• Journal of Korean Port Research
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• v.5 no.2
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• pp.19-37
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• 1991

This work aims to : establish a model of the container physical distribution system of Pusan port comprising 4 sub-systems of a navigational system, on-dock cargo handling/transfer/storage system, off-dock CY system and an in-land transport system : examine the system regarding the cargo handling capability of the port and analyse the cost of the physical distribution system. The overall findings are as follows : Firstly in the navigational system, average tonnage of the ships visiting the Busan container terminal was 33,055 GRT in 1990. The distribution of the arrival intervals of the ships' arriving at BCTOC was exponential distribution of $Y=e^{-x/5.52}$ with 95% confidence, whereas that of the ships service time was Erlangian distribution(K=4) with 95% confidence, Ships' arrival and service pattern at the terminal, therefore, was Poisson Input Erlangian Service, and ships' average waiting times was 28.55 hours In this case 8berths were required for the arriving ships to wait less than one hour. Secondly an annual container through put that can be handled by the 9cranes at the terminal was found to be 683,000 TEU in case ships waiting time is one hour and 806,000 TEU in case ships waiting is 2 hours in-port transfer capability was 913,000 TEU when berth occupancy rate(9) was 0.5. This means that there was heavy congestion in the port when considering the fact that a total amount of 1,300,000 TEU was handled in the terminal in 1990. Thirdly when the cost of port congestion was not considered optimum cargo volume to be handled by a ship at a time was 235.7 VAN. When the ships' waiting time was set at 1 hour, optimum annual cargo handling capacity at the terminal was calculated to be 386,070 VAN(609,990 TEU), whereas when the ships' waiting time was set at 2 hours, it was calculated to be 467,738 VAN(739,027 TEU). Fourthly, when the cost of port congestion was considered optimum cargo volume to be handled by a ship at a time was 314.5 VAN. When the ships' waiting time was set at I hour optimum annual cargo handling capacity at the terminal was calculated to be 388.416(613.697 TEU), whereas when the ships' waiting time was set 2 hours, it was calculated to be 462,381 VAN(730,562 TEU).

• Journal of Korean Port Research
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• v.3 no.1
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• pp.3-33
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• 1989

The amount of the Korean export & import in 1987 reached $88.3 billion which was 1.75% of the total world trade and the proportion of foreign dependence to G.N.P was 74.5%. From these facts, we can infer that the development of national economy is largely dependent upon trade. Therefore the role of transportation, especially Ocean transportation, as a basis of economic development through trade is one of the main factors that can not be passed over. Here, We can define that a port as a subsystem of transportation determines the efficiency of the total transportation system. Thus, the purpose of this paper is to contribute in improvement of the efficiency in port, reinforcement of the international competitiveness for exporting goods by the analysis of the cargo handling charges. In order to do this, this paper deals the case of B.C.T.O.C. Furthermore, this study gives some important informations related to the level of tariffs for establishing an autonomous port administration. The Summary of the conclusions of this paper is as follows ; 1) The object of port administration in Korea has been emphasized on the maximization of efficiency in using the port facilities. Nowadays, however, it should be moved to a direction that port is operated under the compound aims considering the public interests and economy. 2) For a criterian of tariff calculation, A tariff system based on the cost accounting is desirable. In general it is recommended that the cost for construction, management, and operation of port is compensated by the revenue from port operation. Therefore, it is necessary for the administration bodies of each port to establish a tariff system on the basis of the independent profit system. 3) For the investigation of actors of tariff adjustment by the Break-even point analysis, (1) When we conducted the B.E.P analysis using total cost as cost term, we got 3.8% discount in tariff at 12% of target profit rate and 1.5% discount at 15% of rate. when we set the target profit rate as 17% we could have the proper tariff level. (2) When using operating cost as cost term, we got 13.1% discount in tariff at 12% of target profit rate and 10.9% discount at 15% of rate. When setting the target profit rat as 28%, we could have the proper tariff level. 4) Comparing with the tariffs of foreign ports for the basic terminal rate, The tariff level of B.C.T.O.C showed 33% of stevedoring charge and 80% of marshalling charge incurred at Kobe port. The comparison with Singapore port gave 50% of transhipment charge and 17% - 20 % of stevedoring charge. 5) We found that the financial structure of B.C.T.O.C was better than those of other companies and the worth fixed assets ratio was too low. The fact of low worth fixed assets ratio implies that the cargo handling facilities should be increased. Moreover, The return of assets for B.T.T.O.C was good but non-operating expenses were still contained too much in. Therefore, we think that it is necessary for B.C.T.O.C. to rationalize business management. Although the present cargo handing charge for B.C.T.O.C is a proper level in terms of a public corporation, for the final recommendation in connection to the results, It is required to take the rationalization process for business management.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.4
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• pp.307-315
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• 2023

Korea controls the departure of vessels based on the Maritime Safety Act such that only ships with seaworthiness can navigate in bad weather, but scientific evaluation results and quantitative basis for the designation of ships subject to control are insufficient. Opinions for improvement are being raised for a reasonable departure control operation. The purpose of this study is to evaluate the adequacy of the current departure control standards through actual measurement of tugboats, which are the type of vessels subject to control when a wind and wave advisory is effective, and to present quantitative grounds for improvement of controls. A sensor was installed on the tugboat to measure the ship's three-axis motion and hull acceleration, and the hull motion performance was measured by operating in the sea area with a significant wave height of 3 m. The measured values were compared and analyzed based on seaworthiness evaluation factors and limit value standards. The actual ship was excluded from the current control standard according to tonnage, but as a result of the analysis, the pitch value exceeded the operation standard, and a risk to navigation safety existed. The results of this study suggest the need for additional actual measurement studies that can represent various ship types and specifications and review ship departure control targets.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.10 no.4
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• pp.227-235
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• 1977

The noise pressure scattered underwater on account of the engine revolution of a pole and liner, Kwan-Ak-San(G. T. 234.96), was measured at the locations of Lat. $34^{\circ}47'N$, Long. $128^{\circ}53'E$ on the 16th of August 1976 and Lat. $34^{\circ}27'N$, Long. $128^{\circ}23'E$ on the 28th of July, 1977. The noise pressure passed through each observation point (Nos. 1 to 5), which was established at every 10m distance at circumference of outside hull was recorded when the vessel was cruising and drifted. In case of drifting, the revolution of engine was fixed at 600 r. p. m. and the noise was recorded at every 10 m distance apart from observation point No. 3 in both horizontal and vertical directions with $90^{\circ}$ toward the stern-bow line. In case of cruising, the engine was kept in a full speed at 700 r.p.m. and the sounds passed through underwater in 1 m depth were also recorded while the vessel moved back and forth. The noise pressure was analyzed with sound level meter (Bruel & Kjar 2205, measuring range 37-140 dB) at the anechoic chamber in the Institute of Marine Science, National Fisheries University of Busan. The frequency and sound waves of the noise were analyzed in the Laboratory of Navigation Instrument. From the results, the noise pressure was closely related to the engine revolution shelving that the noise pressure marked 100 dB when .400 r. p. m. and increase of 100 r. p. m. resulted in 1 dB increase in noise pressure and the maximum appeared at 600 r. p. m. (Fig.5). When the engine revolution was fixed at 700 r. p. m., the noise pressures passed through each observation point (Nos. 1 to 5) placed at circumference of out side hull were 75,78,76,74 and 68 dB, the highest at No.2, in case of keeping under way while 75,76,77,70 and 67 dB, the highest at No.3 in case of drifting respectively (Fig.5). When the vessel plyed 1,400 m distance at 700 r.p.m., the noise pressure were 67 dB at the point 0 m, 64 dB at 600m and 56 dB at 1,400m on forward while 72 at 0 m, 66 at 600 m and 57 dB at 1,400 m on backward respectively indicating the Doppler effects 5 dB at 0 m and 3 dB at 200 m(Fig.6). The noise pressures passed through the points apart 1,10,20,30,40 and 50 m depth underwater from the observation point No.7 (horizontal distance 20 m from the point No.3) were 68,75,62,59,55 and 51 dB respectively as the vessel was being drifted maintaining the engine revolution at 600 r. p. m. (Fig. 8-B) whereas the noise pressures at the observation points Nos.6,7,8,9 and 10 of 10 m depth underwater were 64,75,55,58,58 and 52 dB respectively(Fig.8-A).

• Asia pacific journal of information systems
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• v.22 no.4
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• pp.7-29
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• 2012

Smartphone and its applications (i.e. apps) are increasingly penetrating consumer markets. According to a recent report from Korea Communications Commission, nearly 50% of mobile subscribers in South Korea are smartphone users that accounts for over 25 million people. In particular, the importance of smartphone has risen as a geospatially-aware device that provides various location-based services (LBS) equipped with GPS capability. The popular LBS include map and navigation, traffic and transportation updates, shopping and coupon services, and location-sensitive social network services. Overall, the emerging location-based smartphone apps (LBA) offer significant value by providing greater connectivity, personalization, and information and entertainment in a location-specific context. Conversely, the rapid growth of LBA and their benefits have been accompanied by concerns over the collection and dissemination of individual users' personal information through ongoing tracking of their location, identity, preferences, and social behaviors. The majority of LBA users tend to agree and consent to the LBA provider's terms and privacy policy on use of location data to get the immediate services. This tendency further increases the potential risks of unprotected exposure of personal information and serious invasion and breaches of individual privacy. To address the complex issues surrounding LBA particularly from the user's behavioral perspective, this study applied the privacy calculus model (PCM) to explore the factors that influence the adoption of LBA. According to PCM, consumers are engaged in a dynamic adjustment process in which privacy risks are weighted against benefits of information disclosure. Consistent with the principal notion of PCM, we investigated how individual users make a risk-benefit assessment under which personalized service and locatability act as benefit-side factors and information privacy risks act as a risk-side factor accompanying LBA adoption. In addition, we consider the moderating role of trust on the service providers in the prohibiting effects of privacy risks on user intention to adopt LBA. Further we include perceived ease of use and usefulness as additional constructs to examine whether the technology acceptance model (TAM) can be applied in the context of LBA adoption. The research model with ten (10) hypotheses was tested using data gathered from 98 respondents through a quasi-experimental survey method. During the survey, each participant was asked to navigate the website where the experimental simulation of a LBA allows the participant to purchase time-and-location sensitive discounted tickets for nearby stores. Structural equations modeling using partial least square validated the instrument and the proposed model. The results showed that six (6) out of ten (10) hypotheses were supported. On the subject of the core PCM, H2 (locatability ${\rightarrow}$ intention to use LBA) and H3 (privacy risks ${\rightarrow}$ intention to use LBA) were supported, while H1 (personalization ${\rightarrow}$ intention to use LBA) was not supported. Further, we could not any interaction effects (personalization X privacy risks, H4 & locatability X privacy risks, H5) on the intention to use LBA. In terms of privacy risks and trust, as mentioned above we found the significant negative influence from privacy risks on intention to use (H3), but positive influence from trust, which supported H6 (trust ${\rightarrow}$ intention to use LBA). The moderating effect of trust on the negative relationship between privacy risks and intention to use LBA was tested and confirmed by supporting H7 (privacy risks X trust ${\rightarrow}$ intention to use LBA). The two hypotheses regarding to the TAM, including H8 (perceived ease of use ${\rightarrow}$ perceived usefulness) and H9 (perceived ease of use ${\rightarrow}$ intention to use LBA) were supported; however, H10 (perceived effectiveness ${\rightarrow}$ intention to use LBA) was not supported. Results of this study offer the following key findings and implications. First the application of PCM was found to be a good analysis framework in the context of LBA adoption. Many of the hypotheses in the model were confirmed and the high value of $R^2$ (i.,e., 51%) indicated a good fit of the model. In particular, locatability and privacy risks are found to be the appropriate PCM-based antecedent variables. Second, the existence of moderating effect of trust on service provider suggests that the same marginal change in the level of privacy risks may differentially influence the intention to use LBA. That is, while the privacy risks increasingly become important social issues and will negatively influence the intention to use LBA, it is critical for LBA providers to build consumer trust and confidence to successfully mitigate this negative impact. Lastly, we could not find sufficient evidence that the intention to use LBA is influenced by perceived usefulness, which has been very well supported in most previous TAM research. This may suggest that more future research should examine the validity of applying TAM and further extend or modify it in the context of LBA or other similar smartphone apps.

• Journal of The Korean Association For Science Education
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• v.22 no.2
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• pp.299-313
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• 2002

A web-based instruction program for the enriched course under the 7th Revised National Curriculum of Biology in Korea was developed and the application effects to learners were analyzed. For the development of the web-based instruction program, five topics of biology from the enriched courses through 7th to 10th grades in the middle and high school science textbooks were selected and modulated with interrogative sentences. Each topic of programs was divided into four activity sections according to the learners' activity procedures supplemented with explanations and evaluations. Each activity was hyper-linked to multi-layers and animations. Further, a virtual experiment was also developed and an evaluation section designed by Java Script was attached. Among five topics, one topic of 'Reproduction and development' at 9th grade level was selected to examine the effects on students' learning. Among 247 9th grade students in the research subject school, only 67 students were able to accessible to ultra-thin Internet cables with their computers at home and they became an experimental group. A control group was assigned to those who are similar level of school science achievement to the experiment group and did not use the web-based program. It was found that most of 9th grade students are able to use Internet at home, however, they do not prefer to use Internet for homework or task project. Rather, most of students used Internet for e-mail or information navigation. Students used internet to solve problems of science and perceived the benefits of Internet for science learning. However, there are not many students to utilize Internet for science homework or task project. Students expressed that they do not prefer to use a web-based learning program for science learning due to lack of interests in science. The effects on students who studied with this program appeared to be significantly high compared to those who did not study with this program. Students who studied with this program positively evaluated this program, in particular, they enjoyed animation effect and virtual experiments. It was concluded that a web-based program for science learning should be developed and distributed through Internet in an attractive and interesting format for students. It was also concluded that various web-based programs for science learning with animation effect and virtual experiments should be developed to increase students' interests in science as well as to improve students' science achievements.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.7
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• pp.902-909
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• 2023

This study evaluated the performance test of a small-sized LTE-Maritime(LTE-M) transceiver that was developed and promoted to expand the use of intelligent maritime traf ic information services led by the Ministry of Oceans and Fisheries with the aim of supporting the prevention of maritime accidents. Accoriding to statistics, approximately 30% of all marine accidents in Korean water occur with ships weighing less than 3 tons. Therefore, the blind spots of maritime safety must be supplemented through the development of small-sized transceivers. The small transceiver may be used in fishing boats that are active near coastal waters and in water leisure equipment near the coastline. Therefore, verifying whether sufficient performance and stable communication quality are provided is necessary, considering the environment of their real usage. In this study, we reviewed the communication quality goals of the LTE-M network and the performance requirements of small-sized transceivers suggested by the Ministry of Oceans and Fisheries, and proposed a test plan to appropriately evaluate the performance of small-sized transceivers. The validity of the proposed test method was verified for six real-sea areas with a high frequency of marine accidents. Consequently, the downlink and uplink transmission speeds of the small-sized LTE-M transceiver showed performances of 9 Mbps or more and 3 Mbps or more, respectively. In addition, using the coverage analysis system, coverage of more than 95% and 100% were confirmed in the intensive management zone (0-30 km) and interesting zone (30-50 km), respectively. The performance evaluation method and test results proposed in this paper are expected to be used as reference materials for verifying the performance of transceivers, contributing to the spread of government-promoted e-navigation services and small-sized transceivers.

• The Korean Journal of Air & Space Law and Policy
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• v.24 no.1
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• pp.59-89
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• 2009

The objectives of the 1963 Tokyo Convention cover a variety of subjects, with the intention of providing safety in aircraft, protection of life and property on board, and promoting the security of civil aviation. These objectives will be treated as follows: first, the unification of rules on jurisdiction; second, the question of filling the gap in jurisdiction; third, the scheme of maintaining law and order on board aircraft; fourth, the protection of persons acting in accordance with the Convention; fifth, the protection of the interests of disembarked persons; sixth, the question of hijacking of aircraft; and finally some general remarks on the objectives of the Convention. The Tokyo Convention mainly deals with general crimes such as murder, violence, robbery on board aircraft rather than aviation terrorism. The Article 11 of the Convention deals with hijacking in a simple way. As far as aviation terrorism is concerned 1970 Hague Convention and 1971 Montreal Convention cover the hijacking and sabotage respectively. The Problem of national jurisdiction over the offence and the offender was as tangled at the Hague and Montreal Convention, as under the Tokyo Convention. Under the Tokyo Convention the prime base of jurisdiction is the law of the flag (Article 3), but concurrent jurisdiction is also allowed on grounds of: territorial principle, active nationality and passive personality principle, security of the state, breach of flight rules, and exercise of jurisdiction necessary for the performance of obligations under multilateral agreements (Article 4). No Criminal jurisdiction exercised in accordance with national law is excluded [Article 3(2)]. However, Article 4 of the Hague Convention(hereafter Hague Article 4) and Article 5 of the Montreal Convention(hereafter Montreal Article 5), dealing with jurisdiction have moved a step further, inasmuch as the opening part of both paragraphs 1 and 2 of the Hague Article 4 and the Montreal Article 5 impose an obligation on all contracting states to take measures to establish jurisdiction over the offence (i.e., to ensure that their law is such that their courts will have jurisdiction to try offender in all the circumstances covered by Hague Article 4 and Montreal Article 5). The state of registration and the state where the aircraft lands with the hijacker still on board will have the most interest, and would be in the best position to prosecute him; the paragraphs 1(a) and (b) of the Hague Article 4 and paragraphs 1(b) and (c) of the Montreal Article 5 deal with it, respectively. However, paragraph 1(b) of the Hague Article 4 and paragraph 1(c) of the Montreal Article 5 do not specify if the aircraft is still under the control of the hijacker or if the hijacker has been overpowered by the aircraft commander, or if the offence has at all occurred in the airspace of the state of landing. The language of the paragraph would probably cover all these cases. The weaknesses of Hague Article 4 and Montreal Article 5 are however, patent. The Jurisdictions of the state of registration, the state of landing, the state of the lessee and the state where the offender is present, are concurrent. No priorities have been fixed despite a proposal to this effect in the Legal Committee and the Diplomatic Conference, and despite the fact that it was pointed out that the difficulty in accepting the Tokyo Convention has been the question of multiple jurisdiction, for the reason that it would be too difficult to determine the priorities. Disputes over the exercise of jurisdiction can be endemic, more so when Article 8(4) of the Hague Convention and the Montreal Convention give every state mentioned in Hague Article 4(1) and Montreal Article 5(1) the right to seek extradition of the offender. A solution to the problem should not have been given up only because it was difficult. Hague Article 4(3) and Montreal Article 5(3) provide that they do not exclude any criminal jurisdiction exercised in accordance with national law. Thus the provisions of the two Conventions create additional obligations on the state, and do not exclude those already existing under national laws. Although the two Conventions do not require a state to establish jurisdiction over, for example, hijacking or sabotage committed by its own nationals in a foreign aircraft anywhere in the world, they do not preclude any contracting state from doing so. However, it has be noted that any jurisdiction established merely under the national law would not make the offence an extraditable one under Article 8 of the Hague and Montreal Convention. As far as international aviation terrorism is concerned 1988 Montreal Protocol and 1991 Convention on Marking of Plastic Explosives for the Purpose of Detention are added. The former deals with airport terrorism and the latter plastic explosives. Compared to the other International Terrorism Conventions, the International Aviation Terrorism Conventions do not have clauses of the passive personality principle. If the International Aviation Terrorism Conventions need to be revised in the future, those clauses containing the passive personality principle have to be inserted for the suppression of the international aviation terrorism more effectively. Article 3 of the 1973 Convention on the Prevention and Punishment of Crimes Against Internationally Protected Persons, Including Diplomatic Agents, Article 5 of the 1979 International Convention against the Taking of Hostages and Article 6 of the 1988 Convention for the Suppression of Unlawful Acts Against the Safety of Maritime Navigation would be models that the revised International Aviation Terrorism Conventions could follow in the future.

• Journal of Intelligence and Information Systems
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• v.21 no.4
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• pp.79-92
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• 2015

Knowledge map is widely used to represent knowledge in many domains. This paper presents a method of integrating the national R&D data and assists of users to navigate the integrated data via using a knowledge map service. The knowledge map service is built by using a lightweight ontology and a topic modeling method. The national R&D data is integrated with the research project as its center, i.e., the other R&D data such as research papers, patents, and reports are connected with the research project as its outputs. The lightweight ontology is used to represent the simple relationships between the integrated data such as project-outputs relationships, document-author relationships, and document-topic relationships. Knowledge map enables us to infer further relationships such as co-author and co-topic relationships. To extract the relationships between the integrated data, a Relational Data-to-Triples transformer is implemented. Also, a topic modeling approach is introduced to extract the document-topic relationships. A triple store is used to manage and process the ontology data while preserving the network characteristics of knowledge map service. Knowledge map can be divided into two types: one is a knowledge map used in the area of knowledge management to store, manage and process the organizations' data as knowledge, the other is a knowledge map for analyzing and representing knowledge extracted from the science & technology documents. This research focuses on the latter one. In this research, a knowledge map service is introduced for integrating the national R&D data obtained from National Digital Science Library (NDSL) and National Science & Technology Information Service (NTIS), which are two major repository and service of national R&D data servicing in Korea. A lightweight ontology is used to design and build a knowledge map. Using the lightweight ontology enables us to represent and process knowledge as a simple network and it fits in with the knowledge navigation and visualization characteristics of the knowledge map. The lightweight ontology is used to represent the entities and their relationships in the knowledge maps, and an ontology repository is created to store and process the ontology. In the ontologies, researchers are implicitly connected by the national R&D data as the author relationships and the performer relationships. A knowledge map for displaying researchers' network is created, and the researchers' network is created by the co-authoring relationships of the national R&D documents and the co-participation relationships of the national R&D projects. To sum up, a knowledge map-service system based on topic modeling and ontology is introduced for processing knowledge about the national R&D data such as research projects, papers, patent, project reports, and Global Trends Briefing (GTB) data. The system has goals 1) to integrate the national R&D data obtained from NDSL and NTIS, 2) to provide a semantic & topic based information search on the integrated data, and 3) to provide a knowledge map services based on the semantic analysis and knowledge processing. The S&T information such as research papers, research reports, patents and GTB are daily updated from NDSL, and the R&D projects information including their participants and output information are updated from the NTIS. The S&T information and the national R&D information are obtained and integrated to the integrated database. Knowledge base is constructed by transforming the relational data into triples referencing R&D ontology. In addition, a topic modeling method is employed to extract the relationships between the S&T documents and topic keyword/s representing the documents. The topic modeling approach enables us to extract the relationships and topic keyword/s based on the semantics, not based on the simple keyword/s. Lastly, we show an experiment on the construction of the integrated knowledge base using the lightweight ontology and topic modeling, and the knowledge map services created based on the knowledge base are also introduced.