• Journal of Fisheries and Marine Sciences Education
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• v.13 no.1
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• pp.99-116
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• 2001

Testing is a procedure used to measure a sample of behaviour in order to discover how well a seafarer performs, usually in comparison with others, or compared with identified performance criteria. In this context It is important that the test, in whatever form it is being used, yields consistent results by being valid, reliable and practical. Whilst we can only take a sample of a person's knowledge or comprehension about topic in this way, testing methods do provide a more reliable estimate of performance than most other observational techniques; unsystematic or irregular observation being too unreliable. The method of examination has been specified in the provisions of Regulation 12 of the Decree of the ship officers act as followings. Other necessary matters for conducting oral and written examinations have been set out by the Minister. But written examination is too shortage of period and small number of question to cover the qualification of each level and oral test is just simple and namely Traditionally, written examinations have been provided as the only means for determining the acquisition of knowledge by the mariner. Typically, the examination formats have taken the format of either an essay or multiple choice examinations. Essay items, used in the vast majority of subject examination(not in Korea), consisted of three basic types: situational, descriptive and computational. The level of certificate being examined determined the number and mix of the type of essay questions selected. Oral question has again been used by assessors of seafarer in a wide variety of contexts. Also, oral questioning is often used when observation of performance is undertaken to ask why a certain action has been taken, or to be broaden the scope of what has been observed. At end, Each techniques have their own advantage and disadvantage, so we have to choose some or all of the following techniques, depending upon the certificate, qualification or job for which the trainee is aiming. But in high lank, we have to use both of essay type and multiple choice and with enough time of oral test at least 30 minutes. Who would be the assessor? According to the STCW Code Section A-I/6, instructors, supervisor and assessors are appropriately qualified for particular types and levels of training or assessment of competence of seafarers either on board or ashore, as required under the Convention, in accordance with the provisions of this section.

• Journal of Navigation and Port Research
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• v.37 no.5
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• pp.519-526
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• 2013

In managing shipping business, the concept of seaworthiness of the vessel has developed in accordance with the development of the shipping industry. However, despite of the development of the vessel's seaworthiness, marine accident has continuously occurred at sea. International Maritime Organization(IMO) has paid attention to the research and investigation of Human Error in shipping operations in addition to physical seaworthiness of the vessel. In 1994, IMO adopted the "International Management Code for the Safe Operation of Ships and for Pollution Prevention(ISM code)" of "SOLAS 1974" Annex, to take countermeasure against this human error. In 1999, Korea adopted the 'ISM Code' and then enacted the Maritime Safety Act (previously Maritime Traffic Safety Act). The Maritime Safety Act regulates necessary qualifications of the Human Resources of shipping companies for establishment and implementation of the safety management system. However, there has been a discrepancy between shipowners and ship management companies in interpreting the legislative texts, finally causing confusion. In this paper, I would like to examine the deficiencies in the regulation on the standard of qualifications of the Designated Person under the Maritime Safety Act and thereby suggest any possible improvements in it.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.22 no.3
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• pp.480-490
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• 2018

Recently, The MRV (monitoring, reporting and verification) regulation, which measures, reports and verifies the emission gas of vessel to head for member countries of Europe Union (EU), is being implemented. As part this reason, we develop a system that estimates simple fuel consumption and recommends optimized stop-over ports of vessel, to calculate amount of carbon emission. To do this, we analyze fuel, distance and time consumption between port and the other port based on stored voyage data for over 10 years of real-ship, and implement a simple fuel consumption estimation module using analyzed result. Also, we design and implement the optimized route recommendation algorithm, existing navigation route display function including comparison with the optimized routes and user custom route plan function. Therefore, we expect the developed system is helpful when makes a navigation route and so on by reference indexes and we anticipate the system to have a sense for future research which learns and predicts for accuracy result.

• Journal of Korea Port Economic Association
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• v.32 no.1
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• pp.123-133
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• 2016

LNG(Liquefied Natural Gas) bunkering has become an important issue with the enforcement of environment regulations in shipping industry required by the International Maritime Organization (IMO). With increased attention on LNG bunkering, many studies that focus on safety, regulation, demand forecasting, and the feasibility of LNG fueled ships have been carried out. However, most of the existing research has not included considerations of the price of LNG bunkering and its competitiveness. This paper, therefore, suggests ways to increase price competitiveness in the LNG bunkering market in the Busan Port. This paper analyzes the LNG bunkering supply mechanism by investigating various LNG bunkering terminal business in the LNG supply market. Factors that determine LNG bunkering price and its elasticity are also identified. Market players who want to operate LNG bunkering terminals in the Busan Port should introduce a merchandising trade method that is able to exclude the "Korea premium" in order to increase price competitiveness. This paper also suggests adoptable strategies such as the use of TPS (Terminal to Ship via Pipeline) type of bunkering service and the importance of location for minimizing initial investment cost.

• Journal of the Society of Naval Architects of Korea
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• v.60 no.3
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• pp.186-192
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• 2023

According to the regulation on the pollution of the marine environment, SOx emission from ships has to be reduced. A SOx scrubbing system installed in a funnel of a ship is considered in order to reduce SOx emission. A scrubbing layer with a porous material is present in the funnel to increase the contact area between exhaust gas and water. In this study, experiments on the pressure drop characteristics in the scrubbing layer are conducted to investigate the effect of the scrubber on the engine load. The pressure drop according to flow rate of air instead of exhaust gas was measured for fillers such as sphere, pall ring and saddle in the scrubbing layer. First of all, porosity is experimentally measured for the three types of filler and it is confirmed that the porosity of the saddle-type filler was the largest. The pressure drop according to the change in air flow rate was measured for the three types of fillers in the scrubbing layer. As a result, the pressure drop was the smallest in the scrubbing layer with the saddle-type filler which has the largest porosity. In addition, the effect of spraying water flowing counter flow against air flow is experimentally examined. It is known that the pressure drop is increased because the air flow space is reduced when water is sprayed. In the case of the saddle, the pressure drop is about 1.5 to 2 times greater than that when only air flows at the optimum exhaust gas-water injection ratio.

• Journal of the Korea Society of Computer and Information
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• v.29 no.4
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• pp.183-189
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• 2024

Against the backdrop of IMO's stricter environmental regulations due to global warming, Europe's Fit for 55 plan, and other initiatives, the establishment of infrastructure for the supply of environmentally friendly marine fuels and policy analysis are more critical than ever. This study comprehensively analyzes existing research and policies on the supply of environmentally friendly marine fuels, as well as trends in regulations, industry responses, and the current status of infrastructure for the supply of environmentally friendly fuels, to draw insightful conclusions. The results show that the establishment of infrastructure for the supply of environmentally friendly fuels is as important as the introduction of environmentally friendly ships, due to the strengthening of environmental regulations. LNG is a viable option in the short term, but a transition to carbon-free fuels is necessary in the long run. In this regard, a strategic approach is needed to focus support on fuels that are advantageous to produce, considering domestic industrial conditions from a long-term perspective. Therefore, the government should actively promote infrastructure development through measures such as supporting the development and supply of environmentally friendly fuels, improving regulations and providing incentives, attracting private investment, and strengthening international cooperation. This study is expected to serve as a valuable resource for setting policy directions for the transition to an environmentally friendly maritime industry. Future research will include a comparative analysis of the economic viability of environmentally friendly fuels and basic research on the selection of fuels that are advantageous to Korea.

• Journal of the Korean Institute of Gas
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• v.22 no.1
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• pp.37-44
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• 2018

As the international Maritime Organization is tightening up the emission regulation vessel, many countries and companies are pushing ahead the LNG fuel as one of long term solution for emission problems of ship. as a study on the way to conduct business for LNG bunkering around the world, this study was analyzed in view-point of business models focused on major countries such as Japan, China, Singapore, Europe and United States. The results of this study are as follows. China first established a nation-centered LNG bunkering policy. And then, the state and the energy company have been cooperating and carrying on LNG bunkering business for LNG fueled ships. Some countries in Europe and United States are in the process of LNG bunkering business mainly with private company. To obtain cheaper LNG fuel than bunker-C, the private company has a business model of LNG bunkering on their own LNG fueled ships, while securing LNG with high price competitiveness through partnership with middle class operators such us LNG terminal and natural gas liquefaction plant. Also, the LNG bunkering business around the world is focused on private companies rather than public corporations, but it was going to be focused on large energy companies because the initial cost required to build LNG bunkering infrastructure. Three models (TOTE model, Shell model, ENGIE model) of LNG bun kering business are currently being developed. It has been found that the way in which LNG bunkering business is implemented by different countries is applied differently according to the enterprise and national policy.

• International Commerce and Information Review
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• v.15 no.2
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• pp.285-313
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• 2013

By the revision of the Commercial Code of Korea in 1991 and 2007, some provisions for the regulation of Time Charterparty have been introduced into our own maritime law system. But, those provisions are in their nature mainly the reproduction of the provisions prescribed in the standard forms of time charterparty which are widely used, such as BALTIME Charter and NYPE Form, and the subject matters of their regulation are restrictive, so that the applicability of the provisions is not desirable. The cargo is lost or damaged, the cargo owner should seek compensation form, or sue, the carrier as, traditionally, under the COGSA, the cargo carrier is responsible for loss of damage of cargo. However, it is difficult to determine who is the responsible carrier under charters. There is no test to determine the carrier, but the courts in every country generally consider the bill of lading. Although the master has general authority to sign bills of lading on behalf of the shipowner, he can also sign bills of lading for, and on behalf of, the charterer. In this case, the charter is considered the carrier. Furthermore, the charterer is authorized to contract with third parties on behalf of the shipowner and, as such, the responsible carrier is the shipowner. Therefore, when determining the carrier we should examine carefully the all factors and the circumstances surrounding the case. Also, negligence of a captain of a time-chartered ship causing damages to a third party. It will analyze the legal character of a time-charter contract, review judicial precedents on time-charter. The Inter-Club Agreement was drawn up and is intended to be a somewhat easier way of allocating liability for cargo claims between owners and charterers and, although there is still scope for disputes to arise, the Inter-Club Agreement does in fact to some extent make the allocation of liabilities for cargo claims easier. Finally, it will also make legislative suggestions to resolve complex issues involving maritime transportation contracts under the current Commercial Code.

• Korean Security Journal
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• no.44
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• pp.85-116
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• 2015

Found in 23 Dec 1953 to cope with illegal fishing of foreign ships and coastal guard duty, Korea Coast Guard was re-organized as an office under Ministry of Public Safety since the outbreak of sinking of passenger ship "Sewolho". In the course of re-organization, intelligence and investigation duty were transferred to Police Department except "Cases happened on the sea". But the definition of intelligence duty is vague and there are lots of disputes over the jurisdiction and range of activities. With this situation in consideration, the object of this study is to analyse legal and institutional characteristic of KCG Intelligence, to compare them to that of Police Department, foreign agencies like Japan Coast Guard and US Coast Guard, to expose the limit and to suggest solution. To summarize the conclusion, firstly, in the legal side, there is no legal basis on intelligence in [The Government Organization Act], no regulation for mission, weak basis in application act. Secondly, in the institutional side, stated in the minor chapter of [The Government Organization Act], 'the cases happened on sea' is a quite vague definition, while guard, safety, maritime pollution duty falls under 'on the sea' category, intelligence fell to 'Cases happened on the sea' causing coast guard duty and intelligence have different range. In addition, reduced organization and it's manpower led to ineffective intelligence activities. In the case of Police Department, there is definite lines on 'administration concerning public security' in [The Government Organization Act], specified the range of intelligence activities as 'collect, make and distribute information concerning public security' which made the range of main duty and intelligence identical. Japanese and US coast guards also have intelligence branch and performing activities appropriate for the main missions of the organizations. To have superiority in the regional sea, neighboring countries Japan and China are strengthening on maritime power, China has launched new coast guard bureau, Japan has given the coast guard officers to have police authority in the regional islands, and to support the objectives, specialized intelligence is organized and under development. To secure maritime sovereignty and enhance mission capability in maritime safety duty, it is strongly recommended that the KCG intelligence should have concrete legal basis, strengthen the organization and mission, reinforce manpower, and ensure specialized training administrative system.

• Clinical and Experimental Reproductive Medicine
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• v.18 no.2
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• pp.133-142
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• 1991

This study was carried out to observe the change in uterine cyclic nucleotide level and the effect of PAF on cyclic nucleotides in uterine tissue in early pregnany in order to understand reciprocal relation ship between PAF and cyclic nucleotides in pregnancy in the rat. The test groups were injected intramuscularly with $1{\mu}g$ of PAF or 1.25mg of BN-52021 on day 0, 1, 2, 3, 4 and 5 of pregnancy. The level of cyclic nucleotide in removed uterine tissue was assayed by using cyclic nucleotides test kits. The results showed that the cyclic AMP content in uterine tissue of non-pregnant at pro-oestrus rat was $2.91{\pm}0.33$ pmol/mg protein which was lower than those of pregnant rat. The cyclic GMP content in uterine tissue of non-pregnant rat was $0.39{\pm}0.20$ pmol/mg pro-tein which was also lower than those of pregnant rats. The maximum level in cAMP was $5.92{\pm}1.72$ pmol/mg protein on day 3 and cGMP, $1.03{\pm}0.22$ pmol/mg protein on day 4. On each day of pregnancy, PAF induced the increased cAMP level ompared with that of intact rat. That was significant on day 0, 2 and 4 of pregnancy, p<0.05, on the other hand PAF receptor antagonist, BN-52021 ecreased cAMP level in uterine tisssue. PAF as well as BN-52021 had not an consistent effect on changes in cGMP level. These results suggest that cyclic nucleotide levels in uterine tissue ware increased during early pregnancy and PAF influences cAMP level in uterine rather than cGMP level during peri-implantation period, accordingly demonstrating a possible involvement of PAF in the regulation of implantation-related events through cAMP-mediated process.