• Journal of Fisheries and Marine Sciences Education
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• v.28 no.2
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• pp.539-549
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• 2016

This study analyzed ship's passing characteristics in relation with incoming and outgoing routes in Yeosu Gwangyang Port, and examined the risk factors and measures for safety management of marine traffic. The number of passing ships in Yeosu Gwangyang Port was about 60,000 ships annually based on 2014, and the tonnage rose 73% from 447,000 thousand tons in 2005 to 770,000 thousand tons in 2014. Actually, the number of large passing ships was revealed to enormously increase. As a result of marine traffic survey in Yeosu Gwangyang Port for three days in August 2015, daily average passing ships were 408 ships, and 77% of the total passing ships passed between 04:00 and 20:00. The chemical ships and general cargo ships took up the most at 58% of the total incoming and outgoing ships, followed by other work ships at 21%, tankers at 8%, fishing vessels at 7.5% and container ships at 5.5%. Concerning the size of passing ships, ships less than 1,000 tons accounted for 58.6% of the total passing ships. Ships of 1,000-5,000 tons were 20.1%, and those of 5,000-10,000 tons were 6.8%, and more than 10,000 tons were 14.4%. Especially, ships of 500 tons and less using mainly coastal passing routes took up 49% of the total passing ships. As for ship's passage ratio by route, Nakpo sea area where many routes meet accounted for 27.2%, specified area 49%, costal route 8%, specified area's incoming and outgoing sea area around Daedo 4.5%, and Dolsan coastal ara and Kumhodo sea area 8.5%. The number of ships standing by for anchoring in the six designated anchorages was 230 for three days. The standby rate for anchoring was 25% based on the specified area passing ships. In Nakpo sea area, where many routes meet, parallel passing and cross passing between ships occurred the most frequently. In the specified area, many cases, in which incoming and outgoing cargo ships at the starting and ending parts and incoming and outgoing work ships and fishing vessels at the coastal routes cross, took place. Consequently, the following measures are urgently needed: active passing management in the Nakpo sea area, where passing routes are complex, specified areas and costal traffic routes, the elimination of rocks in the route close to Myodo, an effort to improve routes including shallow depth area dredging, and rational safety management for small work ships frequently incoming and outgoing the passing routes of large ships, and fishing vessels operated in the sea areas around those passing routes.

• Journal of Fisheries and Marine Sciences Education
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• v.29 no.2
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• pp.333-342
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• 2017

In this study, we studied and analyzed 3,751 ships regarding detention list of Tokyo MOU from 2013 to 2015 total for 36 months. The Member Authorities of the MOU has 20 committee consists of Korea and Peru joined in 2015. 1,250 ships in a year and 140 ships in a month are granted PSC Action Code-30 corresponding to detention. Averagely, 30,943 ships in a year and 2,579 ships have been received PSC inspection. Additionally, according to this PSC inspection, rate of Detention reaches to 4.04%. When it comes to Korean Flag Ships however, the number of Detention ships of Tokyo MOU has been rather increased from 3 ships in 2013 to 18 ships during 2years. Furthermore, MOU in the all over the world, the number of ships had Detention has largely increased from 5 ships to 9 up-to 19ships. The number of Detention Ships has been reached to 44.8% of 1~2 days period of Detentions, under 3~10 days period of Detentions reaches to 34.7% and over 10 days detention reaches 10.3%, which cause economically enormous loss. Continually, each MOU has been implemented Concentrated Inspection Campaign(CIC) annually. Each MOU including Tokyo MOU implemented "Crew Familiarization for Enclosed Space Entry" for 3 month from september, and During this period, Concentrated Inspection were carried out to 8,429 ships of Tokyo MOU. Accordingly, If ships and owners can get the information of CIC and deliver the information to the ship, then Ships can minimize the rate of Detention by thoroughly preparing for PSC Inspection. In addition, Bulk Carrier and General Cargo ship occupy 50% of rate of Detention and it shows that majority of list among Nature of Deficiencies are identical. Finally, If we can obtain the information of the ships inspected previously, We can reduce the number of detention by preparing for PSC inspection. And this will be able to contribute to shipping industry also.

• Journal of the Society of Naval Architects of Korea
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• v.59 no.6
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• pp.432-438
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• 2022

This study focuses on improving quality management system of naval ships to enhance safety. Recently, there were problems caused by the lack of quality management system when building Korea naval ships. Foreign naval ships are designed and built through certification by professional organizations in the commercial sector to reduce budget and enhance ship safety. Merchant ships are designed, built, operated and maintained by the organizations in accordance with the Ship Safety Act. When naval ships are exported, the ordering country requires the certification from the international classification to ensure the safety and reliability of ships. Through this study, as a method of improving the quality management system of naval ships, design verification, equipment certification and construction survey using expertise of the organizations are proposed when designing and building the naval ships.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.9 no.4
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• pp.141-152
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• 1984

Nowadaty, To keep pace with the mass transportation carried out by vessels in the international trade, the Korean government is trying to make a rapid progress to be a higher ranked shipping country to the world through the shipping increase. For the effective management of international trade by vessels and the safe operation of vessels, it is indispensable for ships radio communication to be effective and smooth. Therefore, to enhance the efficiency of ships radio communication is one of the primary factors to be solved for the econimics of shipping management. The reserch area is not only limited to the ships radio communication on the North Pacific Ocean but limited to the ships radio communication which is one of the chiefest methods of communications. From the research for the efficient methods of ships radio communication, the following results are obtained. (1) The operator on ships radio communication should have the knowledge of specific know-how and wide experience in the operation of ships radio communications. (2) The operator should abopt the radio propagation prediction made by the Ministry of Communications to use the best ionosphere reflection in the short wave communications. (3) The increase the radio officer of 1 to 2 in order to contrive the safety at sea and to keep the ships radio communication fare low. (4) The owner should pay their attentions to the education and employment of radio officer. (5) The authorities concerned on the ships radio communication should estabilish the effective and consistent policy for the ships radio officers.

• Journal of the Korean Society for Marine Environment & Energy
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• v.8 no.4
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• pp.193-202
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• 2005

Marine risk assessment considers events such as collision/grounding, sinking/capsize, fire/explosion and flooding, developing relationships between their causes and effects. In addition, risk assessment of previously sunken ships are also necessary since they continuously have possibility for further oil spill or can cause other marine accidents. The objective of this paper is to develop the risk assessment systems for sunken ships to prevent oil spill and further marine causalities in order to preserve safe and clean oceans around Korea peninsula. The risk assessment systems for sunken ships comprise of database management sub-system for sunken ships, qualitative risk assessment sub-system, quantitative risk assessment sub-system, and cost-benefit analysis subsystem.

• Journal of Navigation and Port Research
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• v.46 no.2
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• pp.134-144
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• 2022

The development and operation of autonomous ships are spotlighted as a next-generation technology that will provide newbenefits for the maritime business during the fourth industrial revolution. To expand the adoption of autonomous ships, the much more interest of the nation and the industries will have to be changed to actual adoption in shipping companies. For this, it is judged that research to identify the factors impacting the adoption intention of autonomous ships should be preceded. However, most studies on autonomous ships have focused on developing the technology, revising the law, establishing policies, and managing human resources, with few studies on influencing factors in the adoption of autonomous ships. A model, to identify the factors that impact the intention to the adoption of autonomous ships, based on the theory of diffusion of innovation and the TOE framework was developed. The suggested model was verified through empirical analysis targeting the shipping companies and the marine industries in Korea. As the result of this study, it was found that top management support, financial slack, and competitive intensity significantly impacted the intention to adopt autonomous ships. Additionally, it was revealed that the overall awareness of autonomous ships among Korean shipping companies is poor.

• Selected Papers of The Society of Naval Architects of Korea
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• v.2 no.1
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• pp.129-139
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• 1994

This paper describes a design model for the conceptual design of ships. Existing design models have problems such that their operating mode of batch versions cannot reflect the design procedures in reality. Reliability of the results is low because the performance estimations are based mainly on empirical formulas. To improve the problems of existing design models, a new design model has been developed. The new model consists of an interactive user interface, a database of main engines, a database of particulars of existing ships, and ten modules for performance estimations. To develop such a user-oriented system, the concept of graphical user interface (GUI) is adopted.

• Journal of Industrial Technology
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• v.38 no.1
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• pp.9-13
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• 2018

FRP(Fiber Reinforced Plastic) ships are easy to manufacture and repair. Also they are more durable and cheaper than steel wires and neck lines. Therefore FRP ships are widely used in small ships. In Korea, the amount of waste FRP ships is increasing. It is expected that a large amount of waste FRP ships will be generated. Waste FRP ships are emerging as a social problem, such as the difficulty in preserving the marine environment. To improve this, a waste FRP ship melting process system has been developed. In order to construct an effective waste FRP ship processing system, it is necessary to study the treatment facilities location problem. In this paper, we suggest mathematical model to solve optimal location problem of waste FRP Ships and discuss on results by applying it to nine regions selected as candidates for treatment facilities.

• Journal of the Society of Naval Architects of Korea
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• v.58 no.4
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• pp.234-242
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• 2021

In this study, we introduce the prediction of brake power for low-speed full ships and container carriers using the linear regression and a machine learning approach. The residual resistance coefficient, wake fraction coefficient, and thrust deduction factor are predicted by regression models using the main dimensions of ship and propeller. The brake power of a ship can be calculated by these coefficients according to the 1978 ITTC performance prediction method. The mean absolute error of the predicted power was under 7%. As a result of several validation cases, it was confirmed that the machine learning model showed slightly better results than linear regression.

• Journal of Korea Port Economic Association
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• v.34 no.1
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• pp.65-80
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• 2018

This paper attempts to estimate GHG emissions, primarily $CO_2$ ship emissions, at the port of Incheon in October 2014. This study employed a bottom-up approach based on Automatic Identification System (AIS) data to estimate the total amount of fuel consumption and the total amount of $CO_2$ emission produced as a result of fuel combustion. Using a sample of 330 ships operating at the port of Incheon in Korea, the total amount of $CO_2$ gases emitted from ships in October 2014 were estimated to be 164693.06 tons, with estimated total fuel consumption of 51953.64 tons. General cargo ships were most common type of ships, but they were less polluting compared to passenger ships. The detailed emission estimates by ship type revealed that passenger ships were the most polluting ships (81409.6 tons of emissions), followed by tugboats (37248.4 tons), cargo ships (32154.6 tons), ships used for other activities (9039.1 tons), chemical tankers (4027.06 tons), and fishing ships (814.048 tons), respectively.