• Proceedings of KOSOMES biannual meeting
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• 2017.04a
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• pp.3-3
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• 2017

• Journal of Fisheries and Marine Sciences Education
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• v.27 no.4
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• pp.938-947
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• 2015

As many offshore plants are built domestically, many workers get various jobs in the offshore plants directly or indirectly. But workers(including seaman and non-seaman) still have hard time to getting the job in offshore plants because they still rely on personal contacts and limitation of adaptable positions. Now people who want to work at offshore plants have to get safety training under the regulation and request of IMO/STCW and OPITO. Recently OPITO reinforced offshore safety training and discussed the mutual agreement between IMO/STCW and OPITO. Therefore this study searched legal standards for offshore plant work and the trend of offshore safety training. Base on a survey among domestic delegates who completed BOSIET course from 2010, we now understand the actual situations in finding an effective way on how to advance domestic workers in the offshore plant industry.

• Journal of Navigation and Port Research
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• v.34 no.1
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• pp.39-44
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• 2010

Domestic ship management was extended by the growth of the shipping industry. It is time to specialize and globalize ship management not simply deploying seaman but managing ship owners' properties. This paper analyzes the reasons that Japanese ship management, which has been influenced ship management business in Korea, could not own the international level of companies and suggests the decline model of Japanese ship management business. Finally This paper provides the successful model of ship management business in Korea and the way to convert into the model.

• Journal of the Korean Society of Marine Environment & Safety
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• v.11 no.2 s.23
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• pp.41-49
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• 2005

In general, the criminal responsibility of seaman should always be directly assumed by the seamen, according to the principle of self-incrimination. Therefore, the only possible countermeasures for the criminal responsibility of seamen may be to reduce the responsibility by using criminal procedures (ex. the warrant substance examination system, the review system of legality for confinement as much as possible. Another possibility is to reduce the penalty through the revision of the law. In detail, concerning the problem of fine, the maximum fine for oil spill accidents by criminal negligence is KRW 30,000,000 under the current Ocean Pollution Prevention Act, and when an oil spill occurs, the maximum fine tends to be levied regardless of the amount of the spilled oil; thus, it is judged that grading the fine according to the amount of spilled oil may be worth considering. Regarding P & I's payment of fine, contrary to general belief, it is only possible to make up the loss when P & I takes up the legal responsibility or acknowledges its payment. In order to solve the problem, it is possible to consider the option of introducing new collective insurance program or mutual aid system. Also, as seamen are not specialists in legal issues, the ship owners' association or the marine afficers' association need to develop some program through which they can receive systematic assistance from legal specialists including lawyers when they encounter any legal problems (ex. free legal aid programs for farmers and fishermen). Finally, it may be possible to establish enact new laws or revise the existing Act on Special cases Concerning the Settlement of Traffic Accidents to insert a new section on marine accidents.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2000.06a
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• pp.33-40
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• 2000

To improve the compliance and verification mechanism is one of the important reasons to revise the STCW Convention. The mechanism includes the assessment of competence, control, precision of description of competence, quality standard system, communication of information and so on. Chinese seaman's education an training institute & the organization of evaluating and issuing certificates should enhance realizing the importance of compliance and verification mechanism and carry out it down to earth. The current work that should be reinforced is to control the qualified evaluation effectively.

• Proceedings of the Korea Air Pollution Research Association Conference
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• 2003.11a
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• pp.449-450
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• 2003

Performance of photochemical models and their response to emission controls are heavily dependent on the inputs to the model. Two key inputs to these models are accurate meteorological and emissions data. But they can contain significant errors which contribute to uncertainties in photochemical simulation (Kumar and Russell, 1996; Sistla et al., 1996; Pielke and Uliase, 1998; Barna and Lamb, 2000; Nelson L. Seaman, 2000: Hogrefe et al., 2001; Biswas et al., 2001).(omitted)

• Proceedings of KOSOMES biannual meeting
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• 2017.04a
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• pp.1-1
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• 2017

• Proceedings of KOSOMES biannual meeting
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• 2017.04a
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• pp.36-36
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• 2017

• Journal of Navigation and Port Research
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• v.32 no.1
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• pp.89-95
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• 2008

Foreign maritime officers were employed in Korean flag ocean-going merchant ships since the year of 2005. And the number of foreign maritime officers in Korean ship has been rapidly increased, and it approaches 700 recently. The shortage of Korean maritime officers was mainly claimed the reason of employing foreign maritime officers in Korean flag ship. In this paper, we surveyed the number of newly supplied officers from every Korean training institution, the number of officers on-board, on-leave, on-job hunting, and the number of officers leaving their job every year. And then we analysed supply-demand situation of Korean maritime officers for Korean flag ocean-going ships for reasonable decision-making in relation with employing foreign maritime officers.

• Journal of the Korean Institute of Navigation
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• v.23 no.2
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• pp.67-79
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• 1999

The purpose of this study is to provide basic date on the causes and factors related with the workload on board for Korea Seaman's Low Back Pain. The date had been acquisited through the questionaires of those and analysed in Korea Institute of Maritime and Fisheries Technology from February 10 to April 10 in 1999. The results of this study are as follows: 1. The incidence of Occupational low back pain for the recent 12 months has been recorded as 56.2% of the subject. 2. The highter Occupational satisfaction has the lower incidence of low back pain(p＜0.01). and the person who takes a rest(p＜0.05) and physical exercise regularly(p＜0.01) has lower experience of the incidence. 3. The incidence of low back pain by charateristics of vessel was turn out as 59.3% of the fishing vessel, 55.3% merchantmarine and 52.9% of the vessel of special purpose. The incidence of each department of a ship has recorded as 54.3% of Deck Dept. 59.2% of engine Dept but there was little relationship between those. And the longer period of work and on-board service has the hither incidence of the higher incdence(p＜0.01). 4. The fittness of the working table (p＜0.01) and chair(p＜0.01) has affeced the incidence of low back pain significantly 5. The higher incidence of low back pain has been experienced in case of working: in back posture, and lifting up or carrying a heavy load(p＜0.01) 6. The major cause of low back pain was turned out as excessive workload(26.5%) and stress (18.5%) ; the stress(24.1%) and excessive overwork(22.4%) for Deck dept. and excessive workload(32.3%) and bad position(21.7%) for Engine Dept(P＜0.01)