• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2018년도 추계학술대회
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• pp.248-255
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• 2018

Deep-sea fishing vessel No. 501 Oryong was fully flooded through the openings and was sunk down to the bottom of sea due to the very rough sea weather on the way of evasion after fishing operation in the Bearing Sea with many crews dead and/or missed. In this study, calculation of ship stability was carried out using KST-SHIP(ship calculation system of KST), considering the effect of flow fluid and fish catch arrangement according to the progress of its sinking accident, and damage stability was analyzed. For this study, intact stability calculation of its accident ship under the full load departure condition and its calculation result were verified by comparing with each other, and intact stability according to displacement from the departure of accident ship just before the accident was calculated and analyzed. Damage stability was calculated according to the progress during sinking accident and also analyzed.

• 수산해양교육연구
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• 제27권3호
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• pp.696-705
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• 2015

Approximately 4,000 vessels including sea trial ships per day are passing, entering or departing from Korea coastal waterway. Sea trial ships have erratic navigating patterns such as quick turning, crash stop and do not communicate with other vessels in appropriate time, so sea trial ships are often to expose dangerous situation such as collision in heavy traffic area. To identify the sea trial vessel's risk factors, this paper surveyed marine traffic volumes for 7 days in Korea harbour & coastal waterway, and it analyzed marine accident rate and intended to identify the risk degree of passing vessels. After that, this researched how many sea trial ship's traffic and what is the sea trial risk among sea trial items. We also conducted survey questionnaire and identified risk factors of sea trial ship. So this paper aimed to enhance the safety of korea coastal waterway to prevent sea trial ship's marine accident.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2018년도 추계학술대회
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• pp.241-247
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• 2018

Deep-sea fishing vessel No. 501 Oryong was fully flooded through its openings and sunk to the bottom of the sea due to the very rough sea weather on the way of evasion after a fishing operation in the Bearing Sea. As a result, many crew members died and/or were missing. In this study, a full-scale ship flooding and sinking simulation was conducted, and the sinking process was analyzed for the precise and scientific investigation of the sinking accident using a highly advanced Modeling & Simulation (M&S) system of the Fluid-Structure Interaction (FSI) analysis technique. To objectively secure the weather and sea states during the sinking accident in the Bering Sea, time-based wind and wave simulation at the region of the sinking accident was conducted and analyzed, and the weather and sea states were realized by simulating the irregular strong wave and wind spectrums. Simulation scenarios were developed and full-scale ship and fluid (air & seawater) modeling was performed for the flooding sinking simulation, by investigating the hull form, structural arrangement & weight distribution, and exterior inflow openings and interior flooding paths through its drawings, and by estimating the main tank capacities and their loading status. It was confirmed that the flooding and sinking accident was slightly different from a general capsize and sinking accident according to the simple loss of stability.

• 수산해양교육연구
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• 제23권3호
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• pp.351-360
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• 2011

In order to reduce the casualties of fishing boats, the author analyzed the fishing boat accident on the 412 cases in Korean maritime safety tribunal for the 2005~2009, and then studied the relation between the weather element and the accidents. According to this studies, the occurring ratio of sea casualty for fishing boat in fog weather was appeared 1 boat per 1.6 days. It means that the restricted visibility condition gives the most influence on the fishing boat accident. The casualties in winter season from November to next January occurred 139(33.7%), and small boats less than 50tons broke out more casualties with 68.4%. From this we can find that small fishing boats are very deeply affected on the sea weather condition. According to the boat types for fishing the casualty of jig boat was ranked first, and collision accident account for first with 77.9% for the types of casualties. As mentioned above, most sea casualties for small fishing boats were resulted from the human factors such as poor watch keeping in invisibility and the bad sea condition, it is necessary for navigation operators and the manager to take more attention to the meteorological factors.

• 한국항해항만학회지
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• 제41권6호
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• pp.451-466
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• 2017

원양어선 제501 오룡호는 황천 중인 베링해에서 조업 후 피항하던 중 개구부를 통한 침수로 인하여 침몰하였으며 많은 선원들이 사망하고 실종되었다. 본 연구에서는 유체-구조 연성(Fluid-Structure Interaction, FSI) 해석기법의 고도 정밀 M&S(highly advanced Modeling & Simulation) 시스템을 사용하여 실선 침수 침몰 시뮬레이션을 수행하여 침몰사고의 과정을 정확하고 과학적으로 분석하고자 하였다. 베링해 침몰사고 시의 기상 및 해상상태를 객관적으로 확보하기 위하여 침몰사고 지역의 시간대별 기상 및 해상 시뮬레이션을 수행하여 침몰사고 당시 파랑과 강풍 등을 분석하고, 불규칙 파랑과 강풍 스펙트럼을 사용하여 구현하였다. 사고선박의 선체 도면 등을 통하여 선박의 선형, 배치 및 중량 분포와 외부 해수 침수 개구부 및 선내 침수 경로를 분석하고 주요 탱크들의 용적과 그들의 중량 분포를 추정하여 침수 침몰 시뮬레이션을 위한 시나리오를 작성하고, 사고선박의 전선과 유체(공기 및 해수)를 상세 모델링을 하였다. 본 연구를 통하여 침수 침몰사고는 단순한 복원성의 부족으로 인한 일반적인 전복 침몰사고와는 다소 차이가 있다는 것도 확인할 수 있었다.

• 한국시스템다이내믹스연구
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• 제16권2호
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• pp.5-32
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• 2015

Last year, a disastrous accident happened on the sea. Car ferry Se-wol which was on its way from In-cheon to Je-ju sank in the middle of the western sea. 304 passengers were drowned at the sea in the accident. There were no passengers who were waiting on board ship rescued in the accident. This study is to review the pattern of decision making in the middle of saving a life, right after Se-wol was about to sink. The starting point of this study is decision making on the rescue by rescue corps with no expert knowledge at the initial stage. When it comes to saving victims, there was no expert on rescue on the sea. Failure in rescue at Se-wol disaster lets us find a vicious circle of positive feedback loop. Experts with no experience act like well-qualified persons. Unqualified persons(leaders) have no expertise. Those who pretend to be expert occupy the important post in the hierarchy. It means we could not accumulate expertise of know-how in rescue division. That's why a vicious circle of positive feedback is formed in areas of disasters. It is necessary to train experts in Government Organizations to weaken the vicious circle of positive feedback.

• 한국항해항만학회지
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• 제42권6호
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• pp.459-468
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• 2018

원양어선 제501 오룡호는 황천 중인 베링해에서 조업 후 피항하던 중 개구부를 통한 침수로 인하여 침몰하였으며 많은 선원들이 사망하고 실종되었다. 본 연구에서는 사고선박 침몰사고의 진행상황 별 유동수 영향과 어획물 배치 등을 고려한 선박복원성 계산을 KST-SHIP (선박안전기술공단 선박계산시스템)을 사용하여 수행하고 사고선박의 침몰사고 시의 침수 후 선박복원성을 분석하였다. 먼저 만재출항상태 (Full Load Departure Condition)에서의 사고선박의 비손상 복원성 계산서와 KST-SHIP을 사용한 비손상 선박복원성 계산 결과를 비교하여 검증하고, 사고선박의 출항 시부터 사고 직전까지의 배수량에 따른 비손상 복원성 계산을 수행하여 비손상 복원성을 분석하였다. 또한 사고선박 침몰사고 시의 진행상황 별 침수 후 선박복원성 계산을 수행하여 침수 후 복원성도 분석하였다.

• 한국측량학회:학술대회논문집
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• 한국측량학회 2004년도 추계학술발표회 논문집
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• pp.491-495
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• 2004

Harbor and bay is essential social overhead capital to our country economy national security. This harbor and bay is ever-present danger of marine accident by massed sea traffic discharge. A nautical mark in sea maintains safety of sea traffic and establishes in sea for increase of efficiency of ship service to prevent this sea accident. In this study, position of light buoy that establish for safety of harbor and bay that decided adjacent district along the coast base point by utilization method of intersection and evaluated and compares with DGPS measurement techniques.

• 환경정책연구
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• 제8권1호
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• pp.97-127
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• 2009

독일에 있어서 북해와 동해는 여러 측면에서 매우 중요한 의미를 가지고 있다. 북해의 연안국에게 북해변의 경제적 의미가 매우 크다. 이곳에는 수많은 항만들 외에 많은 공업시설이 있으며, 이곳은 또한 농업 발달지역이기도 하다. 바닷물과 강물이 섞인 곳(Brackwassermeer)인 동해의 특징은 북해와는 협수로 연결이 되어서 북해와의 물의 순환이 원활하지 못한 지정학적 위치 때문에 북해처럼 빠른 속도로 유해물질이 처리될 수 없다는 점이다. 크고 작은 선박사고 및 각종 오염 원으로부터 보호하기 위해 동해는 특히 HELKOM협약을 통하여, 그리고 북해는 OSPAR협약을 통하여 노력을 기울이고 있다. 또한 선박사고 시 예인선에 관하여 NethGer-Plan과 DenGer-Plan을 통하여 네덜란드와 독일, 덴마크와 독일간에 협조가 이루어지고 있다. 1995년에 브레멘 부근에서 발생한 팔라스(Pallas)호 사건 이후 독일에서는 미래의 해양안전을 위해서 사용가능한 자원에 대한 연안 각 주간의 협조가 개선되어야 할 필요성이 증대되었다. 그 결과 2003년 1월 1일에 연방과 연안 주정부들은 공동으로 하바리 코만도(Havarie-Kommanando 선박사고 대책부대)를 조직하였다. 하바리 코만도는 중대한 선박 사고 발생 시 대국민작업 및 선박 사고 관련 조직의 동원을 통합적으로 지휘하는 업무를 담당하는 것을 골자로 각 업무별 담당기관의 조정을 위한 연방-주 공동 기관이다. 또한 해상에서의 비상사태 시 연방과 주의 참여기관, 각 해운회사, 헬리콥터 회사인 Hiking-Helicopters-Service 등과의 협동이 잘 이루어지고 있으며, 동해 최대 여객선사인 독일-덴마크 선박회사인 Scandlines, ARGE Kuestenschutz와도 공조가 잘 되고 있다.

• 한국환경독성학회:학술대회논문집
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• 한국환경독성학회 2004년도 Sharing Experience of Human and Ecological Risk Assessment and Management in Asia/Pacific Region
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• pp.97-97
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• 2004