• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.11a
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• pp.254-256
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• 2019

오늘날 해사산업계에서는 선박에 화물을 실을 수 있는 최대선인 만재흘수선은 당연한 것으로 받아들여지고 있다. 국제만재흘수선 협약이 처음으로 성안된 것은 1930년이었고, 60개국이 서명하여 국제적으로 발효된 것은 1966년에 이르러서였다. 그러나 그에 앞서 1875년 영국의 의원이었던 사무엘 플림솔은 아무런 제한없이 화물을 선적하여 침몰사고가 빈번하여 수많은 선원들의 목숨을 잃는 현실을 개선하고자 갑판적재 금지와 화물적재 안전선의 현측 표시 등을 골자로 한 만재흘수선 제정 운동을 범국민적으로 벌였다. 이 논문에서는 19세기 중엽 사무엘 플림솔이 주도했던 만재흘수선 제정 운동의 시대적 배경과 전개 과정, 그리고 19세기 중엽 영국에서 선박 침몰 사고가 빈발했던 근본적 원인이 무엇이었는지에 대해 살펴보고자 한다. 이로써 19세기 뿐만 아니라 현재까지 선박의 안전을 크게 제고시킨 만재흘수선 제정에 끼친 사무엘 플림솔의 공헌에 대해 재평가하는 계기를 제공하고자 한다.

• Journal of the Korea Society of Computer and Information
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• v.29 no.4
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• pp.145-153
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• 2024

Through the 106th session of the International Maritime Organization(IMO)'s Maritime Safety Committee(MSC), a mandatory safety training requirement for all personnel transferred or accommodated for offshore industrial activities was established and adopted under the name of SOLAS Chapter XV, IP(Industrial Personnel) Code. This regulation mandates pre-boarding safety training to enable individuals to anticipate and mitigate hazardous risks in navigation and operational environments. Consequently, the IP Code includes provisions regarding the training content for industrial personnel and regulations for the refusal of master who has a full responsibility for individuals who have not completed the required training(non-qualified industrial personnel). Referred to as the IP Code, this agreement is set to enter into force in July 2024, necessitating the establishment and operation of safety education for industrial personnel boarding ships before that date. Accordingly, this paper reviews the legal requirements related to training within IP code and analyzes the details of models including training objectives, target audience, duration, and course structure of safety trainings such as STCW, OPITO, GWO training, and other delegated training related to current ships. Additionally, it aims to propose a curriculum model for IP training courses which consists of a total of 16 hours over 2 days, offered by the Korea Institute of Maritime and Fisheries Technology, including teaching objectives, duration, and course structure.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.717-725
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• 2018

IMO developed VIMSAS for effective application of IMO instruments related to maritime safety and environmental protection and was implemented from 2006 to 2016. Based on this, the purpose and procedures of VIMSAS applied to IMO member states by trial, and IMSAS was enforced from January 1st 2016. IMSAS was implemented to ensure that IMO Member States, such as flag states, coastal states and port states that ratified the IMO Convention, are properly performing their given responsibilities and to ensure the effective implementation of the IMO instruments through the improvement of identified non-conformities. In this study, the auditing contents and procedures were verified based on IMO documents in order to prepare for the IMSAS audit of Republic of Korea scheduled for 2020. For this purpose, this study proposed an update of a directory, development of monitoring system for information reporting required by IMO instruments, designation of relevant experts, preparation of an English version of related national laws, training of IMSAS auditors and establishment of an IMSAS audit response team for audit of IMSAS in 2020 by referring to the results of the VIMSAS for Republic of Korea, major findings of the VIMSAS of other IMO member states, and Consolidated Audit Summary Report (CASR), which was submitted at the 5th IMO III sub-committee.

• 기계와재료
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• v.24 no.2
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• pp.38-46
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• 2012

인구의 증가와 급속한 산업화 그리고 편안함을 추구하고자 하는 문명의 이기로 인한 에너지 사용량 증가는 환경오염을 가속화시키는 문제를 유발하고 있어 전 세계적으로 심각한 사회문제로 대두되고 있다. 이에 반해 삶의 질의 향상에 따라 보다 쾌적한 환경에 대한 욕구와 인식의 변화로 환경보호에 대한 관심이 증가하는 추세이며, 이에 따라 각 국의 환경규제는 날로 강화되고 있다. 이러한 환경문제를 해결하기 위한 국제협력이 활발해지면서 무역과 연계된 국제 환경규제가 가속화되고 있으며, 환경선진국은 이러한 환경규제를 무역장벽으로 이용하고 있어 국가의 대외경쟁력에도 직 간접적으로 영향을 미치고 있다. 환경오염물질 중 질소산화물(NOx), 황산화물(SOx), 일산화탄소(CO), 이산화탄소($CO_2$) 및 휘발성유기화합물(VOCs), 다이옥신 그리고 입자상물질(PM)과 같은 대기오염물질은 대기 중으로 쉽게 확산되는 특성에 의해 인접한 지역까지 영향을 미치기 때문에 국제적인 규제대상의 초점이 되고 있으며, 경제협력개발기구(OECD, Organization for Economic Cooperation and Development), 유엔산하 국제해사기구(IMO, International Maritime Organization) 및 국제연소기구협회(CIMAC, International Council on Combustion engines)등 여러 국제기구를 중심으로 각종 규제수단을 개발하여 적용하고 있다. 특히, 국제해사기구(IMO)에서는 선박에서 발생되는 오염물질 등에 대한 규제강화를 위하여 새로운 국제해양오염방지협약(MARPOL)을 채택, 발효하여 그 규제 범위를 넓혀감에 따라 선박에 대한 각종 환경규제가 대폭 강화되고 있어 친환경 선박 및 관련 기술 개발이 활발히 진행 중에 있다. 이 글에서는 선박에서 배출되는 대기오염물질 중 그 자체로도 인체에 유해하며, 산성비, 광화학스모그 등 다양한 환경문제를 유발시키는 대표적인 물질인 질소산화물(NOx)과 질소산화물 배출규제에 대한 대응기술인 선택적촉매환원법(SCR, Selective Catalytic Reduction)과 SCR 탈질시스템에 사용되는 SCR 촉매에 대해 소개하고자 한다.

• Journal of the Korean Society for Marine Environment & Energy
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• v.15 no.3
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• pp.219-226
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• 2012

The International Maritime Organization (IMO) adopted the International Convention for the Control and Management of Ships' Ballast Water and Sediments in 2004 to prevent the transfer of aquatic organisms via ballast water. Thirty-four ballast water treatment systems were granted IMO active substance basic approval, among which twenty systems were granted final approval. This paper is an in-depth consideration of the mechanism principles of the treatment systems that received active substance basic or final approval from IMO, and on the concentration of Total Residual Oxidant (TRO). The TRO maximum allowable discharge concentration was reduced by neutralization equipment, resulting with a concentration lower than 0.2 ppm. However, between various treatment systems TRO maximum allowable dosage showed large differences, ranging from 1 to 15 ppm. The discrepancies of treatment allowable dosage concentration between different treatment systems are largely due to the properties of species and water conditions such as the temperature and turbidity, rather than the characteristics of treatment systems and the type or presence of filters etc.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.6
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• pp.726-734
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• 2019

The current maritime industry is expected to have a significant impact on the role of maritime-related technologies and systems, especially seafarers, in the rapidly changing Fourth Industrial Revolution. The Maritime Autonomous Surface Ship (MASS) aims to reduce the number of safety accidents and improve seafarers' working environment. With regard to MASS, the International Maritime Organization has been trying to minimize unexpected impact in the maritime education and training sector by establishing international conventions such as the Standards of Training, Certification and Watchkeeping for Seafarers. However, domestic designated educational institutions have not yet established an education and training scheme to develop seafarers who will be on board for MASS. Therefore, this paper reviews the technology of MASS, analyzes the changes in education and training in order to upgrade the qualifications, and suggests the competencies of smart seafarers equipped with the integrated management ability required for Artificial Intelligence, Big Data, Cybersecurity, and the Digital System Revolution through education and training. In addition, this study provides basic information for the education and training of seafarers who are optimized for the rapidly changing technological environment.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.5
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• pp.579-585
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• 2014

For the application of fuel cell systems on ship which is future eco-friendly ship technology, it is need that the modification of relevant laws and regulations with relevant technical development. This paper reviews the trend of fuel cell development, SOLAS and IACS UR/UI as a international regulations, international standardization trend such as IMO MEPC, IMO BLG and major classification rules, the consideration for the standard development of ship fuel cell systems, the implications for application of fuel cell systems on ships in Korea. The IGF Code which is developing in the IMO included fuel cell, and thus Korean government and related company should participate in the codification. The analysis of development of IMO's relevant regulations also needed for the preparations.

• Journal of the Korean Society for Marine Environment & Energy
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• v.12 no.4
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• pp.284-288
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• 2009

The International Convention for the Control and Management of Ships Ballast Water & Sediments was adopted by consensus at a diplomatic conference of IMO at 2004. To prepare the Ballast Water Management Convention, fundamental technologies such as treatment system, type approval, risk assessment and various technical informations for formulation of the regulation for national strategy shall be developed. The information item of voyage and discharge of ship's ballast water are gathered by visiting vessel and agent at port. Using the 97 results by ships type characteristic analysis on the relation between loading/unloading and discharge/uptake of ballast water, the amounts of discharge/uptake of ballast water at each port and all of country in Korea are predicted. Hence, It is apparent that the uptake of ballast water is predicted to about 70 million ton in total of Busan, Incheon, Kwangyang and Ulsan ports at 2006 which is over 3 times than discharges.

• Journal of the Korean Society for Marine Environment & Energy
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• v.11 no.4
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• pp.214-220
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• 2008

The Ballast Water Management Convention provides that ballast water treatment systems which make use of active substances shall be approved from IMO according to the procedure developed by the IMO. The Convention described that active substance means a substance or organism, including a virus or a fungus, that has a general or specific action on or against harmful aquatic organisms and pathogens. The Marine Environment Protection Committee of IMO gave basic approval to 13 ballast water management systems and final approval to 4 systems until October 2008. This paper considered the matter of procedure and documents of the basic and final approval based on the "Procedure for approval of ballast water management systems that make use of Active Substances (G9)" and "The Methodology for information gathering and the conduct of work of the GESAMP-BWWG" and summarized the specifications of the treatment systems which was granted the basic or final approval from IMO and raised several points.

• Proceedings of KOSOMES biannual meeting
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• 2006.05a
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• pp.71-77
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• 2006

There is a growing concern about the damage to aquatic ecosystem caused by immigration of non-indigenous species. It is estimated that more than 10,000 million tons of ballast water is transported by shipping activities annually, and ballast water has been recognised as a major vector for the transplant of aquatic species across bio-geographical boundaries. The problem of harmful aquatic organism in ballast water for the control and management of ships' ballast water and sediments was adopted and diplomatic conference of IMO at February 2004. At once ballast water is transported by shipping activities for organic compounds, nitrogen, phosphorus and heavy metal etc. but, It's fixing a focus only for the transported of pathogenic bacteria and non-indigenous species. Hence, this studies on the distribution of organic compounds, nitrogen, phosphorus and heavy metal in ballast water during the shipping activity with the basic data which is necessary to the systemic manage of ballast water.