• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.06b
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• pp.13-18
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• 2006

In this paper, occurrence tendency of the sick and wounded on board ship is analyzed. The medical management systems according to shipping companies are investigated. Furthermore, comparative analysis with the medical support system for seafarers in advanced country is carried out.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.6
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• pp.600-606
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• 2016

Seafarers are often placed in circumstances that require emergency evacuations due to various causes, including ship collisions, sinking, stranding, and fires. Achieving shorter evacuation time is an important factor in increasing the survival rate during these circumstances, but the narrow and complicated structure of ships is an obstacle when it comes to executing a quick evacuation. Also, unpredictable restrictions may be imposed by bad sea or weather. In this study, various experiments were conducted with sailors currently on board ships in order to examine factors that increase evacuation time. The data was then and analyzed. Evacuation time was measured by dividing crews into groups: sailors that were given an explanation of the ship's structure and those that were not. Furthermore, the visibility range was divided into 0 m, 3 m, and 5 m. The results indicated that, having an explanation of the ship structure did not have much of an effect on evacuation time but visibility conditions led to an increase in evacuation time with a maximum of 2.5 to 2.6 times longer when the visible distance was 5 m, 0 m and 3 m. Therefore, ensuring a visible distance of over 5 m was determined to be the most important factor for reducing evacuation time. In the future, effort should be made to ensure a greater visible distance to improve the survival rate of seafarers and passengers on board ships that encounter incidents.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.2
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• pp.275-285
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• 2021

COVID-19 is threatening the safety of ships and seafarers by delaying seafarer rotation. Shipping companies and governments have a blindspot in case of the onboard environment of seafarers. An effective, alternative plan should be devised to eliminate the possibility of human accidents in an emergency that threatens the safety of seafarers. According to the survey of former and current seafarers, the most important factor in boarding life was safety, and the most necessary thing during emergencies was to secure smooth seafarer rotation rather than improve wages and welfare. By analyzing the major routes of national shipping companies by continent, ports with a large number of calls and a high Air Connectivity Index were selected as the base port. In addition, the route was designed for effective, domestic seafarer rotation during international shipping. Other countries must be consulted to establish a travel route linking ships, ports, and airports for the safe return of sailors to their home countries during an emergency. In addition, it is necessary to work together for the seafarers who are in trouble of seafarer rotation through cooperation with the International Maritime Organization(IMO). Starting with this, the government should have a monitoring system for the return and non-return routes as well as the number of seafarers on board. If such a system is established, it will be able to determine the response direction of our country's policy in case of an emergency. Along with the shipping company's ef orts to improve the treatment of seafarers, national and social attention will be needed to review domestic laws and improve awareness about seafarers.

• Journal of Navigation and Port Research
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• v.38 no.3
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• pp.193-202
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• 2014

The comprehensive review of the STCW 1978, as amended in 1995 and associated Code was carried out from 2006 to 2010. These amendments will have a certain degree of impact on Maritime Education and Training(MET) institutes in terms of education and training of seafarer worldwide. Particularly, the Far East region countries are effected more than other regions since they covered about 30% of officers and 37% ratings in the world. In view of these facts this dissertation conceived to analyze the problems in the Far East main seafarer supply countries faced the implementation of "STCW Manila Amendments" To analyze these problems, this dissertation carried out questionnaire research to 7 targeted main MET of major Far East seafarer supply countries. After research this dissertation suggests the possible solutions such as, Joint On-Board Training Center; Joint Asia Maritime E-learning Systems; methods to reducing work-load, ship inspection burden and determine mandatory minimum safety manning standards in a safe way; technical cooperation fund to installation of training equipment; and clarify vague terminology of STCW Manila Amendments, to solve problems identified through the questionnaires.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.3
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• pp.306-311
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• 2015

Recently, vessel hijacking by pirates has been a big issue around the world. In case of the hostages of M/V "SAMHO Jewelry" on January 20, 2011, the Korean Navy has rescued 21 seafarers by first naval operation with somalia pirates since establishment of the Navy. Also, in case of the "HANJIN Tianjin", all crews evacuated to the Citadel promptly when being attacking by pirates and were safely rescued by the navy. By the accident, Necessity of Citadel for seafarer on board ship came to the fore against pirates. Taking in account increasing pirates accident at sea, many research relating to pirates has been implementing with a view to responding to them so far. By amending the ship facility regulation in the domestic law on Jan. 2011, the installment of Citadel on board ship became mandatory for ocean going vessel serving pirates area. Hence, this paper provides new model of Citadel structure based on an Fire Dynamic simulation in order to improve personal safety in case of vessel hijacking.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.7
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• pp.867-873
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• 2019

As of August 2019, there were 3,823 vessels under 30 tons that could be included in the category of small vessels; these account for 42.5 % of the 9,001 registered vessels in Korea. The problem is that many small vessel seafarers face many problems such as an board communication disconnection, difficulties in communication in maritime license interviews, or education related to maritime training using a large number of nonstandard terms, which are derived from foreign languages; this is leading to a decline the job skills of small vessel seafarers. Therefore, in this study, we closely analyzed the terminology of small vessel seafarers and proposed a standardization plan. In the terminology analysis, the preliminary terms of the maritime license interview and the high-frequency terms of the small vessel educational textbook were identified and the corresponding nonstandard terms were examined. Based on a survey, an expert meeting was held and incorrect Japanese notation, English notation, and the standard language for key terms were presented to analyze which questionnaire was most familiar. The ratio of the use of standard words is relatively high in the case of nautical terms, however, the wrong Japanese notation is used more for engine terms; the analysis results by age and tonnage also generally use the Japanese notation and the use frequency of English notation was determined to be low. Based on this, short- and long-term plans for the use of standard words by small vessel seafarers were proposed, including the production of a standard language dictionary for terms used by these seafarers, a promotion of the importance of using standard terms, active education through educational institutions, and the systematic preparation and implementation of Korean-language education for foreign sailors.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.6
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• pp.607-614
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• 2016

This study suggests improvements for the effective operation of refresher courses by reviewing the target groups for each refresher course, the contents of these courses, the estimated number of delegates for each refresher course and the operation methods of training institutes overseas. Approximately 37,000 people need to complete the maritime safety refresher courses every 5 years. For the convenience of seafarers, it is necessary to reduce the land training by activating and standardizing on-board training recognized by the STCW Convention and promote investment in the training sector to continuously improve the seafarer safety training. It is also necessary to examine ways to improve the difference between the curriculums of the domestic refresher courses and the one of the STCW Convention. In addition, investments in the development of safety training facilities and virtual reality training programs are required in order to provide an environment where seafarers can take safety refresher courses in a timely manner.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.59 no.1
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• pp.74-84
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• 2023

This paper is the result of a comparative analysis of crew members' workloads using the EMG and OWAS methods according to the fishing process before and after the improvement of the operating system of the experimental vessel, with the aim of improving operational efficiency and safety work of coastal improved stow net fishing vessels. The target crew members were three people with at least five years of experience on board the same fishing vessel as the experimental vessel. After improving the operating system, such as installing a power block crane and two capstans, change the location of the ball-roller, the time required for setting and hauling work decreased (p < .01), and the evaluation results by OWAS showed that the overall workload for setting and hauling net work decreased. The results of muscle activity analysis showed a decrease in lashing anchor work (p < .01) in the case of hauling net and in anchor dropping work in the case of setting net (p < .001). It is judged that the use of ball rollers in net handling has been reduced; consequently, work safety has been improved.

• 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 the Korean Society of Marine Environment & Safety
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• v.29 no.5
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• pp.470-478
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• 2023

All people have human rights that should be protected, and today, the importance of protecting human rights is emphasized in all areas of society. The industry is also carrying out activities to protect the human rights of workers, such as implementing human rights education for human rights management and preparing a response system for human rights violations. However, due to the closed environment and special working conditions, seafarers on board are often placed in a blind spot in human rights protection. In particular, a number of cases of human rights violations concerning beginner seafarers, including cadets, have been identified, and relevant research is insufficient compared to other occupational groups. Jobs that restrict basic human rights cannot be envied by anyone. In this study, implications and problems were derived based on the results of a human rights survey of cadets, and cases of human rights violations, and improvement measures were proposed. The cadets had a very negative perception of human rights violations before boarding. However, it was found that their perception changed after boarding. It was confirmed that cadets have unnecessary fears and concerns before boarding. Improvement measures include the establishment of a legal system for the status of cadets, measures to alleviate non-physical human rights violations, improvement of human rights violations handling procedures and response systems, and enhancing the effectiveness of human rights education.