• Journal of Fisheries and Marine Sciences Education
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• v.23 no.3
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• pp.433-444
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• 2011

The purpose of this study is to examine the task of the policy on the collecting cargoes of the Japanese container ports. Although the ports of Asia countries such as China, South Korea have increased the amount of cargoes dramatically since the latter half of 1990s, the amount of cargoes Japanese container ports deal with have increased within narrow limits. As a result of this trend, the position of Japanese ports as hub-ports has been falling down. The times of main liners linked with North America and Europe stopping at Japanese ports have continued to decrease. So Japan container ports need the policy to increase the amount of cargoes in order to avoid becoming feeder ports. This policy is to collect domestic cargoes which are transshipped in Asia ports such as Busan port from Japanese regional ports to core ports. By collecting domestic cargoes to Japanese core ports intensively, the times of international main liners stopping at Japanese core ports will increase. It's important to support the domestic liners linking between Japanese regional ports and core ports in order to collecting domestic cargoes to Japanese core ports effectively. In addition the role of Japanese government to achieve the coordination between Japanese regional ports and core ports is indispensable.

• Journal of Navigation and Port Research
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• v.37 no.6
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• pp.637-645
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• 2013

Masan bay with a semi-enclosed waters has serious water quality problems due to the low flow and river pollution load from land, and shows the vulnerable locational characteristics to storm surge. We are seeking the way of both operating disaster prevention facilities and water quality improvement measures in the bay. That is, the water was exchanged using the head difference occurred by operating disaster prevention facilities. The location of disaster prevention facilities was assumed to be in the inlet of the bay, in the vicinity of Machang bridge, and in the vicinity of Dot island and the operation time was assumed to be early morning hours(01~05) considering the number of shipping passage and annual tide, and spring tide of the largest head difference. In addition, the experiment case of water exchange including the in-outflow feeder pipe was tested. According to the simulation results, water exchange rate in all experiments has shown a steady increase. Water exchange rate of the whole of Masan bay in the case of present is 38.62%. The water exchange rate of the inside of Masan bay compared with the inlet of bay, appeared to be very low. Thus, we judged that the characteristics of semi-enclosed waters were well reproduced. On the results of the experiment of disaster prevention facilities and in-outflow feeder pipe, the case of the operation of disaster prevention facilities, water exchage rate is high compared with the case of present. And, the higer the operating frequency, the more water exchange is appeared. The cases of water exchange prevention facilities through the in-outflow feeder pipe caused by the head difference, also showed the higest improvement of the water quality. Compared with the south of Machang bridge, the effect of water exchange was better in the inlet of Masan bay and Dot island. On the other hand, the inlet of Masan bay is higer than Dot island as for water exchange of the whole of Masan bay, but opposite, water change rate including Masan inside was higher in the case of Dot island.

• Journal of Navigation and Port Research
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• v.29 no.6 s.102
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• pp.501-508
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• 2005

The purpose of this paper is to present the alternatives for improving coostal shipping logistics system to be a logistic hub-nation with a competitive edge. For this purpose, major environmental factors in Northeast Asia and accordingly its effects are analyzed And then the effects of coastal shipping system's development strategy is analysed using Structural Equation Model and Multiple Regression Model. Research results show that three types of coastal shipping development strategy( connected transportation system, structure of coastal shipping system, governmental support policy) will contribute much to being a logistics hub-nation. From the results, some implications are derived as follows. Firstly, environmental-friendly balanced ocean-coastal transport system is required Secondly, a excusive feeder port, Ro-Ro ship & high-speed ship are necessary to establish the one-stop logistics service system Finally, governmental support policy and subsidy(tax-exempted oil & various tax benefits) are required to reactivate lagged coastal shipping system to be a logistic hub-nation with a competitive edge.

• Journal of Digital Convergence
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• v.15 no.10
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• pp.123-132
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• 2017

In order to identify the factor and effect of shippers' inland transportation decision in North China and the Republic of Korea, the determinants of shipping liners, shippers and forwarders when selecting ports were extracted through previous studies and then analyzed using factor analysis and Fuzzy-AHP. As a result of analyzing the importance between groups, it can be found that while logistics costs at port and accessibility to hinterland are the most important factors for shipping liners, shippers and forwarders. Transportation cost by feeder is the most important sub factors for shipping liners. Inland transportation cost is the most important sub factors for shippers and forwarders. Through this study, it was recognized that one of the biggest concerns of shippers was reduction of inland transportation cost In addition, it was confirmed that the main factor of shifting the decision of the port selection from the shipping liners to the shipper is the reduction of inland transportation cost.

• Journal of the Korean Institute of Navigation
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• v.21 no.3
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• pp.1-18
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• 1997

From the beginning of 1990s , also in the shipping industry, especially liner shipping industry competition has been more intensive and difference of the service quality among shipping companies has been learned . On the other hand, a shipping company has some limitations to do its international mission for itself just by broadening service area. For this reason, the necessity for the global strategi alliance among the shipping companies, which is orginally aimed at sharing of facilities and organixation, has been developed. Through strategic alliance, liner shipping companies do not need to input the additional capitals to increase the material assets such as vessel capacity and spread the risk by the enlargement of the market. Also, they can secure the competitive edge through efficient utilizaton of assets. The purpose of strategic alliance of Hanjin Shipping Ltd., can be summarized as follows ; broadening of service area, cost reduction through vessel sharing, realization of rationalized shipping service by terminal and equipment or facilities sharing. Liner strategic alliances are agreement among liner companies to pol their equipment , andterminals for joint operations and services in which each alliance partner continues to serve its market using jointly operated or used inland feeders,inland terminals, port terminals, and mainline fleets of ship as well as joint pools of containers and equipment. Strategic alliances are generally more formal agreements than consortia and impose longer term and far reaching obligation on their members. It also acts as one in developing and advancing the strategic aims of the alliance members. The most important objective for liner strategic alliances is cost reduction and improvement in capital asset utilization. Main aims of strategic alliance drawn in this paper, can be enumerated follows : 1. improvements in service frequency and quality : 2. improvements in vessel and equipment utilization and thereby reductions in fixed and variable cost ; 3. improvements in market shares and high value cargo booking ; 4. reductions in intermodal storage and port terminal throughput costs ; 5. improvements in negotiating powers with ports and feeder transport providers ; 6. reduction in financial and other fixed costs such as insurance; 7. coordination and integration of MIS and EDI systems and service for greater efficiency and market penetration ; and, 8. improvements in logistic chain management and economic of scale by equipment depot, terminal, and vessel sharing.

• Journal of Korea Port Economic Association
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• v.30 no.1
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• pp.175-194
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• 2014

Because the thawing of the Arctic ocean is slowly accelerating due to global warming, recently exploring resources in Arctic ocean and transporting resources by using the North Pole route have been getting spotlight. Since the original route transported by the Suez Canal from Korea to Europe could be shorten about 8,000km in distance(decreased about 38% compared to the original route), which means shortening about 10 voyage dates, it is expected to bring huge logistics cost reduction. Once the North Pole route is commercialized successfully, it would be one of the most important variables that affects future of Busan port and guides for economic development of Busan. Therefore, the purpose of this study is to analyze Busan port and the economic growth of Busan area by researching promising industry, based on the effect of freight transporting by the Northern sea route on the economy of Busan. For this study, questionnaire surveys and interviews were conducted for 64 people of experts in the shipping and port industry, relevant government, and academics. The survey finding shows that port logistics industry is a promising business in Busan in terms of its growth and competitiveness. It is necessary to develop feeder network facilities that prepare for commercialization of the Northern sea route as a short and medium term plan and provide professional manpower training in polar regions. Ship supply business would also play an important role. It is identified that revitalization of shipbuilding and ocean plant industry should be done in terms of Arctic business. With regard to the fishery industry it is found that modernization of fishery ship and development of fishery equipment used in polar areas should be carried out.

• Journal of the Korean Institute of Navigation
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• v.10 no.2
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• pp.83-96
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• 1986

In the restricted sea way such as fair way in harbor, narrow channel etc, the safe ship-handling is a very important problem, which is greatly related with turning ability of ships. It is of great importance that ship-handlers can grasp the position of pivoting point varying with time increase at any moment for relevant steering activities. Mean while, in advanced ship-building countries they study and investigated pivoting point related with turning characteristics, hut their main interest lies in ship design, not in safe ship controlling and maneuvering. In this regards it is the purpose of this paper to provide ship-handlers better under standing of pivoting point location together with turning characteristics and then to help them in safe ship-handling by presenting fact that pivoting points vary according to configuration of ships. The author calculated the variation of pivoting point as per time increase for various type of vessels, based on the hydrodynamic derivatives obtained at test of Davidson Laboratory of Stevens Institutes of Technology , New Jersey, U.S.A. The results were classified and investigated according to the magnitude of block coefficient , length-beam ratio, length-draft ratio, rudder area ratio ete, and undermentioned results were obtained. (1) The trajectory of pivoting point due to variation of rudder angle are all the same at any time, though the magenitude of turning circle are changed variously. (2) The moving of pivoting point is affected by the magnitude of block coefficient, length-beam ratio, length-draft ratio, however the effect by rudder area ratio might be disregarded. (3) In controlling and maneuvering of vessels in harbor, ship-handlers might regard that the pivoting point would be placed on 0.2~0.3L forward from center of gravity at initial stage. (4) The pivoting point of VLCC or container feeder vessels which have block coefficient more than 0.8 and length-beam ratio less than 6.5 are located on or over bow in the steady turning. (5) When a vessel intends to avoid some floating obstruction such as buoy forward around her eourse, the ship-handler might consider that the pivoting point would be close by bow in ballast condition and cloase by center of gravity in full-loaded condition.

• Journal of the Korean Institute of Navigation
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• v.10 no.2
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• pp.97-114
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• 1986

Ship's maneuverability is very important factor in safe ship handling and economical ship operation. Steering characteristics are consisted of course stability and maneuverability. Today in many advanced ship-building countries, they study ship's course stability, using model ship tests, such as straight line tests, rotating arm tests and Planar Motion Mechanism (PMM) etc., in tow in tanks. It is the purpose of this paper to provide ship's handlers with better understanding of steering characteristics and to help them in safe controlling and manevering . In this paper, the author simulated response of various vessels, running straight course with constant speed, and they are disturbed by small external disturbance of one degree yaw angle with no angular velocity . The author used the hydrodynamic derivtives resulted at tests of Davidson's laboratory in Stevens Institute of Technology, New Jersey, U.S.A. Course stability was evaluated and analyzed in various respects, such as block coefficient, ratio of ship's length to beam, draft and rudder area ratio etc. The obtained results are as follows : (1) The ship's course stability is affected by magnitude of block coefficient greatly. In case that the block coefficient is more than 0.7, the deviation varies at nearly same rate but the requistite time to reach the steady course is different. (2) The ship's course stability is affected by magnitude of L/B. When the dimensionless time reaches about 3, the deviation and requisite time to reach the steady course are influenced nearly same. After the dimensionless time is about 3, they change on invariable ratio. (3) The effect to course stability by L/T and RA' can be neglected. (4) The reason why thy VLCC and container feeder vessel are unstable on their course is that their block coefficient is generally more than 0.8 and the ratio of ship's length to beam is about 6.0.

• Journal of Digital Convergence
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• v.15 no.11
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• pp.187-197
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• 2017

The purpose of this study is to analyze factors that have significant influence on decision making of inland transportation of shippers. The study was conducted in Republic of Korea and Northern areas of China where marine feeder lines are operated, and logistic regression analysis was used as a research method. More than 67% of the domestic shippers who received the questionnaire were found to make inland transportation decisions. As a result, the inland freight and unloading costs had a significant influence on the inland transportation decision of the shippers. On the other hand, in order to attract domestic and overseas shippers to generate profits, it is necessary to establish various infrastructures and incentives for government support to reduce inland transportation costs and freight charges by identifying needs of shippers. In addition, it is necessary to review the factors influencing decision making of inland freight in shippers and port facilities, and ways to create freight should be sought through continuous improvement efforts in these areas. An analysis using various factors which can influence inland transport is needed as a future study.