• Journal of the Korea Institute of Information and Communication Engineering
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• v.8 no.8
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• pp.1620-1625
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• 2004

To advance fisheries, we set developmental directions of fishery information by grasping present situations and analyzing maritime & fisheries issues. We promote various policies through effective systematical information data bases, based on both control and utilization of oceanic resources. For these puposes, it is imperative that we set up fisheries communication networks. There are satellite assisted informational networks to assist fishing vessels with their marine based movements. However, there's no hope for poorly equipped fishermen to adopt this network because of extravagant network call charges. So we think that using existing SSB communication system is the best plan. We organize fishery communication network by HF SSB communication which doesn't have operational costs. We build wireless transmitting and receiving stations that are basic systems of informnation, and equip wireless data communication systems by the use of wireless communication network protocols in coastal stations. It is necessary that a fish boat has a terminal device for wireless data communication. In this research we can conclude that if we transmit the location of a fishing boat in-real time through GPS channels then we propose that some methods be formulated to able terminal devices on fishing boats to collect various types of information, such as meteorological and oceanic conditions.

• Journal of Navigation and Port Research
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• v.39 no.3
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• pp.241-251
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• 2015

Recently, It became possible to transport freights and energy resources via Northern Sea Route(NSR) as global warming has been accelerated. As a result, all countries of the world and Korean local governments have had a struggle to take the advantageous position first in NSR development. However, this extreme competitions might have a negative effect on the national port industry and cause unnecessary social costs and economic losses. Therefore, the main target of this study is to find the most suitable port for NSR using AHP analysis. Most of the data was gained from previous literatures and public statistics and the weight of each factor was calculated by the result of expert survey. As a result, Busan port has the biggest competitiveness, followed by Yeosu Gwangyang, Ulsan and Incheon. From the result, this study suggested 3 possible scenarios. The first scenario specializing Busan port in NSR focuses more on developing the related businesses such as repair of ships, refueling, ship stores trade than attracting the more cargoes. the second is a strategy to make Ulsan port as a hub for energy resources, especially liquid cargo on NSR. the last is a mixed one to assign suitable roles to the ports according to their competitive capabilities.

• Proceedings of KOSOMES biannual meeting
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• 2006.05a
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• pp.79-83
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• 2006

Displayed result that handle particle contaminant and hydrospace organism included in number of ballast that is happened in ship using automatic bade washing filter. Reason that remove first contaminant that is included in number of ballast is that heighten processing effect of after processing process. of the filter. Another advantage is to drop off the solids with controlling revolution of drum screen in pretreatment filtration process. The fact that it is easy to attach and detach a several type of screen for getting the expected water quality is another advantage. Filter rotation speed at 1.0rpm is filter resistance 3.0bar and 3.0rpm is filter resistance 2.8bar. Filter out impurities from ballast water over 6.0rpm is filter resistance 26bar and 10rpm is filter resistance 2.5bar. Filtration system removal aquatic organism over $80{\mu}m$ in ballast water. This study shows that the filtration treatment system has a potential for the treatment of ballast water.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.5
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• pp.93-102
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• 2020

The design of large complex mechanical systems, such as automobile, aircraft, and ship, is a kind of Multidisciplinary Design Optimization (MDO) because it requires both experience and expertise in many areas. With the rapid development of technology and the demand to improve human convenience, the complexity of these systems is increasing further. The design of such a complex system requires an integrated system design, i.e., MDO, which can fuse not only domain-specific knowledge but also knowledge, experience, and perspectives in various fields. In the past, the MDO relied heavily on the designer's intuition and experience, making it less efficient in terms of accuracy and time efficiency. Process integration and the design optimization framework mainly support MDO owing to the evolution of IT technology. This paper examined the procedure and methods to implement an efficient MDO with reasonable effort and time using RCE, an open-source PIDO framework. As a benchmarking example, the authors applied the proposed MDO methodology to a bulk carrier's conceptual design synthesis model. The validity of this proposed MDO methodology was determined by visual analysis of the Pareto optimal solutions.

• Journal of Korean Society of Occupational and Environmental Hygiene
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• v.15 no.2
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• pp.104-113
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• 2005

A variety of ergonomic assessment methods of lifting tasks known as a major cause of work-related lower back pain have been used. But there is a limited information in choosing the most appropriate assessment method for a particular job and in finding out strengths and weakness of the methods. The purpose of this study was to assess and compare the ergonomic risks of lifting tasks in a marine diesel engine production industry by three lifting ergonomic assessment tools widely used: the National Institute for Occupational Safety and Health(NIOSH) Revised Lifting Equation(NLE), the Washington Administrative Code 296-62-0517(WAC), and the Snook Tables. Lifting index(weight of load/Recommended Weight Limit) of NLE($LI_{NLE}$) was above 1 at 34 tasks(75.6%) of a total number of 45 lifting tasks. LI of WAC($LI_{WAC}$) was above 1 at 11 tasks(24.4 %). LI of Snook Table($LI_{Snook}$) was above 1 at 29 tasks(64.4%). Thus, LI was high in orders of $LI_{NLE}$ > $LI_{Snook}$ > $LI_{WAC}$. There were significantly high correlations among three Lls(p<0.01). The correlation coefficients between $LI_{NLE}$and the other three Lls($LI_{WAC}$ and $LI_{Snook}$) were r=0.93 and r=0.88, respectively. The linear regression equations were y = 0.444x + 0.11(r=0.93) between $LI_{NLE}$ and $LI_{WAC}$, y = 0.93x + 0.008(r=0.88) between LI(NLE) and $LI_{Snook}$. The LI values by WAC was significantly lower than those by the other tools. The compared features, strength and limitation among these tools were described in this paper.

• Journal of Navigation and Port Research
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• v.33 no.10
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• pp.659-664
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• 2009

LNG carriers have, up to 2006, mainly been driven by steam turbines. The Boil-Off Gas from the LNG cargo tanks has so far been used as fuel. This is a costly solution that requires special skills during construction and operation. Alternative propulsion systems offer far better fuel economical efficiency than steam turbines. Instead of previous practice using Boil-Off Gas as a fuel, the Re-liquefaction system establishes a solution to liquefy the Boil-Off Gas and return the LNG to the cargo tanks. This Re-liquefaction of Boil-Off Gases on LNG carriers results in increased cargo deliveries and allows owners and operators to choose the most optimum propulsion system. In this study, thermodynamic cycle analysis has been performed on two type of LNG Re-liquefaction system which was designed and adopted for the Q-Flex(216,000$m^3$) and Q-Max(266,000$m^3$) LNG carrier under construction at Korea ship yards and variable key factor was simulated to compare efficiency, power and nitrogen consumption of each Re-liquefaction system.

• Journal of Navigation and Port Research
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• v.38 no.3
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• pp.217-225
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• 2014

The system that covers gathering, integrating, exchanging, presenting and analyzing of information within ships and shores for the safety and security in Marine Environment is known as e-Navigation Policy. Northern Europe has been conducting research and development. It came up into a concept that deals with ship's route information between vessels as well as vessels to shores which is better known as route exchange system. The research showed substantial advantages on navigational safety by exchanging the route information between vessels in vicinity and vessels to shores. Therefore, upon the adaptation of route exchange System as a major function in integrated navigational system, the existing procedures in VTS could be changed for betterment. In this study, it was verified the effectiveness of route exchange system by the adaptation of a recent collision accident occurred in Korean coast and suggested that route exchange system which would be carried out by the discretion of VTS center in VTS area. Finally, it proposed the new functions for outstanding services and procedures of integrating traffic organization services on coastal VTS for an effective route exchange system in Korean coastal area.

• Journal of Navigation and Port Research
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• v.37 no.5
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• pp.519-526
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• 2013

In managing shipping business, the concept of seaworthiness of the vessel has developed in accordance with the development of the shipping industry. However, despite of the development of the vessel's seaworthiness, marine accident has continuously occurred at sea. International Maritime Organization(IMO) has paid attention to the research and investigation of Human Error in shipping operations in addition to physical seaworthiness of the vessel. In 1994, IMO adopted the "International Management Code for the Safe Operation of Ships and for Pollution Prevention(ISM code)" of "SOLAS 1974" Annex, to take countermeasure against this human error. In 1999, Korea adopted the 'ISM Code' and then enacted the Maritime Safety Act (previously Maritime Traffic Safety Act). The Maritime Safety Act regulates necessary qualifications of the Human Resources of shipping companies for establishment and implementation of the safety management system. However, there has been a discrepancy between shipowners and ship management companies in interpreting the legislative texts, finally causing confusion. In this paper, I would like to examine the deficiencies in the regulation on the standard of qualifications of the Designated Person under the Maritime Safety Act and thereby suggest any possible improvements in it.

• Journal of Korea Port Economic Association
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• v.35 no.4
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• pp.187-206
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• 2019

After reviewing the concept and previous studies related to green ports, this study analyzes the implications of green port policy of advanced ports in foreign countries and analyzes problems in terms of environmentally-friendly green port policy for Ulsan port, and to present sustainable green logistics establishment measures. The literature survey and Benchmarking methods are adopted as research methodology and the results are as follows. First, the pan-government climate change response management system, legislation of relevant laws, implementation of fiscal support policies, and roadmaps should be established. Second, the foundation for eco-friendly green growth should be established through the discovery of business models in conjunction with leading industries in the Southeastern Metropolitan Economic Area. Third, the Ulsan Port Greenport, such as AMP, in-port LNG propulsion ship, and ESI vessel incentive, should be built. Fourth, a low-carbon, high-efficiency sea-shuttle service shall be established through the introduction of the sea-shuttle service along the sea route. Fifth, energy self-reliant ports, including all institutions in the metropolitan Ulsan port area that have exceeded the level of Ulsan port Authority, should be built. Finally, water-type ports need to be built through the creation of coastal forests, the purification of marine water quality, and the introduction of colors to port.

• Korean Business Review
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• v.11
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• pp.415-437
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• 1998

On choosing insurance terms it would be a reasonable choice to choose insurance terms in proportion to how much risk is to be with considering of how much risk is exactly to be in a cargo's owner of his or hers as there are conditions such as a character of cargo, a packing condition, a loading ship, a shipping section, and a premium. But when we see on the present state of the statistical insurance table, the effects are entirely different from it stated above and these serious problems are of both the problem to prove who is on duty and the problem to cover how much the indemnity are to be. When we see a shipper as the insured, in the last 3 years that all risks has been more than 95 percent is to prove the reason mentioned above and there would be an intention for the shipper to transfer a claim for the indemnity to the insurer to evade from the complexity. Also when we see how much both I.C.C and New I.C.C is used, New I.C.C has been used less two times than I.C.C, that is due to the restriction of the scale of covering the indemnity. So both the introduction of trade clause as to insured in the same line of business and the positive application, taking into account of the principle of proving who is on duty and the scale of covering the indemnity, are to be accomplished.