• Journal of Korea Port Economic Association
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• v.32 no.2
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• pp.137-156
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• 2016

This study analyzes the optimal service levels of exclusive container terminals in terms of the optimal berth occupancy rate and the ships' waiting ratios, based on the number of berths. We develop a simulation model using berth throughput data from pier P, Busan New Port, a representative port in Korea, and apply the simulation results to different numbers of berths. In addition to the above results, we analyze the financial data and costs of delayed ships and delayed cargoes for the past three years from the viewpoints of the terminal operation company (TOC), shipping companies, and shippers to identify the optimal service level for berth occupancy rates that generate the highest net profit. The results show that the optimal levels in the container terminal are a 63.4% berth occupancy rate and 10.6% ship waiting ratio in berth 4,66.0% and 9.6% in berth 5, and 69.0% and 8.5% in berth 6. However, the results of the 2013 study by the Ministry of Maritime Affairs and Fisheries showed significantly different optimal service levels: a 57.1% berth occupancy rate and 7.4% ship waiting ratio in berth 4; 63.4% and 6.6% in berth 5; and 66.6% and 5.6% in berth 6. This suggests that optimal service level could change depending on when the analysis is performed. In other words, factors affecting the optimal service levels include exchange rates, revenue, cost per TEU, inventory cost per TEU, and the oil price. Thus, optimal service levels can never be fixed. Therefore, the optimal service levels for container terminals need to be able to change relatively quickly, depending on factors such as fluctuations in the economy, the oil price, and exchange rates.

• Journal of Information Technology and Architecture
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• v.11 no.2
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• pp.217-223
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• 2014

This paper aims to explain the reasons of manufacturing's reshoring (U-turn) and to suggest the supporting law and policy and the utilization of enterprise architecture (EA) in order to attract reshoring manufacturers into port logistics park. First, this paper found the reasons of reshoring reviewing the previous researches. The reasons are 1) advanced country's manufacturing competitiveness in total production cost compared to the emerging countries such as China, 2) the government policies enhancing the reshoring of their enterprise, and 3) the deterioration of management environment of foreign companies in the emerging countries. Second, this paper reviewed the supporting law and policy of korean government for reshoring manufacurers, and suggested the method to attract them into port logistics park. The current law to support the reshoring manufacturers does not have articles about moving into the port logistics park in order to help global trade from outsourcing countries. Finally, this paper provided the method of utilization of enterprise architecture to help reshoring decision making to get their benefit for the future and collaboration among related government departments with the ministry of maritime affairs and fisheries.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.1
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• pp.30-38
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• 2022

According to the United Nations Convention on the Law of the Sea (Article 94), the flag state must fulfill its overall role to ensure maritime safety and operate the ship inspection system as a related measure. The Korean government (Ministry of Ocean and Fisheries) has implemented policies for reducing marine accidents to promote maritime safety; however, the target goal has not been achieved. The ship inspection system is a measure to prevent marine accidents, and for the effective operation of the system, a sufficient understanding of the origin of the ship inspection system is required. In this study, the trend of the international ship inspection system was identified by analyzing ship inspection system origins and the history of the system's paradigm shift. The recent international ship inspection system paradigm confirms international standardization and the active safety management of ship companies are becoming increasingly prominent. Based on this, the introduction of the 'PDCA cycle-based self-inspection system' is presented to the current domestic ship inspection system. This is a new type of inspection system that establishes the roles of interested parties based on the basic philosophy of the ISO 9000 series to improve the ef ectiveness of maritime safety. Additionally, the necessity for a non-face-to-face ship inspection system has emerged because of the COVID-19 pandemic. Hence, the transition to a 'mobile application-based ship inspection system' is proposed to accommodate the rapid development of information communications technology.

• Asia-Pacific Journal of Business Venturing and Entrepreneurship
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• v.13 no.2
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• pp.63-77
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• 2018

In the rapidly to change global market in recent years, as the era of merging and integrating industries and the evolution of technology have come to an era in which everything can not be solved as a single company, it is evolving into competition for the enterprise network rather than the competition for the enterprise unit. In a competitive business environment, it is necessary to provide not only for the efforts as an individual companies but also the mutual development efforts to enhance output through the innovation activities based on the interrelationship with the business partners. In spite of the recent efforts and research through core competencies and innovation activities, some of business activities were unable to achieve enough progress in business performance and this study mainly focused to improve business performance for those companies. This study targeted CEOs and Directors who participates in "manufacturing performance innovation partnership project" carried by The foundation of Large, SMEs, Agriculture, Fisheries cooperation Korea and studied the influences of innovation activities to the core competencies and business performance. Detailed variables in this study were extracted from the previous research and used for verification. The study is designed to determine the influence of individual innovation activities to the core competencies and business performance. Innovation activities as a parameter, the relationship between core competencies and business performance was examined. In the examination of the innovation activities as a meditated effect, those activities carried by SMEs (Collaboration in Technology, Manufacturing, and Management innovations with Large Scale Business) through partnership in manufacturing innovation is significantly related business performance. Therefore, the result reveals that the individual SMEs are having own limitation in the achievement of significant progress in business performance with their own capabilities, and using the innovation activities act as catalyst through the collaboration with large scale businesses would result significant progress in business performance. Mutual effort in collaborative innovation activities between large scale businesses and SMEs is one of the most critical issues in recent years in Korea and the main focus of this study is to provide analysis which demonstrates where the SMEs are required to focus in their innovation activities.

• Korean Security Journal
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• no.41
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• pp.293-326
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• 2014

Piracy is a worldwide issue, but the deteriorating security situation in the seas off Somalia, the Gulf of Aden and the wider Western Indian Ocean between 2005 and 2012 and in the increasing number of attacks in the Gulf of Guinea are a major problem. The depth of concern for the problem internationally is amply demonstrated by the levels of co-operation and coordination among naval and other forces from several countries that have assembled in the west Indian Ocean region and the Gulf of Aden to escort ships carrying humanitarian aid to Somalia and to protect vulnerable shipping. Notwithstanding this unprecedented effort, the vast sea area in which the pirates now operate makes it difficult to patrol and monitor effectively, particularly with the limited resources available. More resources, in the form of naval vessels and aircraft, are needed and at every opportunity the IMO encourages Member Governments to make greater efforts to provide the additional naval, aerial surveillance and other resources needed through every means possible. IMO provide interim guidance and recommendations to be taken into account when considering the use of PCASP(privately contracted armed security personnel) if and when a flag State determines that such a measure would be lawful and, following a full risk assessment, appropriate. The interim guidance and recommendations of IMO are not intended to endorse or institutionalize the use of armed guards. Therefore, they do not represent any fundamental change of policy by the Organization in this regard. It is for each flag State, individually, to decide whether or not PCASP should be authorized for use on board ships flying their flag. If a flag State decides to permit this practice, it is up to that State to determine the conditions under which authorization will be granted. Therefore, Korea should be introduced rationally PCASP for safe shipping. PCASP on board ships is much the same to special guard personnel of security services industry act. Act plan of Oceans and fisheries ministry on PCASP collides with special guard personnel system of National Police Agency. Rather than new law making, PCASP regukations have to be included in security services industry act. Management Agency of PCASP is to not Oceans and fisheries ministry, but Central Headquarters Korea Coast Guard of Public Safety and Security Ministry because of specialty and closely connection.

• Journal of Animal Environmental Science
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• v.17 no.1
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• pp.39-48
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• 2011

The present survey was conducted to provide basic information on automatic milking system (AMS) in relation to purchase motive, milk yield and quality, customer satisfaction, difficulties of operation and customer suggestions, etc. Purchase motives of AMS were insufficient labor (44%), planning of dairy experience farm (25%), better performance of high yield cows (19%) and others (6%), respectively. Average cow performance after using AMS was 30.9l/d for milk yield, 3.9% for milk fat, 9,100/ml for bacterial counts. Sixty-eight percentage of respondents were very positive in response to AMS use for their successors but 18% were negative. The AMS operators were owner (44%), successor (44%), wife (6%) and company worker (6%), respectively. The most difficulty (31%) in using AMS was operating the system and complicated program manual. The rate of response to system error and breakdown was 25%. The reasons for culling cow after using AMS were mastitis (28%), reproduction failure (19%), incorrect teat placement (12%), metabolic disease (7%) and others (14%), respectively. Fifty-six percentages of the respondents made AMS maintenance contract and 44% did not. Average annual cost of the maintenance contract was 6,580,000 won. Average score for AMS satisfaction measurement (1 to 5 range) was 3.2 with decrease of labor cost 3.7, company A/S 3.6, increase of milk yield 3.2 and decrease of somatic cell count 2.8, respectively. Suggestions for the higher efficiency in using AMS were selecting cows with correct udder shape and teat placement, proper environment, capital and land, and attitude for continuous observation. Systematic consulting was highly required for AMS companies followed by low cost for AMS setup and systematization of A/S.

• Journal of Aquaculture
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• v.17 no.2
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• pp.144-150
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• 2004

This experiment was conducted to evaluate the parameters such as nutrient requirements, POY, AnV, Totox, VBN, total plate count, dietary fatty acids and amino acids composition, that are not included in the registered standard composition items required by the Ministry of Agriculture and Forestry, of a moist pellet (MP), three domestic extruded pellets (DEP-1, DEP-2, DEP-3), and two foreign extruded pellets (FEP-1, FEP-2) that are utilized by domestic flounder farms at present. The crude protein was added in excess of the dietary protein requirement in 6 kinds of feeds. When considering the proper PH ratio, it is obvious that protein was added in excess, especially in MP and FEP-2. Crude fat was also added in excess, especially in FEP-1. MP contained a higher dietary phosphorus content than formulated feeds, surpassing the dietary phosphorus requirement and greatly increasing the possibility for causing water pollution. The oxidation of fatty acid and decomposition of protein in MP were higher than in formulated feeds, and may also cause problems on fish farms. Also, it is difficult to store and manage MP, Among the fatty acids, EPA and DHA contents in MP were higher than those in formulated feeds. It is necessary to conduct further studies of EPA and DHA contents in formulated feeds. Lysine content in MP and FEP-2 could meet the dietary lysine requirement of flounder, however, the possibility of insufficient lysine content in the other formulated feeds was high and we considered that extra supplementation was necessary. Therefore, it is necessary to set up quality control standards according to fish species and sizes while considering the specific character of aquatic formulated feeds to restore the confidence of feed companies and aquaculturists to these feeds. This may be an opportunity to make an earlier change from MP to formulated feeds.