• The Korean Journal of Air & Space Law and Policy
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• v.27 no.1
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• pp.75-101
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• 2012

As the Reublic of Korea revised the Commercial Code including 40 articles of air transport enacted newly on May 23, 2011, so Korea became first legislative examples in the Commercial Code of the developed and developing countries. I would like to explain briefly the main contents of my paper such as (1) history of enacting newly Part VI (air transport) in the Korea's revised commercial law, (2) legal background enacting newly Part VI (air transport) in the Korea's revised commercial law and the problems on the conditions of air transport, (3) every countries' legislative examples on the civil liability of aircraft's operator, (4) unlawful Interference Convention and general risk convention of 2009, (5) main contents and prospects of the revised Commercial Code for the liability of aircraft's operator etc as the followings. Meanwhile as the Aviation Act, Commercial Code and Civil Code in Korea and Japan did not regulated at all the legal basis of solution on the disputes between victims and offender for the amount of compensation for damage due to personal or property damage caused by aircraft accidents in Korea and Japan, so it has been raised many legal problems such as protection of victims, standard of decision in trial in the event of aircraft accident's lawsuit case. But the Korean Revised Commercial Code including Part VI, air transport regulations was passed by the majority resolution of the Korean National Assembly on April 29, 2011 and then the South Korean government proclaimed it on May 23 same year. The Revised Commercial Code enforced into tothe territory of the South Korea from November 24, 2011 after six month of the proclaimed date by the Korean Government. Thus, though Korean Commercial Code regulated concretely and respectively the legal relations on the liability of compensation for damage in the contract of transport by land in it's Part II (commercial activities) and in the contract of transport by sea in its Part V (marine commerce), but the Amended Commercial Act regulated newly 40 articles in it's Part VI (air transport) relating to the air carrier's contract liability on the compensation for damage caused by aircraft accidents in the air passengers and goods transport and aircraft operator's tort liability on compensation for damage caused by the sudden falling or collision of aircraft to third parties on the surface and so it was equipped with reasonable and unified system among the transport by land, marine and air. The ICAO adopted two new air law conventions setting out international compensation and liability rules for damage caused by aircraft to third parties at a diplomatic conference hosted by it from April 20 to May 2, 2009. The fight against the effects of terrorism and the improvement of the status of victims in the event of damage to third parties that may result either from acts of unlawful interference involving aircraft or caused by ordinary operation of aircraft, forms the cornerstone of the two conventions. One legal instrument adopted by the Conference is "the Convention on Compensation for Damage to Third Parties, Resulting from Acts of Unlawful Interference Involving Aircraft" (Unlawful Interference Convention). The other instrument, "the Convention on Compensation for Damage Caused by Aircraft to Third Parties" (General Risk Convention), modernizes the current legal framework provided for under the 1952 Rome Convention and related Protocol of 1978. It is desirable for us to ratify quickly the abovementioned two conventions such as Unlawful Interference Convention and General Risk Convention in order to settle reasonably and justly as well as the protection of the South Korean peoples.

• Korean Journal of Remote Sensing
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• v.37 no.6_1
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• pp.1773-1784
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• 2021

In order to minimize damage to oil spill accidents in the ocean, it is essential to collect a spilled area as soon as possible. Thus satellite-based remote sensing is a powerful source to detect oil spills in the ocean. With the recent rapid increase in the number of available satellites, it has become possible to generate a status report of marine oil spills soon after the accident. In this study, the oil spill area was calculated using various satellite images for the Symphony oil spill accident that occurred off the coast of Qingdao Port, China, on April 27, 2021. In particular, improving the accuracy of oil spill area determination was applied using high-resolution commercial satellite images with a spatial resolution of 2m. Sentinel-1, Sentinel-2, LANDSAT-8, GEO-KOMPSAT-2B (GOCI-II) and Skysat satellite images were collected from April 27 to May 13, but five images were available considering the weather conditions. The spilled oil had spread northeastward, bound for coastal region of China. This trend was confirmed in the Skysat image and also similar to the movement prediction of oil particles from the accident location. From this result, the look-alike patch observed in the north area from the Sentinel-1A (2021.05.01) image was discriminated as a false alarm. Through the survey period, the spilled oil area tends to increase linearly after the accident. This study showed that high-resolution optical satellites can be used to calculate more accurately the distribution area of spilled oil and contribute to establishing efficient response strategies for oil spill accidents.

• Journal of the Korean Institute of Intelligent Systems
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• v.25 no.3
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• pp.279-286
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• 2015

The rapid increase of the current marine accidents is mainly due to the human execution errors. In an effort to address this, various kinds of researches such as construction of the digital vessels and vessel information monitoring systems have been conducted. But for safe navigation of vessels, it lack on systems study which can efficiently store, utilize and manage the mass data accepted by the vessel. In this paper, we propose a VWS(Virtual World System) that is based on the architecture of intelligent systems RVC(Reactive Layer-Virtual World-Considerative Layer) model of intelligent autonomous navigation system. VWS is responsible to store all the necessary information for safe navigation of the vessel and the information services to the sub-system of intelligent autonomous navigation system. VWS uses topology database to express the specific problem area, and utilizes a scheduling to reflect the characteristics of the real-time processing environment. Also, Virtual World defines API for the system to reflect the characteristics of the distributed processing environment. As a case study, the VWS is applied to a intelligent ship autonomous navigation system, and simulation is done to prove the effectiveness of the proposed system.

• Journal of Navigation and Port Research
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• v.39 no.3
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• pp.199-207
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• 2015

In ports of Korea, the marine traffic flow is congested due to a large number of vessels coming in and going out. In order to improve the safety and efficiency of these vessels, South Korea is operating with a Vessel Traffic Service System, which is monitoring its waters for 24 hours. However despite these efforts of the VTS (Vessel Traffic Service) officers, collisions are occurring continuously, the risk situation is analyzed that occurs once in about 20 minutes, the risk may be greater. It investigated to reduce these accidents by providing a safety standard for collision danger in a timely manner. Thus, this study has developed a risk prediction module to predict risk in advance. This module can avoid collision risk to adjust the speed and course of ship using a risk evaluation model based on ship operator's risk perspective. Using this module, the ship operators and VTS officers can easily be identified risks in complex traffic situations, so they can take an appropriate action against danger in near future including course and speed change. To verify the effectiveness of this module, this paper predicted the risk of each encounter situation and confirmed to be capable of identifying a risk changes in specific course and speed changes at Busan coastal water.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.8
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• pp.98-106
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• 2020

This study examined the integrity of diesel engines for underwater vessels through failure analysis, analyzed the causes of abnormal diesel engine stoppage during building and examined the integrity of secondary damages. The diesel engine stoppage was analyzed by checking the temperature change of the piston before and after the abnormality and checking the damage. In addition, in order to analyze the secondary damage caused by the explosion, the tensile and compressive stresses transmitted to the crankshaft, the core part of the diesel engine, were calculated, and the stress distribution was examined through finite element analysis, but the crankshaft was designed by safety. It was confirmed that there was no damage to the crankcase even when the diesel engine was taken out of the ship and closely inspected. The integrity of the crank shaft was verified in advance for the occurrence of diesel engine emergency shutdown accidents through this research result. Therefore, the inspection and restoration were carried out to the minimum extent, and the quality of diesel engines was secured. This study is expected to be used as a reference for ensuring soundness in any future review of diesel engine quality problems.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.52 no.3
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• pp.241-247
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• 2016

The trawl fishery is an important fishery accounting for around 30.0% of adjacent water fishery production in Korea, and the commercial fishing is associated with high rate of fatal and non-fatal occupational injury. The hazard analysis for the fishermen's safety of offshore trawler was conducted to serve as basic data for improving the healthy and safe working environment of fishermen using fishermen's occupational accidents of the national federation of fisheries cooperatives (NFFC) from 2012 to 2014 (n=464). As a result, the occupational accident occurrence rate of large powered trawl fishery was 241.4‰ in east sea trawl fishery, 6.9 times the rate of that. In addition, death and missing rate was found to have very serious level management to 97.7‱ in east sea trawl fishery of death at 6.2 times. The accident occurred in 91.7 to 100.0% was happened at sea. The slipping, others and struck by object and son on occurred more frequently in order in the frequency of accident occurrence pattern. However, the occurrence rate of death and missing did not match the frequency of accident pattern. In other words, slipping occurred more frequently while death and missing risk was not high. The fall in the waters was low while death and missing risk was high. The results are expected to help identify and assess safety hazard occurred in offshore trawlers.

• Journal of Ship and Ocean Technology
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• v.5 no.3
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• pp.1-13
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• 2001

Present-day rules and regulations for the design and construction of ships are almost without exemption of a prescriptive and deterministic nature. Often it is argued that this situation is far from ideal; it does no right to the advances, which have been made during the past decades in engineering tools in marine technology, both in methodology and in computational power. Within IMO this has been realized for some time and has resulted in proposals to use Formal Safety Assessment(FSA) as a tool to improve and to modernize the rule making process. The present paper makes use of elements of the FSA methodology, but instead of working towards generic regulations or requirements, a Risk Assessment Approach, not unlike a 'safety case'; valid for a certain ship or type of ship is worked out. Delft University of Technology investigated the application of safely assessment procedures in ship design, in co-operation with Anthony Veder Shipowners and safety experts from Safely Service Center BV. The ship considered is a semi-pressurized-fully refrigerated LPG carrier. On the basis of the assumption that a major accident occurs, various accident, scenarios were considered and assessed, which would impair the safety of the carrier. In a so-called Risk Matrix, in which accident frequencies versus the consequence of the scenarios are depicted, the calculated risks all appeared lo be in the ALARP('as low as reasonable practicable') region. A number of design alternatives were compared, both on safety merits and cost-effectiveness. The experience gained with this scenario-based approach will be used to establish a set of general requirements for safety assessment techniques in ship design. In the view that assessment results will be most probably presented in a quasi-quantified manner, the requirements are concerned with uniformity of both the safety assessment. These requirements make it possible that valid comparison between various assessment studies can be made. Safety assessment, founded on these requirements, provides a validated and helpful source of data during the coming years, and provides naval architects and engineers with tools experience and data for safety assessment procedures in ship design. However a lot of effort has to be spent in order to make the methods applicable in day-to-day practice.

• Journal of Navigation and Port Research
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• v.27 no.2
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• pp.121-127
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• 2003

The Korea Maritime Police Agency(KMPA) is the national maritime Search and Rescuee (SAR) authority with the responsibility to promote an efficient organization of SAR services and to coordinate the conduct of SAR operations within the Korean Search and Rescue Region(SRR). The maritime SAR operations shall provide an adequate and effective search and rescue services to minimize the loss by rendering aid to persons in distress and property in the marine environment. The essence of a successful search and rescue operation is the speed with which it is planned and carried out because survivors who need assistance and whose chances of survival diminish rapidly with time. This paper aims to propose an optimal allocation model of maritime SAR fleet in view of minimizing the search and rescue time. When maritime accidents occur, rescue units have to reach to the distress scene within the specified time. For this, SAR units must be redeployed to an advanced base so that Rescue Units(RU) can reach to the scene of distress in the shortest possible time. The Korean maritime SRR is divided into 180 sub-areas in consideration of an operational and technical ability of SAR units. The suggested model is verified through an empirical application to the Korean maritime SRR. And also the Rescue Vessels(RV) required is estimated for each Rescue Co-ordination Center(RCC).

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2003.05a
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• pp.35-41
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• 2003

The Korea Maritime Police Agency(KMPA) is the national maritime Search and Rescue (SAR) authority with the responsibility to promote an efficient organization of SAR services and to coordinate the conduct of SAR operations within the Korean Search and Rescue Region(SRR). The maritime SAR operations shall provide an adequate and effective search and rescue services to minimize the loss of life, injury property damage or loss by rendering aid to persons in distress and property in the marine environment. The essence of a successful search and rescue operation is the speed with which it is planned and carried out because survivors who need assistance and whose chances of survival diminish rapidly with time. This paper aims to propose an optimal allocation model of maritime SAR fleet in view of minimizing the search and rescue time. When maritime accidents occur, rescue units have to reach to the distress scene within the specified time. For this. SAR units must be redeployed to an advanced base so that Rescue Units(RU) can reach to the scene of distress in the shortest possible time. The Korean maritime SRR is divided into 180 sub-areas in consideration of an operational and technical ability of SAR units The suggested model is verified through an empirical application to the Korean maritime SRR. And also the Rescue Vessels(RV) required is estimated for each Rescue Co-ordination Center(RCC).

• Journal of Navigation and Port Research
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• v.37 no.4
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• pp.401-407
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• 2013

In parallel with the development of ship equipment, bridge systems have been improved, but marine accidents due to human error have not been reduced. Recently, research in nautical bridge equipment has focused on suitable ergonomic designs in order to reduce these errors due to human factors. In a bridge of a ship, there are numerous auditory signals that deliver important information clearly to the sailors. However, only a few studies have been conducted related to the human recognition of these auditory signals. There are three types of auditory signals: voice alarms, abstract sounds, and auditory icons. This study was conducted in order to design more appropriate auditory icons using a sensibility evaluation method. The auditory icons were rated to have five warning situations (engine failure, fire, steering failure, low power, and collision) using the Semantic Differential Method. It is expected that the results of this study will be used as basic data for auditory displays inside bridges and for integrated bridge alarm systems.