• Journal of the Korean Society of Marine Environment & Safety
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• v.12 no.4 s.27
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• pp.293-300
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• 2006

Domestic laws such as Korea Marine Pollution Prevention Law (KMPPL) which has been mae and amended according to the conclusions and amendments of various international conventions for the prevention a marine pollution such as MARPOL 73/78 were reviewed and compared with the major contents of the relevant international conventions. Alternative measures for legislating new laws or amending existing laws such as KMPPL for the acceptance of major contents of existing international conventions were proposed. Annex VI of MARPOL 73/78 into which the regulations for the prevention of air pollution from ship have been adopted has been recently accepted in KMPPL which should be applied to ships which are the moving sources of air pollution at sea rather tlnn in Korea Air Environment Conservation Law which should be applied to automobiles and industrial installations in land. The major contents of LC 72/95 have been accepted in KMPPL However, a few of substances requiring special care in Annex II of 72LC, a few of items in characteristics and composition for the matter in relation to criteria governing the issue of permits for the dumping of matter at sea in Annex III of 72LC, and a few of items in wastes or other matter that may be considered for dumping in Annex I of 96 Protocol have not been accepted in KMPPL yet. The major contents of OPRC 90 have been accepted in KMPPL. However, oil pollution emergency plans for sea ports and oil handling facilities, and national contingency plan for preparedness and response have not been accepted in KMPPL yet. The waste oil related articles if Basel Convention, which shall regulate and prohibit transboundary movement of hazardous waste, should be accepted in KMPPL in order to prevent the transfer if scrap-purpose tanker ships containing oil/water mixtures and chemicals remained on beard from advanced countries to developing and/or underdeveloped countries. International Convention for the Control if Harmful Anti-Fouling Systems on the Ships should be accepted in KMPPL rather tlnn in Korea Noxious Chemicals Management Law. International Convention for Ship's Ballast Water/Sediment Management should be accepted in KMPPL or by a new law in order to prevent domestic marine ecosystem and costal environment from the invasion of harmful exotic species through the discharge of ship's ballast water.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.2
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• pp.129-137
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• 2013

In order to obtain quantitative basic data for marine oil pollution prevention, the statistics of oil spill incidents in Korea and in the world for 20 years from 1993 to 2012 were collected and analyzed with relation to the number of oil spills and the amount of oil spilt. In Korea for 20 years, total number and average annual number of oil spills were 6,608 cases and nearly 330 cases/year, respectively, and total volume and average annual volume of oils spilt were 57,328 kL and nearly 2,866 kL/year, respectively. Due to major oil spills from oil tankers, annual volumes of oils spilt in Korea were sharply increased to 15,388 kL in 1993, 15,773 kL in 1995, 3,428 kL in 1997 and 13,008 kL in 2007. In case of worldwide oil spills for 20 years, total number and average annual number of oil spills of 8 kL (or 7 tonnes) and above were 420 cases and 21 cases/year, respectively, and total amount and average annual amount of oils spilt 8 kL (or 7 tonnes) and above were about 800,000 kL (or 704,000 tonnes) and about 40,000 kL/year (or 35,200 tonnes/year), respectively. Major oil spills from oil tankers increased massively annual amounts of oils spilt worldwide to about 159,000 kL (or 140,000 tonnes) in 1993, about 147,600 kL (or 130,000 tonnes) in 1994, about 90,900 kL (80,000 tonnes) in 1996, about 81,800 kL (72,000 tonnes) in 1997 and about 76,100 kL (or 67,000 tonnes) in 2002. Obvious correlation between annual number of oil spills and annual amount of oil spilt was not found in both Korea and the world, while both annual number and annual volume tended to decrease with the lapse of year in both Korea and the world, though there were wide fluctuations from year to year in both annual number of oil spills and annual amount of oils spilt worldwide and in Korea for 20 years. From 2008 to 2012 worldwide, there were sharp decreases in both annual number and annual amount of oil spills. In particular, no oil spill of 800 kL (or 700 tonnes) and above occurred in the year of 2012.

• Journal of the Korean Society of Marine Environment & Safety
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• v.14 no.3
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• pp.177-181
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• 2008

In this study, the authors analyzed the limit of IOPC Fund system, such as limit of compensation, amount of FC, long period of assessment by IOPC Fund, issue of non verification by poor claimant or small business, issue of poor claimant subsistence in early stage of accidents, and comparatively analyzed how the three countries resolved these limits by enacting special laws and government policy. Until recently most governments have carried out prevention policy for maritime safety, oil spill response, investigation of maritime accidents, and restoration of marine environment when oil spill accidents happened. However, governments have not actively participated in the oil spill compensation process because it is a matter of private sectors between the polluter and claimant. The governments have only limited their role in ratifying Civil Liability Convention and Fund Convention and enacted relevant domestic laws. However, the governments of France, Spain, and Korea have actively participated in the compensation process of oil pollution incidents of M/T Erika, M/T Prestige, and M/T Hebei Spirit. This is because they had experiences of unsuccessful compensation in M/T Amoco Cadiz, M/T Agean Sea, and M/T Sea Prince.

• The KSFM Journal of Fluid Machinery
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• v.19 no.4
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• pp.48-53
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• 2016

The centrifugal separator which uses gravity separation method for oil-water separation, rotating at high-speed, is one of the most commonly used device for controlling the amount of the oil in waste water collected in bilge. The IMO (International Maritime Organization) has set regulations, also known as MARPOL 73/78, for the prevention of marine pollution. In addition, DET NORSKE VERITAS (DNV) has set standards regarding the assignment of Environmental Class Notation, CLEAN or CLEAN DESIGN, of ships. One of the requirements for classification is that in addition to conforming to MARPOL 73/78, more stringent measures must be taken as well. One of these measures is to limit the oil concentration in bilge water to less than 5ppm. So in this study, an Oil-Water Separator (OWS) is used together with multiple separating plates as a filtration system to be used as an oil-water separation device. The OWS operates using centrifugal separation in which the mixture is separated by centrifugal forces. The main purpose of this paper is to present the OWS separation efficiency according to the rotation speed, mass-flow rate, the angle and the number of stacked layers of the laminated plate using Computational Fluid Dynamics (CFD). Improvements to the device will be investigated from these results.

• Journal of the Society of Naval Architects of Korea
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• v.36 no.3
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• pp.115-121
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• 1999

Marine casualties of dangerous cargo carriers lead to not only the loss of human life and properties, but also marine pollution caused by spilled oil and hazardous cargo. So the prevention of marine casualties and emergence response to minimize pollution are very important problems to be settled. But until now, most of salvage assistance jobs have been done based on rule of thumb without any technical support. It is not easy to cope with the incidents safely and rapidly under the current situation. The purpose of this paper is to develop a systematic and engineering salvage assistance tool available in the casualty sites. This paper contains the construction of salvage system, classification of technical items, and prototype system for the safety assessment. The developed system enable a salvage engineer in his/her salvaging jobs to perform safely and promptly.

• Journal of the Korean Society of Marine Environment & Safety
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• v.14 no.1
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• pp.83-87
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• 2008

We have a lot of interest in alternative fuels to provide energy independence from oil producing country and to reduce exhaust emissions for air pollution prevention. Biodiesel, which can be generated from natural renewable sources such as new or used vegetable oils or animal fats, may be used as fuel without change of engine structure in diesel engine of compression ignition engine. In this paper, the test results on specific fuel consumption and exhaust emissions of neat diesel oil and biodiesel blends(10 vol.% biodiesel and 20 vol.% biodiesel) were presented using four stroke, direct injection diesel engine. Especially this biodisel was produced from rape oil at our laboratory by ourselves. This study showed that specific fuel consumption and NOx emission were slightly increased, on the other hand CO emission and Soot were tolerably decreased more in the case of biodiesel blends than neat diesel oil.

• Journal of the Korean Society of Industry Convergence
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• v.26 no.1
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• pp.175-181
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• 2023

In offshore plants, various equipments including cranes and davits are used for safety management. Hydraulic cylinder type actuators are mainly used for luffing operations such as cranes and davits. However, in the case of a cylinder using hydraulic pressure, a separate power pack is required to supply hydraulic pressure. When used for a long time, maintenance costs such as sticking of hydraulic valves, contamination of hydraulic oil and deterioration of hydraulic hoses occur. In addition, a lot of hydraulic oil is used in the handling of cranes and davits, which causes marine pollution due to management problems. As a result, as interest in marine pollution prevention has increased recently, interest in actuators that do not use hydraulic pressure is also increasing. Therefore, in this study, we intend to develop a davit with an electric cylinder type actuator that uses electricity rather than hydraulic pressure by the SOLAS regulation. In other words, the conceptual design of the davit driven through the linear motion of the ball screw using electricity is performed, and the structural safety of the drive is also reviewed so that it can be utilized in the industrial field.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.694-700
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• 2018

Korea has disposed of medium and low level radioactive waste generated by operating nuclear power plants permanently through the radioactive waste repository located in Gyeongju. However, the maritime transport of radioactive waste is exposed to the risk of marine accidents, and it will be necessary to introduce a system to secure safety from the viewpoint of the function and role of the Korea Coast Guard. Especially, Korea is affected by large-scale marine accidents, such as the Hebei Spirit or Sewol accidents. From this point of view, we analyzed the current status of Korea radioactive waste shipping and examined the response systems of major foreign countries. As a result of examining major cases of accidents, we have operated an Emergency Towing Vessel (ETV) fleet centering on European countries in order to respond urgently to marine casualties that may have social, regional and international effects, such as accidents of similar nuclear material carriers and dangerous cargo ships. It proves a partial effect. Based on this, we propose the introduction of the Korean ETV System. In other words, it is necessary to respond to large-scale marine accidents that could lead to enormous environmental, property, and personal damage, such as marine accidents involving nuclear material ships, large oil tankers, and large passenger ships. For this, it seems necessary to introduce Korea ETV, which can carry out emergency towing, oil pollution control function, large - scale rescue equipment and manpower. This will lead to the enhancement of the Korea Coast Guard response to marine accidents, and will not miss the golden time of the initial response to the national disaster, which will help protect precious people, property and the environment.

• Journal of the Korean Society of Marine Environment & Safety
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• v.11 no.2 s.23
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• pp.41-49
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• 2005

In general, the criminal responsibility of seaman should always be directly assumed by the seamen, according to the principle of self-incrimination. Therefore, the only possible countermeasures for the criminal responsibility of seamen may be to reduce the responsibility by using criminal procedures (ex. the warrant substance examination system, the review system of legality for confinement as much as possible. Another possibility is to reduce the penalty through the revision of the law. In detail, concerning the problem of fine, the maximum fine for oil spill accidents by criminal negligence is KRW 30,000,000 under the current Ocean Pollution Prevention Act, and when an oil spill occurs, the maximum fine tends to be levied regardless of the amount of the spilled oil; thus, it is judged that grading the fine according to the amount of spilled oil may be worth considering. Regarding P & I's payment of fine, contrary to general belief, it is only possible to make up the loss when P & I takes up the legal responsibility or acknowledges its payment. In order to solve the problem, it is possible to consider the option of introducing new collective insurance program or mutual aid system. Also, as seamen are not specialists in legal issues, the ship owners' association or the marine afficers' association need to develop some program through which they can receive systematic assistance from legal specialists including lawyers when they encounter any legal problems (ex. free legal aid programs for farmers and fishermen). Finally, it may be possible to establish enact new laws or revise the existing Act on Special cases Concerning the Settlement of Traffic Accidents to insert a new section on marine accidents.

• Journal of the Korean Society for Marine Environment & Energy
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• v.19 no.4
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• pp.322-331
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• 2016

Oil budget calculator identifies the removal pathways of spilled oil by both natural and response methods, and estimates the remaining oil required response activities. A oil budget calculator was newly developed as a response tool for Deepwater Horizon oil spill incident in Gulf of Mexico in 2010 to inform clean up decisions for Incident Comment System, which was also successfully utilized to media and general public promotion of oil spill response activities. This study analyzed the theoretical background of the oil budget calculator and explored its future application to Korea. The oil budge calculation of four catastrophic marine pollution incidents indicates that 3~8% of spilled oil was removed mechanically by skimmers, 1~5% by in-situ burning, 4.8~16% by chemical dispersion due to dispersant operation, and 37~56% by weathering processes such as evaporation, dissolution, and natural dispersion. The results show that in-situ burning and chemical dispersion effectively remove spilled oil more than the mechanical removal by skimming, and natural weathering processes are also very effective to remove spilled oil. To apply the oil budget calculator in Korea, its parameters need to be optimized in response to the seasonal characteristics of marine environment, the characteristics of spilled oil and response technologies. A new algorithm also needs to be developed to estimate the oil budget due to shoreline cleanup activities. An oil budget calculator optimized in Korea can play a critical role in informing decisions for oil spill response activities and communicating spill prevention and response activities with the media and general public.