• 한국항해항만학회지
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• 제32권1호
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• pp.15-22
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• 2008

바다에서 운항하는 선박은 바람과 파도 등의 외란 때문에 횡동요(Rolling), 종동요(Pitching), 상하동요(Heaving) 등의 운동을 하게 되며, 이러한 운동은 가속도 형태로 승객이 느끼게 된다. 따라서, 선박내의 특정 지점에서 좌우방향, 상하방향 가속도와 각속도 등을 계측하면 선원 또는 승객이 선박 운동에 어느 정도 피폭되었는가를 알 수 있다. 본 연구에서 개발한 운동 운항환경 모니터링 시스템은 4개의 가속도계와 가속도계, 자이로가 포함된 관성 자세계측장치, 데이터 취득장치를 포함한 계측 및 통신부, 중앙에서 데이터를 관리하고, 운항환경 지수를 계산하는 전산기로 구성되고, 계측된 가속도와 각속도를 이용하여 운항환경을 나타내는 정량적 지수인 뱃멀미 지수(Motion Sickness Incidence, MSI), 운동유발 작업방해회수(Motion Induced Interrupt, MII)를 실시간으로 계산한다. 개발된 시스템은 한국해양대학교 실습선인 한나라호의 부산-목포, 부산-제주 연안항해시 실선시험을 통하여 유효성을 확인하였다.

• Journal of Advanced Marine Engineering and Technology
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• 제38권9호
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• pp.1156-1162
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• 2014

294명이 사망하고 10명이 실종된 세월호 사고와 같은 해상사고의 재발을 방지하기 위하여, 본 연구에서는 세월호 사고 전후 국내 여객선 승객의 안전의식 변화를 비교, 분석하였다. 설문조사는 제주연안여객터미널에서 2014년 2월과 5월에 두차례 수행되었고 설문에 대한 각 유효응답인원은 394명, 401명이었다. 세월호 사고 이후 승무원이 알려주는 경로를 따르겠다는 응답은 24.8% 낮아졌고, 승무원의 유도에 따라 피난을 가겠다는 응답도 18.5% 감소하는 등 전반적으로 승무원에 대한 신뢰가 낮아졌다. 또한 세월호 사고 이후 여객선 일반 승객의 77.6%는 세월호 사고와 같은 재난을 당할 수 있다는 불안감을 느끼지만, 약 60% 응답자는 승선 중 진행된 안전교육을 받지 않았고, 45%는 구명조끼 착용법을 모르며, 약 50%정도는 비상대피로를 확인하지 않으고, 60%는 구명벌, 구명보트의 위치를 파악하지 않는 모순을 보였다. 한편, 86.9%의 응답자가 현재 주로 동영상으로만 진행되는 안전교육 방법의 개선이 필요하다고 응답했다.

• 수산해양교육연구
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• 제28권1호
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• pp.34-46
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• 2016

This study analyzes inspection results of ships by Port State Control. Particularly, this research focuses on a detention trend of vessels that registered to Korean Register of Shipping. In order to conduct this research, we have searched 170 ships that got a detention with a Code-30 within recent 46 months period. The deficiencies of the detentions are inspected by ship types, ship years, flags, ports inspected, and criteria. Moreover, we categorized the deficiencies for the detentions into 17 types for internal and external inspections. As the results of the comparison study, bulk and general cargo carriers dominate the portion of detentions by almost 66 percent. Self-induced detention due to a lack of preparation by crews and company support are the main reasons of repeated detentions from the same type ships. Ships between six and ten years old show the lowest detention rate by 4 percent whereas ships less than five years old generate the highest detention rate by 22 percent. The main categories of the detentions from ships less than 5 years old are a lack of documentation and certification, and the clues support our opinion that owners and crews may neglect to prepare the inspections because their strong confidence for the ship condition due to young ship age. As a result of a great effort of Korean government and shipping companies to reduce a detention rate, the detention rate has been recently reduced to 0.3 percent. The results also require companies with the flag of convenience ships to spend more effort to reduce the detention rate, too. We expect that using social networking service by Korea Register will lower the detention rate by sharing relevant information real-time to ships and owners.

• 수산해양기술연구
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• 제51권4호
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• pp.520-526
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• 2015

A tragic disaster happened by capsizing O-Ryong 501 trawler at Western Bering Sea in 1st, Dec. 2014. The disaster was caused by the severe weather and the long deferred escape from the storm in fully developed high sea. Lots of sea water from poop deck rushed into the fish ponder with fishes all together after hauling net and then remove the fishes from codend. The vessel became to incline to the one side caused by the weight and the free surface effect of flood sea waters and fishes at initial stage. In spite of crews all effort to discharge the waters, but the work was not achieved successfully. For the worse thing, the order of abandon ship was issued too late. After all, the ship capsized and sank, then almost crews became to the victims of the casualty including captain. In this paper, author carried out restrictively the calculation of dynamic factors influenced on the disaster including the weather condition and effects of the flood sea waters, and found out that the most important causes of the disaster were the decrease of stabilities, GM was decreased from 0.9m to 0.08 m, and the high waves which led to the vessel disaster.

• 한국항해항만학회지
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• 제33권8호
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• pp.589-594
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• 2009

Major Inspection은 Major Oil Companies (이하 Major라 함)에 의해 탱커를 대상으로 시행되는 자발적인 선박검사이다. Major의 화물을 운송하기 위해서 탱커는 Major Inspection에 합격해야만 한다. 따라서 Major Inspection이 자발적인 검사라고는 하지만 선사의 영업이익과 밀접한 관련이 있기 때문에 선주 및 탱커 승무원들에게는 어느 검사보다 중요한 검사이다. 본 연구에서 저자들은 실태분석을 통해 Major Inspection과 관련된 문제점을 파악하고 그에 따른 개선방안을 제시하였다. 실태분석을 위해 관련문헌과 통계자료를 조사할 뿐만 아니라 이익 당사자, 예를 들면, 탱커 승무원, 선박회사 담당자, 검사관 등을 대상으로 설문조사 및 인터뷰를 실시하였다.

• 산경연구논집
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• 제10권11호
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• pp.57-69
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• 2019

Purpose: The purpose of this study is to investigate systematic and comprehensive explanation about safety behavior by applying integrated model of Theory of Planned Behavior (TPB) and Social Cognitive Theory (SCT). By showing the interrelationship of effects of factors affecting safety behavior in a single model, comprehensive understanding regarding safety behavior will be possible. Research design, data, and methodology: This study try to integrate the two theory, TPB and SCT, to introduce background factors, such as safety culture, affecting cognitive factors of subjective norm, safety attitude, perceived behavioral control, safety consciousness, which are again affecting behavior intention of the TPB. We composed 73 questionnaire to analyse the relationship among factors affecting safety behavior. The questionnaire were distributed to stewards and stewardesses of KAL, ASIANA, and LCCs. 422 were collected and used for analysis. Factor analysis, regression analysis, and control effect analysis were conducted using SPSS windows version 2.0. Results: The safety culture, safety atmosphere, and safety education/training were turned out to affect subjective norm, safety attitude, perceived behavioral control, safety consciousness. And the cognitive factors also showed to affect safety intention significantly. The results that safety intention affects safety behavior was found. Also there are control effect of cost consciousness and punishment while safety intention affects safety behavior. Conclusions: Safety is the virtue that should be given first priority to in our daily life. To secure safety, everyone in an organization should have high level of safety intention and conduct safety behavior. The study results provide systematic and comprehensive understandings on the relationship among factors affecting cabin crews' safety behavior. The results will help design safety related regulations, education/training, and support employees to engage in safety behavior related activities.

• 수산해양교육연구
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• 제28권5호
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• pp.1308-1318
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• 2016

In order to prevent the maritime accident, all seafarers who work on fishing vessels over G/T 20 tons are required to undergo the basic safety training by the Seafarer's Act. 45% of domestic crews have boarded on the fishing vessels. However, the fishermen have been trained in accordance with the STCW(International convention on standards of training certification and watch-keeping for seafarers) Convention. But safety training courses for seaman do not reflect on the safety equipment and the limitation of the fishing vessel in the training contents which is organized in accordance with the merchant ship by STCW convention and code. Most of the fishing vessels are small fishing boat of less than G/T 80 tons. Small fishing vessels are operating with only a minimum of safety equipment that has been defined by the fishing vessel safety equipment standard. Due to the safety training that does not fit the situation of the fishing boat, the level of satisfaction by the crews onboard is low for the training. Furthermore, there is a difficulty in achieving the goal of safety education. In order to carry out the safety training that is suitable for fishermen, it is required to provide appropriate standards for the safety education of workers of small fishing boat, by understanding the current state of the domestic fishing vessels. The purpose of this study is to define the aforementioned problems and to provide the standard for the safety education of fishermen. In order to complete the purpose, the research team has conducted a analyzation for registered domestic fishing vessel and safety equipment standard.

• 한국응급구조학회지
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• 제21권1호
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• pp.87-98
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• 2017

Purpose: This study investigated the use of infection management and the frequency of emergency equipment sterilization by emergency rescue crews to provide basic guidelines and suggestions for infection control. Methods: A self-reported questionnaire was completed by 160 emergency medical technician rescue crews in J area from May 7 to May 22 in 2015. The questionnaire consisted of 95 items, including the general characteristics of the subjects (8 items), the use of emergency equipment (33 items), the frequency of facility sterilization (33 items), infection control (12 items), vaccination (4 items), and the use of personal protective equipment (5 items). Results: In all, 97.3% of respondents were aware of the "Guidelines of Infection management for Rescue Operators' and 90.9% received training on infection control. A total of 72.7% and 47.3% of rescue centers were equipped with disinfection facilities and laundry rooms, respectively. The average frequency of sterilization was $3.17{\pm}0.75$, which significantly differed for teams with more clinical experience (p=.050) and teams with three members (p=.030). The average score for individual protective equipment supplies was $1.95{\pm}0.66$. Conclusion: For proper infection management of emergency equipment, our results suggest that the number of crew members should be increased for each ambulance, protective equipment and rescue products should be supplied, and the number of facilities for sterilization and laundry at rescue centers should be doubled.

• 산업공학
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• 제22권2호
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• pp.104-115
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• 2009

The objective of the study is to evaluate the effectiveness of Crew Resource Management (CRM) training program for operators in the Main Control Room (MCR) simulator of APR-1400 Nuclear Power Plant. The experiments were conducted for two different crews of operators performing six different emergency operating scenarios during four-week period. Each crew consisted of the five operators: senior reactor operator, safety technical advisor, reactor operator, turbine operator, and electric operator. All crews (Crew A and B) participated in the training program for the technical knowledge and skills which were required to operate the simulator of the MCR during the first week. To verify the effectiveness of the CRM training program; however, only Crew A was selected to attend the CRM training after the technical knowledge and skills training. The results of the experiments showed that the CRM training program improved the individual attitudes of Crew A significantly. Team skills of Crew A were found to be significantly better than those of Crew B. The CRM training did not have positive effects on enhancing the individual performance of Crew A; however, as compared to that of Crew B. Implication of these findings was discussed further in detail.

• 수산해양기술연구
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• 제50권3호
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• pp.326-333
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• 2014

This study was conducted to investigate the fishing efficiency of an improved LED fishing lamp for squids. A total of 31 fishing operations were carried out with six-crew commercial fishing vessel Haengbok-Ho (24 tons) on which 43.2kW LED was installed, along with 14 automatic jigging machines, from October 6 to November 16, 2012. The 19 fishing vessels with Haengbok-Ho were compared with a control subject was 24 tons or 29 tons. A total illuminating power of metal halide (MH) fishing lamps in the control fishing vessel was either 84kW or 120kW. The number of automatic jigging machines in the control vessels was 8-18 and the number of crews engaged for fishing operation was 3-13. Average fuel consumption of LED fishing vessels during fishing operation was 505.1l which led to an average fuel consumption of 42.7l per hour. LED fishing vessel and MH fishing vessel caught on an average 1,946 squids and 2,439 squids, respectively, during the study period. Crews (hand line and hand reel) caught about 2.2 times the automatic jigging machines for LED fishing vessel and about 2.1 times for MH fishing vessel. Meanwhile, catches by the fishing vessels with LED in the combined total number per one line of automatic jigging machine and per crew were 86.6% of that of the control fishing vessel with MH. Also, fishing vessels with LED per automatic jigging machine achieved 71.8% of catches of that with MH fishing lamp. The catches of squids per the fishing vessel with 1W LED fishing lamp were higher by more than 135.5% of that in the fishing vessel with MH, which showed a good fishing performance even with only the use of a LED fishing lamp.