• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.6
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• pp.692-703
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• 2014

The purpose of this study is to clarify the problems and causes of OSC system of the KCG. In the disaster of sea, the possibility that could expect a reasonable decision making is low. The study has carried out for the different point of view of the problems. The problems have been revealed through the theory and analysis of structural and non-structural aspects for the OSC system, such as inefficient organization system, failure of reasonable decision making, lack of communication with the field. The conclusions of the study have been proposed such as an advanced On-Scene Command system, efficient organization, the training of professional staff, the creating of open organizational culture.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.1
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• pp.15-23
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• 2023

Through the revision of the Framework Act on Administrative Regulations (July 17, 2019), the government minimized regulations and applied the comprehensive negative regulation principle to enhance economic vitality. However, a legally mandatory certification system has been applied to marine pollution prevention materials and chemicals, and inspection is conducted every time a product is sold, suppressing the autonomy of manufacturers. In addition, the majority of manufacturers of marine pollution prevention materials and chemicals are small businesses; therefore, they take the approach of producing small quantities of products whenever a buyer requests an order. Consequently, the need for deregulation was raised to ensure autonomy of the market and industry, and improve efficiency in accordance with the current trend of approval, performance test, and inspection systems for marine pollution prevention materials and chemicals. In this study, problems within the current system were identified and improvement plans are proposed through comparison and analysis of domestic and foreign systems.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.4
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• pp.365-375
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• 2017

Approximately 250 marine pollution accidents involving oil and HNS spills are reported every year in the Republic of Korea. It is necessary that a strengthen of specialization of marine pollution response personnel on marine pollution response due to a diminution of damage when a major oil and HNS spill incident occurred, as in the case of the M/V Heibei Spirit and the M/V Maritime Maisie. In regard to this, the International Maritime Organization (IMO) has planned to revise the OPRC Model Training Course to strengthen expertise for oil spill incident responses. Through a comparison of curriculum with the Korea Coast Guard Academy (KCGA) program, a revised IMO Model Course and the OSRL training institute, this study recommends the following improvements for the education program of the KCGA in response to oil spills. This study suggests several options in line with this approach to revise the oil spill response education curriculum, exercise, discussions and making materials. Accreditation of the KCGA as an institute that provides an IMO Model training course developed according to the revised IMO Model Course material is proposed.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.1
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• pp.113-118
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• 2021

The International Maritime Organization (IMO) has confirmed a global limit of 0.5 % for sulfur in fuel oil used on board ships with effect from January 1, 2020. Among various alternatives to respond to these regulations on sulfur content in fuel oil, such as LNG ships, SOx scrubbers, and very-low-sulfur fuel oil (VLSFO). VLSFO is preferred owing to its low investment costs. As more ships are expected to use VLSFO, VLSFO spills are expected to increase. In particular, when the seawater temperature is below the pour point of VLSFO, VLSFO solidifies when it is spilled, which makes controlling spills difficult. In this study, six types of VLSFO produced in Korea and one type of high-sulfur fuel oil (MF380) were compared in terms of the dispersibility of dispersants according to the seawater temperature conditions. The results confirmed that the six type of VLSFO did not satisfy the domestic standards for dispersant rate (60 % or more for 0.5 min, 20 % or more for 10 min). Morever, the dispersant rate of the six types of VLSFO was low compared with that of the high-sulfur fuel oil. The results of this study are expected to be used to set the direction of dispersant control in the case of VLSFO spills.

• Proceedings of KOSOMES biannual meeting
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• 2018.06a
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• pp.16-16
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• 2018

2017년 겨울, 기록적인 한파로 인해 바다가 얼면서 인천 앞바다로 유빙이 유입되었다. 2013년 해상에서 유빙이 발견된 이후 약 5년만에 다시 유빙이 등장한 것이다. 중부청 소속 항공단 순찰결과에 따르면, 2018년 1월 12일 인천대교 인근 해상에서 최초로 발견된 이후 강화 연안, 영종도 북단 등 해상에서 광범위하고 불규칙한 형태로 유빙이 분포되어 있는 것으로 나타났다. 유빙의 문제점은 해상에서 선박의 안전운항을 저해하고 경비함정의 안전에 지장을 초래하며 기름 유출 시, 유출유의 거동 특성이 달라져 일반적인 방제방법의 적용이 곤란한 점이다. 이에 따라 해상에서의 해양오염사고 대응방안 마련을 위해 저온 및 유빙 유입 해상에서 유출유의 거동 특성을 알아보았다. 구분인자를 극한의 추위(Extreme Cold), 유빙(Pack Ice), 정착빙(Fast Ice) 3가지로 분류하여 기름의 성상변화 및 시사점을 살펴보고, 유출된 기름의 효율적 방제를 크게 3가지로 분류(기계적 봉쇄 및 회수, 화학적 분산제의 사용, 현장소각)하였다. 일반적인 방제장비를 저온 및 얼음분포 해상에서 사용 시 슬러시화 된 얼음으로 인해 유출유 회수가 어렵고, 동결온도에서 장비가 오작동할 우려가 있다. 이미 북유럽 국가에서는 극한의 추위와 얼음분포 해상에 특화된 방제장비를 도입하여 해양오염대비 대응을 하고 있다. 2003년 3월 발틱해에서 불법적으로 유출한 선저폐수를 특화 장비는 brush bucket 유회수기 이용 방제조치한 사례가 있으며, 2006년 5월 같은 장소에서 선박 침몰로 인한 기름 유출이 발생했을때도 brush bucket 유회수기 이용 방제조치를 하였다. 국내에도 이상 기후로 인해 기록적인 한파가 지속되면서 북극에서나 볼 법한 유빙들이 발견되고, 해양오염사고는 언제 어디서나 발생할 수 있으므로, 해양오염방제의 임무를 맡고 있는 국가기관으로써 특수한 환경까지도 고려하여 대응방안을 마련할 필요가 있다. 해양오염이 재난으로 인식되고 있는 상황에서, 그리고 지구온난화로 인한 이상기후변화가 지속되는 상황에서 겨울철 유빙 유입은 점점 더 많아질 수 있다. 본 연구에서는 자료나 방제경험이 부족하므로 일찌감치 북극항로 개발로 앞선 방제기술과 경험을 가지고 있는 북극이사회를 벤치마킹하여 관할 해역 특성에 맞는 대응방안을 고찰해 본다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.7
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• pp.777-786
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• 2020

This study examines the efficiency of safety management measures taken in coastal waters to prevent coastal accidents. Recent years have witnessed about 800 cases of large and small coastal accidents in coastal waters annually. On average, these accidents have been responsible for 129 deaths annually, Thus, there is a need for effective preventive measures. Accordingly, the Korea Coast Guard enacted the Coastal Accident Prevention Act in 2014 and has cooperated with related organizations, such as local governments and the Ministry of Oceans and Fisheries, to safely manage coastal waters. However, compared to the rapid increase in human coastal activities, coastal accidents continue to occur due to the lack of a safety mindset among the Korea Coast Guard, a lack of public safety awareness, a lack of safety management facilities, and poor interest from related organizations, among others. This study examines the conditions and problems faced with regard to safety management in coastal waters based on recent coastal accident data, and analyzes foreign coastal waters safety management cases. Various methods to improve the safety management efficiency in coastal waters are proposed, such as enhancing the safety mindset and capabilities of the Korea Coast Guard, strengthening cooperation among related organizations, increasing the role of local governments, expanding and strengthening safety management facilities by applying new technologies, inculcating a culture of maritime safety, and activating private-public collaborative governance.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.5
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• pp.486-490
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• 2014

In this study, the Hazard-based model to decide regional oil recovery capacity by using AHP is suggested and regional oil recovery capacity is calculated by applying the model. The simulation for oil recovery capacity by mobilization of regional oil recovery equipments is carried out to verify the availability of the model. The worst oil spill accident in Daesan Taean Pyeongtaek region, which is located in geographically disadvantageous position among the regions that the worst oil spill accident may occur, is supposed for the simulation. As a result of simulation, the quantity of oil that can be recovered for three days on the scene of oil spill accident is worked out as $15,841k{\ell}$, which can satisfy the goal of national oil recovery capacity for the worst oil spill accident, therefore the model is verified as practicable.

• Korean Security Journal
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• no.42
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• pp.361-391
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• 2015

Regarding the [Government Organization Act; which is legislated on 19th November, 2014] Korea Coast Guard(KCG) has been re-organized and belong from Korea Coast Guard shall be established under the Minister of Oceans and Fisheries to Ministry of Public Safety and Security. Furthermore, National Police Agency(NPA) Commissioner has the right for administer duties concerning investigation and information by succession from Korea Coast Guard Commissioner. That means that main rule has been moved from prior KCG to Ministry of Public Safety and Security(MPSS) and NPA currently which is dual structure. Meanwhile, This kind of organization change has been effective to investigative agency which exert KCG's call of duty and causes needs of variety problems. In other words, There are quite huge changes such as KCG's reduction of their work, call of duty and re-organization regarding revised government organization act. However this change - including re-organization by government, was not able to take current MPSS's special features such as organization specialty and legal rights. It means, the current change has not been taken present law system CRIMINAL PROCEDURE LAW and there was no preparation to stable maritime police authority action as well. To sum up, this revised GOVERNMENT ORGANIZATION ACT is supposed to provide total, quick security service by establishing strong disasters and safety control tower. However they only contains few area such as organization revision regarding 'Sewol Ferry Disaster', they was not able to contain the other parts of Society. Therefore, in this article I would like to check the part of re-evaluation of current change made by KCC's organization revision. It is supposed to provide better legal stability by making clear of work area by government agencies who acts maritime police authority.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.2
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• pp.163-174
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• 2020

Particulate matter levels are rapidly increasing daily, and this can affect human health. Therefore, air pollutant emissions from sea vessels require management. This study evaluates the status of air pollutants, focusing on air pollutant emissions from the vessels of the Korea Coast Guard (KCG), and proposes national management measures to reduce emissions. According to a report recently released (2018) by the National Institute of Environmental Research (NIER), emissions from vessels constituted 6.4 % of the total domestic emissions, including 13.1 % NO_x, 10.9 % SO_x, and 9.6 % particulate matter (PM10/PM2.5). Among the rates of pollutant emission from vessels, the emission rates of domestic and overseas cargo vessels were the highest (50.6 %); the ratio of fishing boats was 42.6 %. With respect to jurisdictional sea area, 44.1 % of the emissions are from the south sea, including the Busan and Ulsan ports, and 24.8 % of the emissions are from the west sea, including the Gwangyang and Yeosu ports. The KCG inspects boarding lines to manage emission conditions and regulate air pollutant emissions, but it takes time and effort to operate various discharge devices and measure fuel oil standards. In addition, owing to busy ship schedules, inspection documents are limited in terms of management. Therefore, to reduce the air pollutant emissions of such vessels, regulations will be strengthened to check for air pollutants, and a monitoring system based on actual field data using KCG patrol ships will be established, for each sea area, to manage the emissions of such vessels. Furthermore, there is a need for technological development and institutional support for the introduction of environmentally friendly vessels.

• Journal of Korea Foundry Society
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• v.24 no.3
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• pp.115-122
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• 2004