• Proceedings of the Korean Nuclear Society Conference
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• 2005.10a
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• pp.438-439
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• 2005

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.2
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• pp.220-228
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• 2019

To determine the horizontal and temporal distribution of common squid larvae, Todarodes pacificus (hereafter T. pacificus), we conducted surveys using an IKMT net (mesh size: $500{\mu}m$) with a Fisheries Research Vessel (FRV, TAMGU 21) in the southwestern part of the East Sea in summer (August and September) and autumn (November) 2015. A total of 228 larvae, ranging in mantle length (ML) from 1.4 mm to 21.9 mm, were collected at 35 stations over the research period. The monthly average mantle length of T. pacificus larvae did not differ significantly in August, September and November. (p > 0.05). Catch densities at positive stations ranged between 0.1 and $7.9inds./1,000m^3$ over the research period. Incidence rates of T. pacificus larvae were similar over three months, in the study area (62.9 % - 68.6 %). The 4 - 5 mm mantle length range had the highest frequency in size-frequency distributions for T. pacificus larvae. The larval survival temperature ($15-24^{\circ}C$) at positive stations for catch densities was located below a 20 m depth in August whereas it was located at the surface of the water in September and November. The survival temperature for larvae existed from the bottom to the surface of the water where larvae were sampled larvae in shallow sea areas. However, the larval survival temperature occurred in a shallower location than the upper layer of the thermocline in deep sea areas at a depth below 100 m.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.1
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• pp.40-46
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• 2015

Arctic Ocean has rapidly melted due to global warming, by this, commercial ship has been operating through the area. Reason to develop the Northern Sea Route(NSR) even in extreme conditions, the distance than the existing route is shortened, which bring economic benefits. For these reason, the International Maritime Organization(IMO) established safety standards of the Arctic navigation(Polar Code) in order to ensure safe operation in the Northern Sea Route. In this study, it has been described ice types and safety standards of Artic vessel what officer needs to know for safe navigation on the Arctic Ocean. And It was verified by simulation the theoretical knowledge for the safe operation of the Arctic vessel. As a result, it was found that ship needs to reduce speed and analyze ice for safe operation before enter into the ice, it is necessary to enter at right angle to break ice safety and efficiently. Also according to the result of the simulation of navigation entering in ice channel(Lead), it was difficult to change course, it is believed that require emergency training for passing Vessel. In the future, It shall be analyzed precisely under various conditions of scenario.

• 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.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2014.06a
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• pp.68-69
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• 2014

At the present, ship traffic monitoring and management are focused on the harbor area and the specified coastal zone in South Korea. It, however, is required that the Jurisdictional Sea Area of South Korea is monitored from two viewpoints: Safety and Security. Through a safe sea line (transport route) over the world, it is possible to expand our ocean economical territory. As a first step, we have been in field campaigns for integrated ship monitoring on the Ieodo Ocean Research Station in November 2013 after the first test in Gyunggi Bay.

• Journal of Ocean Engineering and Technology
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• v.13 no.4 s.35
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• pp.82-97
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• 1999

A deep sea vehicle must be designed to ensure its safety under ultra-high pressure circumstances. If a pressure housing of a deepsea vehicle is collapsed by ultra-high pressure, the deepsea vehicle may be lost. The objective of this paper is to introduce a design collapse pressure for the deep sea pressure vessel which is composed of one cylinder and two hemispheres. Especially the collapse pressure of hemispherical shell with a hole at top is analyzed by a variational approach (weighted residual method). And for the purpose of design, the salty factor of collapse pressure is presented which is analyzed by interpolation method.

• Proceedings of KOSOMES biannual meeting
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• 2007.11a
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• pp.115-119
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• 2007

The system of civil security service is analyzed and reviewed in order to induce it to maritime security domain. A system of civil maritime guarder who provides security service and cooperates with coast guard at sea is proposed. It is expected not only that some expecters on the field of maritime security service are built up but that the Qualities of security services are improved in considering characteristics of sea control and coast guard.

• Proceedings of KOSOMES biannual meeting
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• 2005.05a
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• pp.53-61
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• 2005

Dokdo, a group of 33 small and rocky Islets, in the East Sea have been administered by Korea for years since 1953 and are currently occupied by Korean Police Unit. Located about 217Km off the eastern border of Korea and 87Km east of UIleung Island in North Gyeongsang Province. Situated in the East Sea of Korea, Dokdo itself has valuable strategic implications for Korea as well as another countries such as Russia, Japan, U.SA etc. The first historical testimonies to Dokdo were in Korean documents referring to it as a part of an independent island district known as Ulleung Island(Usanguk), which was incorporated into Silla Kingdom in 512 A.D. in '1454 Sejong Authentic History'. Historically, since at least 1881, the island has been called Dokdo by Koreans, meaning 'Rock Island' or 'Lonely Island'. Also Korea, which regained a full sovereignty and have exercised it for decades continuously, keeps a small police detachment on the Island. That is, Dokdo is under effective control of Korea until today. Therefore Dokdo, which is a problem that is related to our territory and sovereignty, is clearly a cluster of Islands of Korea.

• Journal of the Korean Institute of Navigation
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• v.24 no.5
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• pp.373-383
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• 2000

The ship’s safe mooring stability is a principles for the safe cargo handling works at the mooring berth. Today numerous standards, guidelines and recommendations concerning mooring practices, fittings and equipments exist throughout the worldwide maritime industries. In recently, the mooring facilities were constructed as dolphin types at the open sea area apart far from shoreside instead of enclosed coastline area in accordance with increasing ship’s size and for preventing environmental pollution. Therefore the exciting wave condition must be considered as a basic environmental criteria with the wind force and current force for all of the mooring ships at the sea berth facilities. In this study, this added wave force as one of the environmental external forces by using the theoretical formula was applied to the LNG ship in Pyeongtaeg harbor needed the special mooring stability of the sea berth. Through this research, it can be confirmed that wave force is the very important factor in the mooring force and the strength of wave force works much more in the full laden condition than in the lightship condition. And also the wave force changes to non-linear states according to the wave frequency and wave length. In addition, the maximum limit criteria of environmental force of prohibiting the entering ship on the berth and loading works controlled by the port authority concerned of Pyeongtaeg port fully satisfies the condition of the mooring limit force recommended by OCIMF that the safe permitted force of the mooring line have to be within 55 % of MBL.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.10a
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• pp.192-195
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• 2013

Commercialization of AIS, it make be possible to provide VTS service efficiency and to decide quickly navigational action among vessels. Communications at sea mostly doing by communicating equipments(SSB, VHF, etc.). Especially, it is impossible to provide VTS service to non-listening vessels and non-reponse vessels. These vessels are main reason that make the problems communcating among vessels at sea. Solution of these, Displaying stand by channel of each vessels in real time, it can be improve response rate(factor) to non-listening vessels and non-response vessels. It will bhe helpful to improve safety at sea.