• Industrial Engineering and Management Systems
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• 제10권1호
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• pp.1-6
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• 2011

This paper describes the issue of batch scheduling.In food production, the lead-time from produc-tion to sale should be decreased becausefreshness of the product is important. Products are shipped at diverse times depending on a demand of sellers, because the types of sellers has become diversified such as super-markets, convenience stores and etc. production of quantity demanded must be completed by time to ship it then. The authors consider a problem with due-dates constraints and construct the algorithm to find the opti-mal schedule that satisfy the due-dates constraint, batch size constraint, inventory time constraint and mini-mize total flow time.

• 한국해안해양공학회:학술대회논문집
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• 한국해안해양공학회 1998년도 정기학술강연회 발표논문 초록집 Annual Meeting of Korean Society of Coastal and Ocean Engineers
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• pp.40-44
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• 1998

Since oil spills discharged by offshore oil production platforms, ship accidents etc., cause many environmental problems, forecasts of drift and spreading of the spilled oil are requested as a basis for oil spill combat management. The numerical approach has been thought as the most effective methods of such forecast. In general, the oil spill model takes into account the trajectory and fate of oil, including drifting, spreading, evaporation, dispersion, emulsification, shoreline standing, and so on. (omitted)

• 한국시뮬레이션학회논문지
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• 제28권2호
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• pp.107-117
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• 2019

조선업은 한정된 자원을 사용하는 single-product production방식이며, 리소스를 효율적으로 관리하여 선박 공정의 생산성을 극대화 시킬 수 있는 생산관리기술이 중요하다. 때문에 많은 조선사에서는 모델링 및 시뮬레이션을 적용함으로써 현장 내 다양한 제약 조건이 고려된 선박 생산계획 및 공정에 대한 연구를 수행하고 있다. 하지만 기존 연구들은 갑작스런 일정 및 공정변경 시 정확한 생산계획을 제공하기 어려우며, 블록을 생산하는 각 공정 간의 상호연관성 파악이 어렵다. 뿐만 아니라, 블록의 세부 공정 및 일량을 고려하지 못하였기 때문에 생산계획과 현장계획에 많은 차이가 발생한다. 본 연구에서는 조선 내업공정 내 스케줄 된 전체 블록의 공정작업 순서 및 설계정보, 그리고 자원 제약을 고려하는 모델링 방법인 통합 프로세스 기반 모델 설계 방법을 제시한다. 통합 프로세스 기반 모델을 통해 사용자는 내업공정 내 블록 간의 조립관계, 정반정보 및 조립공정의 선후관계 파악이 용이하다. 또한 조선 내업공정에서 공유하는 리소스의 일량을 고려하여 부하 평준화를 진행하기 때문에 별도의 시뮬레이션 및 리소스의 모델링 절차 없이 리소스 효율을 최대화 할 수 있는 전체 생산계획을 얻을 수 있다.

• 수산해양교육연구
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• 제19권1호
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• pp.101-109
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• 2007

The school system of fisheries high school was proper to specialist objective school system in order to training for expert human resource development.Training a field of human resources development from fisheries high school is fallow; fisheries production, seamen's training, ship engine and refrigerator, marine electronic telecommunication and information, fisheries foods production and fisheries foods production and distribution, fishery fisheries self-management, marine distribution, management and conservation of marine environment, safety and marine prevention of disasters, apparatus of marine development, under water area development.A new department opening and each department was revised toward to department name and department character. The unit-lesson hour of curriculum according to specialist objective school system of fisheries and marine highschool was revised. professional subject 98 unit-lesson hour(52%), normality subject 90 unit-lesson hour(48%), and educational activity of professional subject 10unit-lesson hour, total training activity 10 unit-lesson hour. And the special objective school system need to revise curriculum of 208 total unit-lesson hour.

• 한국해양공학회지
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• 제25권5호
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• pp.76-81
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• 2011

In the shipbuilding industry, accuracy management is one of the keys for strengthening competitiveness. However, ship block errors are unavoidable in the block erection stage because of the deformation of the blocks. Currently, accuracy managers decide whether or not block corrections are needed, based on measured and designed point data. They adjust the locations of hull blocks so that the blocks are aligned with other assembly blocks based upon the experience of production engineers. This paper proposes an optimization process that can adjust the locations of ship blocks during the erection stage. A genetic algorithm is used for this optimization scheme. Finally, the feasibility of the proposed method is discussed using several case studies. We found that the proposed method can find the optimized re-alignment of erection blocks, as well as improve the productivity of the erection stage.

• 수산해양기술연구
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• 제44권3호
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• pp.229-238
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• 2008

This paper describes on the consolidation of AIS and ARPA radar positions by comparing the AIS and ARPA radar information for the tracked ship targets using a PC-based ECDIS in Busan harbor, Korea. The information of AIS and ARPA radar target was acquired independently, and the tracking parameters such as ship's position, COG, SOG, gyro heading, rate of turn, CPA, TCPA, ship s name and MMSI etc. were displayed automatically on the chart of a PC-based ECDIS with radar overlay and ARPA tracking. The ARPA tracking information obtained from the observed radar images of the target ship was compared with the AIS information received from the same vessel to investigate the difference in the position and movement behavior between AIS and ARPA tracked target ships. For the ARPA radar and AIS targets to be consolidated, the differences in range, speed, course, bearing and distance between their targets were estimated to obtain a clear standards for the consolidation of ARPA radar and AIS targets. The average differences between their ranges, their speeds and their courses were 2.06% of the average range, -0.11 knots with the averaged SOG of 11.62 knots, and $0.02^{\circ}$ with the averaged COG of $37.2^{\circ}$, respectively. The average differences between their bearings and between their positions were $-1.29^{\circ}$ and 68.8m, respectively. From these results, we concluded that if the ROT, COG, SOG, and HDG informations are correct, the AIS system can be improved the prediction of a target ship's path and the OOW(Officer of Watch) s ability to anticipate a traffic situation more accurately.

• 수산해양기술연구
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• 제45권2호
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• pp.106-113
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• 2009

For the safety and cost reduction in the navigation, the automatic and intelligent system has been developed for the vessel, and the most important factor in the system is to decide the collision risk exactly. In this paper, we propose an advanced collision risk decision system for collision avoidance of the system. The conventional researches using DCPA and TCPA for calculating the collision risk have a problem to produce a same collision risk regardless of bearings for the ships, if they are located in the same distance from own ship. To solve this problem, in addition to DCPA and TCPA, we introduce the factor of VCD(variation of compass degree) and constant, CR which derived from COLREG'72(International Regulation for Preventing Collision at Sea, 1972) for evaluating the collision risk including even the burden of own ship navigator due to the encountering angle of each vessels. We decided the collision risk legally by the rule considering the relative situation of vessels. And therefore, the proposed system has two advantages, of which one is to produce more detail collision risk and another is to reflect the real underway situation in conformity with the rule.

• 수산해양기술연구
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• 제57권2호
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• pp.107-116
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• 2021

The breakdown of the Korea-Japan fishing negotiations since 2016 has made it impossible for many domestic fishing vessels to operate in the Japanese EEZ water, and large purse seine fishing vessels are one of them. Mackerel is a highly migratory fish species, circulating in the East China Sea, South Sea, West Sea and East Coast throughout the year, and goes through a period of wintering, spawning, growth and feeding migration. In this study, in order to find out the dependence of large purse seine fishing vessels on mackerel fishing in the Japanese EEZ waters, we analyzed the characteristics of mackerel by large purse seine fisheries in the Japanese EEZ waters from 2010 to 2016. The catch and fishing details were investigated. The total catch of mackerel by large purse seine fishery, the average catch rate of mackerel in Japanese EEZ is 4 percent per year. The amount is estimated at 10.2 billion won per year. Although there was an effect, it was not judged to be a significant factor, and it was found that the amount of catch and fish price in the domestic waters had a greater influence on the total catch than the Japanese EEZ waters.

• 한국해양공학회지
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• 제26권2호
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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.

• 수산해양기술연구
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• 제58권4호
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• pp.367-373
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• 2022

We analyzed work safety risk factors, which are likely to occur during fishing in gillnet fishing vessels using the written verdict of the Korea Maritime Safety Tribunal from 2016 to 2020, and considered work safety management. Of the total of 37 fatal accidents, three cases in the East Sea, six cases in the South Sea, and 28 cases in the West Sea were very frequent. The accident rate per vessel by sea area (%) was 0.08% in East Sea, 0.12% in South Sea, and 0.40% in the West Sea. Based on the East Sea, the number of fatal accidents was 1.6 times higher in the South Sea and 5.4 times higher in the West Sea. Six cases (16.2%) occurred during departure and preparation for fishing in the fishing process, and all other 31 cases (83.8%) occurred during fishing operation. In the order of accident types, 21 cases (56.8%) of being struck by object, eight cases (21.6%) of contact with machinery and six cases (16.2%) of falls from height were found to be fatal accidents in gillnet fishery. Human factors, such as fishers' carelessness and negligent safety management by captain accounted for 27 cases (73.0%) of the main cause, and 35 cases (94.6%) of the secondary cause. In addition to human factors such as fisher's carelessness and negligent safety management by captain, mechanical factors, environmental factors and management factors must be improved together to reduce human casualties. These results are expected to be utilized as basic data for reducing safety accidents during the work of fishers.