• 수산해양기술연구
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• 제50권1호
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• pp.12-20
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• 2014

The objective of this paper is to aid in basic directions for the countermeasure against marine accidents by using the statistical data of Jeju Coast Guard from 1983 to 2012. Marine accidents of about 600~1,000 vessels was reported in all the waters around South Korea from 2000 to 2008. From 2009, these accidents increased rapidly and reached 1,600~2,000 vessels. Although marine accidents of longline fishing vessels did not show a big change prior to 1993, the number have increased steadily until 2007. This is considered a tendency that appears when longline vessels, using the Port of Sungsanpo as a base and operating in fishing grounds in the East China Sea, are converted to long-term fishing from short-term fishing for reasons such as cost reduction due to the sudden rise of oil prices and the performance improvement of the fishing vessels. The number of vessels in marine accidents decreased gradually from 1999 to 2002 and for nearly 7 years from 2002 to 2008, the annual average of marine accidents stayed at 97 vessels. This is seemed to be the result of a change in the policy of either the central or local government and largely associated with changes in the way of statistical processing. This tendency is resulted in lower number of the accidents due to careless navigation which can be viewed as a human error than the number of marine accidents due to poor maintenance as a cause of mechanical failure in the same period. The increase rate in the marine accidents of Jeju Island-based fishing vessels is greater than that of other area-based fishing vessels among the fishing vessels operating in coastal and near sea around Jeju Island each year.

• International Journal of Naval Architecture and Ocean Engineering
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• 제12권1호
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• pp.199-212
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• 2020

A large percentage of maritime accidents in coastal seas are related to small fishing vessels. In order to investigate causes of maritime accidents, it is often necessary to carry out dynamic simulations for the estimation of trajectories and motions of vessels. Initial conditions of vessels such as main dimensions, loading conditions and hydrostatic properties are required for the accurate simulations. Small fishing vessels usually have few records of hydrostatic properties during their fishing operations. Therefore, in this study, estimation procedures for hydrostatic properties of small fishing vessels are proposed. At first, hull form characteristics of Korean small fishing vessels are investigated. Most of vessels have hard-chines and centerline skegs, they have similar hull forms. Bonjean curves of several small fishing vessels whose gross tonnages are below 10 tons are normalized with vessel breadths and depths. Representative bonjean curves are derived from normalized bonjean curves, and a representative hull plan is obtained as well. If the vessel loading conditions such as total weights and centers of gravity are given, fore and aft drafts can be calculated by using the representative bonjean curves with the constraint that weights and buoyancies are in equilibrium. Metacentric heights are also estimated by using the representative hull plan. Drafts and metacentric heights estimated by proposed iterative estimation procedures are compared with actual vessel data, estimated values are in good agreements with actual values. In addition, normalized fore and aft drafts, metacentric heights of vessels can be formulated as the linear functions of normalized total weights and centers of gravity. Empirical formulas of drafts and metacentric heights are proposed, and it is confirmed that the empirical formulas also provide reasonable results, which are similar to the results by iterative estimation procedures with representative bonjean curves and hull plan.

• 해양환경안전학회지
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• 제23권3호
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• pp.231-241
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• 2017

The purpose of this study was to analyze traffic safety assessments for fishing vessels near the southwest offshore wind farm. This study applied a collision model for safety assessment. It also involved a spatiotemporal analysis of vessels engaged in fishing to identify fishing hotspots around the offshore wind farm. This study used data from fishing vessel location transmission devices gathered over 1 year in 2014. As a result, in September, when the average number of vessels engaged in fishing is high, 62 ships were operating in fishing section 184-6 and 55 ships in section 184-6. In addition, in fishing sections 184-8 and 192-2, where an offshore wind farm was located, there were 55 and 38 ships operating, respectively. As the recovery period for a seaway near wind farm turbines is 55 years, it was determined that safety measures are required in order to reduce collision frequency while allowing fishing vessels to navigate through offshore wind farms. Meanwhile, the return period of Seaway B between the groups of generators considered was 184 years. A safety zone for offshore wind farms should be installed covering a distance of at least 0.3 NM from the boundary of turbines. Then, the collision return period was derived to be close to 100 years. Through this traffic safety assessment, it has been concluded that such measures would help prevent marine accidents.

• 수산해양교육연구
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• 제7권2호
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• pp.173-181
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• 1995

In this paper, marine casualties occurred in Korean coastal and near-coastal seas, from 1989 to 1993, were analysed. The main results obtained were as follows : 1. According to the numerical component ratio of marine casualties, fishing vessels account for higher portion than other vessels and passenger vessels lower portion. On the other hand, in view of the occurring ratio of that, fishing vessels account for very low rate of accidents and passenger vessels very high rate. 2. Most of marine casualties resulted from the human factors such as careless operation and insufficient engine maintenance, etc. Collision accidents took a majority of all marine accidents in all of vessels, but engine trouble accounted for main cause of accidents in fishing vessels. 3. In view of the results on classifying marine casualties into time zone, great number of accidents took place in dawn, but that of fishing vessels in forenoon. 4. According to the view of the occurring ratio of the injury, the rate was 0.33% in total vessels and 0.18% in fishing vessels. 5. In view of the marine casualties by age and shipboard career, crews with 10~20 years shipboard career raised more marine accidents than others.

• 동력기계공학회지
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• 제5권3호
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• pp.25-30
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• 2001

The basis of all approaches to improve reliability of marine engines exists in analyzing the field data of troubles and failures in marine engines. In this paper, we analyzed the engine accidents of Korean fishing vessels for five years from 1995 to 1999, firstly according to engine systems, type of fishing vessels, engine makers, cylinder number, engine power and tonnage, secondly by using of principal component analysis method, one of multi-variate data analysis method. Finally, we proposed the measures to reduce engine accidents of fishing vessels for improvement of an environment in fishing industry.

• 수산해양교육연구
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• 제28권6호
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• pp.1581-1590
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• 2016

In order to reduce the risk of death from hypothermia for the fishing vessel's crew at sea, this paper suggests that the criteria of equipment of fishing vessels should be revised for fishing vessels engaged in coastal and inshore fisheries to be equipped with the immersion suit. The criteria of equipment of fishing vessels for immersion suits was amended to reflect the sinking of No.501 Oryongho but it was only reflected in ocean fisheries at Bering sea and Antarctic ocean that immersion suits must be provided with the same number of the total number of crew on board. Therefore, this paper analyses the relationship between maritime accident of fishing vessels and weather condition based on sea water temperature to find out the risk of hypothermia and also compares the international conventions(SFV Protocol 1993, Cape Town Agreement 2012, STCW-F 1995 and SOLAS 1974) and domestic law concerning criteria of equipment of fishing vessels. As a result, fishing vessels engaged in coastal and inshore fisheries are exposed to the risk of hypothermia when they are in distress and the criteria of equipment of fishing vessels should be amended to provide the immersion suits in accordance with the revision trend of international conventions.

• 한국해양공학회지
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• 제37권4호
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• pp.129-136
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• 2023

To evaluate manoeuvring performance of merchant ships, the mathematical modeling group (MMG) or computational fluid dynamics (CFD) simulations are used. However, it is difficult to use the MMG to evaluate the manoeuvring performance of fishing vessels, thus research using CFD simulations is necessary. Also, since the course-changing and turning ability is crucial in fishing operations, a rudder design suitable for fishing vessels is necessary. This study designs a rudder using National Advisory Committee for Aeronautics (NACA) airfoil sections and evaluates its manoeuvring performance. A CFD model is used to evaluate the manoeuvring performance of the fishing vessel, and turning and zig-zag tests are conducted. The effectiveness of using CFD simulations based on Reynolds averaged Navier-Stokes equations to assess the manoeuvring performance of fishing vessels was validated. No significant difference was found in the manoeuvring performance for hull forms and rudder designs for course-changing ability. However, the original hull form showed superior turning performance. Among five rudders with varying aspect ratios and shapes, the rudder with 5.5% aspect ratio had the best turning performance. Regarding the rudder design for fishing vessels, NACA airfoil was employed, and a rudder aspect ratio of 5.5% based on the immersed hull side area is recommended.

• 해양환경안전학회지
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• 제21권1호
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• pp.57-63
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• 2015

외국인 선원은 1990년대 선원 수급이 어려웠던 어선에 산업연수생으로 승선하기 시작하여 2013년말 현재 상선 및 어선에 총 21,327명이 승선하고 있다. 특히 원양어선 및 연근해어선의 경우에는 최근 5년간 어선 척수가 감소하고 있음에도 불구하고 외국인 선원의 수는 거의 2배 증가하였다. 최근 어선 해양사고를 살펴보면, 어선에 다국적의 선원이 승선한 후 선원 상호간의 의사소통이 어려워진 것이 주요 문제가 되었다. 그리고 외국인 선원이 이해할 수 있는 안전수칙 등이 제공되지 아니하고 교육 훈련이 제대로 이루어지지 않고 있다. 그 결과 어선은 조업 중 해양사고의 발생 위험이 높아졌고, 비상상황에서 선장의 통제 하에 적절한 비상대응이 이루어지지 않았다. 또한 한국인 선원의 외국인 선원에 대한 폭언 및 구타로 인한 몇 건의 노동문제가 발생했다. 따라서 본 논문은 먼저 외국인 선원이 승선한 어선에서 발생한 해양사고 사례와 어선원의 고용 및 교육문제에 대해 살펴보고, 해양사고 예방을 위하여 외국인 선원에 대한 안전수칙교육과 정기적인 비상대비 교육 훈련의 필요성을 제시하고자 한다.

• 수산해양교육연구
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• 제24권1호
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• pp.34-43
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• 2012

In order to establish order in fishing industry by cracking down on illegal fishing vessels effectively, it is an essential requirement to identify marking such as the name of fishing vessel and a port of register more easily. Accordingly, it is quite natural that markings on fishing vessels should be marked clearly in an appropriate size on an appropriate site in order for them to be distinguished on the air such as from planes as well as on the sea. Actually, when examining marks such as the name of a vessel which are operating in the country, marks of most fishing vessels are too small as they cannot be distinguished with the naked eye even very closely. There is no coastal fishing vessel which marks the name of fishing vessel on the upper part in order to distinguish it from planes. Fishing vessel law generally which regulates the basic laws about shipbuilding regulates marks on fishing vessel, and fisheries law only regulates sign boards of fishing vessels. Problems and improvement of the marking system on fishing vessels suggested by this paper are as follows. First, in order to contribute to establish order in fishing industry, it would be desirable to tighten standards in fisheries law besides the fishing vessel law. Second, it is difficult to distinguish marks such as the name of a vessel as relevant laws allow fishers to make such marks too small. It is necessary to set the standard for marks larger than those regulated by the international treaty. Third, the relevant laws do not regulate a letter form of marks. Therefore, it becomes a factor to make small marks hard to be distinguished more. It is necessary to decide a clear letter form. Fourth, there is insufficient detailed international standards about the marking system. It is necessary to regulate a detailed standard.

• 수산경영론집
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• 제51권3호
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• pp.49-71
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• 2020

A fisher means any person employed to provide his/her labor in a fishing vessel in exchange for a wage. There is no concept of a fisher in Seafarers Act. This act shall not apply to seafarers who are in service on board a fishing vessel the gross tonnage of which is less than 20 tons. However, of the total 63,112 fishing vessels, only 2,829 fishing vessels have a total tonnage of more than 20 tons. Fishermen engaged in fishing vessels with a gross tonnage of which is less than 20 tons are not guaranteed to be paid arrears through the Wage Claim Guarantee Fund for Seafarer (Article 56). In addition, fishermen working on a fishing vessel are excluded from the Wage claim Guarantee Act. The Labor Standards Act shall apply to fishermen engaged in fishing vessels with a gross tonnage of which is less than 20 tons. Fishermen and seafarers are at a higher risk of living security than regular workers. Guaranteeing the payment of wages is essential for fishermen to improve the life and employment stability. In order to guarantee fisher wage claims, the concept of a fisher in the Seafarers Act must be realized by sources such as the Wage Claim Guarantee Fund of Ministry of Oceans and Fisheries, step by step expansion of members in the wage claim guarantee fund for seafarers and interest for delayed payment of wages, etc.