• Journal of Advanced Marine Engineering and Technology
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• v.32 no.3
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• pp.421-429
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• 2008

Various kinds of ship are operated to transport cargo or passengers at sea in the world. Most of the important auxiliary machineries installed in those ships are fluid machineries such as pumps, compressors, and fans. A large percentage of fluid machinery is pumps which are classified turbo and positive displacement pumps. This paper analyzes only positive displacement pumps. This thesis has two aims: (a) to analyze the present status of pumps installed in merchant and training ships and (b) to find the correlation among sea going pump kW, port pump kW, total pump kW, GE kW, ME MCR, number of pumps, ME kgf, pump kgf. Based on ship's type, this paper seeks to find special characteristics as a result of analyzing head, flow rate, and kW. Moreover this paper analyzes and compares number of pumps, pump kW/ME MCR, pump kW/GE kW under the conditions of seagoing and berthing according to ship's type.

• Journal of Korean Institute of Industrial Engineers
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• v.41 no.1
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• pp.79-85
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• 2015

Modeling and simulation has widely been used in the weapon systems acquisition, the military training, and the warfighting experimentation. A study of the warfighting experimentation had been relatively scarce in comparison to other fields (acquisition, training). The main reasons are 1) reliability of simulation model isn't sufficient and 2) collaboration between professional groups is too difficult. To solve this problem, the application framework of warfighting experimentation for military operations was proposed. And through the framework, the case study about sea fight was fulfilled. This framework provides connectivity between warfighting experimentation and military operations planning procedure. With improved reliability, active application of warfighting experimentation could contribute to fighting capability.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.10a
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• pp.110-111
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• 2013

우리나라 현대 글로비스사는 스웨덴의 Stena 해운사 소속인 M/T Stena Polaris호를 용선하여 화물(납사, 43,838톤)을 싣고 2013년 9월 15일 러시아 Ust Luga항을 출항하여 약 8,100마일 북극해 항로(North Sea Route)를 통하여 10월 17일경 여수 사포 1부두에 입항할 예정이다. 이는 금년 5월 15일 "북극해 이사회"의 영구옵서버 자격을 취득과 더블어 새로운 물류 시대의 개막이라고 할 수 있겠다. 이런 시점에서 한국해양수산연수원은 국내 Ice Navigator 교육시장 선점과 세계적 교육기관으로 도약을 하기 위하여 교육과정을 개설준비 하고 있으며, 금번 시범운항 행사를 위하여 방문한 9월 13일 Ice Navigation Training 교육과정이 이미 개설되어 있는 Russia Admiral Makarov State Maritime Academy측 총장 및 관계자와 Russia교수진의 협력 및 NSR 통과 선박의 승선실습을 요청하였으며, 교육인증을 위한 협력도 추진하기로 하였다. 따라서 현재 북극해 항로현황과 Ice Navigator교육과정 개발에 대하여 검토해 보고자 한다.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.59 no.2
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• pp.110-116
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• 2023

In this study, samples of sea anchor canopy cloth mainly used in Korean jigging fishing vessels were collected and tested for performance evaluation. The canopy cloth of sea anchor is a basic element of form composition that is known to have the greatest influence on anchor performance. In order to evaluate the performance of sea anchor canopy cloth, five types of samples were tested for new metric count, tensile strength, water vapour transmission rate and drying speed according to the national standard (KS), and some correlations were identified. As a result of the test, the new metric count of cloths was 335.5-443.4 denier in warp and 217-447.6 denier in weft, and the minimum tensile strength was 860 N in warp direction and 430 N in weft direction. The apparent number and tensile strength of cloth were proportional, the water vapour transmission rate of the sample was 206.8 g/m²h, and the drying speed was 90-100 min. This study partially confirmed the performance evaluation based on speculation by the standard test method, and further research is needed on the clear relationship between the research results and the performance of the sea anchor.

• Journal of the Korean Society of Marine Environment & Safety
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• v.17 no.2
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• pp.137-142
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• 2011

Navigational charts in Korea have been increasingly published in line with the development of harbour for 60 years without a detailed planning. Recently, charts cause inconvenience to use and make navigator confused because they have not been adjoined to adjacent chart effectively and have been to overlap with other charts of the same scale. In this paper, we propose new chart system through adjusting area of the chart and rearranging its scale. This newly proposed scheme was first designed by researchers who have on-board career, then has been verified and revised by questionnaire and pilots' opinion. As a result, total number of Korean chart could be changed from 309 to 334.

• Journal of Fisheries and Marine Sciences Education
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• v.28 no.6
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• pp.1561-1572
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• 2016

The ability to handle materials from one location to another, whether during transit or at the worksite is vital to all segments of industry. To varying degrees, many personnel in numerous workplaces take part in materials handling. Consequently, some employees are injured. In fact, rigging & slinging is a dangerous work using a crane and sling equipment to carry a cargo and the mishandling of materials is the single largest cause of accidents and injuries in the workplace. The majority of accidents associated with cranes and other lifting appliances are caused by faulty slinging, overloading, unbalanced loads, etc. which result in the load falling or tipping out of control, causing injury to people, damage to plant, machinery and the load. Therefore, recognizing the dangers of the works, there are much technical support including skill training in various institutes to minimize accidents during works on land. Although rigging work at sea is much dangerous than on land work because it needs to take account of the movements of the ships and waves, etc. in addition to land based rigging hazards, it is insufficient in appropriate actions that can improve the safety of the workers at sea. Therefore, this study suggested a rigging and slinging course for seafarers to improve their safety at sea by researching hazards and risk of rigging works and related skill training conducted on land.

• Proceedings of KOSOMES biannual meeting
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• 2018.06a
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• pp.104-104
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• 2018

• Proceedings of KOSOMES biannual meeting
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• 2017.04a
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• pp.65-65
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• 2017

• Journal of Navigation and Port Research
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• v.30 no.9
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• pp.735-740
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• 2006

Marine officers should have crisis control ability because ship operation needs not only highly specialized information, but also functional capability due to the fact that there always exist dangers at sea, which are different from those at shore. Therefore, marine officers should be trained on the related specialized information under the systematical educational system including shipboard training. Their training is also based on the strong spiritual power and physical strength through the strict training process. In order to have these vocational personalities, dormitory life training and shipboard training courses seem to be essential processes, which are required of maritime education. The introduction of automatic system into the ship as a result of the recent development of technology brings decrease of the full number of crew. Consequently, marine officers are increasingly under heavy burden, and should have more ship operation capabilities than before. Maine officers should have not only specialized information which differs from that at shore, but also vocational adaptability which can reasonably tackle with all the problems which exist on the spot and are obstacles to individual, spiritual, physical, natural, and social demands. So it is required that marine officers should have study many areas to deal with as extra curricula besides their major field of study, which are unique characteristics of the education for them. These vocational adaptabilities are based on the spiritual characteristics, such as self-developmental education, responsibility, meticulous care, attentiveness, voluntary, planning, readiness, spontaneity, accuracy, self-denial, obedience, leadership, and etc.

• Journal of Fisheries and Marine Sciences Education
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• v.28 no.4
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• pp.1031-1041
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• 2016

Interests in the Polar Regions have been growing due to various factors such as depletion of natural resources and advanced resource development technologies, accelerated rate of polar ice melting as a result of global warming, etc. In particular, demand for the workforce related to vessel passage using the Northern Sea Route and polar studies is still expanding. The International Maritime Organization adopted the Polar Code in 2015 for the safety of ship operation in polar waters and it will enter into force from 2017. But education and training section in the code has been prescribed only for the safe navigation in the ice covered waters intended for navigational offices. There is no basic safety training requirement that applies commonly for all personnel exposed to the risk of the polar regions and the relevant study or discussion has not been made so far. Therefore, this study provides basic data for developing safety training courses for crew and other personnel by analyzing relevant regulations on polar safety training and the contents of relevant safety training in offshore industry required by the costal states adjacent to arctic ocean.