The official talks on the amendment of the Korean - Japanese Fisheries Agreement which was concluded in 1965 are under way since 1996. The convention area of the existing fisheries agreement is the high sea, but it should be changed to the exclusive economic zone(EEZ) for the newly amended fisheries agreement. Accordingly, the fundamental policies to be embodied within the amended fisheries agreement are summarized as follows : 1. One of the basic doctrine of the new agreement should be the formulation of a device of international cooperation for the fishery development as well as the conservation and management of the fishery resources. 2. The preparation of the future-oriented international relationship which reflects the specific character of the fishery relationship between both countries. 3. The existing fishery results of both parties should be protected on the ground of the reciprocity principle. 4. Both parties should reach an agreement upon the joint conservation and management measures for the transboundary fishery resources. 5. In consideration of the difficulty of EEZ delimitation between both countries, a provisional fisheries agreement can be an alternative measure.

The Japanese fishery management system has been established on the basis of various experience accumulated over many years. The fishery management system in Japan, one of the oldest fishery management systems in the world, is aimed at ensuring comprehensive utilization of the water surface and developing fishery productivity, by giving protection of the breeding environment of aquatic animals and plants, enabling the appropriate use of fishery grounds, preventing and solving disputes over fishery grounds and making other fishery adjustments. Japanese Fishery Law has been changed largely into (1) The Feudal Era(to 1900), (2) The Oldest Fishey Law(1901~48), (3) Current Fishery Law(1949 to present). Japanese fishery legislation is designed as a single package combining coastal, offshore and distant-water fisheries. During the period of the old fishery law, numerous conflicts arose over the joint use of fishing grounds and fish stocks. Such conflicts occurred among users of the same gear as well as between users of different gears or of different sizes of fishing craft. Large scale conflict sometime occurred between neighbouring fishing communities due to a lack of fairness in principle and coordination in practice. Therefore, the new fishery law enacted in 1949. This law was designed primarily to realize the most effective and rational use of fishing grounds and fishery resources, the basic philosophy being that, through democratic organization by fishermen themselves, productivity would be stimulated and incomes and living standards eventually improved. Nowadays, Community Based Fisheries Management through democratic organization by fishermen themselves have to enforce at coastal fisheries. This Community Based Fisheries Management manage to fishery resources by fishermen themselves and harvest in collaboration with that resources. Therefore, this paper is intended to briefly to describe the entire system and the historical development of Japanese fishery legislation in order to assist in reform of our country fisheries management regime.

This thesis is studied by means of operation diary of the factory ship GAECHEOG in the Sea of Okhotsk and the Sea of Bering from Jul. 1993 to Dec. 1996, We summarize these results as follows : 1. The factory ship GAECHEOG equipped trawl winch able to haul raw fish 700M/T per day and cargo winch able to unload manufactured goods 900M/T. The crews consist of 290~330 persons. 2. Factory machineries equipped surimi making plant able to process about 150M/T per day and fish meal plant able to manufacture about 70M/T per day. 3. The fishing ground from June to Nov. was the western Bering sea lying in the eastern Kamchaka peninsula and from Dec. to May, the fishing period to gather roe of a Pollack, was the Sea of Ohotsk lying in the western Kamchaka peninsula. 4. The buying catch of fish per each voyage from Dec. to May, the fishing period gathering Pollack-roe, was about 17,000~33,000M/T and from Jul. to Oct., the fishing period gathering non Pollack-roe, was about 10,000~21,000 M/T. 5. Raw fish was the most about 33,000M/T of the 2nd voyage in 1994 and was the least about 8,300M/T of the 1st voyage in 1993. Other voyages were about 13,000~18,000M/T. 6. The Pollack buying from Jul. to Nov. in the Bering sea was 5~7 fishes for one row in pan and body length about 40~50cm, and from Dec. to May in the Sea of Ohotsk was 6~8 fishes for one row in pan and body length about 37~45cm. 7. Surimi production in the 2nd voyage in 1994 was the most about 7,300 M/T, in the 1st voyage in 1993 was the least 1,900M/T and in other voyages was about 2,500~3,800M/T. The extraction rate of surimi goods for raw fish was about 17.4~26.5%. 8. Fish meal production in the 2nd voyage in 1994 was the most about 2,300 M/T, in the 1st voyage in 1993 was the least about 780M/T and in other voyages was about 1,100~1,700M/T. The extraction rate of fish meal goods for raw fish was about 7.3~10.7%. 9. Pollack-roe production was very much from Jan. to Apr. and was about 380~700M/T per each voyage. The extraction rate of Pollack-roe for raw fish was about 1.2~4.9%.

It has been expected not only for crew but also for passengers to realize a ship whose rolling and other motions are small as much as possible. Restricting our consideration to the roll reduction, the conventional roll stabilization system, fins or anti-rolling tanks hve been utiized as the actuator. Excessive motions would interfere with the recreational activities of passengers on a cruise ship. Often more than half of the load of a containership is stowed above deck where it is subjected to large acclerations due to rolling. In some situations this may cause some internal damage to the contents of the containers; in more severe situations failure of the lashing can occur and containers may be lost over-board. Underdeck cargo in ordinary cargo ships and bulk commodities in colliers, ore ships and grain ships can shift if the motions become too severe. The purpose of this study is to concentrate on the additions. either internal or external to the hull, that reduce or otherwise improve the motion responses of the hull. It is assumed that the additions are such that their benefit to the motions of the ship outweights any impact on the ability of the ship to perform its assigned task. It is particularly challenging to obtain large improvements in the motion characteristics of existing ships that are being rebuilt or modified for some task not anticipated in their original design. Further the authors will statistically analyze the influence of ruder-roll-yaw coupling motion in the case of application of this advanced control method to various kinds of ship.

경상대학교 해양과학대학 실습선 경양호 기관의 회전수와 추진기의 핏치각을 전속(全速)(R.P.M. 680, P.A. $18^{\circ}$), 반속(半速)(R.P.M. 640, P.A. $16^{\circ}$), 미속(微速)(R.P.M. 580, P.A. $10^{\circ}$)의 상태로 하고, 이들 각각에 따른 시험선의 트림을 2.45m, 2.15m, 1.45m 선미 트림으로 조정하여 마일 포스트를 왕복하여 도플러 로그의 대지 속력과 실속력을 측정하여 비교 분석한 결과 도플러 로그 지시속력은 트림의 변화에 큰 영향을 받았으나 속력에는 그다지 큰 영향을 미치지 않음을 알 수 있었다. 한편 세 경우 모두 선의 트림이 2.15m 선미 트림 일때 속력 변화의 폭과 오차가 가장 적어 선체가 안정되고, 트림의 순간적 변화가 적으므로 최적의 상태라 할 수 있다. 그리고 미속 전진중 일때 속력 변화의 폭이 가장 크게 나타났는데 이것은 마일 포스트 사이를 통과 하는데 소요되는 시간이 전속, 반속 전진중 일때 보다 많이 소요되므로 그 간에 외력의 영향을 많이 받았기 때문이라 추정되었다. 특히 세 경우 모두 처음 마일 포스트를 통과한 후 약 30초 사이에는 도플러 로그의 지시속력이 저속임과 동시 속력 변화의 폭이 아주 크게 되었다가 그 후는 완만한 속력 변화를 보였는데 이러한 원인은 기관의 회전수와 핏치각을 변화시킨 후 최적의 상태가 되기 이전에 마일 포스트를 통과한 때문이라 생각된다.

The fracture toughness of three different kinds of epoxy-matrix composites containing the same volume fraction of reinforcement and the variation of fracture toughness of glass-carbon fiber/epoxy hybrid composites due to the change of test temperature and different glass fiber content were investigated in this study. Glass fiber/epoxy composite provided much higher fracture toughness than that of other composites because of the high strain at failure of glass fiber. Particularly the carbon fiber/epoxy composite exhibited the low fracture toughness caused by the low strain energy absorbing capacity of carbon fiber. And it was found that the strain at failure of reinforcement and interfacial delamination absorbing a significant amount of impact energy played an important role to increase fracture toughness of composites. The fracture toughness of the glass-carbon fiber hybrid composites increased with increasing the glass fiber content and decreased with raising the test temperature. The residual stress arising from the different thermal expansion between the matrix and reinforcement influenced the fracture toughness of composites.

Recently, with rapid increase of gas demand, there occurs much interest their security of safety in the gas storage tanks and pressure vessels etc. In order to solve the problems, the occurrence of corrosion fatigue crack and the propagation behavior must be investigated. Especially the occurrence of corrosion fatigue crack and the propagation behavior in the part which has concentrated stress or defects, must be studied more carefully. In this paper, the high-tensile steel of SPV 50 which is much used for building the LPG storage tanks was tested by the use of a plane bending corrosion fatigue tester under the various marine environment and in the air. These experiments were carried out to investigate the surface crack propagation behavior, the value of experimental constant for Paris' rule(da/dN=$C(K)^m$), the crack depth propagation rate and the accelerative factor of the surface crack propagation rate. The main results obtained are as follows ; 1) As the specific resistances of marine environment decreases, the exponential value of slope m of Paris' rule(da/dN=$C(K)^m$) decreases and the value of intercept C increases. 2) The surface crack propagation rate and the crack depth propagation rate are delayed, as the specific resistances of marine environment is increased. 3) The accelerative factor of the surface crack propagation rate by corrosion fatigue is higher, according as the stress intensity factor range ${\Delta}K_A$ is small.

This paper presents a soft switching unity power factor PWM rectifier, which features reduced conduction losses and soft switching with no auxiliary switches. The soft switching are achieved by using a simple commutation circuit with no auxiliary switches, and reduced conduction loses are achieved by employing a single converter, instead of a typical front end diode rectifier followed by a boost rectifier. Furthermore, thanks to good features such as simple PWM control at constant frequency, low switch stress and low VAR rating of commutation circuits, it is suitable for high power applications. The principle of operation is explained in detail, and major characteristics analysis and experimental results of the new converter also included.

천엽현암화전(千葉縣岩和田)어업협동조합에 소속하는 1인승어선이 어획한 7어종항목에 대해서 어획금액이 높은 어종항목으로 어선을 분류하여, 다시 이들을 판별함수로 분류한 결과, 6그룹으로 분류할 수 있었다. 이들 그룹은, 방어류를 주어종으로 하는 G1그룹, 넙치류를 주어종으로 하는 G2그룹, 가다랭이 참치류를 주어종으로 하는 G3그룹, 오징어류를 주어종으로 하는 G4그룹, 저서어류를 주어종으로 하는 G5그룹, 기타어류를 주어종으로 하는 G6그룹이다. 1인승어선 총척수의 대부분의 평균어획금액은 10년동안 400만엔에 미치지 못하는 G1, G2 및 G6그룹에 속하고, 전업어업에 종사하지 않는 어선들이었다. 그리고, 7어종의 어획금액에 관해서 주성분분석을 행하여, 제1주성분에서 제4주성분의 주성분득점으로 각 그룹을 고찰한 결과, 끌낚시어업에 의한 방어류와 넙치류를 주어종으로 하는 G1 G2그룹, 가다랭이 참치류와 오징어류를 주어종으로 하는 G3 G4그룹과 저서어류를 포함하는 G5그룹, G1 G2그룹과 유사하지만 자망에 의한 어획이 주된 G6그룹의 3그룹으로 다시 크게 분류할 수 있었다. 그러나, G1 G2그룹과 G3 G4 G5그룹의 일부분이 중복된 것에 대해서의 해석은 앞으로의 연구과제라 할 수 있다.

암화전(岩和田) 어업협동조합에 속하는 어선어업의 조업형태는 1인승과 2인승으로 구분 할 수 있으며, 2인승 어선에 의한 어획이 1인승어선의 어획보다 높다는 것을 알 수 있었다. 2인승어선이 어획한 7어종으로부터 어획금액이 높은 어종별로 어선을 분류하여, 다시 이것들을 판별 함수로서 분류한 결과, 4 그룹으로 분류되었다. 그 그룹은, 방어류 및 오징어류를 주로 어획하는 Gl그룹, 방어류 및 가다랭이 참치류를 주로 어획하는 G2그룹, 오징어 및 가다링이 참치류를 주로 어획하는 G3그룹, 그리고 기타어류 및 문어를 주로 어획하는 G4그룹이다. 또, 7어종의 어획금액에 대해서 주성분분석을 하여, 제1주성분에서 제3주성분까지의 주성분득점으로 부터 그룹을 고찰한 결과, G1, G2 및 G3그룹은 동일한 어업형태로 판단되었고, G4그룹만이 다른 어업형태인 것을 알 수 있었다.