• Journal of Advanced Marine Engineering and Technology
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• 제40권5호
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• pp.418-428
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• 2016

In this study, a Vessel Shore Report Management System (VSRMS) is developed for the International Maritime Organization (IMO), Maritime Service Portfolio (MSP) Number 8, which comprises vessel shore reporting. Several documents have to be completed before the arrival/departure of a vessel at a port, as each national port has its own reporting format and data. The present vessel reporting system is inefficient, time-consuming, and involves excessive paperwork, which results in duplications and errors. To solve this problem, in this study, the vessel reporting formats and data contents of various national ports are investigated, as at present, the reporting documents required by the current IMO standard includes insufficient information which is requested by national ports. Initially, the vessel reporting information of various national ports are collected and analyzed. Subsequently, a database structure for managing vessel reporting data for ports worldwide is devised. To make the transfer of data and the exchange of information of vessel reports much more reliable, efficient, and paper-free, VSRMS, which is a software application for the simplification and facilitation of vessel report formalities, is developed. This application is developed using the latest Microsoft C#.Net Programming Language in the Microsoft Visual Studio framework 4.5. It provides a user interface and a backend MySQL server used for database management. SAP Crystal Reports 2013 is used for designing and generating vessel reports in the original report formats. The VSRMS can facilitate vessel reporting and improve data accuracy through the reduction of input data, efficient data exchange, and reduction of the cost of communication. Adoption of the VSRMS will allow the vessel shore reporting system to be automated, resulting in enhanced work efficiency for shipping companies. Based on this information system and architecture, the consensus of various international organizations, such as the IMO, the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA), the Federation of National Associations of Ship Brokers and Agents (FONASBA), and the Baltic and International Maritime Council (BIMCO), is required so that vessel reporting is standardized internationally.

• 한국IT서비스학회지
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• 제12권2호
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• pp.335-348
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• 2013

Vessel PMS (Planned Maintenance System) is a paper and/or software based system to monitor vessel engine equipment including main propulsion, steering, auxiliary machinery and cargo handling information. This is one of mandatory survey for vessel introduced by IMO (International Maritime Organization). The planned maintenance as well as documentation must be performed according to a system to be approved by classification agencies. Recently, vessel owners have preferred software based systems to collect and preserve accurate data. However, not ship specific and not taking into account the user are said by end users as operational difficulties. To relieve these concerns, this research analyzes vessel PMS data, suggests a middleware to support automatic collection and design consideration of user interface.

• Journal of International Society for Simulation Surgery
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• 제2권1호
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• pp.17-25
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• 2015

Purpose In this paper, we propose a robust 3D vessel tracking algorithm by utilizing an active contour model and unscented Kalman filter which are the two representative algorithms on segmentation and tracking. Materials and Methods The proposed algorithm firstly accepts user input to produce an initial estimate of vessel boundary segmentation. On each Computed Tomography Angiography (CTA) slice, the active contour is applied to segment the vessel boundary. After that, the estimation process of the unscented Kalman filter is applied to track the vessel boundary of the current slice to estimate the inter-slice vessel position translation and shape deformation. Finally both active contour and unscented Kalman filter are inter-operated for vessel segmentation of the next slice. Results The arbitrarily shaped blood vessel boundary on each slice is segmented by using the active contour model, and the Kalman filter is employed to track the translation and shape deformation between CTA slices. The proposed algorithm is applied to the 3D visualization of chest CTA images using graphics hardware. Conclusion Through this algorithm, more opportunities, giving quick and brief diagnosis, could be provided for the radiologist before detailed diagnosis using 2D CTA slices, Also, for the surgeon, the algorithm could be used for surgical planning, simulation, navigation and rehearsal, and is expected to be applied to highly valuable applications for more accurate 3D vessel tracking and rendering.

• Journal of International Society for Simulation Surgery
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• 제2권2호
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• pp.67-70
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• 2015

We propose an automatic vessel segmentation method of vertebral arteries in CT angiography using combined circular and cylindrical model fitting. First, to generate multi-segmented volumes, whole volume is automatically divided into four segments by anatomical properties of bone structures along z-axis of head and neck. To define an optimal volume circumscribing vertebral arteries, anterior-posterior bounding and side boundaries are defined as initial extracted vessel region. Second, the initial vessel candidates are tracked using circular model fitting. Since boundaries of the vertebral arteries are ambiguous in case the arteries pass through the transverse foramen in the cervical vertebra, the circle model is extended along z-axis to cylinder model for considering additional vessel information of neighboring slices. Finally, the boundaries of the vertebral arteries are detected using graph-cut optimization. From the experiments, the proposed method provides accurate results without bone artifacts and eroded vessels in the cervical vertebra.

• 한국지능시스템학회논문지
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• 제25권3호
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• pp.293-298
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• 2015

해상교통상황에서 수집된 선박 조우(Encounter) 데이터 변수는 선박 충돌 및 근접사고(Near-Collision) 위험도를 통계적인 방법에 의한 분석이 가능하다. 본 연구에서는 선박 조우 데이터에서 추출되는 다수의 선박충돌위험도 평가 변수들을 요인분석(Factor Analysis)하여, 선박 조우데이터에서 충돌위험에 영향을 미치는 주요 요인을 결정하고자 한다. 각 요인 결정을 위해 선박조우데이터 변수 정규분포화 및 표준화를 수행한 후 주성분 분석(Principal Component Analysis)으로 요인을 결정하였다. 요인분석결과 선박 근접도 요인과 충돌회피변화요인으로 요약하였다.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 1995년도 VTS and IBS 95 The Korean Institute of Navigation 1995년도
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• pp.73-88
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• 1995

I. Introduction II. State of vessel-source marine pollution 1. Pollution by tanker accidents 2. Pollution by tanker operations 3. Pollution by chemicals 4. Pollution by garbage and sewage III. Regulatory regime for ship safety and vessel-source 1. Regime for ship safety 2. Regime for vessel-source marine pollution prevention IV. Cause analysis of Contemporary vessel-source marine pollution. 1. Diversity of interested parties of shipping 2. Fierce international competition of shipping 3. Wide variagions in ship safety indicators by natons 4. Limitation of enforcing oil spill activities 5. Limitation of international countermeasures V. Summary conclusions and suggestions Note and References

• 한국항해항만학회지
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• 제35권7호
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• pp.605-611
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• 2011

In this paper, practical problems for current feeder service between Busan port and west coast of Japan were extracted through in depth interviews with Japanese feeder vessel companies, shippers, and port authority based upon which major criteria (elements) for improvement of the feeder network are structured in hierarchic order and weighed relative importance through AHP method. From the questionnaire answered by Korean and Japanese port users and experts the weights of criteria were calculated and the shipping service was ranked the first by both parties with 0.235 and 0.217, respectively. The port service and support system ranked the second and the third, whereas the port marketing was shown to be the lowest of all. Considering the overall weights, the increase in a port loading and unloading speed of port service was followed by provision of dedicated deck for feeder vessel of port facilities for Korean respondents. Therefore, speed up of the port operations and providing docks for feeder vessel are to be firstly provided for more efficient feeder operations, which would be the basis for the construction of optimal transportation network.

• 무역학회지
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• 제45권1호
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• pp.119-135
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• 2020

It is well-known that if a claim for damage [Note: Damage can be singular or plural] is made based on a breach of contract, calculating the existence and magnitude of certain profits to be deducted based on the damage can be problematic. In the case of a time charter party, even if the early redelivering vessel by the time charterers constitutes a breach of contract, it is still not an exception. In particular, interest in the shipping business seems to be relatively high in terms of how claims for damage by ship owners have been adjusted. In the case of the New Flamenco, there is a debate over whether or not to deduct the difference between the sale price immediately after redelivering the ship and the sale price upon expiration of the contract from the damage based on the breach of contract for the early time charter redelivery vessel. This paper focuses on this case since it appears to be of practical importance and has implications on how to calculate the amount of damage in the case of cancellation for early redelivery vessel in a time charter party.

• 대한안전경영과학회지
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• 제16권3호
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• pp.307-316
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• 2014

In view of the increased threat arising terrorism, the International Maritime Organization(IMO) adopted the International Ship and Port Facility Security Code (ISPS Code) which attached to the SOLAS Convention. The ISPS Code requires a comprehensive set of measures to enhance the security of ships and port facilities. For example, a shipowner must obtain the International Ship Security Certificate(ISSC). If the carrying vessel has not ISSC, the ship may be detained by the contracting governments. The Joint Cargo Committee(JCC) in London adopted the Cargo ISPS Endorsement, in which the assured who knowingly ships the cargoes on a non-ISPS Code compliant vessel will have no cover. However, where there is no the Cargo ISPS Endorsement in a Marine Cargo Insurance Policy and the cargo is carried by a non-ISPS Code certified vessel, the legal problem is whether or not it would constitute a breach of an implied warranty of seaworthiness and/or an implied warranty of legality. The purpose of this article is to analyze the potential legal issue on the relations between non-ISPS Code compliant vessel and two implied warranties under Marine Insurance Act(1906) in U.K.

• 수산해양교육연구
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• 제24권1호
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• pp.34-43
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• 2012

In order to establish order in fishing industry by cracking down on illegal fishing vessels effectively, it is an essential requirement to identify marking such as the name of fishing vessel and a port of register more easily. Accordingly, it is quite natural that markings on fishing vessels should be marked clearly in an appropriate size on an appropriate site in order for them to be distinguished on the air such as from planes as well as on the sea. Actually, when examining marks such as the name of a vessel which are operating in the country, marks of most fishing vessels are too small as they cannot be distinguished with the naked eye even very closely. There is no coastal fishing vessel which marks the name of fishing vessel on the upper part in order to distinguish it from planes. Fishing vessel law generally which regulates the basic laws about shipbuilding regulates marks on fishing vessel, and fisheries law only regulates sign boards of fishing vessels. Problems and improvement of the marking system on fishing vessels suggested by this paper are as follows. First, in order to contribute to establish order in fishing industry, it would be desirable to tighten standards in fisheries law besides the fishing vessel law. Second, it is difficult to distinguish marks such as the name of a vessel as relevant laws allow fishers to make such marks too small. It is necessary to set the standard for marks larger than those regulated by the international treaty. Third, the relevant laws do not regulate a letter form of marks. Therefore, it becomes a factor to make small marks hard to be distinguished more. It is necessary to decide a clear letter form. Fourth, there is insufficient detailed international standards about the marking system. It is necessary to regulate a detailed standard.