• Asian review of World Histories
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• v.3 no.2
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• pp.201-218
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• 2015

World history today has been greatly influenced by the fact that it was the revolution in naval power during the past two centuries that made the world truly global. This has led to a new master narrative that re-framed five millennia of recorded history in order to explain the ultimate triumph of the maritime economies. The result of such revision is to underestimate and distort the role of continental Eurasia in the shaping of the three key civilizations that developed independently and remain distinct: the Mediterranean, the Indic and the Sinic. Only by a fuller reappraisal of the linkages of trade and war dominated by the Eurasian central forces for most of history can we understand the global pressures perennially at work. By setting the continental and the maritime in their total historical context and recognizing their importance today, we can better explain what is happening and what is likely to continue to influence the course of world history.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• v.9 no.1
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• pp.213-216
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• 2005

The distress communication system in the maritime mobile service had almost depended on the wireless telephony or telegraphy technique. The GMDSS (Global Maritime Distress and Safety System) which was introduced in 1992 brought a lot of changes in the maritime distress communication service such as the automatic transmission of distress signals and implementation of global search and rescue networks. However, there are some deficiencies in the GMDSS distress communication system such as a lack of compatibility in the maritime distress communication between GMDSS ships and Non-GMDSS ships, increasing deceptive or false distress alerts generated by GMDSS installations, lack of understanding about the GMDSS installations for the operators. In this paper, the problems of distress communication system in the maritime mobile service are analyzed and the methods to solve or minimize these problems are suggested.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.9 no.4
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• pp.733-738
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• 2005

The distress communication system in the maritime mobile service had almost depended on the wireless telephony or telegraphy technique. The GMDSS (Global Maritime Distress and Safety System) which was introduced in 1992 brought a lot of changes in the maritime distress communication service such as the automatic transmission of distress signals and implementation of global search and rescue networks. However, there are some deficiencies in the GMDSS distress communication system such as a lack of compatibility in the maritime distress communication between CMDSS ships and Non-GMDSS ships, increasing deceptive or false distress alerts generated by GMDSS installations, lack of understanding about the CMDSS installations for the operators. In this paper, the problems of distress communication system in the maritime mobile service are analyzed and the methods to solve or minimize these problems are suggested.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.06a
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• pp.367-368
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• 2022

The shipping industry is sensitive to the global economy. Therefore, when events such as the global economic crisis occur, shipping market freight rates react immediately, and the long-term stagnation of the industry has been repeated accordingly. In particular, Hanjin Shipping's bankruptcy is an incident in which the nation has become aware of the chronic problems of the Korean shipping industry. The government is making great efforts to rebuild the collapsed shipping industry and become a global leader country. In order for the Korean shipping industry to grow into a global leader, it is important to appropriately respond to the crisis. To this end, it is necessary to establish and operate a crisis response system for the shipping industry at the national level.

• Journal of Navigation and Port Research
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• v.40 no.5
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• pp.279-284
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• 2016

As the International Maritime English Organization (IMO) model course for Maritime English has been recently revised and updated, the requirements of current changes to both the 2010 STCW Manila Amendments and English education have been actively reviewed. In order to provide practical guidelines for language teaching, a wide range of new pedagogical approaches and their theoretical backgrounds are also suggested. However, considering the current spread of Business English as a Lingua Franca (BELF) and its critical importance in maritime communication, the pedagogical approaches need to be re-evaluated, specifically in terms of teaching pronunciation in order to emphasize clear and effective communication among international interlocutors. Therefore, the core pedagogical elements of pronunciation should be clearly set and provided with consideration for Lingua Franca Core (LFC), which places importance on mutual intelligibility rather than following the rules of native speakers. In this paper, the current trends of BELF in the maritime industry will thus be introduced. Following this, the importance of LFC in maritime communication will be outlined, and its key features will be discussed in terms of effectiveness and clarity of international maritime communications. Finally, a close comparison between LFC and the pronunciation guidelines suggested by the IMO Maritime English model course 3.17 will be conducted, and pedagogical implications for future teaching pronunciation in cross-cultural global maritime industry will be suggested.

• Journal of information and communication convergence engineering
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• v.14 no.2
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• pp.129-135
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• 2016

In this paper, we present a novel algorithm for image-based maritime obstacle detection using global sparsity potentials (GSPs), in which "global" refers to the entire sea area. The horizon line is detected first to segment the sea area as the region of interest (ROI). Considering the geometric relationship between the camera and the sea surface, variable-size image windows are adopted to sample patches in the ROI. Then, each patch is represented by its texture feature, and its average distance to all the other patches is taken as the value of its GSP. Thereafter, patches with a smaller GSP are clustered as the sea surface, and patches with a higher GSP are taken as the obstacle candidates. Finally, the candidates far from the mean feature of the sea surface are selected and aggregated as the obstacles. Experimental results verify that the proposed approach is highly accurate as compared to other methods, such as the traditional feature space reclustering method and a state-of-the-art saliency detection method.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2011.11a
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• pp.183-185
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• 2011

Mongolia is aiming at connect and expand global trade to third countries using Russia, China and East Asian ports. Also, trying to evolve infrastructure and super-frastructure in international maritime transportation. This paper presents maritime development trends in Mongolia and focuses on discussing the current situation of international maritime plan and points out some issues currently facing by the policy to develop promoting the country's maritime businesses. Finally, this paper presents some future directions for developing the maritime transportation in Mongolia.

• Journal of the Society of Naval Architects of Korea
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• v.53 no.6
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• pp.529-535
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• 2016

This study focuses on the comparison of measured data from 6-DOF motion sensor and strain gauge installed in the IBRV ARAON during 2015 summer voyage in the Arctic. Procedures to calculate the global ice load from MotionPak II inertial measurement system and the local load from stain gauge system are discussed. The ship's speed and peak load are determined in the concept of an ice collision "event". It is found that the peak values in the global ice calculated form whole ship motion analysis fall in the range of 1.5~3 times of the local ice load based in strain gauge measurement.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2017.11a
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• pp.254-255
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• 2017

As the number of ships and goods shipped by marine transportation increases, almost all shipping companies adopted foreign crews in order to overcome lack of seafarers and be competitive for manning cost. Thus, these days it is inevitable to work with foreign crews aboard ships, but there occur many marine accidents due to language barriers and communication problems under multicultural and multilingual shipboard environments. In order to resolve troubles resulting from different languages, reduce miscommunication risks, and make working on ships safe and efficient, this study recognized the current status of ships with mixed crews, analyzed marine accidents caused by communication problems not only in Korea but also in other countries using analytical methodologies. Additionally, existing hazards affecting miscommunication were identified and risk of miscommunication was quantitatively evaluated while offering suggestions and future forecasts. Consequently, in this study we suggested that fundamental dialogues are to be necessarily educated on the ships with foreign crews so as to reduce the language barrier and risk of miscommunication. Furthermore, a standard maritime Korean language program and manual targeting Korean coastal vessels would be developed in the next step.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.27
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• pp.69-95
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• 2005

East Asia has played an important role in the economic and social development in the Asian pacific region and in the global arena. In the region the impact of companies centralizing their logistics activities around a few distribution centers has already led some leading ports such as Singapore, Hong Kong to transform and expand their functions and business activities to provide port users with value added logistics services. Other ports in the region also have an important part to play in the total logistics Chain. In these environments, the maritime activities of Jang BoGo, who was the maritime king of the commercial maritime empire in East Asia in the 9th century, give many implications to the international logistics network strategy that Korea has to take in order to become a power of International Logistics. Though the trading and economic environments at that time may be quite different from today, the super-national maritime management pattern that Jang Bo-go, founder of the Northeast Asian maritime trading kingdom devised, gives us many implications in the global trading and economic environments, in the respects of overseas direct investment and international logistics. Accordingly, the paper aims to examine the establishment of hub port in Northeast Asia, modelled after the maritime network management strategy of Jang BoGo.