• Journal of Navigation and Port Research
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• v.45 no.3
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• pp.109-116
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• 2021

The explosion of a chemical tanker ship during cargo transshipment via double-banking at Ulsan Port, resulted in major damage including fires involving nearby ships. As a follow-up measure to prevent the recurrence of similar accidents, the 'Safety Management of Dangerous Goods in Port' was established, and the designation of a transshipment pier for dangerous goods is required given the risk of explosion and the impact on major facilities in the port. This study evaluated the Fire & Explosion Index of major transshipment cargoes in Ulsan Port to design a transshipment pier based on the Explosion Risk Assessment. Based on the results of Fire & Explosion Index evaluation of styrene monomer and benzene, severe explosion risk was confirmed, and the exposure radius was calculated. Based on the results of the exposure radius, the risk range for each major pier was calculated, and 12 terminals were proposed as transshipment pier candidates considering port facilities, surrounding dangerous facilities, and residential aspects. Since the results of the study suggest transshipment piers based on the risk radius alone, maritime traffic safety, pier and mooring facilities, safety facilities and accessibility for emergency response should be considered comprehensively to designate actual transshipment piers.

• Journal of the Korean Geosynthetics Society
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• v.22 no.3
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• pp.61-69
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• 2023

As global trade and maritime port environments change, the need to respond to larger and faster ships is increasing. Accordingly, new ports are being built around metropolitan cities such as Busan and Ulsan. In general, a compaction method using sand or gravel is applied to the construction of a new port. However, due to the lack of sand or gravel and the difficulty in securing economic feasibility due to the increase in unit price, the deep mixing method has recently been used. Therefore, in this study, CMD-SOIL using circulating resources was applied to the Ulsan area, and the applicability was determined by analyzing the laboratory mixing test and boring results at in-situ. As a result of the test, it was analyzed that it showed more than the design mixing strength, and it was possible to secure the similar performance as blast furnace slag cement. In addition, it was analyzed that the design standard strength can be sufficiently secured as a result of in-situ boring. Therefore, considering the field applicability in the Ulsan, it is judged that the use of CMD-SOIL is possible.

• Proceedings of KOSOMES biannual meeting
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• 2009.06a
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• pp.79-84
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• 2009

Recently, the degree of navigating vessel's risk is increasing significantly by growing of vessel's volume and increasing of marine facilities, marine bridges and port development etc. As a result, Ministry of Land, Transport and Maritime Affairs generalized formal Maritime Safety Audit as a comprehensive maritime traffic safety management system in order to ensure safety improvements from the planing to maintaining of the development which influence to maritime traffic environment. A MSA is a formal safety performance examination of an existing or future fairway by an audit team. It qualitatively estimates and reports on potential risk of Maritime traffic safety and identifies the measure for improving in safety of human life and preservation of environment. This paper introduced the outline of MSA policy as the guideline for making audit reports is on its developing which is mainly processed by Maritime Safety Research Center, KST in cooperation with KMU, MMU and KORDI.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.24 no.10
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• pp.1331-1340
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• 2020

Object detection in maritime means that the captain detects floating objects that has a risk of colliding with the ship using the computer automatically and as accurately as human eyes. In conventional ships, the presence and distance of objects are determined through radar waves. However, it cannot identify the shape and type. In contrast, with the development of AI, cameras help accurately identify obstacles on the sea route with excellent performance in detecting or recognizing objects. The computer must calculate high-volume pixels to analyze digital images. However, the CPU is specialized for sequential processing; the processing speed is very slow, and smooth service support or security is not guaranteed. Accordingly, this study developed maritime object detection software and implemented it with FPGA to accelerate the processing of large-scale computations. Additionally, the system implementation was improved through embedded boards and FPGA interface, achieving 30 times faster performance than the existing algorithm and a three-times faster entire system.

• The Korean Journal of Air & Space Law and Policy
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• v.26 no.1
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• pp.3-30
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• 2011

According to the Article 86 of the United Nations on the Law of the Sea(UNCLOS) the provisions of high seas apply to all parts of the sea that are not included in the exclusive economic zone, in the territorial sea or in the internal waters of a State, or in the archipelagic waters of an archipelagic State. Article 87 also stipulates the freedom of the high seas. International laws on the flight over the high seas are found as follows; Firstly, as far as the nationality of the aircraft is concerned, its legal status is quite different from the ship where the flags of convenience can be applied practically. There is no flags of convenience of the aircraft. Secondly, according to the Article 95 of UNCLOS warships on the high seas have complete immunity from the jurisdiction of any State other than the flag State. We can suppose that the military(or state) aircraft over the high seas have also complete immunity from the jurisdiction of any State other than the flag State. Thirdly, according to the Article 101 of UNCLOS piracy consists of any act of voluntary participation in the operation of a ship or of an aircraft with knowledge of facts making it a pirate ship or aircraft. We can conclude that piracy can de done by a pirate aircraft as well as a pirate ship. Fourthly, according to the Article 111 (5) of UNCLOS the right of hot pursuit may be exercised only by warships or military aircraft, or other ships or aircraft clearly marked and identifiable as being on government service and authorized to that effect. We can conclude that the right of hot pursuit may be exercised only military aircraft, or aircraft clearly marked and identifiable as being on government service and authorized to that effect. Fifthly, according to the Article 110 of UNCLOS a warship which encounters on the high seas a foreign ship, is not justified in boarding it unless there is reasonable ground for suspecting that: (a) the ship is engaged in piracy, (b) the ship is engaged in the slave trade, (c) the ship is engaged in an authorized broadcasting and the flag State of the warship has jurisdiction under article 109, (d) the ship is without nationality, or (e) though flying a foreign flag or refusing to show its flag, the ship is, in reality, of the same nationality as the warship. These provisions apply mutatis mutandis to military aircraft. Sixthly, according to the Article 1 (5)(dumping), 212(pollution from or through the atmosphere), 222(enforcement with respect to pollution from or through the atmosphere) of UNCLOS aircraft as well as ship is very much related to marine pollution. Seventhly, as far as the crime on board aircraft over the high seas is concerned 1963 Convention on the Offences and Certain Other Acts Committed on Board Aircraft(Tokyo Convention) will be applied, and as for the hijacking over the high seas 1970 Convention for the Suppression of Unlawful Seizure of Aircraft(Hague Convention) and as for the sabotage over the high seas 1971 Convention for the Suppression of Unlawful Acts Against the Safety of Civil Aviation(Montreal Convention) will be applied respectively. These three conventions recognize the flag state jurisdiction over the crimes on board aircraft over the high seas. Eightly, as far as reconnaissance by foreign aircraft in the high seas toward the coastal States is concerned it is not illegal in terms of international law because its act is done in the high seas. Ninthly as for Air Defence Identification Zone(ADIZ) there are no articles dealing with it in the 1944 Chicago Convention. The legal status of the foreign aircraft over this sea zone might be restricted to the regulations of the coastal states whether this zone is legitimate or illegal. Lastly, the Arctic Sea is the frozen ocean. So the flight over that ocean is the same over the high seas. Because of the climate change the Arctic Sea is getting melted. If the coastal states of the Arctic Sea will proclaim the Exclusive Economic Zone(EEZ) as the ocean is getting melted, the freedom of flight over that ocean will also be restricted to the regulations of the coastal states.

• Journal of Korea Port Economic Association
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• v.27 no.1
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• pp.185-212
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• 2011

The purpose of this paper is to show the empirical analysis way for measuring the seaport efficiency by using the previous radial model and the newly modified non-radial models( panel additive model, panel RAM model, and panel SBM model)with Spearman rank order correlation coefficient(SROCC) for 20 Korean ports during 11 years(1997-2007) for 1 inputs(port investment amount) and 4 outputs(Number of Ship Calls, Port Revenue, Customer Satisfaction Score for Port Service and Container Cargo Throughput). The main empirical results of this paper are as follows. First, consistency ratio of SROCC in terms of efficiency scores between radial and panel Additive model was over about 76% and overall consistency ratio was about 71.6%. Second, an efficiency of panel RAM model was higher than that of radial model with similarity. However, panel SBM model shows the very similar efficiency scores with panel radial model. Third, the slack size of radial model is smaller compared to non-radial model. Models' ranking orders in terms of efficiency scores, number of efficient ports are panel RAM model, panel SBM model, and radial model. The order from the minimum efficiency scores was the same order like just before. The policy implication to the Korean seaports and planner is that Korean seaports should introduce the new methods like non-radial models(panel additive model, panel RAM model, and panel SBM model) for measuring the port performance.

• Proceedings of the Korean Institute of Surface Engineering Conference
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• 1999.05a
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• pp.2-2
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• 1999

금속재료의 표면 특성을 높이기 위해서 여러 표면처리 방법들이 사용되어져 오고 있다. 그 중 용사법에 의한 코팅방법이 최근의 현저한 기술적인 진보와 새로운 용사재료의 개발 등에 의해 여러 분야에 널리 응흉되고 있다. 일반적으로 이 용사법에 의한 코팅층은 다리, 선박 등의 대형 구조물에 대한 내식성 향상뿐만 아니라 자동차 및 항공기 부품, 핵 반응기 등의 코팅부에 널리 이용되고 였다. 특히 해수분위기에서 주로 사용되는 설비의 내식성을 향상시킬 목적으로 사용되 는 알루마늄 및 아연 합금의 용사 코팅층은 대부분의 경우 건조한 분위기보다는 수분이 많은 수용액 환경 하에서 사용되므로, 사용 환경 중에서 용사피막의 내식성을 조사하는 연구가 요구되고 있다. 사용되는 환경하에서의 침지시험에 의한 방법도 중요하지만, 가속화된 전기화학측정에 의한 방법 또한 이용된다. 열용사법에 의한 코팅층의 전기화학적 특성을 알아보기 위해서 3.5 % NaCI 수용액 내에서 AI 5 5083 모재와 Al-2%Zn 합금의 용사 코팅층 각각에 대한, 그리고 AI 5083 모재 위 AI-2%Zn 용사층이 코팅된 경우에 대한 분극거동과 침지시간에 따른 부식전위 및 분극저항성의 특성변화, 표면의 임피던스특성 변화 등을 측정하였다. 이 결과 모재에 대한 코팅층의 희생양극성올 판단할 수 있고, 모재/코팅 사스템의 분극거동은 혼성전위이론(mixed-potential theory)에 의해 결정되었다. 용사 코팅층이 박리되어 모재가 일부 드러난 경우를 모사한 시험편올 제작하고, 시험편 표면의 각 위치에 따라 부식전위 분포를 측정하였다. 그리고 측정 데이터를 기초로 표면의 상태변화를 모사하여 용사코팅에 의한 표면에서의 방식전위분포를 시율레이션하였다. 이와 같은 표면에서의 방식전위분포 해석을 통하여, 코팅층의 희생양극성에 의한 모재의 방식범위를 판단할 수 있다.의 비저 항을 갖는 철 박막에서도 99.9% 순도의 철을 타켓으로 하여 증착된 막은 일반 저탄소 강을 타켓으로 하여 증착된 막보다 훨씬 낮은 부식속도를 보였다.TEX>$He/O_2/Ar/N_2$의 gas를 사용 한 atmospheric pressure plasma cleaning 과 $Ar/O_2$의 gas를 사용한 ICP cleaning에서 이 차전자방출계수(SEEC)가 약 1.5~2.5배 증가된 것을 알 수 있었다. 저지능 등을 평가하여 각 실험결과를 비교분석하여 보았다. 수록 민감하여 304 의 IGSCC 와 매우 유사한 거동을 보인다. 본 강연에서는 304 와 600 의 고온 물에서 일어나는 IGSCC 민감도에 미치는 환경, 예민화처리, 합금원소의 영향을 고찰하고 이에 대한 최근의 연구 동향과 방식 방법을 다룬다.다.의 목적과 지식)보다 미학적 경험에 주는 영향이 큰 것으로 나타났으며, 모든 사람들에게 비슷한 미학적 경험을 발생시키는 것 이 밝혀졌다. 다시 말하면 모든 사람들은 그들의 문화적인 국적과 사회적 인 직업의 차이, 목적의 차이, 또한 환경의 의미의 차이에 상관없이 아름다 운 경관(High-beauty landscape)을 주거지나 나들이 장소로서 선호했으며, 아름답다고 평가했다. 반면에, 사람들이 갖고 있는 문화의 차이, 직업의 차 이, 목적의 차이, 그리고 환경의 의미의 차이에 따라 경관의 미학적 평가가 달라진 것으로 나타났다.corner$적 의도에 의한 경관구성의 일면을 확인할수 있지만 엄밀히 생각하여 보면 이러한 예의 경우도 최락의 총체적인 외형은 마찬가지로 $\ulcorner$순응$\lrcorner$의 범위를 벗어나지 않는다. 그렇기 때문에도 $\ulcorner$순응$\lrcorne