• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2004년도 추계학술대회
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• pp.337-342
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• 2004

인천항의 송도 신도시와 영종도 인천국제공항을 이어주는 제2연륙교 건설사업이 1999년 민간제안사업으로 정부에 제안되어 3차례에 걸친 동항 안전성 연구에도 불구하고 적정 교각폭이 결정되지 못하고 있다. 따라서 본 연구에서는 인천항의 제2연륙교 설치시 왕복동항이 가능한 교각폭으로 설계한 경우를 대비하여 10,000G/T이상 선박이 일방동항으로 항로폭을 설계할 경우의 항만운용효율 변화 및 경제성을 분석하고자 한다. 연구결과, 제2연륙교 항로의 왕복통항대비 10,000G/T 이상 일방동항시 제2연륙교 주경간 항로에서의 총대기시간은 2011년도에 20,362 시간, 2020년에는 24,544으로 평가되었다. 따라서 10,000G/T이상 선박의 일방동항에 따른 체선${\cdot}$체화비용으로 2011년에 약197억원, 2020년에는 233억이 될 것으로 추정되므로 제2연륙교가 완공될 2008년부터 2040년까지의 33년간의 총 체선${\cdot}$체화비용은 약7,689역원으로 평가되었다.

• Strategy21
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• 통권43호
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• pp.29-55
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• 2018

Arctic sea ice has been retreating as a result of the global warming. Arctic sea ice extent for April 2018 averaged 13.71 million square kilometers. This figure shows far less sea ice compared to the average extent from 1981 to 2010. Meanwhile, 287 times of maritime transits through the Northwest Passage have been made during the 2017 and the first ship traversed the Northern Sea Route without the assistant of ice-breaker in August 2017. Commercialization of the Arctic Passage means significant economic and strategic advantages by shortening the distance. In this article, 'Arctic Passage' means Northern Sea Route along the Arctic coast of Russia and Northwest Passage crossing Canadian Arctic Ocean. As climate changes, the potential feasibility of the Arctic Passage has been drawing international attention. Since navigation in this area remains hazardous in some aspects, IMO adopted Polar Code to promote safe, secure and sustainable shipping through the Arctic Passage. Futhermore, Russia and Canada regulate foreign vessels over the maritime zones with the authority to unilaterally exercise jurisdiction pursuant to the Article 234 of UNCLOS. The dispute over the navigation regime of the arctic passage materialized with Russia proclaimed Dmitrii Laptev and Sannikov Straits as historically belong to U.S.S.R. in the mid 1960s and Canada declared that the waters of the passage are historic internal waters in 1973 for the first time. So as to support their claims, In 1985, Russia and Canada established straight baseline including Northern Sea Route and Northwest Passage. The United States has consistently protested that the Northern Sea Route and Northwest Passage are straits used for international navigation which are subject to the regime of transit passage. Firstly, it seems that Russia and Canada do not meet the basic requirements for acquiring a historic title. Secondly, since the Law of the Sea had adopted before the establishment of straight baseline over the Russian Arctic Archipelago and the Canadian Arctic Archipelago, Ships can exercise at least the right of innocent passage. Lastly, Northern Sea Route and Northwest Passage have fulfilled the both geographical and functional criteria pertaining to the strait used for international navigation under the international law. Especially, should the arctic passage become commercially viable, it can be expected to accumulate the functional criterion. Russia and Canada regulate the ships navigate in their maritime zones by adopting the higher degree of an environmental standard than generally accepted international rules and standard mainly under the Article 234 of UNCLOS. However, the Article 234 must be interpreted restrictively as this contains constraint on the freedom of navigation. Thus, it is reasonable to consider that the Article 234 is limited only to the EEZ of coastal states. Therefore, ships navigating in the Arctic Passage with the legal status of the territorial sea and the international straits under the law of the sea have the right of innocent passage and transit passage as usual.

• 한국항해항만학회지
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• 제29권1호
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• pp.65-69
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• 2005

인천항의 송도 신도시와 영종도 인천국제공항을 이어주는 제2연륙교 건설사업이 1999년 민간제안사업으로 정부에 제안되어 3차례에 걸친 통항 안전성 연구에도 불구하고 적정 교각폭이 결정되지 못하고 있다. 따라서 본 연구에서는 인천항의 제2연륙교 설치시 왕복통항이가능한 교각폭으로 설계한 경우를 대비하여 10,000G/T이상 선박이 일방통항으로 항로폭을 설계할 경우의 항만운용효율 변화 및 경제성을 분석 하고자 한다. 연구결과, 제2연륙교 항로의 왕복통항대비 10,000G/T 이상 일방통항시 제2연륙교 주경간 항로에서의 총대기시간은 2011년도에 20,362시간, 2020년에는 24,544시간으로 평가되었다. 따라서 10,000G/T이상 선박의 일방통항에 따른 체선$\cdot$체화비용으로 2011년에 약 197억원, 2020년에는 약 233억원이 될 것으로 추정되므로 제2연륙교가 완공될 2008년부터 2040년까지의 33년간의 총 체선$\cdot$체화비용은 약 7,689억원으로 평가되었다.

• 한국항해항만학회지
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• 제31권3호
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• pp.205-212
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• 2007

인천항에서는 인천대교 건설을 계기로 남외항 건설을 추진함과 더불어 인천 내항 등의 기능 재배치가 추진되고 있다. 본 논문은 기능 재배치 계획에 따라 2011년과 2015년의 해상교통량을 추정하고, 내항의 갑문 운용에 따른 선박의 대기시간을 항만운용 시뮬레이션에 의하여 분석하여 내항에 기항하는 선박들의 체선 체화비용을 산정 분석하고자 하였으며, 최종적으로 2011년부터 2015년까지 내항에 기항하던 컨테이너선들의 남항/남외항으로의 이전에 따른 경제적 효과를 평가하고자 한다. 주요한 연구결과는 다음과 같다. (1) 갑문 이용율이 약 $7\sim8%P$ 낮아졌다. (2) 갑문 대기시간 및 체선 체화비용이 약 25%P 절감되는 효과가 나타났다. (3) 자문 이용료와 선석 이전에 따른 항로 단축 편익 등을 제외하고 갑문 운용에 따라 발생되는 체선 체화비용은 연간 약 8억원의 절감효과가 있었다.

• 대한조선학회논문집
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• 제61권2호
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• pp.125-134
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• 2024

The Safe Operating Envelope (SOE) combined with Short-Take-Off and Vertical Landing (STOVL) performance is an essential consideration of a light aircraft carrier for design of hull shape with excellent seakeeping performance in terms of naval air operations as well as traditional naval ship missions such as Transit and Patrol (TAP), and Replenishment at Sea (RAS) and so on. A variety of procedures are systematically combined to determine SOE considering rather complicated missions associated with operation of aircraft onboard. The evaluation of take-off and landing safety missions onboard should consider wind effect on deck and severer seakeeping indices and standards compared with conventional naval ships. In order to support take-off and landing missions, various support activities of the crews are required. So, additional evaluation is needed for indicators such as MSI(Motion sickness Index) and MII(Motion Induced Interruptions), which are quantitative indicators of work ability that appear as a result of motion response. In this study, a standard procedure is developed including the seaworthiness performance indicators, standards, and evaluation procedures that should be considered during design of STOVL aircraft carrier. Analysis results are discussed in terns of air-wake on deck as well as seakeeping indices associated with design parameter changes in view of conceptual design of a light aircraft carrier.

• 해양환경안전학회지
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• 제24권7호
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• pp.848-857
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• 2018

최근 국제적으로 풍력, 태양광, 파도, 연료전지 등의 친환경 신재생에너지 개발이 활발하다. 특히, 해상에서의 풍력발전단지 개발은 대형화를 통한 단가 절감, 고품질의 풍력자원 활용, 발전기로 인한 소음 피해 최소화를 위해 해안에서 멀리 떨어진 위치에 대규모 부유식으로 건설되는 추세이다. 풍력발전단지의 개발은 해사안전법에 의한 해상교통안전진단제도에 따른 평가가 필요하다. 풍력발전단지의 평가는 해당 수역의 체계적인 개발, 관리, 활용을 위해 선과 면적 개념을 모두 적용하여 수행되어야 하며, 이를 위한 평가 방법과 기준이 개발되어야 한다. 이 연구에서는 해상풍력발전단지처럼 해양 공간을 평가할 수 있는 해상교통조사방법과 평가에 대한 적절한 기준을 수립하고, 이를 시스템적으로 처리할 수 있는 방안에 대해서 연구하였다. 먼저 해상교통조사를 위해 AIS와 레이더를 이용한 이동식 해상교통데이터 수집장치를 설계하였다. 그리고 선과 면적의 개념을 모두 적용한 해상교통 항적도, 밀집도, 경로 분석을 제안하였다. 해상교통밀집도는 Grid-cell의 크기를 조절하여 단위 cell에 대한 공간적, 시간적 점유율을 구분하고 해상교통 경로 분석은 해상을 통항로 또는 작업 공간으로 사용할 때를 구분하여 선박의 이동 패턴을 평가할 수 있도록 제안하였다. 최종적으로 시스템적인 해상교통데이터의 수집과 평가가 가능한 해상교통안전평가솔루션의 개념설계를 수행하였다. 이는 자동적인 해상교통데이터의 수집 저장 분류를 통해, 데이터 누락이나 오표기와 같은 인적 오류를 최소화하고 해상 공간의 용도에 따라 선과 면적 개념을 반영하여 분석함으로써 신뢰성 있는 해상 공간의 평가가 가능하게 한다.

• 해양환경안전학회지
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• 제22권3호
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• pp.278-285
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• 2016

The key features of maritime accidents are the change of their attributes by new risks from time to time. To prevent maritime accidents in Korea, the impacts by new risks on domestic safety environments should be identified or predicted. The purpose of this paper is to find the hazard factors by new risks on maritime safety in Korea. The meaning of new risks is the elements of accident hazard which is compiled from new or rare or unprecedented events in the worldwide maritime transportations. The problems of new risks are the lacks of optimum countermeasures to mitigate accident risks. Using the questionnaires with 152 event scenarios classified by 20 accident causes, the hazard identification and risk analysis of new risks was performed based on the Formal Safety Assessment (FSA) by IMO. A total of 22 Influence Diagrams, which is to depict the transit flows between accident causes to consequences, is used in the construction of 152 event scenarios. A total of 20 accidents causes is the same contents as the causation factors represented in Statistical Year Book for Maritime Accidents of Korean Maritime Safety Tribunals. After defining the evaluation equations to the response results of questionnaires by 46 experts, the work for risk analysis is carried out. As results from the analysis of 152 scenarios, it is known that the root cause to affect on maritime safety in Korea is the pressure of business competition and it led to the lacks of well experienced crews, the overload of vessel operations and crew's fatigue. In addition, as results from the analysis of 20 accident causes, the three accident causes are to be candidate as main issues in Korea such as the inadequate preparedness of departure, the neglecting of watch keeping in bridge and the inadequate management of ship operations. All of the results are thought to be as basic hazard factors to safety impediments. It is thus found that the optimum Risk Control Options to remove the hazard factors and to mitigate consequences required are the following two factors: business competition and crewing problems.

• 무역상무연구
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• 제51권
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• pp.317-358
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• 2011

The purpose of this study aims to analyse the key differences of the sea waybill and electronic B/L in the international transport documents. Sea waybills look remarkably like ordinary bills of lading. Indeed, in two important ways, they are just like bills of lading: the front of the document will near a description of the quantity and apparent condition of the goods; and the back of the document provides evidence of the terms of the contract of carriage. They differ from bills of lading in that, far from indicating that the goods described are deliverable to the order of the shipper or of the consignee, they will make it explicit that the goods are deliverable only to the consignee. Again, different carries will do thai in a variety of ways. For example, the document may call itself non-negotiable, omitting the word order from the consignee box on the front of the document, and stating explicitly that the goods will be deliverable to the consignee or his authorised representative on proper proof of identity and authorisation. The Hague-Visby Rules and Hamburg Rules give no guidance as to any right to instruct the carrier in respect of goods while they are in transit. However, in applying Article 50 of the Rotterdam Rules, in particular when applying it in the context of seawaybills, straight bills of lading or ship's delivery orders, regard would need to be had to preserve the shipper's rights under any of those three documents even after the buyer of goods covered by them has acquired rights of its own. And, the right of control is defined at Article 1.12 of the Rotterdam Rules. The right to give instruction is further limited by the terms of Article 50.1 to three particular types of instruction in respect of the goods, relating broadly to the goods, their delivery en route, and the identity of the consignee. And, the CMI formulated the CMI Uniform Rules for Sea Waybills for voluntary incorporation into any contract of carriage covered by such a document. Recognising that neither the Hague nor the Hague-Visby Rules are applicable to sea waybills, the CMI Rules provide that a contract of carriage covered by a waybill shall be governed by whichever international or national law, if any, would have been compulsorily applicable if the contract had in fact been covered by a bill of lading or similar document of title.

• 한국정보통신학회논문지
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• 제18권9호
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• pp.2216-2222
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• 2014

최근 냉동컨테이너를 이용한 물동량이 계속적으로 증가하고 있는 추세에서 운송 중 냉동컨테이너의 지속적인 관리가 요구되고 있다. 하지만 현재 냉동컨테이너 모니터링은 물류 전 구간이 아닌 터미널 및 해상 운송 중 선박 내에서만 가능하며, 트럭 또는 기차를 이용하는 육상운송 구간에서는 냉동컨테이너의 모니터링이 이루어지지 않고 있다. 이는 국제해사 기구에서 권고하고 있는 PCT를 이용한 냉동컨테이너 모니터링 방법 또는 TCP/IP, RFID 통신 등을 이용한 기존 냉동컨테이너 모니터링 방법들이 별도의 통신인프라 구축이 필요하기 때문이다. 본 논문에서는 이러한 문제점들을 해결하고 육상운송 구간에서 냉동컨테이너의 모니터링뿐만 아니라 제어까지 가능한 새로운 냉동컨테이너 제어 장비를 제안하고자 한다. 제안된 장비는 모든 냉동컨테이너에 부착되어 있는 데이터 포트를 이용하여 냉동컨테이너의 정보를 수집 후 M2M 통신 기술을 이용하여 별도 통신 인프라 구축 없이 서버로 정보를 전송한다. 또한 서버에서 설정한 냉동컨테이너의 온도 설정 등 제어 정보를 수신하여 냉동컨테이너의 동작 상태를 제어 할 수 있다.

• 한국연극학
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• 제40호
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• pp.5-27
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• 2010

The Korean Mask-Dance Theatre has been developed closely related to Korean Shaman rituals. As many scholars noticed, the performers of the Mask-Dance Theatre were closely related to the Shaman family. In addition, there are mask-dance performances in actual shaman rituals. and are the representative performances among them. This essay intends to compare these two mask-dance performances in the shaman rituals to the similar performance of Old Grandpa and Grandma episode in the regional Mask-Dance Theatre. This study would bring us further in proving the close relation between the shaman ritual and the Mask-Dance Theatre. is one episode, Keori, in the shaman ritual of 'Baeyeonsin-kut' and 'Taedong-kut' in the mid-west seashore area. 'Taedong-kut' is the village shaman ritual for fertility and prosperity, while 'Baeyeonsin-kut' is a private shaman ritual for a large catch of the ship. is held in the later part of the whole shaman ritual since the later part tend to be more for entertainment than actual ritual. The story of is very similar that of in Pongsan Mask-Dance Theatre of the mid-west region. In addition, some of their dialogues are very similar. Only the later part is different. These similarities indicate that the Mask-Dance Theatre, which came into being in later period than the shaman ritual, has likely taken the story motif of the shaman ritual. is also a performance in the shaman ritual of east coasts. is more elaborate and recreational than of the west coasts. is also performed near the end of the ritual, and sometimes it is not performed at all. This indicates that has little ritual meaning left. When we compare it with the regional Mask-Dance Theatres such as Keosung Okwangdae, Tongyong Okwangdae, and Suyong Yaryu, the structure and the story lines are also very similar. It is a question why only the motif of the Grandpa and Grandma isfound both in the shaman ritual and the Mask-Dance Theatre. Many other motifs of other episodes in the Mask-Dance Theatre are not found in the shaman rituals. It seems that the Grandpa and Grandma motif is related to the ur-belief in fertility. In other words, this motif seems to be originated from the old belief in the fertility couple of Chonha Taechanggun and Jiha Yeochanggun. The shaman ritual for fertility first picked up this motif, and then the mask-dance theatre also adapted this motif for its recreational purpose. When we compare with , still has more aspects of fertility ritual, while lost its ritualistic meaning and its main purpose is to develop dramatic needs. and are invaluable existent performances to prove theatre's origin in ritual. The existence of mask-dance performances in the shaman rituals shows us the transit performance between theatre and ritual.