• 해양환경안전학회지
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• 제3권1호
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• pp.15-31
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• 1997

This work aims at examining the navigational safety of the entrance channels of Masan harbour and suggesting the way to improve ships' navigational safety through the channels. It has been found, from the on-scene investigation of the navigational safety at Masan, that the depth of the Budo-Sudo channel is not deep enough to cater for the largest vessel visiting the harbour, and that the No.2 navigational channel is not wide enough for the vessel. An additional new waterway, therefore, has been recommended to be established in the south of the Budo-Sudo channel so that the deep draft vessel can detour. The No.2 navigational channel has been recommended to be widen. The width of the channel was suggested to be 280 meters. A waterway design simulation methodology has been applied to examine the safety of the newly suggested channels. New channels have been proved to be safe from the experiment.

• 한국항해학회지
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• 제24권5호
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• pp.423-433
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• 2000

Nowadays LNG has been beginning to take the place of petroleum as fuel all over the world and VLCC of LNG will take the same sea routes that had been used by VLCC tankers of petroleum in the last part of the 20th century. The transportation of LNG by a VLCC include more dangerous nature of sea peril than that of petroleum. We already know the dimensions of a disaster a LNG tanker could bring about in the case of the LNG tanker, Yuyo-Maru No. 10 in the Tokyo Bay of Japan in 1974. From the point of safety when we construct a LNG base or LNG pier in the base, the appropriate government authority and constructing company had better take sea pilots or some ships handling experts to participate in a prior consultation of the design of the project. A G/T 100,000 ton LNG base and pier were completed in November of 1996 in Inchon harbour in Korea and VLCC of LNG of G/T 100,000 ton class have been entering into the base ever since. This study was started and completed In comply with the requisition of the Sea Pilot Association of Inchon harbour in advance of the opening of the LNG base. As the entrance and exit channels leading to Inchon harbour were constructed in the years of 1930s, it was one of the most pressing works for Inchon sea pilots in 1996 to certify the method of safe passing maneuvering of a G/T 100,000 ton of LNG tanker through the Pudo narrow channel prior to commencing actual piloting of the VLCC of LNG. The authors made some mathematical models computing maneuvering of a vessel changing her course with her control surface through a narrow channel and computed maneuvering of a G/T 100,000 ton of LNG tanker and also made maneuvering simulations of the vessel by a desk-top simulator. The results of computations and simulations are well coincided with each other in qualitative aspects to assure safe passing of the VLCC of LNG.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2000년도 Proceeding of CIN-KIN Joint Symposium 2000 on M.E.T. Under STCW 78/95 and SINO-KOREA MARITIME CONTACT IN MID-CENTURIES
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• pp.115-155
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• 2000

Nawadays LNG has been beginning to take the place of petroleum as fuel all over the world and VLCC tankers of LNG will take the same sea routes that had been used by VLCC tankers of petroleum in the last pat of he 20th century. The transportation of LNG by a VLCC include more dangerous nature of sea peril than that of petroleum. We already know the dimensions of a disaster a LNG tanker could bring about in the case of the LNG tanker, Yuyo-Maru No. 10 in the Tokyo Bay of Japan in 1974. From the point of safety when we construct a LNG base or LNG pier in the base, the appropriate government authority and constructing company had better take sea pilots or some ships handling experts to participate in a prior consultation of the design of the project. A G/T 100,000 ton LNG base and pier were completed in November of 1996 in Inchon harbour in Korea and LNG VLCC tankers of G/T 100,000 ton class have been entering into the base ever since. This study was started and completed to comply with the requisition of the Sea Pilot Association of Inchon harbour in advance of the opening of the LNG base. As the entrance and exit channels leading to Inchon harbour were constructed in the years of 1930s, it was one of the most pressing works for Inchon sear pilots in 1996 to certify the method of safe passing maneuvering of a G/T 100,000 ton LNG tanker through the Pudo narrow channel prior to commercing actual piloting of the LNG VLCC tanker. The author made some mathematical models computing maneuvering of a vessel changing her course with her control surface through a narrow channel and computed maneuvering of a G/T 100,000 ton LNG tanker and also made maneuvering simulations of the vessel by a desk-top simulator. The results of computations and simulations are well coincided with each other in qualitative aspects to assure safe passing of the LNG VLCC.

• 해양환경안전학회지
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• 제28권1호
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• pp.72-82
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• 2022

항만에 배치되는 수역시설 중 정박지는 대상 선박이 주묘되지 않고 안전하게 정박할 수 있도록 충분한 수면적을 확보하여야 한다. 이러한 수면적의 계산 시에는 대상 선박의 전장, 수심, 저질 등의 요소를 고려하는 것이 일반적이다. 그러나, 국내 각 항만의 항만시설운영세칙(혹은 규정)에는 정박지의 선박수용능력 기준으로 총톤수를 사용하고 있다. 본 연구에서는 총톤수 단위의 정박지 선박수용능력기준을 선박의 전장으로 변환하여 실제 대상 선박의 투묘 중 선회 반경을 계산한 결과, 분석 대상 90개의 정박지 중 25개의 정박지(27.8%)에서 선회 반경이 지정된 수면적을 초과하는 것으로 나타났다. 이러한 분석 결과를 바탕으로, 국내 각 항만의 항만시설운영세칙(혹은 규정) 상 정박지 선박수용능력 기준을 전장으로 개정하고, 관련 해사 법령의 해당 조항 개정을 개선방안으로 제시하였다.

• 한국항해학회지
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• 제22권3호
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• pp.43-50
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• 1998

This study aims at estimating the in-and-out traffic volume and improving the main channel in Kwangyang Harbour, by utilizing measurement of congestion, i.e, the bumper model. In 2011, the traffic volume of the main channel is 11.96 ships per hour and its traffic density is evaluated 9.53% of the basic traffic capacity. Therefore the existing width of the main channel, 850m is safe enough but the channel requires the traffic separation scheme as suggested in order to secure the safe of the transit vessel.

• 한국항해학회지
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• 제18권2호
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• pp.1-18
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• 1994

Kwangyang harbour has been developed very rapidly and has 20 berths including 2 for 250,000DWT bulk carriers at the terminal of Kwangyang Steel Company only. In addition to this, the port is developing a container terminal with 10 berths for 50,000GRT container ships, the construction of which is scheduled to be finished in the year 2000. Because of these development, it has been pointed out that the existing waterways are not wide and safe enough for the new large ships to be catered for. This work, therefore, aimed to examine the naviga-tional safety of the waterways of Kwangyang Harbour, and to suggest how to improve the existing water-ways for the large ships to be introduced in the near future. In examining the safety of the existing and newly suggested waterways, waterway design simulation methodology has been applied. From this study, it has been suggested that the No.4 navigational channel has to be dredged to the depth of 22.5 meters and used as an entrance channel only, while the No.3 channel is used as an exit channel. Additionally, a new waterway has been recommended to be established over the Myodo Island for the container ships which will use the new terminal, the width of which has been recommended to be 400 meters with 440 meters from the bend area.

• 해양환경안전학회지
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• 제4권2호
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• pp.13-24
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• 1998

This study aims at examining the safety of the would-be approach channel of LNG Terminal at Kwangyang Harbour, by utilizing Captains 2000 port-design simulator. Six competent shipmasters or navigators participated in this study. The developed model ship was a 70,200DWT (138,000m3) LNG carrier. The environmental conditions were maximum flood-and-ebb current condition and wind condition. To evaluate the navigational safety, two categories were analyzed, which were measures of vessel's proximity and shiphandler's subjective evaluations. With respect to the effects of the worst environmental conditions on transit safety, it was concluded that the would-be approach channel was safe on basis of the support of four tugs of 3,200hp or more and current speed of 0.5knots or less.

• 경영과정보연구
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• 제35권3호
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• pp.81-93
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• 2016

영국 FSMA 체계에서는 일반적 금지조항이 있음에도 불구하고, 변호사, 회계사 및 보험계리사 등 전문직 종사자들의 금융서비스 제공에 대한 면책조항을 제공하여 전문직종사자들이 적용면제규제대상업무를 수행할 수 있도록 한다. 특히 영국 재무부가 지정하는 전문직협회를 DPBs라고 칭하고 있으며, DPBs(designated professional bodies)는 반드시 규칙(rule)을 보유하여 해당 회원들의 적용면제규제대상업무를 감독하고 규제하는 역할을 수행한다. 또한 FSA는 DPBs의 역할에 대한 정보를 보지(保持)하고 있어야 하며, 다른 부류의 업자 또는 다른 종류의 규제대상업무와 형평성을 고려해서 전문직종사자의 면책조항에 대한 지침을 마련해야 할 의무도 있다. 한편, "자본시장법"에서는 국내 전문직종사자의 금융서비스 제공을 본연의 업무나 부수적 업무에 상관없이 투자자문업에서 명시적으로 적용을 제외시키고 있다. 영국 FSMA 체계에서는 전문직종사자의 금융서비스 제공이 본연의 업무로서 수행되려면 반드시 인가업자와 같이 인가를 받아야 하며, 부수적으로 행하더라도 일반적 금지에서의 적용면제 조항을 준수하도록 하고 있다. 따라서 투자자보호를 위해 입법론적으로 국내 전문직종사자의 금융서비스 제공에 관한 법적 제도를 마련할 필요성이 있다.

• International Journal of Naval Architecture and Ocean Engineering
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• 제12권1호
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• pp.129-145
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• 2020

The article presents a systematic approach to design of marine navigation channels parameters resulting from manoeuvring and operational safety. Relations between the parameters of waterway system elements and the conditions of safe ship operation have been determined and the objective function of waterway parameters' optimization problems has been minimized with respect to variables of construction and operation costs. These costs have been functionally associated to variables of channel width at the bottom and fairway depth. The method of fairway's width computation at specified safe depth at the preliminary and detailed stages of waterway design has been proposed. The results of this method application have been illustrated with two examples: 1. The modernization of Szczecin-Swinoujscie fairway aimed at accepting vessels of 60,000 DWT capacity. 2. Construction of an approach channel leading to a newly built container terminal in Swinoujscie harbour (Poland), handling ocean-going container ships of 20,000 TEU capacity.

• 해양환경안전학회:학술대회논문집
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• 해양환경안전학회 2006년도 추계학술발표회
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• pp.303-308
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• 2006

이 연구의 목적은 부산항에 입항하는 대형 콘테이너 선박의 안전 접안 조종을 위한 한계풍속을 설정하는데 있다. 계산결과, 정상풍속 13.5m/sec 이하의 바람에서는 예선 4500H.P.의 Z. peller 2척을 이용하여 안전 접안 조선하는데 큰 위험이 없음을 알았다. 그러나 돌풍율 25%를 포함한 강풍 16.9m/sec 이상의 기상상태에서는 선박조종이 위험하게 됨을 알았고, 돌풍율을 포함하여 풍속이 16.9m/sec 에 달하는 강풍하에서 대형 콘테이너 선박을 부득이 접안 조종할 때는 4500 H.P.Z. peller 3척으로 조선보조를 받아야 함을 알았다.