• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.11a
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• pp.112-113
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• 2019

UN 산하의 국제해사기구(International Maritime Organization, IMO)는 2016년 10월 24일 열린 해양환경보호위원회 70차 회의에서 2020년부터 선박에서 사용되는 연료유에 포함된 황함유량 허용치를 기존 3.5%에서 0.5% 이하로 제한하기로 결정했다. 따라서 2020년 이후부터 전 세계를 항해하는 모든 선박은 연료유의 황 함유량을 0.5% 이하로 낮춰서 운항을 해야 한다. 지속가능한 경영을 위해서 국제적 환경규제에 대응하여 각 선사의 상황에 적합한 해결책을 강구하여야

• Journal of the Korean Institute of Navigation
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• v.13 no.1
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• pp.21-53
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• 1989

In the past twenty years, there has been a rapid increase in the volume of traffic in Korea due to the Korean great growth of the Korean economy. Since transformation provides an infrastructure vital to economic growth, it becomes more and more an integral part of the Korea economy. The importance of coastal shipping stands out in particular, not only because of the expansion limit on the road network, but also because of saturation in the capacity of rail transportation. In spite of this increase and its importance, coastal shipping is falling behind partly because it is givenless emphasis than ocean-going shipping and other inland transportation systems and partly because of overcompetition due to excessive ship tonnage. Therefore, estimating and planning optimum ship tonnage is the first take to develop Korean coastal shipping. This paper aims to estimate the optimum coastal ship tonnage by computer simulation and finally to draw up plans for the ship tonnage balance according to supply and demand. The estimation of the optimum ship tonnage is peformed by the method of Origin -Destimation and time series analysis. The result are as follows : (1) The optimum ship tonnage in 1987 was 358, 680 DWT, which is 54% of the current ship tonnage (481 ships, 662, 664DWT) that is equal to the optimum ship tonnage in 1998. this overcapacity result is in excessive competition and financial difficulties in Korea coastal shipping. (2) The excessive ship tonnage can be broken down into ship types as follows : oil carrier 250, 926 DWT(350%), cement carrier 9, 977 DWT(119%), iron material/machinery carrier 25, 665 DWT(117%), general cargo carrier 17, 416DWT(112%). (3) the current total ship crew of 5, 079 is more than the verified optimally efficient figure of 3, 808 by 1271. (4) From the viewpoint of management strategy, it is necessary that excessive ship tonnage be reduced and uneconomic outdated vessels be broken up. And its found that the diversion into economically efficient fleets is urgently required in order to meet increasing annual rate in the amounts of cargo(23, 877DWT). (5) The plans for the ship tonnage balance according to supply and demand are as follows 1) The establishment of a legislative system for the arrangement of ship tonnage. This would involve; (a) The announcement of an optimum tonnage which guides the licensing of cargo vessels and ship tonnage supply. (b) The establishment of an organization that substantially arrangement tonnage in Korea coastal shipping. 2) The announcement of an optimum ship tonnage both per year and short-term that guides current tonnage supply plans. 3) The settlement of elastic tariffs resulting in the protect6ion of coastal shipping's share from other tonnage supply plans. 4) The settlement of elastic tariffs resulting in the protection of coastal shipping's share from other transportation systems. 4) Restriction of ocean-going vessels from participating in coastal shipping routes. 5) Business rationalization of coastal shipping company which reduces uneconomic outdated vessels and boosts the national economy. If we are to achieve these ends, the followings are prerequisites; I) Because many non-licensed vessels are actually operating and threatening the safe voyage of the others in Korea coastal routes, it is necessary that those ind of vessels be controlled and punished by the authorities. II) The supply of ship tonnage in Korean coastal routes should be predently monitored because most of the coastal vessels are to small to be diverted into ocean-going routes in case of excessive supply. III) Every ship type which is engaged in coastal shipping should be specialized according to the characteristics of its routes as soon possible.

• Proceedings of KOSOMES biannual meeting
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• 2017.04a
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• pp.185-185
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• 2017

• Proceedings of KOSOMES biannual meeting
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• 2017.04a
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• pp.186-186
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• 2017

• Proceedings of KOSOMES biannual meeting
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• 2017.04a
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• pp.187-187
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• 2017

• Journal of Navigation and Port Research
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• v.45 no.3
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• pp.173-180
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• 2021

Although accounting is one of the core fields of corporate management, few studies have reported accounting phenomena involving shipping companies. In addition, although financial reporting is very important to shipping companies that use several financial tools such as ship finance and financial lease, it is difficult to identify studies investigating shipping companies' financial reporting, especially their earnings management. The purpose of this study is to analyze accrual earnings management behavior of shipping companies. Companies with high debt ratios and net losses are known to have incentives for earnings management. Due to the nature of the industry, shipping companies have a high debt ratio and often report net losses. Accordingly, shipping companies are expected to engage in substantial earnings management. Based on the analysis of KOSP I companies listed on the Korea Exchange from 2001 to 2020, it was found that shipping companies are engaged in higher levels of earnings management than non-shipping companies. Discretionary accrual was used as a proxy variable for earnings management. Discretionary accrual was measured using the modified Jones model of Dechow et al. (1995) and the performance matched model of Kothari et al.(2005). In this study, significant results were derived by comparatively analyzing the earnings management practices, which is one of the major accounting behaviors of shipping and non-shipping companies. Stakeholders such as external auditors, investors, financial institutions, analysts, and government authorities need to be aware of the earnings management behavior of listed shipping companies during their external audit, financial analysis, and supervision. Finally, listed shipping companies must conduct stricter accounting based on accounting principles.

• Journal of the Korean Society of Marine Environment & Safety
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• v.14 no.3
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• pp.235-240
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• 2008

In case of EU and USA, a short sea shipping and coastal shipping which are safer and environmentally better than road transportation are used widely. But a share of freight transport by a coastal transportation is extremely poor in South Korea. In this paper, we propose a Mokpo-Jeju intermodal transportation based on logistics analysis results. Firstly, we investigate a freight and passenger of a Mokpo-Jeju shipping route. And secondly, the intermodal transportations such as sea-train, sea-road, RORO ship system are investigated. Finally, we propose a coastal transportation system utilizing RORO ship system for Mokpo-Jeju shipping route and identify a technical feasibility of a coastal transportation system.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2014.06a
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• pp.81-83
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• 2014

In recent years, owing to the irregular weather changes in the sailing vessels are needed for marine meteorological environmental counter measures. Marine meteorological monitoring system, information about these marine weather environments in real time around the coast by collecting a provides real time shipping and marine transportation safety is a system for. .. Long marine facilities marine observation sensors cover the routes developed by installing marine meteorological monitoring system, build management, and vessel safety is giving much help to navigate. The further development of the marine meteorological monitoring system analyzes the situation both at home and abroad, in order to study the safety of the vessel in navigable and marine accidents because the prevention and optimal marine meteorological monitoring system regarding the future development plan for discussion.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.11a
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• pp.239-240
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• 2018

In order to improve the productivity and continuous competitiveness of container terminals, it is necessary to make efforts to reduce operational losses at each terminal. As a study on this, it is necessary to study the non-productivity movement based on the shuffle(re-handling) in the yard analysis is needed. In this study, non - productive activity factors were classified by prefecture, transporter, shippers and terminal based on operation data of domestic A terminal. As a result, 14.7% is due to the causes of shipping companies and shipping companies, and in addition, 85.3% of the respondents indicated that they were responsible for the terminal operation. In order to minimize the above factors, it is necessary to reduce the non-productive activity through rapid information processing and pre-information acquisition from shipping companies, and minimize the influence of bulge-out through installation of concrete blocks in the equipment field.

• Journal of the Korea Society of Computer and Information
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• v.27 no.6
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• pp.175-180
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• 2022

Data is an important resource to expect new value as 21st-century crude oil. In the shipping industry, despite the existence of numerous maritime data accumulated through ship operations, it was negligent in developing a business model with the data. This paper identified major demand sources and demand types based on the type and availability of maritime data surveyed through interviews with experts in the shipping industry and academia. Considering the characteristics and demands of these maritime data, this paper presented a private-type and public-interest business model. In the case of the private-type model, it creates additional added value by using maritime data and uses mainly ship internal data. The public-type model is to seek public safety and social benefits and mainly uses external data. A great synergy effect can be expected when combined with public services such as maritime survey, vessel traffic service, maritime environment management, and meteorological service. This study is expected to contribute greatly to the spread of the proposed business models throughout the shipping industry.