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A Study on the Determination of the Choice of Law in Maritime Law
Get PDF"Private international law" or "conflict of laws" can be defined as a legal dispute in which an individual's rights are subject to the laws of two or more jurisdictions. Specially modern maritime transport, being essentially international or interjurisdictional, is subject to frequent problems concerning the appropriate choice of law, choice of jurisdiction, and recognition of foreign judgments. In addition, conflicts of law issues often arise because the vessel itself may be arrested and suit may be commenced against it or its owners in any one of the world's admiralty courts. Thus, maritime law is particularly suited as a source of material for the study of conflict of laws.
In relation to the determination of the appropriate choice of law, one of the conflicts of maritime law issues, "the law of the flag" or "the law of the ship's nationality" is commonly used to apply to several provisions which is imposed in Korean Private International Law. Despite the vessel's flag or nationality plays an important part in the choice of law problems, the theory of the law of the flag suffers from serious difficulties. For example, what law applies in cases of vessels wearing flags of convenience, or in cases of double flagging, or to collisions on the high seas between vessels of different flags? Judging from this point of view, I want to find out whether the law of the flag determining the applicable law is appropriate or not.
In the dissertation, first of all, I try to describe both the pertinent terms and definitions, and present day significance of the law of the flag in private international law. This analysis is followed by a description of determining the choice of law, a description of modern legislation, and commentaries by various authors on the maritime legal matters. These descriptions fall into three categories according to the formation of Korean Maritime Law. If there is not proper to apply the law of the flag to individual maritime legal issue under consideration, I would suggest a legislative proposal against it. While the law of the flag is available, it is mean that the theory has the most significant relationship between ship's flag and each legal matters. In this case, it is necessary for me to analyze the law of the flag including flags of convenience for the confirmation of relationship each other.
Thus, the former descriptions are followed by a discussion of the strengths and weaknesses of law of the flag theory. Specially I concentrated my attention on the latter, an additional problem of law of the flag. It is closely related to flags of convenience, which is not the vessel's bona fide nationality.
The flag of convenience is a flag flown by a vessel registered in one state, with which the vessel has few or no connections, while in reality the vessel is owned in or operated from another state. Flags of convenience are usually utilized for economic reasons - avoiding high taxes, maintaining coasts, complying with certain international conventions, and fulfilling and the obligation to hire certain nationals. The survey shows that flags of convenience are utilized on 61.8 percent of the world's vessels according to Shipping Statistics Yearbook in 2000.
In this case, the question of whether there exists a "genuine link" between a state and its flag vessels may be addressed indirectly. And the article 8 of Korean Private International Law stipulates the Exception of Choice of Law Clause, "where the law of the country with which it is most closely connected is obviously existed, the legal relationship concerned is governed by the law of the country". Thus, it is essential for me to study on the constructive method of the relationship between a state and its flag vessels because the article 8 of Korean Private International Law can be applied to the flags of convenience.
The fact of the matter is that the flag is only one of many contacts which can be used in determining the applicable law. In United States, two judicial devices which serve as solutions to many of the problems arising from flags of convenience are the lifting of the corporate veil and the piercing of the corporate veil. The principle that one could not look past the incorporated entity to pursue the shareholder and persons who control a company. Vessels at times are incorporated in one state, possibly fly the flag of another state, and may be owned and controlled by persons in yet another state. In consequence, courts have often deemed the vessel not connected to the state of its flag but connected rather to the state of the persons actually controlling and owning the vessel. At the very least, the domicile or nationality of those persons is a strong contact that may be considered when fixing the properly applicable law. For reference, the method of seven factor approach consists of the place of the wrongful act, the law of the flag, the alliance or domicile of the injured person, the alliance of the defendant shipowner, the place of the contract, the inaccessibility of the foreign forum, and the law of the forum.
In addition to that, one should not overlook the support for a genuine link approach which is found in the 1986 United Nations Convention on Conditions for Registration of Ships. The Convention is not yet in force, article 1 states one of the objectives to be "ensuring" or "strengthening the genuine link between a State and ships flying its flag." Article 5(3)(b) provides for periodic inspections by surveyors from a state's maritime administration. A state adhering to the treaty must either make provisions for the owning (article 8) or manning (article 9) of its flag vessels by its nationals. Article 10 provides that the company owning a vessel must have its principal place of business in a flag state, or at least have a representative domiciled there. Support for a genuine link between a vessel and its flag state is also found at section 501 of the Restatement (Third) of Foreign Relations Law, article 5(1) of the 1958 Geneva Convention on the High Seas, and article 91(1) of the 1982 Law of the Sea Convention.
After considering all the factors, the use of flags of convenience can be applied to the Exception of Choice of Law Clause of Korean Private International Law. In this case, the law of the flag should be only one indicator or contact among many. It should rarely, if ever, be the sole consideration in determining the proper law of the maritime field. Thus, it is essential to think over many contacts which can be used in determining the applicable law through most significant relationship theory.목차
Abstract
第1章 序論 = 1
第1節 硏究의 目的 = 1
第2節 硏究의 方法 및 範圍 = 4
I. 硏究의 方法 = 4
II. 硏究의 範圍 및 論文의 構成 = 6
第2章 海商法上 準據法의 船籍國法 適用 原則 = 8
第1節 海商法上 準據法의 必要性 = 8
I. 海商法의 國際的 統一性 = 8
II. 國際的 統一性의 限界와 準據法 = 10
1. 國際海事協約과 國際私法의 關係 = 10
2. 國際海事協約과 法의 衝突 = 12
3. 海商法 統一의 限界 = 13
第2節 海商法上 準據法의 船籍國法 適用 原則 = 14
I. 準據法 指定의 槪念 = 14
II. 船籍國法의 適用 原則 = 15
1. 船籍國法의 槪念 = 15
2. 船籍國法의 妥當性 = 24
第3章 海商法上 指定槪念에 대한 準據法 = 25
第1節 海上企業組織에 관한 準據法 = 25
I. 船舶所有權에 관한 準據法 = 25
1. 船舶自體의 物權關係 = 25
2. 船舶內의 動産의 物權關係 = 26
II. 船舶所有者에 관한 準據法 = 27
1. 船舶所有者의 責任制限에 관한 準據法 = 27
2. 船長과 海員의 行爲에 대한 船舶所有者의 責任範圍에 관한 準據法 = 39
III. 船長의 代理權에 관한 準據法 = 39
1. 船舶所有者의 代理人으로서의 船長 地位에 관한 準據法 = 41
2. 第3者를 위한 代理權에 관한 準據法 = 46
3. 船長 自身의 行爲에 대한 責任에 관한 準據法 = 49
IV. 私見 = 50
第2節 海事債權에 관한 準據法 = 52
I. 船舶優先特權에 관한 準據法 = 52
1. 船舶優先特權에 관한 協約上의 準據法 = 53
2. 船舶優先特權의 準據法에 관한 學說 = 55
3. 各國의 立法例 = 57
II. 海上運送契約에 관한 準據法 = 63
1. 海上物件運送契約에 관한 準據法 = 64
2. 傭船契約에 관한 準據法 = 66
III. 船荷證券에 관한 準據法 = 67
1. 船荷證券上의 準據法約款과 最優先約款 = 69
2. 船荷證券의 債權的·物權的 效力에 대한 準據法 = 71
3. 船荷證券의 紛失에 관한 準據法 = 73
IV. 私見 = 74
第3節 海上危險에 관한 準據法 = 77
I. 共同海損에 관한 準據法 = 77
1. 요크-앤트워프規則에 의한 實質的 統一 = 78
2. 共同海損의 準據法에 관한 學說 = 79
II. 船舶衝突에 관한 準據法 = 82
1. 1910年 船舶衝突協約上의 準據法 = 82
2. 船舶衝突의 準據法에 관한 學說 및 立法例 = 83
III. 海洋事故救助에 관한 準據法 = 91
1. 海洋事故救助에 관한 協約上의 準據法 = 92
2. 海洋事故救助의 準據法에 관한 學說 = 94
IV. 私見 = 100
第4章 便宜置籍과 船舶國籍의 衝突 = 104
第1節 便宜置籍과 準據法 指定 例外條項 = 104
I. 便宜置籍의 問題點 = 104
1. 便宜置籍의 槪念 = 104
2. 便宜置籍에 관한 學說 = 107
3. 船舶과 船籍國間의 眞正한 連繫 = 125
II. 便宜置籍에 대한 準據法 指定 例外條項의 適用 = 137
1. 準據法 指定의 例外條項 = 137
2. 便宜置籍에 대한 準據法 指定 例外條項의 連結方法 = 142
III. 私見 = 143
第2節 船舶國籍의 衝突 = 146
I. 二重船籍의 問題 = 146
II. 無船籍의 問題 = 148
III. 私見 = 149
第5章 結論 = 150
參考文獻 = 15
(The) Influence of Transactional Characteristics and Relational Commitment on the Choice of Freight Forwarder's Negotiation Strategy
Get PDFIn the shipping business today, the business environment is so dynamic that shipping firms need to manage long-term relationships with their customers such as freight forwarders and shippers as relationship marketing emerges as an important alternative to deal with customer satisfaction.
The purpose of this study is to analyze the influence of transactional characteristics and relational commitment on the choice of freight forwarder's negotiation strategy between freight forwarders and shipping companies. This study aims to examine how transactional characteristics affect the relational commitment between freight forwarders and shipping companies in the transactional relationship of shipping service and how transactional characteristics affect freight forwarder's choice of negotiation strategy characteristics on shipping companies according to the relational disposition and opportunistic disposition representing degree of relational commitment.
An empirical study was carried out not only to examine the factors influencing relational commitment of the transactional characteristics between freight forwarders and shipping companies but also to analyze the role of intervening variables.
The data investigating the influence of transactional characteristics and relational commitment on the choice of freight forwarder's negotiation strategy were collected from 450 freight forwarding companies in Korea on the basis of five different sections -
1) The transactional characteristics of shipping companiesFirst, this study was carried out while the importance of relational commitment and negotiation strategy characteristics are emerging.
Second, exploratory research was carried out to find out the cause-effect relationship in the marketing channel of shipping service included in the shipping industry.1. Transactional characteristics is found to have a positive effect to relational commitment in causal relation between theoretical variables and relativistic propensity. Opportunistic propensity of relational commitment is found to be positively related in negotiation strategy. These results show that transactional characteristics are to affect not only relational commitment but also negotiation strategy according to the role of mediation of relational commitment.
2. Asset specificity and competitive degree of the transactional characteristic of shipping companies are found to be neutral and strategic variability and sole selling rights are found to be positively related.
3. Relativistic propensity of relational commitment is found to be not related to keep opportunistic propensity under control effectively.
Consequently subordinate variables of transactional characteristics, relational commitment and negotiation strategy are found to improve GFI(goodness-of-fit index) value of research model explaining the relation between shipping companies and freight forwarders based on GFI value. Also, GFI value considering relational commitment affected by each subordinate variables is found to improve better than the second model. And GFI Analysis considering the relational commitment and characteristics between shipping companies and freight forwarders are found to be best of all research models.
On the basis of the results, freight forwarders in weak position are judged to shirk overbearing strategy by choice of aggressiveness or compromising strategy to flee from disadvantage of transactions unbalance of power however they may be relation under the control of transactions by opportunistic propensity from the other party.
Therefore, solving the opportunistic transaction between freight forwarders and shipping companies not only reduce dependence of freight forwarders to shipping industry but increase share market the other way if freight forwarder dose offsetting investment to customer in close connection with customer to reduce dependence of shipping companies.
Consequently trustful relationship between shipping companies and freight forwarder is an important matter to make up a long-range transaction relationship by developing the cooperative arrangement of relativistic propensity on reliance and satisfaction to achieve a common objective.
Compared with the previous studies on the relational commitment and negotiation strategy up to present, there are some differences as follows(1) Relativistic propensity (2) Opportunistic propensity
5) Characteristics of negotiation strategy
- by the use of questionnaire method and personal interviews.
Frequency analysis and Spearman's correlation coefficient were used to find out the nature of the data. The factor analysis and AMS 4.0 of SEM(structural equation modeling) were used to find out the cause-effect relationship among the relevant variables in the research model.
The result of hypothesis to test were found as follows(1) Sole selling rights (2) Strategic variability
4) Relational commitment(1) Asset specificity (2) Competitive degree
2) Communication between shipping companies and freight forwarders
3) Freight forwarderAbstract = ⅰ
제1장 서론 = 1
제1절 연구배경 = 1
제2절 연구목적 = 3
제3절 연구방법 및 구성 = 4
1. 연구방법 = 4
2. 연구구성 = 5
제2장 이론적 배경 = 6
제1절 거래특성 = 6
1. 거래비용이론 = 6
2. 해운선사와 운송주선인의 거래특성 = 11
제2절 관계결속 = 17
1. 관계결속의 개념 = 17
2. 해운선사와 운송주선인의 관계결속 = 24
제3절 협상전략 = 28
1. 협상전략의 개념 = 28
2. 해운선사와 운송주선인의 협상전략 = 34
제3장 연구모형의 설계 및 가설 설정 = 39
제1절 연구모형 = 39
제2절 가설설정 = 40
1. 거래특성과 관계결속 = 40
2. 관계결속과 협상전략 = 52
제4장 실증분석 = 60
제1절 조사설계 = 60
1. 대상 및 표본추출방법 = 60
2. 자료수집 절차 = 60
3. 표본의 특성 = 61
제2절 측정 = 62
1. 조작적 정의와 측정도구 = 62
2. 신뢰성과 타당성 분석 = 67
제3절 SEM 분석 = 76
1. 연구모형의 SEM 분석 = 77
2. 개선모형의 SEM 분석 = 83
3. 경쟁모형의 SEM 분석 = 86
4. 최종모형의 SEM 분석 = 89
제4절 가설검증 = 92
제5장 결론 = 94
제1절 연구결과의 요약 = 94
제2절 연구결과의 시사점 = 98
제3절 연구의 한계점과 과제 = 99
참고문헌 = 101
국내문헌 = 101
외국문헌 = 103
부록(설문지) = 11
A Study on the Performance and Activities of the TQM Implementation in Shipping Industry
Get PDFToday, shipping companies have shown the positive volition to the finding of chanced market through the development of new route with the new recognition and enhancement of competitiveness on the quality management in order to cope with the sharply-changing environment of shipping industry.
Shipping companies are essentially required of the quality management activities based on the customer management and the safe management of ship. As the goal of an enterprise and the priority of strategy are concentrated upon the customer satisfaction and the quality management is recognized as the strategic concept, and thus the competitiveness on the quality of enterprise can be acquired. Also, it is so more and more as one strategy to prevent all kinds of marine risk effectively and to meet the urgently-changing environment of enterprise actively. It is not wrong even if the competitiveness of an enterprise is decided by a possibility of acquiring the quality competitiveness. The quality competitiveness is the best way in which the enterprise and system can be grown up, developed and kept. This quality competitiveness can be accomplished by quality management and moreover through the activities of total quality management(TQM). TQM in shipping companies is a business management method which every department of enterprise tries to accomplish the continuous improvement of quality, based upon the quality information and data including the marine information.
In case of Korean shipping companies, it goes back to the early of 1990's when they concentrated themselves upon the activities of quality management. It is true that shipping companies have acquired the quality competitiveness to some degree after it has already passed 7 years since the shipping companies introduced the systematic quality management system, but have not owned the international competitiveness by a trial and an error as well as insufficient progress. Rather, the trial and the error performed for long times caused the mannerism and so it seems to fall upon the formal business. Because of the internationally-opened business environment and locational character of shipping companies, actual and effective system activities must be fixed.
Also, it can be considered that the changing-over of member's thought and the epoch-making thinking are required in the systematic and managerial tendency for the formation of synergy effect with the performance related to the system activities. That is to say, the quality management, as the source of preferential competition for the existence of enterprises which confronts to the age of customer satisfaction differently with the past marketing age, can have an effect upon the strategic choice of enterprises.
Therefore, the importance of quality management has been higher and higher in accordance as the kind of service is various and multi-functional, and as a part of considering the competition of enterprise, it requires to clarify the strategic concept related to the quality, and then to establish the TQM system steadily and throughly.
Accordingly, this study is an empirical study which attempts the general and situational approach in order to clarify what TQM source, activities and performance affect the enterprises and how it is different upon the step of quality management activities in the object of the incidental business related to the oceangoing and costal transportation, and marine and the groups related to the marines, subdividing the area of offering the shipping service.
I would like to summarize the results of hypothesis analysis as follows.
Firstly, the source of TQM has the significant effect upon TQM activities. In particular, it is shown that the leadership of management significantly affects TQM activities very much.
Secondary, it is shown that there is the significant difference between TQM activities and performance results upon the form of offering the shipping service. It is found that the performance degree in the participation of employees and education & training, among the factors of TQM activities, is high upon the type of shipping service, and the performance results are high in the quality accomplishment and accident-preventing showings. The enterprise that shows the specialized management technique in the oceangoing transportation service, as the type of offering the shipping service for TQM activities, owns the proper education & training program and performs the social responsibility, and shows the higher performance results. In particular, it is acknowledged which is effective in the quality performance and the accident prevention.
Thirdly, it is certified that it has an effect upon the activities and performance of the TQM implementation according to the step of quality management activities in the enterprise. The factor against which TQM activities is compared very much according to the step of quality management activities is the part of education & training, the relationship with the customer and social responsibility. It shows that the higher the step of quality management activities in the enterprise is, the more TQM activities is progressed actively, and in the type of oceangoing transportation service, the step of quality management activities of enterprise shows to be high relatively against that of other marine service.
Fourthly, it is confirmed that TQM activities have the significant effect upon the performance results. As the results of analysing the effect which TQM activities have upon the performance results, it is found that the participation of employees, education & training, interchange of quality information and social responsibility give the significant effect upon the performance results. These results mean that TQM performance results become high when it is suggested in which every employee of shipping companies takes part, and when the education program required for the education & training is given and the company's own training plan is established and then is practiced, the efforts degree of TQM becomes high. On the other hand, it is investigated that the shipping companies have done the negative activities in the plan of shipping service that the enterprise periodically investigates the customer satisfaction for the improvement of relationship with the customers, reflects these data upon TQM activities and then makes the plan of shipping service.목차
Abstract = 1
제1장 서론 = 1
제1절 연구 배경 = 1
제2절 연구의 목적 = 2
제3절 연구의 방법 및 구성 = 5
제2장 TQM에 관한 이론적 배경 = 7
제1절 TQM의 개념 = 7
1. 품질과 TQM의 개념 정립 = 7
2. TQM의 발전과정 = 11
3. TQM의 구성요소 = 11
4. TQM의 범위와 모형에 관한 연구 = 22
제2절 TQM의 시스템적 고찰 = 35
1. 시스템적 접근방법의 필요성 = 35
2. 시스템적 접근방법의 실행 = 38
3. TQM 실행시 경영자의 역할과 책무 = 39
제3절 해운서비스 품질과 TQM 적용에 관한 선행연구 = 40
1. 해운서비스 품질에 대한 선행연구 = 40
2. 해운기업의 통합시스템(ISO/ISM) 운영 사례연구 = 45
3. 해운기업과 ISM 코드에 대한 연구 = 49
제3장 연구모형과 가설의 설정 = 55
제1절 연구 모형 = 55
제2절 가설의 설정 = 57
1. TQM 원천과 TQM 활동과의 관계에 대한 가설 = 58
2. 해운서비스 제공 형태와 TQM 활동과의 관계에 대한 가설 = 59
3. 품질경영 활동단계와 TQM 활동과의 관계에 대한 가설 = 61
4. TQM 활동과 성과와의 관계에 대한 가설 = 62
5. 해운서비스 제공 형태와 성과와의 관계에 대한 가설 = 64
6. 품질경영 활동단계와 성과와의 관계에 대한 가설 = 64
제3절 측정변수의 구성 및 정의 = 65
1. TQM 원천에 관한 변수 = 65
2. TQM 활동에 관한 변수 = 67
3. TQM 실행성과에 관한 변수 = 72
제4절 조사설계 및 분석방법 = 75
1. 표본의 설계 = 75
2. 설문지 구성 = 76
3. 통계분석방법 = 78
제4장 실증 분석 = 82
제1절 표본의 일반적 특성 = 82
제2절 척도의 신뢰도와 타당성 검증 = 84
1. TQM 원천과 관련된 특성 = 86
2. TQM 활동과 관련된 특성 = 87
3. 실행성과와 관련된 특성 = 90
제3절 연구모형과 가설의 검증 = 92
1. 연구모형의 검증 = 92
2. TQM 원천과 TQM 활동과의 관계에 대한 가설 검증 = 94
3. 해운서비스 제공 형태와 TQM 활동과의 관계에 대한 가설 검증 = 95
4. 품질경영 활동단계와 TQM 활동과의 관계에 대한 가설 검증 = 97
5. TQM 활동과 성과와의 관계에 대한 가설 검증 = 98
6. 해운서비스 제공 형태와 성과와의 관계에 대한 가설 검증 = 100
7 . 품질경영 활동단계와 성과와의 관계에 대한 가설 검증 = 101
제4절 분석결과 요약 = 102
제5장 결론 = 105
제1절 연구 결과의 요약 = 105
제2절 연구 결과의 시사점 = 107
제3절 연구의 한계와 향후 연구과제 = 108
참고문헌 = 110
부록 : (설문지) = 11
Ship Planning System for Efficient Crane Operation of Container Terminal
Get PDFShip Planning System for Efficient Crane Operation of Container Terminal
In case of the container terminal, as something affecting in the productivity, the terminal working plan for loading and discharging the container is probably divided by berth allocation plan, yard allocation plan, loading and discharging plan, gate operation plan.
Loading and Discharging plan is classified the gantry crane allocation plan, loading, discharging plan to take the responsibility of the ship loading and unloading work. The basic purpose of these working plans can reduce unloading time that is for loading and discharging activities of container. Reducing the discharging time can reduce not only additional cost at the position of the shipping company, but also can increase the rate of service at the position of the terminal. therefore it can be expected attracting shipping company. It can be said that the total discharging time that is for loading and discharging activities of containers are generally the work time and the setup time. Because the need time for loading and unloading depends on machine's efficiency, it is the more reliable in machine's efficiency than in a mathematical analysis. Therefore, the efficient working plan can reduce setup time, and it is directly connected to reduce loading and discharging time of containers.
In this paper, it suggest the mathematical model about yard's amount of the materials for the allocation and hatch allocation per gantry crane to take the responsibility of the ship loading and unloading work after the berth allocation and the yard's amount of the materials
A Study on Ship's Whistle Sound Tracking System Using Microphone Array
Get PDFCoastal traffic density has increased recently due to an expansion of the international sea trade, a growing of the world economy and an enlargement of the demand to the fishery resource. The steady increase of marine traffic has often resulted in the cause of marine accidents with the exorbitant economic loss and the environmental pollution at the sea. In the last 10 years, the ship's collision has recorded about 21.8% of the total marine accidents. More over the most of these collisions have caused by navigator's negligence of watch keeping during works. In particular, about 25% of the collisions have happened in navigation under the restricted visibility condition like a foggy weather. In the foggy condition, navigator must hear the whistle, bell and/or the siren of lighthouses or ships. The whistle blast is a very important information for safety sailing. Even though the navigator can get the brief informations like the direction and range of a sound source, it is not enough to make a suitable decision for its relative position. More over the duty officer cannot hear outside sound signal on the vessel which bridge is totally enclosed, this causes a significant problem. Therefore IMO(International Maritime Organization) has adopted the 'Sound Reception System' as new navigation equipment which can receive the whistle sound signal and indicate the approximate direction of incoming signal.
In this study, it is designed to develop a sound source tracking system that is able to measure the range and relative bearing of sound source by utilizing the whistle blast when other vessels are not identified on the radar screen under the foggy weather.
Three microphones receive the whistle sound in the proposed system. When one microphone is installed as a reference, the others have received the sound signal with the arriving time delay due to the distance difference between microphones. It is able to measure the relative position with range and bearing by considering these amount of time delays between microphones and the trigonometric relation of microphones array and source.
This paper focuses on the principal of measuring the time delays and three calculation methods for finding them between three received digital data sequences. These are the cross-correlation analysis, fast cross- correlation analysis and subtracting method. Two algorithms which approximates the sound source's bearing and distance were also su- -ggested, one could be approximated the gradient of hyperbolic asymptote as a sound source's relative bearing, the other could be approximated under the condition of a long range source relative to the microphones interval as a source's range.
In the system three digital filters were designed to develop the optimal system which could find the time delays between each microphones with high accuracy and applied to the digital signal processing part. These are the non-recursive low pass filter using kaiser window method, recursive inverse chebyshev low pass filter and recursive inverse chebyshev high pass filter.
As a result, we have found that the accuracy of measurements were differentiated by the methods what kind of digital filter were adopted. And we have confirmed the facts that the digital signal processing method using IIR HPF together with FIR LPF was suitable for the positioning of source, where the approximation methods could measure the bearing and distance with higher accuracy than the method using trigonometric relation could do.
We have recognized that sound source tracking system is possible to the sea field with improvement of position error. When source relative bearing was within -50˚~+50˚, the measured bearing was accurate. This system shall be a very helpful to make a safety navigation and reduce the marine accidents.목차
Abstract = iv
Nomenclature = vii
제1장 서론 = 1
1.1 연구배경 = 1
1.2 연구목적 = 6
1.3 논문구성 = 8
제2장 음파의 성질 및 선박 음향신호장치 = 10
2.1 음파의 성질 = 10
2.2 선박 음향신호장치 특성 = 19
제3장 상대선박 위치측정 = 24
3.1 방위 및 거리측정 개요 = 24
3.1.1 쌍곡선 측정원리 = 26
3.1.2 삼각함수 측정원리 = 32
3.2 음파의 도달시간차 계측원리 = 39
3.2.1 도달시간차 계측개요 = 39
3.2.2 도달시간차 계측법 = 41
3.2.2.1 상호상관 분석법 = 41
3.2.2.2 고속상호상관 분석법 = 44
3.2.2.3 차분법 = 45
3.3 상대선박 위치 측정오차 = 48
3.3.1 도달시간차의 계측오차 = 48
3.3.2 마이크로폰의 위치오차 = 50
제4장 실험장치의 구성 = 61
4.1 실험장치의 구성개요 = 61
4.2 실험장치의 구성 및 신호처리 = 62
4.2.1 신호음 발신부 = 62
4.2.2 수신부 = 67
4.2.3 하드웨어 신호처리부 = 75
4.2.4 소프트웨어 신호처리부 = 78
4.2.4.1 디지털필터의 개요 = 80
4.2.4.2 FIR필터의 설계 = 82
4.2.4.3 IIR필터의 설계 = 86
4.2.5 연산표시부 = 93
제5장 실험방법 및 결과 = 95
5.1 실험방법 = 95
5.1.1 마우스피스 실험방법 = 95
5.1.2 오디오 제너레이터 실험방법 = 97
5.2 실험결과 및 분석 = 102
5.2.1 마우스피스 실험결과 = 102
5.2.2 오디오 제너레이터 실험결과 = 105
5.2.2.1 방위측정 = 105
5.2.2.2 거리측정 = 116
5.2.2.3 근사적 방위결정 = 122
5.2.2.4 근사적 거리결정 = 136
제6장 결론 = 147
참고문헌 = 151
부록 1 = 155
부록 2 = 157
연구실적 = 16
Analysis of Column Shortening for Tall Buildings using Monte Carlo Method
Get PDFLong-term axial shortening of the vertical elements of tall buildings results in differential movements between these two elements and may lead to the additional moments of connection beam and slab elements, and other secondary effects, such as cracks of partitions or curtain walls.
Thus, accurate prediction of time-dependent column shortening is essential for tall buildings from both strength and serviceability aspects.
In this study, the uncertainty associated with assumed values for concrete properties such as strength, creep and shrinkage coefficients has been considered for the prediction of time-dependent column shortening of tall concrete buildings.
The column shortening analysis using Monte Carlo method is proposed and an example 70 story tall concrete building is used for illustration. The histograms of column shortening by probability analysis are investigated and the differential column shortening between exterior column and interior shear wall considering confidence interval is predicted. The differential column shortening subsequent to the installation of slabs is investigated and compared with the result of deterministic approach. The results in this research are as follows.
1. It has been proven that the same value in estimating the column shortening can be obtained through the Monte Carlo approach as can be through the deterministic approach. The variability of the column shortening can be predicted through the stochastic approach.
2. The results obtained by the stochastic approach are almost the same as those done by the deterministic approach as the frequency of the simulation increases. The Monte Carlo results become more convergent with increased simulations.
3. The predicted value of the column shortening by Monte Carlo approach is evaluated at each confidence interval. As the width of the confidence interval expands, the elastic, creep, and shrinkage shortening of the interior wall increases 1.6%, 11.8%, and 22.9% respectively. The variability of the inelastic shortening is more important than that of elastic shortening.
4. The differential shortening subsequent to the slab installation inducing the additional stress increases from 1.36 up to 1.72 times as the width of the confidence interval expands. Therefore, in the design of the structural member, the additional stress according to the maximal differential shortening should be considered.목차
ABSTRACT
1. 서론 = 1
1.1 연구배경 및 목적 = 1
1.2 연구동향 = 2
1.3 연구범위 및 방법 = 5
2. 몬테카를로 기법 = 7
2.1 균일분포의 난수발생 = 7
2.2 정규분포형태의 난수발생 = 8
3. 기둥축소량 모델에 대한 확률변수 = 11
3.1 콘크리트 강도 = 11
3.2 크리프 계수 = 14
3.3 건조수축 계수 = 18
4. 확률론적 기둥축소량 해석 = 21
4.1 기둥축소량의 일반사항 = 21
4.1.1 탄성축소량 = 21
4.1.2 비탄성 축소량 = 22
4.2 몬테카를로 기법에 의한 기둥축소량 제안식 = 25
4.3 확률론적 기둥축소량 프로그램 구성 = 27
5. 초고층건물의 해석 예 = 29
5.1 결정론적 방법에 의한 해석 = 30
5.1.1 외부기둥과 내부전단벽의 슬래브 타설이후의 축소량 해석 = 30
5.1.2 외부기둥과 내부전단벽의 전체축소량 해석 = 32
5.2 확률론적 방법에 의한 해석 = 35
5.2.1 시뮬레이션 반복수와 정확성 = 35
5.2.2 시뮬레이션 반복수와 해석시간과의 관계 = 39
5.2.3 확률론적 방법에 의한 슬래브 타설이후 축소량 해석 = 40
5.2.4 확률론적 방법에 의한 전체축소량 해석 = 45
5.2.5 신뢰구간별 축소량 = 51
5.3 결정론적 방법과 확률론적 방법의 비교분석 = 55
5.3.1 슬래브 타설이후 축소량의 비교 = 55
5.3.2 전체축소량의 비교 = 57
5.3.3 외부기둥과 내부전단벽의 부등축소량 비교 = 58
6. 결론 = 60
참고 문헌 = 6
A Study on the High-accuracy Position measurement GPS Using Carrier phase
Get PDFThese days, As a variety of transportation media, the importance of navigation data is getting bigger and bigger. This navigation installation is the most necessary part for security and operation of the transportation media on a right way. There are many studies of investigation and develop to obtain.
Laboratory experiments utilize a dual configuration of MPC860 DGPS Adaptor Board. Outdoor testing was realized by RT·Star on a vehicle, along with a RT-Star base station located on a surveyed rooftop control point. Communication between both was performed with a modem transmitting the messages encoded in the RTCM-104 format at 9600 bauds. The vehicle followed a route with a surveyed geodetic marker situated along it. Stop-and-go operations were performed at the marker.
This paper will describe the test scenarios, the setup of the test platforms and the results obtained for the series of experiments. It will show a 10-centimeter level accuracy can be obtained in real-time under many kinematic scenarios with a Carrier phase GPS Receiver.목차
ABSTRACT = iii
제 1 장 서론 = 1
제 2 장 GPS 개요 = 3
2.1 GPS 구성 = 3
2.2 GPS 위성신호 = 4
2.3 GPS의 의사거리 측정방법 = 7
2.3.1 코드를 이용한 의사거리의 측정 = 7
2.3.2 반송파 위상을 이용한 의사거리의 측정 = 8
2.4 GPS 관련오차 = 14
제 3 장 GPS를 이용한 위치결정 방법 = 16
3.1 코드신호를 이용한 절대위치 측정 = 16
3.2 반송파 위상을 이용한 상대위치 결정 방법 = 18
3.2.1 단일차분(SD:Single Difference) = 19
3.2.2 이중차분(DO:Double Difference) = 20
3.2.3 이중차분을 이용한 상대위치 결정 방법 = 21
3.3 GDOP(Geomatric Dilution of Precision) = 23
제 4 장 측정시스템의 구현 및 실험 = 25
4.1 고정도 위치측정 시스템의 구성 = 25
4.2 측정시스템을 이용한 실험 = 30
4.2.1 Base와 Rover의 상대거리가 5[m]인 경우의 실험 = 31
4.2.2 Base와 Rover의 상대거리가 10[m]인 경우의 실험 = 32
4.2.3 Base와 Rover의 상대거리가 15[m]인 경우의 실험 = 34
4.2.4 Rover의 위치표시 = 36
제 5 장 결론 = 38
부록 = 39
참고문헌 = 4
Analysis of Polycyclic Aromatic Hydrocarbons (PAHs) in Marine Organisms and Sediments from the intertidal zone of Yellow Sea, Korea
Get PDFThe High Performance Liquid Chromatography (HPLC)
Analysis of Polycyclic Aromatic Hydrocarbons (PAHs)
in Marine Organisms and sediments
from the Intertidal Zone of Yellow Sea, Korea
Porycyclic Aromatic Hydrocarbons (PAHs) are ubiquitous environmental pollutant. Because of the high toxicity of some polycyclic compounds, such as benzo(a)pyrenes, the determine of their level in sediment and marine organisms was target of several papers.
The basic purpose of this study is reporting preliminary data on sediment, and marine organisms from the intertidal zone of West Sea. And our results of study compared with present studies results from intertidal zone of East sea and South Sea. PAHs are determined using by High Performance Liquid Chromatography (HPLC)in sediment, green larver (Ascidian), and Oyster (Ruditapes Philippinarum) of intertidal zone of West Sea. Sixteen PAHs compounds were identified, including carcinogenic compouds.
PAHs in samples (sediment, green larver and oyster) were extracted and analyzed. 20g of each organisms (wet weight) and sediment (dry weight) was taken to be analyzed. These samples were Soxhlet-extracted and, then saponified by refluxing and then the PAHs were identified and quantified by HPLC.
Total PAHs in sediments from intertidal zone of West Sea ranged from 0.0077 to 1.6593 ppb (ng/g) (mean value, 0.4856±0.5273 ppb), in green larver ranged from 0.1490 to 1.1376 ppb (mean value, 0.4978±0.5539 ppb), in oyster ranged from 0.1675 to 2.8248 ppb (mean value, 0.9618±0.7441 ppb).
Our study area more polluted from intertidal zone of East Sea (Uljin, Youngdok, Kori), but, unpolluted from intertidal zone of South Sea (Kyoungyang, Pusan, Massan, Hadong).
The mean value of ratio of Σ≤ 3-rings to Σ ≥ 4-rings of sediments, green larver, and oyster was 0.5670±0.2230 (ranged between 0.000 and 3.657), 3.55±1.5657 (ranged between 0.092 and 6.138) and 0.4872±0.2829 (ranged between 0.3872 and 1.9496).
Compared with present other studies, we concluded that the PAHs level in intertidal zone of West Sea appeared to be comparatively low
(A) Study on the Optimization of Berth Planning Problem
Get PDFA Study on the Optimization of Berth
Planning Problem
This paper treats the berth planning problem which is encountered at public container terminals. The main issue of the berth planning problem is to decide how to allocate the berths to scheduled calling containers of which the ETA's are given beforehand.
The author, at first, made a literature survey concerning the subject and summarized it to make clear the scope of the problem. Then, the optimization models for tackling the berth planning problem are proposed in the formulation of set problems. Some heuristic algorithms for generating the decision variables of the models are also devised by using the concept of the ship's waiting time and the modified berth occupancy rate.
Computational experiments based on the data arisings from the real public container terminal(BCTOC) are also carried out and the results are reported to show that the proposed optimization models and the heuristic for generating the decision variables are applicable and useful for the berth planning problem at public container terminals
Implementation of Smart Antenna Algorithm using Signal Self-Coherence
Get PDFThe performance of digital mobile radio communication systems is effected by signal fading and interference from co-channel users. Both these effects can be reduced by the use of antenna arrays at the base station with the appropriate signal processing and combining of the received signals.
In this thesis, a blind adaptive array beamformer against co-channel interferences is proposed. The beamformer's weight vector is calculated from auto correlation matrix of the received signals and cross-correlation matrix between the received signal vector and the signal vector shifted to the cyclic frequency of the desired signal vector. The proposed method utilizes the cyclostationary properties of the communication signal and has the constraints that maximize output SINR(Signal-to-Interference plus Noise Ratio). Also, this thesis is applied to the adaptive method with power method and recursive equations. The computer simulations to compare the performances between the proposed method and the conventional methods are performed. In the beam pattern, the proposed method has lower power gain than conventional algorithm at the interference directions. In the BER(Bit Error Rate) curve, the performance of the proposed scheme is superior than that of conventional schemes. Also, the adaptive beamformer algorithm is implemented in TMS320C31 DSP chip produced by Texas Instruments