• Journal of Navigation and Port Research
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• v.34 no.3
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• pp.213-220
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• 2010

Following the application of Formal Safety Assessment(FSA) to bulk carriers, crude oil tankers and large passenger ships, an urgent need to consider the safety of general cargo ships has recently been raised through the International Maritime Organization(IMO)(IMO, 2006a), and related FSA studies are being carried out by International Association of Classification Societies(IACS) as a preparatory work for the discussion on the issue of general cargo ship safety in the IMO committee. FSA is a structured and systematic methodology which is based on the techniques of risk analysis and cost benefit assessment to assist in the decision-making process, and aims at enhancing maritime safety, including protection of life, health, the marine environment and property. FSA can be used as a tool to facilitate the development of regulatory changes equitable to the various parties, with a view to aiding the achievement of consensus, and to help in the evaluation of new regulations and in making a comparison between existing and possibly improved regulations(IMO, 2007). This study aims at verifying the usefulness of FSA methods as a tool to conduct a safety assessment of general cargo ships flying the Korean flag, and providing useful information on 'the safety of general cargo ships' for IMO committee's discussion on the matter at a future session. FSA comprises five steps, however, steps 1(Hazard identification) and 2 (Risk analysis) from the FSA study for the Korean-flagged general cargo ships are discussed in this paper.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.1
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• pp.40-46
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• 2017

Shipping activities have become possible in the Arctic Ocean due to melting ice by global warming. An increasing number of vessels are passing through the Arctic Ocean consequently bringing concerns of ship-iceberg collisions. Thus, most classification societies have implemented regulations to determine requirements for ice strengthening in ship structures. This paper presents the simulation results of an ice-strengthened polar class ship after an iceberg collision. The ice-strengthened polar class ship was created in accordance with the Unified Requirements for a Polar-Ship (IACS URI). An elastic-perfect plastic ice model was adopted for this simulation with a spherical shape. A Tsai-Wu yield surface was also used for the ice model. Collision simulations were conducted under the commercial code LS-DYNA 971. Hull deformations on the ice-strengthened foreship structure and collision interaction forces have been analysed in this paper. A normal-strength ship structure in an iceberg collision was also simulated to present comparison results. Distinct differences in structural strength against ice impact forces were shown between the ice-strengthened and normal-strength ship structures in the simulation results. About 1.8 m depth of hull deformation was found on the normal ship, whereas 1.0 m depth of hull deformation was left on the ice-strengthened polar class ship.

• Journal of Navigation and Port Research
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• v.37 no.6
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• pp.617-625
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• 2013

"Sale and purchase brokers" are independent contractors who act as agents for principals intending to seller or buy ships in English Maritime Law. The essential feature is that legal position of shipbroker is largely one of agency. They can be obtained by a study of the Lloyd's Register or the equivalent registers of other Classification Societies, the American Bureau of Shipping and Korean Registers. Such a broker is of valuable assistance to the prospective seller or purchaser. And the broker's liability normally arises in the context of a contract. But, expressed in general terms, those contractual obligations are, in absence of contrary agreement, to act with reasonable care and skilled to obtain the cover requested by his client not to guarantee that such will be concluded and to ensure that the scope of the policy, its essential terms and relevant exclusions are made known to the insured. Acting in this professional capacity, the broker's liability are such that the facts upon which an action for breach of contract may be based may also found an action for the trot of negligence provided that there is shown to be the necessary 'assumption of responsibility' by the broker conveyed directly or indirectly to the insured. This thesis deals with liability of S&P Brokers, the legal problems of ship broking, commission, conflicts of interest and secret commissions in English Maritime Law and the Cases.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.1
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• pp.141-152
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• 2022

As interest increases related to the development of eco-friendly energy, the offshore wind turbine market is growing at an increasing rate every year. In line with this, the demand for an installation vessel with large scaled capacity is also increasing rapidly. The wind turbine installation vessel (WTIV) is a fixed penetration of the spudcan in the sea-bed to install the wind turbine. At this time, a review of the spudcan is an important issue regarding structural safety in the entire structure system. In the study, we analyzed the current procedure suggested by classification of societies and new procedures reflect the new loading scenarios based on reasonable operating conditions; which is also verified through FE-analysis. The current procedure shows that the maximum stress is less than the allowable criteria because it does not consider the effect of the sea-bed slope, the leg bending moment, and the spudcan shape. However, results of some load conditions as defined by the new procedure confirm that it is necessary to reinforce the structure to required levels under actual pre-load conditions. Therefore, the new procedure considers additional actual operating conditions and the possible problems were verified through detailed FE-analysis.

• Korean Journal of Health Education and Promotion
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• v.6 no.2
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• pp.23-39
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• 1989

There have been a lot of considerable. discussion and debate surrounding the management model in the health insurance management system and opinions regarding the management operating cost. It is a well known fact that there have always been dissenting opinions and debates surrounding the issue. The management operating cost varies according to the scale of the management organization and component members characteristics of the insurance carrier. Therefore, it is necessary to examine and compare the management operating cost to the simulated management models developed to cover those eligible for the health insurance scheme in this country. Since the management operating cost can vary according to the different models of management, four alternative management models have been established based on the critical evaluation of existing theories concerned, as well as on the basis of the survey results and simulation attempts. The first alternative model is the Unique Insurance Carrier Model(Ⅰ) ; desigened to cover all of the people with no classification of insurance qualifications and finances from the source of contribution of the insured, nationwide. The second is the Management Model of Large-scale District Insurance Carrier(Ⅱ) ; this means the Korean society would be divided into 21 large districts; each having its own insurance carrier that would cover the people in that particular district with no classification of insurance qualifications arid finances as in Model I. The third is the Management Model of Insurance Carrier Divided by Area and Classified with Occupation if Largescale (Ⅲ) ; to serve the self-employed in the 21 districts divided as in Model Ⅱ. It would serve the employees and their dependents by separate insurance carriers in large-scale similar to the area of the district-scale for the self-employed, so that the insurance qualifications and finances would be classified with each of the insurance carriers: The last is the Management Model of the Multi - insurance Carrier (Ⅳ) based on the Si. Gun. Gu area which will cover their own self- employed people in the area with more than 150 additional insurance carriers covering the employees and their dependents. The manpower necessary to provide services to all of the people according to the four models is calculated through simulation trials. It indicates that the Management Model of Large-scale District Insurance Carrier requires the most manpower among the four alternative models. The unit management operating costs per the insured individuals and covered persons are leveled with several intervals based on the insurance recipients. in their characteristics. The interval levels derived from the regression analysis reveal that the larger the scale of the insurance carriers is in the number of those insured and covered. the more the unit management operating cost decreases. significantly. Moreover. the result of the quadratic functional formula also shows the U-shape significantly. The management operating costs derived from the simulated calculation. on the basis of the average salary and related cost per staff- member of the Health Insurance Societies for Occupational Labours and Korean Medical Insurance Corporation for the Official Servants and Private School Teachers in 1987 fiscal year. show that the Model of Multi-insurance Carrier warrants the highest management operating cost. Meanwhile the least expensive management operating cost is the Management Model of Unique Insurance Carrier. Insurance Carrier Divided by Area and Classified with Occupation in Large-scale. and Large-scale District Insurance Carrier. in order. Therefore. it is feasible to select the Unique Insurance Carrier Model among the four alternatives from the viewpoint of the management operating cost and in the sense of the flexibility in promoting the productivity of manpower in the human services field. However. the choice of the management model for health insurance systems and its application should be examined further utilizing the operation research analysis for such areas as the administrative efficiency and factors related to computer cost etc.

• Asian-Australasian Journal of Animal Sciences
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• v.18 no.2
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• pp.151-157
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• 2005

Sheep production is affected by genetic and non-genetic factors. A knowledge of these factors is essential for efficient management and for the accurate estimation of breeding values. The objective of this study was to establish the non-genetic factors which affect birth weight and weaning weight in Dorper, Mutton Merino and indigenous Sabi sheep breeds. A total of 2,625 birth and weaning weight records from Grasslands Research Station collected from 1991 through 1993, were used. The records were collected from indigenous Sabi (939), Dorper (807) and Mutton Merino (898) sheep. A mixed classification model containing the fixed effects of year, birth status and sex was used for identification of non-genetic factors. Sire within breed was included as a random effect. Two factor interactions and three factor interactions were important in indigenous Sabi, Mutton Merino and Dorper sheep. The mean birth weights were 4.37${\pm}$0.04 kg, 4.62${\pm}$0.04 kg and 3.29${\pm}$0.04 kg for Mutton Merino, Dorper and Sabi sheep, respectively. Sire had significant effects (p<0.05) on birth weight in Mutton Merino and indigenous Sabi sheep. Year of lambing had significant effects (p<0.05) on birth weight in indigenous Sabi, Mutton Merino and Dorper sheep. The effect of birth status was non significant in Dorper and Mutton Merino sheep while effect of birth status was significant on birth weight in indigenous Sabi sheep. In Indigenous Sabi sheep lambs born as singles (3.30${\pm}$0.05 kg) were 0.23 kg heavier than twins (3.07${\pm}$0.05 kg), in Mutton Merino lambs born as singles (3.99${\pm}$0.08 kg) were 0.07 kg heavier than twins (3.92${\pm}$0.08 kg) and in Dorper lambs born as singles (4.41${\pm}$0.04 kg) were 0.02 kg heavier than twins (4.39${\pm}$0.04 kg). On average males were heavier than females (p<0.05) weighing (3.32${\pm}$0.04 kg vs. 3.05${\pm}$0.07 kg) in indigenous Sabi, 4.73${\pm}$0.03 kg vs. 4.08${\pm}$0.05 in Dorper and 4.26${\pm}$0.07 kg vs. 3.66${\pm}$0.09 kg in Mutton Merino sheep. Two way factor interactions of sire*year, year*sex and sex*birth status had significant effects (p<0.05) on birth weight in indigenous Sabi, Mutton Merino and Dorper sheep while the effect of year*birth status was non significant on birth weight in Indigenous Sabi sheep. The three way factor interaction of year*sex*birth status had a significant effect (p<0.01) on birth weight in indigenous Sabi and Mutton Merino. Tupping weight fitted as a covariate had significant effects (p<0.001) on birth weight in indigenous Sabi, Mutton Merino and Dorper sheep. The mean weaning weights were 17.94${\pm}$0.31 kg, 18.19${\pm}$0.28 kg and 14.39${\pm}$0.28 kg for Mutton Merino, Dorper and Indigenous Sabi sheep, respectively. Effects of sire and sire*year were non significant on weaning weight in Dorper and Mutton Merino while year, sex and sex*year interaction had significant effects (p<0.001) on weaning weight. On average males were heavier than females (p<0.001) at weaning. The respective weaning weights were 18.05${\pm}$0.46 kg, 18.68${\pm}$0.19 kg, 14.14${\pm}$0.15 kg for males and 16.64${\pm}$0.60 kg, 16.41${\pm}$0.31 kg, 12.64${\pm}$0.32 kg for females in Mutton Merino, Dorper and Indigenous Sabi sheep. Lambs born as singles were significantly heavier at weaning than twins, 0.05 kg, 0.06 kg and 0.78 kg for Mutton Merino, Dorper and Indigenous Sabi sheep, respectively. Effect of tupping weight was highly significant on weaning weight. The three way factor interaction year*sex*birth status had a significant effect (p<0.01) on weaning weight. Correction for environmental effects is necessary to increase accuracy of direct selection for birth weight and weaning weight.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.4
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• pp.366-373
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• 2020

According to Article 77 of the Ship Safety Act and Article 97(2) of the Enforcement Ordinance of the Ministry, the Recognized Organization (RO) personnel (ship surveyors) responsible for statutory survey shall have educational qualifications and experience in a specific field or obtain a license under the National Technical Qualifications Act. However, graduates from maritime high schools and those who completed the short-term course of the Ocean Polytec did not satisfy the qualification standards for the RO personnel since they did not graduate from the departments of maritime/fisheries or shipbuilding. Major shipping countries such as the United Kingdom, the United States, and Canada use the IACS (International Association of Classification Societies) regulations, and the Ship Safety Act in Japan has eliminated the qualification requirements for ship surveyors. In particular, under the IMO (International Maritime Organization) and IACS regulations, the RO personnel shall have as a minimum the following formal educational background: a degree or equivalent qualification from a tertiary institution recognized within a relevant field of engineering or physical science (minimum two years' program); or a relevant qualification from a marine or nautical institution and relevant sea-going experience as a certified ship officer; and competency in the English language commensurate with their future work. Considering that Article 17 of the Enforcement Decree on Public Officials Appointment Examinations prohibits educational restrictions and there are no educational restrictions on the qualifications of British and Japanese surveyors, if the maritime high school graduates have sufficient sea-going experience, education, and training, they could be recognized as meeting the qualification requirements. Moreover, those who completed the short-term course of the Ocean Polytec could also be recognized as meeting the qualification requirements because they are required to have at least a professional bachelor's degree (in the case of a third-class CoC (Certificate of Competancy)) and some sea-going experience after completion.

• Asia-Pacific Journal of Business Venturing and Entrepreneurship
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• v.10 no.6
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• pp.15-26
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• 2015

The purpose of this study was to examine the area, theme and method of domestic articles on the successful establishment of venture companies, which were presented between 1998 and 2014, according to related basic classification criteria in an effort to shed light on the characteristics of these studies. It's basically meant to make a contribution to the development of research on the success of venture business and to be of practical use for the success of venture companies in our country. After related earlier studies were analyzed, 164 articles were collected, and 64 articles were selected from among them. The articles that were overlapped, not presented or not registered were excluded. The related studies had been conducted by different learned societies that were interested in the same research themes, and the studies were primarily led by the Korean Society of Business Venturing as of 2014, especially by Asia-Pacific Journal of Business Venturing and Entrepreneurship that was a journal published by this society. This society seemed to have taken the initiative in this field. There was a tendency that the related studies increased in number due to the shifts of modern industrial society and the changing policies of the government, as the number of the studies has been on the steady rise since 2012. In terms of method, quantitative research methods, especially descriptive studies, were prevailing. To step up the development of research into this field, a wide variety of research methods should be utilized in the future. As for the sphere of research, the characteristics of founders, strategic characteristics and environmental characteristics were mainly covered as the success factors of venture business. More diverse variables should be explored as well to make more advanced, extended research in the years to come. The findings of the study are expected to provide both theoretical and practical information on the establishment and success of venture business to make a contribution to the development of research.