• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2011.06a
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• pp.343-345
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• 2011

대형 여객선은, "a ship is its own best lifeboat"라는 개념을 바탕으로 여객선의 안전성(survivability) 향상을 위한 설계가 요구되고 있으며, 이를 위하여, 사고가 발생하더라도 선박의 자체 추진력으로 안전하게 항구까지 귀항하여야 한다는, 여객선의 안전귀항(SRtP) 이라는 개념을 IMO SOLAS에 적용시켰다. SOLAS의 여객선 안전귀항 관련 조항은, 길이 120m 이상인 선박 또는 3개 이상의 주 수직격벽을 가진 선박으로서 2010년 07월 01일 이후 건조되는 여객선에 적용된다. 여객선 안전귀항 관련 조항은 화재와 침수사고에 적용되며, 사고분계점을 넘지 아니하는 사고가 발생할 경우 자체 추진력으로 여객선의 안전한 귀항을 위하여 사용 가능한 상태로 유지되어야 하는 시스템들에 대한 설계 기준, 사고분계점을 초과하는 화재 사고가 발생하였을 경우 질서 정연한 탈출 및 퇴선을 지원하기 위하여 작동상태의 유지가 요구되는 시스템 설계 기준, 사고분계점에 대한 정의, 사고 발생 후에도 여객 및 승무원의 건강을 유지 확보하기 위한 안전구역에 대한 기준들을 요구하고 있다. 본 연구에서는, 여객선 안전귀항 관련 법규들을 검토하고, 여객선 안전귀항을 위한 시스템들의 능력 평가 방법과 안전귀항 관련 조항 만족을 위한 시스템들의 요구사항들을 검토하였다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.1
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• pp.89-96
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• 2024

In many cases, fishing vessels operate on a schedule that leads to departure, sailing to the fishing spot, fishing, and sailing to the port of return. Consequently, most of the captains of fishing vessels operated on a single-person navigation duty system rarely have time to rest, resulting in frequent accidents owing to drowsy operation. In addition, accidents frequently occur when a tired captain leaves his duty to an unqualified seaman who does not have the basic knowledge of navigation and sleeps in the bedroom. This problem has been discussed for a long time; however, it has not been solved yet because of lack of proper countermeasures. As a measure to reduce these accidents, this article proposes a certification system for navigational-duty crew of fishing vessels.

• Journal of Ocean Engineering and Technology
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• v.33 no.1
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• pp.1-9
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• 2019

This paper considers a numerical assessment of the self-propulsion performance of a damaged ferry carrying cars in irregular waves. Computational fluid dynamics(CFD) simulations were performed to see whether the ferry complied with the Safe Return to Port (SRtP) regulations of Lloyd's register, which require that damaged passenger ships should be able to return to port with a speed of 6 knots (3.09 m/s) in Beaufort 8 sea conditions. Two situations were considered for the damaged conditions, i.e., 1) the portside propeller was blocked but the engine room was not flooded and 2) the portside propeller was blocked and one engine room was flooded. The self-propulsion results for the car ferry in intact condition and in the damaged conditions were assessed as follows. First, we validated that the portside propeller was blocked in calm water based on the available experimental results provided by KRISO. The active thrust of starboard propeller with the portside propeller blocked was calculated in Beaufort 8 sea conditions, and the results were compared with the experimental results provided by MARIN, and there was reasonable agreement. The thrust provided by the propeller and the brake horsepower (BHP) with one engine room flooded were compared with the values when the engine room was not flooded. The numerical results were compared with the maximum thrust of the propeller and the maximum brake horse power of the engine to determine whether the damaged car ferry could attain a speed of 6 knots(3.09 m/s).

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.2
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• pp.275-285
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• 2021

COVID-19 is threatening the safety of ships and seafarers by delaying seafarer rotation. Shipping companies and governments have a blindspot in case of the onboard environment of seafarers. An effective, alternative plan should be devised to eliminate the possibility of human accidents in an emergency that threatens the safety of seafarers. According to the survey of former and current seafarers, the most important factor in boarding life was safety, and the most necessary thing during emergencies was to secure smooth seafarer rotation rather than improve wages and welfare. By analyzing the major routes of national shipping companies by continent, ports with a large number of calls and a high Air Connectivity Index were selected as the base port. In addition, the route was designed for effective, domestic seafarer rotation during international shipping. Other countries must be consulted to establish a travel route linking ships, ports, and airports for the safe return of sailors to their home countries during an emergency. In addition, it is necessary to work together for the seafarers who are in trouble of seafarer rotation through cooperation with the International Maritime Organization(IMO). Starting with this, the government should have a monitoring system for the return and non-return routes as well as the number of seafarers on board. If such a system is established, it will be able to determine the response direction of our country's policy in case of an emergency. Along with the shipping company's ef orts to improve the treatment of seafarers, national and social attention will be needed to review domestic laws and improve awareness about seafarers.