• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2020.11a
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• pp.119-121
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• 2020

해양사고는 많은 인명과 재산의 피해를 초래하고, 특히 유조선과 같은 위험물운반선의 사고는 대형오염사고를 수반하게 되어 연안국에 막대한 해양환경 피해를 주게 됩니다. 이러한 외국적 기준 미달선에 의한 해양사고 예방을 위한 항만국 PSC 점검 시 해당선박에 대한 PSC 결함항목 Checklist와 결함항목과 관련된 국제협약 근거를 즉시 제공함으로써 PSC 점검율 제고를 통한 우리 항만에서의 해양사고 예방 및 해양환경을 보호하기 위한 PSC 점검지원 서비스에 대한 연구를 하였습니다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.06a
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• pp.429-431
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• 2022

해양사고는 많은 인명과 재산의 피해를 초래하고, 특히 유조선과 같은 위험물운반선의 사고는 대형오염사고를 수반하게 되어 연안국에 막대한 해양환경 피해를 주게 된다. 이러한 외국적 기준 미달선에 의한 해양사고 예방을 위한 항만국 PSC 점검 시 해당선박에 대한 PSC 결함항목 Checklist와 결함항목과 관련된 국제협약 근거를 즉시 제공함으로써 PSC 점검율 제고를 통한 우리 항만에서의 해양사고 예방 및 해양환경을 보호하기 위한 PSC 점검지원 서비스에 대한 연구를 하였다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.05a
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• pp.93-95
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• 2023

해양사고는 많은 인명과 재산의 피해를 초래하고, 특히 유조선과 같은 위험물운반선의 사고는 대형오염사고를 수반하게 되어 연안국에 막대한 해양환경 피해를 주게 된다. 이러한 외국적 기준 미달선에 의한 해양사고 예방을 위한 항만국 PSC 점검 시 해당선박에 대한 PSC 결함항목 Checklist와 결함항목과 관련된 국제협약 근거를 즉시 제공함으로써 PSC 점검율 제고를 통한 우리 항만에서의 해양사고 예방 및 해양환경을 보호하기 위한 PSC 점검지원 서비스에 대한 연구를 하였다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2021.11a
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• pp.207-209
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• 2021

해양사고는 많은 인명과 재산의 피해를 초래하고, 특히 유조선과 같은 위험물운반선의 사고는 대형오염사고를 수반하게 되어 연안국에 막대한 해양환경 피해를 주게 된다. 이러한 외국적 기준 미달선에 의한 해양사고 예방을 위한 항만국 PSC 점검 시 해당선박에 대한 PSC 결함항목 Checklist와 결함항목과 관련된 국제협약 근거를 즉시 제공함으로써 PSC 점검율 제고를 통한 우리 항만에서의 해양사고 예방 및 해양환경을 보호하기 위한 PSC 점검지원 서비스에 대한 연구를 하였다.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.338-343
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• 2022

As the revitalization of the global maritime industry continues, the number of foreign ships navigating the maritime territories of maritime neighboring countries has rapidly increased. However, large-scale marine accidents have occurred, caused by the insufficient establishment of a system for management and operation relative to vessels' safety-condition. To address that, the IMO has granted the right to exercise port state control, especially for foreign vessels, to countries with jurisdiction over maritime territories with strengthening regulations and guidelines. In particular, the Republic of Korea, as a member of the TOKYO MOU, is conducting PSC, but as of 2020, the proportion of foreign ships was three times higher than that of national ships that called in domestic ports. However, the inspection rate was low at 9% which has not met the recommended level by the TOKYO MOU. Thus, this study conducted an IPA analysis as well as content analysis, by collecting the practical opinions and views of PSCO through objective questionnaires and written expert interviews, for improving the efficiency and effectiveness of domestic PSC. As a result, it was derived that the importance and performance related to human factors such as life on board, working environment, and response to safety accidents should be improved in to raise the quality of PSC inspection. Additionally, the work environment and performance of PSC in domestic ports for foreign vessels could be improved, if multifaceted support bases are established, for administrative unification of related tests for PSC, recruitment of PSCO, activation of the defection-reporting system, reorganization of the PSC execution group, etc.

• Journal of Korea Ship Safrty Technology Authority
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• s.28
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• pp.78-89
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• 2010

항만국통제는(Port State Control)은 자국 항만 또는 수역 내에서 기준미달선을 제거하기 위하여 선박이 외국항에 기항하였을 때 해당 항만국의 검사관(Port State Control Officer)이 승선하여 그 선박이 국제협약 또는 항만국의 규정에 적합하게 건조, 정비 및 운용되고 있는지를 확인하고 결함사항이 발견된 선박에 대하여 억류 등의 제제조치를 가하는 제도이다. 최근의 항만국통제는 기항 선박에 대한 Target Matrix를 활용한 점검대상 선박 선정, 집중점검프로그램 운용 및 목표 점검율 상향조정 등으로 항만국통제 활동은 점점 더 강화되고 있다. 우리공단 검사선박의 경우 PSC에 의한 출항정지 척수가 2006년 1척, 2007년 2척 그리고 2008년 4척으로 점차 증가하는 경향을 보이고 있다. 따라서 공단 검사선박의 출항정지율 저감을 위한 방안을 개발하기 위하여 Paris MOU, Tokyo MOU 그리고 USCG의 최근 PSC 점검동향과 우리 공단의 검사선박중 출항정지 선박 및 지적된 결함사항에 대하여 조사 분석한 결과 최근 7년간 출항정지 당한 선박 10척중 6척이 도입선과 2척이 탈급선이고 그리고 주요 지적사항으로는 만재흘수선 관련 결함사항이 가장 많이 지적되었음으로 분석되었다. 따라서 그러한 분석 결과를 바탕으로 공단 검사선박의 출항정지율 저감을 위한 대책을 검토하고 새로 도입되거나 개선되어야 할 점 등에 대한 안을 제시하였다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.6
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• pp.671-676
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• 2014

Based on the data of PSC information management system of MOF(Ministry of oceans and fisheries) and APCIS(Asia-Pacific Computerized Information System) of Tokyo-MOU information system, the result of the evaluation on the reality of PSC was done, and base on 2009, it showed a trend of decrease in every DFR(Deficiency Rate) and DTR(Detention Rate). But for vessels built for more than 30 years, flags of convenience vessels, RO-RO ferry and general cargo vessel, small size vessels with gross tonnage less than 1,000 ton showed a high DFR and DTR. Each harbours is classified by the total harbours' average DFR which was 82.5 % and the average DTR was 5.1 %, excluding the Jeju harbour, showing a hugh deviation for classification of each harbour. Classification of each harbour has to be inspected by PSC and it showed a great unbalance of the number of vessels for each territory for inspection. the biggest problem with our country's PSC, where it was pointed out by the PSCO was lack of workers and independent inspection by just one worker. To strength the substantiality of the inspection of our country is to have concentrated inspection on the high risk cautious vessels, forming a human network each classified by four different sectors of the area, recalculating the amount of assignment of inspection classified by each harbour and securing workforce the PSCO improvements are necessary.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.3A
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• pp.235-249
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• 2011

A new form of I-type PSC bridge girder, which has hole in the web, is proposed in this paper. Three different concepts were combined and implemented in the design. First of all, a girder was precast at a manufacturing plant as divided pieces and assembled at the construction site using post-tensioning method, and the construction period at the site will be reduced dramatically. In this way, the quality of concrete can be assured at the manufacturing factory and concrete curing can be well controlled, and the spliced girder segments can be moved to the construction site without a transportation problem. Secondly, a numerous number of holes was made in the web of the girder. This reduces the self-weight of the girder. But more important thing related to the holes is that about half of the total anchorages can be moved from the girder ends into individual holes. The magnitude of negative moment developed at girder ends will be reduced. Also, since the longitudinal compressive stresses are reduced at ends, thick end diaphragm is not necessary. Thirdly, Prestressing force was introduced into the member through multiple stages. This concept of multi-stage prestressing method overcomes the prestressing force limit restrained by the allowable stresses at each loading stage, and maximizes the magnitude of applicable prestressing force. It makes the girder longer and shallower. Two 50 meter long full scale girders were fabricated and tested. One of them was non-spliced, or monolithic girder, made as one piece from the beginning, and the other one was assembled using post-tensioning method from five pieces of segments. It was found from the result that monolithic and spliced girder show similar load-deflection relationships and crack patterns. Girders satisfied specific girder design specification in flexural strength, deflection, and live load deflection control limit. Both spliced and monolithic holed web post-tensioned girders can be used to achieve span lengths of more than 50m with the girder height of 2 m.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.6
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• pp.629-636
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• 2013

There is no safety evaluation index with marine accidents and information of ship's safety management result for good grasp of safety management level of shipping company and effective monitoring. In this paper, we proposed a SMEI(Safety Management Evaluation Index) for evaluation of shipping companies. The SMEI is consist of MAR(marine accidents ratio), SSMR(ship safety management ratio) and SAP(safety advantage point) through brainstorming of the expert group and AHP(analysis hierarchy process)in previous study. And weights of SMEI are calculated using experts's opinions through the Delphi method. We also verified the validity of proposed SMEI to 119 Korean shipping companies with 916 ocean-going ships of Korean flag, which grouped three part (small, mid and big) by number of ship and gross tonnage. And we found out 19 shipping companies, 8 companies in group1 & group2 respectively and 3 companies in group 3, with score below 1.0 by SMEI. In these companies, there are no marine accidents in recent 3 years and appeared low frequency remarkably in the detention and mojor non-conformity by data analysis.