• Journal of Navigation and Port Research
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• v.44 no.4
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• pp.312-318
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• 2020

The purpose of this study was to activate marina development by empirically analyzing the development determinants of the marina, to provide the basic date for the effective implementation of 'the 2nd Marina Port Basic Plan' and marina industrial development. To accomplish the study goal, the survey was conducted with 356 locals residing in five marina development regions of three districts. The factors relative to the marina development included general characteristics such as age, income level, interest group, residential area, and the reasons of conflicts such as collectivism, exclusion from the development process, and the environmental problems. The marina development pros and cons (approval or opposition) and marina development conflict types (profit or value conflict) were used as the dependent variables. The following results were obtained by using the SPSS 25.0 statistical program to perform the technical statistics, factor analysis, reliability analysis, and logistic regression analysis. First, as a result of analyzing the marina development pros and cons, age, income level, interest group, residential area, and residence period among demographic characteristics were significant. Second, the factors of collectivism and exclusion of development process among the causes of conflict were significant. Third, age, income level, and residential area among demographic characteristics were significant factors.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.7
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• pp.810-819
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• 2020

Recently, the demand for liquefied gas has been increasing for various reasons, including environmental problems, and as a result, transportation of liquefied gas through a ship is increasing, and several terminals are also being constructed to accommodate it. The size of the terminal to be constructed shall follow the result if the target ship is clearly determined. Otherwise, the size of the vessel that the terminal intends to accept shall be determined, and then, the dimensions of the vessel given in the regulations or standards shall be used. In this regard, it was found that the main dimensions of the proposed vessels are substantially different from those actually operating and the standard for large-sized vessels has not been established in the process of determining the size of the target vessel by using the "Port and Fishing Port Design Standards" and commentary(2017), which recently is most commonly used as port design criteria in order to construct the liquefied gas terminal. Because of these problems, a revision of the standard for the major dimensions of liquefied gas carriers was proposed through an analysis of the current status of ships in service, as there could be many differences between interested parties in determining the size of the target ships and terminals and evaluating the safety of terminals. It is expected that the proposed revision will be used as a more appropriate and realistic criterion for determining the size of ships and terminals in the future and will prevent unnecessary terminal construction costs.

• Journal of the Korean Institute of Navigation
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• v.20 no.3
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• pp.127-135
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• 1996

This study investigated the correlation of physique factor( standing height, body weight, chest girth, body surface ) and vital capacity upon records of swimming discipline at sea water. The subjects are 194 sophomore students of Korea Maritime University who participated in the swimming discipline. The swimming records were divided into three groups - higher, middle and lower group. The results from this investigation are as follow ; 1. The standing height was above the average on the A, B+ record, body weight was above on the A+, A record, and vital capacity was above on the A+, A, B+, C record respectively. 2. The standing height, body weight, chest girth, body surface, vital capacity was significantly correlated between record P < 0.05 and P < 0.01. Therefore the higher record group has better physique factor and vital capacity than the middle or lower record group. 3. The standing higher of the higher record group was significantly correlated with body weight(0.514), body surface(0.768) and vital capacity(0.427), and body weight was significantly correlated with chest girth(0.525), body surface(0.940) and vital capacity. This standing heiht of the middle record group was sigificantly correlated with body weight(0.509) and body surface(0.779), and body weight was significantly orrelated with chest grith(0.618) and body surface(0.927). The standing height of the lower record group was significantly correlated with body weight(0.595), chest grith(0.363), body surface(0.802) and vital capacity(0.250), and body weight was significantly correlated with chest grith(0.678) and body surface(0.952).

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.637-645
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• 2018

This study analyzes the problem of lack of anchorage caused by some anchorage closed and suggests ways to improve Masan anchorage. For this, we established the evaluation criteria, and analysed the anchorage operating rate during 5 years after estimating the capacity of barge, and suggested improvement plan after appropriateness assessment of anchorage capacity, finally verified the anchorage improvement plan. As a result of study, it is analyzed that the Masan A-2, A-4, A-6 anchorage needs to expand the anchorage due to excess the anchorage assessment criteria of 60 %. So, in order to improve the Masan anchorage, we suggested the improvement plan that extended 1.8 times by the group designated anchorage, according to integrating the A-2, A-4, A-6 anchorage and anchorage dwell time and ship type. And, the result of verification improvement plan, it is analyzed that meet the assessment criteria since decreasing the anchorage operating rate by 1/2 compared to the existing one, does not act as a risk factor in terms of maritime traffic.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.2
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• pp.133-139
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• 2018

Keeping a proper straight route length under the marine bridge is one of the important factors for the safe passage of ships. However, according to port and harbor design standards, there is only a constant guideline of 8 times the length of the marine bridge underpass. On this study, we used the ES model to determine the ratio of risk to the route width, traffic volume, the degree of curvature of the route, and the length of the straight route in order to derive the optimal straight route distance. As a result, the risk ratio decreased by 2.27% as the route distance increased from 3L to 10L when the degree of curvature of the route was $45^{\circ}$. The risk associated with curvature was found to be 4.83% when the bending degree was changed from $0^{\circ}$ to $45^{\circ}$ in the case of 3L length. In addition, it was confirmed that the risk ratio according to the degree of curvature of the route and the straight route was reduced by 1.45% at maximum under the condition that the width of the line was 400m and the number of the vessels generated per hour was 20. It was verified that a straight route distance more than a certain length is needed depending on the congestion degree and the degree of curvature of the route when constructing the marine bridge.

• SUVANNABHUMI
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• v.9 no.2
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• pp.51-89
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• 2017

Strategically situated between the East-West maritime crossroads, the peoples of Southeast Asia over the centuries witnessed the comings and goings of traders from territories from East Asia, South Asia, West Asia and Europe. There were also those from North America that crossed the Pacific for commercial profits in this region. Foreign traders undoubtedly in the course of their visits and sojourns had liaisons with local women, some engaged in marriages. Offspring of these interracial miscegenation possessed rather unique characteristics. As a community, they were identified with the Malay term, peranakan, from the root word, "anak" meaning "child," hence "offspring" or "descendent". Specific terms - Baba Nyonya, Tionghoa-Selat, Chitty, Jawi Pekan, Pashu, Kristang - referred to particular groups. Although socially they appeared 'neither here nor there', members of mixed parentage were able to carve an especial niche in the local environment throughout Southeast Asia, conspicuously in urban, port-cities where trade and commerce predominated. Following in the footsteps of their progenitor, the Peranakan acted as intermediaries, comprador between foreign and indigenous enterprises, profiting financially and socially from trade and commerce. Tapping on the author's personal experiences and first-hand observations, complementing with oral sources, and support from secondary materials, this present essay explores, discusses, and analyzes the eclectic sociocultural practices and traditions of the Baba Nyonya of George Town, Penang. Purposeful intention is to further enlighten our understanding, and in turn, our appreciation, of these ever increasingly diminishing communities and their cultures across Southeast Asia.

• Korea Trade Review
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• v.46 no.1
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• pp.191-210
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• 2021

This study is following the study of "A Meta Analysis on International Trade Transportation and Logistics" published in Korea Trade Review(KTR) in 2014 and adding additional analysis for articles published in journals of international trade transportation and logistics. Studying issues of KTR are moving from transportation to logistics after 2014 and it is similar with the other international journals. The ratio of the thems of 'Economic, Policy, Regional, Technical, General Enterprise Management' in KTR is 36%, while 57.36% of IJLM and 61.88% of JBL. Main theme in the field of international transportation and logistics is Supply Chain Management(SCM). After the former study, in the viewpoint of research methods, quantitative researches are increased while their portion is still low compare to International Journal of Logistics Management(IJLM) and Journal of Business Logistics (JBL). Especially econometric research method is highly adopted in the international journals compare to KTR. Number of authors of KTR is less than IJLM and JBL, because the collaboration between researchers is needed when they publish articles in the international journals like IJLM and JBL.

• Journal of architectural history
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• v.23 no.2
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• pp.39-52
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• 2014

This study researched changes over time regarding the location and spatial characteristics of modern meteorological stations, and examined the characteristics of modern meteorological station construction using the location and spatial characteristics of the Busan Meteorological Station. First, meteorological stations were located in port areas, and then moved to high altitude areas for stable meteorological observation beginning in the transition phase. Here, office buildings and residences were joined, but were separated due to the increase in functions from the stabilization phase. Second, as for spatial composition, in the establishment phase, existing buildings were used, and the scale of newly constructed buildings differed according to time and area. However, after the Japan-Korea Annexation, with increased funds and increased observation equipment, floor plans subdivided by function started to appear. In the stabilization phase, space was subdivided with redundancy due to the increase in functions. In the wartime transition phase, '一' shaped floor plans with redundancy became the norm. Meanwhile, the location of the maritime customs where the first meteorological observations took place after the opening of the ports, and the location and construction of the Busan Temporary Observatory built in the meteorological observation transition phase (1905) were investigated. Also, through the investigation of the Busan Meteorological Observatory, newly constructed before 1934, the location and spatial characteristics of modern era meteorological observatories were studied.

• Journal of the Korean Institute of Gas
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• v.26 no.3
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• pp.10-20
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• 2022

About 21% of domestic chemical accidents are caused by transport vehicles for the past 10 years in Korea. Also, ammonia is a chemical substance with the largest number of accidents, 82 out of 672. In this study, supposed seasonal alternative scenario and worst scenario in case of releasing ammonia during bunkering it from tank lorry to fishing vessel and interpreted seasonal impact and range through Python, ALOHA, Probit analysis. Radiation impact range of possibility for 2nd burn and for maximum radiation in winter scenario, which is one of the alternative scenarios, was the highest(range: 41m, radiation: 5.01kW/m²) while overpressure impact was less than minimum standard of impact. And toxicity impact range(EPRG-2) of the summer scenario was the widest(5.0km) and took a very high death rate near accident area(port area, tourist area) according to Probit analysis. the wort scenario had a similar impact and range of summer scenario.

• Journal of Navigation and Port Research
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• v.43 no.4
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• pp.264-272
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• 2019

In this study, the rate of return on investment used as a proxy variable for the entity's value and financial structure (liability ratio) is related to positive balance. This is consistent with the Static Tradeoff Theory (STT) that the entity's value and financial structure are related to a positive balance because the capital expense of a debt (tax-saving effects) that is less than its equity cost before it is in financial difficulty. Also, operating profitability (EBITDA/Sales), investment safety, total asset growth, net working capital and depreciation expenses are related to negative (-) with financial structure (liability ratio). This is the result of an analysis consistent with the Pecking Order Theory (POT). Fuel costs, borrowing, total asset turnover, financial costs, and tangible asset ratios have a significant positive relationship with the debt ratio. This is consistent with the agency theory and confirms that excessive chartering expenses, such as the bankrupt H company, are the main factors that pressure the financial structure of Korean ocean carriers.