• Journal of the Korean Professional Engineers Association
• /
• v.44 no.2
• /
• pp.43-45
• /
• 2011

Somalian pirates with the onset of civil war in the early 1990s have caused a threat to international transportation. Various international organizations including the International Maritime Organization and the World Food Program are concerned about this problem. The cost of shipping is increasing and food-aid shipment is hindered by these ships are needed military escort. Since 2008, international society has deployed multinational naval vessel in the nearby Somalian sea and strengthen multinational naval operations to minimize damages from piracy.

• Journal of Fisheries and Marine Sciences Education
• /
• v.27 no.1
• /
• pp.133-144
• /
• 2015

Recently, Korea shipping companies have been internally/externally difficult to manage their fleet due to the high price of bunker, wage and low cost of charterage and freight. To solve these problems, some shipping companies have tried to set up a new business regarding offshore plant supply vessel(OSV). Owing to the absence of big oil field near the Korea coast, OSV market has not been gradually progressing as far. This study intends to review the legal review of both international and municipal law for the OSV. Therefore I have provided basic legal information to the domestic shipping companies which have desired to enter the OSV's market and suggest legal revision harmoniously to identify the problem in the municipal law.

• Ocean Systems Engineering
• /
• v.12 no.4
• /
• pp.413-437
• /
• 2022

An innovative concept for wet-transportation and stepwise installation of mono-bucket foundation for 15 MW offshore wind turbine is proposed. Case studies for two different mono-bucket and wrap-buoy dimensions are conducted and their hydrostatic and hydrodynamic performances are compared for both wet-towing and lowering operations. The intact stability and transient responses are analyzed in detail for various stages of lowering operation. Wave-induced motion statistics during wet tow in sea state 4 (highest operational window) are checked. The proposed concept is found to be feasible and can be an alternative cost-effective solution without using heavy-lift crane vessel in practice.

• Journal of the Korean Institute of Navigation
• /
• v.15 no.4
• /
• pp.1-11
• /
• 1991

Since it is very important for an ocean-going vessel to transmit information quickly and accurately to her owner or charterer not only for the ship's safety but for economic operation of the ship, some newly-built automated vessels equipped with automatic information transmission system which consists of INMARSAT-C and specially-designed computer. This system, however, is not applicable to the existing vessel without chaging her equipments and, furthermore, is too expensive for small shipping companies to fit out such a system on their vessels. Therefore, we propose a low-priced information transmission system which consists of a personal computer and communication equipments in the existing vessel, and in this paper, as the groundwork of the proposed system, we have made up the ship's position transmission system which is composed of and IBM AT-compatible, PC, INMARSAT-A and a GPS receiver. As the test result of the system through sea trial on the training ship 'HANBADA', we confirmed that transmission of the ship's position was achieved succesfully and consequently there could be high possibility of cost-effectiveness of the proposed system.

• Journal of Chest Surgery
• /
• v.33 no.1
• /
• pp.38-44
• /
• 2000

Background: We analyzed the result of the "Off-Pump" Coronary Artery Bypass grafting (OPCAB) performed to minimize inflammatory responses to cardiopulmonary bypass and myocardial ischemia during the aortic cross-clamp period. Material and Method : The preoperative diagnosis operative procedure mortality complication and postoperative course of the 50 patients who underwent OPCAB between January 1998 and September 1998 were analyzed. There were 34 males and 16 females with mean age of 60$\pm$9 years. Preoperative clinical diagnoses were unstable angina in 31(62%) stable angina in 16(32%) and clinical diagnoses were unstable angina in 31(62%) stable angina in 16(32%) and postinfarction angina in 3(6%) patients. Preoperative angiographic diagnoses were three-vessel disease in 25(50%) two-vessel disease in 5(10%) one-vessel disease in 7(14%) and left main disease in 13(26%) patients. There were elective operation in 37 cases and urgent operation in 13 cases. Result: The mean number of grafts was 3.2$\pm$1.2 per patient. Grafts used were unilateral internal thoracic artery in 43 greater saphenous vein in 37 radial artery in 7 bilateral internal thoracic arteries in 4 and right gastroepiploic artery in 2 cases Forty sequential anastomoses were performed in 18 cases. Vessels accessed were left anterior descending artery in 48 diagonal branch in 41 obtuse marginal branch in 30 right coronary artery in 24 posterior descending artery in 9 ramus intermedius in 5 and posterolateral branch in 5 anastomoses. Predischarge coronary angiography performed in 44 patients demonstrated the patency rate of 89.5%(128/143) Operative mortality was 2%(1/150) Postoperative complications were arrhythmia in 5 graft occlusion that needed reoperation in 4. perioperative myocardial infarction in 2 femoral artery thromboembolism developed after the application of IABP in 1 postoperative transient delirium in 1 peripheral compression neuropathy in 1 case. Sixteen patients(32%) were extubated at the operating room and the other patients were extubated at the mean 13$\pm$20 hours after the operation. Mean duration of stay in intensive care unit was 49$\pm$46 hours. Thirteen patients(26%) required blood transfusions perioperatively and the amount of perioperative blood transfusion was mean 0.70$\pm$1.36 pack/patient. Conclusion: OPCAB is suggested to be the ideal technique with less postoperative complication less hospitalization time and less cost.less cost.

• Journal of Navigation and Port Research
• /
• v.36 no.5
• /
• pp.409-418
• /
• 2012

Amid global economic crisis and skyrocketing oil prices, container shipping companies have raised a sustained series of efforts to reduce vessel operating costs. Under these circumstances, the Grand Alliance has decided to install the dedicated feeder instead of additional vessels in the CCX(Central China Express) and the NCE(North China Express) route. In other words, a vessel in a trunk route is transshiped by a dedicated feeder vessel in Busan port that is a transshipment port, rather than calling at Northen China port. In this study, the actual operating data of Grand Alliance container services were analyzed to determine the economic effect of transshipment through a dedicated feeder service. In this way, the Grand Alliance are saving vessel operating expenses in 'NCE' and 'CCX' routes, making the slow steaming of vessels possible in these trunk routes.

• Journal of the Society of Naval Architects of Korea
• /
• v.44 no.3 s.153
• /
• pp.340-347
• /
• 2007

Main purpose of the study is to develop a transit model for icebreaking cargo vessels in the Northern Sea Route and to select optimum sea routes with the shortest navigation time and the lowest operation cost. This numerical model executed with basic information such as ship capabilities, transit directions and months of transit, can calculate total transit distance and elapsed time, mean speed, operation cost for each vessel. In the transit model. environment information such as the site-specific ice conditions, wave and wind states are utilized for four different months (April, June, August, and October) along the Northern Sea Route. The model also defines a necessary period of an icebreaker escort. Then the optimum sea routes are selected and visually displayed on the digital map using a commercial software ArcGIS. Usefulness of the selected sea routes is discussed.

• Journal of Navigation and Port Research
• /
• v.41 no.5
• /
• pp.259-268
• /
• 2017

Formal Safety Assessment (FSA) has been mostly implemented on the hardware aspects of vessels. Although there are guidelines regarding human error FSAs, there have not been many assessments in such areas. To this end, this study seeks to use precedent studies for the safe operation of DP vessels, conducting an FSA regarding human error of DP LOP (Loss of Position) incidents. For this, the study referred to precedent studies for the frequency of DP LOP incidents caused by human errors, adding the severity of LOP incidents, and then applying them to the Bayesian network. As a result, the study was able to confirm that among DP LOP incidents caused by human errors, the drive-off from skill-based errors was 74.3% and the drive-off from unsafe supervision was 50.5%. Based on such results, RCOs (Risk Control Options) were devised through a brainstorming session with experts coming up with proposals including providing mandatory DPO training, installing DP simulator on the vessels, drawing up measures to understanding the procedures for safe operation of DP vessels. Moreover, it was found that mandatory DPO training is reasonable in terms of cost benefits and that while installing a DP simulator is not suitable in terms of cost benefits, it can significantly reduce risks when operating DP vessels.

• Journal of Fisheries and Marine Sciences Education
• /
• v.27 no.1
• /
• pp.262-272
• /
• 2015

The aim of this study is to analysis factors that determine the competitiveness of container ports using the KJ and AHP methods. For this, 54 detailed attributing factors were identified both by previous studies and port users. 24 attributing factors were identified by a group of port experts. also, These were grouped 18 detailed attributing factors into 6 attributing factors by a group of port experts using the KJ method. These were made into a model of hierarchical structure with 3 levels, taking 1 goal factor, 6 evaluation factors and 18 detailed evaluation factors. The collected date of questionnaires were analyzed by a group of port experts using the AHP method. The analysis result of the evaluation factors in container port shows that port cargo volume is the most important factor, followed by port location, port cost, port service, port facility and port management. The analysis results of detailed evaluation factors in container port shows that import and export cargo volume is the most important factor, followed by transshipment cargo volume, distance from main trunk, cargo handling cost, distance from the point of importing and exporting, speediness of cargo handling, stability of cargo handling, vessel/cargo cost in port entry and leaving, punctuality in port entry and leaving, number and length of berth, collateral service cost, terminal area, hinterland accessibility, ability of terminal operation company, front depth of berth, etc.

• Journal of Navigation and Port Research
• /
• v.32 no.5
• /
• pp.369-377
• /
• 2008

Interest in high productivity and streamlined operation is growing amid a heated competition between ports and mega size vessel oriented operation. It becomes clear that terminals that operate YT(Yard Tractor) for transportation in container yard have less efficiency in operation and cost comparing terminals functioning AGV(Automated Guided Vehicle) system. To offset disadvantages arising out of YT operations, continual efforts (e,g YT pooling operation) were taken place for the last decade, but the result has not been fruitful; YT pooling operation still has a problem in that it cannot read individual YT's actual location. This study suggests 'YT dynamic operation model'- a practical application of RTLS(Real Time Location System) technology which will solve YT pooling operation problems.