• 수산해양기술연구
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• 제47권3호
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• pp.241-247
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• 2011

Marine casualties of vessel are said to be in most case caused by human error, but it would be valid for the assumption that the ship is built with high quality and then should be acceptable to the safety standards. It means that the inherent characteristics of a ship should be the first consideration on the safety of ship. Therefore it is basically necessary for navigator to grasp the inherent stability of his ship and ensure that the ship complies with the minimum statutory standards of stability. This study is to realize the stability of the Korean offshore large purseiner varying with loading conditions by the inclining data and some calculations. The author compared the stability of the ship with IMO criteria and domestic rule, and proposed some improvement for the safety of the ship. The results are summarized as follows ; The values of GM of the ship according to the loading condition in navigation satisfy both of the IMO criteria and the domestic rule, but in case of the area under the GZ curves between the heel angles of $30^{\circ}$ and $40^{\circ}$, and the heel angle occuring the maximum righting lever not satisfy the IMO rule at the fishing ground departure and arrival conditions in the haul in net situation. The initial metacentric height of the ship is very large, but the range of stability and the occurring angle of the maximum GZ are very small, so even small inclining can bring about the beam end. The best method of improvement for that is to increase the freeboard of the model among the variables.

• 수산해양기술연구
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• 제40권4호
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• pp.311-318
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• 2004

실해상 실험을 통하여 해상의 조건이 동일할 때, 예망과 항해중일 때의 만남파에 대한 소형 트롤어선의 종동요와 횡동요의 응답특성을 통계적 방법과 이론적인 방법을 이용하여 분석하였다. 그 결과를 요약하면 다음과 같다. (1) 종동요의 응답 크기를 예망중과 항해중에 따라 비교하면 큰 차이가 없으나, 선수쪽에서 파를 받을 경우에는 항해중의 응답이 예망중 보다 양각 커지는 경향이 있다. (2) 횡동요의 응답은 예망중과 항해중 모두 종동요에 비해 매우 크다. 그러한 경향은 모든파향에서 현저하지만, 횡파를 받을 경우에는 양자의 응답 차이는 줄어든다. (3) 예망중과 항해중 모두 종동요에서 응답스펙트럼의 peak가 나타나는 주기는 파향에 관계없이 거의 일정하다. (4) 선미쪽에서 파를 받고 예망할 때, 양현에 균등하게 warp의 힘이 작용한다면, 어구의 저항은 동요를 감쇄시키는 상당한 효과가 있다.

• 한국정보통신학회논문지
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• 제21권4호
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• pp.804-810
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• 2017

해양/선박 사고 등으로 인하여 매년 해상 인명 조난사고가 발생하고 있으며, 구조 시간 지연 등으로 인하여 치명적 사고로 연결되고 있다. 해상 조난사고가 발생한 경우 수색 및 구조 작업에 활용되는 장비는 대부분 선박의 위치를 발신하는 역할을 수행하며, 인명 구조를 위한 대표적인 장비인 MOB는 AIS 통신방식을 사용하고 있어 기존 선박 관제프로세스에서의 간섭 문제와 적합한 인증기준이 마련되어 있지 않아 적용에 어려움이 있다. 따라서 본 논문에서는 널리 구축되어 있는 IT 인프라를 기반으로 스마트폰에 내장된 GPS 등의 정보를 활용하여 구조를 요청하고, 이를 통해 해상 수색 구조를 지원해주기 위한 시스템을 제안한다. 제안하는 시스템은 조난자 발생에 대한 알람과 조난 위치정보 등을 일정한 구역 내 구조 가능자 혹은 선박 운항자에게 전송하여 구조 지원을 유도하기 위한 목적을 가진다.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 1998년도 제 23회 정기총회 및 추계학술발표회
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• pp.11-25
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• 1998

Many Countries have made efforts to assist ships navigate accurately , safely and expeditiously for the safety control against increasing marine traffic , in their coastal waters. However, they are exposed in spite of these efforts,to risks of casulaties and marine polluation caused by traffic congestion when ships are navigating through waterways approaches to ports or harbors and in narrow fairways. Therefore, efficient control of VTS in Port is necessary nowadays to provide ships with necessary service , which interacts with shipping and organize the flow of traffic so as to maximize the efficiency of the port or harbor while minimizing the risk of accident and environmental pollution. Even though the navigation condition of ships is very inferior compared to other ports in Korea, such as the big difference between the ebb and flood tide, the frequent fog, the narrow fairway , the density of navigation traffic in Inchon Port is high and transportation quantity of dangerous cargoe increases gradually. In cosideration of the characteristics of natural circumstance and traffic circumstance the VTS established newly in Inchon port have to operate efficiently. The purpose of this study is to help efficient operation of VTS in Inchon port by accomplishing both the literature research and questionnaire survey. Questionnaire survey was read to the VTS personnel in Inchon Port and customer familiar to Inchon Port such as ship navigators, pilots, shipping companies and so on. Most of ship navigators who occupy half of the respondents are Korean Officer who had responded while they were calling at Inchon port. The conclusions and recommendations includes ; First, the service area should be extended over Designated area to provide the vessel with navigational assistance service regarding the information of traffic congestion area, fishing boat and small ship's activities. Second, the types of information service to be offered are ship's movement and weather condition inthe vicinity of the port and state of fairway in the approaching channel to thte fairway. Third, VTS personnel should be upgraded by the on-the-job training and continuous simulation training as well as supplement of the qualified personnel for VTS operation. Fourth , the Harbor Master System to be introduced for safe navigation and efficient port operation.

• 수산해양기술연구
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• 제47권4호
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• pp.300-315
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• 2011

The investigation for the catch and species composition in the deep sea of the East Sea was done to search marine organisms using some kinds of traps with small commercial fishing vessel near Goseong, Korea from 2008 to 2009. The experiments was carried out with some different traps at the depth of 200m, 400m, 700m and 1,000m. In 2008, the amount of catch with rectangular, cone and drum net traps was 91.4kg with twelve trips and the proportion of catch with rectangular and cone traps was high. Dominant species caught were Aniwan whelk (57%), snow crab (12%), hunchback sculpin (7%) and red snow crab (5%). The catch of Aniwan whelk was done well with rectangular and cone traps at the depth of 700-1,000m. Snow crab was mainly caught with rectangular and cone traps at the shallower depth of 200m, while red snow crab caught a lot with cone trap at the deeper depth of 700m. In 2009, the amount of catch with rectangular, cone and round traps was 92.4kg with nine trips. The proportion of catch with round trap was higher than that with cone trap. Dominant species caught were snow crab (67.1%), Aniwan whelk (14.8%) and northern shrimp (9.8%). Snow crab was caught well with round trap at the depth less than 400m.

• 대한조선학회논문집
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• 제60권6호
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• pp.450-459
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• 2023

According to Korea Maritime Safety Tribunal, there have been 14,100 maritime accidents from 2017 to 2021. Among those accidents, ship collision accidents have been up to 1,275 cases. But in the accidents relating to small ships like a fishing vessel, analyzing the causes of the accidents would depend on statements of the persons related because there is often no navigational data. But those statements can be incorrect and give rise to disagreements between them so that it causes conflicts with each other during the trial. So a replay system of ship collision accident (RESCA) has been developed in order to reproduce the ship collision accident by using AIS, V-PASS or radar data. But the reproduced trajectory of ship collision accident is needed to be verified because it can be unreasonable physically. So a method to verify the reproduced trajectory and collect the physical data on ship collision accident is newly designed by using free running test. In the RESCA, the accident is reproduced using the navigational data from the trajectory for a ship and measured from free running model test for the other ship at the same time. Through free running test, the behavior of the model ship is transformed from model scale into real scale. In order to check into the accuracy of the new method, free running model tests by using RESCA are carried out on the actual ship collision accidents.

• 해양환경안전학회지
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• 제23권5호
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• pp.595-602
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• 2017

우리나라에서는 다랑어 선망어업의 기술 경쟁력을 높이기 위한 많은 연구개발이 이루어지고 있으며, 이러한 노력으로 인하여 다랑어 선망어선의 선형개선과 어군 탐지를 위한 레이다, 소나 및 위성정보시스템의 개발로 인해 조업 효율이 향상되었다. 그러나 다랑어 선망어선에 탑재되는 보조 작업선인 스키프보트, 네트보트 및 스피드보트의 경우에는 본선의 기술 현대화에 비해 기술력이 낙후되어 있는 실정이다. 이에 본 논문에서는 그물을 끌기 위한 양망의 기능과 프로펠러로부터 다랑어를 보호하기 위하여 설치된 철망을 가진 기존의 네트보트의 선체를 워터제트 추진기 탑재가 가능한 선체로 변경하여 다랑어 보호, 선체저항 감소 및 운항성능 향상하고자 하였다. 결과적으로 워터제트 형태에 적합한 선형에 대해 해양수산부 고시에 의거한 알루미늄 구조강도 기준을 적용한 시제선 제작하였으며 낙하시험을 수행하여 안전성을 확인하였다. 또한 해상시운전을 통하여 기존의 네트보트는 2,500 RPM에서 속도는 12.0 knot, 예인력은 2,545 kgf이며, 워터제트가 탑재된 네트보트는 3,200 RPM에서 속도는 26.7 knot, 예인력은 2,011 kgf로 워터제트가 탑재된 네트보트 또한 다랑어 선망어선의 보조 작업선으로 예인용량 기준에 충분히 만족함을 알 수 있었다.