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A Study on Planning of International Cruise Ship Terminal at Busan port
Full text linkThe main thrust of architectural planning for international cruise ship terminal is intended to bring about environmental change which permits important economic activity to occur, and which improves opportunities for development of the cruise terminal area.
Cruise ship terminal project has certain specific requirement. The most fundamental is a cruise terminal location, where enough quay space would be provided, and where adequate services and activities which facilitate and complement the main activity can be located.
The study of Architectural plan for international cruise ship terminal indicates an important need for the regeneration and re-use of pier 1,2 areas, buildings and spaces at pusan port.
The pier 1,2 area today have the capacity to accommodate some of state-of-the-art cruise vessels. Pusan would become a home port and provide fly/cruise holiday programmes.
These goals can only be achieved through the development and management of state-of-the-art facilities for international cruise passenger handling. These facilities would have to be supported by other commercial activities and services which would support Pusan's attempt to cruise terminal development.
Recent years have seen considerable investment in infrastructure, the appropriate international levels of passenger handling still needs to be improved in order to achieve the main goal of becoming a hub. International cruise ship terminal in pusan port is therefore needed, which facilities the handling of passengers, offers the required shelter, and incorporates excellent customer services.
It is realised that it is very difficult to become a cruise hub by just offering passenger handling facilities. These are two reasons for this. The first is that the facility has to cater for the different requirements of its users, including accommodation, entertainment and recreational needs.
Secondly, the financial feasibility of the project requires that supplementary facilities are provided to generate long term revenue needed to offset to the infrastructural costs which have to be spent up front.
The concept of becoming a hub for cruise shipping entails having good connections with the airport.
The existing level of access to the area can generally be described to be poor. The pier1,2 is not attractive, the road is dangerous, and most importantly, there is a lack of activities which appeal to the general public.
The proximity of port related storage and industrial activities reinforce this negative impression given to anyone visiting the area for the first time. The architecture planning for international cruise ship terminal must therefore aim at changing this image of pusan through development plan which enhance the waterfront qualities in pusan.목차
1. 서론 = 1
1.1 연구배경 및 목적 = 1
1.1.1 연구배경 = 1
1.1.2 연구목적 = 2
1.2. 연구내용 및 방법 = 4
1.2.1 연구내용 = 4
1.2.2 연구방법 = 4
2. 국제 크루즈 터미널 현황 = 7
2.1. 북미 크루즈 터미널 개발 사례 = 7
2.1.1 커네버럴항(Port Canaveral)의 크루즈 터미널 = 7
2.1.2. 시애틀 벨스트리트 피어와 Pier9 = 13
2.1.3. 에버글래이드 크루즈터미널 개발 = 19
2.1.4. 샌프란시스코항 = 26
2.1.5. 샌디에고항 = 27
2.2. 벤쿠버 크루즈 터미널 개발사례 = 29
2.2.1. 벤쿠버 크루즈 터미널 = 29
2.2.2 벤쿠버 크루즈 터미널 확장계획 = 34
2.3. 유럽 크루즈 여객선 터미널 개발사례 = 35
2.3.1 벨레타(Valletta) 크루즈 터미널 = 35
2.3.2 도버(Dover) 크루즈 터미널 개발 = 40
2.4. 동남아시아 크루즈선 터미널의 = 42
2.4.1. 홍콩 오션 터미널(Hong Kong Ocean terminal) = 42
2.4.2. 싱가폴 터미널(Singapore Cruise Center) = 43
2.4.3 방콕 터미널 = 45
3. 크루즈 터미널 계획 기법분석 = 47
3.1 샌프란시스코 크루즈 터미널계획 = 47
3.1.1 샌프란 시스코 Pier 35 시설 분？？ = 47
3.1.2 샌프란시스코 피어 27/29 계획 = 49
3.1.3 샌프란 시스코 Pier 30/32 터미널 계획 = 53
3.2. 오산바시(Osanbasi) 크루즈 터미널계획 기법 = 56
3.2.1 오산바시 크루즈 여객선 터미널 현황 = 57
3.2.2 터미널 평면 및 부두단면 = 61
3.2.3 여객 터미널의 기능분석 = 63
3.3. 벤쿠버 크루즈 터미널 계획기법 = 67
3.3.1. 크루즈 터미널 개발 현황 = 67
3.3.2 터미널 면적산정 = 69
3.3.3 크루즈 터미널 건물의 형태와 높이 = 70
3.3.4 공공 오픈 스페이스 = 71
3.4. 기타 크루즈 기항지의 터미널 계획 = 73
3.4.1 탐파(Tampa) 크루즈 터미널 = 73
3.4.2 웰링턴(Wellington)크루즈 터미널 = 74
3.4.3 스테이션(Station) 피어 = 75
3.4.4 쇼 피어(show pier) 여객선 터미널 = 78
4. 부산항 국제 크루즈선 터미널 건축계획 = 81
4.1. 부산항 터미널 개발현황 = 81
4.2 부산항 1,2 부두 현황 = 83
4.2.1 토지 이용체제 = 83
4.2.2 제한된 부두 공간 = 87
4.2.3 입출국 수속 = 87
4.3 부산항 국제 크루즈 터미널 계획방향 = 87
4.3.1 기본계획 방향 = 87
4.3.2 국제 크루즈항 인프라 구축 = 89
4.3.3 부산항 국제 크루즈 터미널 건축계획 방향 = 92
V. 결론 = 10
A STUDY ON EXCLUSIONS OF MARINE HULL INSURANCE:FOCUSED ON THE ITC-HULLS, 1995
Full text linkChanges in shipping practice and maritime law affect the marine insurance industry and are usually reflected in amendments to the ITC. As a result of several new regulations and situations changed in the international trade and shipping, The ITC-HULLS,1995 was introduced in place of the ITC-HULLS,1983 on the 1st of November,1995.
Although the ITC-HULL,1995 is not being used in Korea, some practitioner can find that the ITC-HULLS,1995 will be introduced in Korea sooner or later because most insurance companies have been under depression for years with the lowest premium rate and recently the World Trade Center collapsed by terrorists in New York. It will be a problem if some major insurance companies can not maintain their solvency for those or future losses. Anyhow most underwriters will raise the premium rate as much as what allows the underwriters to get out of their difficulties and will require shipping companies in Korea to attach the ITC-HULLS,1995 on the policy instead of the ITC-HULLS,1983. Therefore the ITC-HULLS,1995 shall be studied. Especially the assured have to know exclusions thoroughly which discharge the insurer from any liability. That is to say, the assured will not be covered against excluded perils by the policy, unless otherwise provided in the policy. Loss or Damage caused by perils excluded will be a burden to the assured and will claim large amount of expenses and liabilities. It is needless to say the importance of understanding new clauses.
The aims of this paper are as follows:
to study the prospect and importance of the ITC-HULLS,1995 with pre -studying maritime perils and applications of cases.
to study the reasonable methods in order to get reasonable premium on the side of the assured under ITC-HULLS,1995 which puts heavier responsibilities on the assured.
In order to complete these aims, the precedent papers and books published in home and overseas are taken so as to complete the theoretical research on maritime perils as well as statutory and customary exclusions and some cases are explained to show applications of exclusions of ITC-HULLS,1995.
This paper consists of 6 chapters as follows:
Chapter 1 introduces the purpose and scope of this study.
Chapter 2 shows the definition of maritime perils. It divides maritime perils into two groups like perils insured against and perils excluded. Then the principles of compensation of the insurer, when several perils are competing one another simultaneously in an accident, are explained in this chapter.
Chapter 3 relates to exclusions found in the Marine Insurance Act,1906. Exclusions specified in the MIA,1906 are called statutory exclusions. In this chapter, various statutory exclusions, the principles of interpretation and the onus of proof of exclusions are mentioned.
Chapter 4 is a main part of this paper. What have been studied so far in Chapter 1,2 and 3 help to approach customary policy exclusions. The changes of clauses used in the past and the international situations having affected the ITC-HULLS,1995 are explained and exclusion of the ITC-HULLS,1995 are analysed clause by clause.
Chapter 5 points out the prospect of application of the ITC-HULLS,1995 in korea and some cases are taken to enhance the understanding exclusions of the ITC-HULLS,1995.
Chapter 6 is the summary and conclusion of this paper.목차
Abstract = 1
第1章 序論 = 4
第1節 硏究의 目的 = 4
第2節 硏究方法 및 範圍 = 6
第2章 海上危險의 槪念과 種類 = 8
第1節 海上危險의 槪念 = 8
1. 危險의 區分 = 8
2. 海上危險의 意義 = 10
第2節 海上危險의 種類 = 11
1. 擔保危險 = 12
2. 免責危險 = 14
3. 近因說 = 15
第3章 英國海上保險法上 免責危險 = 17
第1節 英國海上保險法上 免責의 槪念 = 17
1. 意義 = 17
2. 性質 = 18
第2節 英國海上保險法上 保險者 免責危險의 分類 = 19
1. 個別免責 = 19
2. 包括免責 = 22
第3節 保險者 免責의 解釋原則 = 25
1. 嚴格 解釋 原則 = 25
2. 危險의 同質性 原則 = 25
3. 擔保危險의 普遍性 原則 = 26
第4節 保險者 免責危險의 立證責任 = 27
1. 包括責任主義 = 27
2. 列擧責任主義 = 28
3. 立證責任의 緩和 = 29
第4章 協會期間保險約款(ITC-HULLS,1995)上 免責危險 = 30
第1節 協？襄▧泄질躬널？(ITC-HULLS,1995)의 改訂 = 30
1. Lloyd's SG Policy = 30
2. 協會期間保險約款(ITC-HULLS,1983) = 31
3. 協會期間保險約款(ITC-HULLS,1995)의 改訂背景 = 32
第2節 協會期間保險約款(ITC-HULLS,1995)의 免責危險 = 33
1. 擔保危險을 近因으로 하지 않는 損害 = 33
2. 被保險者의 相當注意義務 缺如에 의한 損害 = 35
3. 3/4 衝突賠償責任의 免責事項 = 46
4. 共同海損 및 救助에 따른 免責事項 = 50
5. 控除額 以下의 小損害 = 54
6. 至上約款 = 56
7. 其他의 免責事項 = 64
第3節 協會期間保險約款(ITC-HULLS,1995)上 免責危險의 事例適用 = 66
1. 호남사파이어 接觸事件 = 66
2. 한진부산호 火災事件 = 69
第4節 被保險者의 合理的 危險管理方案 = 70
1. 國內外 保險市場의 實態 = 70
2. 船舶會社의 合理的 危險管理方案 = 71
第5章 結論 = 7
A Study on the Image Recognition Algorithm and Control Module Implementation using Fuzzy Inference
Full text linkFuzzy inference is an important issue in research on the fuzzy set theory. Because of the suitability for representing uncertain values, fuzzy numbers have been widely used in many applications.
In this paper proposed detecting specific position of the object using fuzzy inference and image processing.
Recently instead of classify the object by shade using existing analog sensor, apply a theory to detect of the object information by using image data from CCD camera. It takes interest in the morphology of image, fuzzy inference and image analysis system on knowledge base. and now days, image processing method was used in the most part of field. So, in this paper proposed detecting method on specific position of specific object(fish) about real time gray level input image using image processing method(histogram analysis, binary, erosion, dilation, projection) and application case in intelligent processing system using the fuzzy inference algorithm and based on the computer with machine vision system. We obtained dynamic threshold value, contrast value, brightness value ,erosion and dilation value using fuzzy inference.
This processing system is inspected by IBM-PC interface digital I/O card, image grabber board, micro-controller and sensor, etc, so the operating data(the position of cutter, cutting operation, conveyor of movement, detecting fish, observation of sensor data, transmission of cutting data, etc) of processing system are monitoring and control on IBM-PC monitor during the processing time.
A view of a component control machine in this paper, one frame image as captured by CCD camera of effective pixel resolution 320×240. If the positioning of the carriage is based on accurate gauging of the desired position, the image contains the necessary information.
Finally, a control system processing work-cell was presented as a system to which the model could be applied. The results of a practical implementation of the system were given. We conformed that our study had better performance than conventional one.목차
Abstract = i
제1장 서론 = 1
제2장 퍼지이론 = 3
2.1 보통집합과 퍼지집합 및 연산 = 3
2.2 퍼지추론 = 7
2.3 퍼지 제어기의 구성 = 9
제3장 비젼 시스템 및 영상처리 기법 = 13
3.1 비젼 시스템의 구성 = 13
3.2 영상처리 기법 = 15
제4장 퍼지 추론을 이용한 영상인식 알고리즘 = 20
4.1 퍼지 추론에 의한 임계값 추출 = 20
4.2 퍼지 추론에 의한 명도값 및 대비값 추출 = 29
4.3 퍼지 추론에 의한 영상의 침식과 팽창연산 = 33
제5장 제어모듈 구현 및 실험 = 38
5.1 영상획득 및 처리부 = 38
5.2 제어부 및 구동부 = 40
5.3 실험 및 결과 = 43
제6장 결론 = 52
참고문헌 = 53
부록 = 5
An Empirical Study on the post-1997 Financial Structure as influenced by the Managerial Characteristics of Korean Shipping Firms
Full text linkThe Korean shipping Industry has the difference from other industry in the fund-raising type for the vessel acquisition due to the characteristics of the industry, and the financial structure of shipping firms is shown to be very weak against the manufacturing business.
Accordingly, the purpose of this study is to examine the factors which affect the financial structure after the foreign exchange crisis, based on the factors which have the effect upon the financial structure. And then this research presents the alternatives which can strengthen the financial structure of Korean shipping industry.
To accomplish the purpose of this study,
Firstly, the theoretical background on financial structure and corporate value decision and the preceding study on the decision of financial structure are reviewed, and then the affecting factors of the financial structure are identified.
Secondly, the effect which the foreign exchange crisis have upon the shipping industry and its industrial characteristics are examined, and the features of management conditions and financial structure, comparing it with the manufacturing business are analysed.
Thirdly, This paper examines the difference of financial structure before and after the foreign exchange crisis by T-test for the shipping firms in Korea. And also the effecting factors of financial structure are extracted, and then the effect relationship with debt ratio(total debt and fixed debt), proxy variable, which can represent the financial structure, by the multivariate regression analysis are examined.
The results of this research are summarized as followsSecondly, it is shown that there is no relation between the sales which is the enterprise size of ocean shipping firms and the fixed debt ratio during the verification period (1998 to 2001) after the foreign exchange crisis.
In the most preceding studies, the larger the enterprise size is, the higher the reliability of enterprise is, and so the loan becomes easy.
It supports the hypothesis that the debt is favored to reduce the dividend pressure on the stockholders and the proxy expenses on own capital but it is shown that it is not supported in the shipping firms.
The fitness of Model is somewhat low, but it is shown that it has no relationship with the size and debt ratio in the comparison period which is the year before the foreign exchange crisis.
Thirdly, it is shown that it has no concerns with the sales change ratio and the financial structure which indicate the business risk of ocean shipping firms.
In the ocean shipping firms, debt ratio is very high under the industrial characteristics against other industries. In case the conditions of shipping market is uncertain, the enterprise risk is higher and higher as much as the bankruptcy risk is considered.
In case the marketing situations is expected to be dull, it is general that the equity is reduced and then the debt is reimbursed by the decision of conservative opinions. But in case of the ocean shipping firms, when the conditions of shipping market become dull, the incomes of shipping freight is sharply reduced, and also the reserve power of repaying the debt becomes disappear upon the characteristics of shipping firm, and it shows the features which the additional supply of debt is difficult.
That is to say, before the sales change ratio which is the incomes of shipping freight has the direct effect upon the debt rate, there are many uncertainties in shipping environment, and thus it is shown to reflect the industrial attribute of ocean shipping firms.
Also, the sales change ratio is not stably calculated by the shortage of sample, and so the hypothesis is not supported.
Fourthly, it appears that the coverage which shows the interest payment ability of shipping firms does not have the effect upon debt ratio which is the financial structure.
In most cases, if the business profit is large against the interest size, the fund raising power is big and so it can be considered that debt ratio is relatively high, but in case of the shipping firms, it is not supported.
Fifthly, the suitability of fixed assets, which is the fixed rate(fixed asset/equity), and the debt rate shows the strongest positive relationship in the examination year which is before and after the foreign exchange crisis, the year concerned to the foreign exchange crisis, and the comparison year which is before the foreign exchange crisis.
The meaning of this positive results proves the most important financial and investment opinion decision which the vessel scale is changed as the vessel is the main-operational-fixed assets under the characteristics of shipping industries, and it is judged that the decision of investment opinions for the vessel acquisition has the biggest effect upon the financial structure.
Sixthly, it rejected the hypothesis 5 indicating that the chartering incomes rates reflecting the features of shipping industries affect the debt ratio.
The chartering activities are the high risk shipping activities and also are the important activities which decide the scale of fleet.
The increasing and decreasing of chartering scale do not have the direct relationship with the financial structure of shipping firms.
Seventhly, it is shown that there is no the noted effect relationship between the cash flow of shipping firms and the financial structure.
As the cash flow is calculated as the depreciation plus the net income for the period.
The higher the depreciation is, the higher the securities value for the debt raising is. It is the results against the most preceding studies which debt ratio is high when the cash flow is high.
Eighthly, it shows that the foreign exchange gain and loss ratio and debt ratio have the effect relationship.
The verification period after the foreign exchange crisis was the special economy environment in which the foreign exchange rate was sharply increased rather than before.
In these environments, it was not avoidable that the extreme foreign exchange difference loss and the foreign conversion loss were given to the shipping firms which own the long-term foreign debt, and the worsening of financial structure was essential due to this.
It will have to consider the examination results which reflected these economy situations and the industrial characteristics.
On the other hand, the suggestion shown in this study academically and practically is as shown in the followings.
Firstly, there is the value of study on which I extracted the factor affecting the financial structure and analysed the effect relationship in consideration with the environmental characteristics before the foreign exchange crisis on the object of shipping firms which is different in the industrial characteristics from the general manufacturing enterprises and listed enterprises.
Secondly, as the results of examining the fitness of financial structure in the shipping firms, ROA(Return on Assets) is below the capital cost, and thus it is difficult to look forward to the positive financial leverage effect.
Notwithstanding, it can be regarded that it is due to the industrial characteristics of fund raising form for the vessel acquisition which debt ratio is very high against the manufacturing enterprise.
However, for the purpose of having the international competition power in the changing shipping environment, it is shown to require the management efforts of business circles which reduces debt ratio gradually and the support policy of government.
Finally, as the limit of this study and the further study subject,
Even though this study inspected whole samples in ocean shipping firms, the number of sample is not so many against the sampling period, and so it can not be exclude the possibility that the bias of sample dispersion has the effect upon the study results.
So, it is required to study on the various analysis to the factor of affecting the financial structure of Korean shipping firms, which reflects the further characteristics of the shipping industry.Firstly, as the result of analysing the difference of financial structure of shipping firms before and after the foreign exchange crisis, it was found that there were differences in total debt ratio and fixed debt ratio.
As the result of structure adjustment due to the pressure of reducing debt ratio by the government and the vessel sales of shipping companies, the total debt ratio of shipping firms was reduced from 2,000% of the comparison year to 975% and the fixed debt ratio from 1,124% to 496%, after the foreign exchange crisis.
With regard to the change of financial structure in the shipping firms before and after the foreign exchange crisis. The results of examining the relationship between the factors which affect financial structure after the foreign exchange crisis are as follows목차
Abstract = X
제1장 서론 = 1
제1절 연구의 배경과 필요성 = 1
제2절 연구목적 = 2
제3절 연구내용과 연구방법 = 3
제2장 재무구조에 관한 이론적 배경과 선행연구 = 5
제1절 재무구조이론의 의의와 중요성 = 5
제2절 재무구조에 관한 기존연구와 동향 = 10
1. 재무구조와 기업가치결정에 관한 연구 = 10
2. 기업환경에 따른 재무구조결정요인에 관한 기존연구 = 23
3. 목표재무구조에 대한 조정속도의 결정요인에 관한 연구 = 24
제3장 한국해운산업의 경영적 특성과 외항선사의 경영현황분석 = 27
제1절 해운산업의 특성과 재무구조 = 27
1. 해운업의 국제성 = 27
2. 해운업의 자본집약성 = 31
제2절 IMF 외환위기가 외항선사의 재무구조에 미친 영향 = 38
1. IMF 외환위기와 해운업 = 38
2. 외화환산손익의 회계처리상의 문제 = 40
3. 부채비율 200% 준수가 가져온 해운기업 재？チ┎？의 왜곡 = 44
제3절 외항선사의 경영현황분석 = 47
1. 수익성 분석 = 47
2. 재무구조 분석 = 50
3. 자산 및 자본의 효율성 분석 = 51
4. 생산성 분석 = 53
5. 한국해운산업 경영현황분석 요약 = 56
6. 재무구조 적합성분석 = 57
제4장 외항선사의 재무구조 영향요인에 관한 실증분석 = 59
제1절 연구모형의 설계와 연구방법론 = 59
1. 연구모형과 연구가설 설정 = 59
2. 연구변수의 조작적 정의와 측정 = 65
3. 자료수집과 분석방법 = 68
제2절 외항선사의 주요 재무지표의 추세분석 = 70
제3절 외환위기전후 외항선사의 재무구조 차이분석 = 75
제4절 검증년도 재무구조에 대한 영향분석 = 79
1. 검증년도 전체영향분석(2001년-1998년) = 79
2. 2001년도 영향분석 = 83
3. 2000년도 영향분석 = 86
4. 1999년도 영향분석 = 91
5. 1998년도 영향분석 = 95
제5절 기준년도(1997년) 재무구조에 대한 영향분석 = 100
1. 총부채비율 영향분석 = 100
2. 고정부채비율 영향분석 = 102
제6절 비교년도 재무구조에 대한 영향분석 = 104
1. 1993-1996년(외환위기이전) 재무구조와 특성요인간의 관련성 분석 = 104
2. 1993년도 재무구조와 특성요인간의 관련성 분석 = 108
3. 1994년도 재무구조와 특성요인간의 관련성 분석 = 112
4. 1995년도 재무구조와 특성요인간의 관련성 분석 = 117
5. 1996년도 재무구조와 특성요인간의 관련성 분석 = 121
제7절 가설검정결과 = 125
1. 검증년도의 가설검증결과 = 125
2. 기준년도의 가설검증결과 = 129
3. 비교년도의 가설검증결과 = 130
제8절 가설검정결과 = 133
제5장 결론과 시사점 = 135
제1절 분석결과의 요약 = 135
제2절 연구결과의 시사점 = 137
제3절 연구의 한계와 향후 연구과제 = 138
참고문헌 = 140
국내문헌 = 140
외국문헌 = 14
(A) Study on Voyage Charter Party in English Law and Case concerning GENCON 1994
Full text link"GENCON" charter has long been used among individuals or companies as a main Voyage charter since BIMCO(The Baltic and International Maritime Conference) invented in 1922. Many of Korean shipping companies and shippers widely use the charterparty as a main charterparty. The use of "GENCON" charter is mainly for transporting grains and raw materials. the use of the charter hasn't changed but the charter itself had to make several changes in its ideas and clauses. In 1976, BIMCO made amendments for its "GENCON" charter not only because of their own necessities but because of massive changes from contemporary circumstances which are happening in the international trade.
In the way of research, I interpreted the clauses in GENCON charter 1994, and then compared those clauses with the provisions in Korea commercial Law and English Laws and Cases. the clauses of "GENCON" charter could be divided into three parts : Carrier's responsibility clauses and Danger and Arbitration clauses. "Carrier" that I used in the thesis means the united concept of shipowner and charterer, I took the notion from "carrier" of Hague - Visby rules(Article 1). With interpreting the clauses, I did compare the changes in the clauses with the previous clauses and studied the influences due to the changes. I
In the chapter Ⅱ, I have highlighted some legal aspects concerning Voyage charter including the differences with other charters such as Time charter and Demise charter.
The biggest difference among those charters can be found through the period of charter. The period of voyage charter usually depends on the length of the voyage of a ship. whereas, other charters are mainly used more than one voyage. Sometimes more than one voyage chartering happens but it is definitely different from Time charter or Demise charter. The legal characteristics of such charterparties are construed in the implied duties of the carriers and the legal relationships between the charterparties.
According to the Carrier's responsibility clauses(chapter Ⅲ), the shipowner has contractual responsibilities from preliminary voyage. the start of preliminary voyage means contract starts between parties, also charterer has responsibility to provide the ship with full and complete cargo. Like other charters, shipowner or his agent (including captain) has the duty of seaworthiness, and undertakes expressed duties and implied duties. They are found in the clauses in the chapter Ⅲ(the preamble of GENCON 1994).
In the ChapterⅢ, most clauses define the duties of shipowner and charterer. Shipowner and his agent should provide the ship which is seaworthiness with the charterer. otherwise, the use of the cancelling clause may be entitle to the charterer. It is also included in implied duty for shipowners but charterer should offer full and complete cargoes. And charterers are responsible for loss and demage cause by loading and discharge. To the contrary of using Gross term in GENCON 1976, now FIO term is the only term applied to GENCON 1994, the responsibilities of charterer are more expanded than those of the former charter. Also another amended clause is about freight, In the previous GENCON, the advanced payment of freight was not accepted but, in GENCON 1994, the advanced payment of freight becomes a practice.
In the Danger and Arbitration Clauses (chapter Ⅳ), There are some clauses as following
: Both to Blame collision clause, General Average and New Jason clauses, General Strike clause, War clause, General Ice clauses and Governing Law and Arbitration Clauses. Not like the referred clauses above, there are mostly exception clauses for ship owner. There are also some necessities to check governing Law and Arbitration clause, so long as you use GENCON charter as a main contractual charterparty, without any doubt, should choose English Law as your governing Law.
As mentioned above, I dealt with the amendments of GENCON 1994 based upon English precedents. Also I tried to point out the concerns which need revisions for future amendments compared to Korean present maritime law.
At first, there are only section 782 and 798 which have just simple comments on the Inclusion of Laytime - which is one of the main grounds of conflict among parties - in Korean maritime Law.
Secondly, on noticer of the readiness to discharge, there is a provision which is subject to carrier to notice the charterer for the readiness to load or discharge. However, the readiness of discharge is prepared on the captain's responsibility in practice and actually, as the role of the representative of the carrier, the captain, in practice a qualified deliverer, delivers the readiness of discharge. Therefore, the captain should be expressed as a deliverer of readiness to discharge and the deliverer of the readiness needs to be expressed as the captain.
Thirdly, On the way of the readiness to discharge, there does not have reference in Korean Maritime Law but has the expression "notices without delay"(Korean Commercial code section 732 sub section 1 and section 798 subsection 1). Also In GENCON 1994, there is no expressed provision to notice the readiness to discharge, on the contrary there is an abstractual expression "notice to the designated receiver in the discharge port." But the charterparty definition provision of BIMCO 1980 regulated that "in writing" means written document, telegram, Telex, Fax etc. so the substances on the way to deliver the readiness should be expressly defined.
Finally on the way of the payment of freight, for Korean maritime law has not been any provisions on the advance freight or collective freight, in practice collective freight is the principle of the payment by the undertaking characteristic of the contract of carriage and in the case of breach of contract of carriage, has regulation on the return of advance freight.(commercial code section 134). However the GENCON 1994 adopted that the principle of the payment of freight and was entitle for the parties to choose the advance freight or collective freight in real marine circumstance without changes in the clauses. Therefore Korean commercial code should be entitle for the parties to choice of payment of freight based upon the freedom of contract and maritime practice.Abstract
第1章 序論 = 1
第1節 硏究目的 = 1
第2節 硏究方法 및 範圍 = 2
第2章 航海傭船契約의 一般的 考察 = 3
第1節 航海傭船契約의 槪觀 = 3
1. 航海傭船契約의 意義 = 3
2. 航海傭船契約의 種類 = 4
3. 航海傭船契約의 性質 = 6
第2節 他 傭船契約과의 比較 = 8
1. 海上運送人의 默示的 義務의 比較 = 8
2. 法律關係의 比較 = 9
第3節 航海傭船契約의 解釋基準 = 12
1. 傭船契約書의 解釋原則 = 12
2. 傭船契約 解釋의 問題 = 13
第3章 運送人의 責任約款에 대한 法的解釋 = 14
第1節 航海傭船契約書上 基本的 合意 內容 = 14
1. 航海傭船契約의 效力發生時期 = 15
2. 船舶所有者의 默示的 義務 = 15
3. 船舶의 指定 = 15
4. 航海傭船者의 積荷提供義務 = 16
第2節 船舶所有者의 權利와 義務 = 18
1. 船舶？띔艙봉？ 責任約款 = 18
2. 離路約款 = 22
3. 稅金約款 = 26
4. 代理店約款 = 27
5. 留置權約款 = 28
6. 仲介料約款 = 30
第3節 航海傭船者의 權利와 義務 = 31
1. 運賃支給約款 = 31
2. 船積 및 揚陸約款 = 35
3. 碇泊期間約款 = 38
4. 滯船料約款 = 44
5. 解除約款 = 46
6. 船荷證券約款 = 51
第4章 危險 및 分爭 解決約款에 대한 法的解釋 = 54
第1節 危險에 대한 法的 解釋 = 54
1. 雙方過失 衝突 約款 = 54
2. 共同海損과 뉴제이슨約款 = 56
3. 戰爭危險約款 = 59
4. 얼음約款 = 63
第2節 紛爭解決에 대한 法的 解釋 = 66
1. 一般同盟罷業約款 = 66
2. 準據法과 仲裁約款 = 68
第5章 結論 = 72
參考文獻 = 7
(An) Empirical Study on the Impact of the Maritime E-Commerce on the Role of the Ocean Freight Forwarder
Full text linkThere has been a few studies on how electronic commerce based on the NII(National Information Infrastructure) will change the structure of the industry and the market. Most of studies generally agree that NII can reduce transaction costs. However, an argument on the effect of the NII on the structure of the industry are divided into two groups. One is that the traditional intermediaries will be eliminated in the move to create direct producer-consumer links(Disintermediation) due to reduction of transaction costs, the other is that the intermediaries won't be eliminated, but will appear in the new forms(Cybermediaries) due to the new needs that electronic commerce imposes on producers and consumers. Especially several social and institutional factors may mitigate against the elimination of intermediaries.
This arguments can be applied to the liner shipping industry. The intermediary such as ocean freight forwarder in the liner shipping industry can be threatened by the advent of electronic commerce companies. The aim of this paper is thus to examine whether the role of forwarder as traditional intermediary will be eliminated or reinforced in the process that the liner shipping market moves to electronic market. The theoretical background was included in this paper by conducting a literature survey and the present condition of electronic commerce in the maritime industry was reviewed. Also a questionnaire survey was carried out for the purpose of this study.
The summaries of this research are as follows :
First, maritime electronic commerce has enough capability to replace a role of the traditional forwarder. Maritime electronic commerce is emerging in almost all areas of the industry and in a electronic market all attendants are able to deal maritime resources they want.
Second, the current ratio of using maritime electronic commerce is relatively low because the integration of the system between the system of independent personal users and that of maritime electronic commerce service companies has not been made.
Third, the transaction cost theory and 'Disintermediation' are proved in this paper. It is found in this study that the traditional role of the forwarder as the intermediary in the liner shipping industry can be weakened or even eliminated by the introduction of the maritime electronic commerce.
Finally, this study also found that the non-economic factors such as the social and institutional factors in the market would mitigate against the elimination of intermediaries. The liner shipping industry has traditionally formed the complicated business relationships between the intermediaries and transport service providers. In fact the non-economic factors exist in the liner shipping industry. Therefore it can be said that although electronic commerce systems become more sophisticated, those systems can not reflect the complicated business relationships completely.
In conclusion, this study proved ironically both the disintermediation argument and the opposite one. It shows that at the present the traditional forwarders and the maritime electronic commerce are in the competitive relationships and on the balance of power. The role of the traditional forwarders seems to be more reinforced in the future, considering the conservative characteristics of the trading mechanism and non-economic factors in the liner shipping industry.Abstract
제 1 장 서론 = 1
제 1 절 문제의 제기 = 1
제 2 절 연구의 목적 = 3
제 3 절 연구의 범위와 방법 = 3
제 2 장 이론적 배경 = 5
제 1 절 중간매개 기능의 소멸(Disintermediation)에 관한 연구 = 6
제 2 절 중간매매기능의 재출현(Reintermediation)에 관한 연구 = 9
제 3 장 해운전자상거래의 개관 = 14
제 1 절 해운전자상거래의 의의 = 14
제 2 절 해운전자상거래의 도입배경 = 18
제 3 절 해운전자상거래의 현황 및 동향 = 21
제 4 장 실증분석 = 37
제 1 절 자료의 수집 및 분석방법 = 37
제 2 절 국내 포워더의 해운전자상거래 이용실태조사 = 39
제 3 절 해운전자상거래와 포워더의 역할변화 = 44
제 5 장 결론 = 47
제 1 절 연구결과의 요약 및 결론 = 47
제 2 절 연구의 한계 및 연구방향 제시 = 49
參考文獻 = 51
[부록] 설문지 = 5
A Study on Measuring Service Quality for Third Party Logistics
Full text linkRecently, the Third Party Logistics (TPL hereafter) in many industries is increasingly emphasized because of cost reduction, efficiency, etc. Theoretical and empirical studies for TPL, however, are still at an embryonic stage in Korea. The purposes of this thesis are as follows. First purpose is to acquire a comprehensive, valid and reliable measurement instrument of service quality for TPL, that is, to examine what measures of service quality for TPL exist and how the scales of these measures are formed. Second purpose is to reveal how the service quality for TPL has influence on satisfaction and intention of re-contract.
For acquiring the measures, six measures (Tangibility, Timeliness, Responsiveness, Assurance, Communication, Know-How) are initially recommended, after making a comparison between consumer service quality and TPL service quality in related literatures. The empirical analysis shows that the TPL service qualities are grouped into five measures (Tangibility, Timeliness, Responsiveness + Assurance, Communication, Know-How).
The hypothesis are established to reveal the relation among several factors and summarized as follows:
H1: Service quality for TPL has a positive impact on satisfaction.
H2: Service quality for TPL has a positive impact on intention of re-contract.
H3: Satisfaction has a positive impact on the barrier of switch.
H4: The barrier has a positive impact on intention of re-contract.
The test results show that the hypotheses H1, H2, and H3 are statistically significant, although the hypothesis H4 is not accepted. These results coincide with the previous literature that the measures of service quality for TPL are different from those for consumers. Finally, the case study is presented for the logistics innovation of Kirin Corp. and the conclusions and implications of this thesis are discussed.목차
제1장 서론 = 1
제1절 연구의 배경과 목적 = 1
1. 연구의 배경 및 문제 제기 = 1
2. 연구의 목적 = 3
제2절 연구의 방법 및 구성 = 4
제2장 이론적 배경 = 6
제1절 TPL서비스에 관한 포괄적 연구 = 6
1. 물류 및 물류서비스 개념 및 의의 = 6
2. 물류의 중요성 및 관점의 변화 = 8
3. TPL의 개요와 성장과정 및 배경 = 9
4. TPL서비스 활용 및 효과 = 13
5. TPL서비스의 이용현황(국내, 국외) = 15
제2절 TPL서비스의 서비스품질 차원에 관한 연구 = 20
1. 서비스품질에 관한 연구 = 20
2. 물류서비스품질 및 TPL서비스에 관한 연구 = 21
3. 기존 연구 비교 및 본 연구에서의 TPL서비스품질 차원 = 23
제3절 TPL서비스의 종속변수와 선행요인에 관한 연구 = 30
1. 서비스품질에 관한 연구 = 30
2. TPL서비스 만족에 관한 연구 = 32
3. TPL서비스 재계약의도에 관한 연구 = 34
제3장 연구가설 및 조사방법 = 37
제1절 연구 모형 및 가설의 설정 = 37
1. 연구모형의 제시 = 37
2. 연구가설의 설정 = 38
제2절 연구의 조사방법 = 41
1. 전문가 면접조사와 사전조사 = 41
2. 연구의 대상 범위 및 자료수집방법 = 42
3. 설문지의 구성 및 분석방법 = 42
제4장 실증분석 = 45
제1절 응답기업의 일반적 특성 = 45
제2절 TPL서비스 차원 개발을 위한 실증분석 = 47
1. 탐색적 상관관계분석 = 47
2. 탐색적 요인 분석 및 신뢰성 분석 = 48
3. 확인적 요인분석 = 51
4. 집중타당성과 판별타당성 = 53
5. 연구단위별 상관관계분석 = 56
6. 척도정제 절차를 거친 최종적인 TPL서비스 품질 차원 = 57
제3절 연구의 가설검증 = 58
1. 척도 단위별 신뢰성 및 타당성 검증 = 58
2. 연구가설 검증 = 63
제4절 TPL서비스 업체와 화주업체의 인식차이 분석 = 68
1. 화주업체 관련 인식차이 분석 = 68
2. TPL서비스 업체와 화주업체의 비교분석 = 81
제5장 K기업 물류혁신 추진 사례에 관한 연구 = 86
제1절 K기업의 사업환경 = 86
제2절 물류혁신 배경 = 87
1. 추진배경 = 87
2. 조직구조 변화 = 89
3. 고객에 대한 물류서비스 수준파악 = 90
4. 물류혁신에서의 프로세스(PROCESS) = 91
5. 제3자 물류체제로의 전환 = 92
제3절 물류혁신 세부내용 = 94
1. 진행과정 및 실행과제 = 94
2. 물류혁신의 세부실행과제 = 97
제4절 물류혁신 결과 = 113
제6장 결론 = 117
제1절 연구의 요약 = 117
제2절 연구의 의의 및 향후 연구방향 = 120
1. 연구의 시사점 = 120
2. 한계점 및 향후 연구방향 = 123
참고문헌 = 12
A study on Extension and Improvement of VTS system
No full textThe VTS system usually uses ENC (Electronic Navigational Chart)todisplaycoastline,whereasitdoesinformationfrom ARPA(AutomaticRadarPlottingAids)radartoshowimagesoftargetshipsandnavigational aids. In other words, the VTS operators control ships traffic based on 2D (2-dimensional) images displayed on monitors.
This study proposes the enhancement of the VTS system by introducing 3D (3-dimensional) images to the system. And the 3D images are shown to VTS operator. The 3D images can provide the operators with reality, that is, the operators can see the whole traffic situation not only from the VTS center's viewpoint but also from the vessel's one, and, consequently, the efficiency of traffic control will be expected to improve. The method using the ENC Data which is more correct and fast than the previous method has been studied in this study.목차
List of Tables = ii
List of Figures = iii
Abstract = 1
제1장 서론 = 3
제2장 VTS 시스템 = 5
2.1 개요 = 5
2.2 우리나라 운용사례 = 5
2.3 외국운용사례 = 8
제3장 3차원 영상 제작 방법 = 13
3.1 개요 = 13
3.2 기존 3차원 영상 제작 방법 = 14
3.3 전자해도 데이터를 이용한 방법 = 15
제4장 VTS 시스템에 3차원 영상 적용 = 34
4.1 개요 = 34
4.2 VTS 시스템 확장 및 인터페이스 = 34
4.3 View point 설정 기능 = 43
제5장 결론 = 48
참고문헌 = 4
Implementation of a Personal Internet Broadcast Server With the WMT technology
Full text linkThe WWW(World Wide Web) is one of the most popular services in the Internet. The easy accessibility and hypertext characteristics make it possible. Nowadays the multimedia data is to be delivered via WWW. The infrastructure of the web, however, is not sufficient to satisfy the demand of the multimedia service. Due to the native requirements of the multimedia data, the quality of service is not acceptable to the public.
However, the delivery of the compressed digital audio data on the Internet is now fully supported in good quality. It becomes possible mainly thanks to the excellent compression techniques of the digital audio and the efficient transmission protocol. The most popular type of the audio service is the Internet radio broadcasting service. The service needs a high-performance server system and a scalable broadcasting server software to cover the large number of the listeners.
This paper describes the implementation of a Personal Internet Broadcast Server which can be used by novice and poorly equipped users. Easy use, operation, and management are the main themes in designing the Personal Internet Broadcast Server. The target volume of the listeners is about thirties. It is implemented with the Microsoft's WMT(Windows Media Technology) technology.Abstract = ⅱ
제 1 장 서론 = 1
제 2 장 관련 연구 = 4
2.1 인터넷 서비스의 동향 = 4
2.2 스트리밍 = 6
2.3 MS사의 WMT의 특징 = 7
제 3 장 PBS 시스템 설계 = 10
3.1 인터페이스 = 10
3.1.1 사용자 요구사항 = 10
3.1.2 Play Control = 11
3.2 PBS 설계 = 12
3.2.1 입력 부분 = 13
3.2.2 스위칭 및 전송속도 선택 부분 = 14
3.2.3 출력 부분 = 14
제 4 장 PBS 구현 및 실험 = 16
4.1 입력 부분 = 22
4.2 연속 재생 = 22
4.3 스위칭 부분 및 전송속도 선택 부분 = 23
4.4 출력 부분 = 24
4.5 기능 테스트 = 24
제 5 장 결론 = 26
참고문헌 = 2
A Sthdy on Develioment Direction of Automated Container Terminal in Korea
No full textThis study is to establish the development direction of automated container terminal in Korea through considering container terminal automation which has been lively discussed in and out of Korea.
This study analyzed current situation of advanced automated terminal and difficulties in development to derive success factors for automated container terminal implementation from case studies, reviewed automation technology status including on-going development status in Korea and suggested the development direction of automated container terminals in Korea by considering productivity, investment cost, integrated technology development, balanced development of H/W and S/W technologies and technology development for operation as success factors for implementation of automated container terminal in Korea.1. 서론 = 1
1.1 연구의 배경 및 목적 = 1
1.2 연구의 내용 및 구성 = 2
2. 컨테이너 터미널의 자동화 현황 = 3
2.1 컨테이너 터미널의 자동화 개념 = 3
2.2 국외 컨테이너 터미널의 자동화 현황 = 5
2.2.1 ECT AGV/ASC 시스템 = 5
2.2.2 FAMAS(First, All Modes, All Sizes) = 9
2.2.3 가와사키 컨테이너 터미널 = 13
2.2.4 HHLA = 16
2.2.5 PSA = 20
2.3 국내 컨테이너 터미널의 자동화 현황 = 23
2.3.1 국내 컨테이너 터미널 현황 = 23
2.3.2 국내 컨테이너 터미널 하역장비 자동화 현황 = 25
2.3.3 국내 컨테이너 터미널 운영시스템 자동화 현황 = 26
3. 컨테이너 터미널의 자동화 기술 개발 현황 = 27
3.1 터미널 배치 및 하역시스템 = 27
3.1.1 수평 배치 대 수직 배치 문제 = 27
3.1.2 하역시스템 = 27
3.2 세부 기술 = 31
3.2.1 대형 및 소형 RMG 배치 = 31
3.2.2 Cell Elevator = 31
3.2.3 DARTS(Direct Acquisition Rail to Ship) Spreader = 33
3.2.4 SMAGIC(SMarter Automated Guidance of AGV's to Increase Capacity) = 34
3.2.5 운영통제시스템 = 34
3.3 국내에서의 컨테이너 터미널 자동화 기술 개발 현황 = 35
3.3.1 첨단 항만 핵심 기술 및 통합 운영시스템 개발 사업 = 36
3.3.2 자동 컨테이너 운반차(Automated Guided Vehicle: AGV) 설계 및 제어기술 개발 = 38
3.3.3 자동 트랜스퍼 크레인(Automated Transfer Crane: ATC) 설계 및 제어기술 개발 = 41
3.3.4 컨테이너 터미널 통합운영시스템 개발 = 43
3.3.5 기타 기술개발 = 44
4. 자동화 컨테이너 터미널의 개발 방향 = 45
4.1 자동화 컨테이너 터미널의 개발 방향 = 46
4.1.1 터미널 자동화와 관련된 항만 환경 변화에 대응 = 46
4.1.2 기존 자동화 기술의 한계 극복 = 47
4.1.3 사용자 중심의 기술 개발 = 49
4.2 자동화 시스템 도입의 타당성 검토 = 50
4.2.1 자동화 시스템 도입 시 고려점 = 50
4.2.2 단계별 자동화 도입 방안 = 51
4.2.3 자？옴？ 도입 평가모델 = 52
5. 결론 = 55
참고문헌 = 5