• 무역상무연구
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• 제33권
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• pp.191-219
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• 2007

Section 39(5) of Marine Insurance Act 1906 concerns the case where with the privity of the assured, the ship is sent to sea in an unseaworthy state. The underwriters argue that the assured had"blind-eye knowledge" of the particular respect in which the ship was unseaworthy. Blind-eye knowledge requires a conscious reason for blinding the eye. There must be at least a suspicion of a truth about which one do not want to know and which one refuse to investigate. What has caused greater difficulty is the broad provision in s.17 which appears to be unlimited in its scope. The expression "utmost good faith" appears to derive from the idea of uberrimae fidei, words which indeed appear in the sidenote. The concept of uberrima fides does not appear to have derived from civil law and it has been regarded as unnecessary in civilian systems. S.17 raises many questions. But only two of them are critical to the decision of the present appeal-the fraudulent claim question and the litigation question. It is however necessary to discuss them in the context of a consideration of the problematic character of s.17. In the Star Sea Case, for the defendants to succeed in their defence under this part of the case the defendants have to show that claim was made fraudulently. They have failed to obtain a finding of fraud. It is not enough that until part of the way through the trial the owners failed to disclose to the defendants would have wished to see in order to provide them with some, albeit inadequate, evidential support for their alleged defence under s.39(5). The defence under s.17 fails. The Purpose of this work is to analyze the Star Sea Case, and to explore problems of the MIA relating to the judgement of this case.

• 한국축산식품학회지
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• 제38권3호
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• pp.468-475
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• 2018

The present trial was carried out to study the effect of sea buckthorn seed supplementation on egg quality of laying birds. A total of 160 Rhode Island Red${\times}$Fayoumi layers was divided into four groups of 40 birds each, which was further replicated four times with 10 hens per replicate. Group one was kept as a control, while other three groups were supplemented with sea buckthorn seed powder at a dose rate of 1 (T1), 2 (T2) and 3 (T3) g/kg of feed. The results showed that egg production was significantly (p<0.05) higher in T3 at the end of the study. Egg weight was significantly (p<0.05) high in T2 and T3 during week 39 and 40. Egg yolk weight was significantly (p<0.05) in T3 compared to the control. Significantly (p<0.01) lower egg cholesterol was recorded in T2 and T3. From the results of the present study, we concluded that laying hens supplemented with sea buckthorn at the rate of 2 and 3 g/kg improved the egg quality parameters and egg cholesterol.

• 한국양식학회지
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• 제21권4호
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• pp.309-316
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• 2008

사료내 다양한 사료 첨가제 공급에 따른 전복의 성장과 스트레스(공기중 노출, 급격한 온도 변화 및 급격한 염분 변화)에 대한 전복의 내성에 미치는 영향을 조사하였다. 21개의 직사각형 50 L 플라스틱 용기에 각각 70 마리의 치패(시작시 무게 4.2 g)를 수용하여 3개의 1.3톤 raceway에 분산 수용하였다. 다양한 원료의 사료첨가제를 이용하여 6종류의 실험사료 [대조구 (CON), 녹차부산물 첨가(BPC), 무화과엑기스 첨가(EF), 녹차엑기스 첨가(EG), 시판용 해록상품 첨가(PH) 및 Haematococcus 첨가(HC)]를 제조하였으며, 이들 실험사료의 유용성을 평가하기 위하여 건조 다시마(ST)를 공급하는 실험구와 비교하였다. 실험사료는 어분, 대두박 및 새우머리분을 주요 단백질원으로 공급하였으며, 덱스트린, 다시마분말 및 소맥분을 주요 탄수화물원으로 공급하였으며, 대두유와 어유를 주요 지질원으로 공급하여 주었다. 전복은 1일 1회 사료가 조금씩 남아서 만복시까지 먹게끔 충분한 양의 사료를 공급하여 주었다. 각 실험구는 3반복구를 두었으며, 총 사육기간은 16주간이었다. 16주간의 사육실험 종료후, 각 실험 구에서 생존한 전복은 10마리씩 무작위로 추출하여 공기노출, 급격한 온도 변화 및 급격한 염분변화의 스트레스를 주어서 이들의 누적폐사율을 조사하였다. 16주간의 사육실험 종료시 전복의 생존율은 다시마를 공급한 실험구에서 가장 높았다. 그러나 전복의 체중증가는 무화과엑기스, 녹차엑기스 및 해록상품을 첨가한 실험사료를 공급한 실험구에서 녹차부산물 첨가한 시험구 또는 다시마를 공급한 실험구에 비하여 유의적으로 높게 나타났다. 전복의 각장은 다시마를 공급한 실험구에 비하여 실험용 사료를 공급한 모든 실험구에서 유의적으로 높게 나타났다 다양한 형태의 스트레스에 노출시 전복의 누적폐사율은 다시마를 공급한 실험 구에서 낮게 나타났으며, Haematococcus 첨가구 및 무화과엑기스 첨가구에서도 비교적 낮은 전복의 폐사율을 보였다. 이상의 결과를 고려할 때, 본 실험에 이용된 다양한 사료첨가제는 전복의 성장을 개선시키는데 효과적이며, 특히 Haematococcus와 무화과엑기스는 다양한 형태의 스트레스의 내성을 개선시키는 사료 첨가제로서 이용 가능한 것으로 판단된다.

• 한국해양환경ㆍ에너지학회지
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• 제5권2호
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• pp.62-67
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• 2002

본 연구는 '천수용 다기능 해양폐기물 수거시스템 개발(PART I 초기 개념설계)'의 후속연구로서, 천수용 다기능 해양폐기물 수거시스템의 시스템 구성 및 성능시험 결과에 대하여 논한다(조[2003]). 수거깊이 15미터 이내의 항내 침적폐기물의 수거를 위한 다관절 수거시스템과 100미터 이내의 예인식 수거시스템이 개발되었다(해양수산부[2001]). 다관절 수거시스템은 부유폐기물, 침적 잔여폐기물의 수거, 작업의 고효율화를 위한 스틸와이어커터 시스템도 포함이 되어 다기능화 되어있다. 이 시스템의 시제품을 제작하여 수심이 낮은 해역에서 실해역 시운전을 수행, 시스템의 성능검증을 수행하였다. 결과로서, 개발된 시스템은 안전하고 원활하게 작동되어 시스템의 타당성을 입증하였다.

• 한국지반공학회:학술대회논문집
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• 한국지반공학회 2007년 가을학술발표회
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• pp.665-678
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• 2007

It was applied the grouting method to fill densely the space between the bottom of the caisson and the ground with the grout mixture mixed with anti-washout admixture after locating accurately the precast caisson on three concrete landing pads but it is far different from a costly conventional method, which place concrete to build the foundation of reinforcement concrete on the spot after excavating inside of the temporary coffering wall for the bridge foundation in the sea. To verify the grouting method in advance, the full-scale trial test was performed twice on the land. After confirming the fluidity of material for the injection and some possible problems during construction and then enhancing the original design, the main process is ongoing and it has been finished 12 spots until now. The purpose of this study is to introduces for the first time in Korea the grouting method including the automatic and the manual monitoring process applied to, based on the main process of the caisson foundation finished already in the site. In a similar construction it is sincerely expected to be referred to in the future.

• Journal of Advanced Marine Engineering and Technology
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• 제38권2호
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• pp.123-132
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• 2014

The maritime sector is advancing with dedicated endeavor to reduce greenhouse gas in addressing issues with regards to global warming. Since 01 January 2013, the International Maritime Organization (IMO) regulation mandatory requirement for Energy Efficiency Design Index (EEDI) has been in place and should be satisfied by newly-built ships of more than 400 gross tonnage and the Ship Energy Efficiency Management Plan (SEEMP) for all ships type. Therefore, compliance to this necessitates planning during the design stage whereas verification can be carried-out through an acceptable method during sea trial. The MEPC-approved 2013 guidance, ISO 15016 and ISO 19019 on EEDI serves the purpose for calculation and verification of attained EEDI value. Individual ships EEDI value should be lower than the required value set by these regulations. The key factors for EEDI verification are power and speed assessment and their synchronization. The shaft power can be measured by telemeter system using strain gage during sea trial. However, calibration of shaft power onboard condition is complicated. Hence, it relies only on proficient technology that operates within the permitted ISO allowance. On the other hand, the ship speed can be measured and calibrated by differential ground positioning system (DGPS). An actual test on a newly-built vessel was carried out to assess the correlation of power and speed. The Energy-efficiency Design Index or Operational Indicator Monitoring System (EDiMS) software developed by the Dynamics Laboratory-Mokpo Maritime University (DL-MMU) and Green Marine Equipment RIS Center (GMERC) of Mokpo Maritime University was utilized for this investigation. In addition, the software can continuously monitor air emission and is a useful tool for inventory and ship energy management plan. This paper introduces the synchronization and identification method between shaft power and ship speed for EEDI verification in accordance with the ISO guidance.

• 수산해양기술연구
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• 제50권3호
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• pp.368-377
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• 2014

Small yellow croaker is one of the important stocks in Korean waters. In this study, we conducted sea trials to estimate optimum height of a drift gill net for effective fishing of small yellow croaker. In the trial using existing net which has 9.2m in height, there was 22 species (1,180 fishes, 99.9kg) caught. The catch (in individuals) of small yellow croaker, especially larger fishes (over 22cm in FL), was higher as part of net height is higher, while the number of species bycaught and the catch of those species were higher as part of net height is lower. In the trial using extension net which has 18.4m in height, there was 27 species (2,030 fishes, 151.7kg). It showed same pattern with existing net in the section I to III, however, in the section IV which is over 13.8m of net height, the catch sharply decreased. The number of species bycaught and the catch of those species using extension net were also same as results using existing net. It showed that section III (9.2-13.8m) where is upper-middle part of the net has caught most of catch and large fishes having over 22cm in length. Through these results, it is judged that the setting depth of the net where is 4.6-13.8m above the sea bottom is the best to reduce bycatch and catch much more large size fishes, and the catch per net is proportional to filtering area of net. Therefore the Fisheries Resource Management Act (the clause 1, article 10) on the amount of usage for offshore drift gill net need to be considered not only length of a net but also net height.

• 한국해양공학회지
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• 제27권5호
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• pp.88-92
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• 2013

The icebreaking research vessel (IBRV) ARAON had her second ice trial in the Arctic Ocean in the summer season of 2010. During the voyage, the local ice loads acting on the bow of the port side were measured using 14 strain gauges. These measurements were carried out in three icebreaking performance tests. To convert the measured strains into the local ice pressures, a finite element model of the instrumented area was developed. The influence coefficient method (ICM), which uses the influence coefficient from the finite element model, and the direct method, which uses the measured strain, were selected as the conversion methods. As a result, the maximum measured pressure was 1.236MPa, and the average difference between ICM and the direct method was about 5% for an area of $0.2m^2$. The pressure-area relationship of the measurement falls below the range of the existing pressure-area curve, which is due to the low ice strength of melted ice in the summer.

• 대한조선학회논문집
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• 제31권3호
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• pp.135-144
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• 1994

본 논문에서는 한 차량운반선에서 발생했던 진동문제와 그 해결과정에 대하여 연구하였다. 선박의 거주구를 포함한 선미부 전체가 프로펠러의 날개주파수와 공진하는 매우 규모가 큰 진동문제였다. 일반적으로 차량운반선은 구조적 특성때문에 진동에 취약한 것으로 알려져 있다. 본 선박은 일반차량운반선과는 달리 트레일러, 특수차량 및 비정형 대형화물을 위한 선박이기 때문에 거주구 하부 및 화물창 내부에 횡격벽과 기둥이 전혀 없는 구조적 특징을 갖고있다. 이외에 과도진동의 원인이라고 생각되는 여러가지 구조적인 문제점을 살펴보았고 향후의 방진설계를 위한 개선대책을 검토하였다. 실선계측을 통한 진동양상의 파악과 유한요소해석을 통해 예측된 여러 보강안들의 효과를 비교 검토한 후에 비교적 적은 보강재를 사용하여 진동레벨을 50-80% 감소시킨 성과를 얻었다. 아울러 강제진동응답, 구조보강의 효과 그리고 화물적재에 따른 진동특성의 변화에 대해 실선계측치와 유한 요소해석의 결과를 비교 검토하였다.

• 한국해양공학회지
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• 제33권1호
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• pp.50-60
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• 2019

Recently, problems with excessive vibration of the radar masts of large bulk carriers and crude oil tankers have frequently been reported. This paper explores a design method to avoid the resonance of a radar mast installed on a large ship using various design of experiment (DOE) methods. A local vibration test was performed during an actual sea trial to determine the excitation sources of the vibration related to the resonant frequency of the radar mast. DOE methods such as the orthogonal array (OA) and Latin hypercube design (LHD) methods were used to analyze the Pareto effects on the radar mast vibration. In these DOE methods, the main vibration performances such as the natural frequency and weight of the radar mast were set as responses, while the shape and thickness of the main structural members of the radar mast were set as design factors. From the DOE-based Pareto effect results, we selected the significant structural members with the greatest influence on the vibration characteristics of the radar mast. Full factorial design (FFD) was applied to verify the Pareto effect results of the OA and LHD methods. The design of the main structural members of the radar mast to avoid resonance was reviewed, and a normal mode analysis was performed for each design using the finite element method. Based on the results of this normal mode analysis, we selected a design case that could avoid the resonance from the major excitation sources. In addition, a modal test was performed on the determined design to verify the normal mode analysis results.