• 해양환경안전학회지
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• 제21권3호
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• pp.274-282
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• 2015

This research is the result on calculating the logical speed limit through certain process which some elements must be considered on selecting the speed limit of harbour and waterway. The suggested speed limit select model on this research is processed from 1~6 steps by forming a professional group of experts. Each step has its information which 1st step(water division), 2nd step(selecting the model vessel and vessel applied with speed limit.), 3rd step(selecting the maximum and minimum speed range on each section), 4th step(evaluation on the safeness of traffic), 5th step(suggesting the appropriate speed limit), 6th step(execution and evaluation.). The appropriate speed limit was decided on consideration of the safety of maritime traffic on the range of the maximum speed and the minimum speed. This model was used to derive the appropriate speed limit on the harbour water and Busan harbour entrance waterway. As the result, the harbour water was calculated to be 6.9 knots, the appropriate speed limit of Busan entrance harbour was 9.3 knots. The present calculation of the speed limit on the approaching channel area is 10 knots, inner harbour area is 7 knots, which are similar to the result of the speed limit. This research is the first research on selecting the speed limit model and has its limits on finding the perfect speed limit result. More detailed standards on the safeness of traffic evaluation must be found and additional study is necessary on discriminating consideration of the elements. This research has its value which it provides instances of aboard cases on guidelines of selecting the speed limit.

• 한국항해항만학회:학술대회논문집
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• 한국항해항만학회 2010년도 춘계학술대회
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• pp.169-170
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• 2010

울산항은 국내 다른 무역항에 비해 항계 및 정박지가 협소하고, 해상교통 흐름이 복잡하여 해양사고의 발생 개연성이 매우 높은 실정이다, 특히 울산 신항 개발에 따라 입 출항 선박량이 증가할 경우 정박지 부족 현상은 더욱 가중될 것이다. 본 연구에서는 울산항의 정박지 확충을 위해 불가피하게 요구되는 항계 확장 방안을 모색하여 제시하고자 한다. 해당 정박지 면적을 수용할 수 있는 항계 범위를 확정한 후 전문가 그룹에 의한 설문조사를 기초로 적정한 항계 확장 형태를 결정하였다.

• 한국항해항만학회지
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• 제34권6호
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• pp.487-492
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• 2010

울산항은 국내 최대의 액체화물 거점항만으로 지속적인 물동량 증가에 대비하여 울산 신항 및 동북아오일허브 개발 등을 본격적으로 추진하고 있다. 그러나 국내 다른 무역항에 비해 항계 및 정박지가 협소하고, 해상교통 흐름이 복잡하여 해양사고의 발생 개연성이 매우 높은 실정이다. 본 연구에서는 울산항의 지형학적인 특성과 선박 교통량을 고려하여 울산항 정박지 확충을 위해 불가피하게 요구되는 항계 확장 방안을 모색하여 제시하고자 한다. 정박지 확충을 위한 항계 확장은 국내 다른 무역항의 정박지 및 항계 면적을 선석 및 통항 교통량 등과 상호 비교하여 확장 범위를 정량화한 후 울산 신항 개발에 필요한 정박지 확대 면적을 산출하였다. 또한 해당 정박지 면적을 수용할 수 있는 항계 범위를 확정한 후 전문가 그룹에 의한 설문조사를 기초로 적정한 항계 확장 형태를 결정하였다.

• 한국농공학회지
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• 제25권4호
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• pp.50-60
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• 1983

305 samples of alluvial deposit in inland and harbour districts were selected and consolidation charateristics of the alluvium were put in order statiscally. The correlations between them were as follows. 1. The relationships between LL(liguid limit) and Cc (compression index) were explained as Cc=0. 03(LL-21. 7) in case of inland district soil and as Cc=0. 019(LL-19) in case of harbour district soil. As compared with formular proposed by Skernpton, the gradient of this linear line was slight steep. 2. The relationships between PI(plastic index) and Cc were explained as Cc=0. 063 PI-0. 52 in case of inland district soil and Cc=0. 043 PI-0. 31 in case of harbour district soil. 3. As void ratio and natural moisture content were increased, Cc was increased, and as wet density was increased, Cc was decreased with a gentle curve. 4. As LL and P1 increased, mv(coefficient of volume compressibility) was increased but if LL and P1 was increased beyond a certain extend, mv has a tendency of constant value, that is, mv show a tendency to take constant value in the very soft clay. and mv in P=2. 5kg/cm$^2$ was about l${\times}$ l0-$^1$cm$^2$/kg in case of land district soil and 6x 10-$^1$crn$^2$/kg in case of harbour district soil lower than that in P=0. 25kg/crn2. 5. Cv(coefficient of consolidation) was a tendency to decrease with a gentle curve as LL was increased, and Cv in P=0. 25kg/crn2 was about 3x l0-$^1$crn$^2$/min larger than that in P=2. 5kg/crn$^2$. 6. Relationships between Py(pre-consolidation pressure) which is included over consolidation soil and ∑r1h(effective over-burden pressure) were explained as Py=l. 12 ∑r'h in case of land district soil and as Py=l. l5∑r'h in case of harbour district soil. 7. Some of the properties show good correlations between them, practical and effective applications of these correlations are expected in the planning and excution of soil investigation and also in the evaluation of the results.

• 해양환경안전학회:학술대회논문집
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• 해양환경안전학회 2017년도 추계학술발표회
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• pp.169-169
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• 2017

• 한국항만학회지
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• 제11권2호
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• pp.173-189
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• 1997

Whether over taking or parallel sailing of two or more vessels is allowable on marine traffic route or not, the traffic congestion due to traffic volume has to be evaluated separately. In Gaduk-sudo, overtaking or parallel sailing is so allowable that the Bumper Model is introduced to evaluated the traffic congestion. But the channels within the habour limit such as the route of Ulsan New Port are so prohibited overtaking or parallel sailing that the traffic congestion has to be evaluated by using theoretical traffic capacity or by traffic simulation. In this paper, the congestion of Southern New Port and Mipo Port was evaluated the congestion by using theoretical traffic capacity and the other area of Ulsan Port by traffic simulation. The incresed traffic volumes on Ulsan Channels according to Ulsan New Port Development in 2011 were evaluated to have no effect with the traffic congestion.

• 한국항해항만학회지
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• 제28권5호
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• pp.359-364
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• 2004

해항선이 목적항에 접근하게 되면, 교통량은 증가하고, 특히, 항만입구에는 해상교통이 집중하면 항내 항로는 더욱 좁아진다. 따라서 기안에는 선박충돌을 방지하기 위한 특별한 항법규정이 필요하며, 우리나라에서는 개항질서법에 이들 규정을 두고 있다. 그러나 관련 항법규정이 서로 충돌하는 경우, 어느 것을 우선 적용하여야 하는가에 대한 문제와 그 규정의 정확한 의미를 규명할 필요가 있다. 왜냐하면 관련 항법의 해석과 적용에 대한 오해는 선박충돌의 원인이 되기 때문이다. 따라서 이 연구는 개항질서법상 항법 규정에 관하여 법해석학적으로 검토하고, 이를 통하여 올바른 항법적용에 관한 기준을 제시하고자 한다.

• 해양환경안전학회지
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• 제21권2호
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• pp.171-178
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• 2015

본 연구는 제한속력 설정 모델 개발을 위한 1차 연구로서 제한속력 설정 시 고려요소에는 어떤 것이 있으며, 각 요소별 중요도는 얼마나 되는지에 대한 연구의 결과이다. 고려요소 식별과 중요도 산정을 위해 델파이(Delphi)기법과 AHP(Analytic Hierarchy Process)기법을 이용하였다. 델파이 설문은 3차에 걸쳐 수행하였고 3차에 걸친 설문을 통해 5개 상위요소(Level 1)와 23개 하위요소(Level 2)가 식별되었다. 3차 델파이 설문과정에서 내용타당도비율(CVR)값이 0.4~1.0 범위에 있으면 제한속력 설정 시 고려요소로서 반영하였고 0.4 미만의 값은 고려요소에서 제외하였다. 2차 델파이 설문과정에서 33개 고려요소가 식별되었으나 3차 설문을 통해 23개 항목으로 축소되었다. 델파이 3차 분석을 통해 얻은 23개 항목을 대상으로 AHP 설문을 수행하였다. AHP 설문 결과, 5개 상위요소(Level 1)에 대한 중요도는 교통조건이 가장 중요한 요소로 평가되었고, 선박조건, 항로조건, 자연조건, 외부지원 및 기타 조건 순으로 평가되었다. 23개 하위요소 중에서 시정이 가장 중요(1위)하다고 평가되었으며, 선박조종성능, 항로 내 수중장애물, 교통량 및 밀도, 통항선박간 거리, 타효가능속력, 조류 순으로 평가되었다.

• 수산해양교육연구
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• 제21권4호
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• pp.586-591
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• 2009

The marine traffic accidents go on increasing owing to the increment of marine traffic capacity, and the solutions about these matters are vigorously considering by many researchers. When the watch officer navigates to the narrow channel, bend or an area obscured by an intervening obstruction and around the harbour limit he must follow the planned track. The watch officer can safely navigate along the course laid down only when he alters his course in advance before the new course distance earlier than the course alternation point. If we call this point to be changed in advance a turning bearing, the turning bearing is decided according to the direction and the range from the clearing objects. The turning bearing helps the watch officer to determine whether the ship is at wheel-over position or not. The author in this paper suggest how to make and use a curve graph which is decided according to the direction and the distance from the clearing objects. If the watch officer utilize this curve graph he can judge swiftly and precisely whether his ship is at the wheel - over position or not.

• 한국수산과학회지
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• 제11권3호
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• pp.129-138
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• 1978

The contents of inorganic conservative constituents in the downstream water were determined in spring tides of every month from May 1977 to April 1978 at eight stations of Nagdong River. Samples were taken at the intervals of one or two hours from 7 a. m. to 7 p. m. at each station. Annual ranges and means of the chemical constituents over all the stations except station one, Kupo, ate as follows: pH 6.4-9.3, 7.7; electrical conductivity $0.085-0.345\times10^3\;\mu\mho/cm,\;0.196\times10^3\;\mu\mho/cm;$ chloride 5.8-50.0ppm, 17.7ppm: fluoride ND-0.19 ppm, 0.06 ppm: sulfate 5.5-41.1 ppm, 20.7 ppm; calcium 6-26 ppm, 17 ppm; magnesium 2.0-12.8 ppm, 5.1 ppm; sodium 7-26 ppm, 13 ppm; potassium 1.4-3.8 pprn, 2.3 ppm respectively. The seasonal variations of contents of the chemical constituents were not large and showed nearly definite values at all the stations except station one, Kupo. At station one, seasonal variations were large and the contents were excessively high due to inflow of seawater compared with other stations. The values over 50 ppm in chloride were not determined during the determination period at Mul Geum where the intake station for Busan city water is located. Most constituents except pH and fluoride were over the criteria for drinking water at Kupo, while at other stations only pH value was exceeded the upper limit of the criterion especially in summer period. The pH values tended to increase in the afternoon when water temperature was high. The chloride concentration was shown the highest value at station one, Kupo, with about 2 hours delay after high water of Busan harbour and 3-3.5 hours at Mul Geum.