management authority should collect the more specific data and publish these data on the inputs and outputs in the seaports with consideration of negative(ex. accident numbers in each seaport) and positive value for analyzing the efficiency by the scholars, because normalization and translation invariant in the data was verified.

• Journal of Navigation and Port Research
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• v.36 no.3
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• pp.205-213
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• 2012

This study focused on the supply-demand and training system of the crew for domestic coastal shipping. First of all, it forecasted the prospect and effect in the future of the crew supply-demand through the analysis to the current situation of crew employment and the internal and external environment changes. Next, it suggested the specific role and alternatives of government, industry and educational institutions after the comparison and examination of the sailor policies among Korea and major shipping countries. In regard to the demand of crew manpower in coastal shipping, it figured out the bottoms and the current circumstances of sailors, and it could anticipate the future demand by the gradational approach. According to the findings, firstly the result of this simulation by the changes of the ship numbers demonstrated that the demand over the next 10 years will be 7,890~8,025 in the case of the growth 0.4%, and 7,894~8,063 in 0.5%. Secondly, assuming the growth 0.1~1%, the result illustrated that the demand will come to 7,879~8,258. This means the fact that the additional manpower has to be input to 20~430 annually from now on. To conclude, this study showed the more rational numbers about the supply-demand than the past researches and displayed the systematic approach to supply and train the crew in domestic coastal shipping.

• Journal of Korea Port Economic Association
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• v.38 no.2
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• pp.11-30
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• 2022

Korean ports have some problems in the aspect of quality & quantity in the bunkering process. Quality of bunker is assessed as more higher than competing ports. However, quality of bunkering procedure is assessed as lower. Especially, supply chain from loading of bunker to the bunker barge at oil terminal, transport it, and supply it to the ship has not been secured. Furthermore, aspect of quantity of bunker is more serious rather than that of quality of bunkering process. Disputes on the quantity of bunker between seller and buyer occur frequently, and residue & theft of bunker is also popularized issue and serious problem. Low bunkering fee is recognized as major reason of that problem, however, though low fee can be solved, it can not be necessary secured that problem could be solved, Therefore, this paper investigates and suggests the scheme to solve the quality problems of bunker supplying procedure, and develop solution toward advanced bunkering ports through removal of the quantity disputes. Concretely, this paper suggests introduction of quality system of bunker supply chain in the aspect of bunker supply procedure, and diversion from conventional sounding method to innovative Mass Flow Metering System in the aspect of bunker measuring. These two innovative solutions contribute to the removal and improvement of current structural problems in bunkering procedure.

• Journal of the Korean Institute of Navigation
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• v.12 no.1
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• pp.85-112
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• 1988

From the point of view of safety of life and property at sea and the protection of the marine environment, the Vessel Traffic Management System along the Korea coastal waterway is inevitably introduced. But the establishing priority per area must be evaluated under the restricted budget. In this case, the estimated traffic flow has a major effect on priority evaluation. In the former paper , an algorithm was proposed for estimating the trip distribution between each pair of zones such as harbours and straits. This paper aims to formulate a simulation model for estimating the dynamic traffic flow per area in the Korea coastal waterway. The model consists of the algorithm constrined by the statistical movement of ships and the observed data, the regression analysis and the traffic network evaluations. The processed results of traffic flow except fishing vessel are summarized as follows ; 1) In 2000, the traffic congestions per area are estimated, in proportion of ship's number (tonnage), as Busan area 22.3%(44.5%), Yeosu area 19.8%(11.2%), Wando-Jeju area18.1%(6.8%), Mokpo area 14.9%(9.9%), Gunsan area 9.1%(9.3%), Inchon area 8.1%(7.7%), Pohang area 5.5%(8.5%), and Donghae area 2.2%(2.1%). 2) For example in Busan area, the increment of traffic volume per annum is estimated 4, 102 ships (23 million tons) and the traffic flow in 2000 is evaluated 158, 793 ships (687 million tons). 3) consequently, the increment of traffic volume in Busan area is found the largest and followed by Yeosu, Wando-Jeju area. Also, the traffic flow per area in 2000 has the same order.