• Journal of Navigation and Port Research
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• v.41 no.6
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• pp.373-380
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• 2017

Operational errors caused by human factors, which is the major cause of marine accidents, include lack of knowledge, misunderstanding knowledge, and inadequate procedures. Recently, the type of propulsion mounted on KCG cutters has been diversified. In particular, the water jet propulsion unit, which was mainly installed in small boats, have been gradually expanded to medium and large size Coast Guard cutters, reaching 50% of the total. Axes types are divided into 2 to 4, and the bucket types are divided into Double Reverse Bucket(DRB) and Single Reverse Bucket(SRB); in these, the backward and steering control methods are completely different. Diversification of these operating systems can increase factors causing human error by the ships' operators. However, there is a lack of research on the maneuvering methods, considering the inherent active characteristics of each type of water jet. In this paper, we analyze the sideway method suitable for the condition of Coast Guard Exclusive wharf without assistance, based on the astern performance of each type. Then, a ship handling simulator was used for the experiment; they compared and verified through interviews of captains.

• Journal of Navigation and Port Research
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• v.46 no.3
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• pp.209-215
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• 2022

On the Jeju coast, international cruise ships, passenger ships, and other ships pass frequently, as well as many fishing boats. Thus, there is a high risk of marine accidents and frequent ship collisions. Accordingly, it is urgent to establish a coastal VTS for systematic safety management of ships passing through the coastal waters of Jeju. The purpose of this study was to set the area of the VTS to be newly established. In this study, to calculate the workload of the VTS operators, a formula was proposed that reflects the monitoring workload considering the monitoring frequency and required time for target as well as non-target ships and the workload for ship collision situations. The proposed formula was applied to the newly established VTS area in Jeju. Three control sectors were set up in each VTS center. The average number of workstations per hour was approximately 1, so the division between sectors was appropriate. Thus, it was deduced that there would be no workload for the VTS operators. It is expected that the method proposed in this study can be used as primary data for calculating the appropriate number of workstations for the current VTS, and setting the VTS area for a new coastal VTS in the future.

• Journal of Navigation and Port Research
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• v.48 no.3
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• pp.200-205
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• 2024

This paper examines the impact of ESG activities of domestic shipping companies on the cost of debt. It is known that companies with large information asymmetry tend to have high costs of debt. Corporate ESG activities have been identified as an effective means of reducing information asymmetry. By actively engaging in ESG activities, companies can lower the cost of debt by reducing information asymmetry. Therefore, this study aims to investigate whether these mechanisms, which have been observed in previous studies, also apply to domestic shipping companies. Multiple regression analysis is conducted on KOSP I-listed shipping companies from2010 to 2022. The cost of debt is set as the dependent variable, while the ESG rating is used as the explanatory variable. The analysis reveals that companies with a high level of ESG activities generally have a lower cost of debt. However, it is important to note that ESG activities of shipping companies do not seem to have a significant impact on their cost of debt. In fact, the level of ESG activities among domestic shipping companies is not particularly high (Hong, 2024). Despite these findings, domestic shipping companies should still strive for sustainable management to adapt to the rapidly changing business environment and meet the demands of the modern era. ESG management is a representative method for achieving sustainability. Therefore, shipping companies should not only focus on reducing the cost of debt but also on opening up the closed industry culture and communicating with capital market participants for sustainable growth. It is crucial for these companies to listen to the voices of stakeholders and embrace a holistic approach to sustainability.

• Journal of Navigation and Port Research
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• v.48 no.1
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• pp.55-61
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• 2024

Environmental, Social, and Governance (ESG) management may be one of the recent hot topics in corporate management. The purpose of this paper was to study the level of ESG activities of shipping companies. The shipping industry is known to have low transparency and low favorability (Yun, 2022). This study determined whether ESG activities of shipping companies known to the public or studied qualitatively were consistent with objective facts through quantitative analysis. Analysis was conducted on 8,009 firm-year KOSP I listed companies from 2010 to 2022 using ESG ratings evaluated and published by KCGS. As a result of the analysis, it was found that shipping companies had a lower level of ESG activities than non-shipping companies. Although many research studies have been done on companies' ESG activities, research on corporate social responsibility activities and ESG activities of domestic shipping companies is limited. This paper is significant in that it is the first study to quantitatively analyze ESG management status of domestic shipping companies. Shipping companies should make efforts to improve their images, improve their business performances, and increase corporate sustainability by taking the lead in proactive ESG activities rather than performing passive ESG activities due to external regulations such as IMO 2020 and IMO 2050.

• Journal of Navigation and Port Research
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• v.47 no.3
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• pp.147-154
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• 2023

This study aims to determine the necessity, role, utilization, and operation and management plan in relation to the underwater space platform where humans can newly reside. It provides a comprehensive opinion on the need for creating undersea space and operation plans based on opinions of industry-university-affiliated organizations involved in the R&D project of the Ministry of Maritime Affairs and Fisheries for the utilization of undersea space and external experts participating in marine technology development. In this study, a survey was conducted on researchers participating in the construction of a Korean submarine space platform. FGI was conducted on marine technology development experts. Results were then derived. As a result of the analysis, the need for subsea space construction was found to be high. As for the role of subsea space, the most common opinion was to develop technology for utilizing subsea space and to secure marine science research functions. It was found that the creation of subsea space would have a positive impact on the domestic industry, especially the deep-sea development industry and the shipbuilding/offshore structure industry. In terms of utilization, after the end of the seabed space test bed, the response to utilization as a marine observation base and marine ecosystem research had the highest proportion. As for expected inconvenience, discomfort in the psychological environment was the highest. Experts suggest that securing a continuous budget is most important for stable operation in the future and that securing a manpower budget is essential for itemized budgets. In addition, it was judged that it would be appropriate to establish a prior agreement from the time of the prior agreement and prepare a countermeasure before proceeding with the project in order to ensure ownership issues, consignment management issues, and cost issues when using the project after the end of the project.

• Journal of the Korean Society of Marine Environment & Safety
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• v.18 no.2
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• pp.85-93
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• 2012

We study on the distribution characteristics of antifouling agents such as Sea-nine 211, Irgarol 1051, Diuron using HS-SPME method in southwestern coast of Korea. Short half-life of Sea-nine 211 was distributed in very low concentrations and/or below detection limits in all of the sampling points, both water and sediments samples. Irgarol 1051 was detected to have the highest concentration respectively $6.98{\mu}g/L$, 28.50 ng/g-dry wt in the seawater and sediments, and regional distribution characteristics did not appeared. Strong bioaccumulation and long half-life of Diuron was distributed higher concentration than in all sampling point and was analyzed to have the highest concentration(3882.22 ng/g-dry wt) Mo7(Mokpo)'s sediment. Irgarol 1051 and Diuron distributed in the shipbuilding industry and ship marina are located just at the point to found in high concentrations. In addition, the distribution of the antifouling agent materials were lower in concentration than in inner bay to outter bay in sediments. Antifouling agent materials from these results were contaminated high potential from port and shipbuilding industry located in inner bay.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.5
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• pp.535-541
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• 2019

The purpose of this study was to investigate the possibility of fishery in offshore wind farms and evaluate the risk linked to the presence of turbines and submarine cables in these areas. With this objective, we studied an offshore wind farm in the Southwest Sea and the current state of vessels in the surrounding National Fishing Port. The risk assessment criteria for 22 fishing gears and methods were set by referring to the fishing boats; thereafter, the risk was assessed by experts. The fishing gears and methods that could be safely operated (i.e., associated with low risk) in the offshore wind farm were: single-line fishing, jigging, and the anchovy lift net. The risk was normal so that it is possible to operate, but the fishing gears and methods that need attention are: the set long line, drifting long line, troll line, squid rip hook, octopus pot, webfoot octopus pot, coastal fish pot, stow net on stake, winged stow net, stationary gill net, and drift gill net. Moreover, the fishing gears and methods difficult to operate in the of shore wind farm (i.e., associated with high risk) were: the dredge, beam trawl, and purse seine. Finally, those associated with very high risk and that should not be allowed in offshore wind farms were: the stow net, anchovy drag net, otter trawl, Danish seine, and bottom pair trawl.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.5
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• pp.572-580
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• 2019

In view of the numerous discussions on global environmental issues, policies have been implemented to limit emissions in the field of marine transport, which accounts for a major part of international trade. In this study, a ship's emissions were calculated by applying the engine load factor to determine the total quantity of emissions based on the ship's speed reduction. For ships entering and leaving the Busan North Port from 1 January to 31 December 2017, emissions were calculated and analyzed based on the ship's type and its speed in the reduced speed zone (RSZ), which was set to 20 nautical miles. The comparison of the total amount of emissions under all situations, such as cruising, maneuvering, and hotelling modes revealed that the vessels that generated the most emissions were container ships at 76.1 %, general cargo ships at 7.2 %, and passenger ships at 6.8 %. In the cruising and maneuvering modes, general cargo ships discharged a lesser amount of emission in comparison with passenger ships; however, in the hotelling mode, the general cargo ships discharged a larger amount of emission than passenger ships. The total emissions of nitrogen oxides (NOx), sulphur oxides (SOx), particulate matter (PM), and volatile organic compounds (VOC), were 49.4 %, 45 %, 4 %, and 1.6 %, respectively. Furthermore, the amounts of emission were compared when ships navigated at their average service speed, 12, 10, and 8 knots in the RSZ, respectively. At 12 knots, the reduction in emissions was more than that of the ships navigating at their average service speed by 39 % in NOx, 40 % in VOC, 42 % in PM, and 38 % in Sox. At 10 knots, the emission reductions were 52 %, 54 %, 56 %, and 50 % in NOx, VOC, PM, and Sox, respectively. At 8 knots, the emission reductions were 62 %, 64 %, 67 %, and 59 % in NOx, VOC, PM, and Sox, respectively. As a result, the emissions were ef ectively reduced when there was a reduction in the ship's speed. Therefore, it is necessary to consider limiting the speed of ships entering and leaving the port to decrease the total quantity of emissions.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.4
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• pp.273-282
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• 2016

This study analyzed the origin and status of the registration system of water leisure craft to suggest an improvement plan for the ocean leisure industry. To identify the transition of the registration system, related water leisure craft, registration procedures and revised acts from "water leisure safety act", which was established in the early 2000 and enacted since then were examined. To understand the problems raised, the management of the registration system and related other systems were analyzed. The results were as follows. First, the registration system was designed just to check the number of registrations of water leisure craft so it does not provide various and useful information that administrators and registrants want. Second, it is impossible to utilize and reconstruct the information regarding water leisure craft. In addition, the current registration system does not have a data sharing system with the Ministry of Government Administration and Home Affairs so self-governing administrations are not connected to each other or to other electronic government systems. To resolve these problems, the construction of a new registration system is required. The new registration system of water leisure craft should facilitate not only processing registration files and administration work, but also multiple electronic governmental services that provide the water leisure users with useful information and encourage them to learn about their craft management and so on.