• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.6
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• pp.662-671
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• 2015

As the type of Hazardous and Noxious Substances(HNS) becomes various and the transport volume of HNS increases, HNS spill incidents occur frequently on land and the sea. In view of various damages to human lives and properties by HNS spills, it is necessary to educate and train professional personnel in preparation for and response to potential HNS spills. This study shows the current state of response systems and education courses against HNS spill incidents on land and the sea to compare those with each other between land and sea in Korea. Incident command system on land are basically similar to that at sea, but leading authority which is responsible for combating HNS spills at sea is changeable depending on the location of HNS spill, as it were, Korea Coast Guard(KCG) is responsible for urgent response to HNS spill at sea, while municipalities are responsible for the response to HNS drifted ashore. Education courses for HNS responders on land are established at National Fire Service Academy(NFSA), National Institute of Chemical Safety(NICS), etc., and are diverse. Education and training courses for HNS responder at sea are established at Korea Coast Guard Academy(KCGA) and Marine Environment Research & Training Institute(MERTI), and are comparatively simple. Education courses for dangerous cargo handlers who work in port where land is linked to the sea are established at Korea Maritime Dangerous Goods Inspection & Research Institute(KOMDI), Korea Port Training Institute(KPTI) and Korea Institute of Maritime and Fisheries Technology(KIMFT). Through the comparison of education courses for HNS responders between land and sea, some recommendations such as extension of education targets, division of an existing integrated HNS course into two courses composed of operational level and manager level with respective refresh course, on-line cyber course and joint inter-educational institute course in cooperation with other relevant institutes are proposed for the improvement in education courses of KCG and KOEM(Korea Marine Environment Management Corporation) to educate and train professionals for combating HNS spills at sea in Korea.

• Journal of Navigation and Port Research
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• v.37 no.3
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• pp.231-237
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• 2013

What to analyze cognitive works that are involved in ship navigation is a basic work to make alternatives for maritime safety such as development of bridge equipments, extraction of potential human errors and development of education/ training methods. In the domains in which much research on the human error has been performed such as aviation and nuclear plant, analysis methods for cognitive work analysis have been developed and applied to them. However, the research on the cognitive work analysis is not sufficient in the maritime domain. This paper proposes a method to analyze cognitive work of ship navigation. The method was developed so that some maritime characteristics and a variety of factors influencing cognitive works are reflected on cognitive work analysis processes. On the other hand, an ship collision accident was analyzed by the proposed method as a case study.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.10a
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• pp.34-36
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• 2013

Despite the fact that navigation technology and educational programs were developed and maritime law has been enforced strictly, the number of maritime accidents has not dropped significantly. In order to reduce traffic accidents at sea, the preventive index for maritime accidents is designed and measured to evaluate and visualize the activities performed. The survey module is composed of preventive domains such as education, engineering, enforcement and information. The index was abstracted from the statistics of maritime accidents causes(2010~2012). It can be evaluated by using the newly developed survey modules. It was found that there is some correlation between the index value and the accident rate of maritime traffic. It is expected that this index will become another useful tool to help prevent maritime accidents.

• Journal of the Korean Institute of Navigation
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• v.25 no.2
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• pp.149-158
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• 2001

This paper presents the educational methodology shipboard training methods of Maritime Colleges in U.S.A. and the fields of engagement in business of the graduates from them. There are two Maritime Academies, i.e. U.S. Merchant Marine Academy (USMMA) and U.S. Coast Guard Academy, which are supported by federal government and six Maritime Colleges operated by each State. Maritime Administration (MARAD) in the Department of Transportation (DOT) supports the training of merchant marine officers and crew members with a focus on safety in U.S. waterborne commerce. The shipboard training methods are not unique, but have various process. One is continuous sea term training onboard during sophomore (100 days) and junior year (200 days) in case of USMMA, the other is summer sea term training onboard every three months during freshman, sophomore and junior years in case of SUNY Maritime College. They offer also one month ship simulator training ashore. The employment status for the 1999 year graduates from USMMA shows 43 percent in the field of maritime afloat, 34 percent of maritime ashore, 22 percent of active duty military and 1 percent of others.

• Journal of the Korean Institute of Navigation
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• v.21 no.4
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• pp.103-116
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• 1997

This study was to assess Korean sailors' knowldege, attitudes and behaviors about AIDS. The subjects of this study were 379 safety-trainee sailors. Data were collected by self reporting on a questionnaire during February to March 1996. The results were as follows : The mean score on AIDS knowledge was 17.3 out of a possible maximum score of 24.0. With respect to diseas transmission , only 45.6-86.5percent of the sailors correctly indicated that causal contact does not lead to contraction AIDS. The younger, unmarried , and educated groups had a higher level of knowledge about AIDS. With respect t sailors' attitudes about ADIS, 85.2 percent of the sailors reported that the AIDS is as big a problem as the media suggested, and over half of the sailors(53.8%) reported that they are being afraid of getting AIDS. One attitude, which was most pervasive(903.1 percent agreeing) was that it is important for sailors to receive AIDS education as a part of social education classes. In attitudes , there was statistical significance by age group, marital statistical signifiacance by age group , marital status, and educational level. With respect to sailor's preventive behaviors about AIDS, the mean score was 7.1 out of a possible maximum score of 9.0. It was shown that the older age, married groups had a higher level of preventive behaviors about AIDS.

• Journal of Navigation and Port Research
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• v.38 no.3
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• pp.247-252
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• 2014

Despite the facts that navigation technology and educational programs were developed, and that maritime law has been enforced strictly, the number of maritime accidents has not dropped significantly. Accident prevention is emphasized because of the extreme life, property, and environmental losses that accompany maritime accidents. Even though there are a variety of preventive activities, their performance is not satisfactory. In order to promote preventive activities and to organize safety management, a Preventive Index of Ship Accident(PISA) and a Preventive Level of Ship Accident(PLSA) which are abstracted from the statistical data of ship accidents (2009~2013) are proposed. The survey module by which these variables can be calculated is composed of preventive domains such as education, engineering, enforcement and information, and is applied for the preventive indexes measurement of cargo, passenger, tanker, tugboat and fishery ships. We compared and analyzed measured result with statistical accident rates and cases to confirm the index utilities. It was found that there is some correlation between the index value and the ship accident rate. It is expected that this index will become useful to evaluate a preventive status for the prevention of ship accidents and for the maritime safety culture.

• Journal of Navigation and Port Research
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• v.37 no.3
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• pp.291-298
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• 2013

The purpose of this study was to analyze perceptions to hindering factors and development factors for water leisure activation. In order to accomplish the study purpose, this study employed a survey method with water leisure participants and employees from 6 regions(participants=205, employees=117). The data were analyzed using independent t-tests at a=.05 and following findings were derived from current study. First, among 20 hindering factors, water leisure participants had higher levels of perceptions than employees in licence system, limited activation regulation, departure report regulation, absence of exclusive organization, lack of providing information, lack of participative events and support systems. Second, relatively highly perceived hindering factors included departure report regulation, limited activation regulation, licence system, lack of government support, lack of mooring facility and lack of exclusive charged organization, in order. Third, the important development factors perceived by participants included support for licence and education and diversified water leisure programs but those perceived by employees included placement of educated experts and related event host and publicity. Finally, relatively highly perceived development factors included activation of free experience, promotion of marina development, support for licence and education, diversified programs and support for water leisure business. Accordingly, the findings provided fundamental information that both central and regional government can utilize for further activating water leisure. In addition, several development strategies were discussed on financial support, facility support, human resource support, education support and event support perspectives.

• Journal of Navigation and Port Research
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• v.37 no.2
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• pp.203-210
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• 2013

In spite of adoption of various IMO Conventions over the past, the reason why large vessel accidents related to human life and marine environment occur is that the IMO Conventions are not effectively implemented due to contravention of the conventions by flag states. In particular, the implementation of the conventions are not well being performed because some flag states having weak genuine link between them and vessels haven't set up proper personal and structural organizations in charge of maritime safety and marine environment protection. From this background, IMO Resolution A.946(23) on the voluntary IMO Member-state Audit Scheme was adopted at the 23rd Assembly in Nov. 2003 and the Scheme is expected to be executed compulsorily in 2015 through the adoption of the IMO Resolution A.1018(26) in Nov. 2009. Accordingly, this study examined outline of the IMO Member-state Audit Scheme and the Code for the Implementation of Mandatory IMO Instruments used for the audit standards of this scheme. In addition, this study reviewed the member-states' obligations and responsibilities according to the compulsory implementation of the member-state audit scheme in 2015. Based on this, this study suggested the enhancement measures for maritime education and training of maritime education institutions of the Republic of Korea to cope positively with compulsory implementation of the IMO Member-state Audit Scheme.

• Journal of Navigation and Port Research
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• v.26 no.1
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• pp.112-119
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• 2002

In accordance with the development plans of Jeju for international free city, Jeju new harbor will be constructed cosidering supporting Jeju city as an international tour city, safe arrival and departure at the terminal of 80.000G/T cruise ship. In this study, we used a full-mission ship handling simulator adopting 80.000G/T cruise ship manoeuvered at the planned Juju international cruise terminal. Five masters who have had a long experience of shop maneuvering ware called to carry out the simulations of which No. 1 , Np. 2, and No.4 scenario of simulation were tried twice, completed the total of 10 times and No.3 scenario of simulation once, reached at the total of 5 time. The marine traffic safety was assessed in terms of 1) the closest point of approach(CPA) to breakwater and quay in the vicinty and the probability of crossing fairway limit, 2)subjective evaluation such as the mental burden and the maneuvering disfficulty of shiphanders and 3) the opinions of shiphandlers. From th result of this simulation, we have a conclusion that the 80.000G/T cruise ship can be maneuvered safely at the planned terminal.

• Journal of the Korean Society of Marine Environment & Safety
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• v.6 no.2
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• pp.1-15
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• 2000

In world trade, the vessel traffic in major routes has been congested due to the rapid increase of cargoes and shipping tonnages. The patterns of vessel traffic have also been complicated and diversified. Therefore it was necessary that the Vessel Traffic Service(VTS) should be established in order to enhance the safety of navigation, to prevent the loss of life and damage to the environment. The first advanced radar surveillance system(LevelIII-VTS) was introduced in Pohang, Korea in 1993 and in 13 other ports later. While the hardware of Korea VTS is equal to that of an advanced country, the software, specially the operation manual, the recruitment and education of VTS operator, and the VTS service area is behind that of Russia, USA, Germany, Hong Kong, Singapore and others. After researching and investigating. the VTS equipment and service area of many countries, and analyzing the IMO regulations relevant to VTS and the traffic pattern and accident of Pohang port, the most efficient VTS service area should be established in Pohang. According to the analysis of the preceding studies and research on VTS, the worldwide VTS areas are recognized under the following conditions: First, the service area should be extended over at least radar coverage taking into account of traffic flow, traffic density, the degree of danger to navigation and harbour condition in order to provide all possible services. Second, the established service area should be subdivided and systematized to render reliable VTS services, such as the allocation of VHF frequency and reporting procedure in each area. In conclusion, the VTS service area of Pohang must be established and operated over 10 miles from shore(radar site) covering the radar coverage, so as to include the area of traffic congestion and high density traffic flow.