• Journal of the Korean Institute of Navigation
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• v.20 no.2
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• pp.15-32
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• 1996

The Internation Maritime Organization (IMO) has required that ships other than cellular-ships which carry cargo units and other entities should be provided with a cargo securing manual. A number of serious accidents has resulted from improper stowage and insufficient securing of heavy cargo. The cargo claims caused by the accidents stated above not only reduce the number of shippers but also reduce their benefits. The following four basic safe items should be considered carefully in the carriage by sea in case of two tiers loading of heavy cargoes packed with wooden case if it is a general cargo ship. a) Safe stowing place b) Safe lashing c) Protecting crushing goods d) Adequate dunnage. All operators of cargoes must be reminded that only the proper stowge and securing of heavy cargos can prevent from the occurrence of such accidents in the future. This paper intends to analyze the unigue damage mechanism for two tiers loading of heavy cargoes on the general cargo ships encountered in the rough sea, and suggest the countermeusere to prevent the identical accidents in the future.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.51 no.4
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• pp.512-519
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• 2015

A historical tragic disaster happened by capsizing the passenger ship Sewol at South Western Sea of Korea in 16, April 2014. The ship which left Incheon harbour to bound for Jeju port passed Maengol strait and reached to approach of Byung Pung island, and then capsized and sank with a sudden inclination to the portside in the mean time of starboard the helm. In this time, the ship which has very poor stability without sufficient ballast waters and with over loading cargo listed port side caused by the centrifugal force acting to the outside of turning. A lot of cargoes not fastened moved to the port side consequently, and the ship came to beam end to capsize and sank in the end. No crews including especially captain would offer their own duties in a such extremely urgent time, as a result, enormous number of victims broke out including a lot of student. In this report, author carried out some calculation on the factors which influenced on the stability of the ship, i.e. the ship's speed, the rudder angle, the weight of cargoes and distance of movement, the surface effect of liquid in the tank. We found out that the most causes of capsize were the poor stability with heavy cargoes and insufficient amount of ballast water against the rule, and the cargoes unfastened moved one side to add the inclination as well. Above all, the owner be blamable because of the illegally operating the ship without keeping the rule.

• Journal of the Korean Institute of Navigation
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• v.17 no.4
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• pp.53-71
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• 1993

The amount and quantity of sea casualities are increased by both an increasing sea-borne cargoes and heavy sea traffic. This paper analyzed the situation of Korean salvage company in order to activate on civilbasis, compared with the nature of common enterprises, and reported the object, the necessity, and the cha-racter of salvage company. For the purpose of this study, three parts are considered in order to analyze the environment of salvage company(the trend of sea casualties, sea-borne cargoes-passengers, ship tonnage/age) the effective planning to activate Korean salvage company are abstracted as follows : 1.the political assistance of concerned government authority. 2.the cooperation system of concerned business field. 3.the self-developing management of salvage company.

• Journal of Life Science
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• v.26 no.8
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• pp.963-969
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• 2016

Kinesin superfamily proteins (KIFs) are microtubule-dependent molecular motor proteins essential for the intracellular transport of organelles and protein complexes in cells. Kinesin 1 is a member of those KIFs that transport various cargoes, including organelles, synaptic vesicles, neurotransmitter receptors, cell signaling molecules, and mRNAs through interaction between its light chain subunit and the cargoes. Kinesin light chains (KLCs) are non-motor subunits that associate with the kinesin heavy chain (KHC) dimer. KLCs interact with many different binding proteins, but their particular binding proteins have not yet been fully identified. We used the yeast two-hybrid assay to identify proteins that interact with the tetratricopeptide repeat (TPR) domain of KLC1. We found an interaction between the TPR domain of KLC1 and Wiskott-Aldrich syndrome protein family member 1 (WAVE1), a member of the WASP/WAVE family involved in regulation of actin cytoskeleton. WAVE1 bound to the six TPR domain-containing regions of KLC1 and did not interact with KHCs (KIF5A, KIF5B, and KIF5C) in the yeast two-hybrid assay. The carboxyl (C)-terminal verprolin-cofilin-acidic (VCA) domain of WAVE1 is essential for interaction with KLC1. Also, other WAVE isoforms (WAVE2 and WAVE3) interacted with KLC1 in the yeast two-hybrid assay. When co-expressed in HEK-293T cells, WAVE1 co-localized with KLC1 and co-immunoprecipitated with KLC1 and KIF5B. These results suggest that kinesin 1 motor protein may transport WAVE complexes or WAVE-coated cargoes in cells.

• Journal of Life Science
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• v.22 no.12
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• pp.1608-1613
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• 2012

A conventional kinesin, KIF5/Kinesin-I, transports various cargoes along the microtubule through interaction between its light chain subunit and the cargoes. Kinesin light chains (KLCs) interact with many different cargoes using their tetratricopeptide repeat (TPR) domain, but the mechanism underlying recognition and binding of a specific cargo has not yet been completely elucidated. We used the yeast two-hybrid assay to identify proteins that interact with the TPR domain of KLC1. We found an interaction between the TPR domain of KLC1 and an amyloid precursor protein (APP)-binding protein PAT1 (protein interacting with APP tail 1). The yeast two-hybrid assay demonstrated that the TPR domain-containing region of KLC1 mediated binding to the C-terminal tail region of PAT1. PAT1 also bound to KLC2 but not to kinesin heavy chains (KIF5A, KIF5B, and KIF5C) in the yeast two-hybrid assay. These protein-protein interactions were also observed in the glutathione S-transferase (GST) pull-down assay and by co-immunoprecipitation. Anti-PAT1 antibody as well as anti-APP anti-body co-immunoprecipitated KLC and KHCs associated with PAT1 from mouse brain extracts. These results suggest that PAT1 could mediate interactions between Kinesin-I and APP containing vesicles.

• Special Issue of the Society of Naval Architects of Korea
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• 2013.12a
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• pp.30-34
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• 2013

Prevention of exhaust gas back flow becomes a great interest to shipyards and shipowners in large container carriers because exhaust gas pollutes cargoes, flows back into the deck house and the engine room area through fresh air intakes and fan rooms, gives harmful damages to the crew's health and also gives thermal damages to electric equipments on the navigation deck. The phenomena of exhaust gas back flow has been studied with the analysis of sea trial records and wind tunnel tests and the height of the exhaust gas pipe, the front area of the deck house, the inflow speed and the position of the radar mast platform has been confirmed as the principal factors of exhaust gas back flow phenomena. The simple empirical formula to estimate exhaust gas back flow phenomena and the design guidances of exhaust gas related structures on deck has been introduced. In future, parametric studies for the exhaust gas back flow factors will be carried out with the CFD analysis. The results of this study will be the guide for development of the prevention method of exhaust gas back flow phenomena for large container carriers.

• Journal of the Society of Naval Architects of Korea
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• v.56 no.2
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• pp.103-108
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• 2019

A new state-of-the-art sloshing research equipment has developed to perform the model test of LNG tanks for the safer design of LNG cargo containment system in violent sloshing phenomena. This sloshing test system has developed by the Samsung Ship Model Basin (SSMB) and thoroughly verified. The accuracy of the motion of hexapods equipment for the excitation of a model tank has been verified. The maximum displacement in six degrees of freedom, harmonic motions of various frequencies, and irregular motions in wave conditions are measured and compared with input signals. In order to confirm the reliability of the post-processing program for measured impact pressure, the post-processed results were compared with those of the reference institute. A benchmarking sloshing test using 1/50 scale model of 160K LNGC tank was conducted for the verification of the whole testing system. The partial filing levels were considered. As a result of the experiment, it is confirmed that the results are in good agreement with those of the reference institute.

• Journal of the Korean Society of Marine Environment & Safety
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• v.2 no.S1
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• pp.7-25
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• 1996

The amount of Sea Casualty is increased by heavy sea traffic, increasing sea-borne cargoes, and superannuated vessels. This study analyzed the circumstance of ship salvage in Korean Salvage Units and management of Salvage Divers in Korea and other countries in order to make establishment of Ship Salvage Divers. This paper reputed the object, the necessity and the character of Ship Salvage Divers. For the purpose of study two parts are considered in order to analyze the environment of salvage divers(the circumstance of Sea Casulties and Ship Salvage). Under the present circumstance in Korea this development planning study may be restricted, but the effective planning to activate Korean Ship Salvage Diver is abstracted as follows; First, the political assistance of concerned government authority is needed. Second, establishment of new course, grade, certificate and licence for Salvage Diver is a Pre-requisite factor for the successful enactment. Third, establishment of Korean Ship Salvage Diving Center or School is strongly required.

• Journal of Life Science
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• v.27 no.6
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• pp.673-679
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• 2017

Microtubules are long rods in the cytoplasm of cells that plays a role in cell motility and intracellular transport. Microtubule-based transport by motor proteins is essential in intracellular transport. Kinesin 1 is a molecular motor protein that mediates the intracellular transport of various membranous vesicles, mRNAs, and proteins along microtubules. It is comprised of two heavy chains (KHCs, also called KIF5s) and two light chains (KLCs). KIF5s bear a motor domain in their amino (N)-terminal regions and interact with various cargoes through the cargo-binding domain in their carboxyl (C)-terminal regions. To identify proteins interacting with KIF5B, yeast two-hybrid screening was performed, and a specific interaction with the cytoplasmic linker protein 170 (CLIP-170), a plus end microtubule-binding protein, was found. The coiled-coil domain of CLIP-170 is essential for interactions with KIF5B in the yeast two-hybrid assay. CLIP-170 bound to the cargo-binding domain of KIF5B. Also, other KIF5s, KIF5A and KIF5C, interacted with CLIP-170 in the yeast two-hybrid assay. In addition, glutathione S-transferase (GST) pull-downs showed that KIF5s specifically interacted with CLIP-170. An antibody to KIF5B specifically co-immunoprecipitated CLIP-170 associated with KIF5B from mouse brain extracts. These results suggest that kinesin 1 motor protein may transport CLIP-170 in cells.

• Journal of Navigation and Port Research
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• v.34 no.6
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• pp.487-492
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• 2010

Ulsan Port is the biggest base port for liquid cargoes in Korea and is pushing in earnest for the development of the 'Ulsan New Port' and 'Northeast Asia Oil-Hub' to prepare for continuous shipment growth. However, Ulsan is in the situation which the harbour limit and anchorages are narrower than other trading ports and the occurrence probability of marine accidents is very high due to heavy marine traffic. We will find and suggest the plan to enlarge the harbour limit essentially needed to expand anchorages considering the geomorphological features of Ulsan and the volume of marine traffic in this research. For the enlargement of harbour limit needed to expand anchorages, the anchorage area needed for Ulsan New Port was calculated after the quantitative analysis of enlargement range through the mutual comparison of the area of harbour limit and anchorages with berths and the volume of marine traffic. The reasonable type of harbour limit, which is based on the survey by a group of experts, was also determined after the decision of the range of harbour limit to accommodate the relevant anchorages.