• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.3
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• pp.269-276
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• 2020

Sea trial tests are necessary to verify speed-power performance, and are an import contract between ship owners and shipyards. The International Organization for Standardization (ISO) published ISO 15016:2015, which specifies the correlation method between model and full-scale ships. The results of sea trials have been questioned because of the uncertainty of speed and power measurements, especially when sea conditions differ from ideal calm water conditions. In this paper, such uncertainties were investigated by utilizing the standard speed-power trial analysis procedure defined in ISO 15016:2015 through Monte Carlo simulations. It was found that the expanded uncertainty of the delivered power (P_Did) at 95 % confidence interval (k = 2) was ±1.5 % under 75 % MCR conditions.

• International Journal of Naval Architecture and Ocean Engineering
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• v.10 no.5
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• pp.529-544
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• 2018

Ship owners now demand a new design approach for the rudder that considers detailed design information such as maneuverability and environmental loads etc. on a quantified basis. In this paper, we developed the concept of a safe operation capability chart for the design of a rudder area. The chart can be used as the basis of design considering the maneuverability and environmental loads. To confirm the applicability of the safe operation capability chart for use as the basis of design, four different rudders are assumed in this work. First, it is determined whether or not it is appropriate to design a rudder by applying a conventional design approach based on IMO maneuvering tests. The proposed concept is reviewed for use as the basis of the design by investigating the effect of rudder area on capability charts that are plotted according to the rudder under various environmental conditions.

• Journal of Information Technology Services
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• v.12 no.2
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• pp.335-348
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• 2013

Vessel PMS (Planned Maintenance System) is a paper and/or software based system to monitor vessel engine equipment including main propulsion, steering, auxiliary machinery and cargo handling information. This is one of mandatory survey for vessel introduced by IMO (International Maritime Organization). The planned maintenance as well as documentation must be performed according to a system to be approved by classification agencies. Recently, vessel owners have preferred software based systems to collect and preserve accurate data. However, not ship specific and not taking into account the user are said by end users as operational difficulties. To relieve these concerns, this research analyzes vessel PMS data, suggests a middleware to support automatic collection and design consideration of user interface.

• Journal of the Korean Institute of Navigation
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• v.17 no.4
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• pp.73-87
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• 1993

As a result of accepting the '71 FUND Convention and enforcing the Oil Pollution Compensation Act 1992, we observed some benefits and costa. This paper analyses those benefits and costs and suggests se-veral key policy recommendations for the estasblishment of an effective oil pollution compensation regime in Korea. This paper identifies the said benefits and costs as follows : First, by establishing the oil pollu-tion compensation system as same as the international level, most of small and medium size of oil pollution damage which are caused by coastal tankers will be compensated by FUND. Second, most of oil pollution damage which are not covered by '69 CLC will be compensated by FUND. Third, some parts of FUND Contribution Fee and CRISTAL Contribution Fee to be charged by major oil companies will be doubled. However the limit of international oil pollution compensation system and the loophole outside the Oil Pol-lution Compensation Act 1992 suggest followings : 1) Radical risk management and insurance manage-ment of ocean going tanker owners, 2) Establishment of oil pollution claim settlement system, 3) Enforce-ment of crew and ship management for coastal tanker and 4) Establishment of Korean P & I Club.

• Journal of the Korea Safety Management & Science
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• v.12 no.3
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• pp.93-99
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• 2010

As more than 90% of global trade is carried by sea there is little doubt that the safety of the ports at which the world's trading fleet call is of critical concern. The concept of 'safe port' continues to be an area of critical concern for charterers and ship-owners. In light of increased global security and health risks the recognised principles are under security. This paper examines the nature of safe port, and analyses the precedent trend of safe port and its Implication

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.33
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• pp.191-219
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• 2007

Section 39(5) of Marine Insurance Act 1906 concerns the case where with the privity of the assured, the ship is sent to sea in an unseaworthy state. The underwriters argue that the assured had"blind-eye knowledge" of the particular respect in which the ship was unseaworthy. Blind-eye knowledge requires a conscious reason for blinding the eye. There must be at least a suspicion of a truth about which one do not want to know and which one refuse to investigate. What has caused greater difficulty is the broad provision in s.17 which appears to be unlimited in its scope. The expression "utmost good faith" appears to derive from the idea of uberrimae fidei, words which indeed appear in the sidenote. The concept of uberrima fides does not appear to have derived from civil law and it has been regarded as unnecessary in civilian systems. S.17 raises many questions. But only two of them are critical to the decision of the present appeal-the fraudulent claim question and the litigation question. It is however necessary to discuss them in the context of a consideration of the problematic character of s.17. In the Star Sea Case, for the defendants to succeed in their defence under this part of the case the defendants have to show that claim was made fraudulently. They have failed to obtain a finding of fraud. It is not enough that until part of the way through the trial the owners failed to disclose to the defendants would have wished to see in order to provide them with some, albeit inadequate, evidential support for their alleged defence under s.39(5). The defence under s.17 fails. The Purpose of this work is to analyze the Star Sea Case, and to explore problems of the MIA relating to the judgement of this case.

• Journal of Information Technology Applications and Management
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• v.25 no.1
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• pp.1-17
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• 2018

This study presents a research model that demonstrates the dominant design technology strategy for developing and securing dominant design technology based on open innovation. For this purpose, this study developed a strategic model for the development and acquisition of design technology, production technology, and production system of propeller which satisfies the requirements of ship propulsion system required by ship owners and shipbuilders. By studying large propellers for ships, it is possible to embody a strategic model that can be used as a technology development strategy of dominant design that is effective in technology field of other industries. In this study, HSP (High Skewed Propeller) strategy of Hyundai Heavy Industries, which occupies the largest global market share (47.5%, 2007) for more than 30 years until now, is analyzed as a successful case to verify this strategic model. The development and acquisition strategy model of dominant design technology presented in this study consists of four stages : dominant design project strategy, dominant design engineering technology strategy, dominant design production technology strategy, and dominant design production system strategy. The strategic model summarizes the key activities at each stage. In addition, the steps and core activities of this strategic model were confirmed through the case study. As a technology development strategy of HSP products, Hyundai Heavy Industries utilized open innovation technology to cooperate with outside, that is, collaborative research and development with KAIST (Korea Advanced Institute of Science and Technology) research team, and succeeded in achieving technology development of dominant design of HSP products by linking it with HSP technology development and acquisition strategy.

• Journal of Fisheries and Marine Sciences Education
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• v.29 no.2
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• pp.333-342
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• 2017

In this study, we studied and analyzed 3,751 ships regarding detention list of Tokyo MOU from 2013 to 2015 total for 36 months. The Member Authorities of the MOU has 20 committee consists of Korea and Peru joined in 2015. 1,250 ships in a year and 140 ships in a month are granted PSC Action Code-30 corresponding to detention. Averagely, 30,943 ships in a year and 2,579 ships have been received PSC inspection. Additionally, according to this PSC inspection, rate of Detention reaches to 4.04%. When it comes to Korean Flag Ships however, the number of Detention ships of Tokyo MOU has been rather increased from 3 ships in 2013 to 18 ships during 2years. Furthermore, MOU in the all over the world, the number of ships had Detention has largely increased from 5 ships to 9 up-to 19ships. The number of Detention Ships has been reached to 44.8% of 1~2 days period of Detentions, under 3~10 days period of Detentions reaches to 34.7% and over 10 days detention reaches 10.3%, which cause economically enormous loss. Continually, each MOU has been implemented Concentrated Inspection Campaign(CIC) annually. Each MOU including Tokyo MOU implemented "Crew Familiarization for Enclosed Space Entry" for 3 month from september, and During this period, Concentrated Inspection were carried out to 8,429 ships of Tokyo MOU. Accordingly, If ships and owners can get the information of CIC and deliver the information to the ship, then Ships can minimize the rate of Detention by thoroughly preparing for PSC Inspection. In addition, Bulk Carrier and General Cargo ship occupy 50% of rate of Detention and it shows that majority of list among Nature of Deficiencies are identical. Finally, If we can obtain the information of the ships inspected previously, We can reduce the number of detention by preparing for PSC inspection. And this will be able to contribute to shipping industry also.

• Journal of Fisheries and Marine Sciences Education
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• v.29 no.2
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• pp.503-512
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• 2017

Over the past few years, as maritime trade and traffic were highly expanding, problem of invasive species via ballast water have been raised. In 1988, Canada and Australia had firstly experience that unexpected and hazardous species were observed on their own sea, they have issued the problem to MEPC under the IMO. At the end of many years of discussion, on the diplomatic conference in 13 Feb. 2004, "International Convention for the Control and Management of Ballast Water and Sediments of the Ship" was adopted. Requirements for entering into force of this Convention is that 30 countries ratify and world merchant marine fleet is more than 35% and BWM Convention will be effected after 12months from date satisfying conditions. With Finland ratifying the BWM Convention on 8 Sep. 2016, the fleet amounted to 35.1441% and ratification country became 52 countries. Therefore, after 12month, BWM Convention will be formally effected on 8 Sep. 2017. Ballast Water Treatment System is to be fitted in new ships as well as existing ships. Thus, there are concerns of ship owners to be suitably installed a variety typed BWTS in many kinds of vessels. As approaching for resolving these problems, engineering analysis was carried out research studies and detailed design to analyze to optimal installation space for retrofitting a BWTS using 3D Scanning method, targeting representative DWT 180K Bulk carrier of dry cargo vessels charged more 40% on worldwide vessel and mainly two type BWTS as electrolysis treatment type and ultra violet treatment type. Optimal design of 3D Scanning technology was applied to analyze four step process and the overall conclusion was described in this paper.

• Journal of Ocean Engineering and Technology
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• v.26 no.2
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• pp.58-67
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• 2012

Recently, both the integration of product data during design and production and the effective management of information during full lifecycles have attracted attention from shipyards and ship owners as a result of recycling regulations and a desire for efficient operations. Generally, PLM (Product Lifecycle Management) supports a collaborative environment during the BOL (Beginning of Life) stage, while an ALM (Asset Lifecycle Management) system provides all of the information required to maintain, overhaul, and discard/recycle all or part of a vessel during the MOL (Middle of Life) and EOL (End of Life) stages. The main goal of this paper is to suggest the fundamental configuration of a PALM (Product Asset Lifecylce Management) system and a method that can be used to utilize a marine vessel's lifecycle information during the MOL, emphasizing the maintenance information during the middle of life. The authors also suggest a PALM system configuration in which lifecycle information can be collected by a PEID (Product Embedded Information Device) integrating a microcomputer, sensors, and wireless network communication. Through a prototype PALM system, the suggested features and PALM system configuration are implemented.