• Proceedings of KOSOMES biannual meeting
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• 2017.04a
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• pp.39-39
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• 2017

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.1
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• pp.83-90
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• 2022

About 90.5 % of barge-towing tugs weigh less than 200 gross tonnage and most are served by the master alone. They are also not subject to the regulations on the working hours and manning levels stipulated in the Seafarers' Act. Therefore, the master of barge-towing tugs cannot take sufficient rest during the navigational watch. Moreover, barge-towing tugs do not satisfy the human seaworthiness due to the inevitable performance of the navigational watch which must be alternately undertaken with an unqualified person, called the "Boatswain". Furthermore, there are many cases in which the master or owner of a tug fails to comply with the additionally required minimum manning levels stipulated in the Ship Of icers' Act when a tug tows a barge. This study reviews the following: (1) the regulations on the working hours and manning levels that are stipulated in the Seafarers' Act, (2) the regulations on the minimum manning levels for ship of icers of the tug's deck part that are stipulated in the Ship officers' Act, (3) marine accidents in the barge-towing tugs. As a result I suggested that one additional deck officer should be on board when a tug tows a barge through the revision of the minimum manning level for ship of icer on the deck part in order to prevent marine accidents of tugs effectively. Especially, the Act on the Punishment, etc. of the Serious Accident came into effect on January 27, 2022. If marine casualties occur continuously at sea due by the same cause, and the cause of such marine casualties would be turned out by the fatigue of the ship of icer caused by insufficient institutional arrangements, the administrator of competent Authorities of Maritime and Port could be punished, so it seems to prepare for it.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.06a
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• pp.155-157
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• 2013

예인시스템의 설계는 예인준비 과정에서 취해질 단계적 지침과 예인선을 선택하고 예인속력을 예측하는 것을 포함한다. 예인시스템을 설계할 때에는 외력환경의 변화 가능성과 예상치 못한 상황을 고려하여 예인선 및 예인설비를 선택하기 때문에 예인색장력 계산, 예인선 및 예인장비의 선정, 그리고 확인 및 수정단계와 같은 주요 3가지 단계를 반복 계산하는 과정이 요구되고, 이를 통하여 최적의 예인시스템을 설계하게 된다. 예인을 계획하고 시스템을 설계할 때 고려할 사항은 예인의 크기 및 조건, 요구되는 예인속력, 사용가능한 예인선의 용량과 예인색 사양, 예인저항에 의한 예인색 장력과 동적하중, 예인색 현수부를 감안한 수심과 예인색길이, 그리고 예인선의 복원성 등을 고려하여야 한다. 이러한 요소들은 상호 연관성이 있으며, 예인속력은 날씨 또는 예인조건에 따라 제한될 수 있다. 그리고 예인시스템은 최상의 배치가 이루어졌는지 확인하기 위해 전체적으로도 점검되어져야 한다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2009.10a
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• pp.40-41
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• 2009

In general, ships are towed to keep the safe operations in harbor or channel by tug boats. Due to increase in ocean traffic, many accidents are happened in harbor or channel in these days. Therefore it is necessary to predict manoeuvrability of tug-barge system, and to assure the safety of that system. Turg-barge system is composed of tug boat, barge, and towing cable, connecting both ships. Manoeuvring equations of tug-barge system are suggested, and the scopes of model tests are discussed to establish the mathematical models for tug boats in this paper.

• Journal of Korea Ship Safrty Technology Authority
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• s.36
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• pp.28-42
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• 2014

본 연구는 예인선 해양사고로 인한 사망사건 중 예인삭 절단사건이 큰 비중을 차지하고 있어 인명사고 예방이 시급한 가운데 예인 로프의 아이스플라이스에 대한 기준이 현재 국내에 마련되어 있지 않아 본선의 임의대로 제작?사용하는 실정이다. 이에 우리 공단에서 수검 중인 예인선을 대상으로 예인선에서 주로 사용하는 예인삭의 종류와 구조, 재질 등에 대한 국내 사용실태를 조사하고, 조사를 바탕으로 선정된 로프의 인장강도 시험을 통하여 스플라이스 횟수에 따른 유의성 평가를 시행하며, 국내 외 유사 기준 및 표준을 조사 분석하여 최종적으로 국내에서 적용할 수 있는 예인삭 아이스플라이스 기준을 제시하였다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.06a
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• pp.180-181
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• 2013

해상에서 사고 선박을 신속하게 예인하는 것은 현장에서 일어날 수 있는 2차적인 피해를 사전에 예방할 수 있는 중요한 조치이다. 이를 위해서는 예인선을 이용하여 사고선박을 이동시켜야 하고 예인선과 피 예인 선박은 예인삭에 의해 연결되게 된다. 자력운항이 불가능한 상태에서 피 예인 선박은 예인선의 예인력에 의해 거동이 좌우되고 예인력은 해상환경 및 피예인 선박의 저항력을 고려하여 결정되어야 한다. 본 연구에서는 피 예인 선박 예인 시 예인저항과 이로 인해 예인삭에 걸리는 장력해석법에 대해 검토한다. 본 연구를 통해 얻어진 결과는 사고선박 예인지원시스템에 효율적으로 활용 가능할 것이다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.11a
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• pp.51-53
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• 2019

연안 해역을 운항하는 예부선의 위험요소 중 예인선과 부선을 연결하는 예인줄을 타 선박이 인식하지 못하여 발생하는 해양사고를 분석하고 사물인터넷(IoT) 활용을 통한 예부선의 예인줄 시인성 강화로 해양사고 예방을 모색.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.1
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• pp.29-37
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• 2021

In the event of a marine pollution accident, Korea, which is bordered by the sea on three sides, would suffer tremendous damage. According to an analysis of marine pollution accidents in Korea, most pollutants were small fishing boats and tugboats. In particular, urgent safety measures are required due to the high incidence of marine pollution accidents caused by stranded tugboats. This study aims to decrease secondary marine pollution accidents by preparing measures to prevent accidents by stranded tugboats, the main source of pollution accidents. To this end an experiment was conducted to mark 63 locations where stranded accidents have occurred on the GPS plotters of 61 tugboats operating in Boryeong sea area. Its effectiveness was then investigated. The result showed that there was no stranded accident by the subject ship during the 20-month experiment period. As a result of survey of the captains, 36 out of 40 respondents (90%) stated that the experiment was significantly helpful in ensuring safe navigation, thus confirming its effectiveness. Various measures were proposed to prevent stranded accidents, including providing information to manufacturers and users by marking the location of grounded accidents on GPS plotters and posting the location information of unknown reefs on the official website of institution Korea Hydrographic and Oceanographic Agency.

• Journal of Navigation and Port Research
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• v.32 no.8
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• pp.597-602
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• 2008

T.S. HANBADA has a relatively large hull and superstructures above the water line, so she has much of leeway or turning of bow with the effect of winds. Especially on berthing, unberthing and/or sailing on low speed, these effects take place more significant. Therefore, it was carried out the numerical calculation of the wind force and moments acting on the T.S. HANBADA, and then calculated the leeway angle and counter rudder angle with the relative wind direction and velocity. Also, it was suggested the maximum wind velocity which could be berthed or unberthed used by bow thruster and the tugboat operations in strong winds. These results will be great helpful to the vessels with large superstructures on ship's handling in harbour or tugboat operations.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.437-443
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• 2019

Aid to navigation is a navigational aid facility that informs a sailing vessel of its location and direction as well as a location of a specific obstacle by means of a light, shape, color, sound, radio wave, etc. It can be valuable in improving the safety of day and night vessel navigation at sea. For the safety of the tug boat, the minimum equipment requirements for each type of tug boat are arranged. Despite these preparations, the collision accidents between tug boats, barges, and light buoys can occur when the tug boat turns due to the length of the tow-line, tidal current, and the barge's momentum etc. The purpose of this study was to propose the basic system that analyzes the physical relationship between two vessels regarding the tug boat-barge-light buoy dynamics and propagate the corresponding data through the aid to navigation management & operation systems in use at each regional oceans and fisheries.