• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.2
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• pp.177-187
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• 2023

The Ship Safety Act prescribes matters necessary for the maintenance of seaworthiness and safe navigation of ships. In this regard, Article 10 of this Act requires shipowner to undergo occasional survey if he/she wants to temporarily change intends to modify the details entered in a ship survey certificate. Such measures are in accordance with the maintenance of the state of the ship after the ship inspection under Article 15 of this Act, and this Act includes "harbor construction work ship" under Article 39 Paragraph (1) of the Harbor Act. However, although the harbor construction work ship originally showed the same operating system as the barge, it was not applied to the Ship Safety Act and was registered and surveyed under the Construction Machinery Management Act. Then "Seokjeong No. 36" sinking accident in Ulsan on December 14, 2012, led to the amendment of the Harbor Act in 2016, and considering the fact that it was added to the Ship Safety Act and applied, there is a realistic limit to applying all the regulations stipulated in the Ship Safety Act to the harbor construction work ship. Accordingly, this study discusses the work characteristics through concept, registration, work area, survey regulations, application case of temporary alteration etc. of harbor construction work ships and controversial issues related to the scope of application of the Ship Safety Act of actual harbor construction work ships, and also the appropriate scope of "temporary alteration" among temporary inspections prescribed in Article 10 of the Ship Safety Act in consideration of the legislative purpose of incorporating harbor construction work ships into the survey subject to the Ship Safety Act in accordance with the revision of the Harbor Act.

• Journal of the Ergonomics Society of Korea
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• v.36 no.5
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• pp.525-533
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• 2017

Objective: The aim of this study is to investigate maritime officers' strategies to avoid the ship collision in crossing situations. Background: In a situation where there is a risk of collision between two ships, maritime officers can change the direction and speed of the own-ship to avoid the collision. They have four options to select; adjusting the speed only, the direction only, both the speed and direction at the same time and no action. Research questions were whether the strategy they are using differs according to the shipboard experience of maritime officers and the representation method of ARPA (automatic radar plotting aid) - radar graphic information. Method: Participants were 12. Six of them had more than 3 years of onboard experience, while the others were 4th grade students at Korea Maritime and Ocean University. For each participant, 32 ship encounter situations were provided with ARPA-radar information. 16 situations were presented by the north-up display and 16 situations were presented by the track-up display. Participants were asked to decide how to move the own-ship to avoid the ship collision for each case. Results: Most participants attempted to avoid the collision by adjusting the direction of the ship, representing an average of 22.4 times in 32 judgment trials (about 70%). Participants who did not have experience on board were more likely to control speed and direction at the same time than participants with onboard experience. Participants with onboard experience were more likely to control the direction of the ship only. On the other hand, although the same ARPA Information was provided to the participants, the participants in many cases made different judgments depending on the method of information representation; track-up display and north-up display. It was only 25% that the participants made the same judgment under the same collision situations. Participants with onboard experience did make the same judgment more than participants with no onboard experience. Conclusion: In marine collision situations, maritime officers tend to avoid collisions by adjusting only the direction of their ships, and this tendency is more pronounced among maritime officers with onboard experience. The effect of the method of information representation on their judgment was not significant. Application: The results of this research might help to train maritime officers for safe navigation and to design a collision avoidance support system.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.11 no.10
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• pp.1930-1936
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• 2007

Electronic Navigational Charts(ENCs) are official nautical charts which are equivalent to paper charts with supplementary information. Although their main purpose is to be used for the safe navigation of ships, they also contain much information on coasts and seas which may be interesting to ordinary people. However, there is no easy way to access them because of their specialized data format, access method and visualization. This paper proposes m implementation of SVG for the access and services of ENCs. SVG(Scalable Vector Graphic) makes it possible to make use of Vector graphics for map services in basic internet browsing environment. Implementation of SVG for ENC applications by this research is free of special server side GIS mapping system and client side extra technology. The Implementation of SVG for ENC Applications can be summarized as follows: Firstly, SVG provides spatial information to possess searching engine to embody SVG map. Secondly SVG can provide high-quality vector map graphics and interactive facility without special Internet GIS system. It makes it possible to use services with very low cost. Thirdly, SVG information service targeting on maritime transportation can be used as template, so it can be used dynamically any other purpose such as traffic management and vessel monitoring. Many good characteristics of SVG in mapping at computer screen and reusability of SVG document provide new era of visualization of marine geographic information.

• Journal of the Korean Institute of Navigation
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• v.13 no.1
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• pp.21-53
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• 1989

In the past twenty years, there has been a rapid increase in the volume of traffic in Korea due to the Korean great growth of the Korean economy. Since transformation provides an infrastructure vital to economic growth, it becomes more and more an integral part of the Korea economy. The importance of coastal shipping stands out in particular, not only because of the expansion limit on the road network, but also because of saturation in the capacity of rail transportation. In spite of this increase and its importance, coastal shipping is falling behind partly because it is givenless emphasis than ocean-going shipping and other inland transportation systems and partly because of overcompetition due to excessive ship tonnage. Therefore, estimating and planning optimum ship tonnage is the first take to develop Korean coastal shipping. This paper aims to estimate the optimum coastal ship tonnage by computer simulation and finally to draw up plans for the ship tonnage balance according to supply and demand. The estimation of the optimum ship tonnage is peformed by the method of Origin -Destimation and time series analysis. The result are as follows : (1) The optimum ship tonnage in 1987 was 358, 680 DWT, which is 54% of the current ship tonnage (481 ships, 662, 664DWT) that is equal to the optimum ship tonnage in 1998. this overcapacity result is in excessive competition and financial difficulties in Korea coastal shipping. (2) The excessive ship tonnage can be broken down into ship types as follows : oil carrier 250, 926 DWT(350%), cement carrier 9, 977 DWT(119%), iron material/machinery carrier 25, 665 DWT(117%), general cargo carrier 17, 416DWT(112%). (3) the current total ship crew of 5, 079 is more than the verified optimally efficient figure of 3, 808 by 1271. (4) From the viewpoint of management strategy, it is necessary that excessive ship tonnage be reduced and uneconomic outdated vessels be broken up. And its found that the diversion into economically efficient fleets is urgently required in order to meet increasing annual rate in the amounts of cargo(23, 877DWT). (5) The plans for the ship tonnage balance according to supply and demand are as follows 1) The establishment of a legislative system for the arrangement of ship tonnage. This would involve; (a) The announcement of an optimum tonnage which guides the licensing of cargo vessels and ship tonnage supply. (b) The establishment of an organization that substantially arrangement tonnage in Korea coastal shipping. 2) The announcement of an optimum ship tonnage both per year and short-term that guides current tonnage supply plans. 3) The settlement of elastic tariffs resulting in the protect6ion of coastal shipping's share from other tonnage supply plans. 4) The settlement of elastic tariffs resulting in the protection of coastal shipping's share from other transportation systems. 4) Restriction of ocean-going vessels from participating in coastal shipping routes. 5) Business rationalization of coastal shipping company which reduces uneconomic outdated vessels and boosts the national economy. If we are to achieve these ends, the followings are prerequisites; I) Because many non-licensed vessels are actually operating and threatening the safe voyage of the others in Korea coastal routes, it is necessary that those ind of vessels be controlled and punished by the authorities. II) The supply of ship tonnage in Korean coastal routes should be predently monitored because most of the coastal vessels are to small to be diverted into ocean-going routes in case of excessive supply. III) Every ship type which is engaged in coastal shipping should be specialized according to the characteristics of its routes as soon possible.