• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.1
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• pp.57-63
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• 2010

The marine safety investigation inquires and concludes the facts and causes of the marine casualties and incidents with the objective of preventing similar roses in the future. Thus, IMO and most states adopt and revise marine safety related conventions and national laws based on the results of marine safety investigation. In particular, IMO recently adopts mandatory IMO Casualty Investigation Code to identify the precise cause of rose with states' cooperation, to report the result of investigation, and to establish new international safety standard helping prevention of similar cases based on the report. The Judgement of the Korean Maritime Safety Tribunal system based on the 'Act on the investigation of and inquiry into marine accidents' is used for the purpose of marine safety investigation in Korea to prove cause of marine accident and to improve marine safety. Therefore, this study examines the Code and compares the Code with the Act to reflect the contents of provisions in the Code into the Act. The study would also be the basic references in relation to revising of marine safety investigation system in Korea Specially, the contents in relation to the independence of investigation authority and mandatory counselling system, and guarantee of seafarers human rights to ensure fairness of investigation would be included.

• Journal of forensic and investigative science
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• v.2 no.2
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• pp.67-91
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• 2007

The nature of deaths occurred at sea may be revealed the differences from that in the land, but there is no comprehensive statistical analysis of deaths occurred at Korean Sea so far. Therefore, the cases of deaths or missing in the period 1993 - 2006 were analyzed by the cause, place of death, and results of preliminary investigation. In the period from 1993 to 2006, over 1000 peoples were died or missing every year. The cases of marine safety accidents including self-carelessness and mishap were approached over 60% and cases of homicide were less than 1%. The closure cases of preliminary investigation were reached over 70% and the most of deaths occurred in fishing vessels (the range of 20 ~ 99 tonnage). The suspension cases of preliminary investigation were reached to 70% of all missing and drowning cases. The results showed that the most of deaths occurred at sea could be prevented by the safety regulations including mandatory report of accidents, marine safety education and training, punishment the people responsible for the accidents. For the unidentified bodies, data should be collected and recorded for the future identification. The crime scene investigators should be trained to ensure the quality of their professional skills regularly.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.331-337
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• 2022

In 2021, the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP), a U.N. advisory research institute, cited container loss as one of six sources of marine litters in shipping. The sinking of the X-P ress Pearl in May 2021 caused a catastrophic environmental pollution accident in which the loaded containers were moved to the shore, and the plastic pellets were loaded inside covered the coast of Sri Lanka. With this history, the International Maritime Organization (IMO) will discuss prevention and follow-up measures for container loss during ship voyages, as an agenda at the 8th Sub Committee on Carriage of Cargoes and Containers meeting in September 2022. To establish Korea's response direction at the IMO meeting, this study identified major causes of container loss accidents, and considered the response through analysis based on the accident investigation report and related professional data. As a result, it was found that the major cause of container loss during voyages was the enlargement of container ships, bad weather, and poor loading of containers. In particular, the need to prepare countermeasures for the deterioration of the operational safety of large container ships due to bad weather was identified. Additionally, integrated monitoring of the implementation of international conventions is required, for the safe sea transportation of container cargo. In particular, in terms of preservation of the marine environment, it is necessary to supplement the system for the recovery of lost containers. Finally, it was found that it is necessary to establish systems that can complement each other in the shipbuilding and shipping industries, in terms of shipbuilding as well as ship operation, to fundamentally prevent container loss accidents at sea. It is judged that it is difficult to resolve the various factors of container loss at sea during voyages, by responding from an individual perspective.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.6
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• pp.918-927
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• 2022

The purpose of this study was to investigate the causes of collisions by examining 668 cases of merchant ship collision accidents that occurred during the past 12 years (2010-2021) and analyzed them statistically. Further, the analysis results were applied to propose a human error prevention collision avoidance (HEPCA) model. The statistical annual report of the Korea Maritime Safety Tribunal (KMST) and the collision investigation report were investigated to collect data on the causes of collisions of merchant ships, and frequency analysis was performed using the statistical analysis tool, SPSS Statistics. In the first-stage analysis, the causes of collisions were analyzed targeting 668 merchant ship collision accidents, and in the second-stage analysis, the identified maximum frequency cause factors were analyzed in detail. The analysis results identified that 98 % of the cause of the collision was the human error of the navigator, and the highest frequency was in the order of neglect of look-out > violation of navigation regulations > improper maneuvering. The cause of the neglect of look-out was mainly neglecting continuous monitoring after the first recognition of the target ship. The HEPCA model for human error prevention was proposed by applying the analysis results to the collision case of the investigation report. The results of this study are expected to be used as educational materials at marine navigator educational institutions and in practice for avoiding collisions caused by human errors of navigators.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.22-30
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• 2020

In March 2016, a 6.67-ton fishing boat capsized owing to the loss of stability during crane operations. Capsizing occurs when a boat or ship is flipped over (or turned upside down) for reason other than accidents caused by collisions, contact, stranding, fire or explosion. Over the past nine years (2010-2018), capsize accidents have accounted for 2.34 % of all marine accidents and are gradually increasing. The loss of stability from improper shipping is the main cause of most capsizes, especially for small fishing vessels weighing 10 tons. According to the Fishing Vessel Act, small fishing vessels weighing less than a ton are exempted from inspections on stability and load cranes. This study analyzes the issue cited as the reason for the capsizing of the small fishing boat in Goseong, namely, the reduction of restoring moment due to increased weight of the crane. Fishing boats with similar loading conditions were modeled on the basis of re-determination, and their stability before and after the accident was assumed. The fishing boats with heavier cranes were found to be at higher risk of capsizing owing to the reduction of the restoring moment and the angle of deck immersion. Under standard loading conditions, the stability moments of fishing vessels are lesser during fishing, compared to when they depart from or arrive at the port.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.2
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• pp.253-259
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• 2018

In February 2014, the rudder upper stock and the nut of a passenger ship were released and an accident occurred. That accident occurred because the steering gear of passenger ships that was intended to move many passengers. The accidents due to steering gear was zero according to 2010-2016 statistics. There is no rules prevent loosening of the upper rudder nut in "Ship Safety Act" and "Structural standard of steel ship". Since the accident, the Korea register has been revised to the joining method in Part 5 Chapter 7 of the rules in the classification of steel ships. In the field survey of 12 passenger ships operating on Mokpo and surrounding islands, the welding method was applied in the cases as the fastening method. The fastening type was equipped with two C-type structures. It was structured to be difficult to access. The NAS 3350 test was conducted to investigate ways to prevent homologous accident considering the characteristic of passenger ships that need to lift or unload rides once a year.

• Journal of Navigation and Port Research
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• v.47 no.4
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• pp.202-211
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• 2023

In maritime accidents, collisions involving fishing vessels are more frequent and severe than those involving other types of vessels. Previous cases of collision accidents caused by fishing vessels causing serious damage implied that fishing vessels maintained high speeds until just before the collision and that they collided with much larger vessels. This study investigated the correlation between the severity of ship damage resulting from fishing vessel collisions and the vessel's speed. The effective impact speed commonly used in the road transport sector was utilized to analyze ship collision accidents. The study collected collision data between fishing vessels and between fishing vessels and non-fishing vessels from accident investigation reports from 2016 to 2022. The effective impact speed was calculated for a total of 617 vessels. After using binary and multinomial logistic regression methodology, the analysis was carried out with effective impact speed as the independent variable and severity of accident as the dependent variable. The analysis revealed a statistically significant correlation between the effective impact speed and the severity of ship damage, indicating that the severity of ship damage is influenced not only by the effective impact speed but also by the tonnage of the vessel.