• Journal of Navigation and Port Research
• /
• v.37 no.4
• /
• pp.383-390
• /
• 2013

After forming a institutional framework with specified in Maritime Safety Law(ex. Maritime Traffic Safety Law) on May 27th, 2009, The efforts for improving 'Maritime Traffic Safety Assessment Scheme(MTSA scheme)' have continued to the present. But there's no review with the comprehensive and systematic approach for proceeding acceleration step of MTSA scheme. At this point, this study analyzed current status and derived improvement measures using by 'PIP'OU model' which was designed for the comprehensive analysis in accordance with metaevaluation theory, like as question investigation and etc. Consequently, it mainly needs to improve 'Assessment Plan' domain and minimized the difference in views between concerned parties. This study is expected to be used to develop systematic maritime policy by proposing the order of priority in improvement matters.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.28 no.2
• /
• pp.254-261
• /
• 2022

Every vessel shall proceed at a safe speed to avoid collision. Additionally, every vessel shall comply with the speed limit rules in the territorial water and internal waters of Korea. The VTS operator shall properly control the compliance of the vessel with the safe speed and speed limit rules. Safe speed under the COLREG 1972 is not explicitly stipulated in knots. However, under the Domestic law for traffic safety-specific sea areas, etc., the speed limit is specified in knots and complied with. This speed limit rule is mainly based on the 'speed made good over the ground'; however, in some places, it is based on the 'speed making way through the water'. In this paper, I analyzed marine accidents that occurred in the past 5 years and the rate of violation of speed limits. Furthermore, I reviewed safe speed under the COLREG 1972, speed limit rules under domestic and foreign laws, and cases of non-compliance with safe speed in the judgment of the Korea Maritime Safety Tribunal. Resultantly, I suggested in this paper that the speed limit rules in the domestic law must be observed by vessels to prevent marine accidents, and the rules which are stipulated in terms of 'speed making way through the water' must be revised as 'speed made good over the ground' such that the vessels can easily comply with them and the VTS operator can control the vessel properly.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.28 no.1
• /
• pp.30-38
• /
• 2022

According to the United Nations Convention on the Law of the Sea (Article 94), the flag state must fulfill its overall role to ensure maritime safety and operate the ship inspection system as a related measure. The Korean government (Ministry of Ocean and Fisheries) has implemented policies for reducing marine accidents to promote maritime safety; however, the target goal has not been achieved. The ship inspection system is a measure to prevent marine accidents, and for the effective operation of the system, a sufficient understanding of the origin of the ship inspection system is required. In this study, the trend of the international ship inspection system was identified by analyzing ship inspection system origins and the history of the system's paradigm shift. The recent international ship inspection system paradigm confirms international standardization and the active safety management of ship companies are becoming increasingly prominent. Based on this, the introduction of the 'PDCA cycle-based self-inspection system' is presented to the current domestic ship inspection system. This is a new type of inspection system that establishes the roles of interested parties based on the basic philosophy of the ISO 9000 series to improve the ef ectiveness of maritime safety. Additionally, the necessity for a non-face-to-face ship inspection system has emerged because of the COVID-19 pandemic. Hence, the transition to a 'mobile application-based ship inspection system' is proposed to accommodate the rapid development of information communications technology.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.23 no.5
• /
• pp.462-472
• /
• 2017

Sunken vessels on major fairways can cause many problems in terms of maritime safety and the marine environment. In order to prevent secondary marine pollution accidents caused by sunken vessels, information on sunken vessels has been collected, a risk assessment has been conducted, and the relevant vessels are being managed according to the results of each assessment. However, there is still a demand for improvements. The most important of the improvement plans is a paradigm shift. In other words, the management of sunken vessels needs to be transformed according to a new paradigm to manage all sunken vessels within three years from the time of sinking. Legislative improvements are also needed for the reporting system for sunken vessels, risk assessment tools, the implementation of risk mitigation measures, and criteria for the implementation cost of risk mitigation measures. In addition, close coordination between marine pollution response and sunken vessel management efforts is needed. As the division of duties between the Korea Coast Guard and the Ministry of Oceans and Fisheries is vague, collaboration between the two ministries is required. Close collaboration is also needed between the departments of navigation safety management and sunken vessel management. Therefore, it is necessary to more clearly establish the relationship between the two systems and create a synergy effect between the two administrative operations using the results of the risk assessment in the Marine Environment Management Act to determine the navigational risk posed by obstacles with regard to the Maritime Safety Act.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2010.10a
• /
• pp.167-169
• /
• 2010

해상교통관제제도는 공무원인 해상교통관제요원에 의해서 통제되는데 실효성을 확보하기 위해서 공권력이 투입되는 과정에서 선박소유자에게 손해를 입혔을 경우 구제수단으로서 국가배상법의 적용여부를 살펴볼 것이다. 해상교통관제의 경우 공무원이 과실이나 부주의로 인한 선박이 충돌 좌초 등의 사고가 발생하였을 때 국가배상법 제2조 공무원의 위법한 직무행위로 인한 손해배상에서 국가배상이 성립하기 위한 요건이 충족되는지 확인한다. 해상교통관제관련 손해배상을 국가배상보다는 전문적인 해사행정법 체계내에 특별법 규정을 둔다면 포괄적이고 추상적인 국가배상법의 요건에 의한 적용보다는 전문적이고 특수한 상황에 적합하여 진일보하는 계기가 될 것이다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2022.06a
• /
• pp.297-298
• /
• 2022

본 연구는 울산항 인근 정박지 내 선박의 운항 패턴을 파악하고, 관련 법규 및 준수 실태를 대조하여 자율운항선박의 실제 운항 시에 부차적인 운항 수칙을 수립하는 데 목적을 두고 있다. 일반적으로 항행하는 선박의 해양사고 중 높은 비중을 차지하는 조우 상황에서의 운항 규칙과 관련된 법률이 정박지 내에도 적용되고 있다. 이러한 관점에서 관련 법규들을 토대로, 실제 정박지에서 항행하는 선박들의 운항 패턴들을 관측하였으며, 대부분 정박지 내에서 출항하는 선박들은 항로의 우측에 근접하여 운항하는 양상을 보이며 우측 항행을 준수하고 있음을 확인하였다. 또한, 정박지 및 항내에서 충돌과 같은 예치기 못한 사고가 발생하는 대표적인 운항 패턴들은 정면 조우 상황, 방파제 내 출항 선박 회피, 우측 항행 등으로 분류되며, 정면 조우 상황과 방파제 출항 선박 회피의 경우에는 관련 법규를 준수하며 항행하는 것을 확인하였으나, 우측 항행 상황에서는 조우 상황에 따라 부득이하게 이행할 수 없는 경우가 발생함을 확인하였다. 본 기초 연구를 통하여 정박지 및 항내에서의 항행하는 선박의 운항 패턴을 자율운항선박에 적용 가능성을 타진하고, 항해 지원이 가능한 운항 수칙을 새로 정립하는 데 활용하고자 한다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2019.11a
• /
• pp.254-256
• /
• 2019

오늘날 해사산업계에서는 선박에 화물을 실을 수 있는 최대선인 만재흘수선은 당연한 것으로 받아들여지고 있다. 국제만재흘수선 협약이 처음으로 성안된 것은 1930년이었고, 60개국이 서명하여 국제적으로 발효된 것은 1966년에 이르러서였다. 그러나 그에 앞서 1875년 영국의 의원이었던 사무엘 플림솔은 아무런 제한없이 화물을 선적하여 침몰사고가 빈번하여 수많은 선원들의 목숨을 잃는 현실을 개선하고자 갑판적재 금지와 화물적재 안전선의 현측 표시 등을 골자로 한 만재흘수선 제정 운동을 범국민적으로 벌였다. 이 논문에서는 19세기 중엽 사무엘 플림솔이 주도했던 만재흘수선 제정 운동의 시대적 배경과 전개 과정, 그리고 19세기 중엽 영국에서 선박 침몰 사고가 빈발했던 근본적 원인이 무엇이었는지에 대해 살펴보고자 한다. 이로써 19세기 뿐만 아니라 현재까지 선박의 안전을 크게 제고시킨 만재흘수선 제정에 끼친 사무엘 플림솔의 공헌에 대해 재평가하는 계기를 제공하고자 한다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2021.11a
• /
• pp.10-12
• /
• 2021

유선은 수상에서 고기잡이, 관광, 그 밖의 유락하는 사람을 승선시키는 것 등 「해운법」을 적용받지 아니하는 유선사업에 종사하는 선박으로, 안전관리 부분의 경우 해양경찰청에서 담당하고 있다. 선령기준 초과 유선의 선박검사 및 선박관리평가 기준을 마련하여 해양경찰청에서는 노후 유선에 대한 안전관리를 지속적으로 평가 하고 있으나, 기존의 여객운송사업의 선박관리평가 기준을 준용하여 평가함에 따라 내항만을 통항하고 출발지와 도착지가 동일한 관광등의 유람 목적 등 유선의 특수성 등을 반영하지 못하고 있다. 본 연구에서는 유선의 통항 특성과 일반적인 운영 환경등을 고려하여 유선에 적합한 선령기준 초과 유선의 선박 검사 및 관리평가 기준 마련의 필요성을 제안하였다.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.26 no.4
• /
• pp.366-373
• /
• 2020

According to Article 77 of the Ship Safety Act and Article 97(2) of the Enforcement Ordinance of the Ministry, the Recognized Organization (RO) personnel (ship surveyors) responsible for statutory survey shall have educational qualifications and experience in a specific field or obtain a license under the National Technical Qualifications Act. However, graduates from maritime high schools and those who completed the short-term course of the Ocean Polytec did not satisfy the qualification standards for the RO personnel since they did not graduate from the departments of maritime/fisheries or shipbuilding. Major shipping countries such as the United Kingdom, the United States, and Canada use the IACS (International Association of Classification Societies) regulations, and the Ship Safety Act in Japan has eliminated the qualification requirements for ship surveyors. In particular, under the IMO (International Maritime Organization) and IACS regulations, the RO personnel shall have as a minimum the following formal educational background: a degree or equivalent qualification from a tertiary institution recognized within a relevant field of engineering or physical science (minimum two years' program); or a relevant qualification from a marine or nautical institution and relevant sea-going experience as a certified ship officer; and competency in the English language commensurate with their future work. Considering that Article 17 of the Enforcement Decree on Public Officials Appointment Examinations prohibits educational restrictions and there are no educational restrictions on the qualifications of British and Japanese surveyors, if the maritime high school graduates have sufficient sea-going experience, education, and training, they could be recognized as meeting the qualification requirements. Moreover, those who completed the short-term course of the Ocean Polytec could also be recognized as meeting the qualification requirements because they are required to have at least a professional bachelor's degree (in the case of a third-class CoC (Certificate of Competancy)) and some sea-going experience after completion.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.29 no.2
• /
• pp.147-159
• /
• 2023

Sea level rise due to climate change is an increasing concern for the international community, and especially for coastal States. In case of regression of the coastal line or inundations of maritime features, including islands, the questions of whether coastal States are under an obligation to redraw their baseline and the outer limits of their maritime jurisdiction and of whether the existing maritime boundary treaties should be terminated are raised. This article reviews the arguments raised by the Small Island Developing States, International Law Association, and International Law Commission and suggests a solution within the current legal framework of the Law of the Sea through an interpretation of the existing provisions of the UNCLOS focusing on the legal issues relating to the Law of the Sea.