• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.3
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• pp.421-428
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• 2021

Identifying which international maritime legal instruments are mandatory or recommendatory is complicated task even for maritime regulatory bodies. Although International Maritime Organization (IMO) had tried to ease the complexity by adopting guidelines on uniform wordings for making reference to other instruments in IMO parent conventions, there has still been some confusion identifying the mandatory status of IMO instruments. The aim of this study was to map out a step-based guideline to resolve the complexity of the mandatory status of IMO instruments to the maximum extent possible. This study reviewed the history of IMO rule-making process to find the root cause of the problem, then analyzed the approaches of regulatory enforcement bodies to check the practices. In conclusion, readers are directed to find such information as to legal status of IMO instruments and an improvement is proposed to enhance the transparency of information sharing for maritime industry to make better informed decisions.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.4
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• pp.542-548
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• 2022

In order to reduce marine accidents, each contracting Government needs to implement the instruments enacted and amended by the International Maritime Organization (IMO). The III Code requires each administration of the government to have a system for improvement through periodic review and evaluation and to include performance indicators in its evaluation methods. Thus, each IMO Member State needs to develop its own performance indicators. The purpose of this paper is to develop and present an evaluation model using the Balanced Scorecard (BSC) and Key Performance Indicators (KPI) in order to quantify and evaluate the level of implementation of the instruments by the administrations. From the perspective of 'III-BSC', which applies the BSC concept to the III code requirements, the Critical Success Factors (CSF) that must be secured to achieve the established vision were drawn up, and candidate KPIs for each evaluation area were developed to measure the derived key success factors and an initial study model was designed composed of four levels. The validity of the KPIs was verified and the study model was finalized using the survey design using the SMART technique. Furthermore, based on the developed study model, an evaluation model for the implementation of the BSC-based IMO instruments was developed by deriving the weights of elements for each level through AHP analysis. The developed evaluation model is expected to contribute toward improving the administrations' level of implementation of the IMO instruments as a tool for quantitatively grasping the level of performance of the implementation.

• 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.

• Proceedings of KOSOMES biannual meeting
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• 2006.05a
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• pp.33-40
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• 2006

To promote the consistent and effective implementation of IMO instruments such as SOLAS, MARPOL, STCW, LL, TONNAGE, COLREG IMO has adopted voluntary IMO member state audit. This audit scheme is voluntary audit which will be carried out on a voluntary basis, at the request cf the member state to be audited. Nevertheless, the Korea government is preparing the implementation of the audit scheme to strengthen the competitiveness in shipping and shipbuilding industries. In this paper, we investigated the actual conditions of implementation of mandatory IMO instruments and carried out a feasibility study by assessing the cost to be audited and positive effects expected by introducing the audit scheme. As a result of cost benefit analysis we obtained high benefit-cost ratio.

• Journal of the Korean Society of Marine Environment & Safety
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• v.12 no.3 s.26
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• pp.201-209
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• 2006

To promote the consistent and effective implementation of IMO instruments such as SOLAS, MARPOL, STCW, LL, TONNAGE, COLREG IMO has adopted voluntary IMO member state audit. This audit scheme is voluntary audit which will be curried out on a voluntary basis, at the request of the member state to be audited Nevertheless, the Korea government is preparing the implementation of the audit scheme to strengthen the competitiveness in shipping and shipbuilding industries. In this paper, we investigated the actual conditions of implementation qf mandatory IMO instruments and curried out a feasibility study by assessing the cost to be audited and positive effects expected by introducing the audit scheme. As a result of cost benefit analysis we obtained high benefit-cost ratio.

• Journal of Navigation and Port Research
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• v.37 no.2
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• pp.203-210
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• 2013

In spite of adoption of various IMO Conventions over the past, the reason why large vessel accidents related to human life and marine environment occur is that the IMO Conventions are not effectively implemented due to contravention of the conventions by flag states. In particular, the implementation of the conventions are not well being performed because some flag states having weak genuine link between them and vessels haven't set up proper personal and structural organizations in charge of maritime safety and marine environment protection. From this background, IMO Resolution A.946(23) on the voluntary IMO Member-state Audit Scheme was adopted at the 23rd Assembly in Nov. 2003 and the Scheme is expected to be executed compulsorily in 2015 through the adoption of the IMO Resolution A.1018(26) in Nov. 2009. Accordingly, this study examined outline of the IMO Member-state Audit Scheme and the Code for the Implementation of Mandatory IMO Instruments used for the audit standards of this scheme. In addition, this study reviewed the member-states' obligations and responsibilities according to the compulsory implementation of the member-state audit scheme in 2015. Based on this, this study suggested the enhancement measures for maritime education and training of maritime education institutions of the Republic of Korea to cope positively with compulsory implementation of the IMO Member-state Audit Scheme.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1995.11a
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• pp.125-152
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• 1995

An Integrated Bridge System (IBS) is not an officially defined term, but a concept of which integrates on a consol at bridge the primary functions of stand-alone navigational aids and communication instruments or of stand-alone units which are integrated i.e. ARPA ECDIS It aims to enable officers on navigational watch to perform their duty without impairing proper lookout. IBS has been taking shape through a rapid development of navigation and communication systems in relation with bridge configuration bridge work station and one man bridge operation system. IBS related matters have been considered for years and is on the agenda of the International Maritime Organization(IMO) for its technical details and safety aspect of possible one-man watchkeeping at night. However IMO has made it clear that human element should be the key factor in considering IBS and single watchkeeping issue. In the development of IBS ergonomic element and human psychological aspect have been more emphasized than technical requirements. This paper refers to documents presented to the IMO and its progress made in various IMO technical meetings on the development of IBS which is perceived as an effective aid to proper bridge lookout and those standards adopted by classification societies on the composition of workstation at bridge in order to identify the international trend on regulating required equipment function of workstation of IBS the regulatory review process and technical recommendations related thereto.

• Journal of Ocean Engineering and Technology
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• v.33 no.6
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• pp.518-525
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• 2019

Recently, the Sub-Committee on SDC (Ship Design and Construction) of IMO have discussed actively the technical issues associated with the second-generation intact stability criteria of ships. Generally, second generation intact stability criteria refer to vulnerability five modes ship stability which occurs when the ship navigating in rough seas. As waves passes the ship, dynamic roll motion phenomenon will affect ship stability that may lead to capsizing. Multi-tiered approach for second generation of intact stability criteria of IMO instruments covers apply for all ships. Each ship is checked for vulnerability to pure loss of stability, parametric roll, and broaching/surf-riding phenomena using L1(level 1) vulnerability criteria. If a possible vulnerability is detected, then the L2(level 2) criteria is used, followed by direct stability assessment, if necessary. In this study, we propose a new method to verify the criteria of the surf-riding/broaching mode of small ships. In case, L1 vulnerability criteria is not satisfied based on the relatively simple calculation using the Froude number, we presented the calculation code for the L2 criteria considering the hydrodynamics in waves to perform the more complicated calculation. Then the vulnerability criteria were reviewed based on the data for a given ship. The value of C, which is the probability of the vulnerability criteria for surf-riding/broaching, was calculated. The criteria value C is considered in new approach method using the Froude-Krylov force and the diffraction force. The result shows lower values when considering both the Froude-rylov force and the diffraction force than with only the Froude-Krylov force was considered. This difference means that when dynamic roll motion of ship, more exact wave force needs considered for second generation intact stability criteria This result will contribute to basic ship design process according to the IMO Second-Generation Intact Stability Criteria.

• Journal of Ocean Engineering and Technology
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• v.24 no.6
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• pp.103-108
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• 2010

WIG crafts are high speed vessels with the features of a dynamic supported craft. These crafts, which are predominantly lightweight and operate at substantially greater speeds than conventional craft, could not be accommodated under traditional maritime safety instruments. WIG crafts inherently possess more hazard factors than conventional ships because of their relatively high speed, lightweight, and navigational characteristics, and an accident is likely to cause damage to the ship and a high loss of life. Because WIG crafts are composed of many systems and subsystems, the safety assessment of a WIG must use a commercial software system in the design stage. This paper reviews a safety assessment process and methodology proposed by the IMO interim guideline, which were developed in view of the configuration of WIG crafts. This safety assessment system was developed to fit the WIG's safety assessment process using a reliability analysis system widely used in commercial systems. The FHA was performed on the functional hazards of systems in the conceptual design stage.

• Journal of Advanced Marine Engineering and Technology
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• v.41 no.2
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• pp.163-170
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• 2017

The International Convention for the Control and Management of Ships' Ballast Water and Sediments (hereafter "BWM Convention") will be enforced beginning on September 8, 2017. Even though the STCW Convention (International Convention on Standards of Training, Certification and Watchkeeping for Seafarers) and other international instruments require all ship personnel be qualified under certain competencies and standards, the International Maritime Organization (hereafter "IMO") has no unified requirements for training ship personnel on ballast water management. When the BWM Convention enters into force, all officers and crew on board ships should be intimately familiar with the guidelines and procedures outlined by the BWM Convention, regarding, among other topics, proper record keeping techniques and measures, the layout of the ballast control system, methods of ballast water exchange, and inspections by the port state control. To ensure that officers and crew members are adequately familiar, this paper proposes new competency requirements for ballast water management training and education to be added to the STCW Code. To support the introduction of these new competency requirements, this paper explores the evolution of the BWM Convention and examines how international regulations will be used to implement it.