• Journal of Navigation and Port Research
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• v.42 no.4
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• pp.245-252
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• 2018

A method of transmitting an alert signal in case of man-overboard (MOB) systems in a small fishing vessel navigating within coastal area is being operated as VHF-DSC equipment via a distress alert button and V-P ass Equipment via alert button or beacon separation. However, a small fishing vessel with a couple of crews on board is an inappropriate way to alert a man-overboard condition. However, internationally, MOB equipment using VHF-DSC, AIS, and Bluetooth technologies is used to transmit alert signals directly to the mother ship and other radio stations. In order to analyze the performance and technology of the MOB equipment operating in foreign countries, it was confirmed that the alarm signal can be received within a maximum of one nautical mile when the MOB device is on the water surface. An MOB device that meets domestic conditions needs to send an alarm signal to a station within the VHF communication range. However, in order to reduce the false alert signal, it is most appropriate to operate the VHF-DSC radio equipment installed on the ship remotely. Analysis of various technologies connecting the MOB and the VHF-DSC revealed that the Bluetooth system has advantages such as device miniaturization. When an emergency signal is transmitted from the MOB device, it can be received by a dedicated receiver and recognized through an external input terminal of the VHF-DSC equipment generating its own alarm. If the emergency situation cannot be processed at the mother ship, a distress alert is sent to all radio stations via VHF-DSC for response under emergencies faced by small fishing vessels.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.2
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• pp.275-285
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• 2021

COVID-19 is threatening the safety of ships and seafarers by delaying seafarer rotation. Shipping companies and governments have a blindspot in case of the onboard environment of seafarers. An effective, alternative plan should be devised to eliminate the possibility of human accidents in an emergency that threatens the safety of seafarers. According to the survey of former and current seafarers, the most important factor in boarding life was safety, and the most necessary thing during emergencies was to secure smooth seafarer rotation rather than improve wages and welfare. By analyzing the major routes of national shipping companies by continent, ports with a large number of calls and a high Air Connectivity Index were selected as the base port. In addition, the route was designed for effective, domestic seafarer rotation during international shipping. Other countries must be consulted to establish a travel route linking ships, ports, and airports for the safe return of sailors to their home countries during an emergency. In addition, it is necessary to work together for the seafarers who are in trouble of seafarer rotation through cooperation with the International Maritime Organization(IMO). Starting with this, the government should have a monitoring system for the return and non-return routes as well as the number of seafarers on board. If such a system is established, it will be able to determine the response direction of our country's policy in case of an emergency. Along with the shipping company's ef orts to improve the treatment of seafarers, national and social attention will be needed to review domestic laws and improve awareness about seafarers.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.5
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• pp.410-416
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• 2016

After the Sewol Ferry accident, the importance of maritime safety has been emphasized in Korea. In particular, educational and experience training are not only being conducted for maritime personnel but also in schools and at maritime-related organizations in order to broadly instill maritime safety awareness. Based on SOLAS regulations, safety education for sailors conducted every 10 days passenger boats, and fire-fighting drills and abandon-ship training should be conducted once a month on merchant ships. After the Sewol Ferry accident, the maximum number of trainees was reduced from 40 to 20 in order to improve the effectiveness of these training sessions by requiring all trainees to participate in the actual training. The current training process consists of two steps: textbook-based theoretical training and actual practice. Current training environment provides limited capability from human and facility recourses which limit the numbers of trainee participated and system operation time. By introducing the simulation training, it will improve the trainee skill and performance prior to the on-site training and allow the more effective and rapid progress on actual practice. Therefore, it will be proposed the three-step training method in order to improve the effectiveness on fire-fighting drill in Maritime Safety Education on this study. This study suggests a three step training method that would increase the efficiency of maritime safety education. An image-training step to enhance individual task awareness and equipment usage via simulation techniques after theoretical training has been added. To implement this simulation, a virtual training session will be conducted before actual training, based on knowledge obtained from theoretical training, which is expected to increase the speed with which trainees can adapt during the practical training session. In addition, due to the characteristics of the simulation, repeated training is possible for reaction drills in emergency circumstances and other various scenarios that are difficult to replicate in actual training. The efficiency of training is expected to improve because trainees will have practiced before practical training takes place, which will decrease the time needed for practical training and increase the number of training sessions that can be executed, increasing the efficiency of training overall. This study considers development methods for fire-fighting drill simulations using virtual reality techniques.

• The Korean Journal of Air & Space Law and Policy
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• v.24 no.2
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• pp.139-161
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• 2009

The idea of establishing an International Court of Air and Space Law (hereinafter referred to ICASL) is only my academic and practical opinion as first proposal in the global community. The establishment of the International Court of Air and Space Law can promote the speed and promote fairness of the trial in air and space law cases. The creation of an ICASL would lead to strengthening of the international cooperation deemed essential by the global community towards joint settlement in the transnational air and space cases, claims and would act as a catalyst for the efforts and solution on aircraft, satellite and space shuttle's accidents and cases and all manpower, information, trial and lawsuit to be centrally managed in an independent fashion to the benefit of global community. The aircraft, satellite and spacecraft's accidents attributes to the particular and different features between the road, railway and maritime's accidents. These aircraft, satellite and spacecraft's accidents have incurred many disputes between the victims and the air and space carriers in deciding on the limited or unlimited liability for compensation and the appraisal of damages caused by the aircraft's accidents, terror attack, satellite, space shuttle's accidents and space debris. This International Court of Air and Space Law could hear any claim growing out of both international air and space crash accidents and transnational accidents in which plaintiffs and defendants are from different nations. This alternative would eliminate the lack of uniformity of decisions under the air and space conventions, protocols and agreements. In addition, national courts would no longer have to apply their own choice of law analysis in choosing the applicable liability limits or un-limit for cases that do not fall under the air and space system. Thus, creation of an International Court of Air and Space Law would eliminate any disparity of damage awards among similarly situated passengers and shippers in nonmembers of air and space conventions, protocols, agreements and cases. Furthermore, I would like to explain the main items of the abovementioned Draft for the Convention or Statute of the International Court of Air and Space Law framed in comparison with the Statute of the International Court of Justice, the Statue of the International Tribunal for the Law of the Sea and the Statute of the International Criminal Court. First of all, in order to create the International Court of Air and Space Law, it is necessary for us to legislate a Draft for the Convention on the Establishment of the International Court of Air and Space Law. This Draft for the Convention must include the elected method of judges, term, duty and competence of judge, chambers, jurisdiction, hearing and judgment of the ICASL. The members of the Court shall be elected by the General Assembly and Council of the ICAO and by the General Assembly and Legal Committee of the UNCOPUOS from a list of persons nominated by the national groups in the six continent (the North American, South American, African, Oceania and Asian Continent) and two international organization such as ICAO and UNCOPUOS. The members of the Court shall be elected for nine years and may be re-elected as one time. However, I would like to propose a creation an International Court of Air and Space Law in extending jurisdiction to the International Court of Justice at the Hague to in order to decide the air and space convention‘s cases. My personal opinion is that if an International Court on Air and Space Law will be created in future, it will be settled quickly and reasonably the difficulty and complicated disputes, cases or lawsuit between the wrongdoer and victims and the injured person caused by aircraft, satellite, spacecraft's accidents or hijacker and terrorists etc. on account of deciding the standard of judgment by judges of that’s court. It is indeed a great necessary and desirable for us to make a new Draft for the Convention on a creation of the International Court of Air and Space Law to handle international air and space crash litigation. I shall propose to make a new brief Draft for the Convention on the Creation of an International Court of Air and Space Law in the near future.

• Journal of the Korea Concrete Institute
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• v.26 no.4
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• pp.429-440
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• 2014

Since the World Trade Center and Pentagon attacks in 2001, terror, military attack, or man-made disaster caused impact, explosion, and fire accident have frequently occured on civil infrastructures. However, structural behavior researches on major Prestressed Concrete (PSC) infrastructures such as bridges, tunnels, Prestressed Concrete Containment Vessel (PCCVs), and LNG tanks under extreme loading are significantly lacking. Especially, researches on possible secondary fire scenarios after terror, bombing, collision of vehicles and vessels on concrete structures have not been performed domestically where most of the past researches related to extreme loadings on structures focused on an independent isolated extreme loading scenario. Due to the outcry of public concerns and anxiety of potential terrorist attacks on major infrastructures and structures, a study is urgently needed at this time. Therefore, in this study, the bi-directional prestressed concrete $1400{\times}1000{\times}300mm$ panels applied with 430 kN prestressing force using unbonded prestressing thread bars were experimentally evaluated under impact, fire, and impact-fire combined loadings. Due to test site restrictions, impact tests were performed with 14 kN impactor with drop heights of 10m and 3.5 m to evaluate impact resistance capacity. Also, fire and impact-fire combined loading were tested using RABT fire loading curve. The measured residual strength capacities of PSC and RC specimens applied with impact, fire, impact-fire combined loadings were compared with the residual strength capacity of undamaged PSC and RC specimens for evaluation. The study results can be used as basic research data for related research areas such as protective design and numerical simulation under extreme loading scenarios.

• Journal of the Korean Society for Marine Environment & Energy
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• v.11 no.3
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• pp.150-159
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• 2008

The marine litter generated as by-products of human activities and economic development enters to the sea through rivers or stream Indirectly, and through sea-based activities directly. It is commonly comprised of materials that degrade very slowly, such as various plastic products, polystyrene, glass, rubber, metal, wood, derelict fishing nets, wire, rope and so on. Such litter is found in the water column and on the seafloor as well as coastal areas In the Northwest Pacific region. It causes injury or death of human and other living organisms and also accident or damage of the vessel. It is not only a problem of country but also regional and/or global problem because it is transported by currents and winds from one country to another. In this regard, Northwest Pacific Action Plan (NOWPAP) Marine Litter Activity (MALITA) project had been carried out during 2006-2007 biennium and NOWPAP Regional Action Plan on Marine Litter (RAP MALI) has been also continuously implemented in the 2008-2009 biennium as next phase step of MALITA. MERRAC, one of four Regional Activity Centres (RACs) of NOWPAP, has developed monitoring guidelines, sectoral guidelines, and brochures related to sea-based marine litter and port reception facilities and services through MALITA project. Based upon these output, MERRAC will continuously implement relevant activities of RAP MALI in order to help to establish and improve a regional mechanism to deal with the sea-based marine litter problem. This paper aims to introduce MERRAC activities under MALITA and RAP MALI, and to suggest several recommendations to reduce marine litter in the NOWPAP region.

• Analytical Science and Technology
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• v.24 no.2
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• pp.69-77
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• 2011

Ethylene glycol (EG) is produced commercially in large amounts and is widely used as antifreeze or deicing solution for cars, boats, and aircraft. EG poisoning occurs in suicide attempts and infrequently, either intentionally through misuse or accidental as EG has a sweet taste. EG has in itself a low toxicity, but is in vivo broken down to higher toxic organic acids which are responsible for extensive cellular damage in various tissues caused principally by the metabolites glycolic acid and oxalic acid. The most conclusive analytical method of diagnosing EG poisoning is determination of EG concentration. However, victims are sometimes admitted at a late stage to hospitals or died during emergency treatment like a gastric lavage or found rotten dead, when blood EG concentrations are low or not detected. Therefore, in this study, the identification of EG was not only performed by gas chromatograpyc-mass spectrometry (GC-MS) following derivatization but also further toxicological analyses of metabolites, glycolic acid (GA) and oxalic acid (OA), were performed by ion chromatography in various biological specimens. A ranges of blood concentrations (3 cases) was $10\sim2,400\;{\mu}g/mL$ for EG, $224\sim1,164\;{\mu}g/mL$ for GA and ND $\sim40\;{\mu}g/mL$ for OA, respectively, In other biological specimens (liver, kidney, bile and pleural fluid), a range of concentrations (3 cases) was ND $\sim55,000\;{\mu}g/mL$ for EG, ND $\sim1,124\;{\mu}g/mL$ for GA and ND $\sim60\;{\mu}g/mL$ for OA, respectively. Liver and kidney tissues were recommended specimens including blood because OA, a final metabolite of EG, was identified large amounts in these despite no detectable EG caused by some therapy.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.6
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• pp.778-783
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• 2015

We studied about the strength characteristics of the FRP bonding method due to reduce accident on the oceans and protect life for my people. We test tension and bending strength of butt joint, lap joint, V-scarf joint, X-scarf joint. The result of test, it's pattern is similar both tension and bending strength. Tension strength and bending strength was excellent in order to X-scarf-butt joint-V-scarf-lap joint. The tension strength is the best properties X-scarf showed a 57% strength rate of the basic material, and bending strength showed a 77% strength rate of the basic material. Overall, the X-scarf 12t joint has most excellent properties of tension and bending strength. The lap joint has worst properties of tension and bending strength. We have to test having different over-lay of V-scarf and X-scarf joint each 12t, 16t, 20t. V-scarf of 20t over-lay has excellent character of tension and bending strength. But X-scarf of 12t over-lay has excellent character of tension and bending strength. The results are shown to the contrary. The ship is received a lot of stress. it's hard to compare a direction both actual and test. But we can acknowledge material basic characteristic of strength through tension and bending test. We give the four repair method; butt joint, lap joint, V-scarf joint, X-scarf joint and the reduced ratio in comparison with basic material; In addition give the separated data for V-scarf and X-scarf characteristic of 12t, 16t, 20t overlay length. For our study repair man can select good repair method in his work station.

• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.1
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• pp.81-91
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• 2010

IMO(International Maritime Organization) and the Shipping World rave complied with various kinds of international regulations for maritime safety and marine environmental protection, but the main reason of maritime accidents is that developing countries cannot implement maritime safety related regulations. Although Korea has been a member of the "A group" council of IMO, maritime technology transfer records of Korea are not good. To promote the project of official development assistance in Korea, it is required to select the technology which has a high degree of importance in the fields of maritime safety and has a high degree of demand on the transfer to developing countries, and to concentrate on the selected technology. So, it is necessary to draw valuation factors for maritime safety technology and to decide the priority in order among maritime safety technologies on the basis of valuation factors. Because the weights which show the degree of importance among valuation factors are different from factor to factor, interdependent relationship between factors should be considered on evaluation. In this study, the valuation factors were divided into three groups as the maturity of maritime safety technology, the promotion probability of projects and the degree of importance of technology, and the detailed factors of each group were drawn. A model which used Fuzzy AHP and limiting probability to consider the weights of importance and correlation among valuation factors was developed. To adopt this model, nine types of maritime safety technology in the field of maritime safety information were selected and points were scored for each technology through evaluation. In conclusion, first, ENC related technology was scored to be the highest as 0.0139. Second, the point of ship monitoring technology was scored as 0.0133. Last, oil spill response technology was scored as 0.0132.