The Korea Maritime Institute is a think tank and research center developing South Korean policies on marine affairs and fisheries, operated by the South Korean government through the Office of Government Policy Coordination. KMI was established under its current name in 1997, though expanded from a research center created in 1984 specializing in shipping economics.KMI is organized into five research divisions as of 2011:Marine & Coastal Policy Research DepartmentShipping, Port & Logistics Research DepartmentFisheries Policy Research DepartmentMarine Territory and Industry Research DepartmentFisheries Outlook Centerand has two overseas centers:Shanghai Research CenterKorea-US Marine Policy Joint Research Center, at the University of Rhode IslandKMI is headquartered in Mapo-gu, Seoul, having a staff of about 180. Wikipedia.
Lee P.T.-W.,Kainan University |
Lin C.-W.,Kainan University |
Shin S.-H.,Korea Maritime Institute
Expert Systems with Applications | Year: 2012
The international trade of Korea and Taiwan has been heavily dependent upon international seatransportation owing to geo-political aspects. Therefore, the two countries have exerted to develop and promote ocean-going shipping industry in order to support their economies. Recent financial crisis in together with the economic slowdown has reduced seaborne trade cargoes, which resulted in remarkably deteriorated revenues of the container shipping sector. Major container shipping companies of both countries such as Evergreen, Yang Ming, Hyundai, and Hanjin under our study are no exception. This paper intends to achieve two-fold aims. The first applies entropy to find the relative weights of financial ratios of the four companies each year. In so doing, we can find the weights variance for the period of 1999-2009 based on the financial performance of the above companies. The second is to rank the companies in the period by grey relation analysis. On the basis of findings in this paper, we suggest business policy implications to mitigate impacts of the financial tsunami in the context of world shipping area. © 2011 Elsevier Ltd. All rights reserved.
Lee B.-H.,Korea Maritime Institute |
Park J.-C.,Pusan National University |
Kim M.-H.,Texas A&M University |
Hwang S.-C.,Pusan National University
Computer Methods in Applied Mechanics and Engineering | Year: 2011
The violent free-surface motions and the corresponding impact loads are numerically simulated by using the Moving Particle Semi-implicit (MPS) method, which was originally proposed by Koshizuka and Oka  for incompressible flows. In the original MPS method, there were several defects including non-optimal source term, gradient and collision models, and search of free-surface particles, which led to less-accurate fluid motions and non-physical pressure fluctuations. In the present study, how those defects can be remedied is illustrated by step-by-step improvements in the respective processes of the revised MPS method. For illustration, two examples are studied; (i) dam breaking problem and (ii) liquid sloshing inside a rectangular tank. The improvement of each step is explained and numerically demonstrated. The numerical results are also compared against the experimental results of Martin and Moyce  for dam-breaking problem and Kishev et al.  for sloshing problem. The numerical results for violent free-surface motions and impact pressures are in good agreement with their experimental data. © 2010 Elsevier B.V.
Ducruet C.,University of Paris 13 |
Lee S.-W.,Korea Maritime Institute |
Ng A.K.Y.,Hong Kong Polytechnic University
Maritime Policy and Management | Year: 2010
This article is essentially an empirical investigation in the network analysis of inter-port traffic flows. Based on a database of vessel movements, it applies conventional techniques of network analysis to the graph of Northeast Asian liner networks in 1996 and 2006. Such an approach proves particularly helpful for analyzing the changing position of major hub ports and for revealing their respective tributary areas within the region. Despite rapid traffic growth at Chinese ports during the period under study, the latter seem to remain polarized by established hubs such as Korean ports and Hong Kong. This research reveals the strong relation between local port policies and the evolution of shipping network design. © 2010 Taylor & Francis.
Lee M.-K.,Korea Maritime Institute |
Yoo S.-H.,Seoul National University of Science and Technology
Transportation Research Part A: Policy and Practice | Year: 2016
The transportation industry has been playing an important role in the economic development of Korea and, thus, has become a critical factor in sustaining the well-being of the Korean people. This paper attempts to analyze the economic impacts of four transportation modes using input-output (I-O) analysis, with specific application to Korea. To this end, we apply the I-O models to the Korean I-O tables generated by the Bank of Korea, paying particular attention to the four transportation sectors in Korea (rail, road, water, and air transportations), considering them as exogenous, and then determining their impacts. Specifically, the production-inducing effects, supply shortage effects, sectoral price effects, forward linkage effects, and backward linkage effects of the four transportation modes are quantitatively derived over the period 2000–2010. For example, the production-inducing effect of a KRW 1.0 production or investment in transportation is larger in the petroleum and transportation equipment sectors than in other sectors. Furthermore, the rail and road transportation sectors have greater supply shortage effects than the other transportation sectors. Finally, the potential uses of the results of this analysis are presented from the perspective of policy instruments, and policy implications are discussed. © 2016 Elsevier Ltd
Kim S.G.,Korea Maritime Institute
Ocean and Coastal Management | Year: 2012
After the Chapter 17 of Agenda 21 recommended integrated management for ocean and coastal management system, many countries undertook institutional arrangement in the government structure for efficient ocean governance. From such country cases, we can abstract 5 types of institutional change for ocean governance: type 1) Inter-ministerial commission or committee; type 2) Administration under the ministerial level of department; type 3) Administration under the ministerial level plus inter-ministerial commission or committee; type 4) Ministerial level of department; Type 5) Ministerial level of department plus inter-ministerial commission or committee.It is also supposed that an institutional arrangement can impact on the ocean governance through their elements in various ways, which was proved in the case of Korea. In Korea, the Ministry of Maritime Affairs and Fishery (MOMAF) established in 1996, which belongs to type 4 and had affected the ocean governance very positively, thus making integrated ocean policy, excellent coordination among related ministries and increasing the constituency. However, the dismantlement of MOMAF in 2008 has affected the ocean governance negatively. Reflecting the frequent government restructuring, type 1, 3 or 5 can also be more recommended in case of Korea. This shows how important an appropriate institutional arrangement is for integrated ocean governance and sheds light on the direction for the future institutional arrangement of the ocean sectors in each country. © 2012 Elsevier Ltd.
Jang D.-W.,Korea Maritime Institute |
Kim S.W.,Pusan National University |
Kim K.H.,Pusan National University
International Journal of Production Economics | Year: 2013
This paper addresses the optimization of a block stacking storage system (BSSS) in which unit loads are stored vertically. One of the important problems in a BSSS is in the relocation required when unit loads are located on top of the next unit load to be picked. Relocations are bound to occur when multiple types of unit loads are mixed in the same stacking area. Relocation is a major source of inefficiency during a BSSS handling operation. This study shows how the number of relocations can be reduced by utilizing the information regarding the arriving unit load type when determining its storage location. For the case where the information is not available, statistical models have been developed that estimate the expected number of relocations. For the case where the information is available and utilized, a method based on a genetic algorithm is suggested for use in determining the storage location for each arriving unit load in such a way that minimizes the expected number of relocations. A discussion is presented regarding how to determine the optimal number of stacks allocated to a set of unit load types which will share the same storage area considering the expected number of relocations. © 2012 Elsevier B.V. All rights reserved.
Lee M.-K.,Korea Maritime Institute |
Yoo S.-H.,Seoul National University of Science and Technology
Marine Policy | Year: 2014
The aquaculture industry can meet food security needs and reduce the pressure on marine resources. The expansion of aquaculture allows the fisheries industry to restructure from hunting to farming, and thus drives the need for an analysis of the economic impacts of aquaculture industry in consideration of the interdependence between capture fisheries and aquaculture industry. This study attempts to analyze the economic impacts of two fishery sectors using input-output (I-O) analysis, with specific application to Korea. To this end, this study applies the I-O models to the Korean I-O tables generated by the Bank of Korea, paying particular attention to the two fishery sectors in Korea, considering them as exogenous, and then determining their impacts. Specifically, the production-inducing effects, employment-inducing effects, supply shortage effects, sectoral price effects, forward linkage effects, and backward linkage effects of the two fishery sectors are presented over the period 1995-2010. For example, the production-inducing effect of a KRW 1.0 change in fisheries investment is larger in the petroleum and chemical sectors than in other sectors. Moreover, the aquaculture sector has larger employment-inducing effects than the capture fisheries. Finally, the potential uses of the results of this analysis are presented from the perspective of policy instruments, and policy implications are discussed. © 2013 Elsevier Ltd.
Kim S.G.,Korea Maritime Institute
Ocean and Coastal Management | Year: 2010
This paper reviews the evolution of the coastal wetland policy in developed countries, leading to finding 3 eras of development of the coastal wetland policy. Before having recognized the wetland functions and services until 1960s, the economic focus had been prevalent, allowing wetland to be exploited mainly for economic uses. But as the wetland ecosystem functions came to be realized, policies to preserve them had been introduced in developed countries, by which the wetland policy had transited 'step by step' from an economic to an ecological focus. Through these steps, developed countries came to have the legal and institutional systems for wetland preservation, mitigation and restoration, and management for the wise and sustainable use in conformity to the international standards such as the Ramsar Convention and others since 1990. Thus, they have reached more complete ecological focus in their wetland management with the increase in relevant socio-cultural activities such as the ecosystem education, ecotourism, etc. Roughly speaking, it led to the 3 'eras': the wetland exploitive era, policy transition era, wetland conservation era. In this vein, Korea also experienced a similar exploitive era of economic focus when wetland conversion had been dominated by agriculture, residence and industry before 1990s. From then till 2005, Korea had experienced sufferings from conflicts arising from large reclamation projects such as those in Shihwa and Saemangum, through which she had spent policy transition era and then began to introduce a new policy of ecological focus as in developed countries. Korea can be described as entering a new era of ecological focus with the introduction of relevant advanced systems such as reinforced 10 year of wetland conversion plan with stricter review and permit system, wetland protected area system, special plan to restore existing reclaimed areas to original wetlands, etc. © 2010.
Cho D.-O.,Korea Maritime Institute
Marine Policy | Year: 2011
The East Sea, with an average depth of 1700. m, has long been subject to heavy fishing pressure, resulting in derelict fishing gear. Most derelict fishing gears, such as fishing nets, fishing ropes, and crab pots, sink to the seabed and do not degrade. This gear results in "ghost fishing," which has adverse impacts on deep benthic habitats. Recently, the Korean government has started to remove derelict fishing gears from the deep seabed of the East Sea by bottom trawling with heavy hooks (50-80. kg) and ropes. A total of 207.8 and 252.2. tons of marine debris in 2009 and 2010, respectively, were removed from the seabed, most of which were derelict fishing gears. Contrary to monitoring surveys and clean-up in shallow waters, removal of marine debris from remote deep habitats is much more difficult and dangerous for removal crews. © 2011 Elsevier Ltd.
Korea Maritime Institute | Date: 2011-03-17
Disclosed is a structural member type photovoltaic curtain wall for improving safety and reliability of a ship, the structural member type photovoltaic curtain wall including: a frame functioning as a structural member of an upper structure of a ship; and a solar cell capable of adjusting an angle of incident sunlight with respect to the frame, the solar cell being attached to the frame.