• 선박안전
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• 통권23호
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• pp.2-13
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• 2007

With the effectuation of the amendment of MARPOL 73/78 on 5 April 2005, enforcement regulations of Marine Pollution Prevention Act were revised in domestic on 12 March 2005 that double hull structure was required to the small single bottom oil tankers under DWT(deadweight tonnage) 500 ton for the protection of the marine pollution casualties. The objective of this study is to develop the double bottom structure of small oil tanker under DWT 500 ton with superior crashworthiness and to establish its suitable standard to double bottom structure. The promoting strategy of this R&D is classified into the crashworthy structural analysis of small oil tankers using LS/DYNA3D code and the examination of their damage stabilities according to tonnage. It could be thought that the desirable inner bottom height should be above the B/7.5 and its minimum height 0.65m for the domestic small oil tanker under DWT 500ton.

• 한국해양공학회지
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• 제11권2호
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• pp.131-137
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• 1997

The technology of small and medium sized shipbuilding companies is lower relatively to major shipbuilding companies, and should be up-graded from the viewpoint of national economic development. In spite that hul form design is one of the most important elements with respect to shipbuilding technology, small and medium sized shipbuilding companies are incapable of developing hull form. Inorder to support technically such companies hull form development was carried out for G/T 999ton class tanker and D/W 4990ton class tanker which are the typical vessels operating in coastal area. The operating efficiency for the developed hull forms are impeoved by 30% for G/T 999ton class tanker and 24% for D/W 4990 tonclass tanker respectively. The results of hull form development including ship model test and performance analysis are presented in this paper.

• 한국항해학회지
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• 제17권4호
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• pp.73-87
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• 1993

As a result of accepting the '71 FUND Convention and enforcing the Oil Pollution Compensation Act 1992, we observed some benefits and costa. This paper analyses those benefits and costs and suggests se-veral key policy recommendations for the estasblishment of an effective oil pollution compensation regime in Korea. This paper identifies the said benefits and costs as follows : First, by establishing the oil pollu-tion compensation system as same as the international level, most of small and medium size of oil pollution damage which are caused by coastal tankers will be compensated by FUND. Second, most of oil pollution damage which are not covered by '69 CLC will be compensated by FUND. Third, some parts of FUND Contribution Fee and CRISTAL Contribution Fee to be charged by major oil companies will be doubled. However the limit of international oil pollution compensation system and the loophole outside the Oil Pol-lution Compensation Act 1992 suggest followings : 1) Radical risk management and insurance manage-ment of ocean going tanker owners, 2) Establishment of oil pollution claim settlement system, 3) Enforce-ment of crew and ship management for coastal tanker and 4) Establishment of Korean P & I Club.

• 무역학회지
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• 제47권5호
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• pp.289-304
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• 2022

Korea's LNG and crude oil are the most important energy and export raw materials, but 100% import resources by overseas. However, tanker shipping companies, which play the most crucial role in energy cargo security, are very small in number and size, which can be a factor in the supply chain crisis. Therefore, this paper studied the policy of expanding tanker transportation necessary for the transport of crude oil and LNG in Korea. In the existing literature, there was no policy study necessary for tanker ships, but referring only to the importance of overseas energy development and transportation, so we tried to derive various demands necessary for expanding the tanker fleet through expert interviews and AHP which was conducted on 89 related energy institutions to derive policies and their priorities. The results of the study are as follows. As for the policy, the financial support policy was the highest priority, followed by the business and the mutual cooperation policy of related agencies. Tax support (22.6%) and ship financing (19.4%) were the highest priorities, followed by the Energy Intermediate Promotion Act (11.9%), Tanker Guarantee Insurance (10.6%), Energy Budget Independence (9.3%), and Korea Trader Development (8.2%). Energy governance (6.3%), information center establishment (6.2%), and energy procurement committee (5.5%) ranked seventh, eighth, and ninth. The research results show that it is necessary to supply sufficient ships to the market through the expansion of ship finance for tankers and to follow business support policies such as guarantee insurance. In addition, it was also possible to derive that the financial resources need to be determined by law and independent budgets for consistency and continuity.

• 한국해양공학회:학술대회논문집
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• 한국해양공학회 2003년도 추계학술대회 논문집
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• pp.297-302
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• 2003

This study was carried out to check the contingency planning methods under the analysis of oil spill potential and make a guide line to apply the results to the port of Busan. The expected spilled oil drift patterns are considered with the most probable scenarios under the base of the oil spill potential. The results obtained from this study are as follows: (1) Analysis method of oil spill potent was proposed and the applicability was proved by the application example to the port of Busan to make the contingency plan. (2) Responsible oil spill contingency planning methods / flow are suggested considered environmental factors and the oil spill potential. (3) The coastal waters of Busan was consist of rocky flat, man-made solid shore and beach shore. Marine traffic have high density of oil tanker and cargo ship. Also, oil tanker ship are examined in the small ships to be less than 3000t to supply oil to the ship moored / anchored as well as the large amount of oil tank / basin are located along the coast of Busan port. These systems are introduced to make in put data to the analysis of oil spill potential. (4) According to the analysis of historical records of oil spill accident in Busan, the frequency of accidents by cargo ship rank highest and 45% of accidents is caused by carelessness. about 65% of total accidents shows a small spill accident of less than $10k{\ell}$.

• 한국해양환경ㆍ에너지학회지
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• 제5권4호
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• pp.63-73
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• 2002

본 논문은 1988년 2원에 포항 앞바다에서 침몰한 총톤수 995톤의 유조선 경신호에 대한 수중 조사 작업과 그 결과를 다루고 있다. 조사는 경신호에 의한 추가 해양오염가능성을 파악하기 위하여 2001년 9원에 약 10일간의 일정으로 수행되었으며 첨단 해양조사장비인 ROV와 유인잠수정, 초음파 투께 계측장치 등을 이용하여 선체상태와 기름의 유출상황, 선체외판의 부식상태 통을 조사하였다. 조사 결과, 선체에서 계속적으로 소량의 기름이 유출되고 있는 것으로 확인되었으며 선체의 부식 상태 조사를 위해 선체의 일부에서 선체 두께 측정이 이루어졌다. 조사 결과와 기존 사고 보고서의 내용을 바탕으로 잔존유의 양을 추정하였을 때, 조사당시 선체에는 약 600㎘의 기금이 잔존하고 있는 것으로 추정되었으며 향후 선체외판의 부식으로 인해 잔존유가 추가 유출될 가능성이 있는 것으로 판단되었다 이와 함께 유출유 확산 예측시뮬레이션을 통해 특정한 기상상태에서는 유출된 기름이 주변해역을 오염시킬 수 있는 가능성을 확인하였다.

• 대한조선학회 특별논문집
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• 대한조선학회 2013년도 특별논문집
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• pp.1-7
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• 2013

In past decades, a maximum standard vessel size for chemical tankers is not normally larger than 55,000 TDW due to the characteristic of chemical product shipment which is so variable but small quantity unlike single product carries such as crude oil tankers. These days, as demand of very large chemical tanker is rising due to the change of market trend of chemical product shipment, 75,000 TDW class chemical tanker has been developed. The newly developed vessel's structure has been designed based on CSR (Common Structural Rule) for double hull oil tankers (hereafter CSR) published by IACS (International Association of Classification Societies). However, due to the large difference from typical oil tankers, many items should be specially considered such as on deck transverse and corrugated bulkheads. In addition, two longitudinal bulkheads without upper stool have been constructed in order to maximise the number of cargo tanks and the volume of each cargo tanks. In this study, key word of the vessel has been briefly reviewed and the structural reliability of the proposed vessel has been investigated.

• 한국수자원학회:학술대회논문집
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• 한국수자원학회 2018년도 학술발표회
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• pp.71-71
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• 2018

해상 교통량 증가에 따라 선박 사고로 인한 대형 해양 오염사고가 많이 발생하고 있다. 유조선 충돌에 따른 선체 파공은 원유의 바다 유출을 야기하여 심각한 해양오염을 유발하므로 이러한 사고에 대해서 신속한 방재 대응력이 요구된다. 작은 파공은 목제 플러그를 인위적으로 삽입하여 봉쇄하는 것이 일반적이지만, 대형 파공의 경우 사람이 직접 봉쇄하기에는 어려워 기계적 봉쇄장치 개발이 요구된다. 파공봉쇄 장치 개발을 위해서는 유체의 유출유속을 정확하게 아는 것이 중요하다. 이 연구에서는 2007년 태안 기름유출 사고에서 관측된 초기수심 7.5 m, 직경 30 cm의 파공에 대해서 고해상도 CFD 모델링을 수행하여 수심별 기름 유출 유속의 분포를 계산하였다. 비중 0.85이며, 원유의 온도 $20^{\circ}C-100^{\circ}C$ 조건에 따른 점성계수 $4-12cP(mPa{\cdot}s)$ 조건에서 파공을 통한 원유 유출을 고해상도 모델링한다. 모델링 결과를 분석하여 원유유출에 대한 마찰손실계수와 유량계수의 범위를 레이놀즈수의 함수로 제시한다.

• 해양환경안전학회:학술대회논문집
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• 해양환경안전학회 2007년도 춘계학술발표회
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• pp.187-194
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• 2007

선박 해철 폐기물을 적절히 통제하고 관리하기 위하여, 선박 해철 폐기물의 처리 및 관리에 관한 실태 및 동향을 알아보고, 해양오염 방지법을 보완하거나 개정할 사항을 검토하였다. 세계의 선박 해체량은 연간 약 2,200만 DWT으로서 대부분이 방글라데시, 중국, 인도, 파키스탄 등 4개국에서 이루어지고 있으며, 최근에는 터키, 필리핀, 인도네시아, 베트남 등이 선박해체시장에 참여하고 있다. 선박해체산업은 주로 선진국보다는 개도국 또는 후진국에서 더 활발히 이루어지고 있다. 국내의 폐기물의 수집 운반, 중간처리, 최종처리 업체들은 규모가 작아서 인명뿐만 아니라 시설도 선박을 해철하기에는 부적절하거나 열악한 부분이 많고, 환경을 고려하지 않고 폐기물 처리작업이 이루어질 가능성이 높았다. 전남과 제주 지역의 해철 선박은 1000톤 이하의 선박이 대부분을 차지했다. 따라서 선내 잔류유성혼합물을 가진 노후선 (유조선 등)을 해철 할 때에 그 해철 선박을 후진국이나 미개발국으로 이동하는 것을 금지하거나 제한하는 규정이 해양오염방지법에 포함될 필요가 있고, 선박 해철업체 및 해철 폐기물 수집 운반업체, 중간처리업체 및 최종처리업체의 인력 및 시설에 관한 기준을 해양오염방지법에 규정할 필요가 있다. 또 한 선박 해철 폐기물에 대한 생산자책임 재활용 제도나 개념을 해양오염방지법에 도입하는 것이 바람직하다.

• 해양환경안전학회지
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• 제5권1호
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• pp.9-18
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• 1999

To predict the oil spill dispersion phenomena in the ocean, the oil spill response model, which can be used for strategic purpose on the oil spill site, based on Lagrangian particle-tracking method was formulated and applied to the neighboring area with Pusan port where the oil spill incident occurred when the tanker ship No.1 Youil struck on a small rock near the Namhyungjeto on September 21, 1995. The real-time tidal currents to be required as input data of the oil spill model were obtained by the two-dimensional hydrodynamic model and the tide prediction model. Evaluation of tidal currents using observation data was successful. For wind data, other input data of oil spill model, observed data on the spot were used. To verify the oil spill model, the oil spill modelling results were compared with the field data obtained from the spill site. Compared the modelling results with the observation data, there exist some discrepancies but the general pattern of modelling results was similar to that of field observation. The modelling results on 7 days after spill occurred showed that the 40% of spilled oil is in floating, 36% in evaporated, 23% at shore, and 1% in out of boundary, respectively. According to the evaluation of weighting curves of effective components to the dispersion of oil, the winds make a 37% of contribution to the dispersion of oil, turbulent diffusion 39.5%, and tidal currents 23.5%, respectively. Provided the more accurate wind data are supported, more favorable results might be obtained.