• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.08a
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• pp.113-120
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• 2004

Considering the present and expected demand for human resources by the maritime community, its quantity and quality depend on the number of the ships and the technology applied to them. Scientific and economic developments in this community bring the intensive use of modem technology for many of ships operation. Generally it effects to reduce the quantity of manpower, while it increases the requirement of qualifications of human resources to utilize such advanced technology. Considering above, the maritime education, training and research activities should be revised and updated according to the demand of the community. Because of a difference between the transition of the demand for the human resources and development of the maritime education, training and research activities, there are two most common questions as “What to teach” and “How to teach”. The first question has been asked for many years. The contents of maritime education and training are always related to the existing maritime knowledge and technology and should be updated with consideration of changes of the demand namely “Globalisation of maritime community”. It brings globalisation of the maritime education, training and research activities. The second question is still keeping us busy to look for the best way. Presently traditional methods are used together with new system, while the use of sophisticated simulation, communication and information systems etc. and it is changing our understanding on teaching. This paper introduces the new role of Maritime Institutions from the viewpoints of the maritime education. training and research activities. The role of guide for seafarers and maritime companies is always essential and the concepts such as “Refreshment Training”, “On the Job Training”, “Lifelong” or “Continuous Training” bring new understanding to the training period, trainee's age and position. As a result, the maritime institutions should be ready for their new role, which is, in brief, guiding the maritime society, recommending and providing new learning environments, organising research and developments, performing the education, training and assessment, improving existing methods and developing new methods of the education, training and assessment.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.475-482
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• 2019

The increase in human use and activity in the oceans is leading to marine pollution and habitat destruction. As a result, in particular, marine animals with a long life cycle and small population are threatened with extinction. Thus, the Korean government designated 11 artificial habitats, such as aquariums and marine museums, as Ex-situ conservation institutions to preserve endangered marine life in 2010. However, studies on the significance and economic value of Ex-situ conservation institutions providing marine life conservation services have not been conducted. Thus, the purpose of this study was to estimate the public's quantitative support for the operation policy of Ex-situ conservation institutions, which is a management method for the protection and propagation of marine animals in Korea. To achieve this, the economic value of the marine animal conservation role of the National Maritime Museum was estimated, operated as an Ex-situ conservation institution for the preservation of green turtles in Korea. By using the representative non-market valuation method for public goods known as the contingent valuation method (CVM), the economic value of the Ex-situ conservation institution (National Maritime Museum) was estimated at approximately 41.8 billion won to a maximum of 78.1 billion won. The results of this study can be applied as basic data for marine animal management policymakers in establishing efficient management plans for endangered marine animals in Korea's coastal waters.

• Strategy21
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• s.45
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• pp.91-115
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• 2019

When compared to land territorial claims, maritime claims have not attracted as much attention from the public as well as the academia. However, after the ICOW (Issue Correlates of War) data was published and was expanded to include maritime and river claims, there have been many quantitative studies that analyze maritime claims or separate different types of territorial claims to explain various mechanisms over different types of territorial claims. These quantitative studies have provided valuable explanations about the onset and the management of maritime claims. This research tries to review these quantitative research. Most studies about maritime claims, especially regarding the management of claims, analyze maritime claims based on two different levels of factors. First, from the perspective of systemic level, several studies focus on the role of international institutions and systemic level of democracy to explain the management of maritime claims. Second, at the dyadic level, many studies explain how the issue salience, past experience, the presence of resources, joint democracy, and relative power influence the occurrence of peaceful settlement attempts or conflictual behaviors over maritime claims. Based on the review of these literature, this research tries to identify several factors to explain the Dokdo issue and to encourage peaceful settlement attempts over the Dokdo issue.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.6
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• pp.726-734
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• 2019

The current maritime industry is expected to have a significant impact on the role of maritime-related technologies and systems, especially seafarers, in the rapidly changing Fourth Industrial Revolution. The Maritime Autonomous Surface Ship (MASS) aims to reduce the number of safety accidents and improve seafarers' working environment. With regard to MASS, the International Maritime Organization has been trying to minimize unexpected impact in the maritime education and training sector by establishing international conventions such as the Standards of Training, Certification and Watchkeeping for Seafarers. However, domestic designated educational institutions have not yet established an education and training scheme to develop seafarers who will be on board for MASS. Therefore, this paper reviews the technology of MASS, analyzes the changes in education and training in order to upgrade the qualifications, and suggests the competencies of smart seafarers equipped with the integrated management ability required for Artificial Intelligence, Big Data, Cybersecurity, and the Digital System Revolution through education and training. In addition, this study provides basic information for the education and training of seafarers who are optimized for the rapidly changing technological environment.

• Maritime Security
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• v.3 no.1
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• pp.45-72
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• 2021

North Korea's cyber capabilities represent a relatively new threat to global financial institutions and foreign governments, particularly the U.S and South Korean governments. Based primarily on publicly available sources, such as journalistic accounts and scholarly publications, this qualitative paper analyzes the ways in which North Korean leader Kim Jong Un has bolstered his country's asymmetric power and advanced his line of byungjin (dual development in the economy and military). Particularly by merging the cyber and maritime domains, North Korean operatives generate more revenue for the regime and helps keep the heavily sanctioned leadership in power. Despite the increased international attention to North Korean hackers, few analysts have examined the important role of cyber in the DPRK's internal political culture, specifically in advancing Kim Jong Un's byungjin line. Cyber fits into the DPRK's longstanding tradition of irregular warfare and guerilla-based armed struggle. Cyber also further advances Kim's personal reputation in the DPRK as an economic innovator and military strategist. This paper pays particular attention to the role of the DPRK's cyber operations in both ideological and maritime contexts. Recently, North Korean hackers have targeted South Korean shipbuilding industries and developed a blockchain scam, known as Marine Chain. North Korean cyber agents have increasingly paid attention to the nexus of cyber and maritime domains in their activities.

• Journal of Navigation and Port Research
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• v.44 no.2
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• pp.79-87
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• 2020

In the field of logistics, the maritime shipping industry plays a critical role as the backbone of global trade activities. Nevertheless, previous studies on the commercialization and benefits of blockchain technology are limited in the field of marine logistics. Thus, the purpose of this study was to predict the benefit for each group involved in marine logistics when blockchain technology is applied. As such, 21 factors of benefits were selected for seven major logistics groups (financial institutions, freight forwarders, inland transportation, ocean carriers, port operators, port-related government authorities, and shippers) to study the benefit expected for each through the commercialization of blockchain technology. Based on the results, a different benefit level is expected for each group when blockchain technology is used. In order, ocean carriers (0.155), inland transportation (0.150), financial institutions (0.153), port operators (0.145), freight forwarders (0.142), port-related government authorities (0.129), and shippers (0.126) were found to benefit most from the use of blockchain technology. This study has industrial implications in that it presents the benefits expected when blockchain technology is realized and used in marine logistics by groups involved in logistics transactions.

• Journal of Navigation and Port Research
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• v.44 no.3
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• pp.203-210
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• 2020

It is important to establish a strong system of agencies for protection against disasters. Also, the system of protection against disasters by the residents is necessary to be strengthen the system. We examined the roles of the protection agencies and the administrational institutions against disasters. The results are: 1) The mutual assistance agency relies on the administrational institution on a hardware surface., 2) On the software surface some systems of protection from disasters are under the control of the agencies, and some are under the control of the administrational institution., 3) The shelters are unable to meet the needs of people in any disaster. Thus, we should use of the existing institutions as evacuation areas., 4) The people working in the city in which they live tend to know the protocols of the disaster measures and to recognize the disaster maps well.

• Proceedings of the Korea Information Processing Society Conference
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• 2019.10a
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• pp.491-494
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• 2019

The results from the analysis of recent security breach cases of industrial control systems revealed that most of them were caused by the employees of a partner company who had been managing the control system. For this reason, the majority of the current company security management systems have been developed focusing on their performances. Despite such effort, many hacking attempts against a major company, public institution or financial institution are still attempted by the partner company or outsourced employees. Thus, the institutions or organizations that manage Industrial Control Systems (ICSs) associated with major national infrastructures involving traffic, water resources, energy, etc. are putting emphasis on their security management as the role of those partners is increasingly becoming important as outsourcing security task has become a common practice. However, in reality, it is also a fact that this is the point where security is most vulnerable and various security management plans have been continuously studied and proposed. A system that enhances the security level of a partner company with a Virtual Desktop Infrastructure (VDI) has been developed in this study through research on the past performances of partner companies stationed at various types of industrial control infrastructures and its performance outcomes were statistically compiled to propose an appropriate model for the current ICSs by comparing vulnerabilities, measures taken and their results before and after adopting the VDI.

• Strategy21
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• s.42
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• pp.83-113
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• 2017

After defeat in World War II, Japan's Peace Constitution committed the country to forego the acquisition of offensive military capabilities. However, in the midst of the post-cold war period, Japan began to change its security posture in line with the so-called 'normal state theory', which called for a more robust defense posture and expanded security activities. The second Abe administration promoted these security policies by issuing a National Security Strategy as well as a new National Defense Program Outline(NDPO) in 2013 and by establishing new security institutions such as the National Security Council. The Abe administration also adopted the new concept of a 'Unified Mobile Defense Force' in the 2013 which replaced the 'Dynamic Defense Force' as a new criteria for the Self-Defense Force's acquisition of military capabilities. In this new concept of military capabilities, the Ground Self-Defense Force is planning to replace existing divisions with mobile divisions and to form 'Amphibious Rapid Deployment Bridge' for the first time in 2018, which has long been taboo in Japan. Japan has experience a Marine Corps in the past. Likewise, an offensive changes in the military strategy can change the spectrum of strategy and 'Amphibious Rapid Deployment Bridge' plays a big role in this. Furthermore, Japan is increasing the Coast Guard's budget and capabilities in preparation for contingencies around the Senkaku islands (called the Diaoyu in Chinese). The South Korea navy should utilize Japan's changing security posture to deter immediate threat such as North Korea's military provocations and potential enemy threat such as China, Japan, Russia.

• Korea Trade Review
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• v.47 no.5
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• pp.289-304
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• 2022

Korea's LNG and crude oil are the most important energy and export raw materials, but 100% import resources by overseas. However, tanker shipping companies, which play the most crucial role in energy cargo security, are very small in number and size, which can be a factor in the supply chain crisis. Therefore, this paper studied the policy of expanding tanker transportation necessary for the transport of crude oil and LNG in Korea. In the existing literature, there was no policy study necessary for tanker ships, but referring only to the importance of overseas energy development and transportation, so we tried to derive various demands necessary for expanding the tanker fleet through expert interviews and AHP which was conducted on 89 related energy institutions to derive policies and their priorities. The results of the study are as follows. As for the policy, the financial support policy was the highest priority, followed by the business and the mutual cooperation policy of related agencies. Tax support (22.6%) and ship financing (19.4%) were the highest priorities, followed by the Energy Intermediate Promotion Act (11.9%), Tanker Guarantee Insurance (10.6%), Energy Budget Independence (9.3%), and Korea Trader Development (8.2%). Energy governance (6.3%), information center establishment (6.2%), and energy procurement committee (5.5%) ranked seventh, eighth, and ninth. The research results show that it is necessary to supply sufficient ships to the market through the expansion of ship finance for tankers and to follow business support policies such as guarantee insurance. In addition, it was also possible to derive that the financial resources need to be determined by law and independent budgets for consistency and continuity.