• Journal of the Korean Society of Fisheries and Ocean Technology
• /
• v.55 no.1
• /
• pp.74-81
• /
• 2019

According to the recent presentation by the Korean Maritime Safety Tribunal, about 70% of marine accident occurs from fishing vessel, and 90% of cause of entire marine accidents attributes to human error. As fishing vessels require basic operations, fishing operations, other additional operations and techniques such as fish handling, cultivating excellent marine officer to prevent marine accident and develop industry is very important. A fisheries training ship is still very difficult to satisfy the demand for diversity of fishery training and sense of realism of the industry. As the result of employment expectation by category of business survey targeting 266 marine industry high school graduates who hope to board fishing vessels for the last four years, tuna purse seine was the highest with 132 cadets (49.6%), followed by offshore large purse seine (65 cadets, 22.4%), and tuna long line (35 cadets, 13.2%). The Korea Institute of Maritime and Fisheries Technology (KIMFT) has replaced old jigging and fish pot fishery training ships and proceeded developing and building multi-purpose fisheries training ships considering the demand of industry and the promotion of employment; however, the basic fishing method was set for a tuna purse seine. As a result of seakeeping model test, it can conduct the satisfiable operation at sea state 5, and survive at sea state 8.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2021.11a
• /
• pp.74-75
• /
• 2021

At the 104th IMO MSC, it was decided to make a code for the operation of MASS(Maritime Autonomous Surface Ship). In addition, the government announced a roadmap for preemptive regulatory innovation for autonomous ships and identified 31 related regulatory issues and suggested improvements to revitalize the autonomous ship industry. This study aims to analyze the ship turning left on the route as a study on how to operate the route system when operating MASS. We intend to derive the current congestion degree of the special area of Busan New Port through maritime traffic survey and use simulation to derive the congestion degree of the special area due to the size of ships and increase in traffic volume. We would like to propose an appropriate amount of traffic (the number of L-converted). It is believed that the research results can be used as basic data for route operation when operating not only current ships but also MASS.

• 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 Navigation and Port Research
• /
• v.43 no.6
• /
• pp.377-383
• /
• 2019

Naval ships that are navigating always have the possibility of colliding, but there is no clear maneuvering procedure for collision avoidance, and there is a tendency to depend entirely on the intuitive judgment of the Officer Of Watch (OOW). In this study, we conducted a questionnaire survey when and how to avoid collision for the OOW in a Constant Bearing, Decreasing Range (CBDR) situation wherein the naval ships encountered obstacles. Using the results of the questionnaire survey, we analyzed the CBDR situation of encountering obstacles, and how to avoid collision in day/night. The most difficult to maneuver areas were Pyeongtaek, Mokpo, and occurred mainly in narrow channels. The frequency appeared on average about once every four hours, and there were more of a large number of ships encountering situations than the 1:1 situation. The method of check of collision course confirmation was more reliable with the eye confirmation results, and priority was given to distance at closest point of approach (DCPA) and time at closest point of approach (TCPA). There was not a difference in DCPA between the give-way ship and stand-on ship, but a difference between day and night. Also, most navigators prefer to use maneuvering & shifting when avoiding collisions, and steering is 10-15°, shifting ±5knots, and the drift course was direction added stern of the obstacles to the direction of it. These results will facilitate in providing officers with standards for collision avoidance, and also apply to the development of AI and big data based unmanned ship collision avoidance algorithms.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.25 no.4
• /
• pp.448-456
• /
• 2019

The purpose of this study is to develop basic data for the prevention of shipboard disasters and measures to improve the safety and health of seafarers by using a survey on the safety and health activities of seafarers. The questionnaire was administered to 437 people who have worked on a ship in the last six months. According to the results from the analyses (t-test, crosstab, and ANOVA), the level of safety and health activities of seafarers averaged at 68.82 points. The workplace clearance was the highest at 76.08 points, and the safety and health management system were the lowest at 62.78 points. As a result of the differences in the level of safety and health activities, the number of marine workers was higher than workers on land, and higher education was higher than lower education (p<0.01). It was higher for workers in coastal zones than for those in pelagic areas, and special cargo ships were higher than other ship types (p<0.01). Larger ships had a higher number of activities than small ships, and ships that were less than five years old had more activities (p<0.01). Therefore, in order to raise the level of safety and health activities of seafarers, it is necessary to develop safety and health education programs that take individual, job, and ship characteristics into consideration, and promote active safety and health activities on ships.

• Geophysics and Geophysical Exploration
• /
• v.27 no.2
• /
• pp.119-128
• /
• 2024

Marine magnetic surveys provide a rapid and cost-effective method for pioneer geophysical survey for many purposes. Sea-surface magnetometers offer high accuracy but are limited to measuring the scalar total magnetic field and require dedicated cruise missions. Shipboard three-component magnetometers, on the other hand, can collect vector three components and applicable to any cruise missions. However, correcting for the ship's magnetic field, particularly viscous magnetization, still remains a challenge. This study proposes a new additional correction method for ship's viscous magnetization effect in vector data acquired by shipboard three-component magnetometer. This method utilizes magnetic data collected simultaneously with a sea-surface magnetometer providing total magnetic field measurements. Our method significantly reduces deviations between the two datasets, resulting in corrected vector anomalies with errors as low as 7-25 nT. These tiny errors are possibly caused by the vector magnetic anomaly and its related viscous magnetization. This method is expected to significantly improve the accuracy of shipborne magnetic surveys by providing corrected vector components. This will enhance magnetic interpretations and might be useful for understanding plate tectonics, geological structures, hydrothermal deposits, and more.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2014.06a
• /
• pp.130-131
• /
• 2014

세월호 사고 전후에 여객선에 승선한 일반 승객을 대상으로 안전의식을 조사하고 비교 분석한 것이다.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.20 no.5
• /
• pp.535-542
• /
• 2014

This research concluded that the area is most sensitively affected by the maritime traffic congestion rather than other factors including the ship's speed and fairway width. We performed a literature review for the area used in Japan, Denmark, and Shanghai ports, and analyzed by comparing with the area in Jinhae, Korea through the observation survey of marine traffic. The result of sensitivity analysis concluded that the congestion is affected by amount of 10% by changing 1 knot of the ship's speed, 18% of 100m of the fairway width, and 34%~43% of 1L of ship's length. By applying the result into the current audit system using $8L{\times}3.2L$, $6L{\times}1.6L$, we found that there is big difference with $3.5L{\times}1.5L$ in Japan, $5.9L{\times}2.2L$ in Shanghai, $4L{\times}5B$ in Denmark, and $3L{\times}2L$ in Jinhae, Korea. For this reason, further studies should be carried out in near future to the area mostly affected by congestion.

• Journal of Navigation and Port Research
• /
• v.37 no.6
• /
• pp.603-609
• /
• 2013

In December 1998, Act on the investigation and inquiry into marine accidents was amended by inserting new Paragraph (2) of Article 4, which states "Where two or more persons are related to the occurrence of a marine accident when the Maritime Safety Tribunal(hereinafter referred to as the "MST") examines the causes of a marine accident as provides for under Paragraph (1), the MST may disclose the extent to which each responsible person is related to the cause of the marine accident". Based on this new Paragraph, the apportionment system of causation ratio in the ship collision was introduced in February 1999. However the apportionment system is adopted 12 years ago, public debate has continued about the positive and negative aspects of the system. Thus some groups advocate the system for the advantages, but other groups argue that this system should be abolished. Therefore, at first, this study analyzes the adopting background and the main reasons of the pros and cons discussion on the apportionment system of causation ratio in the ship collision. Then we conduct a survey analysis to investigate stakeholder's satisfaction of this new system in the ship collision cases. Finally this study suggests the policy proposal to improve the apportionment system of causation ratio in the ship collision.

• Journal of the Korean Society of Fisheries and Ocean Technology
• /
• v.58 no.1
• /
• pp.39-48
• /
• 2022

Using environmental DNA (eDNA) in the fisheries and oceanography fields, research on the diversity of biological species, the presence or absence of specific species and quantitative evaluation of species has considerably been performed. Up to date, no study on eDNA has been tried in the area of fisheries acoustics in Korea. In this study, the biomass of a dominant species in the northwestern waters of Jeju Island was examined using 1) the catch ratio of the species from trawl survey results and 2) the ranking ratio of the species from the eDNA results. The dominant species was Zoarces gillii, and its trawl catch ratio was 68.2% and its eDNA ratio was 81.3%. The Zoarces gillii biomass from the two methods was 7199.4 tons (trawl) and 8584.6 tons (eDNA), respectively. The mean and standard deviation of the acoustic backscattering strength values (120 kHz) from the entire survey area were 135.5 and 157.7 m²/nm², respectively. The strongest echo signal occurred at latitude 34° and longitude 126°15' (northwest of Jeju Island). High echo signals were observed in a specific oceanographic feature (salinity range of 32-33 psu and the water temperature range of 19-20℃). This study was a pilot study on evaluating quantitatively aquatic resources by applying the eDNA technique into acoustic-trawl survey method. Points to be considered for high-quality quantitative estimation using the eDNA to fisheries acosutics were discussed.