• Journal of Fisheries and Marine Sciences Education
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• v.24 no.2
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• pp.263-271
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• 2012

The aim of this study is to reduce the foreign fishermen's rate of deserting from Korean coastal and offshore fishing vessel. There are two employment systems for foreign fishermen who work on a coastal and offshore fishing vessel in Korea. One is employment permit system and the other is foreign seamen system. The former permits the foreign fishermen to work on the fishing vessels which are less than 20 gross tonnage. The latter permits the foreign fishermen to work on the fishing vessels which are more than 20 gross tonnage. The recent rate of deserting from their workplace are 21.5% in foreign seaman system and 26.8% in employment permit system by October 2011. In this paper, the authors propose eight means to reduce the rate of deserting from their workplace.

• Journal of Korean Port Research
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• v.2 no.1
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• pp.75-106
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• 1988

As port transport system consists of subsystems such as navigation system, cargo handling system, storage system, inland transport system, and Management and Information system, the productivity of this system is determined by the minimum level of subsystem. From the viewpoint of elaborating the efficiency of integrated system, it is valuable to determine the optimal level of harbour tug boat which is the most important factor of navigation system. This paper treats the optimal amount of harbour tug boat by simulation, and applied to Pusan port. In the course of simulation, an emperical formula is introduced for determining the Horse Power (HP) of tug boat by the ship's gross tonnage (G/T) refering to the cases of various ports of other countries, that is ; $Y=9.96X^{0.6}+569$. X : The gross tonnage of vessel (G/T). Y : The Horse Power (HP) of tug boat. The results of the simulation are summarized as follows ; 1) In 1987, three or four low-powered harbour tug boats, five mid-powered harbour tug boats and four high-powered harbour tug boats are necessary in the mean level. But, five or seven low-powered harbour tug boats, ten mid-powered harbour tug boats and eight high-powered harbour tug boats are necessary lest delay should occur at all. 2) In 1992, 1lee or four low-powered harbour tug boats, six mid-powered harbour tug boats and seven high-powered harbour tug boats are estimated and be necessary in the mean level.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.2
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• pp.164-170
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• 2013

With the introduction of increasingly large-sized ships, the conditions of main domestic port facilities remain the same as in the past. So, there is high probability that marine traffic congestion can occur at the certain ship's routes. The standard ship's length used to assess the marine traffic congestion of domestic trade port is 70 meters. It has been in use for the last 30 years, so, its usefulness is highly recommended for review. This study deeply analyzes the tendency of ship's dimensional changes according to recent enlargement of ship's size by utilizing the particulars of 60,000 ships saved in domestic Port-MIS database and suggests the standard ship's length by figuring out the correlation between length of ship and gross tonnage. In addition, the basis of statistical data on the ship's tonnage in domestic trade over the last five years suggests the standard ship's length by deriving the reference point of cumulative incidences that occupy more than over 50 %, except for small vessels. It is necessary to consider the characteristic of each domestic trade port before the actual application of suggested standard ship's length.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.9 no.4
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• pp.287-292
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• 1976

The author studied the stability Tualities of stern trawlers in the North Pacific Ocean according to Kato's simple judging method. The author selected 1,000 gross tonnage of A and B types, and calculated each characteristics for various conditions under 5 different free-board and S different KG. Finally, authour obtained some data of stability factors for the two types, and pointed out the zone of safety and danger between stability factor, GM and GZ max. The results obtained here are summarized as follows: The A type of ship is judged that it has the condition of safety when displacement is 2,400 tonnage and the value of K￠ was 3.40m or 3.70m. The B type of ship is judged that it only has the condition of some safety when displacement was 2,400 tonnage and the value of KG is 3.40 m, but ships of the both types have the condition of danger when displacement is 1,300-2,200 tonnage and the value of KG is 3.40-4.60m. Any types of ships under various condition must have appropriate dimensions among GM, free-oard and GZ max for the stability of ships.

• Journal of the Korean Society of Marine Environment & Safety
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• v.3 no.1
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• pp.93-98
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• 1997

When navigating at sea, informations like other ship's particular are very important to navigator who should make a safe maneuvering. Most of all is obtained through the optical observation and/or the radiotelephone communication, but it is not easy to perceive them when the visibility is restricted or there is some hardness in communication. In this study, we suggest the algorithm that measures the ship's length and speed on the radar screen and estimates the ship's particular such as gross tonnage, breath and type on the base of above two factors.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.25 no.2
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• pp.61-69
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• 1989

Mackerel purse seine fishery operating in the sea area of Cheju and Tsushima is one of the most important fishery in Korean off shore fishery, which a fishing fleet are generally composed with one purse seiner, two light ships and three or four fish carriers. In this study, purse seiners are classified in to four classes in term of their gross tonnage : A class(80-100tons), B class(100-120tons), C class(130-140tons), and D class(140-150tons). Operating sea area are divided into five sectors including east and west sea area of Tsushima Island, coastal sea area of Cheju Island and south and west sea area of Cheju Island. The performance of the purse seiner, the fishing efficiency, the dimension of fishing gear and variation of CPUE in each operating sea area are summarized as follows: 1. The relationship between a gross tonnage x and net area of purse seine y of a purse seiner can be expressed as : y=538.8x+99657.3 2. The index of seasonal variation of CPUE from May to October is lower than the standard value, whereas index from November to April is higher. 3. The power factor of fishing efficiency by classes of boat-size shows significant differences with 1% level in each operating sea area. 4. The net efficiency of purse seiner by classes of boat-sea shows that B and C classes are higher than A and D classes.

• Journal of Fisheries and Marine Sciences Education
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• v.26 no.5
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• pp.1158-1164
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• 2014

The propensity analysis for oral exam candidates of sixth class deck officer's license was conducted to serve as a basic data for improving the ability of seamanship and a stable workforce supply using a questionnaire. A general information of them was identified as 64.4% of offshore fishing, 56.8% of over 50, 56.6% of less middle school education, 55.6% of under 100 gross tonnage, 81.2% of over 10 years experience, 85.6% of deck department, which means they are from mainly less than 100 gross tonnage of offshore fishing vessel, less educated, and long term experienced in the deck job. The reason why they took the test was mainly due to their will (71.1%). And 52.7% of them took the test for the first time, 52.7% of answers responded they are lack of knowledge about a written exam and text of KIMFT in preparation data for an oral exam 23.3%. Given the fact that 83.3% of respondents experienced marine accidents on board, the need for marine casualty reduction education was verified. Even after obtaining a license, they showed a higher preference of boarding that they embarked before the examination. Also, 61.7% of them have a plan for long-term boarding at least three years, thus leading to supply of workforce in coastal and offshore areas.

• Journal of Fisheries and Marine Sciences Education
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• v.26 no.5
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• pp.1151-1157
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• 2014

The propensity analysis for oral exam candidates of sixth class engineer officer's license was conducted to serve as a basic data for improving the ability of seamanship and a stable workforce supply using a questionnaire. A general information of them was identified as 62.1% of offshore fishing, 59.3% of over 50, 59.4% of less middle school education, 52.4% of under 100 gross tonnage, 75.2% of under 1,500kW engine output, 72.5% of over 10 years experience, 72.4% of engine department, which means they are from mainly less than 100 gross tonnage of offshore fishing vessel, less educated, and long term experienced in the engine job. The reason why they took the test was mainly due to their will (51.7%). And 45.5% of them took the test for the first time, 45.5% of answers responded they are lack of knowledge about a written exam and text of KIMFT in preparation data for an oral exam 35.9%. Given the fact that 74.5% of respondents experienced marine accidents with engine damage on board, the need for marine casualty reduction education was verified. Even after obtaining a license, they showed a higher preference of boarding that they embarked before the examination. Also, 61.4% of them have a plan for long-term boarding at least three years, thus leading to supply of workforce in coastal and offshore areas.

• Journal of Navigation and Port Research
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• v.43 no.1
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• pp.16-22
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• 2019

This study proposed estimation methods for weight and center of gravity of small fishing vessels. Weights loaded on small fishing vessels were divided into fixed weights such as crew, fishing gear, and variable weights such as fuel, fresh water, provision, bait, and fish. Based on statistical analyses with weight data of several small fishing vessels, weight, longitudinal center of gravity (LCG), vertical center of gravity (KG) of each item were represented as linear functions of vessel gross tonnage. In addition, weighting factors of variable weights were added on estimation formulas in accordance with vessel loading conditions, e.g. full load departure condition. Estimation methods were verified using actual small fishing vessel data.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.46 no.4
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• pp.466-475
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• 2010

This study intends to present a direction for the better reforming of fishers'onboard living conditions and proposals for preparing for ratification of the Work in Fishing Convention by means of making a comparison between standards on recent national fishing vessel accommodation facilities and standards on the Work in Fishing Convention and Its Recommendation, 2007, ILO. For the most part of standards on national fishing vessel accommodation facilities are somewhat insufficient to satisfy the provisions in Annex III of the Convention. Considering by items on fishing vessel accommodation facilities, the standards on insect protector, noise and vibration, heating and air conditioning, lighting, persons per sleeping room, recreational facility are not provided in national law. Headroom, separation of accommodation, sleeping room floor area, mattress size, mess room, galley and food storage are partially sufficient for the Convention. In case of sanitary facilities, national standards are not sufficient for the Convention. The other side, facilities related safety of ship and crew such as emergency escape etc., are fully sufficient for the Convention. These insufficiencies caused by different types of fishing vessel depend on originality of fishing method and practices. In the comparison between equivalent tonnage about vessel's length on convention and calculated tonnage of national existing fishing vessel, the difference are 226tons about length 24m and 501tons about length 45m. For that reason, headroom, persons per sleeping room, cabin of sicker and injured, sanitary facilities may decide to use gross tonnage in place of length (L) and the alleviating measure basis of convention. But in case of standards on sanitary facilities which are unsufficient for the Convention, specially in coastal fishing vessel length basis should be adopted with alleviating basis for less than length 24m.