• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.57 no.1
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• pp.57-68
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• 2021

In order to collect basic data for the improvement of fishing systems in coastal improved stow net fishery, a questionnaire survey and on-site hearing were conducted from May 10 to June 11, 2019 on the basic items of coastal improved stow net fishery and safety accidents that occurred during fishing operation. The questionnaire for the survey on the actual conditions of coastal improved stow net fishery consisted of a survey on basic matters (six questions) and a questionnaire (six questions) on safety accidents occurring during fishing operation. The results of the survey on basic items were analyzed by region (Incheon, Seocheon, Gunsan and Mokpo), by the captain's age (less than 50 years of age, 50 to 60 years and more than 60 years of age), by the captain's career (less than 20 years, 20 to 30 years, 30 to 40 years and more than 40 years) and by the age of fishing vessel (less than 10 years, 10 to 20 years and more than 20 years). According to the survey on basic items of coastal improved stow net fishery such as the captain's age, the captain's career, the age of fishing vessel, the fishing nets in use, the crews on board and the operation days per voyage by region, the average captain's age was 55.7 years, the average captain's career was 20.5 years, the average age of fishing vessels was 9.0 years, the average numbers of nets used by fishing boats was 14.0 sets, the average numbers of crew on board a fishing boat was 4.4 persons and the average numbers of operation days per voyage was 4.9 days (p < 0.05). As a result of the survey on safety factors during fishing operations, such as experience of ship accidents, major causes of ship accidents experienced, causes of ship accidents (first priority), experience of human accidents, major causes of human accidents, and causes of human accidents (first priority), more than 96% of the respondents experienced ship accidents including collisions with other vessels or fishing gear during fishing operations. The most significant cause of the accident was the other's fishing gear installed in the fishing grounds. The first possible causes of ship accidents during fishing operations were found to be other fishing gear installed in fishing grounds, steering or engine failure, and inability to avoid accidents during casting and hauling nets. The survey of the experience of human accidents, such as injuries or sea falls, showed that more than 90% of the respondents experienced human accidents during fishing operations. The most important cause of accidents experienced during fishing operations was stucked in a fishing gear during casting and hauling nets. The first important causes of accidents during fishing operations were movement of the fishing gear during casting and hauling nets, damage of the fishing gear such as rope cutting. The results are expected to be provided as a basic data to prevent safety accidents occurring during fishing operation and improve the fishing system in the coastal improved stow net fishery.

• Journal of Korean Society of Transportation
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• v.22 no.5
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• pp.75-87
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• 2004

Along the seashore regions in Korea, though strong winds with very large strength are frequently witnessed, no system which can provide appropriate speed information for driving vehicle has been introduced. The driving against strong winds could be very dangerous because of the high possibility of accidents such as rollover and collision. These accidents usually resulted from driver's forced driving try even in difficult situation for steering vehicle, and sometimes overspeed without consideration of wind impact to the vehicles. To reduce accident caused by strong winds, it is important to inform drivers of appropriate driving speeds by perceiving strong winds. By setting up WIS at the main points where strong winds frequently appear and using the variable message sign(VMS) connected to the on-line whether information system, it tis possible to provide desired speed information, which can maintain vehicles' tractive force and maximum running resistance. The case study is conducted on the case of Mokpo-Big-Bridge, which is under construction at Mokpo city. The result show that in case the annual average direction of wind is South and the wind speed is over 8m/hr, the desired speed, which is required in order for vehicles running to South direction to maintain the marginal driving power, is 60km/hr. In addition, for the case of a typhoon such as Memi generated in 2003 year, if wind speed had been 18m/sec in Mokpo city at that time, the running resistance at the speed of 40km/hr is calculated as 1131N. This resistance can not be overcome at the 4th gear(1054N) level, therefore, the gear of vehicles should be reduced down to the 3rd level. In this case, the appropriate speed is 40km/h, and at this point the biggest difference between running resistance and tractive force is generated.

• Journal of Navigation and Port Research
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• v.41 no.5
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• pp.277-286
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• 2017

IMO introduced e-Navigation concept to improve the efficiency of ship operation, port operation, and ship navigation technology. IMO proposed sixteen MSPs (Maritime Service Portfolio) applicable to the ships and onshore in case of e-Navigation implementation. In order to meet the demands of the international society, the system implementation work for the Korean e-Navigation has been specified. The Korean e-Navigation system has five service categories: the S2 service category, which is a ship anomaly monitoring service, is a service that classifies emergency levels according to the degree of abnormal condition when a ship has an abnormality in ship operation, and provides guidance for emergency situations. The navigation safety module is a sub-module of the S2 service that determines the emergency level in case of navigation equipment malfunctioning, engine or steering gear failure during navigation. It provides emergency response guidance based on emergency level to the abnormal ship. If an abnormal condition occurs during the ship operation, first, the ship shall determine the emergency level, according to the degree of abnormality of the ship. Second, an emergency response guidance is generated based on the determined emergency level, and the guidance is transmitted to the ship, which helps the navigators prevent accidents and not to spread. In this study, the operational concept for the implementation of the Korean e-Navigation system is designed and the concept is focused on the navigation safety module of S2 service.

• Atmosphere
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• v.15 no.4
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• pp.191-202
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• 2005

This study was conducted to estimate how vertically high and horizontally long a sea breeze occurred around Gangneung of the Korean peninsula would be reached to an inland. Geographically, gangneung is located on the center of the east coast shaping an arc, and a coastal line around gangneung has a form extending northwestward and southeastward, respectively. Therefore, an inflow of the northerly has similar effects of the sea breeze since a deep valley of Daegwallyeong, which is one of main ridges of the Taebaek mountains, not only reaches northeastward up to this region but also plays the part of the steering gear changing a wind direction from northerly to easterly, this is, the wind from sea. First of all, the study had defined the sea breeze as a wind blown from NNE to ESE, clockwise. And then, we analyzed characteristics of the sea breeze occurred around gangneung in view of the maximum wind speed and the wind direction for October 1st, 2003 through September 30th, 2004, the upper air database for May through June of 2004, and the wind vector database of AWS (Automatic Weather System). All meteorological information is collected at the weather station of gangneung and by the AWS which is being scattered around this region. Finally, the study figures out that how horizontally long a sea breeze would be reached depends on a level of the easterly inflow. At the first step of the inflow of the sea breeze, the wind from NNW blows into this region by keeping up the speed $3m{\cdot}s^{-1}$, and effects of the northerly are dominated with time and the wind at the inland blows out southwestward cause of the surface friction at the next step. On the other hand, there is no change of wind direction in the inflow at Daegwallyeong because a surface friction of there is smaller than around gangneung, relatively. In other word, the easterly blows toward Daegwallyeong. However, the wind speed is not higher than that of the coast around gangneung.

• Geophysics and Geophysical Exploration
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• v.8 no.1
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• pp.104-111
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• 2005

Dmitri Donskoi, the Russian cruiser launched in 1883, is known to have sunk near Ulleung Island (East Sea, Korea) on May 29, 1905, while it was participating in the Russo-Japanese War. In order to find this ship, information about its possible location was obtained from Russian and Japanese maritime historical records. The supposed location of the ship was identified, and we conducted a five-year geophysical survey from 1999 to 2003. A reconnaissance three-dimensional topographic survey of the sea floor was carried out using multi-beam echo sounder, marine magnetometer, and side-scan sonar. An anomalous body identified through the initial reconnaissance survey was identified by a detailed survey using a remotely operated vehicle, deep-sea camera, and the mini-submarine Pathfinder. Interpretation of the acquired data showed that the ship is hanging on the side of a channel, at the bottom of the sea 400 m below sea level. The location is about 2 km from Port Jeodong, Uleung Island. We discovered 152 mm naval guns and other war materiel still attached to the hull of the ship. In addition, the remnants of the steering gear and other machinery that were burnt during the final action were found near the hull. Strong magnetic fields, resulting from the presence of volcanic rocks in the survey area, affected the resolution of the magnetic data gathered; as a result, we could not locate the ship reliably using the magnetic method. Severe sea floor topography in the gully around the hull gave rise to diffuse reflections in the side-scan sonar data, and this prevented us from identifying the anomalous body with the side-scan sonar technique. However, the sea-floor image obtained from the multi-bean echo sounder was very useful in verifying the location of the ship.