• 해양환경안전학회지
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• 제8권1호
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• pp.15-52
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• 2002

According to International Maritime Organization. more than 50% of cargoes transported by sea today can be regarded as dangerous or hazardous ones, mainly consisting of chemical cargoes in bulk, likely solid or liquid and other materials, such as gases and products for and of the oil refinery industry. 46% of total cargoes handled in ports of Korea in 1999. is said to be dangerous cargoes. These dangerous and hazardous cargoes are quite within a high realms of possibility of accidents, likely to be grave disaster. This paper reviews current risk management system for the dangerous and hazardous cargoes sea-transportation, mainly focusing on the prevailing regal regimes in both USA and Korea. And it aims to suggest some points for advancing the existing Korean system.

• 한국항해학회지
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• 제22권1호
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• pp.31-49
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• 1998

The technology of navigational instruments and the profession of going to sea have entered a time of dramatic change. A paradigm shift is taking place which will eventually make the industry unrecognizable to those who first went to sea only twenty years ago. This change is most emphatically seen in three areas: Automatic Identification System(AIS), Electronic Chart Display and Information System(ECDIS), and Voyage Data Recoreder(VDR). In order to make these new instruments to be fitted on board commerical ships, international requirements for enhacing the safety of navigation on the world's waterways, the Chapter V of International Convention for the Safety of Life at sea, 1974 as ameded(hereinafter referred to as "SOLAS"), are being also changed.o changed.

• 한국수산과학회지
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• 제51권5호
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• pp.535-541
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• 2018

This study evaluated the sanitary state of seawater and shellfish in Yongnam-Gwangdo area from January 2014 to December 2016. The sampling stations for sanitary survey in Yongnam-Gwangdo area were composed of 41 seawater stations and 5 oyster Crassostrea gigas stations. The samples were collected monthly at each station. Shellfish-borne disease is associated with bacteria and viruses in the presence of fecal coliforms. Bacteriological pollution levels of shellfish increase with seawater quality. Therefore, fecal coliforms are very important criteria for evaluating the safety of fisheries in coastal areas. The geometric mean and the estimated 90th percentile ranges of total and fecal coliforms for seawater were 1.8-11.7, 2.8-233.6, <1.8-6.7 and 1.8-100.2 MPN/100 mL, respectively. The range of E. coli levels for oysters was <20-1,300 MPN/100 g. Based on various standards, the sanitary condition in Yongnam-Gwangdo area was evaluated as follows: clean area (Korean criteria), conditionally approved area (US criteria) and class B (EU criteria).

• 해양환경안전학회지
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• 제7권3호
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• pp.17-28
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• 2001

The wheelhouse front glass of a Fore-Bridge-Ship (Ro-Ro Ship) was broken by the shipping of water in rough seas, and then the flooding of seawater into the wheelhouse caused the uncontrollable condition of the ship. The hull which was entered into the floating condition rolled severely, and the heavy rolling caused secondary damage such as the collapse of a lot of cargo. It was an incredible accident because the height of bow freeboard was about 2.5 times higher than the standard height of minimum bow freeboard regulated by the International Load Line Convention(1966). And it would be also difficult for navigators to imagine a great deal of seawater flooding into the wheelhouse because the front glass was positioned at about 20m height above the sea surface. In this paper, we carried out the evaluation for the safety navigation of the Fore-Bridge-Ship numerically against ship's speed and encountering angle to the wave in each sea state of rough sea, by using the integrated seakeeping performance index (ISPI) which is able to evaluate synthetically the safety operation of ships. And then the problem on the application of the past criteria proposed as the safety navigation of a merchant ship was clarified by inquiring the dangerousness of the shipping of water at her bow deck, which caused the breakage of the wheelhouse front glass.

• 해양환경안전학회:학술대회논문집
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• 해양환경안전학회 2017년도 공동학술발표회
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• pp.197-197
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• 2017

• 전기전자학회논문지
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• 제16권1호
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• pp.62-68
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• 2012

본 논문에서는 해양인명구조 시스템에서 송신부인 구명조끼의 무선 송신기로부터 송신된 조난 신호를 효과적으로 수신하기위한 426MHz 대역 패널 형태의 평판형 마이크로스트립 안테나를 설계 및 제작하였다. 제작이 용이하고, 가벼우며, 적은 제작비용이 장점인 마이크로스트립(Microstrip) 안테나 구조를 이용하였으며, 협대역, 저이득, 큰 사이즈 특성을 극복하기 위하여 IDMA(Identical Dual Patch Microstrip Antenna with Air-Gap) 구조를 응용하여 설계하였다. 안테나는 유전율 4.3, 두께 1.6mm를 갖는 FR4를 사용하여 제작하였으며, 측정된 안테나의 대역폭은 $S_{11}=-10dB$ 이하에서 28.7MHz(약 6.6%), 이득은 426MHz에서 3.04dBi로 우수한 특성을 얻었다. 또한, 상용 송수신모듈을 사용한 거리측정 실험을 통하여 5km 이상의 송수신거리의 안정적인 통신성능을 확인하였다. 본 논문에서 제안한 안테나는 향후 UHF 대역 통신시스템의 기지국분야에 다양하게 응용될 수 있을 것이다.

• 한국수산과학회지
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• 제49권5호
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• pp.556-563
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• 2016

We examined the removal of hazardous heavy metals (Cd, Cr, and Pb) from laver Pyropia sp. using citric, hydrochloric, and nitric acids. Under the same conditions, the quality of the laver samples was also evaluated using the variation in absorbance and major mineral levels. The heavy metals that accumulated in raw laver samples after 3 days in seawater included Pb (117.79 μg/g), Cr (33.53 μg/g), and Cd (10.54 μg/g) in descending order. The rate of heavy metal removal from laver was higher at lower pH for all acids used. However, its color changed unsatisfactorily at pH 2.0. After 10 min in seawater at pH 2.5, the heavy metals in laver were eliminated in the order Cd (68.7–81.6%), Pb (57.7–67.0%), and Cr (31.9–49.4%) using the three acids. The differences in heavy metal removal among acid types were not significant. The laver quality was not affected after 20 min at the pH range of 2.5–4.0. The maximum removal of heavy metals was from laver soaked for 10 min in seawater at pH 2.5 using the organic acid, citric acid.

• 해양환경안전학회지
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• 제15권4호
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• pp.339-344
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• 2009

본 연구는 우리나라와 중국 간의 황해 환경에 대한 조사 필요성에 의하여 공동으로 수행한 결과 중 일부이다. 계절에 따른 황해 동물플랑크톤 군집의 변동을 보기 위하여 1998년부터 2003년까지 6년에 걸쳐 매년 1회 3개 선 24개 정점에서 동물플랑크톤을 채집하였다. 채집된 동물플랑크톤 시료는 일정 비율로 분할 후 생물량을 측정하였으며, 1998, 2000, 2002년 등 3개년에 걸쳐 주요 분류군의 경우 종수준까지 동정하였고, 1999, 2001, 2003년 등 3개년은 주요 분류군 수준까지 동정하였다. 이러한 결과에서 황해 동물플랑크톤 군집의 계절적 분포 변동에 따른 특성을 파악하였다. 조사시기에 따른 공간적 분포 양상에 있어 반복성은 나타나지 않았다. 가장 중요 분류군인 요각류의 경우 한국측 해역에서 높은 분포를 보였으며, 모악류의 경우 중국측 해역에서 높았다. 현 결과에서 조사시기 동안 황해를 대표하는 요각류는 Calanus sinicus, Paracalanus parvus s.l., Oithona atlantica, Corycaeus affinis 등 4종으로 이들 종의 밀도 변화가 수산자원의 양에 영향을 미칠 수 있는 중요한 요인으로 생각할 수 있다.

• Journal of Advanced Marine Engineering and Technology
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• 제39권10호
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• pp.1044-1048
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• 2015

Recently, the viability of the Northern Sea Route has been receiving a remarkable amount of attention. Owing to global warming, glaciers in the Arctic Ocean have been melting rapidly, which has opened up navigation routes for ships with commercial as well as research purposes. At present, vessels can be economically operated along the Northern Sea Route four months of the year. However, studies have shown that the economical operating time may increase to six months by 2020 and year-round by 2030. Even though the conditions of the Northern Sea Route are extreme, the main reason for its use is that the route is shorter than the existing route using the Suez Canal, which provides an economic benefit. In addition, 25% of the world's oil reserves and 30% of its natural gas are stored in the coastal areas of the East Siberian Arctic region. Many factors are leading to the expectation of commercial navigation using the Northern Sea Route in the near future. To satisfy future demand, the International Maritime Organization established the Polar Code in order to ensure navigation safety in polar waters; this is expected to enter into force on January 1, 2017. According to the code, a ship needs to reduce its speed and analyze the ice for safe operation before entering into it. It is necessary to enter an ice field at a right angle to break the ice safely and efficiently. This study examined the operation along the course for safe navigation of the passage under several conditions. The results will provide guidelines for traffic officers who will operate ships in the Arctic Ocean.

• 해양환경안전학회지
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• 제2권1호
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• pp.57-65
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• 1996

The latest date, No. 1 YouII was grounded and sunk into the sea at MAMHYUNGJEDO ( South brother Island) in Sep. 21. 1995, and M.V. Sea Prince of V.L.C.C also made a big oil poullution accident owing to Typhoon "Paei" at front sea of Yeu Choun on Jul. 25. 1995. The large or small scall scale of oil poullution accident frequently was occurred about 300-350 cases per ine(1) year. The countries advanced in marine relations like as, nited Kingdom and Japan, have perfect system The country of expert education, training and oil recovery equipments in oil poullution accidents. The large quantity oil skimming ship's basic condition need general skimming ship which was high speed and large quantity skimming ability , and hve to store the recovered oil into tanks This oil skimming shop are composit the skimmer whuch move up and down according to the wace movements, storage tank which storage the recovered oil in after side, transfer pump which transformed from flooding tank to separating tank and separating tank which separated the oil mixtures, Also there are cylindrical floated which keep the auto positing, gate which keep the auto positing, gate which protect and guide the recovering oil from sea and balance weight for skimmer balance. Also there are cylindrical floated which keep the auto positing, gate which protect and guide the recovering oil from sea and balance weight for skimmer balance. The important arrangement is twin arm which moved by two hinge and move te skimming unit by wave movement. In gate of inside, made long wear in the gate bellow position, there are also connected the flexible hose for oil mixtures drop. The separating tank composited with multi-divided bulkhead for ffective oil and sea water separating by settling and flotation principle. As use the above natural princile and equipment, we can remove the large quantity oil by developed oil skimming ship.ming ship.