• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.08a
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• pp.113-120
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• 2004

Considering the present and expected demand for human resources by the maritime community, its quantity and quality depend on the number of the ships and the technology applied to them. Scientific and economic developments in this community bring the intensive use of modem technology for many of ships operation. Generally it effects to reduce the quantity of manpower, while it increases the requirement of qualifications of human resources to utilize such advanced technology. Considering above, the maritime education, training and research activities should be revised and updated according to the demand of the community. Because of a difference between the transition of the demand for the human resources and development of the maritime education, training and research activities, there are two most common questions as “What to teach” and “How to teach”. The first question has been asked for many years. The contents of maritime education and training are always related to the existing maritime knowledge and technology and should be updated with consideration of changes of the demand namely “Globalisation of maritime community”. It brings globalisation of the maritime education, training and research activities. The second question is still keeping us busy to look for the best way. Presently traditional methods are used together with new system, while the use of sophisticated simulation, communication and information systems etc. and it is changing our understanding on teaching. This paper introduces the new role of Maritime Institutions from the viewpoints of the maritime education. training and research activities. The role of guide for seafarers and maritime companies is always essential and the concepts such as “Refreshment Training”, “On the Job Training”, “Lifelong” or “Continuous Training” bring new understanding to the training period, trainee's age and position. As a result, the maritime institutions should be ready for their new role, which is, in brief, guiding the maritime society, recommending and providing new learning environments, organising research and developments, performing the education, training and assessment, improving existing methods and developing new methods of the education, training and assessment.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.75-80
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• 2006

ILO has contributed for seafarers to promote conditions of employment and decent work through maritime labour standards. Between 1920 and 1996, a total of 39 Conventions and 29 Recommendations concerning seafarers have been adopted, which demonstrates the import part of ILO activities devoted to seafarers' questions. But many instruments were outdated, deficient and not reflective of modern practice, many contained technical detail which discouraged ratification. the Governing Body of ILO, at its 262nd Session(March-April 1995), decided to set up a Working Party regarding the revision of maritime labour standards. This Working Party initiated its examination of maritime instruments to 273rd Session(November 1998) of the Governing Body. The review made by the Working Party has concluded that existing maritime Conventions were considered either up to date or were identified for promotion, most of which were approved by the Governing Body. Therefore, ILO started to create a single, coherent instrument embodying as far as possible all up-to-date standards of existing maritime labour convention. The Maritime Labour Convention 2006 has been adopted in February 2006. This paper aims to analyze the significance of this convention and the influence regarding to maritime labour affairs in the field of shipping industry.

• Journal of Navigation and Port Research
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• v.39 no.3
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• pp.141-147
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• 2015

On July 1 2012, the carriage requirement for ECDIS became mandatory in a phased-in manner. The system has since been widely used as a core bridge navigation system and as a replacement for paper charts with a back up arrangement. However operational anomalies have been found in the system internationally. IMO and IHO have recognised these anomalies and seek for solution. This study has been conducted on a survey of seafarers on the use of ECDIS with regard to anomalies identification, level of the seafarer satisfaction and requirements for further functional improvement. From the results, the ECDIS user focused requirements suggested on strengthening the level of navigational safety and efficiency. The efficiency of using main functions of ECDIS was positively evaluated. However, there were concerns regarding its operational safety.

• Journal of Navigation and Port Research
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• v.31 no.8
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• pp.663-669
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• 2007

The purpose of this study is to investigate seafarers' attitude to casualty related safety onboard the ship. The subjects were 437 seafares' who took a safety education course in Korea Institute of Maritime and Fisheries Technology. This questionnaire was focused on finding the basic data for prevention of industrial accidents, and getting the public opinions and proposals of seafares'. The results obtained by this study are as follows : The average score of safety level for seafares' were 68.82. Current position, level of education, navigation area, classification of ships, ship size, ship age showed significant difference in statistics(p<0.01). Based on these results, this research pointed out the need to review the training manual, development of educational programs, improvement of facilities to improve safety education of ship, etc.

• Journal of Navigation and Port Research
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• v.33 no.8
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• pp.531-537
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• 2009

As the Port State Control Inspection recognized that almost marine casualties are caused by human faults rather than vessel's defaults, it has put more emphasis on the qualification of ships' crew and the education required. Accordingly, for shipping companies it is an urgent task to operate effective crew education system that can meet the standards of international agreements and domestic laws. Therefore, this study aims at deriving the attitude of crews of 'S' shipping company on the education and some implication for the effective crew education systems. For this questionnaire survey has been carried out and the data analysed by the respondent groups.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.10
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• pp.1054-1061
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• 2015

The International Maritime Organization (IMO) has been regulating emissions by making mandatory the compliance with institutions aimed at protecting air quality such as the Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP) and Tier III. Under the circumstances, one of the response measures considered to be the most feasible is the replacement of existing marine fuel with Liquefied Natural Gas (LNG). The industry has been preemptively building infrastructure and developing and spreading engine technology to enable the use of LNG-fueled ships. The IMO, in turn, recently adopted the International Code of Safety for Ships Using Gases or Other Low-Flash-Point Fuels (IGF Code) as an institutional measure. Thus, it is required to comply with regulations on safety-related design and systems focused on response against potential risk for LNG-fueled ships, in which low-flash-point fuel is handled in the engine room. Especially, the Standards of Training, Certification and Watchkeeping (STCW) Convention was amended accordingly. It has adopted the qualification and training requirements for seafarers who are to provide service aboard ships subject to the IGF Code exemplified by LNG-fueled ships. The expansion in the use of LNG-fueled ships and relevant facilities in fact is expected to increase demand for talents. Thus, the time is ripe to develop methods to set up appropriate STCW training courses for seafarers who board ships subject to the IGF Code. In this study, the STCW Convention and existing STCW training courses applied to seafarers offering service aboard ships subject to the IGF Code are reviewed. The results were reflected to propose ways to design new STCW training courses needed for ships subject to the IGF Code and to identify and improve insufficiencies of the STCW Convention in relation to the IGF Code.

• Journal of Fisheries and Marine Sciences Education
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• v.28 no.5
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• pp.1308-1318
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• 2016

In order to prevent the maritime accident, all seafarers who work on fishing vessels over G/T 20 tons are required to undergo the basic safety training by the Seafarer's Act. 45% of domestic crews have boarded on the fishing vessels. However, the fishermen have been trained in accordance with the STCW(International convention on standards of training certification and watch-keeping for seafarers) Convention. But safety training courses for seaman do not reflect on the safety equipment and the limitation of the fishing vessel in the training contents which is organized in accordance with the merchant ship by STCW convention and code. Most of the fishing vessels are small fishing boat of less than G/T 80 tons. Small fishing vessels are operating with only a minimum of safety equipment that has been defined by the fishing vessel safety equipment standard. Due to the safety training that does not fit the situation of the fishing boat, the level of satisfaction by the crews onboard is low for the training. Furthermore, there is a difficulty in achieving the goal of safety education. In order to carry out the safety training that is suitable for fishermen, it is required to provide appropriate standards for the safety education of workers of small fishing boat, by understanding the current state of the domestic fishing vessels. The purpose of this study is to define the aforementioned problems and to provide the standard for the safety education of fishermen. In order to complete the purpose, the research team has conducted a analyzation for registered domestic fishing vessel and safety equipment standard.

• Journal of Navigation and Port Research
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• v.31 no.1 s.117
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• pp.115-119
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• 2007

ILO has contributed for seafarers to promote conditions of employment and decent work through maritime labour standards. Between 1920 and 1996, a total of 39 Conventions and 29 Recommendations concerning seafarers have been adopted, which demonstrates the important part of ILO activities devoted to seafarers' questions. But many instruments were outdated, deficient and not reflective of modern practice, many contained technical detail which discouraged ratification. The Governing Body of ILO, at its 262nd Session(March-April 1995), decided to set up a Working Party regarding the revision of maritime labour standards. This Working Party initiated its examination of maritime instruments to 273rd Session(November 1998) of the Governing Body. The review made by the Working Party has concluded that existing maritime Conventions were considered either up to date or were identified for promotion, most of which were approved by the Governing Body. Therefore, ILO started to create a single, coherent instrument embodying as far as possible all up-to-date standards of existing maritime labour conventions. The Maritime Labour Convention 2006 was adopted in February 2006. This paper aims to analyze the significance of this Convention and the influence regarding to maritime labour affairs in the field of shipping industry.

• Journal of the Korea Society of Computer and Information
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• v.26 no.12
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• pp.195-200
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• 2021

Seafarers play an important role in shipping and logistics. However, seafarers are relatively vulnerable to mental illness because they have to board ships for a considerable period of time and work in isolation. In particular, in the pandemic situation caused by COVID-19, the crew change is delayed due to the closure of many ports around the world, increasing the mental burden on seafarers. The mental health management of the crew is important because these mental problems can lead to major accidents of lives and ships. This paper identified the necessity of mental health management of seafarers through a survey and identified problems with the currently operated mental health management program and curriculum. Especially, this study proposed VR-based programs to help crews receive mentally counseling treatment in a timely manner and to reduce the mental burden on them by preventing sensitive personal information exposure. Through this, it is expected to contribute to the stable development of the logistics industry by establishing a safe seafarers working environment.

• Journal of Navigation and Port Research
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• v.43 no.4
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• pp.237-242
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• 2019

Behavioral errors of the seafarers are one of the major causes of collisions and are usually corrected through education and training. To correct this behavioral error, the structure in which the behavioral error occurs needs to be identified and analyzed. For this purpose, behavior observation data were obtained through ship maneuvering simulation for collision encounters. The 9-state behavior classification frame proposed by Reason was used for the behavior observation and 50 university students were involved in the experiment. Behavioral analysis used the behavioral model of collision avoidance success and failure, which was developed from the 9-state Left-to-Right Hidden Markov modeling technique. As a result of the experiment, the difference between behaviors of success and failure of collision avoidance was clearly identified, and the linkage between 9-state behaviors, required to prevent collision, was derived.