• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.4
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• pp.325-331
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• 2023

The navigational officer's knowledge about securing stability, an essential factor for promoting the safe operation of ships, should be improved along with advancement in ship technology, such as the large-sized ships and the appearance of autonomous ships. Accordingly, this study conducted a survey on stability, targeting navigational officers, and analyzed empirical awareness using general characteristics. Navigational officers had a high level of understanding of the stability criteria for a higher rank, but lacked the understanding of the special criteria for specific ship types. Of the total respondents, 87.6% were using a loading computer to evaluate stability. The GM scored the highest (3.891/5.000 points) as a method of evaluating stability on the ship. Further, whether the stability was secured was determined based on the GM and stability criteria. Most navigational officers replenish additional ballast water to improve the stability and use a small angle of rudder in the case of lacking stability. The results of this study are intended to be used as important data for improving education and research on operator-centered stability in the future by evaluating the empirical awareness of navigational officers on the ship stability.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.7
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• pp.819-827
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• 2023

If respiratory arrest occurs or cardiopulmonary resuscitation (CPR) is performed for a long period on board ships, CPR with rescue breathing (not compression-only CPR) is required. Accordingly, ships must have resuscitation equipment for oxygen supply, and seafarers must have the maritime competence to use it. This study aimed to analyze the placement status of resuscitation equipment on ships and seafarers' intention to use them in order to increase the usability of resuscitation equipment on board ships and propose improvement measures. The study was conducted from February 2, 2023, to April 21, 2023, and a total of 340 seafarers were surveyed. The data were analyzed by frequency, percentage, and chi-square test using SPSS WIN 23.0. The results showed that the checking of resuscitation equipment was high among seafarers in the positions of officer, captain, deck department personnel, and ocean-going personnel. The intention of seafarers to use resuscitation equipment was low, and the main barrier was the lack of knowledge on how to use. Among the general characteristics of the study participants, those whose rank was that of officer or captain, whose working department was the deck, voyage who were ocean-going, and who managed a gross tonnage of 20,000 tons or more had a high intention to use resuscitation equipment. Participants who knew the necessity of rescue breathing and had received practice and equipment-based training were active in using resuscitation equipment. Therefore, a system should be developed so that all ships can be equipped with resuscitation equipment, and an environment must be created to increase accessibility to resuscitation equipment on board ships. In addition, an education system based on practical and resuscitation equipment training must be established to ensure that seafarers have maritime competence.

• Journal of Fisheries and Marine Sciences Education
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• v.29 no.1
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• pp.201-208
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• 2017

The major cause of the marine accidents is the collision with a moving object such as ship as well as the fixed object such as breakwater. Therefore, the most effective way to reduce the maritime ship accidents is the prevention of collision. In order to decrease the collision, it is principle that the navigation officer promptly judges the dangerous condition and makes the quick response. The ship does not allow any object or other ships approaching its surrounded area called ship area so that it prevents the collision. Generally, the ship which has high speed or poor maneuvering capability shall be managed from the distance so that the other ship does not invade its ship domains(watching distance, blocking distance). Accordingly, this study sets the navigational risk assessment model by applying ship dynamic domain and collision judgement method considered ship length, speed and navigational capability. It also reviewed the validity of the model and evaluated the perilous water way (Maenggol Channel) and a curved route near Maenggol Channel. As a result, in case of a ship with 100m in length passing Maenggol Channel, it represented "warning" level before 1.5nm to the entry, "dangerous"level 0.75nm before to it and "very dangerous" level 0.5nm before to it and then "dangerous"level again up to the entry. Applying to the curved route also showed the same results as the Narrow Channel or Maenggol Channel. This analysis highly matched with the actual navigation results. In the future, this model will be useful for coastal navigation safety chart development and safety evaluation for route or port development. It also allows to evaluate the dangerous route or the best route by applying the result into ECDIS so that it will finally help to reduce the marine accidents. Eventually the model will be effective for the marine traffic simulation evaluation forced by Maritime Traffic Safety Act.

• Journal of Korea Port Economic Association
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• v.40 no.1
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• pp.15-30
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• 2024

This study examined the current status of the number of ships and marine officers in the coastal shipping in order to successfully solve the problem of the shortage of manpower. Then it forecast the number of costal ships by ship size and the demand of coastal marine officers by applying the crew quota of the Ship Personnel Act. In addition, The supply of manpower was predicted using the Markov model, reflecting the number of turnover and retirements by year, as well as the number of new entrants and incomer from ocean-going shipping. As a result of forecasts, the demand for coastal marine officers is forecast to increase from 6,057 in 2023 to 7,079 in 2030, and the supply is forecast to decrease from 5,771 in 2023 to 5,130 in 2030, showing that the manpower of shortage is worsening. This study analyzed the problem of the shortage of lower-level licensed coastal marine officers and objectively forecast the demand and supply of manpower through quantitative analysis. In order to resolve the manpower shortage, it was proposed to expand the training and supply of 5th and 6th grade low-level licensed coastal marine officers. This study will be able to provide useful data to solve the problem of shortage of manpower for coastal shipping.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.1
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• pp.83-90
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• 2022

About 90.5 % of barge-towing tugs weigh less than 200 gross tonnage and most are served by the master alone. They are also not subject to the regulations on the working hours and manning levels stipulated in the Seafarers' Act. Therefore, the master of barge-towing tugs cannot take sufficient rest during the navigational watch. Moreover, barge-towing tugs do not satisfy the human seaworthiness due to the inevitable performance of the navigational watch which must be alternately undertaken with an unqualified person, called the "Boatswain". Furthermore, there are many cases in which the master or owner of a tug fails to comply with the additionally required minimum manning levels stipulated in the Ship Of icers' Act when a tug tows a barge. This study reviews the following: (1) the regulations on the working hours and manning levels that are stipulated in the Seafarers' Act, (2) the regulations on the minimum manning levels for ship of icers of the tug's deck part that are stipulated in the Ship officers' Act, (3) marine accidents in the barge-towing tugs. As a result I suggested that one additional deck officer should be on board when a tug tows a barge through the revision of the minimum manning level for ship of icer on the deck part in order to prevent marine accidents of tugs effectively. Especially, the Act on the Punishment, etc. of the Serious Accident came into effect on January 27, 2022. If marine casualties occur continuously at sea due by the same cause, and the cause of such marine casualties would be turned out by the fatigue of the ship of icer caused by insufficient institutional arrangements, the administrator of competent Authorities of Maritime and Port could be punished, so it seems to prepare for it.

• Journal of Navigation and Port Research
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• v.31 no.8
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• pp.629-635
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• 2007

Reduced crew performance is frequently cited as a major causal factor in maritime accident causation. Although considerable research has been conducted on the hours of work undertaken by seafarers through interviews and the analysis of records, experimental studies to observe the effects of factors such as high workload, shift patterns, stress, sleep deprivation and disturbance on the cognitive performance of mariners have been limited. Other safety-critical transport industries, such as aviation and rail, have developed fatigue management tools to help manage the work patterns of their operators. Such a tool for mariners would assist shipboard crew, marine pilots and shore management in planning and improving work schedules. The overall aim of this paper is to determine a fatigue factor, which can be applied to human performance data, as part of a software program that calculates total cognitive performance. This program enables us to establish the levels of cognitive performance of a group of marine pilots to test a decision-making task based on radar information. This paper addresses one of the factors that may contribute to the determination of various fatigue factors: the effect of different work patterns on the cognitive performance of a marine pilot.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1998.10b
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• pp.11-25
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• 1998

Many Countries have made efforts to assist ships navigate accurately , safely and expeditiously for the safety control against increasing marine traffic , in their coastal waters. However, they are exposed in spite of these efforts,to risks of casulaties and marine polluation caused by traffic congestion when ships are navigating through waterways approaches to ports or harbors and in narrow fairways. Therefore, efficient control of VTS in Port is necessary nowadays to provide ships with necessary service , which interacts with shipping and organize the flow of traffic so as to maximize the efficiency of the port or harbor while minimizing the risk of accident and environmental pollution. Even though the navigation condition of ships is very inferior compared to other ports in Korea, such as the big difference between the ebb and flood tide, the frequent fog, the narrow fairway , the density of navigation traffic in Inchon Port is high and transportation quantity of dangerous cargoe increases gradually. In cosideration of the characteristics of natural circumstance and traffic circumstance the VTS established newly in Inchon port have to operate efficiently. The purpose of this study is to help efficient operation of VTS in Inchon port by accomplishing both the literature research and questionnaire survey. Questionnaire survey was read to the VTS personnel in Inchon Port and customer familiar to Inchon Port such as ship navigators, pilots, shipping companies and so on. Most of ship navigators who occupy half of the respondents are Korean Officer who had responded while they were calling at Inchon port. The conclusions and recommendations includes ; First, the service area should be extended over Designated area to provide the vessel with navigational assistance service regarding the information of traffic congestion area, fishing boat and small ship's activities. Second, the types of information service to be offered are ship's movement and weather condition inthe vicinity of the port and state of fairway in the approaching channel to thte fairway. Third, VTS personnel should be upgraded by the on-the-job training and continuous simulation training as well as supplement of the qualified personnel for VTS operation. Fourth , the Harbor Master System to be introduced for safe navigation and efficient port operation.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.6
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• pp.712-720
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• 2015

The cabotage rule has been protecting the domestic industry from foreign competitions as a kind of trade barrier. In the United States, the shipbuilding industry has been maintained with the help of to the strict cabotage operations by reinforcing advantages for domestic crews and ships which are built in the U.S. For most countries, cabotage has been granted legitimacy in their coastal shipping by Low Carbon Transport in terms of economic and emergency reasons. The cabotage rule is required in the stable supply of the seafarers which rely on the legitimate maritime education. This study analyzes Korean cabotage system and the problems with regard to seafarers education. It is found that the resolution is set up the cabotage act such as Jones Act, U.S.

• Journal of the Korean Institute of Navigation
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• v.24 no.1
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• pp.13-22
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• 2000

The collisions at sea among marine casualties are not reduced as the tonnage and speed of ship's increase as well as the traffic quantity increase at sea, in spite of the improvement of nautical equipment, enforcement of crew's education and training as well as improvement of quality standard according to the implementation of ISM code. The measures to prevent the collisions at sea are simple, and are composed of six stage.: The first stage is that the officer on duty detect the target from his eye or radar information. The second stage is determining the type and kind of target-ship. The third stage is target tracking; calculation of target speed, course, CPA and TCPA from radar information or visual check. The fourth stage is determination of vessel in danger after calculation of third stage. The fifth stage is the judgement of situation if own ship is stand-on or give way vessel according to the 1972 COLREG. The last stage is to carry out proper action according to 1972 COLREG, under the circumstances. But by the case, the situations are so different under the different external conditions; for example, natural/navigational conditions, crew's human factors, ship's particular, rule or regulation, management system on board, the condition of watch keeping. Therefore the reasons and casualties are so complicated. This study aims to investigate the collision casualty at sea which needs to clarity all these causal factors of afore-mentioned, and to analyze the causes of problems so as to utilize them to establish the measures of preventing marine accidents. This study, described the concepts of causal factors into three groups; environmental factor, and company/on board management system and navigator's act. Also described how to investigate and analyzes the casual factors. Even though it was described in this paper how to detect the causal factors and reasons of collisions, and how to analyze the inter-relation of each causal factors, it is necessary to do further study how to analyze between the liability of concerned parties and the casual factors involved.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.2
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• pp.169-177
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• 2019

It is very important to understand the intention of a target ship to prevent collisions in multiple-ship situations. However, considering the intentions of a large number of ships at the same time is a great burden for the officer who must establish a collision avoidance plan. With a distributed algorithm, a ship can exchange information with a large number of target ships and search for a safe course. In this paper, I have applied a Distributed Stochastic Search Algorithm (DSSA), a distributed algorithm, for ship collision avoidance. A ship chooses the course that offers the greatest cost reduction or keeps its current course according to probability and constraints. DSSA is divided into five types according to the probability and constraints mentioned. In this paper, the five types of DSSA are applied for ship collision avoidance, and the effects on ship collision avoidance are analyzed. In addition, I have investigated which DSSA type is most suitable for collision avoidance. The experimental results show that the DSSA-A and B schemes offered effective ship collision avoidance. This algorithm is expected to be applicable for ship collision avoidance in a distributed system.