• Journal of the Korean Society of Marine Environment & Safety
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• v.8 no.1
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• pp.15-52
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• 2002

According to International Maritime Organization. more than 50% of cargoes transported by sea today can be regarded as dangerous or hazardous ones, mainly consisting of chemical cargoes in bulk, likely solid or liquid and other materials, such as gases and products for and of the oil refinery industry. 46% of total cargoes handled in ports of Korea in 1999. is said to be dangerous cargoes. These dangerous and hazardous cargoes are quite within a high realms of possibility of accidents, likely to be grave disaster. This paper reviews current risk management system for the dangerous and hazardous cargoes sea-transportation, mainly focusing on the prevailing regal regimes in both USA and Korea. And it aims to suggest some points for advancing the existing Korean system.

• Journal of the Korean Institute of Navigation
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• v.22 no.1
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• pp.31-49
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• 1998

The technology of navigational instruments and the profession of going to sea have entered a time of dramatic change. A paradigm shift is taking place which will eventually make the industry unrecognizable to those who first went to sea only twenty years ago. This change is most emphatically seen in three areas: Automatic Identification System(AIS), Electronic Chart Display and Information System(ECDIS), and Voyage Data Recoreder(VDR). In order to make these new instruments to be fitted on board commerical ships, international requirements for enhacing the safety of navigation on the world's waterways, the Chapter V of International Convention for the Safety of Life at sea, 1974 as ameded(hereinafter referred to as "SOLAS"), are being also changed.o changed.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.51 no.5
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• pp.535-541
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• 2018

This study evaluated the sanitary state of seawater and shellfish in Yongnam-Gwangdo area from January 2014 to December 2016. The sampling stations for sanitary survey in Yongnam-Gwangdo area were composed of 41 seawater stations and 5 oyster Crassostrea gigas stations. The samples were collected monthly at each station. Shellfish-borne disease is associated with bacteria and viruses in the presence of fecal coliforms. Bacteriological pollution levels of shellfish increase with seawater quality. Therefore, fecal coliforms are very important criteria for evaluating the safety of fisheries in coastal areas. The geometric mean and the estimated 90th percentile ranges of total and fecal coliforms for seawater were 1.8-11.7, 2.8-233.6, <1.8-6.7 and 1.8-100.2 MPN/100 mL, respectively. The range of E. coli levels for oysters was <20-1,300 MPN/100 g. Based on various standards, the sanitary condition in Yongnam-Gwangdo area was evaluated as follows: clean area (Korean criteria), conditionally approved area (US criteria) and class B (EU criteria).

• Journal of the Korean Society of Marine Environment & Safety
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• v.7 no.3
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• pp.17-28
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• 2001

The wheelhouse front glass of a Fore-Bridge-Ship (Ro-Ro Ship) was broken by the shipping of water in rough seas, and then the flooding of seawater into the wheelhouse caused the uncontrollable condition of the ship. The hull which was entered into the floating condition rolled severely, and the heavy rolling caused secondary damage such as the collapse of a lot of cargo. It was an incredible accident because the height of bow freeboard was about 2.5 times higher than the standard height of minimum bow freeboard regulated by the International Load Line Convention(1966). And it would be also difficult for navigators to imagine a great deal of seawater flooding into the wheelhouse because the front glass was positioned at about 20m height above the sea surface. In this paper, we carried out the evaluation for the safety navigation of the Fore-Bridge-Ship numerically against ship's speed and encountering angle to the wave in each sea state of rough sea, by using the integrated seakeeping performance index (ISPI) which is able to evaluate synthetically the safety operation of ships. And then the problem on the application of the past criteria proposed as the safety navigation of a merchant ship was clarified by inquiring the dangerousness of the shipping of water at her bow deck, which caused the breakage of the wheelhouse front glass.

• Proceedings of KOSOMES biannual meeting
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• 2017.04a
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• pp.197-197
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• 2017

• Journal of IKEEE
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• v.16 no.1
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• pp.62-68
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• 2012

The planar microstrip antenna for the safety communication of life at sea is designed and manufactured to effectively receive the emergency wireless signal from the transmitter on the life vest. The proposed microstrip antenna in this paper is easy to make, light weight and cheap compared to other antennas because of printed antenna fabrication. To overcome the narrow bandwidth, large size and low gain characteristics of microstrip antenna, we use the IDMA(Identical Dual Patch Microstrip Antenna with Air-Gap) structure. The proposed antenna was fabricated with the use of 1.6mm FR4 and measured with the 28.7MHz(6.6%) of bandwidth and 3.04dBi of gain at the frequency of 426MHz. To validate the proposed antenna, we experimented the possible distance range at sea using the commercial UHF transceiver module and obtained over 5km distance for stable communication. This antenna can be widely applied to application of the UHF wireless mobile communication.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.49 no.5
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• pp.556-563
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• 2016

We examined the removal of hazardous heavy metals (Cd, Cr, and Pb) from laver Pyropia sp. using citric, hydrochloric, and nitric acids. Under the same conditions, the quality of the laver samples was also evaluated using the variation in absorbance and major mineral levels. The heavy metals that accumulated in raw laver samples after 3 days in seawater included Pb (117.79 μg/g), Cr (33.53 μg/g), and Cd (10.54 μg/g) in descending order. The rate of heavy metal removal from laver was higher at lower pH for all acids used. However, its color changed unsatisfactorily at pH 2.0. After 10 min in seawater at pH 2.5, the heavy metals in laver were eliminated in the order Cd (68.7–81.6%), Pb (57.7–67.0%), and Cr (31.9–49.4%) using the three acids. The differences in heavy metal removal among acid types were not significant. The laver quality was not affected after 20 min at the pH range of 2.5–4.0. The maximum removal of heavy metals was from laver soaked for 10 min in seawater at pH 2.5 using the organic acid, citric acid.

• Journal of the Korean Society of Marine Environment & Safety
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• v.15 no.4
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• pp.339-344
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• 2009

The joint cruises of six times between Korea and China were carried out for a better understanding of the environmental and oceanographical characteristics of the Yellow Sea for 6 years from 1998 to 2003. Zooplankton samples were collected one time per year at 24 stations on 3 lines of the Yellow Sea. The aim of this study is to understand the seasonal fluctuation of zooplankton community in the Yellow Sea. There is no trend on the spatio-temporal distribution of zooplankton. Copepoda, the major taxon of the Yellow Sea, was high in distribution in the eastern part and Chaetognatha in the western part of the Yellow Sea. In this results, the dominant copepods were Calanus sinicus, Paracalanus parvus s.l., Oithona atlantica, and Corycaeus affinis during the study periods. The density fluctuation of these dominant species may be an important factor in determining the fisheries resource of the Yellow Sea.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.10
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• pp.1044-1048
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• 2015

Recently, the viability of the Northern Sea Route has been receiving a remarkable amount of attention. Owing to global warming, glaciers in the Arctic Ocean have been melting rapidly, which has opened up navigation routes for ships with commercial as well as research purposes. At present, vessels can be economically operated along the Northern Sea Route four months of the year. However, studies have shown that the economical operating time may increase to six months by 2020 and year-round by 2030. Even though the conditions of the Northern Sea Route are extreme, the main reason for its use is that the route is shorter than the existing route using the Suez Canal, which provides an economic benefit. In addition, 25% of the world's oil reserves and 30% of its natural gas are stored in the coastal areas of the East Siberian Arctic region. Many factors are leading to the expectation of commercial navigation using the Northern Sea Route in the near future. To satisfy future demand, the International Maritime Organization established the Polar Code in order to ensure navigation safety in polar waters; this is expected to enter into force on January 1, 2017. According to the code, a ship needs to reduce its speed and analyze the ice for safe operation before entering into it. It is necessary to enter an ice field at a right angle to break the ice safely and efficiently. This study examined the operation along the course for safe navigation of the passage under several conditions. The results will provide guidelines for traffic officers who will operate ships in the Arctic Ocean.

• Journal of the Korean Society of Marine Environment & Safety
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• v.2 no.1
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• pp.57-65
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• 1996

The latest date, No. 1 YouII was grounded and sunk into the sea at MAMHYUNGJEDO ( South brother Island) in Sep. 21. 1995, and M.V. Sea Prince of V.L.C.C also made a big oil poullution accident owing to Typhoon "Paei" at front sea of Yeu Choun on Jul. 25. 1995. The large or small scall scale of oil poullution accident frequently was occurred about 300-350 cases per ine(1) year. The countries advanced in marine relations like as, nited Kingdom and Japan, have perfect system The country of expert education, training and oil recovery equipments in oil poullution accidents. The large quantity oil skimming ship's basic condition need general skimming ship which was high speed and large quantity skimming ability , and hve to store the recovered oil into tanks This oil skimming shop are composit the skimmer whuch move up and down according to the wace movements, storage tank which storage the recovered oil in after side, transfer pump which transformed from flooding tank to separating tank and separating tank which separated the oil mixtures, Also there are cylindrical floated which keep the auto positing, gate which keep the auto positing, gate which protect and guide the recovering oil from sea and balance weight for skimmer balance. Also there are cylindrical floated which keep the auto positing, gate which protect and guide the recovering oil from sea and balance weight for skimmer balance. The important arrangement is twin arm which moved by two hinge and move te skimming unit by wave movement. In gate of inside, made long wear in the gate bellow position, there are also connected the flexible hose for oil mixtures drop. The separating tank composited with multi-divided bulkhead for ffective oil and sea water separating by settling and flotation principle. As use the above natural princile and equipment, we can remove the large quantity oil by developed oil skimming ship.ming ship.