• Journal of the Korean Society of Marine Environment & Safety
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• v.15 no.1
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• pp.49-55
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• 2009

Typhoons are usually influencing at least 3 or 4 times per year in Korean peninsula and they accompanied with strong winds and heavy rains and then brought tremendous loss of properties and lives. Especially typhoon "MAEMI" resulted in a lot of marine accidents of vessels such as sinking, stranding, collision etc. at anchoring or on berthing in pier. If the typhoon comes up to expected area influencing the incidents, the vessel tries to escape from the route of typhoon or anchor in sheltering anchorage. However, consideration of the anchoring or judgement of ship's safety against strong winds is decided only by the experience of operators without detail evaluation of the safety. Therefore, this paper evaluated the safety of T.S. HANBADA by comparing the external forces with the holding powers. Furthermore, based on this evaluation, the anchoring manual was produced for the maximum endurable wind velocity, the general precautions and the actions taken on the ship with steps.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.42 no.6
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• pp.657-663
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• 2009

This paper reports the strandings of sea turtles on Korean shores monitored for the first time in 2008. A total of 19 sea turtles, consisting of 12 greens and 7 loggerheads, were recorded as stranded from the east coast to the south including Jeju Island. Reported strandings reached a peak in July and dominant area was Jeju Island. The curved carapace length of loggerhead sea turtles ranged 65-84.2cm and that of green sea turtles ranged 39.2-90cm, indicating most of them were immature to sub-adult. Out of 19 turtles, 11 were found dead with unknown reasons. Possible causes of death may include drawning by fishing gear, swallowing of marine debris, boat collision, and diseases. An immature green sea turtle tagged with a satellite transmitter spent winter near Jeju Island where it was released, suggesting that the Island provide immature greens a feeding ground. Considering thousands of sea turtles crawl on Japanese shores for nesting every year, the number of sea turtles reported in Korean waters was relatively small. Therefore, it is suggested that an appropriate monitoring system be necessary to protect and conserve endangered sea turtle species in Korean waters.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.50 no.3
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• pp.311-318
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• 2017

Four species of sea turtles (Chelonia mydas, Caretta caretta, Dermochelys coriacea, and Eretmochelys imbricata) have been recorded in Korean waters. However, nationwide surveys on the distribution and occurrence of each species have rarelybeen conducted in Korean waters. In this study, we comparatively analyzed the trends in occurrence of sea turtles and their morphological characteristics based on 148 reliable observations and stuffed specimen data and suggested Korean names for each species. Chelonia mydas (57 cases, 58.8%) and C. caretta (52 cases, 31.5%) were dominant species, and occupied > 90% of all observations. Most of observations of sea turtles in Korean waters were obtained through stranding (61 cases) and incidental catches (62 cases). A coastal set net was the main fishing gear for incidental catches (82%). Sea turtles were found mainly around Jeju-do and the Korea Strait from June to November. Most C. caretta found were adults, whereas most C. mydas were juveniles. Additionally, we provide detailed morphological characteristics of C. mydas (n=8) and C. caretta (n=4) using stuffed specimens. Finally, based on a literature search, we suggest appropriate Korean names, such as "Pureunbada-geobuk" for C. mydas, "Bulgeunbadageobuk" for C. caretta, "Jangsu-geobuk" for D. coriacea, and "Maeburibada-geobuk" for E. imbricate.

• Journal of Navigation and Port Research
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• v.29 no.8 s.104
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• pp.661-666
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• 2005

Recent warnings indicate that there is a potential risk of massive earthquake. These earthquakes could produce large-scale tsunamis. Consideration of the effect of Tsunami to the moored ship is very important bemuse it brings the loss of life and vast property damage in a viewpoint of ship operations within a harbor. If a tsunami occurs, a ship in a harbor may begin drifting in case of ship entering and departing harbor, and breakage of mooring rope and drifting of moored ship are happened. And extremely serious accident, such as stranding and collision to a quay, might occur. On the other hand, since the tsunami consists of approximately component waves of several minutes, there is a possibility of resonance with the long period motion of mooring vessel. As the speed of Tsunami is much faster than tidal current in a harbor, a strong resisting force might act on the moored ships. In this paper, the numerical simulation procedure in the matter of ship motions due to the attack of large-scale tsunamis are investigated and the effects on the ship motions and mooring loads are evaluated by numerical simulation.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.13
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• pp.411-437
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• 2000

It is unsafe to attempt a complete definition of the expression 'perils of the seas', because in practice the question 'what is a peril of the seas' is inextricably woven up with the further question, 'was the loss proximately caused by the sea peril ?' Such casualties as stranding, collision and heavy weather appear with monotonous regularity in the daily reports, and are the obvious examples. However, what can be included in the term 'perils of the seas' seems to be inexhaustible, although most circumstances appear to have been covered by the Courts. Two cases heard in 1887 were instrumental in defining perils of the seas. In The Xantho Lord Herschell made the following remarks: "The term ... does not cover every accidents or casualty which may happen to the subject matter of insurance on the sea. It must be a peril 'of' the sea. Not every loss or damage of which the sea is the immediate cause is covered by these words. They do not protect, for example, against that natural and inevitable action of the winds and waves which results in what may be described as wear and tear. There must be some casualty, something which could not be foreseen as one of the necessary incidents of the adventure. The purpose of the policy is to secure an indemnity against accidents which may happen, not against events which must happen. ... If a vessel strikes upon a sunken rock in fair weather and sinks, this is a loss by perils of the sea."

• Korean Journal of Fisheries and Aquatic Sciences
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• v.44 no.6
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• pp.709-716
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• 2011

To investigate the distribution and migrations of sea turtles occurring in Korean waters, an adult female green sea turtle Chelonia mydas was tagged with a satellite transmitter and released at Busan in October 2009. The confirmation was made for the first time that the released green sea turtle migrated back to Korea after visiting Jeju Island and Japan for approximately 9 months. The green sea turtle spent the winter in Jeju and Japan because of low water temperatures in the East Sea and South Sea during winter months, which were not suitable for turtle survival. Compared with an immature green sea turtle that was released at Jeju Island, the adult green showed a markedly different migration pattern, suggesting that juvenile and adult greens move differently because of their peculiar life cycle and their stage of maturity, in addition to responses to temperature changes. Additional satellite tracking with increased representation of species, sexes and sizes of turtles, and regions is required to gather information on the distribution and movements of sea turtles in Korean waters.

• The Journal of the Institute of Internet, Broadcasting and Communication
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• v.17 no.2
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• pp.69-74
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• 2017

These days as there are a growing vessel volume in the costal area, the marine accidents has being increased. IMO recommend that all vessels have to be equipped with the safety equipments mandatorily for the safety navigation. Almost medium and large size vessels are equipped with the safety navigational equipments, But many small size vessels are not equipped with those ones because of its owner's financial hardship or indifference. So for the safety of small size vessels in the coastal area, the marine accidents such as stranding, sinking, collision, and so on, have to be protected in advance or the occurred accidents has to be treated quickly. In this paper, the safety equipment for small size vessels having these functions has been developed. This equipment can guarantee the safety of small size vessels in defenseless state considerably by displaying these states in seamen's Smart phone or the cheap dedicated terminal and also informing the control center and nearby other vessels of these states.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2001.10a
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• pp.745-748
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• 2001

Digital-ship is the next-generation ship with an one-man bridge system which consists of INS(Intelligent Navigation System), AIS(Automatic Identification System), and IMIT(Integrated Maritime Information Technology). INS implements the functions is related of the ship's navigation, and supports in the digital GIS environments optimal route planning, stranding and a collision avoidance among the ship, an economic navigation, and an integrated control of ship's engine. AIS prevents the ship's collision by means of transmitting periodically the own ship's information to the other ship or the shore control center. IMIT systems supports the integrated fiat-form in ships, the communication between a ship and a control center of the land using the INMARSAT, OrbComm, Ocean Observation Satellite, and etc. The satellite communication in ships can monitor the ship at an earth control renter. This paper deals with the method for system implementation of digital-ship and the detailed sub-system.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.11a
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• pp.12-13
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• 2018

For navigation safety, navigators have to be familiar with maneuverabilities. When a vessel encounters a danger of collisions and stranding, maneuverability is essential for the safety of ship. It is composed of turning, course change, speed change, etc. In the latter part, maneuverabilities and motion of Training Ship HANBADA are provided by full-scale measurement in the $10^{\circ}/10^{\circ}$ Zig-Zag Test, $20^{\circ}/20^{\circ}$ Zig-Zag Test and Turning Circle Test(Port and Starboard). It aims to provide information on maneuverabilities and motion of Training Ship HANBADA so that the navigators can take proper action to avoid.

• Journal of Fisheries and Marine Sciences Education
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• v.28 no.5
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• pp.1358-1364
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• 2016

Maritime accidents caused by a ship include collisions, sinking, stranding and fire etc. This study is intending to consider fire accidents among such diverse marine accidents. It is much likely that various sorts of fires break out because crewmen are living in a narrow space for long periods of time consequent on the ship's characteristic of sailing on the sea. According to the ship fire survey, about 50% of the total fire accidents occurred at an engine room, and the main fire origin was analyzed to be oil. In addition, ship fire breaks out in the order of baggage racks and living quarter. In short, the survey indicates that all sorts of fires belonging to A, B, C and D-class have occurred. This study, targeting an actual passenger ship 'A', found the response time to evacuation, during which the people on board a ship recognize the outbreak of fire, and act, and the travel time for evacuation which is the actual travel time. In addition, this study carried out a simulation through the special program for fire analysis - FDS (Fire Dynamics Simulator) in order to find the effective evacuation time, i.e. life survival time. Particularly, this study did comparative analysis of the influence on the survival of passengers and crew based on the collected simulation data by fire size and sort. As a result of the analysis, it was found that when examining the only actual evacuation movement time excepting the response time to evacuation, people are safe by completing evacuation before the effective evacuation time only in case fire size is 100Kw among all sorts of fires. In other words, in case of the outbreak of fire more than 1 MW, it was found to fail to meet evacuation safety regardless of fire size.