• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.11a
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• pp.122-123
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• 2023

About 1 year and 7 months have passed since the Serious Accident Punishment Act was implemented, and although many studies have been conducted on the definition and policy of the Act, almost no research has been conducted on its impact on the logistics industry. In particular, research on the PDI (PRS) process within finished vehicle logistics is severely lacking ‥‥‥. The government is expecting to expand the scope of punishment and upgrade the safety management system through the Serious Accident Punishment Act, but if you check the industrial accident data issued by the Ministry of Employment and Labor in 2022, the number and rate of industrial accidents will increase compared to 2021

• Journal of Navigation and Port Research
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• v.48 no.3
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• pp.146-154
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• 2024

The ship management industry in South Korea has been growing steadily, leading the government to implement policies to support its development in response to changing environmental conditions. These policies aim to improve the competitiveness of South Korea's ship management industry by recognizing the importance of skilled professionals in determining its success. Plans and policies have been put in place to cultivate these professionals, but ship management companies are currently facing a serious shortage of manpower. To enhance the industry's competitiveness, it is essential to attract and retain competent ship management professionals. Therefore, this study investigates the reasons for turnover among these professionals. The research results identified four factors contributing to turnover: Work Environment, Economic Compensation and Welfare Benefits, Self-Development, and Promotion and Career Advancement. Subsequent multiple regression analysis based on these factors revealed the need to strengthen economic rewards and benefits in order to reduce turnover rates among ship management professionals. This study provides foundational data for the development of stable human resource management policies for the future of the ship management industry.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.28 no.3
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• pp.229-239
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• 2015

In light of the significant increase in the quantities of goods transported and the development of the shipping industry, the frequency of usage of port structures has increased; yet, the government's budget for the shipping & port of SOC has been reduced. Port structures require systematically effective maintenance and management trends that address their growing frequency of usage. In order to construct a productive maintenance system, it is essential to develop deterioration models of port structures that consider various characteristics, such as location, type, use, constructed level, and state of maintenance. Processes for developing such deterioration models include examining factors that cause the structures to deteriorate, collecting data on deteriorating structures, and deciding methods of estimation. The techniques used for developing the deterioration models are multiple regression analysis and Markov chain theory. Multiple regression analysis can reflect changes over time and Markov chain theory can apply status changes based on a probabilistic method. Along with these processes, the deterioration models of open-type and gravity-type wharfs were suggested.

• Journal of Navigation and Port Research
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• v.41 no.3
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• pp.137-148
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• 2017

Port service level is a metric of competitiveness among ports for the operating/managing bodies such as the terminal operation company (TOC), Port Authority, or the government, and is used as an important indicator for shipping companies and freight haulers when selecting a port. Considering the importance of metrics, we developed software to objectively define and manage six important service indicators exclusive to container and bulk terminals including: berth occupancy rate, ship's waiting ratio, berth throughput, number of berths, average number of vessels waiting, and average waiting time. We computed the six service indicators utilizing berth 1 through berth 5 in the container terminals and berth 1 through berth 4 in the bulk terminals. The software model allows easy computation of expected ship's waiting ratio over berth occupancy rate, berth throughput, counts of berth, average number of vessels waiting and average waiting time. Further, the software allows prediction of yearly throughput by utilizing a ship's waiting ratio and other productivity indicators and making calculations based on arrival patterns of ship traffic. As a result, a TOC is able to make strategic decisions on the trade-offs in the optimal operating level of the facility with better predictors of the service factors (ship's waiting ratio) and productivity factors (yearly throughput). Successful implementation of the software would attract more shipping companies and shippers and maximize TOC profits.

• Journal of Digital Convergence
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• v.17 no.4
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• pp.95-105
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• 2019

The failure of company management that does not overcome the recession of shipping economy has negative impact on front-end and back-end industries in relation to shipping industry overall. This study aims to derive a measure of government policy support for win-win of ship owners and shippers by performing a survey with experts in ship owners, shippers, and port-related institutions. This study employed a consistent fuzzy preference relation (CFPR) method to provide the priority of government policies. The study results showed that out of all 14 policies, the policy perceived most important was "expansion of participation in share of shipping company or ships of shipper (0.102)" followed by "strengthening of national shipper-centered service quality (0.101)", and "providing a long-term transportation contract model of container cargo (0.085)". To recover the Korean shipping industry via win-win of ship owners and shipper, the policy enforcement is important through correct government policy establishment and priority selection. In this regard, this study contributed to proposing policies and priority of the policies. For the future study, detailed analysis on comparison of perception difference among stakeholders in the shipping industry is needed.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.384-394
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• 2019

This study investigated the current status of the management system for foreign seafarers boarding Korean ocean-going vessels and analyzed the problems and suggested measures for improvement through the survey of shipping companies, ship management companies, crew manning companies and related associations. The conclusion is summarized as follow. First, it is necessary to reorganize and apply the collective agreements or the laws applicable to the foreign seafarer separately in regard to the foreign seafarer related laws and collective agreements applied in the same way as the Korean seafarer. Second, it is necessary to change the decision-making to shipowner in deciding on the number of foreign seafarers employed by the Korean ocean-going vessels or if the decision-maker remains the same, the relevant laws must be clearly defined pertinent to the decision-maker. Additionally, the number of foreign seafarers should be applied for each position and ship's type. The third is to expand the recognition arrangement for certificate of ships' officers to Eastern Europe and Asian countries to expand the range of options for hiring foreign seafarers. The fourth is to prevent the waste of administrative manpower by simplifying complicated and unnecessary administrative procedures from hiring and boarding of foreign seafarers. The fifth is to establish a systematic training and education system for foreign seafarers in cooperation with related shipping companies and government authorities, associations and so on. This study will contribute to providing a more efficient and systematic management of foreign seafarers boarding Korean ocean-going vessels.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.6
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• pp.783-788
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• 2021

Although the Korean government (Ministry of Ocean and Fisheries) and related organizations are enforcing many policies to improve the marine safety of vessels with weak safety management, the effectiveness of each policy is deficient due to the lack of a risk assessment method for ship safety management. Most previous studies in Korea of the risk assessment of ships only dealt with fragmentary risks of individual marine accident risks, so a new assessment method for comprehensive marine accident risk is needed. Examples of comprehensive risk assessments for ship safety management are the selection method for inspection targets by the Port State Control and the Norwegian Maritime Authority. In this study, indicators for the comprehensive risk assessment of ship safety management were developed for and applied to coastal/offshore fishing vessels that occupy a high proportion of the registrations and marine accidents in Korea. As a result, the risk of each ship was confirmed quantitatively, and a ranking of the weakness factors for ship safety management was identified.

• Journal of Navigation and Port Research
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• v.42 no.1
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• pp.57-66
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• 2018

Maritime industry is affected by outside factors significantly due to its derivative demand characteristics. However, the supply side can not react to these changes immediately and due to this uniqueness, maritime industry repeats the boom-bust cycle. Therefore the government itself needs to operate early warning system in order to monitor the market and notice the upcoming risks by setting up a system to prepare for the situations. In this research, signal approach is used to establish early warning system. Overall leading index is composed of crisis index that is based on BDI(Baltic Dry Index) and various leading indexes such as finance, economy, shipping and the others. As a result of computing overall leading index which is early warning system in maritime through signal approach, the index showed a high correlation coefficient with actual maritime risk index by difference of 4 months. Also, the result was highly accurate with overall leading index's QPS(Quadratic Probability Score) at 0.37.

• Journal of Korea Port Economic Association
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• v.24 no.3
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• pp.101-123
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• 2008

This paper is intended to suggest a development device for Gwangyang Free Economic Zone(GFEZ) to strengthen the competitiveness of its maritime port of Gwangyang and promote the regional development in Gwangyang Bay Area. This study will evaluate the background, processes, and targets for foreign investment, I examined historical treatises as they relate to inducing investments to Free Economic Zones. I will explore good operation and inducing investment methods GFEZ within the 4P(product, price, promotion, place) framework. I tried to suggest a new management methodology for the Free Economic Zones as suggested by the central government from the regional view point. The purpose of this paper is to investigate the marketing strategies; compare them to the 4P for deploying an actual more efficient governing structure body for the GFEZ. As proposals to promote and activate GFEZ, I recommended in this paper several benchmarks. First, GFEZ must construct good clusters related to regional strengths as they relate to products. Second; to give more flexible incentives to foreign companies as compared with China, England, Ireland, India, Malasia, Thailand and Vietnam using prices as a guideline. Third, it is required to cultivate expert manpower who can communicate with foreign clients relate to promotion. A proactive public information system is also required in addition to marketing strategies for inducing investment. Lastly, GFEZ needs to became independent and separate from the central government and even from regional province.

• Journal of the Korean Society of Environmental Restoration Technology
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• v.13 no.6
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• pp.13-24
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• 2010

Beopseongpo has been one of the most thriving ports of the Jeolla region since the Goryeo Dynasty (918-1392). During the time of King Seongjong (r. 1469-1494) of Choseon Dynasty, a navy garrison had been deployed and the port was named Beopseongjin, as recorded in the 1485 edition of Grand code for state administration (Gyeongguk daejeon). Dangsan forests and Bibo forests have been maintained by local residents since hundreds of years ago. Dangsan forests have been applied to the scale of government and public offices. The objectives of this study were to understand the characteristics of the "Wooded Fortress of Beopseongjin in Yeonggwang" as "Scenic Site No. 22", and to investigate the conservational problem of the wooded fortress of Beopseongjin and seashore. The "Wooded fortress of Beopseongjin in Yeonggwang" consists of a Dangsan forest and two Bibo forests. But, the presence of the Dangsan forest has not been well known to the public. Although the wooded fortress has been somewhat disturbed by cultural activities, the Dangsan rituals have been held until the present every January 15 by lunar calendar. On the other hand, the seashore in front of Beopseongpo plays an important role as a scenic view. It was one of the reason that the "Wooded fortress of Beopseongjin in Yeonggwang" had been designated as a national cultural property of "Scenic Sites". However, the sandbar was reclaimed in 2009 to build commercial buildings. An integrated plan should be prepared to conserve the landscape of "Wooded fortress of Beopseongjin in Yeonggwang", which requires close partnership among local residents, experts, and local government. At present, four new buildings have been built. Although we have lost the sandbar, it is indispensable to secure the visibility of Wooded Fortress of Beopseongjin at the entrance of the village.